Journal of Urban Mobility最新文献_第9页

Walking travel satisfaction – A comparison of three European cities 徒步旅行满意度——三个欧洲城市的比较

IF 2.7 Q1 GEOGRAPHY

Journal of Urban Mobility

Pub Date : 2025-03-13 DOI: 10.1016/j.urbmob.2025.100109

Katrin Lättman , Janina Welsch , Noriko Otsuka , Anna-Lena van der Vlugt , Jonas De Vos , Edward Prichard

This study examined and compared walking satisfaction in three case study cities in Europe: Dortmund, Genoa, and Gothenburg as part of an EU project. By analyzing household survey data, we explored levels and determinants of walking satisfaction within and between the cities, using the Satisfaction with Travel Scale to measure walking satisfaction. The results show that levels of walking satisfaction differ between the cities, both overall and in terms of its sub-dimensions positive activation, deactivation and cognitive evaluation. This implies that different experiences are present when walking in different contexts. We also found that different factors influence walking satisfaction in different contexts. Accessibility and the social setting, in terms of walking in company or not, are important for walking satisfaction in all contexts. On city level, several differences in determinants were detected. These findings point at the importance of contextual settings in evaluations of walking satisfaction. In all three cities, we also found that walking satisfaction was significantly higher for trips which allow more flexibility, such as leisure or recreational walking, than for trips with a set destination. The findings expand the existing body of knowledge about determinants of walking satisfaction in different urban settings and provides vital insights for urban planning and policies determined to foster walking-friendly and satisfactory local urban environments.

作为欧盟项目的一部分，这项研究调查并比较了欧洲三个案例研究城市的步行满意度：多特蒙德、热那亚和哥德堡。通过对住户调查数据的分析，我们探讨了城市内部和城市之间步行满意度的水平和决定因素，使用旅行满意度量表来衡量步行满意度。结果表明，不同城市的步行满意度水平存在差异，无论是总体水平还是其子维度积极激活、失活和认知评价。这意味着在不同的环境中行走会产生不同的体验。我们还发现，在不同的环境中，不同的因素会影响步行满意度。可达性和社交环境，就是否有同伴行走而言，对所有情况下的行走满意度都很重要。在城市层面上，发现了几个决定因素的差异。这些发现指出了环境设置在评估步行满意度中的重要性。在这三个城市中，我们还发现，与目的地固定的旅行相比，休闲或娱乐步行等灵活性更强的旅行对步行的满意度明显更高。研究结果扩展了现有的关于不同城市环境中步行满意度决定因素的知识体系，并为城市规划和政策提供了重要的见解，这些政策旨在促进步行友好和令人满意的当地城市环境。

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引用次数: 0

Mapping the Detroit mobility ecosystem: A case study of a regional initiative centered on future mobility solutions 绘制底特律交通生态系统：以未来交通解决方案为中心的区域倡议的案例研究

IF 2.7 Q1 GEOGRAPHY

Journal of Urban Mobility

Pub Date : 2025-03-01 DOI: 10.1016/j.urbmob.2025.100108

Michaela Bonnett , Teri A. Garstka , Angela Ladetto , Meaghan B. Kennedy , Jasmine Fernandez , Bernard Swiecki

This case study was designed to describe the mobility ecosystem as a part of Detroit's Global Epicenter of Mobility initiative. The initiative's goal is to create the conditions for innovation and cross-sector collaboration in pursuit of large-scale urban mobility transformation. We present findings based on cross-sectional survey data about the types of relationships in the mobility ecosystem. We surveyed a sample of 159 multi-sector organizations using a new mobility ecosystem measurement tool. Sectors spanned Academic, Corporate and Private, Government and Union, and Nonprofits and Foundations entities that were working as a loose coalition on urban and regional mobility efforts. Network analyses found that the mobility network was highly interconnected overall (clustering coefficient =0.70; density = 0.59), but corporate and private sector organizations had some of the lowest centrality scores (e.g., influence, closeness, directly connected). Our findings about the mobility ecosystem's structure and cross-sector relationships align with key principles of innovation ecosystems, which emphasize the importance of collaboration across diverse actors to drive innovation and adaptability.

