Enrica Papa

In 2020, Paris’ mayor Anne Hidalgo embarked on a visionary campaign, promising to transform Paris into a 15-minute City. Far from fading, interest in this transformative concept has only intensified. Numerous cities have since joined the mission, aspiring to achieve sustainable mobility, inclusive transportation, and the creation of climate-neutral urban landscapes. The number of 15-minute Cities is continuously growing, making existing overview studies quickly outdated. Consequently, there remains a notable gap in understanding the intricate global landscape of practical definitions, strategies, instruments, implementation experiences, as well as the needs and challenges in research and innovation associated with the 15-minute city concept and its related policy domains.

With its 15-minute City Transition Pathway, the European partnership Driving Urban Transitions to a Sustainable Future (DUT) aims to address this knowledge gap. One of the main goals is the creation of a 15-minute City Innovation Portfolio, which will pool knowledge on strategies, policies, and other aspects of implementing the 15-minute City concept. The portfolio is to be expanded by more than 10 examples each year from 2025 onwards.

The 15-minute City mapping activity, which results we present here, is an important starting point that provides an initial overview for the Innovation Portfolio and analytical methods for collecting international experiences, tools, and practices in the following phases of the roadmap for the 15-minute City Transition Pathway. With the results of this project, we will lay the foundation for the development of the Innovation Portfolio and thus move the discussion of the 15-minute City more towards concrete aspects of practical implementation.

This report is structured into two main sections. Chapter 2 presents the outcomes of the extensive international study of 15-minute City practices. We showcase cities that have already implemented or are currently in the process of adopting 15mC policies, illustrating the diversity of approaches taken in Europe and worldwide. Following this, Chapter 3 offers six in-depth case studies of European cities, offering a detailed analysis of practical implementations of the 15mC paradigm.

These ‘Deep Dives’ will not only provide a nuanced overview of the policies but also critically evaluate the strengths and weaknesses of their implementation, drawing from the firsthand experiences of the respective local planning practitioners. Finally, we present our findings into a summary of key learnings and offer policy recommendations for consideration in Chapter 4.

The emergence of fully Automated Vehicles (AVs) is expected to occur in the next 10 to 30 years. The uncertainties related to AVs pose a series of questions about what the societal consequences of such technology are. Mainly, what are the consequences of AVs regarding accessibility? This paper uses Geurs and Van Wee's definition of accessibility to give an exploratory answer to this question. Using a scenario-based approach which allows identifying critical decisions that will emerge shortly (or are already emerging) concerning automated travelling, this paper proposes that AVs have great potential to both seriously aggravate and considerably alleviate accessibility problems. A great deal will depend on how these critical decisions will be approached and the choices that will be made. This debate is most needed because existing research on AVs tends to focus on how to make them a commercially viable and safe technological enterprise, and on what their benefits and drawbacks are regarding variables such as carbon emissions, energy consumption, and total miles travelled. Narratives of this nature can be problematic, as they are unlikely to promote sufficient awareness about the real disruptive potential of AVs. It is crucial that stakeholders realise the extent to which—if the governance of AVs implementation processes is not taken very seriously, and the identified critical decisions are not carefully approached—these machines can materialise a dystopian mobility future.

Accessibility concepts are increasingly acknowledged as fundamental to understand cities and urban regions. Accordingly, accessibility instruments have been recognised as valuable support tools for land-use and transport planning. However, despite the relatively large number of instruments available in the literature, they are not widely used in planning practice.

This paper aims to explore why accessibility instruments are not widely used in planning practice. To this end we focus our research on perceived user-friendliness and usefulness of accessibility instruments. First, we surveyed a number of instrument developers, providing an overview on the characteristics of accessibility instruments available and on developers’ perceptions of their user-friendliness in planning practice. Second, we brought together developers and planning practitioners in a number of local workshops across Europe and Australia, where participants were asked to use insights provided by accessibility instruments for the development of planning strategies.

We found that most practitioners are convinced of the usefulness of accessibility instruments in planning practice, as they generate new and relevant insights for planners. Findings suggest that not only user-friendliness problems, but mainly organizational barriers and lack of institutionalization of accessibility instruments, are the main causes of the implementation gap. Thus user-friendliness improvement may provide limited contributions to the successful implementation of accessibility concepts in planning practice. In fact, there seems to be more to gain from active and continued engagement of instrument developers with planning practitioners and from the institutionalization of accessibility planning.

