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A growing body of evidence supports over-the-counter access to oral contraceptives in the United States. An important consideration for over-the-counter approval is consumers' ability to understand key package label messages related to safety and effectiveness without clinician involvement. We developed a prototype over-the-counter Drug Facts Label for a combined oral contraceptive pill and conducted a pilot label comprehension study to evaluate consumer understanding of key messages for use.In November-December 2020, we conducted interviews with 163 adults and teens in the United States who were aged 12-49 years and identified as female or another gender but had a uterus and the ability to become pregnant. We developed 11 primary endpoints based on assessment of clinical risks that could occur if consumers fail to heed them, including messages about contraindications and directions for use; 11 secondary endpoints represented additional important information but with lower potential for clinical consequences if not understood. We evaluated endpoint comprehension by computing frequencies, percentages, and 2-sided Exact (Clopper-Pearson) 95% confidence intervals for observed proportions.Ten of the 11 primary endpoints and 10 of the 11 secondary endpoints were each understood by ≥95% of participants. The remaining primary endpoint on use with prior blood clots was understood by 89% of participants. The remaining secondary endpoint on the product being designed for "people who have the ability to become pregnant" was understood by 83% of participants.Participants understood the key label information required for safe and effective combined oral contraceptive use without clinician involvement.

Compressed Sense (CS) is a technological innovation in the field of Parallel Imaging (PI) that allows to reduce up to 50% the acquisition time per single sequence, reducing the whole duration of the MRI examination, and is based on the application of 3 principles: Incoherent k-space subsampling, sparsification transform and nonlinear iterative reconstruction. The purpose of our work was to evaluate the application of CS to the MRI protocol of the female pelvis performed for infertility, evaluating its Temporal Resolution and Signal/Noise Ratio (SNR) compared to the classic PI technique SENSE. MRI exams were performed with RM 3T scanners (Philips Ingenia, Philips Healthcare, Netherlands Eindhoven). The female pelvis MRI protocol included the following sequences: 3D PelvisView T2, 3D PelvisView T1, DWI (b0 and b1000), mDixon 3D THRIVE with ev. contrast media. The parameters of each sequence, with the exception of DWI in which the CS is not applicable, are shown in comparison between the application of Sense and Compressed Sense. The CS allows to obtain at the same spatial resolution, a protocol with faster acquisition times, correcting the effect of aliasing from data subsampling compared to conventional SENSE. In conclusion, the application of CS could bring multiple advantages in the field of MR imaging in the diagnosis of infertility in women, optimizing the image quality and the duration of each individual examination.

The outbreak of COVID-19 resulted in a decrease in tuberculosis notification rates globally. We compared tuberculosis incidence rates and disease severity in children seen in our centre prior and during COVID-19 pandemic.We performed a cohort study enrolling children aged under 18 years who received a diagnosis of tuberculosis (January 1st, 2010-December 31st, 2021) at our Pediatric Infectious Diseases Unit. Disease severity was evaluated based on: the classification proposed by Wiseman et al., smear positivity, presence of symptoms at presentation, lung cavitation, extrapulmonary disease, respiratory failure and need for intensive care support. Overall, 168 children (50.6% female, median age 69 months, IQR 95.4) received a diagnosis of tuberculosis, 156 (92.8%) between 2010–2019, before COVID-19 outbreak, and 12 (7.2%) between 2020–2021, during the pandemic. The annual tuberculosis notification rate dropped by 73% in 2021 (0.38/100000, 95%CI 0.1–0.96) compared with 2019 (1.46/100000, 95%CI 0.84–2.37). Compared to the pre-pandemic period, the proportion of children classified as severe was higher in 2020–2021 (5, 41.6% vs 23, 15.7%, p = 0.006) with a higher rate of respiratory failure (2, 16.7%, vs 4, 2.6%, p = 0.01) and an increased need for intensive care support (1, 8.3% vs 1, 0.6%, p = 0.01). Conclusion: During COVID-19 pandemic we observed a reduction in tuberculosis notification rate in pediatric population and a significant increase in disease severity. This scenario may be the consequence of a delay in diagnosis and an underreporting of cases, rather than the effect of a reduced transmission of tuberculosis. Children reached health-care services only in the need of urgent medical attention. What is Known:• COVID-19 pandemic had a huge impact on national health care systems, resulting in a reduction of access to medical care. What is New:• In Campania Region, Italy, a low tuberculosis incidence country, we witnessed a 75% reduction in tuberculosis notification rate during pandemic. In parallel we demonstrated a significant increase in disease severity, suggesting that the reduction in notification rate may be attributed to an underreporting of cases and consequential diagnostic delay, rather than a reduced transmission of infection.

Mobility represents a central issue for sustainable urban planning and regeneration processes in large cities, concerning the impact on environmental quality, equity, social inclusion. However, the pandemic has strongly affected mobility trends, influenced by international and national social distancing measures and new “safe” lifestyles. Thus, many cities have been adopting mobility emergency strategies for urban resilience. In this context, as a result of a research developed in the framework of a collaboration between Roma Tre University and Sapienza University of Rome, the paper proposes an “antifragile” strategy for “post-covid Rome”, adaptable to other European metropolitan contexts, based on an integrated approach to urban planning and mobility. The research methodology is articulated in three phases: the analysis of the main scientific references related to urban resilience and antifragility concerning the relations between urban form, ways of living and mobility models in pre and post-pandemic scenarios, the study of the main ongoing practices in European cities and the proposal for an antifragile strategy for the city of Rome based on the theoretical grid. The theoretical grid is an urban grammar that proposes a model of reorganization for the city based on elementary urban units and defines an integrated strategy for the reorganization of mobility, the reconfiguration of local flows and the regeneration of public space. This grammar is declined in different ways according to the different urban fabrics. In the case of Rome, it is declined for four “cities”, the historical city, the consolidated city, the modernist city, the peripheral urban fringes.

Il recupero della memoria urbana, architettonica e culturale dei piccoli centri patrimoniali, sospesi tra l’eredità coloniale spagnola della Leyes de Indias e quella simbolica della Revolución Castrista, è l’obiettivo del progetto “OCSHC — Oriental Cuba Small Historical Centres: una strategia integrata per il recupero intelligente e la valorizzazione dei centri storici minori delle provincie orientali di Cuba”, finanziato dall’Agenzia Italiana per la Cooperazione allo Sviluppo, nato da un’iniziativa congiunta tra la Oficina del Conservador de la Ciudad di Santiago di Cuba e il Dipartimento di Architettura dell’Università degli Studi Roma Tre.

