Over the past decades, Bike-Sharing Systems have been implemented in hundreds of cities all around the world. During this time, numerous academic studies have been published with analyses from different perspectives. The aim of this study is to build upon this research by bringing together a spatial and a temporal analysis of the cycling flow of BiciMAD, the Madrid Bike-Sharing System. By combining over 21 million GPS records and various maps the study visually explores cycling mobility patterns across the city on three different temporal scales: over the course of the day, during working days or weekends and over the course of a whole year to provide a better understanding of the season-dependent demand. The study also reveals the most important flows between origin-destination pairs and uncovers the radically different spatio-temporal travel patterns of frequent users and occasional users.

El peatón ocupa un lugar destacado en la movilidad urbana, tanto por representar el modo de transporte más básico y que alimenta al resto de modos de transporte, como por mantener una relación intensa y directa con las actividades urbanas, conformando los denominados entornos de movilidad peatonal o entornos peatonales. Es por ello que profundizar en el conocimiento de aquellos factores de los entornos construidos que mayor relación guardan con el peatón resulta fundamental, tanto para mejorar la calidad de la movilidad peatonal en las calles, como para lograr que las centralidades, el transporte público o los espacios públicos sean más accesibles. Con esta finalidad, el presente artículo evalúa, a través de la bibliografía especializada, los enfoques más frecuentes de análisis de la figura del peatón, así como los factores que son tenidos en cuenta por la población para optar por la modalidad de transporte que él representa, considerando su dimensión y su valoración

El creixent interès per integrar elements de l’estructura i el disseny de la ciutat en l’avaluació i en la gestió de la mobilitat urbana ha contribuït a desenvolupar mètodes i instruments nous que aprofundeixin en aquest aspecte. La identificació d’entorns de mobilitat es podria considerar un avenç conceptual i metodològic important en aquest sentit, que obre noves possibilitats per a la generació de mètodes que comprenguin millor la vinculació entre mobilitat i entorn urbà des d’una perspectiva que pugui ser útil per practicar la planificació. Aquest article es dirigeix a aprofundir sobre la qüestió apuntada, particularitzant en el cas específic de la mobilitat de vianants. D’aquesta manera, es presenta el mètode de caracterització d’entorns de mobilitat per a vianants (CPEM) com a eina útil per avaluarne des del punt de vista de la qualitat que mostren per als vianants, utilitzant els quatre factors següents: accessibilitat, seguretat, confort i atracció. Per comprovar la consistència i la utilitat del CPEM respecte al seu objectiu inicial, aquest ha estat aplicat al cas pràctic de dos entorns de mobilitat prèviament identificats en un corredor de l’àrea metropolitana de Granada (Espanya).

During the COVID-19 pandemic, there has been a lot of discussion about keeping interpersonal distance to prevent the virus from spreading. To keep this interpersonal distance, authorities at different levels have taken measures to reduce people’s interactions, such as reducing capacities, curfews, pop-up cycle lanes, temporary pedestrianisation, and lockdowns. Many of these temporary measures have been perceived from a static view. Nevertheless, in a scenario of “new normality” or in the face of a possible new pandemic, the amount of data (big data) generated by different sources, such as sensors, in large cities has extraordinary potential to be used together with tactical urbanism for quick adaptation. The aim of this study was to gain insight into the aforementioned issues by analysing spatio-temporal patterns of pedestrian mobility and developing a variation of the pedestrian level of service measure; the pandemic pedestrian level of service (P-PLOS). This measure provides a dynamic view of pavement capacities according to the interpersonal distance recommendations during the pandemic. P-PLOS was tested in the city of Madrid based on the pedestrian counter data that was provided by the local government through its open data website. We found that the application of P-PLOS, together with street design, allows for knowing where and when it is necessary to take tactical urbanism measures in order to maintain or improve the level of service, as well as where it is necessary to take measures to reduce pedestrian flow.

Although widely, as well as recently explored, the concept of urban resilience still poses important issues in terms of its operationalization. For this reason, best practices that show how the resilience concept has been turned into planning practice are much needed. This article presents and discusses the case study of the Charca de Suárez Nature Concerted Reserve, an urban wetland situated along the Andalusian coast (Spain), to contribute to filling the gap on the operationalization of urban resilience at the local planning level. In the Charca, an adaptive co-management and design approach has been successfully put into practice to foster local urban resilience. Starting from some recent key studies on planning and management policies for urban resilience, we propose a framework to read, understand and evaluate the Charca experience, and more generally, resilience-based projects. The analysis highlighted the following crucial key aspects for urban resilience in the Charca case study: A collaborative governance model; and the building of community-capitals. The Charca de Suárez Nature Concerted Reserve can actually be acknowledged as an innovative planning practice, a source of inspiration for visions and experiments oriented to urban resilience.