本案例研究旨在描述作为底特律全球移动中心倡议一部分的移动生态系统。该倡议的目标是为实现大规模城市交通转型的创新和跨部门合作创造条件。我们提出了基于横断面调查数据的研究结果，这些数据是关于移动生态系统中关系类型的。我们使用一种新的移动生态系统测量工具对159个多部门组织进行了抽样调查。部门涵盖了学术、企业和私人、政府和工会、非营利组织和基金会实体，这些实体作为一个松散的联盟，致力于城市和地区的流动性努力。网络分析发现，交通网络总体上是高度互联的(聚类系数=0.70；密度= 0.59)，但企业和私营部门组织的中心性得分最低（例如，影响力、密切程度、直接联系）。我们关于移动生态系统结构和跨部门关系的研究结果与创新生态系统的关键原则相一致，这些原则强调了不同参与者之间合作以推动创新和适应性的重要性。

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引用次数: 0

Learning through experiments: The case of low-traffic neighborhoods in London 从实验中学习：伦敦低交通街区的案例

IF 2.7 Q1 GEOGRAPHY

Journal of Urban Mobility

Pub Date : 2025-02-20 DOI: 10.1016/j.urbmob.2025.100107

Katherine VanHoose , Luca Bertolini , Thomas Straatemeier

City street experiments have proven to possess a capacity to trigger system change in urban mobility. The role that learning plays during this process remains unexplored. Drawing from transition studies and experiential learning theory, this paper focuses on the learning of local government actors involved in street experiments. The paper explores how these actors learn, with whom they learn and what they learn. Two cases of low-traffic neighborhood experiment programs in London reveal how local government actors gain instrumental knowledge concerning the design and implementation of street experiments and how to effectively engage citizens. Transformative knowledge amongst local government actors was observed less, revealing an important consideration for the role experiments play in transitions. Because street experiments reflect the complexity of ‘real-life’ and automatically include participants, they are prone to conflict, which can provide increased opportunities for learning.

城市街道实验已被证明具有触发城市交通系统变化的能力。学习在这一过程中扮演的角色仍未被探索。本文借鉴转型研究和体验学习理论，重点研究参与街头实验的地方政府行为体的学习。本文探讨了这些参与者如何学习，与谁一起学习以及学习什么。伦敦低交通街区实验项目的两个案例揭示了地方政府行为者如何获得关于街道实验设计和实施的有用知识，以及如何有效地吸引公民参与。对地方政府行为者的变革知识观察较少，揭示了实验在转型中所起作用的重要考虑因素。由于街头实验反映了“现实生活”的复杂性，并且自动包含参与者，因此它们容易发生冲突，这可以提供更多的学习机会。

引用次数: 0

Road Transport and Urban Mobility Greenhouse Gas Emissions Factor for Air Pollution Modeling in Burkina Faso 布基纳法索道路运输和城市交通温室气体排放因子空气污染模型

IF 2.7 Q1 GEOGRAPHY

Journal of Urban Mobility

Pub Date : 2025-02-03 DOI: 10.1016/j.urbmob.2025.100106

Issaka Abdou Razakou Kiribou , Tiga Neya , Bernard Nana , Kehinde Ogunjobi , Tizane Daho , Y․ Woro Gounkaou , Faith Mawia Muema , Dejene W. Sintayehu

