RL
R.L. Lam
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Transit-Oriented Development and Commercial Gentrification in the Netherlands
A Comparative Case Study of the Station Areas of Breda and Arnhem
Transit-Oriented Development (TOD) is widely promoted as a strategy for sustainable urban development (Ibraeva et al., 2019). However, improved accessibility and rising land values around transit stations may reshape local commercial structures, potentially leading to commercial gentrification. Empirical evidence on this relationship remains limited, particularly in the Dutch context, where commercial environments and planning strategies differ from the American settings, in which most research has been conducted.
This study examines the extent to which changes in commercial structures in Dutch station areas are consistent with TOD-induced commercial gentrification, using the station areas of Arnhem Centraal and Breda station as case studies over the period 2000-2024. Commercial gentrification is operationalised using three indicators, derived from Chapple et al. (2018): store count, establishment types and establishment sizes. Data from the LISA Database is analysed at four-year intervals across a core station area (0-400m) and an outer station area (400-800m). National and local contextual factors are examined to distinguish TOD-related changes from broader structural trends.
The results show that both station areas experienced a significant decline in physical establishments over the study period, primarily driven by the financial crisis in 2008, the COVID-19 pandemic and the rise of e-commerce. In Breda, a strong shift from neighbourhood-oriented to consumption-oriented establishments was observed in the core station area, coinciding with the comprehensive CrossMark development programme. In Arnhem, where the comparable urban development programme Rijnboog was cancelled, no such shift was observed. Regarding establishment sizes, small businesses declined in Arnhem while large establishments remained stable. In Breda, both categories declined overall, but small businesses recovered in the core station area after the construction period.
The findings suggest that TOD alone is not sufficient to trigger commercial gentrification in the Dutch context. Improved transit accessibility may contribute to commercial restructuring, but only when combined with an urban development programme or municipal policies. The process observed in Breda is more state-led than market-driven commercial gentrification, which raises questions about the applicability of the American commercial gentrification indicators in the Dutch context.
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This study examines the extent to which changes in commercial structures in Dutch station areas are consistent with TOD-induced commercial gentrification, using the station areas of Arnhem Centraal and Breda station as case studies over the period 2000-2024. Commercial gentrification is operationalised using three indicators, derived from Chapple et al. (2018): store count, establishment types and establishment sizes. Data from the LISA Database is analysed at four-year intervals across a core station area (0-400m) and an outer station area (400-800m). National and local contextual factors are examined to distinguish TOD-related changes from broader structural trends.
The results show that both station areas experienced a significant decline in physical establishments over the study period, primarily driven by the financial crisis in 2008, the COVID-19 pandemic and the rise of e-commerce. In Breda, a strong shift from neighbourhood-oriented to consumption-oriented establishments was observed in the core station area, coinciding with the comprehensive CrossMark development programme. In Arnhem, where the comparable urban development programme Rijnboog was cancelled, no such shift was observed. Regarding establishment sizes, small businesses declined in Arnhem while large establishments remained stable. In Breda, both categories declined overall, but small businesses recovered in the core station area after the construction period.
The findings suggest that TOD alone is not sufficient to trigger commercial gentrification in the Dutch context. Improved transit accessibility may contribute to commercial restructuring, but only when combined with an urban development programme or municipal policies. The process observed in Breda is more state-led than market-driven commercial gentrification, which raises questions about the applicability of the American commercial gentrification indicators in the Dutch context.
...
Transit-Oriented Development (TOD) is widely promoted as a strategy for sustainable urban development (Ibraeva et al., 2019). However, improved accessibility and rising land values around transit stations may reshape local commercial structures, potentially leading to commercial gentrification. Empirical evidence on this relationship remains limited, particularly in the Dutch context, where commercial environments and planning strategies differ from the American settings, in which most research has been conducted.
This study examines the extent to which changes in commercial structures in Dutch station areas are consistent with TOD-induced commercial gentrification, using the station areas of Arnhem Centraal and Breda station as case studies over the period 2000-2024. Commercial gentrification is operationalised using three indicators, derived from Chapple et al. (2018): store count, establishment types and establishment sizes. Data from the LISA Database is analysed at four-year intervals across a core station area (0-400m) and an outer station area (400-800m). National and local contextual factors are examined to distinguish TOD-related changes from broader structural trends.
The results show that both station areas experienced a significant decline in physical establishments over the study period, primarily driven by the financial crisis in 2008, the COVID-19 pandemic and the rise of e-commerce. In Breda, a strong shift from neighbourhood-oriented to consumption-oriented establishments was observed in the core station area, coinciding with the comprehensive CrossMark development programme. In Arnhem, where the comparable urban development programme Rijnboog was cancelled, no such shift was observed. Regarding establishment sizes, small businesses declined in Arnhem while large establishments remained stable. In Breda, both categories declined overall, but small businesses recovered in the core station area after the construction period.
The findings suggest that TOD alone is not sufficient to trigger commercial gentrification in the Dutch context. Improved transit accessibility may contribute to commercial restructuring, but only when combined with an urban development programme or municipal policies. The process observed in Breda is more state-led than market-driven commercial gentrification, which raises questions about the applicability of the American commercial gentrification indicators in the Dutch context.
This study examines the extent to which changes in commercial structures in Dutch station areas are consistent with TOD-induced commercial gentrification, using the station areas of Arnhem Centraal and Breda station as case studies over the period 2000-2024. Commercial gentrification is operationalised using three indicators, derived from Chapple et al. (2018): store count, establishment types and establishment sizes. Data from the LISA Database is analysed at four-year intervals across a core station area (0-400m) and an outer station area (400-800m). National and local contextual factors are examined to distinguish TOD-related changes from broader structural trends.
The results show that both station areas experienced a significant decline in physical establishments over the study period, primarily driven by the financial crisis in 2008, the COVID-19 pandemic and the rise of e-commerce. In Breda, a strong shift from neighbourhood-oriented to consumption-oriented establishments was observed in the core station area, coinciding with the comprehensive CrossMark development programme. In Arnhem, where the comparable urban development programme Rijnboog was cancelled, no such shift was observed. Regarding establishment sizes, small businesses declined in Arnhem while large establishments remained stable. In Breda, both categories declined overall, but small businesses recovered in the core station area after the construction period.
The findings suggest that TOD alone is not sufficient to trigger commercial gentrification in the Dutch context. Improved transit accessibility may contribute to commercial restructuring, but only when combined with an urban development programme or municipal policies. The process observed in Breda is more state-led than market-driven commercial gentrification, which raises questions about the applicability of the American commercial gentrification indicators in the Dutch context.