In the scientific debate and international political agendas, the themes of sustainable development increasingly suggest the need for a holistic and strategic approach to the governance of the contemporary city. In this context, mobility infrastructures are considered strategic components due to their potential in terms of reducing environmental pollution, mitigating socioeconomic inequalities, reconfiguring public space, towards a greener, more inclusive, and healthier city, capable of facilitating and make social interactions and natural cycles safer. In this context, the article aims to illustrate the first results of a research activity resulting from the collaboration of Italian, Spanish and French universities. The objective of the research is to define references for new interpretive paradigms and new strategies for sustainable and resilient urban development at the metropolitan scale, based on mobility. The research methodology adopted, connected to the case study analysis, is divided into four phases: definition of new paradigms in the debate, identification of strategies in metropolitan plans, experimentation, proposal of innovation scenarios for resilient metropolises, paying attention to the four main issues inherent to the concept of resilience: Equitable mobility to mitigate socioeconomic inequalities, Infrastructures designed with sensitivity to morphological characteristics, Non-polluting and flexible transportation systems to mitigate risks, Cooperation and technological innovation for smart governance. In particular, the results refer to the definition of integrated strategies for the regeneration of infrastructures, public and soft mobility, both at a metropolitan scale and at a local scale, combining long-lasting structural and strategic planning with tactical urbanism, as in the case of Bologna and Barcelona. En el debate científico y las agendas políticas internacionales, los temas del desarrollo sostenible sugieren cada vez con mayor claridad la necesidad de un enfoque holístico y estratégico para la gobernanza de la ciudad contemporánea. En este contexto, las infraestructuras de movilidad se consideran componentes estratégicos por el potencial en términos de reducción de la contaminación ambiental, mitigación de las desigualdades socioeconómicas, reconfiguración del espacio público, hacia una ciudad más verde, inclusiva y más saludable, capaz de facilitar y hacer más seguras las interacciones sociales y los ciclos naturales. En este contexto, el artículo pretende ilustrar los primeros resultados de una actividad de investigación fruto de la colaboración de universidades italianas, españolas y francesas. El objetivo de la investigación es definir referencias para nuevos paradigmas interpretativos y nuevas estrategias de desarrollo urbano sostenible y resiliente a la escala metropolitana, basadas en la movilidad. La metodología de investigación adoptada, conectada al cases study analysis, se divide en cuatro fases: definición de nuevos paradigmas en el debate, identificación de estrategias en los planes metropolitanos, experimentación, propuesta de escenarios de innovación para metrópolis resilientes, prestando atención a cuatro cuestiones principales inherentes al concepto de resiliencia: Movilidad equitativa para mitigar las desigualdades socioeconómicas, Infraestructuras diseñadas con sensibilidad hacia las características morfológicas, Sistemas de transporte no contaminante y flexible para mitigar los riesgos Innovación de la gobernanza de la movilidad, cooperación e innovación tecnológica para una governance smart. En particular, los resultados se refieren a la definición de estrategias integradas para la regeneración de infraestructuras, movilidad pública y dulce, tanto a la escala metropolitana como local, combinando la planificación estructural y estratégica a largo plazo con el urbanismo táctico, como en los casos de Bologna y Barcelona.

The recovery of the urban, architectural, and cultural memory of small patrimonial centres, suspended between the Spanish colonial heritage of the Leyes de Indias and the symbolic one of the Cuban Revolution, is the main objective of the project “OCSHC - Oriental Cuba Small Historical Centres: an integrated strategy for the intelligent recovery and enhancement of the minor historical centres of the eastern provinces of Cuba”. The project, funded by the AICS Italian Agency for Development Cooperation, was born from a joint initiative between the Oficina del Conservador de la Ciudad of Santiago de Cuba the Faculty of Construction of the Universidad de Oriente and the Department of Architecture of Roma Tre University. OCSHC provides for the definition of an integrated strategy for the construction of a network of small patrimonial towns in the provinces of Granma, Santiago de Cuba, Holguín y Guantánamo, within the framework of a sustainable and solidarity development scenario based on the recovery and enhancement of the historical heritage urban and the places of culture and local communities. La recuperación de la memoria urbana, arquitectónica y cultural de pequeños centros patrimoniales, suspendidos entre el legado colonial español de las Leyes de Indias y el simbólico de la Revolución Cubana, es el objetivo del proyecto “OCSHC – Oriental Cuba Small Historical Centres: una estrategia integral para la recuperación y puesta en valor inteligente de los centros históricos menores de las provincias orientales de Cuba”. El proyecto, financiado por la Agencia Italiana de Cooperación para el Desarrollo AICS, nace de una iniciativa conjunta entre la Oficina del Conservador de la Ciudad de Santiago de Cuba, la Facultad de Construcciones de la Facultad de Oriente y el Departamento de Arquitectura de la Universidad Roma Tre. OCSHC prevé la definición de una estrategia integral para la construcción de una red de pequeñas ciudades patrimoniales en las provincias de Granma, Santiago de Cuba, Holguín y Guantánamo, en el marco de un escenario de desarrollo sostenible y solidario basado en la recuperación y puesta en valor del patrimonio histórico urbano y de los lugares de la cultura y de las comunidades locales.

Background Hyperkalemia (HK) often occurs among patients with heart failure (HF), particularly when treated with renin-angiotensin-aldosterone system inhibitors (RAASi). Even modest variations from normal potassium levels raise the risk of mortality and prompt patients to limit or cease disease-modifying treatment. Novel potassium binders (NPB), patiromer and sodium zirconium cyclosilicate, are approved for treatment of HK, but whether this results in a real optimization of HF treatment remains to be seen. Objectives To assess the efficacy of NPB on the persistence of therapy with RAASi in HF patients. Methods PubMed and Web of Science were searched without restrictions from inception to 06 August 2022 to identify valuable articles. The studies that met the inclusion criteria were analyzed. The prespecified main outcome was the proportion of HF patients achieving target dose of RAASi. Secondary outcomes were the reduction in potassium levels, hyperkalemia events and persistence of therapy with RAASi in the overall population. Results Eight studies, with a total of 2247 patients were included. NPB improved optimization of RAASi therapy in HF compared to placebo by 21% (95% CI: 5% – 39%), decreased potassium levels by 0.48 mEq/L (95% CI: 0.28–0.67) and decreased hyperkalemia events by 53% (95% CI: 34% – 64%) and improved the proportion of the overall study population on RAASi therapy by 28% (95% CI: 7% – 52%). Conclusion The present meta-analysis suggests that NPB are favorable in improving the proportion of patients on RAASi therapy, whether they have HF or not, in reducing potassium levels and hyperkalemia events.

Acute aortic syndromes are life-threatening medical conditions that include classic acute aortic dissection (AAD), aortic intramural hematoma, penetrating aortic ulcer, and even aortic pseudoaneurysm and traumatic aortic injury. The European Society of Cardiology has designed a multiparametric diagnostic algorithm to provide stepwise diagnosis. All patients with AAD should receive aggressive medical therapy to control blood pressure and heart rate. Urgent surgical repair is recommended for type A AAD. Uncomplicated type B AAD requires aggressive medical therapy. In contrast thoracic endovascular repair is recommended for complicated type B. AAD should be considered a lifelong disease that affects the entire aorta.

