IN-PLAN PRACTICE
Online Version
Spatial planning is crucial for mobility planning because it helps create public spaces and streets that accommodate the evolving mobility patterns of citizens and increasing demands on public spaces and streets. As individuals become increasingly flexible and multimodal in their travel patterns, spatial planning ensures that infrastructure supports a shift towards eco-friendly modes of transportation such as walking, biking and public transport. In addition to that, societal and demographic changes, such as an aging population, warrant changes in the way streets and public spaces are designed. Streets are no longer intended primarily for traffic. By integrating various needs into the design of public spaces, such as socialising, provisioning, and greening, spatial planning can create streetscapes that are multifunctional and climate-resilient, addressing both current and future challenges.
Moreover, the transportation sector significantly impacts the environment through extensive land use for roads and parking and energy consumption from fossil fuels, contributing to greenhouse gas emissions and pollution. Spatial planning can help mitigate these effects by promoting climate-friendly mobility options. However, planners must not only consider passenger transport, but also freight transport, and the diverse needs of residents, local shops and visitors. By incorporating infrastructure for public transport, active mobility (biking, walking), micro-mobility (scooters), non-fossil fuel- powered (shared) vehicles and logistics, spatial planning can support the development of a more sustainable and efficient transportation system.
The policy brief Urban Mobility Adaptation to Climate Change informs policymakers and urban planners about the impact of climate change on Mediterranean cities’ mobility. It emphasises the need to incorporate adaptation measures in addition to decarbonising transport, as climate change is already affecting daily life. The brief highlights future challenges for transport infrastructures and suggests solutions to mitigate these impacts.
For further information see Policy Brief: Urban mobility Adaptation.
An orientation for climate-resilient mobility and spatial planning is provided by the Avoid–Shift– Improve (A-S-I) approach, which can serve as an inspirational framework when drafting plans and measures. The A-S-I Approach is comprised of the three hierarchically pillars of avoiding, shifting and improving mobility:
Road network categorisation as a future-oriented planning tool for combining roads into a coherent network. Different road types can be categorised, and climate-relevant planning and design guidelines can be defined for each type. This makes it possible to transparently assign functions and features to specific road types.
Parking and curbside management: The availability of parking spaces in central public areas takes up a lot of space and encourages car traffic. There are various instruments and restrictions such as parking fees and short-term parking zones that can be utilised as well as reducing the overall availability of parking spaces. Additionally, parking garages can be utilised instead of on-street parking. To increase acceptance for such measures consider using the revenue from parking fees to directly finance other mobility measures such as public transport. Space that was previously occupied by parking can be repurposed in a multifunctional and climate friendly way (e.g. park benches, urban gardening, greening, mobility points for sharing-vehicles).
Traffic calming zones: The introduction of traffic calming zones not only leads to a regulatory and ideally structurally induced speed reduction but also creates space for other functions like greening and encourages active mobility. It is crucial to consider freight transport in the planning phase. The redesign of roads can also be used as an opportunity to re-route or install infrastructure for energy or broadband. Well-known and relevant concepts to consider are superblocks, pedestrian zones or shared spaces.
The “Walk ‘n’ Roll Cities Guidebook” aims to familiarise public authorities, decision makers, urban planners as well as citizens with innovative concepts for mobility and public space. In three booklets, the challenges of sustainable mobility and public space, high-level visions as well as possible measures and steps to implement the transformation are presented step by step.
For further information see Walk’n’Roll Cities Guidebook.
Infrastructure for active mobility: The design and routing of active mobility pathways (walking, cycling) must be adapted to be climate-resilient in light of climate change. In increasingly hot cities, pathways need to be equipped with shading and cooling measures and resting areas (benches, drinking water). The networks for active mobility should be planned as densely and directly as possible with consideration of the human scale. Larger residential projects should also include semi-public footpaths to enable continuous paths for pedestrians. Additional infrastructure such as bike paths should be created on already paved surfaces and roads to avoid further sealing of soil.
Transport infrastructure as a priority in development projects: New places to live and work offer significant opportunities to encourage new mobility behaviours. Alternative and sustainable mobility solutions must therefore be considered and implemented from the outset of urban development projects. Public transport options should be available for use by the first residents of a development project. The public transport network should be extensive, with stops within walking distance (300 to 500 metres).
New mobility offers and mobility hubs support the transition from private cars to sustainable transport modes. Station-based car sharing or bike sharing systems, as well as infrastructure for carpooling, ride hailing and on-demand buses, provide comprehensive mobility solutions for all needs and offer an optimal combination with public transportation. Mobility hubs are strategically located at traffic intersections and central places and serve as central points for intermodal transportation connections. They offer a wide range of public transportation, sharing services and bike racks. Additionally, they can provide seating areas with shelters, solar panels and information points and amenities like self-service offers or water dispensers.
Zero and Low Emission Zones are spatially defined areas where the entry of all or certain fossil-fuel powered vehicles is limited or prohibited. This can be implemented for a specified period or the whole day. These zones function effectively with vehicle-use monitoring and enforcement as well as additional infrastructure offerings such as e-charging infrastructure or alternative mobility options (sharing e-cargo bikes, public transport improvements).
A robust charging infrastructure is essential for the widespread adoption of electric vehicles. The deployment of charging stations in both public and private spaces must be closely integrated with energy spatial planning. Charging stations can only be installed where the grid and energy capacity can support them, making it critical to plan the number, location, and type (slow, fast, or rapid) of chargers by assessing energy demand and availability. Strategic decisions must be made to ensure the placement of charging infrastructure in key locations, catering to public transport, freight logistics, shared mobility services, and private or commercial vehicles.
The Healthy Streets Approach is a framework for designing public streets that promote health and prioritise people in the planning process. Central to this concept are ten Healthy Streets Indicators. London has adopted the Healthy Street Approach and published the strategy Healthy Streets for London and the Guide to the Healthy Streets Indicators.
For further information see Healthy Streets for London & Guide to the Healthy Streets Indicators.
Superblocks are a mobility and urban planning concept that aims to calm traffic in residential areas and enhance the quality of public space. Several blocks of buildings are grouped together to form superblocks. Within these superblocks, motorised traffic is largely restricted to the surrounding streets. The interior of the superblocks is traffic-calmed, reclaiming the streets as public spaces with high- quality facilities away from car traffic. Barcelona is considered the pioneer city of this concept, others like Berlin with the SuperKiez or Vienna with the SuperGrätzel have followed suit.
For further information see Welcome to Superilles Barcelona.
