E. Louw
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1
More claims than land
Multi-facetted land use challenges in the port-city interface
Port areas in densely urbanized areas are locations where the lack of development space increasingly limits growth possibilities, and competition for space between stakeholders with diverging interests and land use claims intensifies. The aim of our paper is to enrich the scientific discourse on the port-city interface by arguing for a more multi-facetted understanding of the port-city interface beyond arguments of economic efficiency, and what this implies for how land use conflicts materialize and are dissolved. Based on quantitative data we have analyzed the characteristics of the land use conflicts in two case study areas (the ports of Rotterdam and Amsterdam in the Netherlands) in more detail. Furthermore, we developed a framework that could contribute to mitigating the effects of the land use conflicts, and have qualitatively explored this through an analysis of port visions and annual reports of the port authorities. The findings suggest that, even though the net claims do not yet outnumber the available land, the cumulative effects of these diverging interests do, which suggests that the battle for space is about to intensify as there are more claims than land.
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Port areas in densely urbanized areas are locations where the lack of development space increasingly limits growth possibilities, and competition for space between stakeholders with diverging interests and land use claims intensifies. The aim of our paper is to enrich the scientific discourse on the port-city interface by arguing for a more multi-facetted understanding of the port-city interface beyond arguments of economic efficiency, and what this implies for how land use conflicts materialize and are dissolved. Based on quantitative data we have analyzed the characteristics of the land use conflicts in two case study areas (the ports of Rotterdam and Amsterdam in the Netherlands) in more detail. Furthermore, we developed a framework that could contribute to mitigating the effects of the land use conflicts, and have qualitatively explored this through an analysis of port visions and annual reports of the port authorities. The findings suggest that, even though the net claims do not yet outnumber the available land, the cumulative effects of these diverging interests do, which suggests that the battle for space is about to intensify as there are more claims than land.
Volgens een recente brief van het ministerie van Economische Zaken (2022a) aan de Tweede Kamer dreigt er op veel plaatsen in ons land schaarste aan ruimte voor bedrijven. De oplossing voor dit probleem moet komen uit het Programma Werklocaties, op te stellen in het kader van de Nationale Omgevingsvisie. Naast de zorg voor voldoende ruimte voor economische activiteiten is zorgvuldig ruimtegebruik door het beter benutten van bestaande bedrijventerreinen een belangrijke doelstelling. Eerder was een dergelijk tweesporenbeleid al zichtbaar bij de herijking van het nationale beleid voor bedrijventerreinen in 2007 (Ministerie van Volkshuisvesting, Ruimtelijke Ordening en Milieubeheer 2007). In dit artikel staat de vraag centraal welke resultaten zijn geboekt met dit tweesporenbeleid en welke lering daaruit kan worden getrokken voor de Nationale Omgevingsvisie.
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Volgens een recente brief van het ministerie van Economische Zaken (2022a) aan de Tweede Kamer dreigt er op veel plaatsen in ons land schaarste aan ruimte voor bedrijven. De oplossing voor dit probleem moet komen uit het Programma Werklocaties, op te stellen in het kader van de Nationale Omgevingsvisie. Naast de zorg voor voldoende ruimte voor economische activiteiten is zorgvuldig ruimtegebruik door het beter benutten van bestaande bedrijventerreinen een belangrijke doelstelling. Eerder was een dergelijk tweesporenbeleid al zichtbaar bij de herijking van het nationale beleid voor bedrijventerreinen in 2007 (Ministerie van Volkshuisvesting, Ruimtelijke Ordening en Milieubeheer 2007). In dit artikel staat de vraag centraal welke resultaten zijn geboekt met dit tweesporenbeleid en welke lering daaruit kan worden getrokken voor de Nationale Omgevingsvisie.
Werkdruk in het onderwijs
Onderdeelcommissie Faculteit Bouwkunde
Report
(2022)
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M.A. Fremouw, H.A. van Bennekom, P. de Ruiter, D.M. de Jong, D. Hellendoorn, E. Louw
This report contains the results of a study on work pressure in education at the Faculty of Architecture at Delft University of Technology, executed by the Works Council Faculty Subcommittee (OdC), as a result of signals from teachers on the subject.
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This report contains the results of a study on work pressure in education at the Faculty of Architecture at Delft University of Technology, executed by the Works Council Faculty Subcommittee (OdC), as a result of signals from teachers on the subject.
When “port-out – city-in” becomes a strategy
Is the port–city interface conflict in Amsterdam an observation or a self-fulfilling prophecy?
