Bruinsma / Pels / Priemus Railway Development

Impacts on Urban Dynamics
1. Auflage 2007
ISBN: 978-3-7908-1972-4
Verlag: Physica-Verlag HD
Format: PDF
Kopierschutz: 1 - PDF Watermark

E-Book, Englisch, 419 Seiten

The role of railways in urban development is the subject of this book. The central aim is to inquire into how especially the development of high-speed rail and light rail links will affect European cities. The analyses are carried out with special attention given to the broader institutional environment of the railway system, including the shift toward privatised railway companies and internationalisation.

Autoren/Hrsg.

Bruinsma, Frank

Pels, Eric

Priemus, Hugo

Rietveld, Piet

Wee, Bert van

Inhaltsverzeichnis

1;Preface;5
2;Contents;7
3;1 The impact of railway development on urban dynamics;10
3.1;1.1 Introduction;10
3.2;1.2 Historical review;11
3.3;1.3 Current issues;13
3.4;1.4 Future perspectives;14
3.5;1.5 Outline of the book;15
3.6;References;20
4;Part A: Setting the scene;21
4.1;2 Urban dynamics and transport infrastructure: Towards greater synergy;22
4.1.1;2.1 Introduction;22
4.1.2;2.2 Some historical notes on the development of the railways;24
4.1.3;2.3 Towards a new dynamic in railway networks and station areas;25
4.1.4;2.4 Changes in modal split: The growing share of highspeed rail transport;27
4.1.5;2.5 Divergence of transport networks and urban patterns in Europe;30
4.1.6;2.6 Towards better integration of infrastructure networks and urban patterns;32
4.1.7;2.7 Policy tools to enhance the synergy between urban dynamics and transport infrastructures;37
4.1.8;Acknowledgements;38
4.1.9;References;38
4.2;3 Station areas as nodes and places in urban networks: An analytical tool and alternative development strategies;41
4.2.1;3.1 Introduction: Why stations?;41
4.2.2;3.2 Characterising the development challenge;43
4.2.3;3.3 The search for effective network development strategies;53
4.2.4;3.4 Conclusions;61
4.2.5;References;62
4.3;4 HST stations and urban dynamics: Experiences from four European cities;64
4.3.1;4.1 Introduction;64
4.3.2;4.2 Conditions for economic effects of HST linkage;65
4.3.3;4.3 Organising capacity regarding station developments;67
4.3.4;4.4 Vision of an advisable station development;68
4.3.5;4.5 Support for station development plans;69
4.3.6;4.6 Necessity for strong leadership;69
4.3.7;4.7 Strategic networks;70
4.3.8;4.8 The Central Station in the city of Rotterdam;72
4.3.9;4.9 Euralille in the city of Lille;74
4.3.10;4.10 The South Axis in the city of Amsterdam;75
4.3.11;4.11 The Central Station in the city of Munich;77
4.3.12;4.12 Conclusions;78
4.3.13;References;81
4.4;5 What makes a city: Urban quality in Euralille, Amsterdam South Axis and Rotterdam Central;83
4.4.1;5.1 Introduction;83
4.4.2;5.2 Euralille;85
4.4.3;5.3 The South Axis and Rotterdam Central projects;88
4.4.4;5.4 Quality of place in the South Axis and Rotterdam Central;91
4.4.5;5.5 Conclusions;100
4.4.6;Acknowledgements;102
4.4.7;References;102
4.5;6 New Key Projects for station redevelopment in the Netherlands;104
4.5.1;6.1 Introduction;104
4.5.2;6.2 The challenge of integrated railway station development;105
4.5.3;6.3 The New Key Projects in the Netherlands;110
4.5.4;6.4 Analysis;116
4.5.5;6.5 Conclusions;123
4.5.6;Acknowledgement;125
4.5.7;References;125
4.6;7 A multidisciplinary approach of railway station development: A case study of ’ s- Hertogenbosch;127
4.6.1;7.1 Introduction;127
4.6.2;7.2 The four approaches;129
4.6.3;7.3 Possible synergies and antagonisms;133
4.6.4;7.4 The station area in ’s-Hertogenbosch;137
4.6.5;7.5 Conclusions;142
4.6.6;References;143
5;Part B: Evaluation studies;146
5.1;8 Ex ante evaluation of railway station development projects: Issues still to be solved;147
5.1.1;8.1 Introduction;147
5.1.2;8.2 Benefits of rail projects in CBA: State of the art;148
5.1.3;8.3 Indirect effects: the surplus equivalence issue;152
5.1.4;8.4 Land values and transport costs;154
5.1.5;8.5 Experiential benefits;159
5.1.6;8.6 Other place benefits;164
5.1.7;8.7 Conclusions;166
5.1.8;References;167
