The increasing rate of urbanization along with its socio-environmental impact are major global challenges. Therefore, there is a need to assess the boundaries to growth for the future development of cities by the inclusion of the assessment of the environmental carrying capacity (ECC) into spatial management. The purpose is to assess the resource dependence of a given entity. ECC is usually assessed based on indicators such as the ecological footprint (EF) and biocapacity (BC). EF is a measure of the biologically productive areas demanded by human consumption and waste production. Such areas include the space needed for regenerating food and fibers as well as sequestering the generated pollution, particularly CO2 from the combustion of fossil fuels. BC reflects the biological regeneration potential of a given area to regenerate resources as well to absorb waste. The city level EF assessment has been applied to urban zones across the world, however, there is a noticeable lack of urban EF assessments in Central Eastern Europe. Therefore, the current research is a first estimate of the EF and BC for the city of Wrocław, Poland. This study estimates the Ecological Footprint of Food (EFF) through both a top-down assessment and a hybrid top-down/bottom-up assessment. Thus, this research verifies also if results from hybrid method could be comparable with top-down approach. The bottom-up component of the hybrid analysis calculated the carbon footprint of food using the life cycle assessment (LCA) method. The top-down result ofWrocław’s EFF were 1% greater than the hybrid EFF result, 0.974 and 0.963 gha per person respectively. The result indicated that the EFF exceeded the BC of the city of Wrocław 10-fold. Such assessment support efforts to increase resource efficiency and decrease the risk associated with resources—including food security. Therefore, there is a need to verify if a city is able to satisfy the resource needs of its inhabitants while maintaining the natural capital on which they depend intact. Original article at: https://doi.org/10.3390/resources7030052 © 2018 by the authors. Licensee MDPI.
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Urban logistics is vital to keep the urban fabric running, but affects liveability while operators also have to deal with shrinking space in which they have to conduct operations. Despite this, there is primarily a lot of focus on decarbonising logistics as well as on logistics concepts to improve the efficiency of urban logistics going into urban areas. In this study we address the spatial footprint of logistics and possibilities to reduce this on a neighbuorhood level. We develop a typology with different archetype neighbourhoods in which we estimate the logistics footprint per area with a decomposition in different logistics segments and number of vehicles towards the year 2035. Based upon that we propose interventions for stakeholders to jointly reduce the negative impact. This study sheds more light on the importance of area.
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Cities all over the world are rethinking their mobility policies in light of environmental and quality of life objectives. As space is one of cities’ scarcest resources, mobility’s spatial footprint is increasingly scrutinized as externality to mitigate. Similar to passenger transport, goods transport is envisioned to shift towards efficient and zero emission mobilities. To achieve an urban logistics system that eliminates inefficiencies and fossil fuels, the logistics sector requires space to unload, cross-dock, consolidate and stock goods closer to their destinations. Such a ‘proximity logistics’ is however at odds with ‘logistics sprawl’, the historic outward migration pattern of logistics facilities. With policies and planning, cities can support the (re)integration of logistics facilities in urban areas to facilitate and enable the shift to an efficient urban logistics system. Logistics still being a largely neglected policy subject in many cities, knowledge on how to approach this (re)integration is hardly available. Therefore, we compare two pioneering cities: Rotterdam and Paris. Both cities have an established track record in advancing urban logistics policies and are spearheading the practice of planning for logistics. Based on interviews and policy analyses, we develop best practices on how to address the integration of urban logistics facilities for cities.
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Decarbonisation of urban logistics is a pressing issue. About one third of the freight-related CO 2 emissions in the Netherlands relates to urban logistics, consisting of both vans and trucks. Although electrification is a feasible solution, delivery models that not only focus on reducing the carbon footprint, but also the spatial footprint are important. A one-to-one replacement of diesel vehicles with electric vehicles does not reduce urban logistics' spatial footprint in densifying cities nor the delivery vans' perceived nuisance. This paper examines the impact of alternative delivery models in the parcel- and home delivery segment in four future scenarios on CO 2 emissions, vehicle kilometres and number and type of vehicles used (2030). Analyses are based on data from three companies in a large metropolitan region in the Netherlands. The results show the impact of vehicles fleets electrification, transhipment in consolidation points and a network of pickup points. This study illustrates that developing alternative last mile networks can result in a decrease in vehicle (van) movements, and with that a serious decrease in emissions. The implications of the results on the carbon footprint, urban space usage and costs for companies are discussed.
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Interactive design is an emerging trend in dementia care environments. This article describes a research project aiming at the design and development of novel spatial objects with narrative attributes that incorporate embedded technology and textiles to support the wellbeing of people living with dementia. In collaboration with people with dementia, this interdisciplinary research project focuses on the question of how innovative spatial objects can be incorporated into dementia long-term care settings, transforming the space into a comforting and playful narrative environment that can enhance self-esteem while also facilitating communication between people living with dementia, family, and staff members. The research methodologies applied are qualitative, including Action Research. Participatory design methods with the experts by experience—the people with dementia—and health professionals have been used to inform the study. Early findings from this research are presented as design solutions comprising a series of spatial object prototypes with embedded technology and textiles. The prototypes were evaluated primarily by researchers, health professionals, academics, and design practitioners in terms of functionality, aesthetics, and their potential to stimulate engagement. The research is ongoing, and the aim is to evaluate the prototypes by using ethnographic and sensory ethnography methods and, consequently, further develop them through co-design workshops with people living with dementia.