Within the majority of port city literature, the evolution of port cities is still explained as an inevitable or ‘logical’ process whereby maritime land-uses gradually migrate from city centres towards waterfront zones with deep water access. Between the 1950s and 2000s, obsolete port areas around the world have surely become waterfront redevelopment sites, often with high-end urban property development, signified by iconic architectural projects. As observed and described in the port city of Amsterdam, the financial-economic success of this ‘port-out, city-in’ process has led to land-use conflict, observed also in other port cities around the world. This paper questions, however, whether the land-use conflict in Amsterdam, observed ten years ago, is just an observation, or part of a self-fulfilling prophecy. To answer this question, we engage in a meta-discussion about the port–city interface model itself. By performing an in-depth case study in the 2018–2019 period, we reconstructed the evolution of a fierce land-use conflict in the port–city interface of Amsterdam. We conclude that the key causal mechanism was context-specific, but also that generic ‘port-out, city-in’ discourse has been an important contingent condition.
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Within the majority of port city literature, the evolution of port cities is still explained as an inevitable or ‘logical’ process whereby maritime land-uses gradually migrate from city centres towards waterfront zones with deep water access. Between the 1950s and 2000s, obsolete port areas around the world have surely become waterfront redevelopment sites, often with high-end urban property development, signified by iconic architectural projects. As observed and described in the port city of Amsterdam, the financial-economic success of this ‘port-out, city-in’ process has led to land-use conflict, observed also in other port cities around the world. This paper questions, however, whether the land-use conflict in Amsterdam, observed ten years ago, is just an observation, or part of a self-fulfilling prophecy. To answer this question, we engage in a meta-discussion about the port–city interface model itself. By performing an in-depth case study in the 2018–2019 period, we reconstructed the evolution of a fierce land-use conflict in the port–city interface of Amsterdam. We conclude that the key causal mechanism was context-specific, but also that generic ‘port-out, city-in’ discourse has been an important contingent condition.
When “port out –city in” becomes a strategy
Revisiting the land-use conflict in the European port-city interface
Within the majority of port city literature, the evolution of port cities is still explained as an inevitable process wherein maritime land-uses gradually migrate from city centres towards waterfront zones with deep water access. Between the 1950s and 2000s, obsolete port areas around the world have surely become waterfront redevelopment sites, often with high-end urban property development signified by iconic architectural projects. The financial-economic success of this process has led to land use conflicts in many port cities, where operational maritime functions have been pressured out of the city in order to make room for urban functions. In this paper, however, we argue that the spatial conflicts in the contemporary port-city interface can no longer be explained by forces of port-urban planning and ‘highest and best’ economic land-use principles. Illustrated by the case of Amsterdam, we explore the current phase in the port-city interface evolution from a relational perspective, and show that—at least in Europe—it is signified by competing political economic concerns about affordable housing provision, decarbonisation, and sustainable development.
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Within the majority of port city literature, the evolution of port cities is still explained as an inevitable process wherein maritime land-uses gradually migrate from city centres towards waterfront zones with deep water access. Between the 1950s and 2000s, obsolete port areas around the world have surely become waterfront redevelopment sites, often with high-end urban property development signified by iconic architectural projects. The financial-economic success of this process has led to land use conflicts in many port cities, where operational maritime functions have been pressured out of the city in order to make room for urban functions. In this paper, however, we argue that the spatial conflicts in the contemporary port-city interface can no longer be explained by forces of port-urban planning and ‘highest and best’ economic land-use principles. Illustrated by the case of Amsterdam, we explore the current phase in the port-city interface evolution from a relational perspective, and show that—at least in Europe—it is signified by competing political economic concerns about affordable housing provision, decarbonisation, and sustainable development.
Planning for agglomeration economies in a polycentric region
Envisioning an efficient metropolitan core area in Flanders
Journal article
(2018)
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Kobe Boussauw, Michiel van Meeteren, Joren Sansen, Evert Meijers, Tom Storme, Erik Louw, Ben Derudder, Frank Witlox
To some degree, metropolitan regions owe their existence to the ability to valorize agglomeration economies. The general perception is that agglomeration economies increase with city size, which is why economists tend to propagate urbanization, in this case in the form of metropolization. Contrarily, spatial planners traditionally emphasize the negative consequences of urban growth in terms of liveability, environmental quality, and congestion. Polycentric development models have been proposed as a specific form of metropolization that allow for both agglomeration economies and higher levels of liveability and sustainability. This paper addresses the challenge of how such polycentric development can be achieved in planning practice. We introduce 'agglomeration potential maps' that visualize potential locations in a polycentric metropolitan area where positive agglomeration externalities can be optimized. These maps are utilized in the process of developing a new spatial vision for Flanders' polycentric 'metropolitan core area', commonly known as the Flemish Diamond. The spatial vision aspires to determine where predicted future population growth in the metropolitan core area could best be located, while both optimizing positive agglomeration externalities and maintaining its small-scale morphological character. Based on a literature review of optimum urban-size thresholds and our agglomeration potential maps, we document how such maps contributed to developing this spatial vision for the Flemish metropolitan core area.
