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3This paper aims to explain the influence of facility design on urban quality of life from an educational perspective. The outcome of this paper is to determine the influence of facility management (FM) on the quality of life of citizens in the city of The Hague by actively using a facility design to positively influence the livability.
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This paper explores the transition to sustainable practices and energy efficiency in urban environments, focusing on houseboat communities in Amsterdam. Houseboats, with their cultural heritage dating back to the 17th century, encounter challenges in adopting energy-efficient measures despite municipal initiatives. Many still rely on gas for cooking and lack solar panels, amidst ongoing issues such as rising living costs, legal uncertainties, and neighborhood disturbances. Part of the Envision Change project within the EU's Driving Urban Transition (DUT), this study employs ethnographic and participatory methods to investigate the needs, aspirations, and challenges of houseboat residents on the Stadhouderskade in adopting energy-efficient measures. Specifically, it examines their role in broader initiatives aiming to transform Stadhouderskade into 'The Green Mile,' a sustainable, green, and vibrant urban environment. The research highlights citizen perspectives on energy efficiency and broader livability issues, revealing concerns, comforts, and preferences regarding noise pollution, waste management, tourism, and urban redevelopment. The findings emphasize that the uptake of energy efficiency measures are intertwined with broader discussions on the livibality of resident’s physical and natural surroundings and the values associated with canal living, such as individualism, activism, and autonomy. This paper reflects on the implications for creating livable cities, emphasizing the importance of engaging residents as co-responsible collaborators in efforts to enhance the livability of their surroundings and encourage the adoption of energy efficiency.
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In the context of public budget cuts and rural areas facing depopulation and aging, local governments increasingly encourage citizen engagement in addressing local livability issues. This paper examines the non-engagement of mid-aged and elderly residents (45+ years old) in civic initiatives that intend to improve the livability of their community. We focus on residents of depopulating rural areas in the North Netherlands. We compare their engagement with the behavior of residents in other, not depopulating, rural areas, and urban areas. Using logistic statistical analyses, we found that the majority of the aging residents did not engage in civic livability initiatives during the past two years, and one-third of this group had no intention to do so in the future. In all areas, the main reasons for non-engagement were that residents had other priorities, felt not capable of engaging, or felt that the responsibility for local livability belonged to the local government. Furthermore, it appeared that non-engagement was predominantly explained by the unwillingness to engage, rather than by specific motivations or lacking abilities.
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Climate change and changing land use challenge the livability and flood safety of Dutch cities. One option cities have to become more climate-proof is to increase infiltration of stormwater into soil through permeable pavement and thus reduce discharge of stormwater into sewer systems. To analyze the market receptivity for permeable pavements in the Netherlands, this article focuses on the perception of end-users towards key transition factors in the infrastructure transformation processes. Market receptivity was studied on two levels: (1) on the system level, by analyzing 20 key factors in the Dutch urban water sector that enable wider application of permeable pavements; and (2) on the technology level, by analyzing 12 key factors that explain why decision makers select permeable pavements or not. Results show that trust between cooperating partners was perceived as the system level key factor that needs to be improved most to facilitate the wider uptake of permeable pavements. Additionally, the association of end-users with permeable pavement, particularly their willingness to apply these technologies and their understanding of what kinds of benefits these technologies could bring, was regarded the most important receptivity attribute. On the technology level, the reliability of permeable pavement was regarded as the most important end-user consideration for selecting this technology
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Limited data is available on the size of urban goods movement and its impact on numerous aspects with respect to livability such as emissions and spatial impact. The latter becomes more important in densifying cities. This makes it challenging to implement effective measures that aim to reduce the negative impact of urban good movement and to monitor their impact. Furthermore, urban goods movement is diverse and because of this a tailored approach is required to take effective measures. Minimizing the negative impact of a heavy truck in construction logistics requires a different approach than a parcel delivery van. Partly due to a lack of accurate data, this diversity is often not considered when taking measures. This study describes an approach how to use available data on urban traffic, and how to enrich these with other sources, which is used to gain insight into the decomposition (number of trips and kilometers per segment and vehicle type). The usefulness of having this insight is shown for different applications by two case studies: one to estimate the effect of a zero-emission zone in the city of Utrecht and another to estimate the logistics requirements in a car-free area development.
MULTIFILE
Accessibility and connectivity are essential for livability and economic growth throughout the world. Improving the accessibility of physical transport is important for achieving the social and economic inclusion of rural areas. In reality, rural areas lag behind with respect to physical accessibility and connectivity. The ambition of the ITRACT project (Improving Transport and Accessibility through new Communication Technologies) was to use ICT to create smart mobility services to improve accessibility and connectivity in rural areas.
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Contribution and presentation at the International Conference on Population Geographies - Groningen, June 2013.
DOCUMENT
Limited data is available on the size of urban goods movement and its impact on numerous aspects with respect to livability such as emissions and spatial impact. The latter becomes more important in densifying cities. This makes it challenging to implement effective measures that aim to reduce the negative impact of urban good movement and to monitor their impact. Furthermore, urban goods movement is diverse and because of this a tailored approach is required to take effective measures. Minimizing the negative impact of a heavy truck in construction logistics requires a different approach than a parcel delivery van. Partly due to a lack of accurate data, this diversity is often not considered when taking measures. This study describes an approach how to use available data on urban traffic, and how to enrich these with other sources, which is used to gain insight into the decomposition (number of trips and kilometers per segment and vehicle type). The usefulness of having this insight is shown for different applications by two case studies: one to estimate the effect of a zero-emission zone in the city of Utrecht and another to estimate the logistics requirements in a car-free area development.
MULTIFILE
In the Netherlands municipalities are searching for guidelines for a heat resilient design of the urban space. One of the guidelines which has recently been picked up is that each house should be within a 300 meter of an attractive cool spot outside. The reason is that houses might get too hot during a heat wave and therefor it is important that inhabitants have an alternative place to go. The distance of 300 m has been adopted because of practical reasons. This guideline has been proposed after a research of the University of Amsterdam of applied sciences and TAUW together with 15 municipalities.
To help municipalities to take cool spots into account in their urban design the national organization for disseminating climate data has developed a distance to coolness map for all Dutch built up areas. This map shows the cool spots with a minimum of 200 m2 based on a map of the PET for a hot summer day (2*2 m2 spatial resolution). Furthermore the map shows the walking distance for each house (via streets and foot paths) to the nearest cool spot.
This map helps as a starting point. Because not all cool spots are attractive cool spots. A research in 2021 showed what further basis and optional characteristics those cool spots should have: e.g. sufficiently large, combination of sun and shadow, benches, quiet, safe and clean. In fact those places should be attractive places to stay for most days of the year.
With the distance to attractive cool spots municipalities can easily see which areas lack attractive cool spots. The distance to cool spot maps is therefore a way to simplify complex climate data into an understandable and practical guideline. This is an improvement as compared to using thresholds for temperatures and thresholds for duration of exceedance of those temperatures in a guideline.: Municipalities like this practical approach that combines climate adaptation with improving the livability of a city throughout the year.
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