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This booklet holds a collection of drawings, maps, schemes, collages, artistic impressions etc. which were made by students during an intense design moment in the project (re)CYCLE Limburg, which took place in December 2016. Students of Built Environment, Facility Management, Social Work and Health & Care cooperated in making designs and developing strategies for urban renewal in Kerkrade West (Province of Limburg, the Netherlands). The study focused on the importance of qualitative and shared public spaces. The local community (inhabitants, shopkeepers, entrepreneurs, municipality, housing corporation) was actively engaged by sharing knowledge and information, ideas and opinions. These reflections are part of the Limburg Action Lab (part of the Smart Urban Redesign Research Centre). It engages in research by design on innovative and tactical interventions in public space, that might enhance the identity, sustainability and socio-spatial structure of neighbourhoods.
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Like most ocean regions today, the European and contiguous seas experience cumulative impacts from local human activities and global pressures. They are largely in poor environmental condition with deteriorating trends. Despite several success stories, European policies for marine conservation fall short of being effective. Acknowledging the challenges for marine conservation, a 4-year multi-national network, MarCons, supported collaborative marine conservation efforts to bridge the gap between science, management and policy, aiming to contribute in reversing present negative trends. By consolidating a large network of more than 100 scientists from 26 countries, and conducting a series of workshops over 4 years (2016–2020), MarCons analyzed challenges, opportunities and obstacles for advancing marine conservation in the European and contiguous seas. Here, we synthesize the major issues that emerged from this analysis and make 12 key recommendations for policy makers, marine managers, and researchers. To increase the effectiveness of marine conservation planning, we recommend (1) designing coherent networks of marine protected areas (MPAs) in the framework of marine spatial planning (MSP) and applying systematic conservation planning principles, including re-evaluation of existing management zones, (2) designing MPA networks within a broader transboundary planning framework, and (3) implementing integrated land-freshwater-sea approaches. To address inadequate or poorly informed management, we recommend (4) developing and implementing adaptive management plans in all sites of the Natura 2000 European conservation network and revising the Natura 2000 framework, (5) embedding and implementing cumulative effects assessments into a risk management process and making them operational, and (6) promoting actions to reach ‘good environmental status’ in all European waters. To account for global change in conservation planning and management, we further recommend (7) developing conservation strategies to address the impacts of global change, for example identifying climate-change refugia as high priority conservation areas, and (8) incorporating biological invasions in conservation plans and prioritizing management actions to control invasive species. Finally, to improve current practices that may compromise the effectiveness of conservation actions, we recommend (9) reinforcing the collection of high-quality open-access data, (10) improving mechanisms for public participation in MPA planning and management, (11) prioritizing conservation goals in full collaboration with stakeholders, and (12) addressing gender inequality in marine sciences and conservation.
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In recent years, it has become a commonplace to argue that cities should be the focus point of sustainable development. Various authors have presented a variety of arguments why cities should be the preferred target to foster sustainable development-focused innovation; - The average consumption of resources of urban dwellers is higher. - The population of cities is growing continuously, while rural populations stabilize. - Deteriorating living conditions and segregation in cities caused by processes of gentrification of traditional neighbourhoods that drive out lower income groups to the suburbs. - Cities are ‘concentrated’ emitters of pollutants and therefore solutions and re-use might be easier to implement. https://doi.org/10.3390/su11185013 LinkedIn: https://www.linkedin.com/in/karel-mulder-163aa96/
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Given the increasing importance of sustainability as a part of one’s daily routine and life in countries in the European Union, there is a need to establish a basic understanding of the attitudes, behaviours and culture among older people. This, in turn, should lead to better policies which help alleviate the effects of the current cost-of-living and energy crises and make our societies more sustainable and resilient. Despite the growing awareness of sustainability amongst the general public, a conceptual model of a sustainable lifestyle among older people is missing. The existing reports from the WHOprovide some guidance on how to move along, as they touch upon items that are related to sustainability such as walkability, proximity to transportation stops and emergency preparedness, and highlight the need to improve the fit between people’s needs and the environments in which they live. Any effort to come up with such a conceptual model would have to acknowledge that energy conservation and sustainable behaviours among our older population, as was shown by Bennetts et al., are not an integral part of all older people’s lifestyles and day-to-day choices. Also, following Dikken et al.,many seemingly sustainable choices may be made purely out of financial necessity. New models and policies would have to acknowledge that in times of declining purchase power, the majority of older people living on the edge make sacrifices in terms of energy use in the broadest sense of the word due to financial constraints and not out of concern for the environment.
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This paper examines how a serious game approach could support a participatory planning process by bringing stakeholders together to discuss interventions that assist the development of sustainable urban tourism. A serious policy game was designed and played in six European cities by a total of 73 participants, reflecting a diverse array of tourism stakeholders. By observing in-game experiences, a pre- and post -game survey and short interviews six months after playing the game, the process and impact of the game was investigated. While it proved difficult to evaluate the value of a serious game approach, results demonstrate that enacting real-life policymaking in a serious game setting can enable stakeholders to come together, and become more aware of the issues and complexities involved with urban tourism planning. This suggests a serious game can be used to stimulate the uptake of academic insights in a playful manner. However, it should be remembered that a game is a tool and does not, in itself, lead to inclusive participatory policymaking and more sustainable urban tourism planning. Consequently, care needs to be taken to ensure inclusiveness and prevent marginalization or disempowerment both within game-design and the political formation of a wider participatory planning approach.
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