Urban planning and transport infrastructure …...ITF/TPRI Roundtable on Integrated Transport...

ITF/TPRI Roundtable on Integrated Transport Development Experiences of Global City Clusters 1

Challenge the future

Delft University of Technology

Urban planning and transport infrastructure provision in the Randstad, Netherlands – a global city cluster

Dominic Stead & Evert Meijers

The Netherlands • 16.8 million inhabitants

(64th largest population) • 17th largest economy • 450 people per km2

• 3.2% increase in population (2004-2013)

• 3.8% increase in urban population (2004-2010)

• 0.52 cars per capita • >1 bicycle per capita

China • 1,357 million inhabitants

(largest population) • 2nd largest economy • 141 people per km2

• 4.4% increase in population (2004-2013)

• 22.6% increase in urban population (2004-2010)

• 0.12 cars per capita

Modal split in the Netherlands

car (driver)49%

car (passenger)23%

train8%

bus/tram/metro3%

cycle8%

foot3%

other6%

car (driver)32%

car (passenger)14%

train2%

bus/tram/metro3%

cycle28%

foot18%

other3%

by distance by trip

Urbanisation in the Netherlands

1960 1965 1970 1975 1980 1985 1990 1995 2000 2005 2010

Netherlands

1960-2012 Netherlands 60-84%

USA 70-83%

China 16-52%

Urbanisation in the Netherlands, 1950

rijksoverheid.nl

Urbanisation in the Netherlands, 2010

rijksoverheid.nl

The Randstad

rijksoverheid.nl

• High-density, low-rise

• Large proportion of the country’s population

• No dominant core city

• Not a tier of government

• No official boundary

• One of Europe’s most populous metropolitan regions (after London, Rhine-Ruhr, Paris and Milan)

The Randstad

Contains the 4 largest cities in NL:

- Amsterdam (0.8 million)

- Rotterdam (0.6 million)

- the Hague (0.5 million)

- Utrecht (0.3 million)

Total population ≈ 7 million

> 40% of NL population

Another 7 cities with >100,000 residents:

Almere, Amersfoort, Dordrecht, Haarlem, Leiden, Zaanstad, Zoetermeer

Polycentric, networked urban structure

The Randstad

Complementary urban functions

- Amsterdam: culture and finance

- Rotterdam: shipping and trade

- The Hague: government and international organisations

- Utrecht: health and service sectors

Urbanisation and rail infrastructure development

Amsterdam

Rotterdam

The Hague Utrecht

d.kasraianmoghaddam@tudelft.nl

Rail network

fairriqh.nl

High-frequency (Randstad)

Busiest network in EU: >1 million passengers/day

Polycentric network less vulnerable to blockage

Commuting patterns – flows

The Hague

Rotterdam

Utrecht

Amsterdam

Ritsema van Eck, J. & Snellen, D. (2006). Is the Randstad a city network? Evidence from commuting patterns. Paper presented at the European Transport Conference, Strasbourg, 18-20 September 2006.

Commuting patterns – direction of flows

The Hague

Rotterdam

Utrecht

Amsterdam

symmetry

asymmetry

Ritsema van Eck, J. & Snellen, D. (2006). Is the Randstad a city network? Evidence from commuting patterns. Paper presented at the European Transport Conference, Strasbourg, 18-20 September 2006.

Burger, M. van der Knaap, B. & Wall, R.S. (2014). Polycentricity and the Multiplexity of Urban Networks. European Planning Studies 22(4) 816-840 http://dx.doi.org/10.1080/09654313.2013.771619

Commuting – lower-skilled

The Hague

Rotterdam

Utrecht

Amsterdam

Commuting – higher-skilled

The Hague

Rotterdam

Utrecht

Amsterdam

Business travel

The Hague

Rotterdam

Utrecht

Amsterdam

Shopping

The Hague

Rotterdam

Utrecht

Amsterdam

Urban networks

rijksoverheid.nl

Urban form, city clusters and urban performance • Ideas about city clusters

are not new

• Whether city clusters perform economically, environmentally or socially better than single cities of the same size has not been established conclusively

• Agglomeration benefits/ ‘borrowed size’ (+)

• ‘Agglomeration shadows’ (-)

Ebeneezer Howard 1898

Urban growth, 1950s • post-war reconstruction

• extensive city expansion, suburbanisation

• protection of the ‘Green Heart’

• concerns about overcrowding, air quality, healthy living conditions

• increasing motorisation, some cuts in rail infrastructure

Urban growth, 1960s-1980s

Almere (1976): 0.18m

Houten (1979)

Capelle aan den IJssel (1977)

Haarlemmermeer (1981)

Hellevoetsluis (1976)

Huizen (1967)

Lelystad (1967)

Nieuwegein (1974)

Zoetermeer (1962) 0.12m

Spijkenisse (1977)

Alkmaar (1972) Hoorn (1966)

Purmerend (1960)

Bontje, M. (2003). A ‘Planner's Paradise’ Lost? Past, Present and Future of Dutch National Urbanization Policy. Eur. Urban & Regional Studies 10(2) 135-151 http://dx.doi.org/10.1177/0969776403010002003

infrastruct.wordpress.com

ZOETERMEER

Rail backbone – local and regional

reflecturban.wordpress.com

Rail axis

Cycle network

Access restrictions for cars

Urban growth, 1990s-2010 • urban extensions

• compactness

• public transport services provided late

• proximity to motorways increased car-reliance

Urban growth, post-2010

Urban infill

Smaller-scale but not individual

Location strongly related to transport infrastructure

Key issues in transport policy

• dense road, rail and waterway networks – all heavily used • importance of the transport sector to the national and

regional economy

• linking the urban network • maximising the use of capacity • promoting more use of integrated modes • reducing adverse impacts (e.g. air quality; landscape

intrusion)

High-speed rail – linking the urban network

fairriqh.nl

120 km HST line

Completed in 2009 at a cost of €7,195 m

Delays due to safety system and rolling stock problems

High-speed rail – linking the urban network • HST routed

through the Green Heart

• 7.1 km tunnel constructed

beeldbank.rws.nl

Maximising capacity

Maximising the use of existing infrastructure

nrc.nl

Maximising capacity

Decision in 2007 that road pricing (per km) would be introduced

Possible way of reducing local traffic on national infrastructure

Plans abandoned in 2010

trouw.nl

Integrated ticketing

q42.nl

Real-time travel planning

Conclusions/lessons

• transportation and infrastructure development in city clusters should be closely tied to urban development strategies

• disentangling local and metropolitan traffic (road and rail) may have benefits for the performance of city clusters

• maximising existing capacity, rather than adding capacity, is crucial

• Should long distance and short distance traffic be regulated separately? To what extent might this affect the performance of city clusters?

• How can infrastructure networks be prevented from fragmenting landscape and damaging natural areas?

• How can urban development be controlled effectively along road transport infrastructure?

• Should city clusters function as ‘daily urban systems’? If so, how should the transport system be planned and operated?

Thank you for your attention

http://about.me/DominicStead

Urban planning and transport infrastructure …...ITF/TPRI Roundtable on Integrated Transport...

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