Geographies of jobs are an important factor that shape cities. The problem with some US-born theories about the evolution of job geographies is that they are too much based on US economic patterns taken as the blueprint of every global trend. They are not.
Aaron Renn's theory works well in the US: a country whose economy is based on large industrial/tertiary corporates, surrounded by a myriad of small service providers. Though, it explains less well urban job geographies in still manufacturing-rich areas, like S-Germany or N-Italy
Not every country went down the same path of completely delocalizing every manufacturing activity out of its borders, keeping the remainder on a lifeline of protectionism (Buy America). Economies are not just more/less advanced, sometimes are simply different. So are their cities
The particular clustered dispersion of the so-called "third Italy", i.e. the area characterized by diffused and highly specialized small and medium manufacturing firms ,clustered by production chains, produced a specific urban geography that has no similarity in the US or Canada.
That is not just relevant for Italy. The works on the evolution of urban and job geographies in the Italian Center and North-East proved to apply much better to, for example, Vietnam, whose patterns are in a way more similar to the ones of "Third Italy" than to US or Korea.
Economy is an historic and human-made product, as are cities. The facts that we apply mathematics on it, doesn't mean it's less rooted on social constructs, preexisting local dynamics and politically oriented policy choices that shape both cities' geographies and the economy.

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More from @ChittiMarco

23 Oct
1/ After a recent exchange, here is a thread about the interconnectedness of global and local urban geographies of production and jobs and how they shapes mobility and planning with two Italian examples you never probably heard about : Mirandola and Porretta Terme
2/ The first example is Mirandola, a town of some 20k inhabitants is the flat lands, some 30km North of Modena. You'd probably know it better for being within the production area of both Parmigiano and the Balsamic Vinegar of Modena. But that somehow secondary.
3/The most important thing is that Mirandola is the main center of a cluster of biomedical manufacturing, accounting for more than 1 Bn of annual output, 70% exported, making it the world third largest after Minneapolis and Los Angeles. And that is a city of 20k that looks like⤵️
Read 17 tweets
21 Oct
1/ What's in common between the two major urban interventions pictured below, a NA urban freeway and an Italian boulevard? Nothing apparently

Well, not really. Both interventions originated from the same logic of accessibility and resulted in the displacement of poor people
2/ You all know very well the story of US inner-city freeways, the way they were cut through poor, often minority's neighborhoods to increase accessibility of CBDs from the growing white collar suburban sprawl. No need to remind the logic and the results.
3/ Maybe lesser known is the opening of new thoroughfares in existing urban fabric that characterize part of the European urban planning in the second half of the 19th century. Of course, everybody knows Haussmann's Paris
Read 16 tweets
21 Oct
My mainstream socialist roots cause me deep trouble with the idea of transit being framed as a "lifeline" for disadvantaged communities. Why?

Let me be clear: transit cannot and should not be a "soup kitchen". Because soup kitchens are not welfare Image
There is a foundamental difference between the idea of a modern, universal welfare and charitable actions to "help the poors". Soup kitchens, hospices, etc. are examples of a paternalistic welfare, the king throwing money to the poor, the Christian charity, and the likes.
Forms of redistribution of wealth have existed under any system. Early social housing has been developed as a product of "enlightened" charities with humanitarian goals of poor people's redemption (because we are good Christian people, you know: my wife is in the salvation army)
Read 7 tweets
20 Oct
1/ Yesterday, while writing about a 1888 rail plan for Rome, I qualified the city as a "capital by chance that never quite assumed it's role seriously, at least planning-wise".

Here is the reason why I say that and why Rome is not in a way like other big Western capital cities
2/ First, a bit of history. The Kingdom of Italy came about more rapidly than expected between 1859-61, after Piedmont's war against Austria and the expedition of the Thousands led by Garibaldi that resulted in the annexation of the Kingdom of two Sicilies.
3/ The first capital of Italy in 1861 was Turin, an already established little capital of the tiny but rapidly modernizing state of Piedmont. The city had it's Royal Palace, a small Parliament building, ministries etc., but insufficient for the capital of a much larger country
Read 15 tweets
18 Oct
1/ I'm re-reading one of the great classic of planning literature in Italy, Italo Insolera's "Modern Rome", an urbanistic history of Rome since Napoleon I.

After doing further research I happened upon the never realized railway plan of 1888, a quite bold rail reorganization
2/ Designed by Mazzanti Frontini, it is one of the several grandiose plans to modernize a city that became the capital almost by chance and never quite assumed its role seriously, at least planning-wise. There is no government quarter, no magnificent building for the Parliament.
3/ Since the modern city was already growing toward the Termini station since even before annexation ti Italy in 1870, this plan encourages this growth and propose to demolish Termini station and build a new grandiose building for the Parliament in its place
Read 11 tweets
13 Oct
1/ I keep asking myself why, despite a lot of talking about electric mobility, there aren't more new trolleybus lines around. But there are a few.

The recently opened Rimini's BRT, or better TRT (Trolleybus Rapid Transit) is an interesting experiment in intermediary systems Image
2/ The city of Rimini (151k inh. and birthplace of Federico Fellini) is the center of a linear urban area of some 350k, that developed along the coastline. It emerged as a major seaside destination during the 1950-60s economic boom. Population can soar to 1M during summer months. Image
3/ The city already has a 12.2 km mixed traffic trolleybus line, opened in 1939 and connecting Rimini railway station to Riccione, along a boulevard lined with hotels and resorts, very close to the beach. But commercial speed is low and inner areas are poorly served. ImageImage
Read 13 tweets

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