This study investigates how urban form is related to accessibility. In particular, it explores the relationship between Transit-Oriented Development (TOD) and rail-based accessibility in a metropolitan area. The following overarching questions are addressed: Does a TOD-informed urban spatial structure correlate with high rail based accessibility? Which features of TOD are correlated to rail-based accessibility? These questions are answered through a comparative analysis of six metropolitan areas in Europe. The “TOD degree”, operationalized as the extent to which urban development is concentrated along rail corridors and stations, is correlated with a cumulative opportunity measure of rail-based accessibility to jobs and inhabitants.

The comparison demonstrates that rail-based accessibility is higher in urban areas where inhabitants and jobs are more concentrated around the railway network and in lesser measure in urban areas with higher values of network connectivity. No correlation is found between rail-based accessibility and average densities of inhabitants and jobs

The paper presents the ‘Marginal Activity Access Cost’, an accessibility indicator providing estimation in monetary terms of the impacts on mobility and on the environment of locating a single new activity in a specific zone of the urban area. In the first part of this paper, the new indicator is presented and compared to other accessibility indicators proposed in literature. In the second part, the MAAC is validated through an application to the urban area of Rome. The paper concludes with brief remarks on using the proposed accessibility indicator as index of performance for sustainable spatial planning.

The paper fits into the themes of sustainable accessibility planning in urban areas, that can be defined as the integration of
transport and land use planning to achieve sustainable development. In particular the study proposes a tool to support the
choices of activities location, which is based on a new aggregate (zone-specific) indicator: the ‘Marginal Activity Access
Cost’, providing estimation in monetary terms of the impacts on mobility and on the environment of locating one new activity
in a specific zone of the urban area. The proposed indicator is validated through an application to the urban area of Rome.

Although a large body of literature has been produced
on the theoretical definitions and measurements of accessibility, the extent to which such indicators are used in planning practice is less clear. This research explores the gap between theory and application by seeking to understand what the new wave of accessibility instruments (AIs) prepared for spatial and transport planning practice purports to offer the users of AIs. Starting from the question of how urban and
transport planners are designing AIs, the article analyzes and describes the AIs developed over the last decade (mainly in Europe), offering a structured overview and a clear categorization of how accessibility measures can be applied. The paper identifies AI characteristics, and considers their usability, based on AI developer perceptions.

This paper investigates the relation between sustainability and urban form. To this aim a system of Land-Use and Transport Interactions (LUTI) models has been designed and applied to the metropolitan area of Rome, to understand the interdependence of key variables such as travel behavior, transport supply, property values, jobs and residential location. The models represent the behavior of both dwellers and transport users and how they react to changing conditions. A system of assessment indicators has been defined to systematically test and compare alternative scenarios of urban form and to evaluate to what extent different locations and density distributions of activities achieve sustainability in terms of transport performances, social and environmental impacts.

Studies of urban freight mobility traditionally focused only on restocking flows and usually neglected the linkage with shopping activities even if end consumer's choices in relation to the type of retail undoubtedly impact on freight distribution flows. The paper focuses on the distribution of urban freight facilities, the choices of type of retail and the travel mode used and some models for simulating the choice of retail outlet and the transport mode are presented. The models, jointly with urban freight demand models were used to assess the effects of some land-use scenarios and to define optimal spatial distribution of urban freight facilities able to improve city sustainability and to meet the interests of end consumers, freight operators and society. The results of an application of this method to a test site are also reported and discussed.

"In the academic debate regarding the influences between urban form, built environment and travel patterns, a specific idea that has taken hold is that more compact urban development around railway stations, often referred to as Transit Oriented Development (TOD), contributes to the control of vehicle travel and to more sustainable metropolitan systems.
According to this general principle this work proposes a GIS accessibility tool for the design of polycentric transit oriented scenario: SNAP - Station Network Accessibility Planning tool. In the first part the state of the art on Transit Oriented Development policies in Europe is presented with a focus on three study cases. In the second part the SNAP tool is described, with remarks to the approach, the methodology and the used indicators. Furthermore the paper discusses an application to the metropolitan area of Naples."

"Light  rail, metro and other urban rail transit systems can play a significant role in improving the attractiveness and quality of urban public transport. They can influence the attractiveness of locations near the stations and improve accessibility for these locations. Furthermore urban rail can improve a location’s attractiveness by its image effect: it makes a station appear modern and dynamic, and thus raises the status of this location.

