Bertolini Luca, Ferrario Marina, Vacheret Guy. I nodi infrastrutturali : luoghi e non luoghi metr... more Bertolini Luca, Ferrario Marina, Vacheret Guy. I nodi infrastrutturali : luoghi e non luoghi metropolitani (Paola Pucci). In: Flux, n°27-28, 1997. pp. 84-86
Best practices are prevalent in all fields of planning and act to highlight effective and impleme... more Best practices are prevalent in all fields of planning and act to highlight effective and implementable examples, set standards, and generally assist 'evidence-based' policy-making. In doing so, they frame what futures are desirable and play a role in shaping the planned environment. Despite this power, little is known about how certain policies come to be considered best practices. This article takes a case of best practice making in an EU INTERREG project and illuminates the processes and justifications used to select and formulate best practices. Reviewing project documents and interviewing those involved in selecting possible best practices, demonstrates who decides what should be exemplified, how the decisions are taken, and on what grounds choices are made. The varied and subjective reasonings we find to justify best practices calls into question their perceived neutrality and sturdiness as policy-making instruments. However, selecting best practices, as a process itself, is not without benefits for participants as the reflective element enabled unique forms of learning, opening up wider questions about what function best practices have in making policy.
Earlier chapters in this book have shown that whilst accessibility is a well-studied concept in t... more Earlier chapters in this book have shown that whilst accessibility is a well-studied concept in the scientific literature its use in practice is still limited. In this chapter, we examine 24 of the latest wave of Accessibility Instruments (AIs) represented in COST Action TU1002 to assess their potential usability as planning support tools for transport and land use practitioners. We here describe their key features (background, conceptual framework and theoretical underpinnings, operational aspects, relevance for planning practice, strengths and limitations, and visualization) in some detail and we reflect in a more nuanced way, as urban planners, on the data collected thought a survey, on how these instruments can most usefully be deployed to address land use and transport planning issues. We also describe the developer's perception of usability collected through the same survey used for collecting the key features. We identify, per item, significant similarities and differences and reflect on potential implications for their usability in planning practice. Besides the Accessibility Instruments Survey, this chapter also uses data also from the AIs summary reports, which provide much richer information and explanation than the developer's survey of how they anticipate their instruments could have a role in urban planning. The chapter is structured into six sections. The first section provides an overview of the background of the 24 AIs involved in this research, followed by a description of the role in urban and transport planning of the AIs. The third section concludes the debate around the key features of the 24 AIs going into detail on conceptual and operational issues, such as, the conceptual framework and theoretical underpinnings, the operational characteristics, and the visualization of outputs. Section 4 provides a specific analysis of the developer's perception of usability of their AIs. This is followed by a more general debate on the relevance of AIs for planning practice. Finally some general conclusions are drawn.
Journal of Environmental Planning and Management, 2016
A set of process-related barriers negatively determines the effectiveness of Environmental Impact... more A set of process-related barriers negatively determines the effectiveness of Environmental Impact Assessment (EIA) in transport planning. Recent research highlights the unstructured stakeholder involvement and inefficient public participation in earlier phases of EIA as key bottlenecks. While the academic literature has produced promising theories for addressing these barriers, they have rarely been translated into solutions applicable and testable in practice. In order to bridge this theoryÀpractice gap, we present a systematic literature review of interventions and mechanisms aimed at facilitating the integration of different sources and types of knowledge during the scoping phase of EIA. This review explores if and how interventions and mechanisms have been conducted in practice; if and why they worked or did not work and how relevant they are for EIA in transport planning. Based on this review, we distil a set of three specific interventions and trigger mechanisms applicable in the context of EIA in transport planning.
The broadly advocated coordination between transport and land-use planning is being hindered by b... more The broadly advocated coordination between transport and land-use planning is being hindered by barriers nested in persistent societal structures and intertwined practices. In order to understand how such barriers can be overcome, we use insights from transition studies to develop hypotheses with regard to why and how transitions in transport and land-use planning take place through an imbedded case study of transitions in the region of Munich from the period of 1945-2013. Of importance are changes in the practices of households and firms, attention from interest groups, institutions allowing for conflict but also being supportive of conflict resolution and the identity of the city as a powerful discursive element in urban transitions.
