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In Global South countries, ageing is an incoming phenomenon with socio-spatial implications that are not much explored yet. Global North countries are already facing ageing trends with significant territorial consequences, such as declining populations that contribute to making certain areas marginal. However, different factors may determine the marginality of a municipality or a region in other settings. Drawing on these premises, the paper discusses whether ageing demographic trends contribute to territorial marginality also in a Global South setting. The paper focuses on the case of Chile, a country characterised by significant territorial inequalities and a population that is becoming older. In doing so, it has a twofold purpose: first, examine census data to define what areas are currently experiencing a demographic decline and if these correspond to the areas that national policies define as marginal; second, examine official documents to consider to what extent both national policies and local development plans define ageing as an element of marginality. The decline of population in Chile defines a geography of marginality that complements and expands the one defined in policy strategies, including more areas. In contrast, institutions at different levels are only partially prepared for dealing with the socio-spatial implications of an increasingly older population.

Introduction: Everyday urban mobility is fundamental to access the opportunities offered by cities, something required to accomplish one's own aims and guarantee participation in social life. Nonetheless, it is difficult to guarantee significant individual opportunities by fighting mobility-related social exclusion, especially in Global South cities characterized by scarce provision of mobility services and wide presence of urban poverty. Case study: The city of Bogotá has addressed the issues of mobility-related social exclusion by creating a large bus rapid transit system, called TransMilenio. Introduced in 2000, the public transport network was intended to provide a wider access to urban opportunities to a wider share of the urban population. Discussion and evaluation: The TransMilenio has been an influential example due to its ability in addressing the messed mobility of a typical Global South metropolis and in promoting an intervention that requires less financial resources in comparison to other, traditional infrastructures. However, its results appear as partial when discussing the contribution of TransMilenio to urban access, as well as the economic and political implications of implementing such system. Conclusions: While relevant is the alternative form of intervention promoted by TransMilenio, as well as its courage in addressing the apparently untamable mobility of a metropolis like Bogotá, similar strategies in the future should pay more attention to the issues of access—intended both as the possibility to make use of this public transport system, both in terms of reaching urban opportunities.

Nuove forme di organizzazione per i servizi della mobilità urbana sono sempre più diffuse, grazie a molteplici modalità emergenti e continue innovazioni che configurano nuove risposte per esigenze di movimento diverse dal passato. Si tratta di esperienze che possono avere un ampio potenziale innovativo, ad oggi ancora largamente inespresso. Il paper intende esplorare tali contributi, sottolineando gli effetti positivi che nuove modalità di intervento possono avere nel campo della mobilità, a partire dalla molteplicità delle modalità contemporanee e dalla rigidità che spesso caratterizza piani e politiche. In questo senso, l'innovazione tecnologica da sola non è sufficiente, ma gioca un ruolo strumentale nel rispondere a problemi nuovi con soluzioni nuove. Il paper descrive in particolare come alcune modalità di spostamento emergenti esprimono una domanda di mobilità che al tempo stesso tenta, dal suo interno, di sviluppare anche parte dell'offerta, permettendo di osservare nuove forme di organizzazione per i servizi della mobilità urbana. A partire dalla descrizione di alcuni esempi già in corso, è possibile discutere le opportunità che tali forme di organizzazione possono generare e le potenziali interazioni da stabilire con l'azione pubblica. Correndo il rischio di complicare le tradizionali forme di intervento, emergono modi innovativi per rispondere alle esigenze della mobilità.

