UD
UPDATE N º5 — 10|2012
METROPOLITAN FUNCTIONS
CONNECTIVITY
SprintCity #5 UD°5
LANDSCAPE
DELTA METROPOLIS
INITIATIVE
STAKEHOLDERS
PARTNERS SprintCity is an initiative of the Deltametropolis Association. The project is developed in collaboration with the project partners TUDelft and Movares. The knowledge partners and investors provide the necessary information, data and financial resources for SprintCity.
KNOWLEDGE PARTNERS
KNOWLEDGE PARTNERS
PUBLIC AUTHORITIES
KNOWLEDGE INSTITUTIONS
Ministry of Infrastructure & Environment Public Transport Agency Randstad StedenbaanPlus
Architectural Association London Curtin University Perth/RMIT Melbourne Delft University of Technology (Urbanism/TPM) Hong Kong University (Architecture) Radboud University Nijmegen (Planning) University of Amsterdam (Planning) University of Applied Sciences Rotterdam (Spatial Planning) Utrecht University (Geography) VU University Amsterdam (Geography) Wageningen University
Province Province Province Province Province Province Region Region Region Region Region Region Region
of of of of of of
of of of of of of of
Zuid-Holland Gelderland Noord-Holland Noord-Brabant Utrecht Flevoland
Amsterdam Arnhem-Nijmegen BrabantStad Drechtsteden Haaglanden Holland-Rijnland Utrecht
PRIVATE ORGANISATIONS AFFR ANWB APPM consultants Connexxion Goudappel Coffeng Molster Stedenbouw Movares MTR corporation NS Reizigers NS Poort TNO Perkins+Will ProRail Schiphol Group Stipo
Departments of spatial planning, traffic & transport and housing of many municipalities in Noord-Holland, Utrecht, Zuid-Holland, Noord-Brabant and Gelderland.
3
CREDITS
CREDITS
CREDITS
Update SprintCity #5 18.10.2012 Deltametropolis Association, Rotterdam Copies issued: 1.000 Additional copies can be ordered via sprintstad@deltametropool.nl or downloaded at deltametropool. nl/en/SprintCity See also twitter.com/deltametropool #SprintStad flickr.com/deltametropool nl.linkedin.com/in/deltametropool issuu.com/deltametropool
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PROJECT TEAM
INTELLECTUAL PROPERTY
Project leader SprintCity: Merten Nefs
This document is property of the Deltametropolis Association. The SprintCity project is an initiative of the Deltametropolis Association. Project partners TU Delft, Movares and the Next Generation Infrastructures foundation are co-owner of the project. Creative Commons conditions apply to the entire SprintCity project: Attribution and ShareAlike (www.creativecommons.org).
Deltametropolis Association: Paul Gerretsen (agent) Ronald Aarts David Dooghe Mariana Faver Linhares Inge Hartkoorn Ernst Kuilder Miriam Ram Yvonne Rijpers Nanet Rutten Kito Samson Katherine VanHoose Anke Wetzel
The SprintCity Planning Support Tool (serious game) is open-source and free to use under the conditions mentioned above. The software may only be adapted in consultation with the project partners. The source code of the serious game is shared intellectual property of the Deltametropolis Association and Delft University of Technology.
TU Delft CPS Development team: Frans van Agthoven Igor Mayer Sebastiaan Meijer JoĂŤl van Neerbos Gert-Jan Stolk Linda van Veen Movares Consultants: Martijn Abeling Bart Brenninkmeijer Jan Duffhues Nicole van der Waart
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4
SprintCity PREFACE
The Deltametropolis Association initiated the SprintCity project at the end of 2009 to investigate the opportunities for successful transit-oriented development (TOD) in the Dutch metropolitan region. It is based on the diversity of station areas in the network and optimising the use of existing infrastructure. SprintCity aims to connect science and practice, so that research results can be applied effectively in the development of plans and policies regarding public transport nodes and rail corridors. The preceding SprintCity Updates introduced you to the main ideas behind the project, project partners, the survey of station areas, development of planning support tool SprintCity and events and publications. This fifth edition offers an overview of our work in progress. In the past six months several new projects have been started, including a corridor simulation in the province of Utrecht (p. 12) and research on TOD opportunities in the province of Noord-Holland (p. 20). The Update concludes with a preview of our goals for 2013. With the development of version 2.0 of the SprintCity Planning Support Tool, an important step towards wider application has been made (p. 8). SprintCity v2.0 features an improved user interface, integrated public transport model and the introduction of the role of the province, which allows wider possibilities at the regional level. This new version will be available in multiple languages, expanding opportunities for international use. We are also exploring possible collaborations with other planning support tools on accessibility and spatial planning. The research on opportunities for TOD in Noord-Holland is now at a halfway point. Interviews with over 30 municipalities have been concluded, enabling us to map the ambitions and plans of each station area along with the activities and qualities of each rail corridor. The preliminary results are regularly discussed with a team of experts and communicated via the Deltametropolis website and SprintCity Updates. The existing research and available data has been gathered and visualised in distinct corridor posters, also available online. Furthermore, this Update looks at international examples of transit-oriented development. In many urban regions, similar problems arise regarding corridor development. Besides learning from these cases, they may also benefit from the SprintCity methodology. Notably, accessibility to public transport appears to play a key role in the planning of high-tech clusters in the Netherlands and abroad (p. 26). SprintCity is constantly looking for new alliances at different levels to contribute to the project. For more information on how to get involved please see the final pages of this Update.
18.10.2012
5
EVENTS
PUBLICATIONS
SPRINTCITY EVENTS AND PUBLICATIONS
Since the last update, multiple SprintCity activities and publications have been organised. Most of the publications are available online. On the 8th of March 2012, SprintCity attended a workshop in The Hague, organised by the public transport agency of Randstad Holland. That same month, the Ministry of Infrastructure and Environment provided data, giving clearer insights into transit-oriented development (TOD). SprintCity also supported Jelle Hengstmengel in his graduation project, by providing additional data for his research under supervision of Prof. Bertolini (University of Amsterdam). He presented his master thesis ‘The Influence of Residential Dissonance on the Market Perspective of Transit-Oriented Development in Netherlands’ in August 2012. On the 20th of March, Paul Gerretsen and Merten Nefs spoke at the Young Metropolists Debate, University of Applied Sciences Rotterdam. In April, the possibilities for collaboration on TOD were explored with organisations such as
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EVENTS
PUBLICATIONS
ANWB, Goudappel Coffeng, TNO and the Schiphol Group. On the 16th and 17th of April, Jan Duffhues and Merten Nefs presented a paper on SprintCity at the BUFTOD Conference in Paris-Marne-la-Vallée. The theme of the conference was “Building the urban future and Transit Oriented Development/Rail and other modes, connecting with urban and regional development.” Several international parties showed interest for the SprintCity planning support tool. In May, the SprintCity tool was presented to Armando Ortuño, professor at the University of Alicante and regional TOD advisor. He was enthusiastic about possible applications of this instrument on the light rail corridor Murcia-Alicante. On the 8th of May, the SprintCity team had a meeting with Erik de Deyn and Matthias Blondia, researchers at Leuven University in Belgium. As a result, a demonstration of the planning support tool was planned with stakeholders in Leuven for the 26th of November. On the 22nd of May, a kickoff meeting was
held for research on ‘Opportunities for TOD in Noord-Holland‘ at the Deltametropolis Association in Rotterdam. That same week, spatial planner Paul Chorus (who is also involved in the project) defended his PhD thesis at the University of Amsterdam, titled ‘Rail corridor development in Tokyo, and what the Randstad can learn from it.‘ In June, the simulation tool was tested on a rail corridor in Utrecht (p. 12). SprintCity also
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SprintCity Workshop in Utrecht
6
EVENTS
PUBLICATIONS
made appearances at a DBR VerDus meeting, where young researchers presented their work, at a Task Force Space Optimisation by the province of NoordHolland and the municipality of Alkmaar, and at the kick-off conference ‘GO Rail’. On the 21st of June, SprintCity held a workshop at the Radboud University Nijmegen with ex-
perts from the regional government of Arnhem-NijArnhem-Nij megen and the research programme ‘Urban Regions in the Delta’ (URD). The application of the simulation tool in the region was discussed there. Together with Verena Balz (Delft University T of Technology), we presented the state of the art in TOD research at the Ministry of Infrastructure and Environment. On the 3rd of July, SprintCity welcomed TOD experts Carey Curtis, Jan Scheurer and Roger Mellor, of Curtin University Perth and RMIT Melbourne. They took part in a SprintCity simulation session and discussed their accessibility tool SNAMUTS. They also gave a presentation, at the UvA, on their findings from the application of their tool on Randstad Holland. That same month the programming of SprintCity v2.0 started at CPS - University of Delft. In August and September, TOD-stakeholders in Rio de Janeiro and São Paulo were contacted. In these cities light rail connections and bus rapid transit (BRT) are currentely being constructed, but their link to spatial planning is unrecognised. Cooperation
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EVENTS
PUBLICATIONS
with SprintCity and local universities has been discussed and will be further explored in January 2013. In September, SprintCity gave feedback to students at the University of Applied Sciences Rotterdam, during the workshop ‘Interaction environments RandstadRail‘. This was done together with Professor Maurits de Hoog (University of Delft). The June 2012 edition of Rooilijn (a spatial planning magazine by the University of Amsterdam) on sustainable mobility, featured an article on BESTNET, by our colleague Nanet Rutten.
