Shopping centre siting and modal choice in Belgium: a destination based analysis

Although modal split is only one of the elements considered in decision-making on new shopping malls, it remarkably often arises in arguments of both proponents and opponents. Today, this is also the case in the debate on the planned development of three major shopping malls in Belgium. Inspired by such debates, the present study focuses on the impact of the location of shopping centres on the travel mode choice of the customers. Our hypothesis is that destination-based variables such as embeddedness in the urban fabric, accessibility and mall size influence the travel mode choice of the visitors. Based on modal split data and location characteristics of seventeen existing shopping centres in Belgium, we develop a model for a more sustainable siting policy. The results show a major influence of the location of the shopping centre in relation to the urban form, and of the size of the mall. Shopping centres that are part of a dense urban fabric, measured through population density, are less car dependent. Smaller sites will attract more cyclists and pedestrians. Interestingly, our results deviate significantly from the figures that have been put forward in public debates on the shopping mall issue in Belgium

From planning the port/city to planning the port-city : exploring the economic interface in European port cities

In last three decades, planning agencies of most ports have institutionally evolved into a (semi-) independent port authority. The rationale behind this process is that port authorities are able to react more quickly to changing logistical and spatial preferences of maritime firms, hence increasing the competitiveness of ports. Although these dedicated port authorities have proven to be largely successful, new economic, social, and environmental challenges are quickly catching up on these port governance models, and particularly leads to (spatial) policy ‘conflicts’ between port and city. This chapter starts by assessing this conflict and argue that the conflict is partly a result of dominant—often also academic—spatial representations of the port city as two separate entities. To escape this divisive conception of contemporary port cities, this chapter presents a relational visualisation method that is able to analyse the economic interface between port and city. Based on our results, we reflect back on our proposition and argue that the core challenge today for researchers and policy makers is acknowledging the bias of port/city, being arguably a self-fulfilling prophecy. Hence, we turn the idea of (planning the) port/city conflicts into planning the port-city’s strengths and weaknesses

The impact of technological innovation on building a sustainable city

By 2050, the population living in major cities, especially in developing countries, will have increased twofold. With the increasing majority of the population occurring in urban areas, it is crucial to focus on how technological innovation can help to deliver a sustainable future. A sustainable city strives to create a sustainable living environment through the use of technology. Thus, the main objective of this paper is to review the impact of technological innovation on building a more sustainable city. Technological innovation has changed the overall effectiveness and benevolence over time and with regard to sustainability. A sustainable city involves development that meets the needs of the present without compromising the ability of future generations to meet their own needs. Sustainable development encompasses all aspects of environmental stewardship, social development, and economic progress

Integrating node-place and trip end models to explore drivers of rail ridership in Flanders, Belgium’

The node-place model is an analytical framework that was devised to identify spatial development opportunities for railway stations and their surroundings at the regional scale. Today, the model is predominantly invoked and applied in the context of ‘transit-oriented development’ planning debates. As a corollary, these model applications share the pursuit of supporting a transition towards increased rail ridership (and walking and cycling), and therefore assumingly a transition to more sustainable travel behavior. Surprisingly, analyses of the importance of node and place interventions in explaining rail ridership remain thin on the ground. Against this backdrop, this paper aims to integrate the node-place model approach with current insights that derive from the trip end modeling literature. To this end, we apply a series of regression analyses in order to appraise the most important explanatory factors that impact rail ridership in Flanders, Belgium, today. This appraisal is based on both geographical and temporal data segmentations, in order to test for different types of railway stations and for different periods of the day. Additionally, we explore spatial nonstationarity by calibrating geographically weighted regression models, and this for different time windows. The models developed should allow policy and planning professionals to investigate the possible demand impacts of changes to existing stations and the walkable area surrounding them

Nonseptic tenosynovitis of the digital flexor tendon sheath caused by longitudinal tears in the digital flexor tendons: a retrospective study of 135 tenoscopic procedures

To determine the prevalence of LTs of the digital flexor tendons in a large population of horses undergoing diagnostic tenoscopy of the DFTS and to assess the outcome of surgical treatment and the factors influencing the outcome. Methods: Medical records of 130 horses with chronic tenosynovitis of the DFTS that had tenoscopic surgery between 1999 and 2009 were evaluated. One hundred and thirty-five DFTSs were examined. LTs were diagnosed in 104 DFTSs in 101 horses and long-term follow-up was obtained. Results: Seventy-eight percent of the horses with a nonseptic tenosynovitis of the DFTS had a LT. Preoperative ultrasonographic examination diagnosed tears in 76% of the cases. In showjumpers forelimbs were more frequently affected than hindlimbs (88 vs. 12%), with the right front having a higher incidence of injury than the left front (76 vs. 24%). Seventy-nine percent of the tears involved the deep digital flexor tendon (DDFT) and 87% were located on the lateral tendon border. Thirty-seven horses (38%) returned to an equal or higher level of work. The use of a radiofrequency probe (coblation) was associated with a lower level of performance and decreased the cosmetic end result. Persistence of marked post operative distension of the DFTS carried a poor prognosis for return to previous level of work. Conclusions and potential relevance: A guarded prognosis for future soundness should be given to horses presented for treatment of LTs of the digital flexor tendons. The use of coblation wands had a negative effect on the final outcome

Dorsoproximal proximal phalanx osteochondral fragmentation in 117 Warmblood horses

The objective of the present study was to determine clinical and arthroscopic characteristics associated with dorsoproximal proximal phalanx (PI) fragments in Warmblood horses, as well as to examine their histopathological appearance. One hundred sixty-eight fragments were removed from 150 fetlocks of 117 Warmblood horses. Details of signalment and results of clinical examination were collected prior to surgery. After arthroscopic fragment removal and joint evaluation for synovial and/or cartilage abnormalities, the fragments were measured and evaluated histopathologically. The vast majority of the fragments (95.2%) were found medially, without predilection for front or hind limbs. In 10% of the joints, mate than one fragment was present. The mean size of the fragments was 6.8 +/- 2.6 mm. Only eight horses presented fetlock-related lameness. Horses of,even years of age and older (OR = 13.32; p = 0.033) and the presence of mote than one fragment (OR = 11.12;p = 0.016) were significantly associated with lameness. Arthroscopic evaluation revealed one or more abnormalities in 50.7% of the joints. On histopathology, osteochondral fragments presented as a bony center covered with smooth hyaline cartilage on one side and some fibrous tissue on the other side. No clear histopothological signs were indicating precisely their origin, In Warmblood horses with dorsoproximal P1 fragments, the age (seven years and older) and the presence of more than one fragment in a fetlock significantly increased the risk of lamer ess. The osteochondral dorsopioximal P1 fragments could be defined as a developmental orthopaedic disease