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To some degree, metropolitan regions owe their existence to the ability to valorize agglomeration economies. The general perception is that agglomeration economies increase with city size, which is why economists tend to propagate urbanization, in this case in the form of metropolization. Contrarily, spatial planners traditionally emphasize the negative consequences of urban growth in terms of liveability, environmental quality, and congestion. Polycentric development models have been proposed as a specific form of metropolization that allow for both agglomeration economies and higher levels of liveability and sustainability. This paper addresses the challenge of how such polycentric development can be achieved in planning practice. We introduce 'agglomeration potential maps' that visualize potential locations in a polycentric metropolitan area where positive agglomeration externalities can be optimized. These maps are utilized in the process of developing a new spatial vision for Flanders' polycentric 'metropolitan core area', commonly known as the Flemish Diamond. The spatial vision aspires to determine where predicted future population growth in the metropolitan core area could best be located, while both optimizing positive agglomeration externalities and maintaining its small-scale morphological character. Based on a literature review of optimum urban-size thresholds and our agglomeration potential maps, we document how such maps contributed to developing this spatial vision for the Flemish metropolitan core area.
Report
(2017)
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Claudia de Luca, Michelle Perello, Arie Romein, Erik Louw, Christian Fertner, Juliane Grosse, Susan Buckingham
D3.2 aims at analysing the existing literature on tourism and waste behaviour of tourists. Based on this literature review and with the aim of filling the knowledge gap about waste behaviour of tourists, URBANWASTE has developed and circulated 3 surveys for 3 different categories: waste workers, tourismworkers and tourists. The surveys have been circulated among the 11 pilots of the project and the results of this survey has been analysed within this Deliverable.
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D3.2 aims at analysing the existing literature on tourism and waste behaviour of tourists. Based on this literature review and with the aim of filling the knowledge gap about waste behaviour of tourists, URBANWASTE has developed and circulated 3 surveys for 3 different categories: waste workers, tourismworkers and tourists. The surveys have been circulated among the 11 pilots of the project and the results of this survey has been analysed within this Deliverable.
Dit themanummer van Real Estate Research Quarterly gaat over de effecten van de aardbevingen op de Groninger woningmarkt.
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Dit themanummer van Real Estate Research Quarterly gaat over de effecten van de aardbevingen op de Groninger woningmarkt.
Section 3.2
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Section 3.2
The innovation policy of the European Union is based on the concept of smart specialization of regions, which means that regions should focus on their comparative strengths. With respect to this policy on transport innovations there is an interest to gain insights in the comparative innovation performances and capacities of regions in the transport sector. Innovation performances and capacities are, however, complex concepts. This paper elaborates an approach to measure and explain the innovation performance of the transport sector at regional level. The approach is based on structural equation modelling and applied to 251 European regions. The results show that high performing regions are predominantly found in Germany and Sweden, while low performing regions are located in Finland, Poland, Romania, Bulgaria, Hungary, Spain and United Kingdom. However, the scores of regions on innovation performance are rather different when the performance is measured for the transport manufacturing and transport service sector individually. Among the factors that may explain transport innovation performance of regions funding possibilities appear to be important, while the relevance of innovation milieu is limited.
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The innovation policy of the European Union is based on the concept of smart specialization of regions, which means that regions should focus on their comparative strengths. With respect to this policy on transport innovations there is an interest to gain insights in the comparative innovation performances and capacities of regions in the transport sector. Innovation performances and capacities are, however, complex concepts. This paper elaborates an approach to measure and explain the innovation performance of the transport sector at regional level. The approach is based on structural equation modelling and applied to 251 European regions. The results show that high performing regions are predominantly found in Germany and Sweden, while low performing regions are located in Finland, Poland, Romania, Bulgaria, Hungary, Spain and United Kingdom. However, the scores of regions on innovation performance are rather different when the performance is measured for the transport manufacturing and transport service sector individually. Among the factors that may explain transport innovation performance of regions funding possibilities appear to be important, while the relevance of innovation milieu is limited.