Tolled urban road tunnel Airport Express rail link: Hong Kong Central-Chek Lap Kok International ... more Tolled urban road tunnel Airport Express rail link: Hong Kong Central-Chek Lap Kok International Airport 1998 4.4 Airport express rail link KCRC West Rail link: Tsuen Wan-Yeung Long 2003 5.9 Urban rail line (Continued) 1. MTPs are here defined as land-based transport infrastructure investments in the form of bridges, tunnels, road and rail links or combinations of these, that entail a construction cost of over US$1 billion which are frequently perceived as critical to the "success" of major urban, metropolitan, regional, national developments and even transnational developments (OMEGA Centre, 2012).
The high level of integration between railway and real estate development in Tokyo makes the city... more The high level of integration between railway and real estate development in Tokyo makes the city an interesting example for other metropolitan areas looking for ways to promote transit-oriented development. To successfully promote such a development pattern, an understanding of development dynamics in station areas is crucial. In this paper, a node place model is used to determine which transport and land use factors are responsible for structuring station area redevelopments in Tokyo, and to what extent. The interaction between specific transport and land use features—most importantly, proximity by train to the central business district and the number of train connections versus workforce concentration—is a powerful force structuring developments in Tokyo. However, other factors—most notably government policies—should also be taken into account.
Disclaimer/Complaints regulations If you believe that digital publication of certain material inf... more Disclaimer/Complaints regulations If you believe that digital publication of certain material infringes any of your rights or (privacy) interests, please let the Library know, stating your reasons. In case of a legitimate complaint, the Library will make the material inaccessible and/or remove it from the website. Please Ask the Library: https://uba.uva.nl/en/contact, or a letter to: Library of the University of Amsterdam, Secretariat, Singel 425, 1012 WP Amsterdam, The Netherlands. You will be contacted as soon as possible.
Abstract The literature on the New Economic Geography (NEG) suggests that transport cost is a maj... more Abstract The literature on the New Economic Geography (NEG) suggests that transport cost is a major driving factor for the emergence of core–periphery patterns within a country. However, very few studies have tested this theoretical explanation in the context of transport infrastructure networks in developing countries. This paper takes a closer look at Nepal and tests four expectations that are drawn from the NEG, which highlight different aspects of the formation of core–periphery dynamic as determined by infrastructure quality. The expectations are tested by relating spatial-temporal patterns of road development to the growth and distribution of cities and examining the transport infrastructure contribution to shaping the patterns of regional economic development. We used intercity travel time estimates, based on the design speed of roads, length of sections and pavement type (from 1961 onwards in 10-year segments) as an indicator for the quality of infrastructure (transportation cost). Next, we computed hubness and accessibility indices of cities, defined by means of a gravity model and as a function of transportation cost, to undertake a cross-city comparison. We applied GIS mapping, multiple regression and mediation analysis techniques to relate these transport and accessibility characteristics to spatio-temporal patterns in city size and GDP per capita. Our study broadly confirms the core expectation derived from the NEG that transport improvements facilitate urbanization and that higher urbanization leads to higher regional GDP per capita. Two independent effects were identified in qualification of these overall patterns – the impact of market potential on city primacy and the impact of highly localized, immobile resources on GDP.
Despite their growing application and worldwide diffusion, the transformative potential of experi... more Despite their growing application and worldwide diffusion, the transformative potential of experiments aimed at achieving "streets for people" rather than "streets for traffic" remains largely under researched. There is little to no comparative assessment of already existing experiments, and no critical reflection on their specific added value for systemic change. Building from a literature review and discussion, this paper aims to fill this gap by addressing the following questions: Which types of city street experiments have been undertaken in the pursuit of the vision of "streets for people" instead of "streets for traffic"? What are their backgrounds, main characteristics, and reported impacts? And perhaps most importantly: How can these city street experiments trigger systemic change in urban mobility? These elements are detailed per experiment type, in order of ascending functional complexity: the remarking of streets, the re-purposing of car parking, the re-purposing of sections of streets, and the repurposing of entire streets. Illustrative examples from practice include intersection repairs, parklets, the pavement to plazas programme, play streets, ciclovias and open streets. The reviewed literature documents positive impacts on physical activity, active transportation, safety and social interaction and capital, and more mixed impacts on business activity. While street experiments aim to create fundamentally different arrangements of urban mobility, their potential as triggers of a greater systemic change is unclear. This paper uses the defining characteristics of "transition experiments"a concept derived from the field of transition studiesto develop and illustrate a framework to assess this transformative potential. In the conclusions, the review and assessment framework are used to sketch a research and policy agenda for this increasingly topical phenomenon.