The road transportation sector is one of the largest contributors to fossil fuel consumption, while the energy sector being the greatest consumer overall. Urban growth increases transport and mobility demands to meet human needs. Few studies exist on greenhouse gas emission factors in developing countries. This study assessed and modeled greenhouse gas emissions factors with fossil fuel implications in road transport including urban mobility in Burkina Faso. The methodology entails the development of a bottom-up model to estimate fuel demand and emission factors under the IPCC 2006 guideline. It assesses greenhouse gases by establishing the specific emission factors using Ouagadougou City as a site of emission data processing. The analysis has included satellite NO₂ emission data. The city suffers from significant gas emissions and air pollutants resulting from the high vehicle fleet growth and fuel consumption. Indeed, the transport sector consumes 89 % of fossil fuels sold in Burkina Faso. There is an average carbon dioxide (CO2) emission factor of 3.7623 kg/l and 3.270 kg/l for diesel and gasoline vehicles, respectively. Thus, in 2019, gasoline and diesel accounted for 71 % and 21 % of total fuel consumption respectively, and produced a total amount of 1034 513.84 tons of CO2 (1034.5 GgCO2). In the business-as-usual condition, an average annual CO₂ production of 213.71 thousand tons is simulated from 2019 to 2040. A total emission of 4 486 559.34 tons (4486.64 GgCO2) by 2040 is expected with a share of 62 % for gasoline and 38 % for diesel. With an average emission of 1.89 mol/m2, the satellite tropospheric nitrogen dioxide concentration is mostly affecting the Central Business Division (CBD) of Ouagadougou City. It corresponds to 56 µg.m-3 which is beyond the WHO standard of annual average exposure. Thus, these findings alert the need for urgent environmental regulations and climate change mitigation actions for sustainable mobility.

公路运输部门是化石燃料消费的最大贡献者之一，而能源部门是最大的消费者。城市的发展增加了交通和流动性需求，以满足人类的需求。关于发展中国家温室气体排放因子的研究很少。本研究评估并模拟了布基纳法索道路运输（包括城市交通）中具有化石燃料影响的温室气体排放因素。该方法需要根据IPCC 2006年指南开发一个自下而上的模型来估计燃料需求和排放因素。它以瓦加杜古市为排放数据处理地点，通过建立具体的排放因子对温室气体进行评估。该分析包括了卫星二氧化氮排放数据。由于车辆的高速增长和燃料的消耗，这座城市遭受着严重的气体排放和空气污染物的困扰。事实上，运输部门消耗了布基纳法索销售的89%的化石燃料。柴油车和汽油车的平均二氧化碳排放系数分别为3.7623千克/升和3.270千克/升。因此，2019年，汽油和柴油分别占总燃料消耗的71%和21%，产生的二氧化碳总量为1034513.84吨（1034.5亿吨二氧化碳）。在一切正常的情况下，2019年至2040年的二氧化碳平均年产量为21371万吨。到2040年，预计总排放量为4486 559.34吨（4486.64亿吨二氧化碳），其中汽油占62%，柴油占38%。卫星对流层二氧化氮的平均排放量为1.89 mol/m2，主要影响瓦加杜古市中央商务区（CBD）。对应于56µg。m-3，超出了世界卫生组织的年平均暴露标准。因此，这些研究结果提醒我们，迫切需要制定环境法规和减缓气候变化的行动，以实现可持续的流动性。

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引用次数: 0

A framework for ranking potential cities for implementing emerging urban mobility technologies: A case study for eVTOL aircraft 对实施新兴城市移动技术的潜在城市进行排名的框架：eVTOL飞机的案例研究

IF 2.7 Q1 GEOGRAPHY

Journal of Urban Mobility

Pub Date : 2025-02-02 DOI: 10.1016/j.urbmob.2025.100102

Felix Spühler , Kristian Siebenrock , Ivan Terekhov , Dirk C. Mattfeld

Urban mobility is an important component of a well-functioning city. Moreover, it is an important sector that must be considered in the steady transition of cities. During this transition, new opportunities for mobility technologies are constantly emerging, as, for example, electric Vertical Take-Off and Landing (eVTOL) aircraft. However, due to various factors, not every new mobility technology is suitable for every city. Finding suitable cities for implementing such a technology is therefore a crucial task. In our research, we address the problem of evaluating and ranking potential cities in terms of their suitability for the deployment of a particular emerging mobility technology. For this, we introduce an index and a framework for evaluating and ranking these cities. In this framework, we apply the novel Urban Mobility Innovation Adaption (UMIA) index and the well-known Analytical Hierarchy Process (AHP) to evaluate and rank each city regarding a chosen mobility technology. In our case study, we evaluate and rank cities on deploying eVTOL aircraft. Our results indicate the effectiveness and validity of our framework and the index. Based on this, a comprehensive analyze can be conducted for the top-ranked cities instead of all potential cities. Thus, the framework can support in the decision-making process for implementing new mobility technologies, but also support city officials to assess the current state of their city.