It is generally accepted that State Parties can rely on ‘in accordance with the host State law’ clauses (or legality clauses) with a view to curtailing arbitral tribunals' jurisdiction to disputes arising from lawful investments. Given the increasing attention dedicated to legality in modern investment treaty practice, it is likely that ‘in accordance with the host State law’ clauses will continue playing an important role in arbitration proceedings. In light of the foregoing, this article examines how arbitral tribunals interpret and apply domestic law when dealing with jurisdictional challenges based on pleas of illegality. Drawing upon the limitations to legality clauses elaborated by the case law, the authors demonstrate that tribunals tend to adopt an ‘international’ approach in interpreting and applying domestic law. The authors explain why this international approach is fundamentally flawed and suggest an alternative approach to use in future disputes.

We are aware that we will have to live with COVID-19 at least until the vaccination of a minimum percentage of the population will guarantee the achievement of “herd immunity”. Until then, it is proved that the most effective strategy to limit contagion is social distancing. Despite the adoption of countermeasures, this strategy is having heavy effects on the economy and social relations, putting the issue of people’s mobility at the centre of attention (OECD, 2020a; Un-habitat, 2020). This moment must therefore represent the opportunity to build an urban resilience strategy around mobility policies based on necessary “anti-fragile” scenarios (Taleb, 2008; Blečić & Cecchini, 2016), seizing this phase for an urban and social transformation capable of strengthening the complex “city” system toward “a new normal” (OECD, 2020b). In some Italian and foreign cities, the partial reopening carried out from May 2020 led to the resumption of some productive activities. The consequent increase in the flows has given rise to a complex challenge related to the reorganization of mobility. Rome has put in place measures such as the strengthening of public transport during peak hours and the start of the construction of 150 km of cycle paths, already foreseen by the Sustainable Urban Mobility Plans (SUMP) of 2019. However, it falls behind cities like Milan and Bologna, who have drawn up specific documents such as Adaptation Strategies and Emergency Plans for Sustainable Mobility, promptly engaged in the reorganization of mobility following the example of other European cities (such as Barcelona, Paris, Vienna) that pursue clear objectives and long-standing strategies of environmental, social and economic sustainability. Nevertheless, the backwardness of Rome also deals with the complexity of the urban “form” of the city and its immeasurable extension, as well as to the paucity of municipal mobility policies of the last decades. In view of a “post-COVID” phase, two essential factors are overriding: the demand for travel (Who should move? From where to where? How?) and the supply of urban and metropolitan mobility. However, it is necessary to counter immediately the risk of an uncontrolled return to the use of private vehicles, which, for Rome in particular, would mean the collapse of the city, also related to an immediate increase in atmospheric pollution and roads accidents. The paper is aimed at proposing an anti-fragile strategy for Roman mobility, starting from the functional and morphological analysis of the Roman settlement system, related to its articulation and specificities, which constitute a fundamental component in evaluating the potential and weaknesses of new mobility scenarios, highlighting the relationships between forms of the city and mobility models. The proposal for a planning methodology, based on the identification of the “elementary urban units” of the “theoretical grid” (Vittorini, 1987; Cerasoli, 2008), is supported by the international debate and practices of the last decades (Superillas in Barcelona; 15-minutes city model; Good Moove Plan in Bruxelles) and by the arising temporary practices in the Covid-19 phase. A planning methodology that will be able to easily switch from emergency to ordinary, combining ordinary and post-COVID extraordinary funds.

Los procesos de metropolización del territorio impulsan fenómenos de polarización espacial que determina un estado creciente de fragilidad económica y social de las “inner peripheries” conectada a fenómenos de abandono del patrimonio edificatorio y de infraestructuras. En este contexto, el grupo de académicos italianos y españoles ha desarrollado entre 2018 y 2020 la investigación intitulada Rutas de resiliencia. Reutilización y relanzamiento de ferrocarriles menores para la regeneración de los territorios frágiles. Experiencias en Italia y España. La investigación, a partir de la contextualización de las dinámicas en Italia y España, como la marginalización de las “aree interne” y de la “España vacía”, define nuevas referencias metodológicas y operativas orientadas a responder a los procesos de desmantelamiento infraestructural, en línea con las estrategias europeas. La investigación adopta tres perspectivas consolidadas en el marco del debate urbanístico para analizar los fenómenos de fragilización y las experiencias en curso y para proponer pautas de intervención: una perspectiva "estructural" para el relanzamiento del servicio ordinario, una perspectiva "morfológica y paisajística" de puesta en valor del carácter cultural y turístico de los ferrocarriles y una perspectiva “ecológica” para la construcción de vías verdes. En este marco, a partir de una metodología inductiva, el documento representa una síntesis de los resultados y algunas profundizaciones de casos de estudio que subrayan la oportunidad de experimentar nuevas categorías integradas y multiescalares para la planificación de redes de infraestructuras, promovidas por las políticas y los programas nacionales y europeos. Els processos de metropolització del territori impulsen fenòmens de polarització espacial que determinen un estat creixent de fragilitat econòmica i social de les “inner peripheries” connectada a fenòmens d’abandonament de el patrimoni edificat i d’infraestructures. En aquest context, el grup d’acadèmics italians i espanyols ha desenvolupat, entre 2018 i 2020, la investigació intitulada Rutes de resiliència. Reutilització i rellançament de ferrocarrils menors per a la regeneració dels territoris fràgils. Experiències a Itàlia i Espanya. La investigació, a partir de la contextualització de les dinàmiques a Itàlia i Espanya, com la marginalització de les “Aree interni” i de la “España vacía”, defineix noves referències metodològiques i operatives orientades a respondre als processos de desmantellament infraestructural, en línia amb les estratègies europees. La investigació adopta tres perspectives consolidades en el marc del debat urbanístic per analitzar els fenòmens de fragilització i les experiències en curs i per proposar pautes d’intervenció: una perspectiva “estructural” per al rellançament del servei ordinari, una perspectiva “morfològica i paisatgística” de posada en valor del caràcter cultural i turístic dels ferrocarrils i una perspectiva “ecològica” per a la construcció de vies verdes. En aquest marc, a partir d’una metodologia inductiva, el document representa una síntesi dels resultats i algunes aprofundiments de casos d’estudi que subratllen l’oportunitat d'experimentar noves categories integrades i multiescalars per a la planificació de xarxes d’infraestructures, promogudes per les polítiques i els programes nacionals i europeus. The processes of metropolization of the territory foster phenomena of spatial polarization that determine a growing state of economic and social fragility of the “inner peripheries” connected to the abandonment of the building and infrastructural heritage. In this context, between 2018 and 2020, the group of Italian and Spanish academics has developed the research entitled Resilience Paths. Reuse and relaunch of minor railways for the regeneration of fragile territories. Experiences in Italy and Spain. The research, based on the contextualization of the dynamics in Italy and Spain, such as the marginalization of the "aree interne" and the "España vacía", defines new methodological and operational references aimed at facing the processes of infrastructural dismantling, in line with European strategies. This research adopts three consolidated perspectives, within the framework of the urban planning debate, to analyse the fragilization phenomena. And the ongoing experiences and to propose guidelines for intervention: a "structural" perspective for the relaunch of the ordinary service, a "morphological and landscape" perspective for the enhancement of the cultural and tourist character of the railways and an "ecological" perspective for the construction of greenways. In this framework, based on an inductive methodology, the document represents a synthesis of the results and some insights into case studies that highlight the opportunity to experiment new integrated and multi-scalar categories for the planning of infrastructure networks, promoted by the national and European policies and programs.