In November a proposal will be presented to the Ministry of Infrastructure and Environment, to set up a national TOD-database. Initially, possible data sources, requirements and users of this database will be identified with the help of Ernst Kuilder, a trainee at the Deltametropolis Association. On the 23rd of November, SprintCity travels to Flanders to present to researchers from Leuven
University, stakeholders of the Belgian railways, urban planners and experts. That same week, SprintCity will present a paper on ‘dynamic rail corridors’ at the CVS 2012 conference in Amsterdam. In december, SprintCity will be featured in an article on Urban Planning Games in the quarterly magazine ‘RE:‘ by the Metropolitan Redevelopment Authority (Western Australia). At the end of the year, the SprintCity simulation tool will be discussed in an article in the magazine S+RO. The article is written by Bertus Cornelissen (province of Utrecht), Johanan van Dijk (Regional government Utrecht), Bart Brenninkmeijer (Movares) and Merten Nefs (Deltametropolis Association). In January 2013, SprintCity v2.0 will be launched and an article, written by Jan Duffhues (Movares), Igor Mayer (University of Delft), Merten Nefs (Deltametropolis Association) and Mirte van der Vliet (Balancia), on the development of and lessons from the SprintCity planning support tool is being reviewed for publication that same month by the scientific journal ‘Environment & Planning‘.
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Simulation with Carey Curtis
Several activities and publications are planned for the coming months:
7
PLANNING SUPPORT TOOL
DEVELOPMENT
PLANNING SUPPORT TOOL
The SprintCity Planning Support Tool simulates spatial developments in station areas that lie along a corridor, in accordance with increased train frequencies until 2030. The simulation aims to bring more insight into the interaction between land use and mobility, the effects of local developments on corridors, and the advantages of cooperation between local and regional authorities and with transit agencies. It also shows development opportunities and diversity in urban environments around public transport nodes. SprintCity v. 1.2, launched in the first semester of 2012, was applied to a corridor in Utrecht, with real stakeholder input, real data and several different market demand scenarios. The user interface of the public transport company and the possibilities for intervention by the province were still in development at that time. The new SprintCity v2.0 will be launched in January 2013.
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TRANSIT-PLAYER
TRANSIT-PLAYER
8
TRANSIT AGENCY
VACANCY
2. Stimulating development by vacancy in urban transformation areas To simulate an even more realistic situation, planned areas with existing urban functions will lose population and employment if no replacing functions are established, encouraging developments during the session.
SprintCity v2.0 offers four new features: 1. Dynamic timetables for the public transport company The new public transport model is fully integrated in the core software of the simulation. A bandwidth of passengers per stop is used to evaluate the timetable according to revenue (train not too empty) and customer satisfaction (train not too full) - see screenshot on p. 8. Project partner Movares used Dutch Railway input for this improvement. During a simulation, the timetable may be adjusted in periods of four years, to alter levels of service and the stations where Sprinters (all stops) and Intercity trains stop. At each station, the increase in ridership can be evaluated and an estimate for the next four years can e made based on the spatial plans of the municipalities. In this way the public transport company, province and municipalities are provided with information that can optimise new service arrangements and spatial developments.
3. Adding the role of the province The province or city region player promotes overall cooperation and strategy, and controls development at the corridor level. The following features have been developed: a) The possibility of overview charts and other information on the corridor level can be shown during the session, so that the province can control the process and carry out discussions with all stakeholders, based on facts and figures. b) The province or region can choose an optimal location for the construction of a regional function (such as a hospital, school campus or recreation facility) that will increase traveller numbers.
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PROVINCE / REGION
PROMO-VIDEO
4. Multilingual user interface There is increased international interest for planning support tool ‘SprintCity‘. The software is therefore currently being prepared to support multiple languages. The first available international version will be in English.
Promo-video Because of the addition of the features mentioned above, a new promo-video will be created. The video will be available via Youtube, www.sprintstad. nl (Dutch version) and www.sprintcity.nl (English version).
existing urban programme in station area
available space for development
+
land use development
hidden demand: higher train frequency instantly increases the number of passengers
ACTIVITIES
(households and jobs within 1200m radius)
concurrent municipal land use plans
demand for urban programme
passenger/consumer organisations
+
+
TOD actor interaction national policy on urban growth and transport
regional policy for development and mobility
ACCESSIBILITY (transit connectivity)
+
connection to other modalities and road transport
strategy NS Dutch Railways
strategy ProRail infra manager
enhanced public transport system (i.e. higher Sprinter frequency)
station and infrastructure capacity
9
demand for public transport mobility
comfort, velocity, mobile internet service etc.
independent growth rate of passenger supply (2,5% / year)
PLANNING SUPPORT TOOL
CORRIDORS
EXPANSION OF SPRINTCITY CORRIDORS
Since the launch of the SprintCity prototype, simulation sessions have been organised for the Leiden-Schiphol corridor, including the recently opened station of Sassenheim and the planned station of Leiden Noord. This corridor is promising, as the current frequency is relatively low and many possibilities for development lie around the stations. Ridership can also greatly increase. Due to the noise restriction around Schiphol airport, housing cannot be built in many areas. Similarly, the current real estate crisis makes it difficult to develop offices and business parks in the area. In 2011, the Rotterdam-The Hague corridor was implemented, in close collaboration with StedenbaanPlus. This corridor presents a totally different challenge. Levels of service are already reasonably high and the development areas are located in existing urban areas. In some cases, such as the Schie-banks near the station of Delft Zuid, the transformation of existing districts can bring about urban densification. In other cases such as Rotterdam Central and The Hague Moerwijk, it is difficult to redevelop while maintaining the density
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IMPLEMENTED
PLANNED
of inhabitants and jobs at the current level. Three major station projects: The Hague Central Station, Delft and Rotterdam Central Station also lie along the corridor. Housing development around Schiedam Kethel is restricted due to the noise contours of the Rotterdam-The Hague Airport. This corridor simulation was played with policy makers and stakeholders from both The Hague and Rotterdam. At the beginning of 2012, the SprintCity Planning Support Tool was applied to the corridor of Utrecht-Rhenen-Ede-Wageningen (p. 11). The application was commissioned by the province of Utrecht and the Utrecht regional government. Currently, preliminary discussions for three new corridors are in progress. In collaboration with the province of Noord-Holland and various municipalities, the ‘Zaancorridor’ (Amsterdam Central - Heerhugowaard) will be examined and implemented in the SprintCity planning support tool. Several surveys have pointed out the development potential of this corridor, with its favourable position in the high-frequency rail programme and because of its proximity to Amsterdam. The simulation is expected
to be ready by the end of 2012. In collaboration with Jasper Bras (University of Delft) the Leiden-Alphen-Gouda corridor is expected to be implemented, as part of his graduation project on the spatial-administrative structure behind the recently failed project of the Rijn-Gouwelijn. There are also talks on implementing the Arnhem-Doetinchem corridor. The Arnhem-Nijmegen regional government is considering a commission within the research framework of Urban Regions in the Delta, at the Radboud University of Nijmegen. The simulation could be used to gain insight into the effects of housing plans and the planned new stations of Arnhem Pleij and Zevenaar Oost.