La mobilità di tutti i giorni ha un ruolo fondamentale nel determinare tanto le possibilità di vita a disposizione di ciascuna persona, quanto le dinamiche più ampie delle società contemporanee. La mobilità diventa quindi una condizione chiave anche per garantire inclusione sociale. La sua centralità per le pratiche di vita quotidiana dei singoli e di una collettività è riconosciuta da un'ampia letteratura sul tema; eppure, gli approcci operativi alla pianificazione della mobilità rimangono perlopiù ancorati a strumenti tradizionali, poco efficaci nel riconoscere ciò che nuove e molteplici forme di mobilità quotidiana significano per ciascun individuo. A partire dalla ricostruzione di alcune posizioni del dibattito disciplinare sul tema, il paper presenta approcci operativi che lavorano sul concetto di accessibilità in riferimento non tanto e non solo alle caratteristiche tecniche dei sistemi di trasporto, ma anche al suo essere strumento per misurare la possibilità di ognuno di partecipare ad attività personali e collettive. Vengono, quindi, discusse le implicazioni operative per le politiche dei trasporti di un approccio che dà centralità all'accessibilità, reinterpretata come condizione per garantire la partecipazione alla vita sociale di ogni individuo

What are the different factors that make a territory marginal? Are contextual features related to spatial, socio-economic, institutional, or cultural elements differently influencing marginality in different countries? These are the questions at the origin of this Special Issue. To explore the complexity of territorial marginality and the several dimensions that contribute to defining it, this Special Issue collects seven works that explore conceptual issues, possible conflicts, and challenges for developing marginal territories. We explore the conditions that cause or define marginality, the dimensions that should structure a definition, suitable quantitative and qualitative indicators to classify marginal territories, and the features of territorial policies and strategies to address them. The papers explore different meanings of marginality using diverse research methods: quantitative approaches address the use of cultural heritage, population ageing, the lack of infrastructures and the limitations of existing policy approaches; mixed-method approaches combine statistical indicators with qualitative methods to explore landscape features and workspaces in marginal areas; finally, qualitative approaches analyse causes and impact of marginality in everyday life.

Demographic changes in Latin America, and especially in Chile, indicate that the population is becoming older: already in 2050, one out of four Latin Americans and one out of three Chileans will be older than 60. Among the elements that contribute to the wellbeing of the elderlies, mobility and accessibility play a fundamental role. Priorities set out for mobility planning and politics should reflect these aspects. Nonetheless, the traditional methods of transport planning in Chile are not able to adequately grasp the forms in which elderlies move and access urban opportunities. We discuss the value of integrating different methods of analysis to better represent the mobility of elderlies. Examining the mobility and accessibility behaviour of seniors in the neighbourhood of San Eugenio, in Santiago de Chile, the paper compares the results of interviews and household travel surveys, observing to what extent these contribute to the description of mobility and accessibility for the examined population. The results show the relevance of qualitative approaches that, at the neighbourhood scale, examine elderlies, considering that these methods detect mobility practices and accessibility patterns difficult to observe with more aggregate forms of analysis. The approach to elderly mobility allowed by qualitative tools allows considering the conditions for their adoption when planning mobility at neighbourhood and municipal scale. ; La evolución demográfica de América Latina, y especialmente Chile, muestra un creciente envejecimiento de la población: ya en el 2050, uno de cada cuatro latinoamericanos y uno de cada tres chilenos tendrán más de 60 años. Entre los elementos que contribuyen al bienestar de las personas mayores, las posibilidades de movilidad y acceso juegan un rol fundamental y debieran entonces constituirse como prioridad en la formulación de planes y políticas de movilidad. Sin embargo, las tradicionales metodologías de la planificación de trasporte no logran capturar adecuadamente las formas en que las ...