This paper explores the shifting geography of the port-city interface in The Netherlands since the mid 1970s, and assesses its current scene. With an eye on port-urban governance and planning, we provide a dynamic account of the forces that have played a major role in the implementation of waterfront redevelopment schemes in Amsterdam and Rotterdam. Our account shows that the power balance between the port authority, the municipal planning office, and the users of the port has shifted. This has compelled urban planners in both port cities to adopt a more incremental waterfront development strategy than they had anticipated, and has given port users more influence on the plans for the current port-city interface.
...
This paper explores the shifting geography of the port-city interface in The Netherlands since the mid 1970s, and assesses its current scene. With an eye on port-urban governance and planning, we provide a dynamic account of the forces that have played a major role in the implementation of waterfront redevelopment schemes in Amsterdam and Rotterdam. Our account shows that the power balance between the port authority, the municipal planning office, and the users of the port has shifted. This has compelled urban planners in both port cities to adopt a more incremental waterfront development strategy than they had anticipated, and has given port users more influence on the plans for the current port-city interface.
Nu de economie aantrekt wordt de vraag of we nog nieuwe bedrijventerreinen nodig hebben weer actueel. Bij het beantwoorden spelen ramingen vaak een belangrijke rol. Immers de behoefte aan nieuw terreinen moet met een vraagraming worden onderbouwd (o.a. bij het toepassen van de Ladder voor Duurzame Verstedelijking. Maar hoe goed zijn deze ramingen eigenlijk? Om deze vraag te beantwoorden hebben we verschillende ramingen geanalyseerd en vele secondopinion
onderzoeken gereviewd. Daaruit blijkt dat het beleid voor bedrijventerreinen structureel gebaseerd is op een geraamde planningsopgave die boven de daadwerkelijke vraag ligt. De oorzaak hiervoor zit in de (beleidsmatige) keuzen die bij het toepassen van de ramingen worden gemaakt.
Vaak wordt uitsluitend gewerkt met economisch optimistische scenario’s en wordt ruimtebesparend beleid niet in de ramingen verwerkt. Hierdoor wordt de vraag systematisch te hoog ingeschat. Dit belemmert een effectieve toepassing van de Ladder voor Duurzame Verstedelijking die is gericht op zorgvuldig ruimtegebruik.
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Nu de economie aantrekt wordt de vraag of we nog nieuwe bedrijventerreinen nodig hebben weer actueel. Bij het beantwoorden spelen ramingen vaak een belangrijke rol. Immers de behoefte aan nieuw terreinen moet met een vraagraming worden onderbouwd (o.a. bij het toepassen van de Ladder voor Duurzame Verstedelijking. Maar hoe goed zijn deze ramingen eigenlijk? Om deze vraag te beantwoorden hebben we verschillende ramingen geanalyseerd en vele secondopinion
onderzoeken gereviewd. Daaruit blijkt dat het beleid voor bedrijventerreinen structureel gebaseerd is op een geraamde planningsopgave die boven de daadwerkelijke vraag ligt. De oorzaak hiervoor zit in de (beleidsmatige) keuzen die bij het toepassen van de ramingen worden gemaakt.
Vaak wordt uitsluitend gewerkt met economisch optimistische scenario’s en wordt ruimtebesparend beleid niet in de ramingen verwerkt. Hierdoor wordt de vraag systematisch te hoog ingeschat. Dit belemmert een effectieve toepassing van de Ladder voor Duurzame Verstedelijking die is gericht op zorgvuldig ruimtegebruik.
Zo’n tien jaar geleden stonden bedrijventerreinen volop in de belangstelling. Negatief welteverstaan. Nu de discussies geluwd zijn is het de vraag of die negatieve aandacht terecht was. Ja, bedrijventerreinen zijn lelijk en slokken veel open ruimte op, maar zijn ook een bron van welvaart en blijven nodig in de toekomst.
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Zo’n tien jaar geleden stonden bedrijventerreinen volop in de belangstelling. Negatief welteverstaan. Nu de discussies geluwd zijn is het de vraag of die negatieve aandacht terecht was. Ja, bedrijventerreinen zijn lelijk en slokken veel open ruimte op, maar zijn ook een bron van welvaart en blijven nodig in de toekomst.
Chapter 3.24
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Chapter 3.24
Chapter 3.15
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Chapter 3.15
Report
(2011)
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WK Korthals Altes, E Louw, HMH van der Heijden, DA Groetelaers, HJFM Boumeester, P de Vries, CP Dol