Evaluation of the mobility impacts of the Dutch Vinex policy

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Tim Schwanen Urban and Regional research centre Utrecht (URU) Faculty of Geographical Sciences Utrecht University PO Box 80115, 3508 TC Utrecht, The Netherlands T.Schwanen@geog.uu.nl ... Patricia L. Mokhtarian Department of Civil and ...

Journal of Transport Geography, 2001

Journal of Transport and Land Use

To promote sustainable urban development, transport policies need to change from a car-oriented mobility planning paradigm to an accessibility-based paradigm, integrating land-use and transport policies. This paper uses the concept of planning paradigms to describe the current status of municipal transport planning and problem framing. The dominant transport planning paradigm of 172 Dutch municipalities is determined, based on a conceptual framework with 24 mobility and accessibility planning criteria. Statistical analysis is then conducted to find linkages between the planning paradigm and transport, land-use, and institutional characteristics of the municipalities. We show that the mobility planning paradigm still dominates Dutch municipal transport planning, and the accessibility planning paradigm is mostly found in large cities and highly urban municipalities. However, we do find indications of slow change in the transport planning paradigms in Dutch municipalities, as older pol...

Transportation, 1988

Using a variety of data sources, decentralisation of population and employment in four Dutch urban areas (Amsterdam, Rotterdam, The Hague and Utrecht) over the last 20 years, is analysed. It is found that suburbanisation, plus an ever growing car share, has increased the number of external journeys related to the metropolitan cities enormously. With the use of the 1982 National Travel Survey, current travel patterns in and around the metropolitan cities are studied: the importance of external trips for urban transport planning shows clearly. They account for about half the number of city related car trips, and for nearly three quarters of the total vehicle kilometres of travel within the city.

Environment and Planning B: Planning and Design, 2012

t analysis (CBA) has become a key instrument for the evaluation of transport planning policies and projects in the Netherlands. Currently, this instrument is also used to evaluate integrated land-use and transport strategies. In Dutch transportts is directly related to a narrow understanding of mobility. In this paper we argue that this understanding introduces an undesirable bias t to society of contemporary transport planning practice is no longer the improvement of mobility, but the improvement of accessibility. Therefore, Dutch CBA should acknowledge this in its calculations and shift from a mobility focus towards an accessibility orientation. We use a hypothetical illustration to show what the added value of an accessibility orientation can be. It facilitates a mindset where new and more sustainable directions for nd.

2008

Many countries now have policies to reduce distances travelled by private car and to favour the use of public transport, cycling and walking. The development of compact urban forms and the design of urban communities which favour walking are seen as particularly effective strategies for reducing car dependency. The factors which determine travel behaviour are not fully understood, so that effective policies in uencing travel patterns are dif cult to formulate. Apart from urban form and design, personal attributes and circumstances have an impact on modal choice and distances travelled. People with higher incomes are more likely to own and use a private car than low-income households. Families with children use cars more often than one-person households. The purpose of a trip-work, shopping and leisure-also in uences travel mode and distance. We used the Netherlands National Travel Survey (OVG) to explore some of these relationships in more depth. The relative importance of personal attributes and the characteristics of residential environments as determinants of modal choice and travel distance were explored. Both sets of factors maintain a clear, strong relationship with travel behaviour in multivariate models of travel behaviour.

Urban Studies, 2002

Many countries now have policies to reduce distances travelled by private car and to favour the use of public transport, cycling and walking. The development of compact urban forms and the design of urban communities which favour walking are seen as particularly effective strategies for reducing car dependency. The factors which determine travel behaviour are not fully understood, so that effective policies influencing travel patterns are difficult to formulate. Apart from urban form and design, personal attributes and circumstances have an impact on modal choice and distances travelled. People with higher incomes are more likely to own and use a private car than low-income households. Families with children use cars more often than one-person households. The purpose of a trip-work, shopping and leisure—also influences travel mode and distance. We used the Netherlands National Travel Survey (OVG) to explore some of these relationships in more depth. The relative importance of person...

Tijdschrift voor economische en …, 2008

Ommeland' is an old Dutch word that refers to the land around a town or city: a peri-urban area. It is an important spatial category: the peri-urban areas of the 24 most central cities in the Netherlands, excluding the cities themselves, house almost 40 per cent of the national population. In Dutch spatial policy, however, the peri-urban area as the intermediate category between city and rural area has often been ignored. The concept of urban networks seems to contribute to the neglect of peri-urban areas in spatial policy. However, at the same time the urban network theory that states that the hierarchy between places is disappearing raises new questions about the position of peri-urban areas. Therefore, in this paper we investigate the position of peri-urban areas in the Netherlands by looking at travel patterns to and from peri-urban areas. By doing so, we obtain better insight into the relations between peri-urban and other areas and into the position of peri-urban areas in the Netherlands. We found different types of peri-urban areas. In general, peri-urban areas are still subordinate to the central city, but in some peri-urban areas relation patterns are more diversified, both to and from other central cities and to other places in the peri-urban areas. These peri-urban areas can be seen as part of the urban network.

Previous work in this area has often been criticized for not being able to establish whether a causal relationship exists between urban structure and travel behaviour. In this book, Petter Naess uses new research from Denmark on residential location and travel to show how and why urban spatial structures affect people's travel behaviour.