This paper summarises findings on the land-use and economic impacts of the urban rail system of the city of Naples over time and space. It examines changes in residential and non-residential (offices and retail) property prices around the newly built stations between 2001 and 2008 as well as the changes in the number of residents for the same station catchment areas. Ad hoc station control areas have been specified in order to compare the results of these changes. Results show that values in station control areas are lower than those of those of the stations catchment areas."""

Abstract L'articolo descrive il progetto di mobilità sostenibile che integra la riqualificazione ambientale di un tratto del fiume Solofrana nella Provincia di Salerno, la riqualificazione di sette stazioni locali della linea ferroviaria Mercato San Severino–Nocera Inferiore con la realizzazione di un percorso ciclabile per la fruizione del territorio naturale. L'approccio di fondo della proposta progettuale è quella di integrare i temi della mobilità.

Accessibility and mobility have an important role in urban and regional development strategies, in a particular way for the touristic
uses of territories. Transport infrastructures constitute in fact necessary elements for the use of urban areas, but assume an extra function related to the valorization of the territory.
Furthermore structures for mobility are a component of the touristic supply system especially the rope transport structures
that offer dynamic and unique point of views. Cable ways in urban area have this characteristic more than other rope transport systems.
Starting from this assume, the article describes four projects developed in the last years in Campania Region and a transport system carry out in Perugia. The five study cases demonstrate how an increasing attention rope transport technology is diffusing in different contest especially for tourism uses.
The first case is the Giffoni Valle Piana inclined lift that should connect the city centre in the valley with the medieval Castle. This
project is strictly related to a general touristic strategy of the whole municipality. The second project regards the Ravello-Minori cable way and the objective to offer a sustainable alternative to the private car for travelling around two of the most beautiful areas in the Amalfi coast.
The third project is located in the centre of the city of Naples and regards a cable way for the connection between the principal museums of the metropolitan area: the National and the Capodimonte museums. The new infrastructure is well integrated in the multimodal transport network and will offer spectacular visuals for tourists and residents. The Perugia Minimetro is the fourth study case and constitute an example of good integration between sustainable transport and urban planning development. The last project is the Fisciano people mover that has the aim of connecting two university campus with the interchange station of the National rail network.
The description of the study cases give a general idea of the contest where the transport infrastructure is located, the general objective of the project and some information of the different technology used. In this way the general description of the cases can offer interesting remaks for students and professionals. Finally the article propose a comparison between the different transport technology, giving some construction data that have been synthesized in a table. In all the study cases emerge the importance of designing the new infrastructure not only for touristic uses, but also for systematic mobility. It is necessary in fact a strong integration of the new rope systems with the existing monility supply system.

In transport geography, the key role of freight traffic has often been unnoticed. On the other hand, studies of freight mobility traditionally focus only on restocking flows and neglect the linkage with shopping activities, ignoring in this way the impact that freight flows have on location of freight facilities (e.g. warehouses, distribution centres) and shops, and on end consumer’s shopping choices.
Starting from these considerations, the paper presents a method to simulate and assess spatial scenarios able to optimize city sustainability and meet the interests of end-consumers and freight operators. In particular, the paper provides insights on the interrelations among the distribution of freight facilities, shopping mobility and location of freight facilities by presenting a system of simulation models. The results of an application of this method to a test site are also reported and discussed.

The concept of the “smart mobility” has become something of a buzz phrase in the planning and transport fields in the last decade. After a fervent first phase in which information technology and digital data were considered the answer for making mobility more efficient, more attractive and for increasing the quality of travel, some disappointing has grown around this concept: the distance between the visionary potential that smartness is providingis too far from the reality of urban mobility in cities. We argue in particular that two main aspects of smart mobility should be eluded: the first refers to the merely application to technology on mobility system, what we called the techo-centric aspect; the second feature is the consumer-centric aspect of smart mobility, that consider transport users only as potential consumers of a service. Starting from this, the study critics the smart mobility approach and applications and argues on a“smarter mobility” approach, in which technologies ...