城市交通是一个功能良好的城市的重要组成部分。此外，它是城市稳定转型中必须考虑的重要部门。在这一转变过程中，移动技术的新机遇不断涌现，例如电动垂直起降（eVTOL）飞机。然而，由于各种因素，并不是每一种新的交通技术都适合每一个城市。因此，寻找适合实施这种技术的城市是一项至关重要的任务。在我们的研究中，我们解决了评估和排名潜在城市的问题，根据它们是否适合部署特定的新兴移动技术。为此，我们引入了一个指数和框架来对这些城市进行评估和排名。在这个框架中，我们应用了新的城市交通创新适应（UMIA）指数和著名的层次分析法（AHP）来评估和排名每个城市所选择的交通技术。在我们的案例研究中，我们对部署eVTOL飞机的城市进行了评估和排名。研究结果表明了该框架和指标的有效性和有效性。在此基础上，可以对排名靠前的城市进行综合分析，而不是所有有潜力的城市。因此，该框架可以在实施新的移动技术的决策过程中提供支持，也可以支持城市官员评估其城市的当前状态。

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引用次数: 0

Public transport, social environment, and Bike Sharing System use to high school: A case study in València (Spain) 公共交通、社会环境和自行车共享系统在高中的使用：西班牙瓦伦顿西亚的案例研究

IF 2.7 Q1 GEOGRAPHY

Journal of Urban Mobility

Pub Date : 2025-01-31 DOI: 10.1016/j.urbmob.2025.100101

Israel Villarasa-Sapiña, Miquel Pans, Laura Antón-González

Urban cycling provides significant benefits for both health and environment. Additionally, due to the demands of contemporary society, it serves as an effective way to promote healthy habits among adolescents. Since high schools (HS) are a primary destination for this age group, the social and environmental characteristics of these institutions can play a critical role in influencing the use of Bike Sharing Systems (BSS). Our study aimed to determine how various sociodemographic characteristics of HS influence BSS use for active commuting to school (ACS) in the city of València, Spain. A Self-Organizing Maps analysis were applied to generate HS profiles, followed by non-parametric analysis to compare these profiles based on HS typology. Four HS profiles were identified. Results indicated a higher use of BSS for ACS in public HS compared to private HS. Lower BSS use was observed in HS lacking public transport and BSS facilities, while private schools generally had better access to public transport resources. Regardless of the socio-economic status of the HS, equal access to public transport resources and BSS stations should be provided to both public and private institutions to foster an active lifestyle for all students. HS located in neighborhoods with low-to-moderate economic status and a moderate risk of vulnerability can still promote the use of BSS for ACS. However, disparities in the availability of resources for ACS are significant, often disadvantaging public HS and schools in the poorest and most vulnerable neighborhoods.

城市骑自行车对健康和环境都有显著的好处。此外，由于当代社会的需求，它是促进青少年健康习惯的有效途径。由于高中（HS）是这个年龄段的主要目的地，这些机构的社会和环境特征可以在影响自行车共享系统（BSS）的使用方面发挥关键作用。本研究旨在确定西班牙瓦伦顿西亚市HS的各种社会人口学特征如何影响BSS在主动通勤上学（ACS）中的使用。采用自组织图谱（Self-Organizing Maps）分析方法生成HS图谱，并基于HS类型学进行非参数分析比较。确定了4个HS剖面。结果表明，与私人HS相比，公共HS中使用BSS治疗ACS的比例更高。在缺乏公共交通和BSS设施的HS中，BSS的使用率较低，而私立学校通常更容易获得公共交通资源。无论学校的社会经济状况如何，公立和私立学校都应该平等地使用公共交通资源和BSS站，以培养所有学生积极的生活方式。位于中低经济状况和中等脆弱性风险社区的HS仍可促进BSS在ACS中的应用。然而，在可获得的ACS资源方面存在巨大差异，这往往使最贫困和最脆弱社区的公立卫生保健和学校处于不利地位。

