Introduction:A space’s atmosphere is an important factor in how that space is experienced. In fact, festival visitors consider the atmosphere as the most important factor in how they experience a festival (Van Vliet 2012). Atmosphere is also what distinguishes physical shops from online web shops (Van Vliet, Moes & Schrandt 2015). Much research underlines the influence of atmosphere on cognitive and emotional processes. As early as 1956, research showed that an assessment of facial expressions in photographs depended on the atmosphere of the space in which the photos were viewed (Maslow & Mintz 1956). The importance of atmosphere inspired the search for ways to influence visitors and allowing them to react to, and even (co-)design, a space’s atmosphere – from museum spaces (Noordegraaf 2012) to urban spaces, from consciously-manipulated spaces to the now inevitable layer of digital information that has entered the public sphere (Mitchell 2005). Researchers have been studying the influence of atmosphere for decades, particularly through the lens of environmental psychology, which focuses on the interplay between humans and their environment (Mehrabian & Russell 1974; Steg, Van den Berg & De Groot 2012). A milestone in atmosphere research was the introduction of the concept of ‘atmospherics’ by Kotler (1973). From here, research into atmosphere mainly took place in the context of marketing research into consumer behaviour in shops and service environments such as restaurants, hotels, museums and festivals (Van Vliet 2014). The question here is whether these gathered insights contribute to understanding how atmosphere works in open public spaces.
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Global climate agreements call for action and an integrated perspective on mobility, energy and overall consumption. Municipalities in dense, urban areas are challenged with facilitating this transition with limited space and energy resources, and with future uncertainties. One important aspect of the transition is the adoption of electric vehicles, which includes the adequate design of charging infrastructure. Another important goal is a modal shift in transportation. This study investigated over 80 urban mobility policy measures that are in the policy roadmap of two of the largest municipalities of the Netherlands. This analysis consists of an inventory of policy measures, an evaluation of their environmental effects and conceptualizations of the policy objectives and conditions within the mobility transitions. The findings reveal that the two municipalities have similarities in means, there is still little anticipation of future technology and policy conditions could be further satisfied by introducing tailored measures for specific user groups.
Post-war urban neighbourhoods in industrialised countries have been shown to negatively affect the lifestyles of their residents due to their design. This study aims at developing an empirical procedure to select locations to be redesigned and the determinants of health at stake in these locations, with involvement of residents’ perspectives as core issue. We addressed a post-war neighbourhood in the city of Groningen, the Netherlands. We collected data from three perspectives: spatial analyses by urban designers, interviews with experts in local health and social care (n = 11) and online questionnaires filled in by residents (n = 99). These data provided input for the selection of locations to be redesigned by a multidisciplinary team (n = 16). The procedure yielded the following types of locations (and determinants): An area adjacent to a central shopping mall (social interaction, traffic safety, physical activity), a park (experiencing green, physical activity, social safety, social interaction) and a block of low-rise row houses around a public square (social safety, social interaction, traffic safety). We developed an empirical procedure for the selection of locations and determinants to be addressed, with addressing residents’ perspectives. This procedure is potentially applicable to similar neighbourhoods internationally.
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