The transport sector is at the start of a period of major change: new technologies, products and services are fundamentally changing mobility users and providers’ expectations and opportunities, causing significant changes to transport
systems in cities. To refer to these changed conditions, a common term used is the “smart mobility”, which has become something of a buzz phrase in the planning and transport fields in the last decade (Campbell, 2013; Hollands, 2014; Jennings, 2010; Murgante and Borruso, 2013). It can be defined in line with the following realities: rise of the sharing economy, access over ownership, mobility services on-demand, the convergence of modes and types of transport, the blurring of the boundaries between public and private transport, the arrival of new entrants challenging the market and regulators to respond to a new world (Allwinkle and Cruickshank, 2011).
These modifications are reflected on both the transport demand and supply sides reshaping transport systems and fundamentally changing customers’ expectations.
On the supply side a system of new actors are entering the mobility system, which is seen as a business. New actors include multinational firms in the information and communication technology (ict) sector applied to the transport sector, such as ibm, Cisco, Siemens have engaged in urban mobility initiatives conducted under the banner of the smart city, usually with the active support of the state and local administrations, but also novel entrepreneurial communities and innovative start-up firms (Rossi, 2015). On the demand side, citizens require much greater flexibility in line with the wider social trends around part-time working, working from home and more flexible journey choices. Moreover, due to new ways of working, such as remote work and virtual meetings, work-related mobility and its reliance of the office hours
decrease. From more fixed mobility patterns (e.g. car ownership or long-term season tickets), we now see a trend towards the provision of access to mobility opportunities and the emergence of the sharing economy bringing a new mind-set to mobility users’ expectations. The increasing diversity among travel modes, modern lifestyle is featured by increasingly multifaceted mobility means that destinations travel hours and reasons for moving varies.

ABSTRACT The paper fits into the general themes of land use - transport planning (Nuzzolo and Coppola, 2008a and 2008b) and accessibility (Geurs and van Wee 2004) in urban areas. It's widely recognized in academia the need for integration between mobility and land use policies in accordance with the objectives of environmental sustainability and quality of life in urban areas (Nuzzolo and Coppola, 2007; te Brömmelstroet and Bertolini, 2011). Furthermore, in recent years travel behaviours are changing in urban areas due to the increase in oil prices, the recession of Western economies, the resulting lack of financial resources for public transport subsidies. For this reasons, technicians and scientists are trying to find solutions in the short and long term to make existing transport system more efficient. In this sense the search for integrated solutions including systems engineering, transport and urban planning is a priority not only in the scientific debate but also in the operative field. Despite an extensive literature on the land use-transport interaction has been produced, simple tools for land - use transport integrated planning are not as much used; in particular tools that can support the choices of location of new activities in the definition of urban or regional plans are not widely applied (Hull et al. 2012). According to this premise, the goal of the work is to develop a tool to support the choices of activities location, which is based on accessibility and transport costs indicators. Assuming that one of the goal of integrated land use – transport planning is the minimization of generalized transportation costs (Nuzzolo and Coppola, 2010), in compliance with the objectives of environmental sustainability and quality of life, the tool computes the “access cost” of activities, providing an estimation in monetary terms of the advantages and disadvantages of locating an activity in a particular zone of the urban area; the tool provides

Il lavoro proposto ha l’obiettivo di evidenziare punti di forza e di debolezza delle diverse pratiche di
pianificazione integrata trasporto-territorio, attraverso l’analisi comparativa di casi in diversi contesti
urbani. In particolare lo studio si compone di due parti: nella prima vengono riportati i risultati di uno
studio di esperienze di pianificazione integrata trasporti pubblici - territorio in diversi contesti
internazionali e a tre diverse scale territoriali (l’area vasta, la scala metropolitana e un piccolo centro
urbano) mettendo in evidenza gli strumenti di pianificazione, i soggetti coinvolti nella trasformazione
ed i risultati. Nella seconda parte si propone un approfondimento al caso di Napoli dove si sta
portando avanti uno dei più ambiziosi progetti di riorganizzazione dell’intero sistema di trasporto
urbano (Cascetta, 2001). Il caso della città di Napoli costituisce infatti un esempio per le pratiche di
integrazione tra programmazione e realizzazione del trasporto pubblico ed interventi di
riqualificazione e trasformazione urbana. In particolare lo studio si focalizza su tre diversi esempi di
progettazione integrata in cui la costruzione di nuove stazioni della metropolitana diventa occasione di
riqualificazione della città storica, trasformazione di aree dimesse e rigenerazione delle periferie.

