Planning in the netherlands def
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Draft presentation November 8th Sustainable Transportation Queens University Kingston Ontario Canada
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Planning in the netherlands def
- 1. Planning in The Netherlands November 8, 2010 Ruth Noordegraaf
- 2. Structure: My background Introduction of The Netherlands Transportation in The Netherlands Planning in The Netherlands Citizen participation Integrated planning Some projects Questions?
- 6. The Netherlands: Some Facts and Figures 41,500 sq. km. fits 241 x in Canada and 26 x in Ontario 16.6 million inhabitants, density 400 people/sq. km. Parliamentary Democratic Constitutional Monarchy Elections every 4 years, no elected mayors Water: Dikes & Dunes and land reclamation
- 8. National Spatial Strategy (Nota Ruimte) ‘Creating Space for Development’
- 10. Transportation Walking Cycling Public Transit Priv.Motor Vehicle Year Amsterdam 4% 22% 30% 44% 2004 Eindhoven 3% 24% 8% 65% 2004 Rotterdam 5% 14% 25% 56% 2004 Utrecht 3% 21% 25% 51% 2004
- 11. Passenger Transport Pedestrians & Cyclists Public Transport Train Bus Subway (Metro) Streetcar (Tram) Personal motorized vehicles Specials: ‘OV-fiets’, Water Transit, bus on demand
- 12. Freight Transport Rotterdam Harbour Waterways Train -> ‘Betuwelijn’ Trucks Pipelines: gas transportation
- 14. Planning In The Netherlands - Space is very scarce -> every sq. centimetre has an official use - Different Culture
- 16. Planning: Integrated Planning - Integrated policy making - Mobility Management - Integrated planning in NL? - Planning & Policy Factors - Background Factors - Technical and Infrastructure factors
- 18. Houten a cyclist town
- 19. Bladel: Visioning 2030 Visioning for year 2030 Citizen participation Living document
- 20. Questions?
Editor's Notes
- Netherlands: Undergraduate in Land use planning, Master in Urban and regional planning Worked as PM and policy maker as city employee and as contractor, worked on visioning, hands on projects, change in organizations etc Canada 2010: AT-> KCAT and Transition Network + Marketing own web development company
- Holland vs The Netherlands Randstad: 25% of space, 50% of inhabitants
- 16.6 million inhabitants, almost 400 people/sq.km. -> same density in Canada would mean 4 bilion Canadians….
- Principal objectives include i) creating the space required for different functions, ii) maintaining and enhancing the quality of living conditions in the Netherlands, iii) improving the spatial quality of urban and agricultural areas, and iv) creating an appropriate environment for the implementation of development plans. achieve a strong economy, a safe society, a good-quality living environment and an attractive country, and improves the relationship between space, traffic and transport and economy at every level (municipal, regional, national and European). The national government, provinces, urban regions and municipalities use infrastructure as a structuring principle for spatial planning policy. The Mobility Policy Document works out the broader principles from the Spatial Planning Policy Document in more detail.
- achieve a strong economy, a safe society, a good-quality living environment and an attractive country, and improves the relationship between space, traffic and transport and economy at every level (municipal, regional, national and European). The national government, provinces, urban regions and municipalities use infrastructure as a structuring principle for spatial planning policy. The Mobility Policy Document works out the broader principles from the Spatial Planning Policy Document in more detail.
- More bikes than inhabitants 11000 miles of bikelanes Cities vs Rural areas Car: taxes, tolls etc,
- Cities vs Rural areas
- Non-Participation : emergencies, otherwise almost impossible (flood 1953, war) Degrees of tokenism: In every type of planning and policy forming this happens by consultation evenings, possibilities to comment on draft policy, blogs, websites etc. Degree of Citizen power: Binding referendum about planning/transportation aspect
- Some images of AT and ST
- Houten is a centre of urban growth and exemplifies excellently how a new city can be developed incorporating significant facilities for cyclists. In Houten (pop. 47.713) 42% of personal movements shorter than 7.5 km is made by bike, around 21 % is done by foot. What is more, traffic safety is twice as high in comparison with other new towns. Base of this success is the unique urban development of the city. There are 31 residential districts, each is only accessible to cars via a peripheral road encircling the town. A network of different types of paths for cyclists and pedestrians has been created throughout the area, with a direct backbone thoroughfare to the town centre. Only in residential streets cars are mixed with cyclists. Mostly all schools and important buildings are located along the cyclist's backbone. The railway station is right in the centre of town. Every fifteen minutes a train takes travelers to Utrecht (regional centre, pop. 350.000) in ten minutes. The peripheric road is closed for bicycles, all crossings are made at different levels, by tunnels or bridges. The strength of Houten's traffic system lies in it's persistent policy during the last 35 years in considering cyclists and pedestrians normative in residential areas. For example: The bicycle backbone has absolute right of way over cars. The transitions from the ring road to the residential area's are marked by two large buildings, a change from asphalt paving to bricks and a fork to slow down car speed. No residential street is straight for more than 75 meters. Each single house can be reached by car making Houten both car friendly and bicycle friendly. Because the first expansion of Houten was very effective for safe and pleasant housing conditions, a second urban growth is planned on the same principle of a peripheric road for cars and direct bicycle routes between the residential areas. A second railway station is being built in the centre of this new urban development.
- Rural community