The phenomena of socio-economic polarization, metropolization and intensive exploiting of territorial resources have progressively weakened the relationship between historic centres and territorial context, fostering unsustainable forms of mobility and land use transformations that require new strategies for territorial rebalancing and regeneration.

Acute aortic syndromes are life-threatening medical conditions that include classic acute aortic dissection (AAD), aortic intramural hematoma, penetrating aortic ulcer, and even aortic pseudoaneurysm and traumatic aortic injury. The European Society of Cardiology has designed a multiparametric diagnostic algorithm to provide stepwise diagnosis. All patients with AAD should receive aggressive medical therapy to control blood pressure and heart rate. Urgent surgical repair is recommended for type A AAD. Uncomplicated type B AAD requires aggressive medical therapy. In contrast thoracic endovascular repair is recommended for complicated type B. AAD should be considered a lifelong disease that affects the entire aorta.

Background: Italy is classified as a low tuberculosis (TB) incidence country (rate 6.5/100,000 inhabitants). However, the Campania Region Pediatric Reference Centre (CRRC) observed an increase in TB, contemporarily with a rise in migration.Our aim was to investigate trends in TB notification rates, association with migration, and changes in clinical outcomes of children living in Campania. Methods: We conducted a prospective cohort study (January 1, 2009-December 31, 2018), including children

Il paper restituisce gli esiti di un approfondimento congiunto condotto nell’ambito di una collaborazione scientifica in corso tra l’Università Sapienza, Roma Tre, l’UCLM e l’UPC che pone al centro della riflessione le relazioni tra mobilità, infrastrutture e urbanistica. In particolare, il paper intende evidenziare il potenziale urbanistico e sociale delle infrastrutture nelle strategie di rigenerazione alla scala urbana e metropolitana, con riferimento al rilancio del trasporto pubblico e alla promozione della mobilità sostenibile quali “percorsi di resilienza”. Quella tra mobilità, infrastrutture e territorio è una relazione complessa e una tematica interscalare, che interessa trasversalmente tutti i territori definiti “urbanizzati”, dai grandi poli urbani, alle relative cinture periferiche, alle aree interne del paese. L’individualità, l’ingovernabilità e l’insostenibilità dei flussi di mobilità nella città contemporanea sono strettamente legati ai modelli culturali globali e alle nuove forme insediative energivore, inquinanti e poco inclusive, la cui situazione è aggravata dalla settorialità nella pianificazione delle infrastrutture che determina uno scollamento tra le reti e i contesti attraversati, acuendo le problematiche di polarizzazione socioeconomica. Tali problematiche possono trovare riscontro in una strategia integrata che concili nuovi assetti insediativi e scenari innovativi di mobilità sostenibile, riattivando o generando nuove relazioni urbane, garantendo una accessibilità democratica e diffusa. L’esigenza di una integrazione tra trasporti e urbanistica suggerisce nuove prospettive per la pianificazione che considerano il Diritto alla mobilità come valore collettivo, gli assi per il trasporto pubblico e le stazioni come reti e nodi complessi, “propulsori” di una urbanità inclusiva e le nuove forme di mobilità sostenibili come vettori di rigenerazione ambientale. In questo quadro il paper esplora le relazioni tra fenomeni insediativi contemporanei e modelli di mobilità, delineando alcune problematiche prioritarie a livello metropolitano rispetto alle quali casi emblematici di pianificazione (Barcellona, Milano; Roma) hanno individuato soluzioni progettuali innovative supportate da nuove categorie progettuali, meccanismi operativi e forme di gestione.

La situazione emergenziale relazionata alla pandemia da Covid-19 ha messo in atto scenari senza precedenti che richiamano la necessità di un ripensamento immediato dei paradigmi che guidano la vita contemporanea. In coerenza con le teorie degli eventi rari, della sistemica, e con le strategie di ripresa post-crisi, occorre oggi pensare in un’ottica resiliente, o ancora meglio, anti-fragile (Taleb, 2012; Blečić, Cecchini, 2016), a nuove ed evolute soluzioni che facciano sì che il sistema in cui viviamo non solo risponda all’urto subìto, tornando alla sua struttura originaria, ma che anzi da esso ne tragga energia per uscirne più resistente. In particolar modo nella città della post-pandemia, questa antifragilità dovrà partire da una profonda revisione, da un lato, dei paradigmi della pianificazione e delle politiche per la città e, dall’altro, di modelli culturali individualisti – più che liberisti – che hanno progressivamente perso di vista il layout in cui si svolge la nostra vita quotidiana, la Città, e l’Essere Umano. Per operare in questo senso occorre prendere consapevolezza del ruolo chiave che la mobilità gioca - da svariati decenni - nell’ambito delle trasformazioni dei modelli urbani e degli stili di vita. La mobilità oggi più che è mai un sistema complesso, non più leggibile in una mera ottica trasportistica (domanda-offerta) o ambientale (emissioni-efficienza), che richiede un approccio interdisciplinare, soprattutto di tipo socioculturale, che rimetta la componente umana al centro del dibattito. In tale cornice, questo paper intende far emergere il ruolo determinante della mobilità nelle strategie di rigenerazione urbana attraverso lo studio di alcuni modelli emergenti di pianificazione, analizzandone gli aspetti morfo-funzionali (di compattezza e complessità, come nel modello transit oriented development nordamericano), socio-economici (di accessibilità e di qualità urbana, come nella Ville du quart d'heure francese) e ambientali (di riequilibrio modale e qualità ambientale, come negli ecoquartieri europei) e nelle esperienze di pianificazione urbanistica.

T he effects of financial system on economic growth rate are identified. To do this in an endogenous stochastic growth model with two types of financial systems, efficient and inefficient ones, the effects on growth are studied. This investigation shows that financial inefficiency has a negative impact on growth. A financial regulation through a capital yield tax corrects negative impacts on growth; furthermore, the necessary conditions for growing under this scenario are characterized. An empirical study is carried out in order to verify the relationship between economic growth and financial regulations.

