De gemeente Den Haag buigt zich al jaren over de revitalisering van de winkelstraat Stationsweg. Ze typeert de straat, die tussen het station Hollands Spoor en de binnenstad ligt, als ‘de rode loper’. Dit roept het beeld op van een aantrekkelijk route waar men plezier aan beleeft. De vraag is in hoeverre deze visie aansluit bij de alledaagse beleving van bezoekers. Diverse passanten en klanten zijn benaderd om dit te onderzoeken. Er blijkt een behoorlijke discrepantie te bestaan tussen de manier waarop zij de straat gebruiken en beleven en het idee van ‘de rode loper’. Voor veel passanten is de straat vooral een efficiënte route naar de binnenstad en zeker niet een straat waar men naar de etalages kijkend kalmpjes doorheen loopt. Voor veel klanten is de straat geen route, maar juist een bestemming waar ze onder meer hun dagelijkse boodschappen doen en vertrouwd raken met anderen. The Municipality of The Hague has been making efforts to revitalize the shopping street Stationsweg for several years. The street, located between the Hollands Spoor railway station and city centre, is characterized as ‘the red carpet’. This gives the street the image of an exclusive shopping destination. However, the question is to what extent this image matches the everyday experiences of its visitors. To determine this, several passers-by and customers were approached. There appears to be a substantial discrepancy between how they experience the street and the image of ‘the red carpet’. For many passers-by, the street is simply an efficient route to the city centre, rather than a street for window shopping or strolling. Furthermore, instead of a route, many consider the street a destination, where they do their daily shopping and meet others.
DOCUMENT
Travel-related attitudes and dissonance between attitudes and the characteristics of the residential built environment are believed to play an important role in the effectiveness of land use policies that aim to influence travel behaviour. To date, research on the nature and directions of causality of the links between these variables has been hindered by the lack of longitudinal approaches. This paper takes such an approach by exploring how people across different population groups adjust their residential environments and attitudes over time. Two latent class transition models are used to segment a population into consonant and dissonant classes to reveal differences in their adjustment process. Interactions between (1) the distance to railway stations and travel-mode-related attitudes and (2) the distance to shopping centres and the importance of satisfaction with these distances are modelled. The models reveal mixed patterns in consonant and dissonant classes at different distances from these destinations. These patterns remain relatively stable over time. People in more dissonant classes generally do not have a higher probability of switching to more consonant classes. People adjust their built environments as well as their attitudes over time and these processes differ between classes. Implications for policies are discussed.
LINK
The authors discuss and analyse the complex interplay between rail transport and urban development around railway stations in the Netherlands. Although this interrelationship, known as transit-oriented development (TOD), has been theorised and studied in the academic literature, the complex and dynamic underlying mechanisms and the appropriate planning and management responses have yet to be understood sufficiently. This is particularly relevant for local, regional, and national policy makers in the various planning subsystems. In order to improve the understanding and management of the dynamic relationship between rail transport and urban development, a conceptual model of TOD was developed. Actors validate and learn from this model in the serious game SPRINTCITY, in which a rail corridor is developed over a period of twenty years. It is hypothesised that playing SPRINTCITY helps actors to understand factors, other actors, and potential barriers related to TOD. Research data were collected through debriefings, questionnaires, and model output from more than thirty sessions conducted between 2010 and 2012. The authors conclude that the combined and iterative use of modelling and gaming was effective from the perspectives of design (development of the TOD model), research (insight acquired on TOD), and policy (policy-oriented learning and analysis).
DOCUMENT
Service design is literally the design of services. Service designers improve existing services or design completely new ones. Nothing new so far. Services have been around for centuries, and every service was conceived and designed by someone. However, service design takes a different angle; a different perspective as its starting point: it is a process of creative inquiry aimed at the experiences of the individual user. ‘Service design, insights from 9 case studies’ is the final publication of the Innovation in Services programme. During this programme, creative design agencies applied the methods of service design in nine different projects.
