The key of mobility in urban planning is not in dispute. Integrated strategies that take into account the interrelations among land use, transport supply and demand and the different transportation modes are more necessary than ever. In Europe, regulatory tools such as local mobility plans or traffic plans have been enforced for a long time, evolving into so-called sustainable urban transport plans (SUTP) -that is, plans that merge urban planning, mobility governance, social awareness and environmental safeguards to develop a vision based on sustainability and equity. Indeed, SUTP are aimed at solving typical problems in current land use, such as urban sprawl, which make clear the need for a paradigm shift from transport (or mobility) planning to land use (or city) planning, thereby producing urban mobility plans that are fully aligned with integrated urban development plans. This paper describes how SUTP are articulated across Europe according to four case studies: Peterborough (UK), Chambéry (France), Ferrara (Italy) and Pinto (Spain), to highlight variations and commonalities, both among the four national legal frameworks and the actual planning processes at the local level. Objectives, measures and indicators used in the monitoring and evaluation phases have been analysed and the results assessed. The main conclusion of the paper is that, as seen in these real-life examples, the lack of integration between spatial planning and transport strategies results in the unsustainability of urban areas and, therefore, in a significant loss of competitiveness.

La sociedad actual demanda una mayor capacidad de intercambio a todos los niveles. Para satisfacer esa demanda se necesitan más y mejores infraestructuras de transporte. Como las inversiones que exigen son muy elevadas, no pueden llevarse a cabo todas las propuestas. Hay, por tanto, que retrasar o desechar planes que resultan necesarios, e incluso urgentes para muchos, ante las limitaciones presupuestarias. Surge así un problema de toma de decisiones. En el presente trabajo se propone un algoritmo de accesibilidad que permite cuantificar el grado de mejora que percibe el usuario al construir una nueva carretera. Se aplica a la evaluación de tres planes de transporte que han sido propuestos para resolver las difíciles condiciones de circulación del Área Metropolitana Madrileña. De este modo puede establecerse un método para optimizar el empleo de las dotaciones presupuestarias y, al mismo tiempo, evaluar los beneficios que se derivarán para el usuario. Los resultados confirman las posibilidades del método. Se calculan los niveles de accesibilidad en el caso general (todos los motivos de viaje) y en el caso de los desplazamientos por motivos de trabajo. Los resultados permiten analizar tanto la mejora global de toda la provincia, como la de cada uno de sus munipios. Asimismo permite identificar los beneficios regionales. SUMMARY Society today presents a demand for greater interchange on al I levéis. To satisfy this demand we need more and better transport infrastructures. As this requires a high degree of investment, not all proposals can be carried out. Plans proven to be necesary and aven urgen t for same peo pie have therefore to be postponed or rejected in the face of budgetary limitations. This probiem is solved by a decision-making procesa. This study proposes a accessibility indicator which allows us to quantify the degree of improvement benefitting the user when a new highway is built. The formula is applied to three transport plans which have been put forward as solutions to the difficult trafile conditions in the metropolitan área of Madrid. This enables us to establish a method for maximizing use of the available budget and at the same time to evalúate the user's benefit. The results confirm the val id i ty of the method. It's calculated the degree of general accessibility (for all motives for travelling) and the degree of accessibility for journeys to work. The results permit an analysis both of overall improvement in the whole province and in each municipality thereof. In this way we can determine regional benefits of each project. EL PAPEL DE LOS INDICADORES DE ACCESIBILIDAD EN LA ORDENACIÓN URBANA Y DEL TRANSPORTE Cada vez es más patente que la sociedad actual demande más posibilidades de interrelación, y para ello se necesita una red de transporte que vertebre el sistema territorial a todos los niveles: interurbano, intra e interregional, e internacional. Sin una adecuada red de transportes, íntimamente ligada a los planes de orde-nación del suelo, no es posible lograr un desarrollo armónico de las ...

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Each city need to develop sustainable transport plans according to its future developments. This means identifying the best policy package of transport measures that could produce more sustainable future scenarios: lowest environmental impact, but also better social standards and at minimum cost. To that end, it is necessary to measure the environmental and social costs of each alternative transport mode. This paper proposes a methodology to calculate those costs in different city contexts: city centre and metropolitan suburbs. It provides a measure of the following environmental costs: pollution, noise, green house gasses and land taken. Then the social costs as congestion and accident costs. These two cost categories are calculated for each mean of transport: metro, bus, private car and taxi. The methodology has been applied to Madrid Region through modeling its mobility demand in 2004. The outputs are costs per passenger-km in each mode and Area: city centre and metropolitan ring. Therefore it is possible to assign monetary costs to environmental and social costs of each transport option; for example, car environmental costs are four times higher than buses on average, but it differs a lot from city centre to outskirt areas. Finally, some guidelines can be extracted to develop a more sustainable transport policy for Madrid Region. Assessment of environmental costs in urban areasAchieving sustainable mobility in urban areas means to reconcile environmental protection with social well-being and economic development. These targets include reducing the negative impacts from transport, including pollution, noise and congestion, while ensuring affordable, accessible

The World Health Organization (WHO) declared COVID-19 a pandemic on March 11, 2020. Three days later, the Spanish Government declared a state of alarm, which lasted until June 20. This state consisted of a two-month lockdown with mobility restrictions and a two-month phased easing of lockdown. This paper analyses the evolution of mobility patterns in the Region of Madrid through statistical information to study the impact of the COVID-19 crisis based on data from the Spanish National Statistics Institute (INE). The results obtained in this paper show that, during the lockdown, trips made in the Region of Madrid fell by 70% compared to the normal scenario. However, the variations in mobility were very different in each area of the territory. For example, trips to San Sebastián de los Reyes were reduced by more than 90%, while trips from San Fernando de Henares decreased by only 30%. Once the easing of lockdown phases began, there was an increase in trips in the Region of Madrid of more than 60% compared to trips made during the lockdown. This growth was also very irregular. For example, travels from Arganda del Rey increased by more than 260%, while trips to the same municipality only increased by 13%. The mobility study is complemented with the analysis of socioeconomic variables, land use, and transport network to clarify the evolution of the different zones in the Region of Madrid during the COVID-19 crisis.