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Interested in applying the SprintCity planning support tool to your city or region? Please contact us at sprintstad@deltametropool.nl or +31 10 204 1599.
10
Corridor Den Haag - Rotterdam DEN HAAG CS (Downtown) 17.770 7.726 52.602 14.170
inwoners woningen werknemers in- en uitstappers
SprintStad is een initiatief van Vereniging Deltametropool in samenwerking met TUDelft en Movares www.sprintstad.nl SprintStad@deltametropool.nl
DEN HAAG HS (Rand van vele steden) 49.795 inwoners 21.650 woningen 21.808 werknemers 14.357 in- en uitstappers
gemeente DEN HAAG
HAAGLANDEN
DEN HAAG MOERWIJK (Rand van vele steden) 44.650 19.413 8.746 10.695
inwoners woningen werknemers in- en uitstappers
RIJSWIJK (Boven-regionaal knooppunt) 24.214 10.528 15.195 7.942
inwoners woningen werknemers in- en uitstappers
> Sprinter Den Haag CS - Roosendaal (2) > Sprinter Leiden - Dordrecht (2) > Intercity Amsterdam - Vlissingen (2) > Intercity Amsterdam - Dordrecht (2)
gemeente RIJSWIJK
# INWONERS 291.525
DELFT (Rand van vele steden) inwoners woningen werknemers in- en uitstappers
swe R ij k
47.598 20.695 16.327 12.873
g A1
DELFT ZUID (Klein-stad) inwoners woningen werknemers in- en uitstappers
3
24.449 10.630 8.540 6.652
Overzicht corridor
Den Haag HS
20KE contour
Den Haag Moerwijk
Rijswijk
2010-2014
68 ha
2014-2018
113 ha
2018-2022
# WERKNEMERS 177.430
125 ha
2022-2026
# IN- EN UITSTAPPERS 94.247
106 ha
2026-2030
Ecologische HoofdStructuur
luchthaven ROTTERDAM - THE HAGUE
gemeente SCHIEDAM
ROTTERDAM CS (Creatieve stad) 51.886 22.559 32.726 16.994
SCHIEDAM KETHEL (Buitenplaatsen) 5.762 2.505 8.066 2.768
inwoners woningen werknemers in- en uitstappers
Schiedam Centrum SCHIEDAM CENTRUM (Randstad hubs)
Rotterdam CS
76 ha
# WONINGEN 126.750
Delft
Schiedam Kethel
Prognose op basis van inventarisatie bij de gemeenten en provincie. Totaal 488 ha.
ROTTERDAM RIJNMOND
Den Haag CS
Delft Zuid
ONTWIKKELGEBIEDEN lokaties, capaciteit en fasering
25.401 11.044 13.420 7.796
inwoners woningen werknemers in- en uitstappers
gemeente ROTTERDAM
inwoners woningen werknemers in- en uitstappers
SprintCity
UTRECHT PROVINCE
SPRINTCITY IN UTRECHT
To gain insight in the opportunities for transitoriented development, the province of Utrecht and the regional government of Utrecht started a joint project for a simulation using the SprintCity Planning Support Tool. Implementation and coordination was carried out by the Deltametropolis Assocation and SprintCity-partner Movares. The Corridor The simulation concerns the Utrecht-Rhenen corridor, including the Utrecht Vaartsche Rijn station (under construction) and the branch to Veenendaal-De Klomp and Ede-Wageningen. All of the municipalities of the Utrecht corridor supplied input for the simulation and played their own role during the simulation session. The corridor is situated parallel to the A12 motorway, providing a variety of functions and living environments. The corridor is part of the national high-frequency rail programme (PHS), which will increase its service levels around 2020. To the west of this corridor lies the urban area of Utrecht; a spatially dynamic area which includes the stations Vaartsche Rijn and Utrecht Central. Many substantial
PLANNING SUPPORT TOOL
UTRECHT - RHENEN CORRIDOR
urban regeneration projects lie in the area, including the station area of Utrecht Centraal, the industrial strip along the Merwede canal and the Rotsoord district. The centre of the corridor crosses the Utrechtse Heuvelrug nature reserve, where building restrictions and ecological and recreational developments play an important role. The Food Valley area to the east of the corridor presents potential for growth and further urbanisation. Interestingly, several promising station areas are intersected by municipal boundaries, such as Driebergen-Zeist, VeenendaalDe Klomp and the possible new station to the south of Veenendaal. These situations give extra momentum to the simulation sessions and provide stakeholders with new insights.
• What is the spatial capacity of the corridor, and when does that capacity become available? • Is it possible to create enough ridership within different scenarios to support frequency increase of the train services on the corridor? • What types of station areas are located on this corridor, and which stations are likely to compete or cooperate in development? • Can the province and city region play a coordinating role in the development of the corridor?
