127 research outputs found
Lifecycle driven planning of infrastructure:Public and private experiences with more integrated approaches for managing project complexity
Road pricing and (re)location decisions households
Road pricing policies are, after a cooling down period of a couple of years, again prominently back on the political agenda in the Netherlands. But also in the period of less political interest, research in the field of (road) pricing policies continued in other countries as well as in the Netherlands. Most research literature focuses on the economic and acceptability aspects of pricing policies. The geographical aspects of transport pricing however have received much less attention so far. This paper focuses on possible influences of road pricing policies on residential and work location choice of households. The paper starts with analyzing the importance of transport and location related variables in residential location decisions, when the choice to relocate itself has been made. For this analysis data from a stated choice experiment is used. Choice screens within the experiment consisted of two alternatives. In total, per respondent nine choice screens were shown. Transport related variables within the experiment were commuting travel time, fuel cost and toll cost. The location related variables consisted of the residential environment, the number of bedrooms and the monthly housing costs. Analysis of the results gives insight into the importance of for example toll costs on the final location choice when a decision to relocate itself has already been made. However this type of analysis does not give insight into the number of people who are actually considering changing location when a form of road pricing is introduced. Therefore the second part of the paper continues with analyzing the extent to which people are likely to relocate due to road pricing. The effect of different types of pricing measures and pricing levels on this inclination to relocate are examined. For the analysis, data from a stated preference questionnaire is used. The paper finally concludes with an examination of important explaining variables for moving house or changing job due to road pricing. Some important findings are for example that older people (above 40 years of age), people with a higher income and persons getting a travel cost compensation from their employer are less willing to move due to a pricing measure. People with a higher education level however are more willing to relocate.
Road pricing from a geographical perspective: a literature review and implications for research into accessibility
Road pricing policies have been a subject of research for many decades. Even though until now examples of actual implication in the real world are limited, many different road-pricing measures have been considered, both in literature as well as in the political debate in several countries. However, most literature focuses on economic aspects, more or less ignoring spatial consequences. In this paper we will concentrate on the spatial effects of pricing policy and introduce the typical geographic concept of accessibility into the discussion about pricing policy. The paper firstly gives some backgrounds of pricing policies. Some objectives of road pricing in general are given. Furthermore some examples of already implemented pricing measures in countries all over the world are mentioned. General literature concerning pricing policies aims specifically on economic effects. This is mainly because of the typical economic aspects, which can be found in the theory of pricing policy such as the pricing of a scarce good as infrastructure capacity, related to time aspects. Also studies concerning acceptability of road pricing policies are discussed, because acceptance plays an important role in the implementation of pricing policies. The paper shortly addresses some of the economic and acceptability related literature. But the literature review of the paper focuses specifically on the geographical aspects of pricing policies. These geographical aspects have received much less attention so far although road-pricing measures may cause important spatial effects. Therefore the second part of the paper focuses on these geographical aspects. A specific research field in geography is accessibility. Accessibility is a concept that connects infrastructure and land-use. The research fields of accessibility and pricing policies in isolation are well elaborated. However, the link between road pricing policies and accessibility (measures) forms a new research field. The paper explains the importance of the concept of accessibility. In practice accessibility can be computed with accessibility measures. These measures form quantifications of accessibility. Different types of accessibility measures exist differing in concept as well as complexity. All these measures have in common that transport costs are not included at all or at least not in a realistic way. After explaining the concept of accessibility different categories of accessibility measures are explained and their general advantages and disadvantages are given. Furthermore possibilities to adapt or improve accessibility measures are discussed. After this discussion the actual link between road pricing policies and accessibility measures is explained. The discussion begins with the presentation of a conceptual model of the accessibility (and spatial) effects of road pricing. Subsequently an observation is made where current measures fall short to include pricing policy costs in a realistic way. This observation will lead to the determination of directions for improvement. Besides the general possibilities to adjust different accessibility measures, each measure is specifically evaluated on the ability to improve the way of describing accessibility effects of road pricing.