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引用次数: 0

From temporary bike lanes to a cycling oriented mobility paradigm. The case of Lyon during and after the pandemic of COVID-19 从临时自行车道到以自行车为导向的交通模式。2019冠状病毒病大流行期间和之后的里昂案例

IF 2.7 Q1 GEOGRAPHY

Journal of Urban Mobility

Pub Date : 2025-01-30 DOI: 10.1016/j.urbmob.2025.100103

Nathalie Ortar, Patricia Lejoux, Nicolas Ovtracht

During the COVID-19 pandemic, cycling was presented as a potential solution to health and environmental challenges in everyday mobility. In Lyon (France), these street experiments posed two challenges for the city authorities: in the short term, to enable people to access essential services and shops while respecting the principles of physical separation; in the long term, to promote a new bicycle-oriented mobility paradigm that goes beyond infrastructure and includes velonomy and velomobility as a system. The aim of this article is to focus on the experience of tactical urbanism during the COVID-19 pandemic in the city of Lyon, the second largest city in France, and to investigate whether these pop-up infrastructures have facilitated a shift towards a cycling oriented mobility paradigm. In this article, we use three types of data: the first comes from a geomatic approach to map the changes, the second is an analysis of the policy context, and the third is the practices of cyclists. The results highlight that tactical urbanism accelerated the adoption of cycling through temporary infrastructure, structural changes, and expanded cycling routes. This approach improved connectivity, safety, and inclusivity while promoting cycling as a viable mode of transport. Despite initial political consensus, challenges emerged, including limited public recognition of these measures as policy and criticism of safety and navigation in certain designs. Efforts to institutionalize cycling policy have reduced car dominance and expanded public transport, but socio-spatial inequalities and low engagement from working-class communities persist. Inclusive cycling requires addressing diverse user needs, socio-economic barriers, and intersectional issues.

在2019冠状病毒病大流行期间，自行车被认为是解决日常交通中健康和环境挑战的潜在解决方案。在法国里昂，这些街头实验给城市当局带来了两个挑战：在短期内，使人们能够在尊重物理隔离原则的同时获得基本服务和商店；从长远来看，促进一种新的以自行车为导向的交通模式，这种模式超越了基础设施，将经济和速度作为一个系统。本文的目的是关注法国第二大城市里昂在2019冠状病毒病大流行期间的战术城市主义经验，并调查这些弹出式基础设施是否促进了向以自行车为导向的交通模式的转变。在本文中，我们使用了三种类型的数据：第一种来自地理方法来绘制变化，第二种是对政策背景的分析，第三种是骑自行车的人的实践。研究结果强调，通过临时基础设施、结构变化和扩大自行车路线，战术城市化加速了自行车的采用。这种方法改善了连通性、安全性和包容性，同时促进了自行车作为一种可行的交通方式。尽管初步达成了政治共识，但挑战还是出现了，包括公众对这些措施作为政策的认识有限，以及对某些设计的安全和导航的批评。将自行车政策制度化的努力减少了汽车的主导地位，扩大了公共交通，但社会空间不平等和工人阶级社区的低参与度仍然存在。包容性骑行需要解决不同的用户需求、社会经济障碍和交叉问题。

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引用次数: 0

Strategic spatial planning in the implementation of mobility hubs 交通枢纽实施中的战略性空间规划

