Vol 12 No 2 (2012)
Vol 12 No 2 (2012)
Articles
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“We live in a world of lines and compartments. We may not necessarily see the lines, but they order our daily life practices, strengthening our belonging to, and identity with, places and groups, while - at one and the same time - perpetuating and reperpetuating notions of differences and othering.” (Newman, 2006, p. 143)
“We live in a world of lines and compartments. We may not necessarily see the lines, but they order our daily life practices, strengthening our belonging to, and identity with, places and groups, while - at one and the same time - perpetuating and reperpetuating notions of differences and othering.” (Newman, 2006, p. 143)
“We live in a world of lines and compartments. We may not necessarily see the lines, but they order our daily life practices, strengthening our belonging to, and identity with, places and groups, while - at one and the same time - perpetuating and reperpetuating notions of differences and...
Frank Witlox, Veronique van Acker -
Borders discourage spatial interaction. The present paper gives a typology of possible backgrounds of such barriers. Five distinct ways of measuring border effects are presented and empirical results are shown for various transport modes: car, bus (public transport), train, plane. Border effects tend to decline in Europe, but they remain substantial, reductions of up to 80% are observed. They lead among others to low supply of border crossing transport links. A social cost benefit analysis of investments in international corridors is given. We find that border effects due to low demand for cross- border transport will lead to low net benefits of such investments. But the common practice that benefits of foreign users are ignored in social cost benefit analysis deserves to be reconsidered. By interpreting an international project as a joint project the benefits of foreign users are no longer overlooked, thus reducing the risk of underinvestment in international links.
Borders discourage spatial interaction. The present paper gives a typology of possible backgrounds of such barriers. Five distinct ways of measuring border effects are presented and empirical results are shown for various transport modes: car, bus (public transport), train, plane. Border effects tend to decline in Europe, but they remain substantial, reductions of up to 80% are observed. They lead among others to low supply of border crossing transport links. A social cost benefit analysis of investments in international corridors is given. We find that border effects due to low demand for cross- border transport will lead to low net benefits of such investments. But the common practice that benefits of foreign users are ignored in social cost benefit analysis deserves to be reconsidered. By interpreting an international project as a joint project the benefits of foreign users are no longer overlooked, thus reducing the risk of underinvestment in international links.
Borders discourage spatial interaction. The present paper gives a typology of possible backgrounds of such barriers. Five distinct ways of measuring border effects are presented and empirical results are shown for various transport modes: car, bus (public transport), train, plane. Border...
Piet Rietveld -
Cross-border travel generates a substantial amount of mobility near the borders, but is not a large percentage of total Dutch mobility. However in the border regions of the country, these flows are important. For the Dutch national transport model LMS, O-D matrices are required that include cross-border car travel. This is a challenging task, due to scarcity of data. First, a production model (by travel purpose) is used to calculate the total production of car journeys. Next, these journeys are distributed over domestic and foreign destinations using a simplified destination choice model. From the resulting matrix, domestic journeys are removed and only the border crossing journeys are kept. Domestic journeys are then replaced by the results of the existing much more detailed mode-and destination choice models. The new models are estimated on the Dutch national mobility survey (MON) and are of reasonable quality. The predicted numbers of border crossing journeys to Belgium and Germany are lower than the numbers from traffic counts, and therefore an additional calibration to count data totals is carried out. The results indicate that for commuting the resistance to cross the border is equivalent to 35 (Belgium) or 46 (Germany) minutes extra travel time. Also for all other travel purposes in the model, it is found that the border resistance for journeys to Belgium is smaller than that for journeys to Germany, which can be explained by the additional factor of language difference. The smallest border resistance for both countries is found for shopping journeys.
Cross-border travel generates a substantial amount of mobility near the borders, but is not a large percentage of total Dutch mobility. However in the border regions of the country, these flows are important. For the Dutch national transport model LMS, O-D matrices are required that include cross-border car travel. This is a challenging task, due to scarcity of data. First, a production model (by travel purpose) is used to calculate the total production of car journeys. Next, these journeys are distributed over domestic and foreign destinations using a simplified destination choice model. From the resulting matrix, domestic journeys are removed and only the border crossing journeys are kept. Domestic journeys are then replaced by the results of the existing much more detailed mode-and destination choice models. The new models are estimated on the Dutch national mobility survey (MON) and are of reasonable quality. The predicted numbers of border crossing journeys to Belgium and...