La qualità della mobilità è un tema centrale per lo sviluppo urbano. In primo luogo, la capacità di soddisfare la domanda di mobilità è un parametro essenziale per la competitività nell'organizzazione del lavoro. In secondo luogo, l'innovazione portata dall'uso di app e social media può determinare l'attrattività dei centri urbani e ottimizzare le scelte di mobilità con riferimento alle preferenze individuali. Combinando questi obiettivi, diverse "comunità di pratiche" stanno proponendo innovative soluzioni per rispondere alle nuove esigenze del movimento. Si tratta di pratiche che fuoriescono dai percorsi istituzionalizzati e dai grandi investimenti (tipici del comparto tecnologico), favorendo e valorizzando le capacità locali che le città possiedono: intercettando flussi di informazioni e relazioni dalla "comunità di users", sperimentando nuove formule di condivisione, interazione e comunicazione tra gli individui, generando nuove organizzazioni e funzioni spaziali. L'obiettivo della trattazione mira ad una riflessione sul ruolo che le istituzioni possono svolgere per garantire lo sviluppo di competenze e politiche territoriali orientate ad un approccio behavioural alla mobilità urbana. ; Mobility plays a central role in the socio - economic dynamics of cities. The innovation recently brought into the market for mobility by apps and social media impacts upon the economic appeal of cities and benefits both the demand and the supply side s of the market. Several 'practice - based communities' now offer innovative solutions producing such effects. Their initiatives do not move through the traditional channels of policy and big investment, although they still contribute towards market efficien cy and appreciate the human capital of urban realities. They do so by collecting and conveying useful information to the whole community of users, by proposing new ways of sharing and using resources, and by favouring the equilibrium conditions in the mark et. This paper discusses practice - based communities and suggests what policymakers could (or should) do to promote similar initiatives.

What are the different factors that make a territory marginal? Are contextual features related to spatial, socioeconomic, institutional, or cultural elements differently influencing marginality in different countries? These are the questions at the origin of this Special Issue.
Marginal areas are traditionally defined as those far from the main urban centres, based on a core-periphery model (Cullen & Pretes, 2000; Gatzweiler & Baumüller, 2014; Herrschel, 2012; Ferrau & Lopes, 2004; Bock, 2016). From this perspective, marginality is an intrinsic spatial condition rather than a transient feature. However, the geographic distance from the poles is only one among the many conditions that can help to define marginality, which could be better defined as a process deeply influenced by socioeconomic changes (Máliková, Farrell, McDonagh, 2016). Marginal regions can be peripheral in geographical location but advanced regarding their socioeconomic situation. On the other hand, not every marginal Region is necessarily peripheral: on the contrary, several studies suggest an interpretation of marginality as a lack of socioeconomic and political connection (Leimgruber, 2004; Pelc, 2006; Bock, 2016).
Moreover, in European countries such as Germany, France and Italy, the concept of marginality has often been associated with rural or mountainous areas. Still, different contributions to this Special Issue show that marginal territories may have very diverse geographical and orographic conditions. In addition, the scale at which a region can be defined as marginal and the administrative borders may also significantly influence the definition of marginality itself.
The lack of a broad, shared definition of marginality affects the identification of marginal territories and the possibility of developing adequate territorial policies to rebalance their marginal condition. Europe shows different attempts at defining marginal territories before proposing devoted policies. For example, Italy refers to the concept of "inner areas" (Materiali Uval, 2014), while the Espon (2017) project PROFECY refers to "inner peripheries". The different names given to marginal territories and the different definitions of marginality require exploring the meaning of considering the other features that may make a territory marginal. As a result, marginality should move from the core-periphery model that considers accessibility to services and goods and distance from central places, considering how a combination of physical, social, economic, institutional and cultural aspects defines marginal territories.

The recent London Infrastructure Plan 2050 appears as an attempt for coming up with innovative answers to infrastructure issues, aiming at providing new spaces where different actors can collaborate, defining adequate visions and governance bodies. Our hypothesis is that the plan can be interpreted through the relevant and yet ambiguous concept of 'trading zone', which highlights the setting up of new spaces for confrontation but also shows their use as political vehicles to advocate for increased powers and resources. To investigate the issue, the paper reviews the literature on the concept of trading zone in order to discuss in this perspective the London Infrastructure Plan planning process. The analysis is developed as follows: after a theoretical discussion of trading zones and their relationship with infrastructure planning processes, two significant aspects of the London Infrastructure Plan are examined: the stakeholders' engagement required by strategic planning processes, and the ongoing planning processes of London, influenced by the Localism agenda. Consequently, the London Infrastructure Plan 2050 is described and reviewed in the light of its political strategic meaning, providing a discussion of its vision, contents and planning process. The analysis uses and rediscusses the concept of trading zone by observing how local authorities may use planning processes to strategically position themselves and influence the complex governance of infrastructure planning.