Bertolini Luca, Ferrario Marina, Vacheret Guy. I nodi infrastrutturali : luoghi e non luoghi metr... more Bertolini Luca, Ferrario Marina, Vacheret Guy. I nodi infrastrutturali : luoghi e non luoghi metropolitani (Paola Pucci). In: Flux, n°27-28, 1997. pp. 84-86
Best practices are prevalent in all fields of planning and act to highlight effective and impleme... more Best practices are prevalent in all fields of planning and act to highlight effective and implementable examples, set standards, and generally assist 'evidence-based' policy-making. In doing so, they frame what futures are desirable and play a role in shaping the planned environment. Despite this power, little is known about how certain policies come to be considered best practices. This article takes a case of best practice making in an EU INTERREG project and illuminates the processes and justifications used to select and formulate best practices. Reviewing project documents and interviewing those involved in selecting possible best practices, demonstrates who decides what should be exemplified, how the decisions are taken, and on what grounds choices are made. The varied and subjective reasonings we find to justify best practices calls into question their perceived neutrality and sturdiness as policy-making instruments. However, selecting best practices, as a process itself, is not without benefits for participants as the reflective element enabled unique forms of learning, opening up wider questions about what function best practices have in making policy.
Earlier chapters in this book have shown that whilst accessibility is a well-studied concept in t... more Earlier chapters in this book have shown that whilst accessibility is a well-studied concept in the scientific literature its use in practice is still limited. In this chapter, we examine 24 of the latest wave of Accessibility Instruments (AIs) represented in COST Action TU1002 to assess their potential usability as planning support tools for transport and land use practitioners. We here describe their key features (background, conceptual framework and theoretical underpinnings, operational aspects, relevance for planning practice, strengths and limitations, and visualization) in some detail and we reflect in a more nuanced way, as urban planners, on the data collected thought a survey, on how these instruments can most usefully be deployed to address land use and transport planning issues. We also describe the developer's perception of usability collected through the same survey used for collecting the key features. We identify, per item, significant similarities and differences and reflect on potential implications for their usability in planning practice. Besides the Accessibility Instruments Survey, this chapter also uses data also from the AIs summary reports, which provide much richer information and explanation than the developer's survey of how they anticipate their instruments could have a role in urban planning. The chapter is structured into six sections. The first section provides an overview of the background of the 24 AIs involved in this research, followed by a description of the role in urban and transport planning of the AIs. The third section concludes the debate around the key features of the 24 AIs going into detail on conceptual and operational issues, such as, the conceptual framework and theoretical underpinnings, the operational characteristics, and the visualization of outputs. Section 4 provides a specific analysis of the developer's perception of usability of their AIs. This is followed by a more general debate on the relevance of AIs for planning practice. Finally some general conclusions are drawn.
Journal of Environmental Planning and Management, 2016
A set of process-related barriers negatively determines the effectiveness of Environmental Impact... more A set of process-related barriers negatively determines the effectiveness of Environmental Impact Assessment (EIA) in transport planning. Recent research highlights the unstructured stakeholder involvement and inefficient public participation in earlier phases of EIA as key bottlenecks. While the academic literature has produced promising theories for addressing these barriers, they have rarely been translated into solutions applicable and testable in practice. In order to bridge this theoryÀpractice gap, we present a systematic literature review of interventions and mechanisms aimed at facilitating the integration of different sources and types of knowledge during the scoping phase of EIA. This review explores if and how interventions and mechanisms have been conducted in practice; if and why they worked or did not work and how relevant they are for EIA in transport planning. Based on this review, we distil a set of three specific interventions and trigger mechanisms applicable in the context of EIA in transport planning.
The broadly advocated coordination between transport and land-use planning is being hindered by b... more The broadly advocated coordination between transport and land-use planning is being hindered by barriers nested in persistent societal structures and intertwined practices. In order to understand how such barriers can be overcome, we use insights from transition studies to develop hypotheses with regard to why and how transitions in transport and land-use planning take place through an imbedded case study of transitions in the region of Munich from the period of 1945-2013. Of importance are changes in the practices of households and firms, attention from interest groups, institutions allowing for conflict but also being supportive of conflict resolution and the identity of the city as a powerful discursive element in urban transitions.