Cross-border travel generates a substantial amount of mobility near the borders, but is not a large percentage of total Dutch mobility. However in the border regions of the country, these flows are important. For the Dutch national transport model LMS, O-D matrices are required that include...
Marits Pieters, Gerard de Jong, Toon van der Hoorn -
The strong differentials on both sides of the Belgian-Luxembourger border, both in terms of salaries and housing prices, have stimulated for more than two decades the cross-border links between the two countries. Thus, whereas in 2008 nearly 40,000 residents of Belgium crossed the border each day to work in the Grand Duchy, between 2001 and 2007, more than 2,600 residents of Luxembourg went to live in Belgium, though they remained employed in Luxembourg. These cross-border movements, whether involving daily activities, such as journeys to work, or life cycle, such as moving home, are an indication of the influence of the border on spatial and social interactions.
The strong differentials on both sides of the Belgian-Luxembourger border, both in terms of salaries and housing prices, have stimulated for more than two decades the cross-border links between the two countries. Thus, whereas in 2008 nearly 40,000 residents of Belgium crossed the border each day to work in the Grand Duchy, between 2001 and 2007, more than 2,600 residents of Luxembourg went to live in Belgium, though they remained employed in Luxembourg. These cross-border movements, whether involving daily activities, such as journeys to work, or life cycle, such as moving home, are an indication of the influence of the border on spatial and social interactions.
The strong differentials on both sides of the Belgian-Luxembourger border, both in terms of salaries and housing prices, have stimulated for more than two decades the cross-border links between the two countries. Thus, whereas in 2008 nearly 40,000 residents of Belgium crossed the border each...
Samuel Carpentier -
Over the last two decades, urban planning has been reapplied in several European countries: common tendencies that underline the reform of planning procedures are the generalization of sustainable development and the reorganization of local government. Bringing an additional degree of complexity to planning procedures, the implementation of sustainable development appears to be strongly dependent of an effective and efficient inter-sectorial coordination between urban and transport policies. However, beyond these common evolutions, large differences appear in practice, depending on political cultures, planning traditions, and local contexts. This recent need for coordination, commonly considered a condition for success within urban sustainable development strategies, leads us to question the role of urban planning procedures and its evolution by analysing a specific case study, the cross-border agglomeration of Geneva, Switzerland, and reconstituting its “trajectory” during the last forty decades. The policy paths of the Genevan urban area have been described by considering the evolution of successive master plans, the implemented technical solutions and projects and the different means used in favour of an inter-sectorial coordination. For this analysis, factors of change or inertia in terms of have been identified by focusing on three main variables: ideas, institutions and interests. The case of Geneva illustrates how planning procedures take an integral part in the policymaking process, with these procedures elaborated simultaneously with policies. Torn between the renewal of public policy goals and the outcome of new territories, the reform of urban planning presents several contradictions. Conversely, sustainable development particularly fails to be addressed as a true political issue, limited to a definition of norms or legitimizing local policies.
Over the last two decades, urban planning has been reapplied in several European countries: common tendencies that underline the reform of planning procedures are the generalization of sustainable development and the reorganization of local government. Bringing an additional degree of complexity to planning procedures, the implementation of sustainable development appears to be strongly dependent of an effective and efficient inter-sectorial coordination between urban and transport policies. However, beyond these common evolutions, large differences appear in practice, depending on political cultures, planning traditions, and local contexts. This recent need for coordination, commonly considered a condition for success within urban sustainable development strategies, leads us to question the role of urban planning procedures and its evolution by analysing a specific case study, the cross-border agglomeration of Geneva, Switzerland, and reconstituting its “trajectory” during...
Over the last two decades, urban planning has been reapplied in several European countries: common tendencies that underline the reform of planning procedures are the generalization of sustainable development and the reorganization of local government. Bringing an additional degree of...
Hanja Maksim