The recent London Infrastructure Plan 2050 appears as an attempt for coming up with innovative answers to infrastructure issues, aiming at providing new spaces where different actors can collaborate, defining adequate visions and governance bodies. Our hypothesis is that the plan can be interpreted through the relevant and yet ambiguous concept of 'trading zone', which highlights the setting up of new spaces for confrontation but also shows their use as political vehicles to advocate for increased powers and resources. To investigate the issue, the paper reviews the literature on the concept of trading zone in order to discuss in this perspective the London Infrastructure Plan planning process. The analysis is developed as follows: after a theoretical discussion of trading zones and their relationship with infrastructure planning processes, two significant aspects of the London Infrastructure Plan are examined: the stakeholders' engagement required by strategic planning processes, and the ongoing planning processes of London, influenced by the Localism agenda. Consequently, the London Infrastructure Plan 2050 is described and reviewed in the light of its political strategic meaning, providing a discussion of its vision, contents and planning process. The analysis uses and rediscusses the concept of trading zone by observing how local authorities may use planning processes to strategically position themselves and influence the complex governance of infrastructure planning ; The paper is published by the European Journal of Spatial Development (EJSD). The previous version of the journal was host by Nordregio. The same version of the paper can also be found in NordPub.

As this is the spatial environment closest to the individual, different disciplines have approached the neighborhood to investigate its role in different manifestations of citizen participation. In this work we ask ourselves if the attitude towards the neighborhood itself can be a predictor of citizen participation. The objective of this study, in addition, is to investigate if the eventual resulting participation is of civic or political type. To investigate the subject, we developed a descriptive analysis of data referred to neighborhood perception and citizen participation in Santiago de Chile. Our results provide evidence of how much the social dimension of the neighborhood (sense of belonging, social capital and sociability) is an antecedent of the civic participation, primarily, and secondarily of political participation. ; Tratándose del entorno espacial más cercano al individuo, diferentes disciplinas se han aproximado al barrio para investigar su rol en distintas manifestaciones de la participación ciudadana. En este trabajo nos preguntamos si la actitud hacia el propio barrio puede ser un predictor de participación ciudadana. El objetivo de este estudio, además, es investigar si la eventual participación resultante es de tipo cívico o político. Para investigar el tema, desarrollamos un análisis descriptivo de datos referidos a percepción barrial y participación ciudadana en Santiago de Chile. Nuestros resultados proporcionan evidencias de cuánto la dimensión social del barrio (sentido de pertenencia, capital social y sociabilidad) es un antecedente de la participación cívica, primariamente, y política en segundo nivel. ; Comme il s'agit de l'environnement spatial le plus proche de l'individu, différentes disciplines ont approché le quartier pour étudier son rôle dans les différentes manifestations de la participation citoyenne. Dans ce travail, nous nous demandons si l'attitude envers le quartier lui-même peut être un prédicteur de la participation des citoyens. L'objectif de cette étude est en outre de déterminer si la participation qui en résultera éventuellement est de type civique ou politique. Pour étudier le sujet, nous avons développé une analyse descriptive des données relatives à la perception des quartiers et à la participation des citoyens à Santiago du Chili. Nos résultats montrent à quel point la dimension sociale du quartier (sentiment d'appartenance, capital social et sociabilité) est un antécédent de la participation civique, en premier lieu, et politique, en second lieu. ; Quanto ao ambiente espacial mais próximo do indivíduo, diferentes disciplinas abordaram o bairro para investigar seu papel em diferentes manifestações de participação cidadã. Neste trabalho, nos perguntamos se a atitude em relação ao próprio bairro pode ser um preditor da participação do cidadão. O objetivo deste estudo, além disso, é investigar se a eventual participação resultante é de natureza cívica ou política. Para investigar o assunto, desenvolvemos uma análise descritiva dos dados relacionados à percepção do bairro e participação do cidadão em Santiago do Chile. Nossos resultados fornecem evidências de quanto a dimensão social do bairro (senso de pertencimento, capital social e sociabilidade) é um antecedente da participação cívica, principalmente, e política em segundo lugar.