Los procesos de metropolización del territorio impulsan los fenómenos de polarización espacial que determina un estado creciente de fragilidad económica y social de las “inner peripheries” conectado a problemas infraestructurales y medioambientales. En este contexto, el debate científico y las agendas políticas destacan la centralidad de los temas relacionados con la movilidad, que rediseñan las zonas rápidas y las zonas lentas de los países, el acceso a los servicios y el potencial de desarrollo sostenible, alimentando o debilitando la sangre vital del territorio, los flujos de personas y bienes. El Derecho a la Movilidad, finalizado a garantizar conexiones y accesibilidad, constituye una parte fundamental de una estrategia de regeneración dirigida a asegurar un nuevo welfare urbano, en el marco de las rutas de resiliencia para los territorios frágiles.La reflexión ilustrada en esta ponencia es parte de la actividad de investigación que el grupo de académicos de las Universidades Sapienza, Roma Tre, UCLM y UPC están tratando sobre el tema de la regeneración urbana y territorial, poniendo en el centro el tema de las relaciones que existen entre urbanismo, infraestructuras para la movilidad y regeneración territorial, destacando los retos que plantea la presencia de redes ferroviarias en desmantelamiento.Específicamente, la investigación intitulada Rutas de resiliencia. Reutilización y relanzamiento de ferrocarriles menores para la regeneración de los territorios frágiles. Experiencias en Italia y España aborda la reactivación de líneas ferroviarias menores en desuso, a través de un enfoque integrado, desde paisajes del descarte a ejes estructurantes de reequilibrio socio-económico y medioambiental, así como de reconfiguración morfólogica y de valorización paisajística.La propuesta, a partir de la contextualización de las dinámicas en curso en Italia y España, como la marginalización de las “aree interne” y de la “España vacía”, persigue el objetivo de identificar nuevas referencias metodológicas y operativas, a través de la definición de enfoques para la reactivación y reutilización de redes ferroviarias menores, en línea con las políticas y los programas orientados a responder a los procesos de desmantelamiento infraestructural.La investigación adopta tres perspectivas consolidadas en el marco del debate urbanístico para analizar los fenómenos de fragilización y las experiencias de planes y proyectos, en coherencia con las políticas y los programas:- una perspectiva "estructural", que identifica el relanzamiento de los ferrocarriles como oportunidad para la revitalización socioeconómica de áreas marginales, a partir de una reactivación del servicio público, desde el “derecho a la movilidad”;- una perspectiva "morfológica y paisajística", que centra la atención en la relación osmótica entre infraestructura y paisaje, a partir del reconocimiento de la forma como una herramienta cognitiva y de planificación para interpretar la identidad de los lugares y el disfrute como elemento indispensable para gobernar la percepción del territorio;- una perspectiva “ecológica y medioambiental”, que considera la regeneración de la red ferroviaria como una oportunidad para el desarrollo sostenible, que sugiere la transformación en redes integradas verdes, portadoras de nuevas formas de movilidad sostenible y valores ecológicos colectivos.En este marco, a partir de un proceso inductivo e iterativo de investigación, el documento sintetiza los primeros resultados de la investigación que subrayan la necesidad de nuevas categorías de planificación integrada e interescalar para la planificación de redes de infraestructura: corredores de movilidad rápida, ferrocarriles turísticos, vías verdes, nuevos criterios operativos que identifican los trazados como "figuras de regeneración" que ponen en sinergia herramientas ordinarias y extraordinarias, recursos públicos y privados multinivel, escenarios a largo, medio y corto plazo, nuevas formas de gestión de redes y de servicios internacionales y multinivel. Els processos de metropolització del territori impulsen els fenòmens de polarització espacial que determina un estat creixent de fragilitat econòmica i social de les "inner peripheries" connectat a problemes infraestructurals i mediambientals. En aquest context, el debat científic i les agendes polítiques destaquen la centralitat dels temes relacionats amb la mobilitat, que redissenyen les zones ràpides i les zones lentes dels països, l'accés als serveis i el potencial de desenvolupament sostenible, alimentant o debilitant la sang vital del territori, els fluxos de persones i béns. El Dret a la Mobilitat, finalitzat a garantir connexions i accessibilitat, constitueix una part fonamental d'una estratègia de regeneració dirigida a assegurar un nou welfare urbà, en el marc de les rutes de resiliència per als territoris fràgils.La reflexió il·lustrada en aquesta ponència és part de l'activitat de recerca que el grup d'acadèmics de les universitats Sapienza, Roma Tre, UCLM i UPC estan tractant sobre el tema de la regeneració urbana i territorial, posant al centre el tema de les relacions que hi ha entre urbanisme, infraestructures per a la mobilitat i regeneració territorial, destacant els reptes que planteja la presència de xarxes ferroviàries en desmantellament.Específicament, la investigació intitulada Rutes de resiliència. Reutilització i rellançament de ferrocarrils menors per a la regeneració dels territoris fràgils. Experiències a Itàlia i Espanya aborda la reactivació de línies ferroviàries menors en desús, a través d'un enfocament integrat, des de paisatges del descarti a eixos estructurants de reequilibri socioeconòmic i mediambiental, així com de re-configuració morfològica i de valorització paisatgística.La proposta, a partir de la contextualització de les dinàmiques en curs a Itàlia i Espanya, com la marginalització de les "Aree interni" i de la "Espanya buida", persegueix l'objectiu d'identificar noves referències metodològiques i operatives, a través de la definició d'enfocaments per a la reactivació i reutilització de xarxes ferroviàries menors, en línia amb les polítiques i els programes orientats a respondre als processos de desmantellament infraestructural.La investigació adopta tres perspectives consolidades en el marc del debat urbanístic per analitzar els fenòmens de fragilització i les experiències de plans i projectes, en coherència amb les polítiques i els programes:- d'una perspectiva "estructural", que identifica el rellançament dels ferrocarrils com a oportunitat per a la revitalització socioeconòmica d'àrees marginals, a partir d'una reactivació del servei públic, des del "dret a la mobilitat";- d'una perspectiva "morfològica i paisatgística", que centra l'atenció en la relació osmòtica entre infraestructura i paisatge, a partir del reconeixement de la forma com una eina cognitiva i de planificació per interpretar la identitat dels llocs i el gaudi com a element indispensable per governar la percepció del territori;- d'una perspectiva "ecològica i mediambiental", que considera la regeneració de la xarxa ferroviària com una oportunitat per al desenvolupament sostenible, que suggereix la transformació en xarxes integrades verds, portadores de noves formes de mobilitat sostenible i valors ecològics col·lectius.En aquest marc, a partir d'un procés inductiu i iteratiu d'investigació, el document sintetitza els primers resultats de la investigació que subratllen la necessitat de noves categories de planificació integrada i interescalar per a la planificació de xarxes d'infraestructura: corredors de mobilitat ràpida, ferrocarrils turístics, vies verdes, nous criteris operatius que identifiquen els traçats com "figures de regeneració" que posen en sinergia eines ordinàries i extraordinàries, recursos públics i privats multinivell, escenaris a llarg, mitjà i curt termini, noves formes de gestió de xarxes i de serveis internacionals i multinivell. The processes of metropolization of the territory foster the phenomena of spatial polarization that determines a growing state of economic and social fragility of the “inner peripheries” connected to infrastructure and environmental problems. In this context, the scientific debate and political agendas highlight the centrality of mobility, which redesign the “fast and slow areas” of the countries, the access to services and the potential for sustainable development, feeding or weakening the vital lymph of the territory, the flows of people and goods. The Right to Mobility, aimed to guarantee connections and accessibility, constitutes a fundamental part of a regeneration strategy to ensure a new urban welfare, within the framework of the resilience tracks for fragile territories.In this context, the reflexion illustrated in this document is part of the research activity that the group of academics of the Universities La Sapienza, Roma Tre, UCLM and UPC are developing in the framework of urban and territorial regeneration issues, deepening the relationships between urban planning mobility, infrastructures and territorial regeneration and highlighting the challenges fostered by the presence of dismissed railways.The research entitled “Resilience routes. Reuse and relaunch of minor railroads for the regeneration of fragile territories. Experiences in Italy and Spain” address the reactivation of underutilized or disused minor railway lines, through an integrated approach, moving from “landscapes of waste” to structuring axes of socio-economic and environmental rebalancing, as well as morphological reconfiguration and landscape valorization.The proposal, based on the contextualization of the on-going dynamics in Italy and Spain, such as the marginalization of the “aree interne” and the “España vacía”, aims to identify new methodological and operational references, through the definition of guidelines for the reactivation and reuse of minor railway networks, in line with policies and programs aimed at responding to divestment processes of infrastructures.The research adopts three consolidated perspectives within the framework of the urban debate to analyze the phenomena of “fragilization” and cases of plans and projects, in consistence with the policies and programs:- a "structural" perspective, which identifies the regeneration of the railway network as an opportunity for the socio-economic revitalization of marginal areas, based on a reactivation of the public service towards a “right to mobility”;- a "morphological and landscape" perspective, based on the deepening of the form as a cognitive and planning tool to interpret the identity of places and enjoyment as an indispensable element to govern the perception of the territory, which focuses on the osmotic relationship between infrastructure and landscape;- an “ecological and environmental” perspective, which considers the regeneration of railways as an opportunity for sustainable development, which suggests the transformation into integrated green networks fostering new forms of slow mobility and collective ecological values.In this framework, moving within an inductive and iterative research process, the document summarizes the first results of the research that underline the need for new integrated and intercalar planning categories for infrastructure networks: rapid mobility corridors, tourist railroads, green ways, new operational criteria that identify the roads as "regeneration figures" that put in synergy ordinary and extraordinary tools, multilevel public and private resources, long, medium and short term scenarios, as well as new international and multilevel forms of network and services management. Proyecto de investigación “Percorsi di resilienza. Il rilancio e il riuso delle linee ferroviarie minori nei territori fragili” financiado por Sapienza Università di Roma.