The paper fits into the general themes of land use - transport planning (Nuzzolo and Coppola, 2008a and 2008b) and accessibility (Geurs and van Wee 2004) in urban areas. It's widely recognized in academia the need for integration between mobility and land use policies in accordance with the objectives of environmental sustainability and quality of life in urban areas (Nuzzolo and Coppola, 2007; te Brömmelstroet and Bertolini, 2011). Furthermore, in recent years travel behaviours are changing in urban areas due to the increase in oil prices, the recession of Western economies, the resulting lack of financial resources for public transport subsidies. For this reasons, technicians and scientists are trying to find solutions in the short and long term to make existing transport system more efficient. In this sense the search for integrated solutions including systems engineering, transport and urban planning is a priority not only in the scientific debate but also in the operative field. Despite an extensive literature on the land use-transport interaction has been produced, simple tools for land - use transport integrated planning are not as much used; in particular tools that can support the choices of location of new activities in the definition of urban or regional plans are not widely applied (Hull et al. 2012).

It is widely accepted that a connection exists between the shape, size and density of an urban area and its sustainability. However, consensus is lacking about the extent and characteristics of this relationship. Certain urban forms appear to be more sustainable in some respects, for example in reducing travel, but unfavourable in other aspects, as the environmental quality or social inequalities; furthermore, some forms may be sustainable locally, but not at the city wide scale (Burton et al. 2013). A number of empirical studies dealing with the influence of urban form on sustainability has not been conclusive and comes out with mixed outcomes. In order to provide empirical insights to this debate, this study investigates the relation between urban form and sustainability in terms of economic, social and environmental characteristics of the transport-land use integrated system, by comparing three different urban forms: compact, TOD and sprawl. The main research question is: does urban form, in terms of density and distribution of activities, impact the sustainability levels of urban areas? To give an answer to this question, the paper proposes a methodology for assessing urban forms, based on a system of Land-Use and Transport Interactions (LUTI) models. This has been designed and applied able to simulate the behaviour of both dwellers and transport users and how they react to changing conditions. A system of indicators has been then set up to systematically test and compare three urban scenarios, which differ in terms of density and distribution of activities and to assess to what extent different urban structures achieve or not sustainability in terms of economic, environmental and social impacts. More details are provided in the methodological section.
This study presents some innovations points with regard to the existing literature. First, while already existing studies mainly focus of the assessment  on a single urban form (with the exception of some more recent studies, (Echenique et al., 2012), in this study we compare three urban structures.
An additional difference with present literature is that most studies focus on small scale and local factors influencing travel behaviour and its consequence on sustainability level, while in this research we analyse the interaction between urban form and sustainable travel behaviour at the city wide scale.
Finally, another novelty regards a specific application of utility based models,  which are usually used for simulate the LUT system performance in terms of transport network speed or congestion. In this study we instead integrate them in a scenario analysis and in particular addressing sustainability and equity issues as managing the side effects of growth such as sprawl, congestion, housing affordability, pollution, energy consumption and loss of open spaces.
In this way, we do not examine the effect of urban form only by parameter of travel (distance, time, frequency), but we propose a more complete sustainability assessments. Nevertheless, it is important to stress that in this study we do not take into account health and well-being aspects of sustainability, putting this focus off at future steps of the research.
The paper is organized as follows. In Section 2 we refer to the existing literature and to the debate on the relations between urban form and sustainability. Section 3 describes the research design and in particular the system of models and the assessment indicators system. In Section 4 we discuss the results of the application to the empirical case study of Rome. Conclusions are drawn in Section 5.

