Rural territories are worse equipped than urban ones in terms of accessibility to services and opportunities, due to their scattered development and peripheral character. Increasing cuts to loss-making services in traditional public transport contributed to increased social inequality and marginality, in so doing undermining the livability of rural communities. In this light, improving accessibility is an essential prerequisite for the sustainable development of rural areas. Whereas demand responsive transport solutions are often seen as a panacea in circumstances where traditional services are not viable, their implementation is more challenging than it may seem, due to the potential barriers intrinsically related to the differential socioeconomic, cultural, and institutional features of places. Furthermore, enhancing transport offer is only one side of the multifaceted prism of rural accessibility, and the institution of effective multi-level and multi-sector governance mechanisms is a precondition to approach the mentioned challenges under a more comprehensive perspective. Drawing on the results of the European Territorial Observatory Network (ESPON) Urban-Rural Connectivity in Non-Metropolitan Areas (URRUC) project, the paper sheds light on this issue, exploring the accessibility challenges of rural areas and proposing a multilayer policy approach aimed at supporting decision-makers in improving rural accessibility across Europe.

To improve neighbourhood liveability and urban sustainability, Barcelona is seeking to re-organize its urban structure into superblocks, designed to discourage cut-through traffic and promote multiple uses of street space. Despite its potential, this approach is not without its limits, that should be properly taken into account. The implementation of the Supermanzana model in the Poblenou neighbourhood is explored in this paper to analyse its potentialities and constraints. Temporal synchronization between the urban level and the neighbourhood level turns out to be particularly important to reduce conflicts and criticalities.

Car dependency greatly contributes to the climate crisis and the corrosion of public space. In response, cities are introducing pedestrianisation, cycle lanes or tactical urban interventions aimed at repurposing streets for other road users. Framed as ‘experiments’, these reallocations of street space disrupt traditional transport planning procedures, often with promising results in promoting active travel. They are also associated with deep conflicts and criticism, especially by citizens defending the right to drive. Despite their ability to stop experiments, such conflicts have been little explored in the debates about experimentation and automobility. Similarly, street experiments have in most cases been uncritically embraced as a panacea for urban mobility problems, with little attention paid to experimentation as an expression of austerity urbanism. This paper aims to deepen our understanding of street experiments and their relationship to automobility by contextualising their conflictual unfolding as an expression of post-political planning in the age of austerity urbanism. Through a critical examination of the Torino Mobility Lab, a collaborative pedestrianisation experiment in Torino, we show how the governance-beyond-state setup of such projects masks a complex and contested coexistence of different meanings and processes for reimagining urban mobility and public space. We show how conflicts emerge embedded in the problematic and post-political governance of transport experiments. Nested within austerity urbanism, the experiment remains limited in its ability to create healthy spaces for participation. We conclude by highlighting the limitations and contradictions of attempts to overcome car dependency embedded in post-political frameworks and neoliberal-austerity planning practices.

Rural and peripheral areas, however, defined, suffer from accessibility and mobility problems that challenge their liveability and potential for development. To cope with these challenges, it is necessary to acknowledge and address the spatial, societal, cultural and economic components of accessibility, with comprehensive action involving actors from various sectors at different scales. The Italian National Strategy for Inner Areas, aimed to reverse marginalization processes of rural peripheral areas with a place-based approach, is moving in this direction. This article analyses and discusses how the strategy aims to address accessibility and mobility, in principle and in practice. To this aim, document analysis of the general documents and guidelines of the SNAI and 50 local strategies is combined with qualitative insights from interviews and participant observation. The analysis shows the scope and approach of the strategy and points out a number of criticalities and pitfalls challenging its potential. The results can contribute to inform research, policymaking and planning to improve accessibility in European peripheral areas, taking stock of the potentialities and limitations of this experience.

There is great uncertainty about the transition from human to autonomous driving vehicles (AVs), as well as about the extent and direction of their potential impacts on the urban built environment. Planners are aware of the importance of leading this transition but are hesitant about how to proceed, and public administrations generally show a passive attitude. One of the reasons is the difficulty of defining long-term visions and identifying transition paths to achieve the desired future. The literature on AVs is growing rapidly but most of the visions proposed so far do not consider in detail how circulation and parking of AVs will (or could) be differently regulated in cities. In this study, three visions for the Italian city of Turin are proposed. The aim of these visions is to highlight how different forms of regulation of AV circulation and parking can impact on the sustainability and livability of the city. A focus group and a set of interviews with experts and stakeholders were used to validate the three visions and assess their advisability and sustainability. This visioning exercise is the first step in the development of a backcasting process.