The paper deals with an experimental study aimed at assessing the possible re-use of volcanic ash as temper in the manufacture of ceramic tiles. Needing to find end of waste alternatives for this material arises from the awareness that the fall-out of large quantities of ash in active volcanic areas causes many inconveniences to communities living and working in close proximity to the volcano. Volcanic ashes recently erupted by Mount Etna volcano have been here chosen as case study for these purposes. Ceramic test-tiles were manufactured by mixing volcanic ash with a calcareous clayey raw material, by using specific proportions of clay/temper. In order to assess the quality of the products, the tiles underwent several physical–mechanical tests including: a) water absorption; b) bending resistance; c) impact resistance; d) resistance to deep abrasion; e) thermal shock resistance; f) frost resistance; and g) accelerated aging test by salt crystallization. The obtained results have been then compared with those of a reference product manufactured by using another volcanic material known as azolo (i.e., ground basalt) for a long time on the market. Our data demonstrate how basaltic ash recovering through this methodological approach is highly promising in the sector of building materials.

Background There are no reliable outcome predictors for functional dysphonia (FD) patients. Objectives To investigate if any clinical or phoniatric characteristics could identify FD patients at risk of negative outcome after speech therapy. Methods We retrospectively reviewed the results of 78 FD patients treated with the proprioceptive elastic method. Before and one-month after therapy, patients underwent endoscopy, acoustic analysis with Multi-Dimensional Voice Program, and Voice Handicap Index-10 questionnaire (VHI-10). Negative outcome was the persistence of VHI-10 ≥ 13. Results 26 FD patients had negative outcome (i.e. VHI-10 ≥ 13) after speech therapy. At univariate analysis, clinical variables (i.e. sex, age, comorbidities, dysphonia duration, and professional voice use) were not associated with the outcome. Elevated Jitter% (Jitt; p = 0.03), Shimmer% (Shim; statistical trend, p = 0.06), and Noise to Harmonics Ratio (statistical trend, p = 0.06) were found in patients with poor results. At multivariate analysis, higher Jitt was an independent negative prognostic factor (p = 0.02), while a statically trend was identified for Shim (p = 0.06). A panel of Jitt >1.5 and Shim >5.1 showed an acceptable discriminatory power (AUC [ROC] = 0.76) according to Hosmer and Lemeshow scale. Conclusion A panel of two acoustic analysis parameters could help in identifying FD patients at risk of speech therapy failure. Further studies in these patients are needed to evaluate the most efficient treatment protocol.