IF 2.7 Q1 GEOGRAPHY

Journal of Urban Mobility

Pub Date : 2025-01-27 DOI: 10.1016/j.urbmob.2025.100105

Kristina Trygg, Ida Grundel

A challenge for urban planning is the transition away from private car use towards other more sustainable transport modes, moving from urban policies and planning approaches to the implementation of sustainable mobility alternatives. This paper addresses how four Swedish municipalities are implementing new mobility solutions in transport infrastructure through the example of mobility hubs. The use of mobility hubs as a planning tool is a relatively new way of designing and combining different transportation modes, focusing on sharing options, e.g., bikes, e-scooters, car-sharing, etc., as well as public transport to reduce car dependency in cities (Czarnetzki & Slek, 2022; Rongen et al., 2022). The aim of this paper is to explore how municipal planners use mobility hubs strategically to achieve sustainable mobility. Our empirical material is based on interviews and workshops with planners, as well as an analysis of policy documents in four Swedish municipalities (between 2020 and 2022). We use strategic spatial planning as a framework to examine and understand the planning processes around mobility hubs. Our results show that although the overall aim in all municipalities is to reduce car dependency, there are spatial differences in how and where the mobility hubs are located, designed, and defined. This will have consequences for whom they are developed, and how they can strengthen socio-spatial relations and mobility justice. There was also a lack of consensus on the definition of mobility hubs, both between and within the municipalities under study. As a result of the inconsistencies in the implementation of mobility hubs between the municipalities, the municipal planners are not convinced of the effectiveness and appropriateness of the ways mobility hubs are currently being implemented.

城市规划面临的一个挑战是，从私家车的使用转向其他更可持续的交通方式，从城市政策和规划方法转向可持续交通替代方案的实施。本文以交通枢纽为例，阐述了四个瑞典城市如何在交通基础设施中实施新的交通解决方案。使用交通枢纽作为规划工具是设计和组合不同交通方式的一种相对较新的方式，侧重于共享选项，例如自行车，电动滑板车，汽车共享等，以及公共交通，以减少城市对汽车的依赖(Czarnetzki &；Slek, 2022;Rongen et al., 2022)。本文的目的是探讨城市规划者如何战略性地使用交通枢纽来实现可持续的交通。我们的经验材料基于对规划者的访谈和研讨会，以及对瑞典四个城市（2020年至2022年）政策文件的分析。我们使用战略空间规划作为框架来检查和理解围绕交通枢纽的规划过程。我们的研究结果表明，尽管所有城市的总体目标都是减少对汽车的依赖，但在交通枢纽的定位、设计和定义方式和位置上存在空间差异。这将对开发这些工具的人产生影响，以及它们如何加强社会空间关系和流动正义。在所研究的城市之间和城市内部，对移动枢纽的定义也缺乏共识。由于各城市之间在实施交通枢纽方面的不一致，市政规划者不相信目前实施交通枢纽的方式的有效性和适当性。

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引用次数: 0

Creating visualizations using generative AI to guide decision-making in street designs: A viewpoint 使用生成式人工智能创建可视化以指导街道设计决策：一个观点

IF 2.7 Q1 GEOGRAPHY

Journal of Urban Mobility

Pub Date : 2025-01-21 DOI: 10.1016/j.urbmob.2025.100104

Gabriel Valença , Carlos Azevedo , Filipe Moura , Ana Morais de Sá

Architecture software tools are usually used to illustrate new street design layouts (e.g., Computer-Aided Design). However, these tools are not appropriate for the co-creation of street design solutions mainly due to the demanding work to create complex designs, the lack of multi-user interfaces, and the inability to create visualizations in real-time. Recently, a few generative AI tools such as UrbanistAI, PlacemakingAI, and Laneform have been developed to overcome these limitations, generating real-time street layout visualizations. These tools aim to enhance stakeholder and citizen involvement in street design processes by allowing citizens to easily modify street layouts and visualize how the street could be in the future. Even though these tools may increase efficiency in design generation, their possible impacts and integration into urban planning practices are poorly questioned and studied. This viewpoint aims to outline a research agenda, discussing the challenges and potential positive and negative effects of using generative AI in participatory decision-making for street designs. To the best of our knowledge, this is the first paper that discusses the possible benefits and impacts of these generative AI tools for generating future street design. We believe that integrating generative AI street design participation tools into urban planning processes has yet to be thoroughly understood, particularly in their impact on people's creativity and problem-solving, adaptability to different contexts, alignment with recent AI regulations, and implications for equity.

