Abstract
ABSTRACTUnder the context of collaborative transport planning paradigms, maps should be seen as learning instruments that create dialogue spaces between stakeholders involved in policy-making, 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.
Highlights
These are challenging times for Land Use and Transport (LUT) planning (Banister, 2005; Ewing, Hamidi, & Grace, 2016; Straatemeier & Bertolini, 2008)
Retail Mobility Environment’ (RME) refer to the definition of city areas where retail activity and non-motorised accessibility are reciprocally interrelated in a specific way, providing additional insights for LUT policy-making
The process of mapping RMEs is seen as a crucial aspect for LUT policy-making under the context of more collaborative paradigms
Summary
These are challenging times for Land Use and Transport (LUT) planning (Banister, 2005; Ewing, Hamidi, & Grace, 2016; Straatemeier & Bertolini, 2008). Retail activity here refers to eight types of retail: food (e.g. supermarkets, groceries); fashion (e.g. clothes, accessories); household goods (e.g. furniture, DIY stores); leisure (e.g. cinema, bars), health and body care (e.g. gym, convenience store); technology stores (e.g. computer stores, mobile phone); stationary stores (e.g. office supplies, bookstore); and other retail (e.g. travel agency, car dealership). Limited attention has been traditionally paid to the combination between nonmotorised accessibility and retail activity at the city level (Arranz-López et al, 2017; Krizek & Johnson, 2006). For these reasons, the process of mapping RMEs is seen as a crucial aspect for LUT policy-making under the context of more collaborative paradigms.
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