The process Hypotheses and market scenarios were investigated and elaborated with a stakeholder team, consisting of the municipalities of Utrecht and Veenendaal, the province and the regional government of Utrecht. The following questions were addressed:
Scenario 1 ‘Compact Progressive‘ allows for a high degree of control on transit-oriented development. Through coordination of province and region, in collaboration with the municipalities, a significant part of the market demand for the urban programme can be realised near public transportation clusters. This scenario is based on an increasing de-
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Two different market scenarios were created, both of which take into account the current real estate crisis and the overarching need for new homes on the corridor:
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Simulation in Utrecht
Corridor Utrecht - Rhenen - Ede-Wageningen UTRECHT CS (Downtown) 45.063 19.593 44.965 18.104
inwoners woningen werknemers in- en uitstappers
DRIEBERGEN - ZEIST (Klein-stad)
BRU
4.197 1.825 6.297 2.125
inwoners woningen werknemers in- en uitstappers
MAARN (Intensieve Bedrijvigheid) 5.890 2.561 1.031 1.388
inwoners woningen werknemers in- en uitstappers
VEENENDAAL - DE KLOMP (Boven-regionaal knooppunt) 1.952 849 4.898 1.372
gemeente ZEIST 1.111 woningen
gemeente UTRECHT 9.588 woningen
inwoners woningen werknemers in- en uitstappers
38.895 16.911 12.192 10.231
inwoners woningen werknemers in- en uitstappers
Overzicht corridor > Sprinter Uitgeest - Rhenen (2) > Sprinter Utrecht - ’s Hertogenbosch (2) > Intercity Schiphol - Nijmegen (2) > Den Helder - Arnhem (2) # INWONERS 148.340
BUNNIK (Boven-regionaal knooppunt) 3.700 1.609 4.906 1.735
gemeente VEENENDAAL 6.849 woningen
VEENENDAAL WEST (Buitenplaatsen)
inwoners woningen werknemers in- en uitstappers
12.946 5.629 1.742 2.946
Rijksw
inwoners woningen werknemers in- en uitstappers
Zuid-Oost Utrecht
ONTWIKKELGEBIEDEN lokaties, capaciteit en fasering
gemeente RHENEN 1.416 woningen
VEENENDAAL CENTRUM (Klein-stad) 21.344 9.280 7.013 5.713
inwoners woningen werknemers in- en uitstappers
eg A12
VEENENDAAL ZUID (Buitenplaatsen) 4.413 1.919 4.192 1.721
Prognose op basis van inventarisatie bij de gemeenten en provincie. Totaal 860 ha. 118 ha
inwoners woningen werknemers in- en uitstappers
gemeente EDE 1.250 woningen gemeente HEUVELRUG 914 woningen
inwoners woningen werknemers in- en uitstappers
2010-2014
# WONINGEN 68.309
241 ha
2014-2018
147 ha
2018-2022
# WERKNEMERS 94.449
173 ha
2022-2026
# IN- EN UITSTAPPERS 50.595
181 ha
2026-2030
Prov. contouren stedelijk gebied
EDE - WAGENINGEN (Buitenplaatsen) 9.940 4.322 5.349 3.126
gemeente BUNNIK 2.125 woningen
VAARTSCHE RIJN (Stad van de Toekomst)
FoodValley
Ecologische HoofdStructuur
III
IV RHENEN (Buitenplaatsen)
SprintStad is een initiatief van Vereniging Deltametropool in samenwerking met TUDelft en Movares www.sprintstad.nl SprintStad@deltametropool.nl
8.765 3.811 1.864 2.134
inwoners woningen werknemers in- en uitstappers N
alle gegevens gelden voor de stationsomgeving R = 1.200 meter
SCENARIOS
RESULTS AND PUBLICATION
Results On the 14th of April, a simulation session was held with the province, regional government and virtually all municipalities on the corridor. The simulation confirmed some well-known phenomena: for instance that the two strongest urban regions on the corridor are Food Valley and Utrecht and that many small municipalities desire to remain green and village-like, whilst the province has the conflicting desire to make optimal use of the main infrastructure through compact city development. From collaboration with and between municipalities better results can be achieved at both the station and corridor levels. Directing TOD through the province was regar149,37 ontwikkelruim ded as a positive 109,89 step by all stakeholders. per station en per per
mand for high density urban environments around the clusters. In this scenario, the capacity of the station area is fully exploited. Scenario 2 ‘Suburban‘ features fewer possibilities for government control and emphasis on the free market situation. In this scenario, there is a considerable demand for living and work environments in low and medium-high densities. The demand for high densities increases after the crisis, but much less than in the first scenario. This scenario explores the possibilities of increasing train frequencies in a non-TOD situation. Ede-Wageningen
The plans and ambitions of the municipalities on the corridor were surveyed and mapped. Not only 20,43 did it show where developments may take place, but also at which point in time. As a whole the corridor can develop 860 hectares by 2030, enough for a new network city of approximately 23,000 inhabitants. 1,03 Which would be linked to the existing public trans29,95 port system and the A12 motorway. Veenendaal-De Klomp
Next Steps The simulation will play a role in the167,27 creation of the new Mobility Act of the province of Utrecht 79,20 and in the TOD policy of the city region. An article about the SprintCity application in Utrecht will be published in the journal S + RO in February 2013.
Rhenen
Veenendaal Zuid
Veenendaal Centrum
Veenendaal West Maarn
Driebergen-Zeist
103,75
Bunnik
I
2018-2022 2022-2026 2026-2030
II
52,57
Utrecht CS
20,00
40,00
60,00
80,00
100,00
MARKET DEMAND 120,00
140,00
160,00
180,00
300
scenario 1 Compact Progressief
8.000
aantal woningen (SprintStad)
aantal woningen (SprintStad scenario)
5.138
1.742
2014 - 2017
4.940
2.457
2018 - 2021
4.196
4.627
2022 - 2025
3.967
6.594
2026 - 2030
4.669
6.953
TOTAAL
22.910
22.373
6.000 200 5.000
ha
2010 - 2013
7.000
250
geplande woningen (provincie)
150
4.000
woningen
0,00
Totaal hectares
57,66
SCENARIOS
woningbouwplannen (data provincie)
2014-2018
88,98
Utrecht Vaartsche Rijn
periode
2010-2014
3.000
ontwikkelruimte
100
Marktvraag in hoofdcategorieën
totale marktvraag
WONEN stedelijk + hoogstedelijk
BEDRIJVENTERREIN klein en rand + gewoon
WONEN dorps + landelijk + bij groen
VOORZIENINGEN stedelijk + hoogstedelijk
KANTOREN perifeer + hoogstedelijk
VOORZIENINGEN dorps + landelijk + bij groen
2.000 50 1.000
categoriën marktvraag
0
0 2010-2013
III
2014-2017
2018-2021
2022-2025
IV
14
2026-2030
(periode)
MOLSTER STEDENBOUW
WALKABILITY
FOOTSTEPS AROUND THE STATION KLINIEK
18 4
16
14
12
17
13
8
9
11 5 7
10
6 21 22
1 2
Space Syntax 3
20
0
0 4 1 >
0 1
40
0
-
1
1 -
200
23
11
80
50
-
<
8
0
5
0
Integratie 800m
400
800 m
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II
DESTINATIONS NEAR STATIONS
CONCLUSIONS
â&#x20AC;&#x2DC;Footsteps around the Stationâ&#x20AC;&#x2122; is a research project by urban planning firm Molster Stedenbouw, and funded by AgentschapNL. It concerns the walkability and densification of the urban fabric around stations. Walking and cycling are increasingly important forms of transport preceding or following a trip with the public transport system. They therefore also encourage commercial activities in railway station areas. What environmental factors are important? What strategy could municipalities implement to make the most of pedestrians around stations? The Deltametropolis Association and Delft University of Technology have analysed 40 stations on their building densities (Spacemate method); accessibility via public transport and road networks; connectivity of the street pattern around stations (Space syntax); modal split of pre-and post-transport; parking fees and the presence of crowd-pullers such as schools, institutions and recreational functions. A regression analysis was performed to examine correlations between the investigated factors. The final aim is to give the municipality of Nijmegen recommendations regarding their station area.
Conclusions As expected it was discovered that there is a strong link between train ridership and population density (or the density of inhabitants and jobs around the station). The presence and size of educational institutions also increases the number of train passengers. The more train travellers at a station, the fewer the number of people who travel to the station on foot. This may be explained by the availability of complementary transport modes at bigger stations for pre and post-transport, such as bus, tram and metro. Despite constant government policy to encourage commuting by train, there has not been an increase in train travel near government institutes. Remarkably though, the more jobs in services, the smaller the proportion of people that walk to the station. This first analysis shows that certain correlations should be further investigated in order to propose clearer applications and give planning advice.