While a substantial body of literature exists on the theoretical definitions and measures of accessibility, the extent to which such measures are applied into practice to assess project alternatives is less frequent (Geurs and Van Wee, 2004). Recent studies affirm that one of the main barriers to the usability of accessibility measure is the lack of visualisation quality and mapping tool for accessibility representation (te Brömmelstroet et al, 2014), while visualisation tools are commonly recognised as the most effective methodology to facilitate knowledge sharing, particularly in those processes involving public stakeholders and non-experts with different expertise. Starting form this consideration, this paper presents an application of the Interactive Visualisation Tool, named InViTo (Pensa and Masala, 2014a; 2014b; Pensa, et al., 2014; Pensa, Masala and Lami, 2013; Pensa, Masala and Marina, 2013) able to generate maps of the level of perceived accessibility (i.e. “desirability”) of different urban areas. Desirability is here computed as the perceived level of access to different urban items as transport supply (metro and rail stations, public transport stops, parking) and urban activities such as hospitals, schools, museums. In this respect, the concept of desirability encompasses a measure of accessibility to several urban facilities, and the perception that residents of the study area have of such facilities. The InViTo tool allows to build up maps of desirability interactively, by making selection of the chosen items and by giving differential weights to each items. This makes the tools powerful and very useful particularly when discussing and showing analysis results to stakeholders, who could have the opportunity to see in real time the results of different scenario alternatives and assumptions.
In the paper two applications are presented. The first one to the empirical case study of Rome, presents the steps to undertake in order to apply the tool: from data gathering, maps coding, and results representation. The second application aims at exploring the potential usability of the tool in engaging public stakeholders into the assessment of different urban development options. Furthermore, the results of a workshop held in Turin, in which public and private stakeholders were interactively involved, are discussed.
The paper is organised as follows. In section 2, an overview of the InViTo tool is given with a focus on its applicability formeasuring accessibility. In section 3 the results of the two InViTo applications are discussed. Conclusions are drawn in section 4, with an outlook to undergoing research issues.

The concept of the “smart mobility” has become something of a buzz phrase in the planning and transport
fields in the last decade. After a fervent first phase in which information technology and digital data were
considered the answer for making mobility more efficient, more attractive and for increasing the quality of
travel, some disappointing has grown around this concept: the distance between the
visionarypotentialthatsmartness is providingis too far from the reality of urban mobility in cities. We argue in
particular that two main aspects of smart mobility should be eluded: the first refers to the merely application
to technology on mobility system, what we called the techo-centric aspect; the second feature is the
consumer-centric aspect of smart mobility, that consider transport users only as potential consumers of a
service.
Starting from this, the study critics the smart mobility approach and applications and argues on a“smarter
mobility” approach, in which technologies are only oneaspects of a more complex system. With a view on
the urgency of looking beyond technology and beyond consumer-oriented solutions, the study arguments the
need for a cross-disciplinary and a more collaborative approach that could supports transition towards
a“smarter mobility” for enhancing the quality of life and the development ofvibrant cities. The article does
not intend to produce a radical critique of the smart mobility concept,denying a priori its utility. Our
perspectiveisthat the smart mobility is sometimes used as an evocativeslogan lacking some fundamental
connection with other central aspect of mobility planning and governance.
Main research questions are: what is missing in the technology-oriented or in the consumers-oriented smart
mobility approach? What are the main risks behind these approaches? To answer this questions the paper
provides in Section 2 the rationale behind the paper;Section 3 provides a literature review that explores the
evolution on smart mobility paradigm in the last decades analysing in details the “techno-centric”and the
“consumer-centric” aspects. Section 4proposes an integrated innovative approach for smart mobility,
providing examples and some innovative best practices in Belgium. Some conclusions are finally drawn in
Section 5, based on the role of smart mobility to create not only virtual platforms but high quality urban
places.

The paper starts from the concern that while there is a large body of literature focusing on the theoretical definitions and measurements of accessibility, the extent to which such measures are used in planning practice is less clear. Previous reviews of accessibility instruments have in fact identified a gap between the clear theoretical assumptions and the infrequent applications of accessibility instruments in spatial and transport planning. In this paper we present the results of a structured-workshop involving private and public stakeholders to test usability of gravity-based accessibility measures (GraBaM) to assess integrated land-use and transport policies. The research is part of the COST Action TU1002 “Accessibility Instruments for Planning Practice” during which different accessibility instruments where tested for different case studies. Here we report on the empirical case study of Rome.

"In the academic debate regarding the influences between urban form, built environment and travel patterns, a specific idea that has taken hold is that more compact urban development around railway stations, often referred to as Transit Oriented Development (TOD), contributes to the control of vehicle travel and to more sustainable metropolitan systems.
According to this general principle this work proposes a GIS accessibility tool for the design of polycentric transit oriented scenario: SNAP - Station Network Accessibility Planning tool. In the first part the state of the art on Transit Oriented Development policies in Europe is presented with a focus on three study cases. In the second part the SNAP tool is described, with remarks to the approach, the methodology and the used indicators. Furthermore the paper discusses an application to the metropolitan area of Naples."