Recent studies on urban policy responses to increasing tourism have moved beyond the physical impact of tourism to also include the way tourism is framed by social movements. This paper contributes to this line of research with a focus on frame resonance: the extent to which frames strike a responsive chord with the public in general and policymakers in particular. We introduce a specific form of frame amplification through cultural resonance; the appeal to pre-existing societal beliefs. Using an analysis of policy documents, print, online and social media, we demonstrate that frames around tourist shops in Amsterdam appealed to pre-existing beliefs that portray the inner city as: a delicate mix of functions, an infrastructure for criminal activities, and a business card reflecting the city’s quality of place. These beliefs amplified frame resonance to such an extent that they convinced an initially reluctant local government to ban tourist shops from the inner city, a policy that undermines the accessibility and inclusivity of urban spaces that the local government aims to promote (SDG 11). This suggests that the contingencies in the local context that enable or foreclose the cultural resonance of frames are essential in understanding policy responses to touristification.
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The development of ‘age-friendly cities’ has become a major area of work in the field of ageing and the built environment. This movement is driven by the observation that cities are home to an ever-increasing ageing population. Over the past decade, a multitude of age-friendly initiatives have been developed with the aim of making physical and social environments more favourable for older people's well-being, health and ability to live in the community. This article explores ten key questions associated with the age-friendly cities and communities' movement, with a particular focus on the built environment. It provides an overview of the history of the age-friendly cities' movement and the underlying models, the aspects of the built environment that are relevant for age-friendly cities, the ways age-friendliness can be evaluated, and the interactions between age-friendly cities initiatives and other strategic agendas such as smart cities. The paper concludes by discussing future perspectives and possible directions for further development of the age-friendly movement. © 2021 The Authors. Published by Elsevier Ltd. https://doi.org/10.1016/j.buildenv.2021.107922 LinkedIn: https://www.linkedin.com/in/jvhoof1980/
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This paper delves into the zero-emission city logistics readiness of businesses located in the earmarked Dutch inner cities, which are gearing up towards decreasing the emissions attributable to urban logistics activities. Emission reduction is to be achieved by rolling out mandated zero-emission zones which are to be implemented in 30-40 Dutch cities from the 1st January 2025, with the dates set and municipalities planning towards the banning of diesel-fuelled commercial vehicles. This research seeks to determine the extent of zero-emission operational maturity by use of the zero-emission maturity model by examining the four biggest cities in the southern Dutch Province of Noord Brabant. The research shows a low level of awareness among companies in the cities of Eindhoven, Breda, 's-Hertogenbosch, and Tilburg and calls for better methods of information dissemination, especially among the small to medium businesses who don't consider city logistics as their core business.
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To date, a range of qualitative and mixed-methods approaches have been applied to assess the age-friendliness of cities and communities. The Age-Friendly Cities and Communities Questionnaire (AFCCQ) has been developed to fill a gap for a systematic quantitative method approach to evaluate baseline age-friendliness in cities and communities and then measure ongoing efforts to become more age-friendly, aligned with the model by the World Health Organization (WHO). As such, it offers a valid and valuable quantitative method for cities to assess age-friendliness. This paper presents the process and results of a study undertaken to test the validity and reliability of the AFCCQ for the Australian context. It is part of a broader cross-cultural project seeking to test the AFCCQ across Europe, Asia, Oceania, and North America to generate methodological insight and comparable data. Informed by consultation with local experts in population and ageing research, as well as with people aged 65 and over, the instrument proved reliable in the Australian context before being distributed to 334 older people in Greater Adelaide for validation. Results show that the AFCCQ-AU proved a valid and reliable tool for evaluating the age-friendliness of larger cities and communities in Australia. Overall, the total score indicated moderate-good satisfaction with the age-friendliness features of the Greater Adelaide Region with the domain of Housing scoring highest (highly satisfactory). Psychometric validation and cluster analysis led to the identification of five typologies of older people living in Greater Adelaide, characterised by distinct socio-demographic profiles and concomitant experiences and evaluations of age-friendliness. This Australian validation adds further weight to the role of the AFCCQ in being able to assess the age-friendliness of cities and communities across the WHO's Global Network for Age-Friendly Cities and Communities. Used in combination with the rich and nuanced qualitative data at the local level, the tool has the ability to create significant outcomes for older people and their communities.
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City growth threatens sustainable development of cities. Over the past decades increased urbanization has created more pressure - not only on the suburban outskirts - but also in the inner core of the cities, putting important environmental issues such as water management and cultural heritage under stress. Cultural heritage, either standing monuments or archaeological remains, is internationally recognized as an important legacy of our history. The European Convention on the Protection of the Archaeological Heritage incorporates concepts and ideas that have become accepted practice in Europe. Conservation and enhancement of archaeological heritage is one of the goals of urban planning policies. One of the key objectives of the European policy is to protect, preferably in-situ, archaeological remains buried in the soil or seabed and to incorporate archaeological heritage into spatial planning policies. Conflicts with prior uses and unappreciated impacts on other subsurface resources, amongst them archaeological heritage, make use of underground space in cities suboptimal. In terms of ecosystem services, the subsurface environment acts either as a carrier of archaeological heritage in situ (stewardship) or supports above-ground cultural heritage. Often, it’s not enough to protect the heritage site or monument itself: new developments outside a specific protected area can lead to changes in groundwater level, and cause serious damage to heritage buildings and archaeological deposits. This paper presents good practices in cultural heritage management and the use of subsurface knowledge in urban areas.