建筑软件工具通常用于说明新的街道设计布局（例如，计算机辅助设计）。然而，这些工具并不适合共同创建街道设计解决方案，主要是因为创建复杂设计的繁重工作，缺乏多用户界面，以及无法实时创建可视化。最近，一些生成式人工智能工具，如UrbanistAI、PlacemakingAI和Laneform，已经被开发出来，以克服这些限制，生成实时街道布局可视化。这些工具旨在通过允许市民轻松修改街道布局和可视化街道未来的方式，提高利益相关者和市民对街道设计过程的参与。尽管这些工具可以提高设计生成的效率，但它们可能产生的影响和与城市规划实践的整合却很少受到质疑和研究。这一观点旨在概述一个研究议程，讨论在参与式街道设计决策中使用生成式人工智能的挑战和潜在的积极和消极影响。据我们所知，这是第一篇讨论这些生成式人工智能工具对未来街道设计可能带来的好处和影响的论文。我们认为，将生成式人工智能街道设计参与工具整合到城市规划过程中还有待彻底理解，特别是它们对人们的创造力和解决问题的影响，对不同环境的适应性，与最近的人工智能法规的一致性，以及对公平的影响。

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引用次数: 0

The long road from urban experimentation to the transformation of urban planning practice: The case of tactical urbanism in the city of Barcelona 从城市实验到城市规划实践转变的漫长道路：巴塞罗那城市战略的案例

IF 2.7 Q1 GEOGRAPHY

Journal of Urban Mobility

Pub Date : 2025-01-10 DOI: 10.1016/j.urbmob.2025.100100

Franziska Schreiber

Managing the transition to sustainable urban mobility requires significant changes in planning and decision-making approaches. Urban (street) experiments, particularly Tactical Urbanism (TU), have emerged as promising tools for catalyzing these changes. However, despite their growing popularity, empirical studies of their long-term impacts are scarce. This paper examines the potential of TU to drive innovation in municipal planning practice, and the conditions that enable or hinder this. The study uses a longitudinal case study analysis with a mixed methods approach to reconstruct the use of TU and its impact on planning in Barcelona, Spain, between 2013 and 2023. The results show that while TU has brought about innovations and promoted changes in planning by fostering new ways of thinking, doing, and organizing among municipal planners, its impact on planning practices remains limited. The study suggests that political pressure on planners to avoid failure, bureaucratic hurdles, and the lack of (process) learning are among the main barriers to generating valuable lessons for planning and institutionalizing innovations. At the same time, the study highlights the critical role of avant-garde planners, the involvement of intermediaries, and the alignment between TU and the municipal agenda to increase the impact of TU. The research reveals important insights for planning practitioners and policy makers seeking to promote sustainable mobility transitions through TU. It also identifies directions for future research to further deepen the understanding of the complex dynamics that shape the innovation potential of TU for planning.

管理向可持续城市交通的过渡需要在规划和决策方法上做出重大改变。城市（街道）实验，特别是战术城市主义（TU），已经成为催化这些变化的有前途的工具。然而，尽管它们越来越受欢迎，但对其长期影响的实证研究却很少。本文考察了TU在推动城市规划实践创新方面的潜力，以及促成或阻碍这一创新的条件。本研究采用纵向案例研究分析和混合方法，重建了2013年至2023年西班牙巴塞罗那TU的使用及其对规划的影响。结果表明，虽然TU通过培养城市规划者的新思维方式、行动方式和组织方式，带来了创新，促进了规划变革，但其对规划实践的影响仍然有限。这项研究表明，对规划人员施加的避免失败的政治压力、官僚主义障碍和缺乏（过程）学习是产生规划和制度化创新的宝贵经验的主要障碍。与此同时，该研究强调了前卫规划师的关键作用，中介机构的参与，该研究为规划从业者和政策制定者提供了重要的见解，旨在通过TU促进可持续的交通转型，同时也为未来的研究指明了方向，以进一步加深对塑造TU规划创新潜力的复杂动态的理解。

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引用次数: 0