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Amsterdam Sloterdijk
TOP 3 EMERGING SECTORS
Zaandam
IT services
IT services
accomodation
drinking water distribution
oil and gas extraction
waste water treatment
Koog Bloemwijk security and intelligence
Koog Zaandijk
Wormerveer
employment agency
accomodation
telecommunications
research & development
insurance and pension funds
furniture
civil engineering
waste treatment and recycling
Krommenie Assendelft
Uitgeest
rubber and plastics
IT services telecommunications
veterinary services
veterinary services
publishers
Castricum
veterinary services
transport (water research & development
agriculture
IT services
transport and storage
other production
research & development
sports and recreation
film and television
paper and cardboard
furniture
art
other production
travel agency
finance IT services
real estate
holdings
transport and storage
financiĂŤle diensten
IT services
facililty management
machinery and equipment
industrial design
holdings
art
research & development
rubber and plastics
lotteries and casinos
1000%
film and television
2000%
facility management
3000%
legal and administration
4000%
printing and copying
publishing
employment agency
other business services
finance
metal products
civil engineering
textile
facility management
car and machine rental
food
finance
electronics
wood working
telecommunications
wood working
automobiles
-100%
TOP 3 GROWTH AND DECLINE
chemical products
0% -50%
Castricum
Heiloo Uitgeest Alkmaar Koog-Bloemwijk
Krommenie-Assendelft
Alkmaar
Wormerveer
Amsterdam Sloterdijk Zaandam
Koog Zaandijk
H
jobsc
corridor Amsterd
other business services facility management
IT services
employment agency
other transportation
post and courier
oil and gas extraction
construction and development
leather and leatherware
facility management
finance
real estate
other services
machinery and equipment
culture and nature institues
employment agency
mining services
chemical products
publicity and marketing
accomodation
machine and equipment repair
automobiles and trailers
wholesale
chemical products
Den Helder
industrial design
real estate
machine and equipment repair
architecture/engineering
paper and cardboard
IT services
public administration
machinery and equipment
rubber and plastics
other production
IT services
employment agency machinery and equipment
publishing
other business services
transport (water)
computer electronics
other production rubber and plastics
mineral products
real estate
security and intelligence
Anna Den Helder Paulowna Zuid
printing and copying
oil and gas extraction
Schagen
metal products
telecommunications
employment agency
civil services
food
IT services
civil engineering
telecommunication
publishing post and courier
sports and recreation
research & development
Heerhugowaard
food
architecture/engineering
machine and equipment repair
machine and equipment repair
computer repair
paper and cardboard
transport (land)
research & development
Alkmaar Noord
wood working
Alkmaar
employment agency
food
r)
Heiloo
other business services
m
The corridor Amsterdam Sloterdijk - Den Helder connects a series of dynamic locations in the rural North of the province Noord-Holland to the major economic centre Amsterdam. â&#x20AC;&#x2DC;Dynamicâ&#x20AC;&#x2122; means here, that the corridor concentrates many employers (dark yellow), that many jobs are being created (grey) and that also many jobs have been lost (blue). The black areas remained stable in terms of job opportunities in 15 years time. In the catchment areas of the railway stations on the corridor the number of jobs increased from 102.088 to 127.180 (25%) between 1996 and 2010. In the provincie Noord-Holland as a whole this number increased from 916.854 to 1.192.204 (30%) in the same period. Between 1996 and 2010 this corridor generally experienced an economic shift from production towards service, culture and recreation. Den Helder Zuid
r Noord Schagen
Anna Paulowna
Den Helder
Heerhugowaard
railway
cape
top 3 emerging sectors employment growth 1996 - 2010 (interpolated job landscape, based on employment
bs 0
jo 10 > th ow gr
th
jo
bs
bs 50
-1
00
0 -5 10
th ow gr
ow gr
-1 le
ab
jo
bs jo
0 +1
0
e in cl st
a
10
> e in
de
cl
-5
50
0
jo
jo
bs
bs
mutations at the 6-digit postal code level)
de
dam - Den Helder
companies / employers
Deltametropolis Association, 2012 data source jobs: Ministry of Infrastructure and the Environment (LISA)
PLANNING SUPPORT TOOLS
CONNECTIVITY
ACCESSIBILITY: PLANNING SUPPORT TOOLS
Complex issues, such as transit-oriented development, require a multidisciplinary approach and the involvement of large numbers of stakeholders. In addition many dynamic socio-economic factors, network and spatial aspects play a role. How can decision-making be supported in such a context? In both the Netherlands and other locations, planning and policy support tools are being developed as an important step to answering these complex problems. PhD candidate Marco Brรถmmelstroet (University of Amsterdam) has conducted a research on accessibility and the use and effectiveness of such tools in practice: SNAMUTS, developed by Curtin University (Perth) and RMIT (Melbourne), offers the possibility to combine several indicators of public transport accessibility and the evaluation of different scenarios in an urban transport network. By benchmarking several cities, comparisons can be made between the quality of the public transportation systems.
I
II
CURTIN UNIVERSITY / RMIT
GOUDAPPEL COFFENG & KPVV
Very Good (22.5-25 points)
Katwijk
Good (20-22.5 points) Above Average (17.5-20 points)
Leiden
Average (15-17.5 points) Below Average (12.5-15 points) Poor (10-12.5 points) Minimal (2.7-10 points) Urbanised areas without minimum service
SNAMUTS
Excellent (25-34.4 Very good (25 - 32 points)
Alphen a/d Rijn
Average: 14.9 Den Haag
Zoetermeer
Gouda
Delft Schiedam
Rotterdam
Spijkenisse
spatial network analysis for multimodal urban transport systems
20
Zuid Holland 2010
Composite Public Transport Accessibility Index
Dordrecht
SNAMUTS applied to the Randstad Holland (2012)
Mobiliteitsscan bicycle isochrones (fictional case, 2012)
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COMPARISON
SUPPLEMENT
The Mobility Scan (mobiliteitsscan.nl and bereikbaarheidskaart.nl), developed by Goudappel Coffeng and KPVV, offers a platform which evaluates infrastructural interventions, both in road traf traffic andpublic transport. With little preparation, end users are able to operate this application themselves. Urban Strategy, developed by TNO, combines multiple spatial models in a GIS environment. It presents a detailed prediction of the effects of spatial interventions such as buildings and noise reduction walls. However, it focusses mainly on environmental issues and less on public transportation and the socio-economic dimensions. Sustainability Performance on Location (duurzaamheidsprestatie op locatie), developed by the University of Amsterdam, is a scorecard for sustainable area development. The user enters key data of a spatial plan into the spreadsheet and receives a score per partial aspect. Although accessibility is one of the sustainability indicators, this is not the primary focus of the tool.
SprintCity Planning Support Tool, developed by the Deltametropolis Association, Delft University of Technology CPS and Movares, is more focused on strategy and interaction between stakeholders and makes use of a simulation game setting (p. 8). Little prior TOD knowledge is needed to be able to use the tool. By putting â&#x20AC;&#x2DC;humans in the loopâ&#x20AC;&#x2DC; the simulation works well to draw conclusions about policy developments in the real world. The quantitative predicting power of the model is limited, however.
I
II
TNO
IVAM
Urban Strategy (Sound in 3D, 2012)
DuurzaamheidsPrestatie op Locatie (demo sustainable mobility, 2012)
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IV
In summary, each tool has its specific focus and consequently strengths and weaknesses. On the whole they are complementary to each other, rather than in competition. Therefore, joint projects are possible that combine several tools. In certain cases, such as a rail corridor, extra dimensions can thus be included in the analysis and provide an interdisciplinary perspective. The possibilities for collaboration are currently being explored.
19
TOD
NOORD-HOLLAND
TRANSITORIENTED DEVELOPMENT
‘Making better use of station areas in NoordHolland’ is a project comprised of three parts: Current, Possibilities and Opportunities. ‘Current‘ assesses the qualities of the current situation and includes land use, accessibility and existing densities. The second part ‘Possibilities’ analyses ambitions, plans and obstacles surrounding each node. And part three ‘Opportunities’ explores future possibilities for the network. On the 6th of September, the results of the first phase were presented, in Amsterdam, to a team of TOD experts. The presentation of phase two takes place in November and the final presentation is scheduled for January 2013.
NOORD-HOLLAND
In collaboration with the province of NoordHolland, a network of over 60 nodes and their respective corridors is being examined for opportunities of future development.
Read more on this presentation or view the corridor posters at www.sprintcity.nl.