Mending Termini Station es el título de una experimentación académica que ha sido tratada y profundizada entre 2017 y 2018 en el contexto de un Master en finanzas inmobiliarias (en la LUISS Business School en Roma), un Taller internacional de planificación urbana y arquitectura (con la participación de las universidades de Roma Tre y Sapienza, de Roma, ETSAB/UPC, de Barcelona, UFRGS, de Porto Alegre – Brasil, y UNR, de Rosario - Argentina) y varios cursos de Urbanismo en el Departamento de Arquitectura de la Universidad Roma Tre.La experimentación se funda sobre la anomalía genética de las ciudades italianas, ligadas al transporte por carretera (auto particulares, buses y camiones), que muestra progresivamente y dramáticamente sus consecuencias, especialmente en la ciudad de Roma - que tiene el territorio municipal más amplio de Europa. El "cuidado del hierro," prometido por el Plan Regulador municipal de 2008, que contemplaba nuevas líneas de metro, tranvías, ferroviarias, corredores preferenciales de transporte público y el cierre del cinturón ferroviario en la parte norte de Roma, lamentablemente sigue apareciendo en las crónicas debido a quiebras y interrupciones.La congestión del tráfico vehicular, debido a la estructura radial de la red vial romana (que sigue la estructura de las antiguas carreteras consulares), la ineficiencia del transporte público y el flujo monodireccional de viajeros diarios a y del centro de la ciudad, involucra a toda el área metropolitana y paraliza todos los días a los ciudadanos.En particular, la estructura de los ferrocarriles parece penalizada por el cinturón que todavia nunca se ha completado, por una nueva estación para los trenes de Alta Velocidad, la Estación Tiburtina, subutilizada debido a la presencia dominante de la Estación Termini, la estación principal de Roma, donde llegan la mayoría de los trenes regionales y Alta Velocidad. Por su ubicación, a caballo entre las Murallas Antigua del Emperador Aureliano, que rodean el centro histórico de Roma, la Estación Termini se carateriza como un corte en el medio del corazon de la ciudad, un fragmento urbano que separa los barrios Esquilino, Castro Pretorio, San Lorenzo, y que atrae fenómenos al mismo tiempo de degradación y turistificación masiva.El proyecto Mending Termini Station está inspirado en una hipótesis del Plan Regulador de 1931 (por el arquitecto Marcello Piacentini). Este Plan, al final de un largo debate que duró más de cincuenta años, propuso la eliminación de la estación de Termini, construida en el cuadrante oriental del centro histórico de Roma, reemplazándola con un ferrocarril subterráneo y una nueva estación ferroviaria, también esta subterránea, y el cierre simultáneo del anillo ferroviario hacia el norte. La zona de Termini, una vez liberada de la infraestructura ferroviaria, estaba destinada a convertirse en un nuevo centro direccional con características monumentales, en línea con lo que se logró en otras capitales europeas.Mending Termini Station actualiza las ideas de planificación de 1931: la eliminación de la actual estación de Termini, reemplazada por un nuevo trazado ferroviario subterráneo y una nueva estación, también subterranea, únicamente para el Alta Velocidad; la reutilización y valorización de la Estación del 1949 y de su gran área central, liberada de los rieles; el cierre del cinturón ferroviario con la reorganización de la movilidad y del transporte público de toda el área metropolitana de Roma. Todo esto, en total conformidad con las regulaciones europeas sobre la liberalización del mercado ferroviario.El ensayo ilustrará los estudios preparatorios, los análisis históricos, el modelo actual, las evaluaciones críticas y los métodos de construcción de las propuestas. La metodología de implementación ha previsto un juego de rol, donde estuvieron representados los tres actores principales de la transformación urbana: el Municipio, la empresa que gestiona la red ferroviaria y los edificios ferroviarios, RFI Rete Ferroviaria Italiana (Grupo Ferrovie dello Stato) y finalmente los ciudadanos mismos.Las soluciones propuestas se caracterizan por su factibilidad urbana, de transporte y movilidad y también socioeconómica. Por lo tanto, constituyen una propuesta sostenible para la ciudad de Roma y su sistema de transporte público. Mending Termini Station és el títol d'una experimentació acadèmica que ha estat tractada i aprofundida entre 2017 i 2018 en el context d'un Màster en finances immobiliàries (a la LUISS Business School a Roma), un Taller internacional de planificació urbana i arquitectura (amb la participació de les universitats de Roma Tre i Sapienza, de Roma, ETSAB / UPC, de Barcelona, UFRGS, de Porto Alegre - Brasil, i UNR, de Rosario - Argentina) i diversos cursos d'Urbanisme al Departament d'Arquitectura de la Universitat Roma Tre.L'experimentació es funda sobre l'anomalia genètica de les ciutats italianes, lligades al transport per carretera (acte particulars, busos i camions), que mostra progressivament i dramàticament les seves conseqüències, especialment a la ciutat de Roma - que té el territori municipal més ampli de Europa. El "cura del ferro," promès pel Pla Regulador municipal de 2008, que contemplava noves línies de metro, tramvies, ferroviàries, corredors preferencials de transport públic i el tancament del cinturó ferroviari a la part nord de Roma, lamentablement segueix apareixent en les cròniques causa de fallides i interrupcions.La congestió del trànsit vehicular, a causa de l'estructura radial de la xarxa viària romana (que segueix l'estructura de les antigues carreteres consulars), la ineficiència del transport públic i el flux mono direccional de viatgers diaris ai del centre de la ciutat, involucra tota l'àrea metropolitana i paralitza tots els dies als ciutadans.En particular, l'estructura dels ferrocarrils sembla penalitzada pel cinturó que encara no s'ha completat, per una nova estació per als trens d'Alta Velocitat, l'Estació Tiburtina, subutilizada causa de la presència dominant de l'Estació Termini, l'estació principal de Roma, on arriben la majoria dels trens regionals i Alta Velocitat.Per la seva ubicació, a cavall entre les Muralles Antiga de l'Emperador Aureliano, que envolten el centre històric de Roma, l'Estació Termini es caracteritza com un tall al mig del cor de la ciutat, un fragment urbà que separa els barris Esquilino, Castro Pretorio , Sant Llorenç, i que atreu fenòmens al mateix temps de degradació i turistificació massiva.El projecte Mending Termini Station està inspirat en una hipòtesi del Pla Regulador de 1931 (per l'arquitecte Marcello Piacentini). Aquest Pla, al final d'un llarg debat que va durar més de cinquanta anys, va proposar l'eliminació de l'estació de Termini, construïda al quadrant oriental del centre històric de Roma, reemplaçant-amb un ferrocarril subterrani i una nova estació ferroviària, també aquesta subterrània , i el tancament simultani de l'anell ferroviari cap al nord. La zona de Termini, un cop alliberada de la infraestructura ferroviària, estava destinada a convertir-se en un nou centre direccional amb característiques monumentals, en línia amb el que es va aconseguir en altres capitals europees.Mending Termini Station actualitza les idees de planificació de 1931: l'eliminació de l'actual estació de Termini, reemplaçada per un nou traçat ferroviari subterrani i una nova estació, també subterrània, únicament per al Alta Velocitat; la reutilització i valorització de l'Estació del 1949 i de la seva gran àrea central, alliberada dels rails; el tancament del cinturó ferroviari amb la reorganització de la mobilitat i del transport públic de tota l'àrea metropolitana de Roma. Tot això, en total conformitat amb les regulacions europees sobre la liberalització del mercat ferroviari.L'assaig il·lustrarà els estudis preparatoris, les anàlisis històrics, el model actual, les avaluacions crítiques i els mètodes de construcció de les propostes. La metodologia d'implementació ha previst un joc de rol, on van estar representats els tres actors principals de la transformació urbana: el Municipi, l'empresa que gestiona la xarxa ferroviària i els edificis ferroviaris, RFI Rete Ferroviaria Italiana (Grup Ferrovie dello Stato) i finalment els ciutadans mateixos.Les solucions proposades es caracteritzen per la seva factibilitat urbana, de transport i mobilitat i també socioeconòmica. Per tant, constitueixen una proposta sostenible per a la ciutat de Roma i el seu sistema de transport públic. Mending Termini Station is the title of an academic experimentation that has been treated and deepened between 2017 and 2018 in the context of a Master in Real Estate Finance (at the LUISS Business School in Rome), an international workshop on urban planning and architecture (with the participation of the universities Roma Tre and Sapienza, of Rome, ETSAB / UPC, of Barcelona, UFRGS, of Porto Alegre - Brazil, and UNR, of Rosario - Argentina) and Urban Planning Laboratories at the Department of Architecture of the University “Rome Tre”.The experimentation is based on the genetic anomaly of the Italian cities, linked to road transport (private cars, buses and trucks), that progressively and dramatically shows its consequences, especially in the city of Rome - which has the broadest municipal territory of Europe. The "care of iron", promised by the Municipal Regulatory Plan of 2008, which contemplated new subway lines, trams, railways, preferential corridors of public transport and the closure of the railway belt in the northern part of Rome, unfortunately continues to appear in the chronicles due to bankruptcies and interruptions.The congestion of vehicular traffic, due to the radial structure of the Roman road network (which follows the structure of the ancient consular roads), the inefficiency of public transport and the monodirectional flow of commuters to and from the center of the city, involves the entire area metropolitan and paralyzes citizens every day.In particular, the structure of the railways seems to be penalized by the belt that has not yet been completed, by a new station for high-speed trains, the Tiburtina station, underutilized due to the dominant presence of the Termini station, the main station of Rome, where most of the regional and high-speed trains arrive.Because of its location, halfway between the Ancient Walls of Emperor Aureliano, which surround the historical centre of Rome, Termini Station is characterized as a cut in the middle of the heart of the city, an urban fragment that separates the Esquilino, Castro Pretorio and San Lorenzo neighborhoods, and that attracts phenomena at the same time of degradation and massive touristification.The Mending Termini Station project is inspired by a hypothesis of the 1931 Regulatory Plan (by architect Marcello Piacentini). The Plan, at the end of a long debate that lasted more than fifty years, proposed the elimination of the Termini station, built in the eastern quadrant of the historic center of Rome, replacing it with an underground railway and a new railway station, also underground, and the simultaneous closure of the railway ring to the north. The area of Termini, once freed from the railway infrastructure, was destined to become a new directional center with monumental characteristics, in line with what was achieved in other European capitals.Mending Termini Station updates the planning ideas of 1931: the elimination of the current Termini Station, replaced by a new underground railway line and a new station, also underground, only for High Speed Trains; the reuse and recovery of the 1949 Station and its large central area, freed from the rails; the closure of the railway belt, with the reorganization of mobility and public transport throughout the metropolitan area of Rome. All this, in full compliance with European regulations on the liberalization of the rail market.This essay will illustrate the preparatory studies, the historical studies, the current model, the critical evaluations and the methods of construction of the proposals. The implementation methodology has planned a role-play, where the three main actors of the urban transformation were represented: The Municipality, the company that manages the railway network and the railway buildings, RFI Rete Ferroviaria Italiana (Gruppo Ferrovie dello Stato) and finally the citizens themselves.The proposed solutions are characterized by their urban, transport and mobility and also socioeconomic feasibility. Therefore, they constitute a sustainable proposal for the city of Rome and its public transport system.