DOCUMENT
The conservation of our heritage buildings is a European wide policy objective. Historical buildings are not only works of art, but embody an important source of local identity and form a connection to our past. Protection agencies aim to preserve historical qualities for future generations. Their work is guided by restoration theory, a philosophy developed and codified in the course of the 19th and 20th century. European covenants, such as the Venice Charter, express shared views on the conservation and restoration of built heritage. Today, many users expect a building with modern comfort as well as a historical appearance. Moreover, new functionality is needed for building types that have outlived their original function. For example, how to reuse buildings such as old prisons, military barracks, factories, or railway stations? These new functions and new demands pose a challenge to restoration design and practices. Another, perhaps conflicting EU policy objective is the reduction of energy use in the built environment, in order to reach climate policy goals. Roughly 40% of the consumption of energy takes place in buildings, either in the production or consumption phase. However, energy efficiency is especially difficult to achieve in the case of historical buildings, because of strict regulations aimed at protecting historical values. Recently, there has been growing interest in energy efficient restoration practices in the Netherlands, as is shown by the 'energy-neutral' restoration of Villa Diederichs in Utrecht, the 'Boostencomplex' in Maastricht and De Tempel in The Hague. Although restoration of listed buildings is obviously focused on the preservation of historical values, with the pressing demands from EU climate policy the energy efficiency of historical building
MULTIFILE
In het winternummer van 2005, met het thema: Social Emergency and Crisis Intervention in Large European Cities, beschrijft Lia van Doorn de onderzoeksresultaten van een follow-up studie onder (voormalige) daklozen in Utrecht. Het betreft een kwalitatief onderzoek. In dit artikel worden drie fasen in het ontwikkelingsproces van de daklozen beschreven: Recente, langdurige en voormalige dakloosheid. De omstandigheden in deze fasen verschillen en daardoor ook de zorgbehoefte.
DOCUMENT
Publicatie naar aanleiding van de door Stadslab European Urban Design Laboratory georganiseerde Master Class met als thematiek het ontwerpen van een Innovative District voor de Poolse stad Lublin. De Master Class werd gevolgd door 8 internationale deelnemers en stond onder supervisie van Didier Rebois (Europan, Parijs), Marc Glaudemans (Fontys) en Juliette van der Meijden (Fontys)
DOCUMENT
The authors discuss and analyze the complex interplay between rail infrastructure development and land use development of railway station areas in the Netherlands. They argue that although this interrelation has been theorized and studied in the academic literature, the underlying complex and dynamic mechanisms, and the appropriate planning and management responses, are still insufficiently understood. This is particularly relevant for local, regional and national policymakers in the various subsystems, because a lack of network understanding and interconnectedness may produce suboptimal, unsustainable spatial and rail infrastructure planning. In order to better understand and manage the dynamic interrelations between rail infrastructure and urban development in the Delta Metropolis, the serious game SprintCity was developed. The game is played with the real stakeholders (administrators, planners, politicians, interest groups, experts and consultants, etc.). In this paper, the authors describe and analyze why and how the complexity of the real world system was modeled into a serious game.
DOCUMENT
The authors analyze the complex interplay between rail infrastructure development and railway station area development in the Netherlands through the method of gaming-simulation, or serious gaming. The serious game SprintCity was developed in order to better understand and manage the dynamic interrelations between rail infrastructure and urban development of the Delta Metropolis in the Netherlands. So far, the game has been played in nine independent game sessions, with a total of around 70 stakeholders as players. The authors describe the design of the game in some detail and present the preliminary insights and results. Data before, during and after the game sessions are gathered through in-game participant questionnaires, data logging, observations and transcripts of end-of-game (debriefing) discussions between participants and the facilitator. The main conclusion is that the current prototype version of the game is supported by the stakeholder-players, significantly enhances the development and use of the underlying infrastructure-space model and generates questions for further scientific and policy research.
DOCUMENT