Tolled urban road tunnel Airport Express rail link: Hong Kong Central-Chek Lap Kok International ... more Tolled urban road tunnel Airport Express rail link: Hong Kong Central-Chek Lap Kok International Airport 1998 4.4 Airport express rail link KCRC West Rail link: Tsuen Wan-Yeung Long 2003 5.9 Urban rail line (Continued) 1. MTPs are here defined as land-based transport infrastructure investments in the form of bridges, tunnels, road and rail links or combinations of these, that entail a construction cost of over US$1 billion which are frequently perceived as critical to the "success" of major urban, metropolitan, regional, national developments and even transnational developments (OMEGA Centre, 2012).
The high level of integration between railway and real estate development in Tokyo makes the city... more The high level of integration between railway and real estate development in Tokyo makes the city an interesting example for other metropolitan areas looking for ways to promote transit-oriented development. To successfully promote such a development pattern, an understanding of development dynamics in station areas is crucial. In this paper, a node place model is used to determine which transport and land use factors are responsible for structuring station area redevelopments in Tokyo, and to what extent. The interaction between specific transport and land use features—most importantly, proximity by train to the central business district and the number of train connections versus workforce concentration—is a powerful force structuring developments in Tokyo. However, other factors—most notably government policies—should also be taken into account.
Disclaimer/Complaints regulations If you believe that digital publication of certain material inf... more Disclaimer/Complaints regulations If you believe that digital publication of certain material infringes any of your rights or (privacy) interests, please let the Library know, stating your reasons. In case of a legitimate complaint, the Library will make the material inaccessible and/or remove it from the website. Please Ask the Library: https://uba.uva.nl/en/contact, or a letter to: Library of the University of Amsterdam, Secretariat, Singel 425, 1012 WP Amsterdam, The Netherlands. You will be contacted as soon as possible.
Abstract The literature on the New Economic Geography (NEG) suggests that transport cost is a maj... more Abstract The literature on the New Economic Geography (NEG) suggests that transport cost is a major driving factor for the emergence of core–periphery patterns within a country. However, very few studies have tested this theoretical explanation in the context of transport infrastructure networks in developing countries. This paper takes a closer look at Nepal and tests four expectations that are drawn from the NEG, which highlight different aspects of the formation of core–periphery dynamic as determined by infrastructure quality. The expectations are tested by relating spatial-temporal patterns of road development to the growth and distribution of cities and examining the transport infrastructure contribution to shaping the patterns of regional economic development. We used intercity travel time estimates, based on the design speed of roads, length of sections and pavement type (from 1961 onwards in 10-year segments) as an indicator for the quality of infrastructure (transportation cost). Next, we computed hubness and accessibility indices of cities, defined by means of a gravity model and as a function of transportation cost, to undertake a cross-city comparison. We applied GIS mapping, multiple regression and mediation analysis techniques to relate these transport and accessibility characteristics to spatio-temporal patterns in city size and GDP per capita. Our study broadly confirms the core expectation derived from the NEG that transport improvements facilitate urbanization and that higher urbanization leads to higher regional GDP per capita. Two independent effects were identified in qualification of these overall patterns – the impact of market potential on city primacy and the impact of highly localized, immobile resources on GDP.
Despite their growing application and worldwide diffusion, the transformative potential of experi... more Despite their growing application and worldwide diffusion, the transformative potential of experiments aimed at achieving "streets for people" rather than "streets for traffic" remains largely under researched. There is little to no comparative assessment of already existing experiments, and no critical reflection on their specific added value for systemic change. Building from a literature review and discussion, this paper aims to fill this gap by addressing the following questions: Which types of city street experiments have been undertaken in the pursuit of the vision of "streets for people" instead of "streets for traffic"? What are their backgrounds, main characteristics, and reported impacts? And perhaps most importantly: How can these city street experiments trigger systemic change in urban mobility? These elements are detailed per experiment type, in order of ascending functional complexity: the remarking of streets, the re-purposing of car parking, the re-purposing of sections of streets, and the repurposing of entire streets. Illustrative examples from practice include intersection repairs, parklets, the pavement to plazas programme, play streets, ciclovias and open streets. The reviewed literature documents positive impacts on physical activity, active transportation, safety and social interaction and capital, and more mixed impacts on business activity. While street experiments aim to create fundamentally different arrangements of urban mobility, their potential as triggers of a greater systemic change is unclear. This paper uses the defining characteristics of "transition experiments"a concept derived from the field of transition studiesto develop and illustrate a framework to assess this transformative potential. In the conclusions, the review and assessment framework are used to sketch a research and policy agenda for this increasingly topical phenomenon.
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