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HYPOTHESIS
APPROACH
Hypothesis By making better use of already existing (rail)infrastructure: 1. a coherent urbanisation strategy for new homes and other urban programs is developed for already easily accessible locations; 2. the urban system of the North Wing of Randstad Holland is reinforced by the various spatial qualities which exist elsewhere in the province’s network; 3. the Dutch cultural landscape is spared; 4. the number of users increases and results in a more cost-effective and increasingly more frequent collective transport system. This is better for the environment and in line with societal trends.
2. understanding the preconditions for TOD; 3. coordination between spatial development and mobility in the existing corridors; 4. TOD coordination on corridor and network scale. The results will be combined in an extensive book, in which all nodes are compared and the opportunities for corridor development are presented. APPM consultants collaborates with stakeholders on the Zaancorridor (Amsterdam-Heerhugowaard), in the framework of this research. Not only municipalities are taken into account but also major companies and housing corporations along the corridor. The corridor scale is optimal for TOD coordination, since meetings can quickly be set up with all the relevant agents on this level, while the (too limited) local scale is transcended. The SprintCity Planning Support Tool will be applied to the Zaancorridor in cooperation with Movares. The prognosis is that this project will be an important step towards succesful TOD in the province of Noord-Holland.
Approach The project is explorative, analytical, interactive and communicative. It gets municipalities, carriers, investors and stakeholders into a dialogue with the province or region. The approach is based on: 1. creating awareness and concretization of the qualities and opportunities of TOD; III
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CORRIDOR DEFINITION
CURRENT
Phase 1 - Current The analysis of all existing research and data was foremost aimed at creating logical corridor defidefi nitions, which do justice to the centrality of Amsterdam and regional sub centers, such as Alkmaar and Hoorn. The experts indicated that the connections of each corridor to the Amsterdam railroad ring need further elaboration. A great diversity of corridors appears to exist. The Zaancorridor, for example, is fairly mono-functional and shows mostly low densities despite its central position in the network. The corridor Amsterdam-Hilversum-Utrecht is strikingly urban, with a great diversity of living environments and destinations along the line. The corridor AmsterdamEnkhuizen contains many spatial plans within the areas surrounding the stations, both in Purmerend and in the ‘ SeedValley’ area of Enkhuizen. Bus rapid transit (BRT) turns out to be a very important alternative transport link between Purmerend and Amsterdam. The SprintCity team searches for the most distinctive indicators in terms of nodes and corri-
Den Helder - Alkmaar
Hoorn - Alkmaar - Amsterdam
Enkhuizen - Hoorn - Amsterdam Hoorn - Alkmaar - Amsterdam
Amsterdam - Haarlem Uitgeest / Zandvoort / Leiden
Ring Amsterdam
Haarlem - Amsterdam
Utrecht - Hilversum - Amsterdam
Leiden - Amsterdam
Utrecht - Amsterdam
II OPPORTUNITIES
dors, that show the strongest opportunities for TOD. Because the corridors are extremely varied, the resulting strategies will be corridor-specific, depending on critical factors in a specific situation and the policies that are being made in that area. For example, does one want to stimulate chain mobility or spatial development? The number of visitors of beaches and recreational places, event locations, shopping areas and cultural clusters can provide important insights in the specifics of different corridors.
and plans differ greatly from one municipality to the next. Approximately 2,800 hectares of plans exist within the station areas of Noord-Holland, these plans are divided into approved and intended plans. Preview phase 3 - Opportunities This research aims to analyse opportunities and provide tools for successful TOD in Noord-Holland, especially on the corridor level. Currently, no consensus exists on the topic among province politicians. In the meanwhile municipalities have made concrete plans and struggle to realise them. The main research question in this phase is therefore: “How can the province effectively facilitate and coordinate TOD?” The development of station typologies is the main instrument to tackle this. Not merely as descriptions of the present situation, but as an indicator for opportunities for change. Local ambitions and province coordination on (rail) corridors are required to make this work.
Phase 2 - Possibilities More than 30 municipalities are currently being interviewed. TOD-barriers such as environmental restrictions around stations and UNESCO world heritage sites are being mapped as well. It turns out that the compact-city policy by the province in many cases counteracts local TOD-policy. Some municipalities have made plans near stations, which fall outside of the permitted boundaries. This frustrates the optimal use of accessible land. Ambitions III
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NORTH HOLLAND
WORK IN PROGRESS
September 6th TOD expert meeting in Amsterdam EXPERT TEAM ATTENDEES: Paul Chorus (Province Noord-Holland) Jan Duffhues (Movares / UvA) Tjitske van Erp (APPM) Bart van der Heijden (DRO / MRA) Jaap Modder (GO Spoor)
Grondgebruik
10.04
10.05
Plannen Woningbouw
Nieuwe Kaart
Dichtheid (woningen/ha bebouwd gebied)
8.03
Duivendrecht
93
24%
63
21%
56
27
8.04
Diemen Zuid
8.05
Weesp
30
30
12.07
NaardenBussum
12.06
Bussum Zuid
22
12.03
12.02
43.529
20.062
16.331
4.762
17.374
4.042
6.860
6.240
14.322
12.932
9.133
5.277
16.910
6.669
11.934
2.312
11.657
10.670
21.767
11.470
12.287
11.833
1.549
271
35.861
10.330
30.173
45.279
49%
79%
10% 13% 74%
16% 26%
10% 21%
56%
65%
8% 92%
10% 41%
41%
7%11% 34%
Arbeidsplaatsen per sector
46%
22
46%
39
14% 15% 33%
24
10% 11%72%
Hilversum Noord 54%
Hilversum
36%
Hilversum Sportpark
Hollandse Rading 43%
55%
Utrecht Overvecht 54
11.01
26%
36
14
12.01
Inwoners per leeftijd
Amsterdam Sciencepark
Diemen
12.04
Woonmillieus (ABF)
Amsterdam Muiderpoort
10.06
12.05
Joost Schrijnen (Province Zuid-Holland) Thomas Straatemeier (Goudappel Coff.) Joost de Waal (NS travellers) Miran Wiersema (APPM) Deltametropolis Association
26%
33%
38%
Utrecht CS 75
Totaal
15.196 woningen
1.212 ha
gemiddelde: 42 woningen/ha
8% 17% 19%
56%
249.687 inwoners
152.149 arbeidsplaatse
Daily work taking place
Visit and interview in the Zaanstad municipality PRINCIPALS IN THE PROVINCE OF NORTH HOLLAND:
DELTAMETROPOLIS ASSOCIATION TOD RESEARCH STUDIO:
Tjeerd Talsma (Executive councillor, responsible for spatial planning) Daphne Rigter (Project leader, TOD) Shirin Jaffri (Project leader, Taskforce Space optimisation) Paul Chorus (Advisor, TOD) Bart Witteman (Urban planner)
Paul Gerretsen (Agent, Deltametropolis Association) Merten Nefs (Project leader, SprintCity) Miriam Ram (Project leader, research Noord-Holland) Mariana Faver Linhares (Designer / Researcher) Katherine VanHoose (Trainee) Ernst Kuilder (Trainee)
Grote werkgevers
en
OV Bereikbaarheid