Governance-arrangementen voor regionale hub ontwikkeling:Resultaten van een casestudie in Groningen-Drenthe
Sinds 2018 hanteert het OV-bureau Groningen-Drenthe een beleid waarin hubs de schakels vormen tussen hoogwaardige OV-lijnen en vraagafhankelijk vervoer. In een regio die zich kenmerkt door lage bevolkingsdichtheden en waar het draagvlak van voorzieningen onder druk staat, zijn hubs de hoekstenen van een beleid dat poogt de bereikbaarheid en de leefbaarheid in stand te houden. Het clusteren van OV, vraagafhankelijk vervoer en voorzieningen op hubs vraagt om een innovatieve samenwerking tussen autoriteiten, vervoerders en andere stakeholders binnen de institutionele kaders op verschillende schaalniveaus. Hiermee wordt Groningen-Drenthe (inter)nationaal gezien als een succesvol voorbeeld van de regionale hubaanpak. In dit onderzoek proberen we inzicht te krijgen in de governance van Groningen-Drenthe en die van haar internationale tegenhangers om daaruit lessen te trekken voor de implementatie van hubs in verschillende ruimtelijke contexten, zowel in Nederland als internationaal. Het onderzoek bestond uit drie stappen. Eerst analyseerden we de beleidscontext van de hubaanpak op nationaal, regionaal en lokaal niveau. Vervolgens hebben we via interviews met vertegenwoordigers de belangrijkste kenmerken van de governance in kaart gebracht. Ten slotte vergeleken we Groningen-Drenthe met de internationale voorbeelden van Bremen, Vlaanderen en Zuidoost-Schotland door middel van een beleidsanalyse en interviews met lokale vertegenwoordigers. De resultaten laten zien dat een hybride tussen een top-down en bottom-up benadering nodig is om de ontwikkeling van een hub netwerk te realiseren. Regionale beleidskaders en financiering kunnen zo het implementatieproces op lokale schaal in de gewenste richting sturen, terwijl tegemoet wordt gekomen aan omgevingsspecifieke behoeften. Daarnaast is het stimuleren van kennisdelen over het succes en falen van hubs tussen lokale partijen van belang om goed onderbouwd nieuwe investeringen in het dienstenaanbod op hubs te rechtvaardigen
Improving project delivery; Programmes as the silver bullet?
Transport and land use planning are in a state of flux. Projects face increased technical, social, financial, political and legal complexities while the conventional project planning approach is struggling to deal with these complexities. As a result, many projects fail to be completed in time and on budget. To deal with this issue, alternative planning approaches are developed in planning theory and literature. On the one hand, a more communicative project planning approach has been developed. On the other, a more programme-oriented planning approach has been suggested. While the former trend has inspired many empirical studies, the latter trend has received less research attention. Therefore, in this article, we focus on the trend towards a more programme-oriented planning approach. The objective of this article is to gain insight into how programmes impact project performance in light of project complexities. To this end, we conducted a case study research into how two different programmes – the Urgent Approach Programme and the National Collaboration Programme on Air Quality – impact the delivery of the national highway project A4 between Burgerveen-Leiden in the Netherlands. We used desk research and conducted 20 semi-structured interviews on project and programme level with various stakeholders. Our analysis reveals that programmes do not really influence technical and social complexities. These are predominantly affected by the introduction of a communicative project planning approach. Through restructuring project-specific political discussions and providing solutions to legal issues by explicitly connecting multiple projects to each other, programmes can be an effective means to deal with political and legal complexities
Perceived accessibility and residential self-selection in the Netherlands
This paper evaluates the role of residential self-selection in the spatial distribution of perceived accessibility in the Netherlands. People may self-select into residential areas that match their preferences regarding participation in out-of-home activities. Differences in the magnitude of opportunities provided by the land use and transport system may, consequently, not accurately mirror perceived accessibility differences, complicating the design of responsive policy. Perceived accessibility was found to be less variable than spatial accessibility, meaning that fewer opportunities do not fully translate into lower perceived accessibility. Expected perceived accessibility differences under random conditions were estimated by comparing residents of distinct spatial accessibility contexts with the same propensity to live in either context, yielding a quasi-experimental setting. Estimates of the expected increments in average perceived accessibility levels as the number of locally available opportunities increases indicate diminishing returns to spatial accessibility. In addition, preference-based residential self-selection was found to further mitigate spatial accessibility differences. Yet despite diminishing returns to spatial accessibility and residential self-selection, perceived accessibility remains lower in rural areas due to limited residential freedom. In addition, the non-linear benefits of spatial accessibility imply that further loss of facilities in rural areas can quickly lead to insufficiency below a certain tipping point. Already, residential self-selection in rural areas strongly relies on access to car mobility, conflicting with environmental and social inclusion accessibility planning objectives. Accessibility-based transport planning, therefore, requires not only a substantive shift away from alleviating car congestion, but also a geographical shift in favour of rural areas.</p
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