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More and more people worldwide live in urban areas, and these areas face many problems, of which a sustainable food provision is one. In this paper we aim to show that a transition towards more sustainable, regionally organized food systems strongly contributes to green, livable cities. The article describes a case study in the Dutch region of Arnhem–Nijmegen. Partners of a network on sustainable food in this region were interviewed on how they expect the food system to develop, and in design studies possible futures are explored. Both the interviews and the designs give support to the idea that indeed sustainable food systems can be developed to contribute to green livable cities. They show that the quality and meaning of existing green areas can be raised; new areas can be added to a public green system, and connections with green surroundings are enforced. They also show that inhabitants or consumers can be stimulated to become so called food citizens, highlighting that the relation of food systems and livable cities is a very close one.
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Het lectoraat Ondernemen in Verandering, een samenwerking tussen Hanzehogeschool en Alfa-college is de initiatiefnemer van dit vignet. De opstellers van het vignet (partners en medewerkers van het lectoraat; co-auteurs), Alexander Grit, Maaike de Jong, Eduard Plate en Eti de Vries beschrijven de uitgangspunten van het project Ontdekkingsstraten. Het doel is om de binnenstad positief te veranderen door een uitdagend samenwerkingsverband tussen overheid, onderwijs, ondernemers en andere partners dat leidt tot een (meer) verrassende binnenstad. Het vignet heeft als doel om inhoudelijk richting te geven aan het lab/Innovatiewerkplaats Ontdekkingsstraten.
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Fast charging is seen as a means to facilitate long-distance driving for electric vehicles (EVs). As a result, roll-out planning generally takes a corridor approach. However, with higher penetration of electric vehicles in urban areas, cities contemplate whether inner-city fast chargers can be an alternative for the growing amount of slow public chargers. For this purpose, more knowledge is required in motives and preferences of users and actual usage patterns of fast chargers. Similarly, with increasing charging speeds of fast chargers and different modes (taxi, car sharing) also switching to electric vehicles, the effect of charging speed should be evaluated as well as preferences amongst different user groups. This research investigates the different intentions and motivations of EV drivers at fast charging stations to see how charging behaviour at such stations differs using both data analysis from charging stations as a survey among EV drivers. Additionally, it estimates the willingness of EV drivers to use fast charging as a substitute for on-street home charging given higher charging speeds. The paper concludes that limited charging speeds imply that EV drivers prefer parking and charging over fast charging but this could change if battery developments allow higher charging speeds.
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From the introduction: In the Netherlands alone the potential of the circular economy for the economy is estimated at an annual cost saving effect of 7.3 billion Euros and job creation of 54,000 jobs (Bastein et al. 2013). However this potential needs to be used in applied solutions in often local settings such as cities. Cities are reliant on local development for their employment, business activity, and reduction of energy consumption, waste and air pollution in the city. In these areas cities feel more and more pressure and they set high ambitions. Last few years particularly cities have restrained the entering of polluting vehicles and improving the inner-city climate and air quality in general. Particularly construction transport is relevant to this aim while typically 30–40% of all transport is related to construction traditionally. This represents some 40% of vehicle emissions and road congestions. Governments and road users are keen to reduce this. While load factors of construction transport tend to remain structurally under 50%, in few cases down to 15% of their loading capacity a need to act is felt urgently (Vrijhoef 2015). Another aim of the circular economy city is that waste is re-used from demolished buildings into new design solutions for the built environment. To establish this circular city, there is a need of information on various levels in an open source structure. Examples of such data need can be, where and when is what kind of building material needed, and where can building materials be gained by demolishing buildings? For these kinds of questions, a smart 3D city model is proposed.This model should contain various types of intelligences, like GIS-BIM integration and real time and modelled environmental data. The combination of data creates new, innovative possibilities for the built environment (Heere et al. 2016). The conference took place in 2016, december 14th, the proceedings and this paper were published, 2017, November 25th : https://link.springer.com/chapter/10.1007/978-981-10-6190-5_129
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The crossroads of living in cities on the one hand and ageing of the population on the other is studied in an interdisciplinary field of research called urban ageing (van Hoof and Kazak 2018, van Hoof et al. 2018). People live longer and in better health than ever before in Europe. Despite all the positive aspects of population ageing, it poses many challenges. The interaction of population ageing and urbanisation raises issues in various domains of urban living (Phillipson and Buffel 2016). According to the Organisation for Economic Co-operation and Development (OECD 2015), the population share of those of 65 years old is expected to climb to 25.1% in 2050 in its member states. Cities in particular have large numbers of older inhabitants and are home to 43.2% of this older population. The need to develop supportive urban communities are major issues for public policy to understand the relationship between population ageing and urban change (Buffel and Phillipson 2016). Plouffe and Kalache (2010) see older citizens as a precious resource, but in order to tap the full potential these people represent for continued human development (Zaidi et al. 2013), the world’s cities must ensure their inclusion and full access to urban spaces, structures, and services. Therefore, cities are called upon to complement the efforts of national governments to address the consequences of the unprecedented demographic shift (OECD 2015). Additionally, at the city level there is a belief to understand the requirements and preferences of local communities (OECD 2015). An important question in relation to urban ageing is what exactly makes a city age-friendly (Alley et al. 2007, Lui et al. 2009, Plouffe and Kalache 2010, Steels 2015, Moulaert and Garon 2016, Age Platform Europe 2018)? Another relevant question is which factors allow some older people in cities to thrive, while others find it hard to cope with the struggles of daily life? This chapter explores and describes which elements and factors make cities age-friendly, for instance, on the neighbourhood level and in relation to technology for older people.
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