Auto Bereikbaarheid
Netwerkwaarde OV (score)
Netwerkwaarde Weg (score)
Stallingscapaciteit fiets
Aantal parkeerplekken
Verplaatsingen in corridor In- en uitstappers
STADS BUS
Amsterdam Muiderpoort
9.250
STOP
TRAM
€
3
2.996 (x 1000)
1.762 (x 1000)
560
70
554 - 100% bezet + 740
0 - nvt
Amsterdam Sciencepark
STADS BUS
1.069
STOP
1
2.914 (x 1000)
2.021 (x 1000)
160
200
204 - 25% bezet
5 - 100% bezet
Diemen
STADS BUS
STOP
3.816
€
1
2.882 (x 1000)
2.328 (x 1000)
185
260
816 - 60% bezet + 76
90 - 90% bezet
Duivendrecht
STADS BUS
IC
12.392 METRO
€
2.767 (x 1000)
1.983 (x 1000)
260
1130
612 - 83% bezet + 178
201 - 10% bezet
Diemen Zuid
STADS BUS
5.738
STOP METRO
€
4
2.884 (x 1000)
2.063 (x 1000)
450
215
75 - 95% bezet
256 - 65% bezet + 64
Weesp
STADS BUS
9.517
STOP
STREEK BUS
2.364 (x 1000)
1
1.998 (x 1000)
165
430
360 - 100% bezet
1.173 - 76% bezet
IC
NaardenBussum
12.223 STREEK BUS
2.754 (x 1000)
2.301 (x 1000)
95
535
105 - 41% bezet
1.866 - 76% bezet
Bussum Zuid
3.475
STOP STREEK BUS
€
2.499 (x 1000)
2.013 (x 1000)
175
285
400 - 90% bezet
279 - 100% bezet
+ 76
Hilversum Noord
3.078
STOP STREEK BUS
€
3
2.186 (x 1000)
1.838 (x 1000)
195
285 STADS BUS
58 - 93% bezet
144 - 91% bezet + 32
IC 2.034 (x 1000)
1.668 (x 1000)
Hilversum
19.810
€
STREEK BUS
125
1.140
3.077 - 64% bezet
90 - 44% bezet
+ 1.500
4.502
Hilversum Sportpark
943
Hollandse Rading
5.946
Utrecht Overvecht
STADS BUS
IC 1.962 (x1000)
4
1.531 (x 1000)
STREEK BUS
115
600
572 - 73% bezet
310 - 70% bezet
STOP
1.487 (x 1000)
1.473 (x 1000)
135
150 STADS BUS
IC STREEK BUS
2.053 (x 1000)
1
1.972 (x 1000)
STADS BUS
620
165
Utrecht CS
IC 13
2.041 (x 1000)
1.574 (x 1000)
110
2.670 METRO
STREEK BUS
31 bedrijven
corridor: 33.823.000 per station: 2.415.000
26.525.000 1.895.000
corridor: 9.300 per station: 664
169.759
corridor: 2.185 per station: 156
9.674 + 2.666
1.573 parkeerplekken
261.518 in- en uitstappers
SPRINTCITY
INTERNATIONAL
SPRINTCITY
Transit-oriented development and public transportation corridors are a ‘hot topic’ in the Nethlerlands as well as internationally. Armed with a folder in English and a ‘SprintCity‘ presentation at the 2012 BUFTOD conference in Paris, the SprintCity team has made the first step towards collaboration
INTERNATIONAL
AA London Kentucky University Perkins+Will Atlanta
NL
Oostenrijk BUFTOD Parijs KU Leuven Alicante University
Volgograd
SprintCity knowledge network contacts 2012
Mexico
Hong Kong University MTR corporation
Bogotá
Rio de Janeiro São Paulo
II
Curtin University Perth Urbano Magazine
PLANNING SUPPORT TOOL
CO-PRODUCTION
across borders. Not only can the Dutch integrated methods be applied to international TOD cases. But a lot can also be learned from foreign approaches and projects, as is already evident through our current contacts in Asia and North America (see map above). Links with foreign universities, governments and stakeholders play a large role in the further development of SprintCity and knowledge development in this field. As a result of our experiences at BUFTOD, the possible implementation of the SprintCity Planning Support Tool has been discussed with TOD-experts from the regions of Alicante, Spain and Volgograd, Russian Federation. The problems that currently exist there present an excellent opportunity for employment of SprintCity. Practical obstacles - such as distance, language and budget - create barriers that, for the time being, obstruct implementation. SprintCity is also in contact with a trade delegation from Austria (via project partner Movares). This delegation will take part in a SprintCity simulation session in early 2013. The possibility of tackling TOD-challenges in Australia, in collaboration
with the SNAMUTS team from Perth (p. 18), is also being researched. Appropriate subsidies are needed to make this happen. South America offers specific opportunities. In Brazil, Colombia and Mexico a great number of new transit lines are being built and operationalised - in particular bus rapid transit (BRT), but also light rail and metro. In many cases these systems are built without optimising the relationship between the improved accessibility and possible spatial developments around stations. At the moment, very little research is being carried out to increase their longterm impact and potential. SprintCity is in contact with city planners, transit companies and researchers in Rio de Janeiro and São Paulo to explore future collaboration on an international scale. The municipality of Bogotá, for example, believes the SprintCity Planning Support Tool can serve as a strategic tool for mobility experts in their BRT developments. Collaboration with PhD researchers from Delft University of Technology who have recently been in contact with specialists in Mexico - is also being worked out.
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INTERNATIONAL
BELGIUM
SPRINTCITY IN BELGIUM
On the 8th of May 2012, David Dooghe and Merten Nefs (Deltametropolis Association) visited the station areas of Leuven and Liège. During a meeting with Flemish PhD researchers Erik de Deyn and Matthias Blondia (Leuven University) their research on regional rail infrastructure in Flanders was discussed. This research takes place in a design/ research studio, led by the renowned city planner Marcel Smets. As a result a SprintCity simulation session is scheduled for the 23rd of November at Leuven University. Belgian railways NMBS, transporter De Lijn, consultants of Arcadis and Grontmij as well as urban planners and members of the user group of the research will be present.
Liège Guillemins, gare TGV
Liège Guillemins Calatrava’s iconic station building in Liège has gained international attention from the architecture and planning community. Overnight, this terminal has transformed Liège into the main high-speed railway station serving the South of the Netherlands.
I
II
STATION AREA
SIMULATION SESSION LEUVEN
Despite the impressive panoramic view of the city, visible from underneath the canopy, the integration of the station with its surroundings remains weak. Plans have been made to build an avenue to connect the station to the Meuse river bank. Currently these plans only exist on paper, while the neighbourhood remains underdeveloped and the foreseen gentrification does not occur. Leuven CS The redevelopment of the Leuven railway station has established an important relationship between city centre and the neighbourhood of Kessel-Lo, which lies on the opposite side of the railway and has since seen great improvements. The new connection boosts the large scale development of the former locomotive factory in Kessel-Lo. It will be the focal point of future developments in Leuven, along with the Vaartkom port area. The station itself received a new tunnel, concourse and an integrated new parking garage in preparation for these new developments. Currently, the station area already provides an attractive public space and is pedestrian friendly. IV
Leuven CS, Kessel-Lo side III
25
INNOVATION CLUSTERS
LEIDEN BIO SCIENCE PARK
SCIENCE PARK OR SCIENCE CITY?
tries and other entities related to skills and technologies. This article discusses the urban planning challenges of science parks, by means of comparing Leiden Bio Science Park, Cambridge Hi-tech cluster and the inspirational case of Biopolis in Singapore.
