Cities are confronted with more frequent heatwaves of increasing intensity discouraging people from using urban open spaces that are part of their daily lives. Climate proofing cities is an incremental process that should begin where it is needed using the most cost-efficient solutions to mitigate heat stress. However, for this to be achieved the factors that influence the thermal comfort of users, such as the layout of local spaces, their function and the way people use them needs to be identified first. There is currently little evidence available on the effectiveness of heat stress interventions in different types of urban space.The Cool Towns Heat Stress Measurement Protocol provides basic guidance to enable a full Thermal Comfort Assessment (TCA) to be conducted at street-level. Those involved in implementing climate adaptation strategies in urban areas, such as in redevelopments will find practical support to identify places where heat stress may be an issue and suggestions for effective mitigation measures. For others, such as project developers, and spatial designers such as landscape architects and urban planners it provides practical instructions on how to evaluate and provide evidence-based justification for the selection of different cooling interventions for example trees, water features, and shade sails, for climate proofing urban areas.
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In 2017 the municipality of Amsterdam launched a programme to combat a housingshortage and realise ambitious societal goals for 32 of its most deprived neighbourhoods. After decades of urban renewal projects, these areas still scored poorly on most socio-economic indicators. The programme aims to develop more affordable housing for low- and middleincome households, to revitalise the existing public spaces of these neighbourhoods and to improve the residents’ socio-economic position. In addition, the progressive municipal council installed in 2018 intends to democratise urban renewal processes with the aim of increasing community involvement.
Background and purposeWithin Northwest European Welfare states, there is a growing need for all social work professions to substantiate their work with research. The earliest notions of social street work origins from the end of the18th century by the British Salavation Army (Mikkonen et al., 2007). In the Netherlands it’s introduced from the United States (1960s), as a response to individuals and groups hanging around. Social street work is a low threshold and professional form of being there, performed in surroundings and situations where the target group is. It focusses on contact-making and staying in contact with individuals and marginalised groups, who otherwise are hard to reach, have lost their connection with society and have multiple problems. It’s a high appreciated practice, but it lacks a method that is substantiated with research (Morse et all, 1996; Kirkpatrick, 2000). In this paper we will present conceptual model of the method of social street work, that’s substantiated with experiences from professionals and the target group.MethodThis paper is based on a combination of literature review, document analysis, Delphi Method and an online questionnaire among the target group. The research is conducted at Streetcornerwork in Amsterdam. Streetcornerwork is the only organization in the Netherlands that provides social street work, since WWII. They employ 175 professional social street workers and has 43 years of experience in social street work.First, a theoretical model of social street work is developed bases on literature review, analyses of documents of the establishment (1970-1990)of social street work (Netherlands) and different attempts to describe the method (1991-2017). Second, the explanation model is strengthened with data from the online questionnaire among 1600 clients of Streetcornerwork. Third, the Delphi Method is used to validate the model with the tacit knowledge of 24 professionals.ResultsThe result is a conceptual model of the method of social street work that is substantiated with experiences from professionals and the target group. Characteristic is that it’s an open approach in contact with the target group which is highly dependent on context and has unpredictable character (Metz, 2016 , Andersson, 2011).The method social street work consists of 14 methodic principles,. Social street work contributesto the development of self-insight and general life skills, the restoration of the social network and the improvement of living conditions and the well-being of the target group. We also gain insight in the experienced contribution of social street work from persons in the environment of the target group (client system, neighborhood and institutional environment). This experienced contribution of social street work at theenvironment is divided into the direct contribution and the implicated contribution through the target group.Conclusions and implicationsThis conceptual model of the method of social street work contributes to a body of knowledge. We made tacit knowledge explicit and we can legitimize the profession of social street work. Because research is done in close collaboration with street workers, it also contributes to the development of their work.
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The reclaiming of street spaces for pedestrians during the COVID-19 pandemic, such as on Witte de Withstraat in Rotterdam, appears to have multiple benefits: It allows people to escape the potentially infected indoor air, limits accessibility for cars and reduces emissions. Before ordering their coffee or food, people may want to check one of the many wind and weather apps, such as windy.com: These apps display the air quality at any given time, including, for example, the amount of nitrogen dioxide (NO2), a gas responsible for an increasing number of health issues, particularly respiratory and cardiovascular diseases. Ships and heavy industry in the nearby Port of Rotterdam, Europe’s largest seaport, exacerbate air pollution in the region. Not surprisingly, in 2020 Rotterdam was ranked as one of the unhealthiest cities in the Netherlands, according to research on the health of cities conducted by Arcadis. Reducing air pollution is a key target for the Port Authority and the City of Rotterdam. Missing, however, is widespread awareness among citizens about how air pollution links to socio-spatial development, and thus to the future of the port city cluster of Rotterdam. To encourage awareness and counter the problem of "out of sight - out of mind," filmmaker Entrop&DeZwartFIlms together with ONSTV/NostalgieNet, and Rotterdam Veldakademie, are collaborating with historians of the built environment and computer science and public health from TU Delft and Erasmus University working on a spatial data platform to visualize air pollution dynamics and socio-economic datasets in the Rotterdam region. Following discussion of findings with key stakeholders, we will make a pilot TV-documentary. The documentary, discussed first with Rotterdam citizens, will set the stage for more documentaries on European and international cities, focusing on the health effects—positive and negative—of living and working near ports in the past, present, and future.
Our country contains a very dense and challenging transport and mobility system. National research agendas and roadmaps of multiple sectors such as HTSM, Logistics and Agri&food, promote vehicle automation as a means to increase transport safety and efficiency. SMEs applying vehicle automation require compliance to application/sector specific standards and legislation. A key aspect is the safety of the automated vehicle within its design domain, to be proven by manufacturers and assessed by authorities. The various standards and procedures show many similarities but also lead to significant differences in application experience and available safety related solutions. For example: Industrial AGVs (Automated Guided Vehicles) have been around for many years, while autonomous road vehicles are only found in limited testing environments and pilots. Companies are confronted with an increasing need to cover multiple application environments, such restricted areas and public roads, leading to complex technical choices and parallel certification/homologation procedures. SafeCLAI addresses this challenge by developing a framework for a generic safety layer in the control of autonomous vehicles that can be re-used in different applications across sectors. This is done by extensive consolidation and application of cross-sectoral knowledge and experience – including analysis of related standards and procedures. The framework promises shorter development times and enables more efficient assessment procedures. SafeCLAI will focus on low-speed applications since they are most wanted and technically best feasible. Nevertheless, higher speed aspects will be considered to allow for future extension. SafeCLAI will practically validate (parts) of the foreseen safety layer and publish the foreseen framework as a baseline for future R&D, allowing coverage of broader design domains. SafeCLAI will disseminate the results in the Dutch arena of autonomous vehicle development and application, and also integrate the project learnings into educational modules.