This volume comes to light after we have experienced – and we are still experiencing - a dramatic global health emergency due to Covid-19 in recent months. An experience that must finally make us understand that we cannot continue to think of "always remaining healthy in a sick world" (Pope Francis, 2020). From the experience of recent months, we are presented with an opportunity that we cannot ignore to change many things in the globalized society in which we live. The return to the "control" of territory seems opportune, feasible and more necessary than ever. The combination of infrastructures, mobility models and the territory is at the center of the contributions of this volume, edited by Chiara Ravagnan and Chiara Amato. The Resilience Paths therefore want to indicate a road, an (inter) disciplinary path to be faced and followed with determination. The research, coordinated by Chiara Ravagnan, encourages us to put in place a virtuous circle, described in the forth part of the book. Starting from the concepts of resilience and antifragility, which must form the basis for the construction of integrated policies and strategies aimed at rediscovering the immense heritage of fragile territories, it will be fundamental to guarantee the Right to Accessibility. On the one hand, this accessibility must be related to an integrated reinterpretation of the network of secondary railways, underused or abandoned; on the other hand, it must rely on the diffusion of digital networks. In the midst of the technological era, the opportunities offered even to small towns and historic villages are immense and cannot be ignored. The Resilience Paths are then an opportunity to reactivate the "inner territories", reactivating (economic, social, cultural) relationships to bring back active population that can "maintain" the territory intended as a source of life. And this should be the strength of a resilient and antifragile territory.

In the Nineties, the European Union has started a program for supporting the railway services with the aim of creating a unique European railway platform by using incentives for increasing the market competition, by simplifying the regulatory framework and by providing a special focus on environmental sustainability. The implementation policy of the project focused on the economic impact for the Countries and it did not consider the territorial implications and consequences. The opening of the High-Speed Line reduced significantly the travel times along the route Torino-Milano- Roma-Napoli but the increase in competition in the railway market did not take place, especially in the passenger service. The impact was a decline of the quality of the service offered in the secondary lines, with a reduction of the overall efficiency and implications on some railways routes currently underused and, in some cases, dismissed. The main indirect effect of the liberalization on the community is the change in the transportation choices for individuals. In the last 30 years, in Italy inner areas have been losing their efficiency in the railway service offered. They are no longer attractive for economic activities and the gap between fast connected areas and slow connected areas is growing. The current market framework shows an increase in the volume of investments made by railway service companies on the main routes characterized by better return perspectives and the disposal of the other lines. Citizens living in small towns are obliged to use the private cars or moto instead of the public transportation especially for the long-distance travel. The lack and the poor quality of the passenger service for the inner areas has changed the mobility strategy and it caused an increase in the usage of not efficient transportation service and the impact is even higher of the regions characterized by the lower income per capita.

The physical geography of the Italian territory, characterized by the significant presence of mountains, representing 35.2% of the national territory, an even greater presence of hilly territories, 41.6% and only a 23.2% of plains, has always conditioned the development of the railway network. Yet when, in the aftermath of the Unity of Italy, the issue of the country's infrastructure is addressed, the railways are at the centre of the political debate: the aim was to make accessible the entire national territory, not only the big cities, allowing its development and inclusion in the European market. In the first fifteen years after the unification, a major investment in the construction of the railways was made and the foundations for what will be the current Italian railway network, which at the end of the 1930s reached the extent of just over 23,000 kilometers. A network that, although characterized by relatively low operating speeds, due both to the technologies then available but even more to the physical characteristics of the lines, which had to cross precisely those hilly and mountainous territories that cover most of the national territory, guaranteed levels of accessibility today forgotten. Until the mid-1950s, in Italy the railways allowed to reduce travel times and significantly increase the amount of goods transported and the safety of travel, promoting industrial development and radically transforming and in a modern key models of mobility and land arrangements. But precisely in those same years, marked by an ephemeral and very brief economic boom (1958-1962), mobility policies changed: railways and public transport were progressively and systematically weakened in favour of cars and individual transport. It is then that the same "forms" of the Italian territory come to form the historical, cultural and socio-economic basis of that process that has produced the interior areas and that has accompanied the decline of secondary railways.