Knowledge and innovation are regarded as the main catalyst of contemporary economies, where only continuous innovation can guarantee competitive advantage in the global economy. Science parks play a key role in this - they are the cluster formations combining universities, R&D facilities, indusI
A new science park model: connectivity and multiscalarity Today’s knowledge exchange is based on the fast flow of information between multiple actors. From the former isolated science parks, the tendency has moved towards a more integrated and linked model, which relies more on face-to-face interaction and proximity. A dense network of institutions in the surrounding area provides shared facilities and meeting places at the ground levels of the complex. Recreational water and green areas also increase spatial quality to the standards of the ‘creative class’. These upgraded campuses and science parks can globally be regarded as science cities. International links between science cities are essential (air and fast rail connections). Local and regional public transportation is necessary to integrate the whole knowledge cluster in the region (network value). II
CAMBRIDGE HIGH-TECH CLUSTER
SINGAPORE BIOPOLIS
Leiden and Cambridge Investments in biotechnology have increased the demand for high-skilled scientists and engineers, as well as for science park facilities. The Bio Science Park in Leiden (Randstad Holland) now faces the challenge of either intensification or extension. Compared to the Cambridge science park, Leiden is wellconnected by public transport and contains a good mix of entities on the campus. The monofunctional buildings do not generate street life however. Both developments are characterised by poor walkability and isolated buildings with no relation to the street, which are lined with parking spaces. Green spaces and water are merely used as buffers, strengthening the island-like formations, rather than providing a connecting recreational space.
neration. Key public and private research institutes have been mixed with housing, cultural and sport facilities and green areas, providing a rich civic environment where one can live, work and research. An important part of the One-North cluster is the biomedical R&D hub Biopolis: a vibrant cluster of mixed use buildings close to a metro station, which offers several services at the ground level and underground parking facilities. This gives rise to a dense complex, with vivid street life and meeting places. What can Leiden learn from Singapore? The proximity to the train station and the city centre makes Leiden’s Bio Science Park a great location for high quality housing. Mixing those functions may provide financing for urban redevelopment, where redundant spaces can be transformed to create a lively urban landscape with shared amenities and meeting places at the ground level. To compete with global knowledge clusters, the linkages between different universities and specialised industries need to be strengthened. The existing mobility system in the Netherlands may provide a backbone for such a regional innovation network, integrating strong specialised economic sectors. IV
During an internship, at Deltametropolis Association, architect Anke Wetzel investigated different models of innovation clusters, in relation to their connectivity and spatial TOD qualities: Leiden Bio Science Park, Cambridge Hi-Tech cluster and Biopolis Singapore. In 2013 she presents her Master Thesis on this topic at the Architectural Association in London.
Singapore In Asia, many examples of huge innovation clusters, multiple science parks integrated with universities and industries are forming dense top-down science cities. The One-North project in Singapore has adopted an interesting approach to sustainable planning and creating mid and long term value geIII
26
Cambridge, UK
Leiden, NL
Singapore, SG
airports and regional network
Cambridge
Leiden airport city center science park
Singapore
institutions and green areas
institutions site area
public transportation
highway train metro busstop trainstop P
P
P
P P
P
P
P
P P
P
P
P
P P
P
P parking
Singapore Biopolis
P
P
P
P
P
P P
P
P
P
P P
entrance delivery entrance pedestrian
P
P
P
P
P
P P
P
P
P
P
P
Leiden Bio Science Park
cluster organisation
P
SPRINTCITY
PLANNING
PLANNING 2012 - 2013
leader), Mariana Faver Linhares (designer/researcher) and Katherine VanHoose (intern, University of Kentucky) work at this task on a daily basis. In 2013, the goal is not to further expand the database of station areas, but to better analyse and understand the existing data. In the first semester of 2013, a book will be published with factsheets on the examined station areas, corridors and the transport network in the province of Noord Holland. A second goal is to launch a national TOD information system, in cooperation with the Ministry of IenM. The preparations for this system start in November 2012 with the assistance of Ernst Kuilder (intern, University of Wageningen). For the time being, the SprintCity Laboratory consists of a team of three designers/researchers and two trainees.
SprintCity has high ambitions for the first semester of 2013. The goals are divided into three areas: SprintCity Laboratory, SprintCity Planning Support Tool and SprintCity Platform. SprintCity Laboratory investigates station areas in the Netherlands. Multiple surveys from 2009 to 2012 have resulted in a database of over 120 station areas, a third of the Dutch stations. The identification of opportunities for transitoriented development in the province of Noord-Holland is currentely an important part of our activities. This project provides the opportunity to delve deep into the topic and to create specific development strategies on the corridor level. Miriam Ram (project
SprintCity Planning Support Tool is used by policy makers and TOD experts to simulate development of railway corridors over a period of 20 years. The new SprintCity v2.0 version of the serious game
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GOALS
is increasingly user-friendly, flexible and integrates the role of a provincial goverment and a transporter/ carrier in the simulation. The ambition for the Planning Support T Tool in 2013 is to become better utilized in a number of ways - by the local officials in provinces such as Utrecht (p. 12) and as an open tool available to third parties such as knowledge institutions, engineering firms, and governments. Utilisation of the tool in international TOD cases will also be further explored. Collaboration with complementary planning support systems seems obvious, and is currently being explored.
Paul Gerretsen, Joost Schrijnen, Pepijn van Wijmen and Nanet Rutten. The points of improvement are: 1. Start of a management task force to put TOD on policy agendas throughout the Netherlands. The necessary contacts have been established; 2. Production of the film “TOD - The Dutch W Way.” The goal is radical awareness, similar to the style of ‘An Inconvenient Truth‘ (documentary Al Gore, 2007); 3. Founding of a ‘transit-oriented development cooperation’ (name to be determined), where Dutch TOD experts discuss complex challenges in practice and can work together on TOD cases in joint projects. This cooperation is meant to become a primary source of integral TOD-knowledge and expertise for principal stakeholders.
SprintCity Platform continues to discuss and promote the topic of urban development, as it relates to transport nodes and rail corridors. In addition to the aforementioned TOD information system and Noord-Holland publication, the platform will partake in various presentations, debates and simulation sessions. Meanwhile, the TOD policy network BESTNET is being promoted and improved by its founders:
More information at: deltametropool. nl/en/BESTNET_pub
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WANTED! SPRINTCITY SEEKS PARTNERS SprintCity is an open, developing project. Apart from following the project (via the Updates, our website and twitter) you may also actively participate as a stakeholder or institution. Several parties have been working together towards innovative transit-oriented development under the umbrella of SprintCity. Interested parties not only gain useful knowledge and resources in the collaboration with other partners, but also have access to the existing information and resources that SprintCity has to offer. SprintCity is, among others, looking for:
PUBLIC ADMINISTRATORS
Transit-oriented development can only succeed if there are drivers within governments to push the importance of this topic higher onto political agendas. SprintCity can assist.
PLANNING SUPPORT TOOL USERS
The Planning Support Tool is ready to be applied and put into practice. We challenge organizations and creative minds to submit proposals for plugins or concrete alternative applications.
RESEARCHERS AND INTERNS
Talented researchers or GIS-experts/designers with sound proposals for projects or theses related to project SprintCity are kindly requested to contact us.
Deltametropolis Association P.O. box 600 3000 AP Rotterdam, The Netherlands + 31 10 204 1599 sprintstad@deltametropool.nl www.sprintcity.nl
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Visit the SprintCity webpage!
Send SprintCity an email!
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CONTACT
DELTAMETROPOLIS ASSOCIATION
Deltametropolis Association: Merten Nefs SprintStad@deltametropool.nl + 31 (0) 10 204 1599
The Deltametropolis Association is a broad public organisation that feels responsible for the sustainable development of the Dutch metropolis. The Deltametropolis Assocation brings businesses, public interest groups, research institutes and governments together. The Association makes it possible to work towards a widely supported design of the metropolitan area of Randstad-Holland, focused on welfare, prosperity and the strengthening of its international competitiveness.
TUDelft Gaming Street: Linda van Veen a.j.vanveen@tudelft.nl Movares: Jan Duffhues jan.duffhues@movares.nl Province of Utrecht: Bertus Cornelissen bertus.cornelissen@provincie-utrecht.nl
The Association is a sanctuary and think-tank that creates opportunities to to develop new ideas and a sharp discussion on the Deltametropolis, beyond the usual frameworks. It is a laboratory for promoting innovative topics and a platform for driving the discussion of our future metropolis. The association aims to guide this discussion on the development of the Dutch metropolis and promote the resulting ideas in a manner that they are put into practice.
Province of Noord-Holland: Daphne Rigter rigterd@noord-holland.nl
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