Making ‘Retail Mobility Environments’ visible for collaborative transport planning

Abstract

Under the context of collaborative transport planning paradigms, maps should be seen as learning instruments that create dialogue spaces between stakeholders involved in policymaking, rather than simply demonstration tools for transport planning diagnosis and outcomes. This paper explores the role of maps in collaborative transport planning through the elaboration process of the 'Retail Mobility Environments' map, a planning concept focused on how non-motorised modes and retail activity are interconnected. This map aims to provide a meaningful tool to assists stakeholders during policy-making, creating a common framework for discussion. The city of Zaragoza (Spain) is taken as case study. The map consists of two parts: (1) based on a mixed approach (both quantitative and qualitative), the spatial distribution of 'Retail Mobility Environments' is shown; (2) based on design approaches, specific characteristics of those 'Retail Mobility Environments' are detailed. The paper closes with some concluding remarks on the role of maps under collaborative planning schemes. ARTICLE HISTORY

Street walking quality of the ‘Centro’ district, Madrid

“…Walkability-related factorsthose that contribute to the quality of street segments in terms of the practice and experience of walkinghave a marked spatial character, hence the importance of having an adequate map on which to represent them for planning purposes. Maps are communication and demonstration tools for transport planning and diagnosis, but they can also be useful for creating common frameworks for stakeholder discussions during policy-making (Arranz-López et al, 2017). The aim of this work is to provide a set of maps for the 'Centro' district in Madrid (Spain) Main Map that classify the streets from poorest to highest quality based on the practice and experience of walking.…”

“Entornos de movilidad comercial” y dispersión urbana: estudio comparativo de tres áreas urbanas europeas

“…La gran ventaja de los "Entornos de Movilidad" reside en su capacidad para delimitar espacialmente áreas geográficas sobre las que implementar actuaciones y políticas públicas encaminadas a integrar usos del suelo y transporte. A pesar de que los "Entornos de Movilidad" como concepto de planificación son recientes y con bajo nivel de uso desde el ámbito profesional, su desarrollo metodológico y conceptual ha acaparado un considerable interés académico desde su aparición (Arranz López et al, 2017b;Soria Lara et al, 2016;Soria Lara et al, 2015;Zandvliet et al, 2008). La literatura existente en este campo se ha centrado mayoritariamente en la relación existente entre modos de transporte motorizados y zonas residenciales, poniendo poca atención al uso de los "Entornos de Movilidad" desde la óptica de los desplazamientos no motorizados.…”

“…Tales "Entornos de Movilidad" resultan particularmente útiles para el diagnóstico y evaluación de los patrones de movilidad existentes, a la vez que pertinentes en el proceso de toma de decisiones con la finalidad de analizar la repercusión espacial de implantar determinadas estrategias y políticas públicas. Algunas aplicaciones prácticas donde los "Entornos de Movilidad" han sido protagonistas pueden ser consultadas en Arranz-López et al, 2017a;Arranz-López et al, 2017b;Silva, 2017;Soria-Lara et al, 2015;Talavera-Garcia y Soria-Lara, 2015;Zandvliet, Bertolini y Dijst (2008).…”

Mapping disruptive long-term scenarios using a participatory approach

“…Therefore, new thinking is required to engage decision-makers, planners, businesses and people in formulating practical and implementable policy options based on long-term scenarios, especially when these are highly disruptive. Consequently, this process must be combined with new collaborative mapping techniques (Caquard & Cartwright, 2014) in order to foster interactive working environments to support urban policy-making and to establish meeting-point where stakeholders involved in planning can discuss to find win-win solutions (Arranz-López et al, 2017). Thus, scenario planning requires the involvement of people with a sufficiently expert knowledge of urban systems (urban planners, transport engineers, environmental consultants, and property developers) to be able to identify characteristics of the scenarios and provide a more accurate spatial representation (Larondelle et al, 2016).…”