5.2;9 Multicriteria analysis of a high-speed railway station area development project;170
5.2.1;9.1 Introduction;170
5.2.2;9.2 Multicriteria decision analysis (MCDA) and the inclusion of multiple actor perspectives;171
5.2.3;9.3 History and current situation of the South Axis area;174
5.2.4;9.4 Stakeholders in the South Axis development;179
5.2.5;9.5 Decision criteria and operational attributes;182
5.2.6;9.6 Results of the Regime analysis;186
5.2.7;9.7 Conclusions;188
5.2.8;References;188
5.3;10 Cost-benefit analysis of railway station area development: The case of Amsterdam South Axis;190
5.3.1;10.1 Introduction;190
5.3.2;10.2 Multifunctional land use in the South Axis;192
5.3.3;10.3 Methodological issues;194
5.3.4;10.4 Balance of costs and benefits for the developer;197
5.3.5;10.5 External effects;200
5.3.6;10.6 Total balance of costs and benefits;205
5.3.7;10.7 Discussion;206
5.3.8;10.8 Conclusions;208
5.3.9;Acknowledgement;209
5.3.10;References;209
5.4;11 Measuring the WTP for shopping facilities around railway stations;211
5.4.1;11.1 Introduction;211
5.4.2;11.2 The questionnaire;214
5.4.3;11.3 WTP for shopping facilities at the South Axis;214
5.4.4;11.4 Data;217
5.4.5;11.5 Empirical application;223
5.4.6;11.6 Conclusions;228
5.4.7;Acknowledgement;230
5.4.8;References;230
6;Part C: High-speed rail and urban dynamics;232
6.1;12 The impact of high-speed railway developments on office locations: A scenario study approach;233
6.1.1;12.1 Introduction;233
6.1.2;12.2 Description of scenarios;235
6.1.3;12.3 Methodology;237
6.1.4;12.4 Potential accessibility;240
6.1.5;12.5 Probability of region choice;246
6.1.6;12.6 Attractiveness of locations within the Amsterdam urban region;250
6.1.7;12.7 Synthesis of scenario results;255
6.1.8;12.8 Conclusions;258
6.1.9;Acknowledgement;259
6.1.10;References;259
6.2;13 The effect of railway stations on office space rent levels: The implication of HSL South in station Amsterdam South Axis;261
6.2.1;13.1 Introduction;261
6.2.2;13.2 Railway accessibility in hedonic pricing studies;262
6.2.3;13.3 Data and methodology;264
6.2.4;13.4 Diagnosis for spatial autocorrelation;271
6.2.5;13.5 Estimation and discussion;273
6.2.6;13.6 Implication of South Axis investment on office space rent levels;278
6.2.7;13.7 Conclusions;280
6.2.8;References;281
6.2.9;Appendix;283
6.3;14 Regional high-speed trains on the Svealand line: Evaluation of effects;290
6.3.1;14.1 Introduction;290
6.3.2;14.2 Methods;292
6.3.3;14.3 Results;295
6.3.4;14.4 Discussion and conclusions;302
6.3.5;References;308
6.4;15 Rail pricing and the supply of complementary commercial goods;310
6.4.1;15.1 Introduction;310
6.4.2;15.2 Synergy between railway operations and station area redevelopment;312
6.4.3;15.3 The model;316
6.4.4;15.4 Numerical solutions;323
6.4.5;15.5 Conclusions;326
6.4.6;References;327
7;Part D: Light rail and urban dynamics;329
7.1;16 Rail system development and urban transformations: Towards a spatial decision support system;330
7.1.1;16.1 Introduction;330
7.1.2;16.2 Transit networks and urban transformations: An overview;331
7.1.3;16.3 An application example: The Naples case;334
7.1.4;16.4 Conclusions;347
7.1.5;References;348
7.2;17 Rail-transit and real estate values in a polycentric city: A theoretic simulation approach;351
7.2.1;17.1 Introduction;351
7.2.2;17.2 Motivation;351
7.2.3;17.3 The monocentric single mode standard model;354
7.2.4;17.4 The polycentric single-mode model;361
7.2.5;17.6 Transit and park-and-ride travel time;365
7.2.6;17.7 Redevelopment by demolition;368
7.2.7;17.8 Simulation runs and their results;370
7.2.8;17.9 A brief note on urban growth and non-housing real estate;372
7.2.9;17.10 Conclusions;374
7.2.10;References;374
7.3;18 Land use variables in trip generation models: The case of the light rail transit in Tel Aviv;376
7.3.1;18.1 Introduction;376
7.3.2;18.2 Review of the literature;377
7.3.3;18.3 Methodology;381
7.3.4;18.4 Results;387
7.3.5;18.5 Discussion;396
7.3.6;18.6 Summary and conclusions;400
7.3.7;Acknowledgement;402
7.3.8;References;402
8;Contributors;405