Suchergebnisse

The Netherlands has maintained a high degree of intervention in the housing market through the 1980s. It also has a very large social rented sector which comprises 40 per cent of the total housing stock. The housing market regulation and the construction of large quantities of non-profit housing have created a stable level of production of new dwellings and an affordable housing stock. The large social rented sector offers shelter to a large population of low-income households; but it also accommodates many median and high-income groups, thereby avoiding extreme forms of housing segregation. Housing subsidies are a heavy burden on the national budget. A process of financial disengagement of the national government and the housing associations has been started. This will increase the independence of the non-profit housing sector from the political process, but will also lead to higher financial risks for the associations and more instability in this sector.

Randstad Holland is the urbanized western part of the Netherlands. It contains the four largest cities of the country: Amsterdam, Rotterdam, The Hague and Utrecht. The name Randstad (rim city) refers to the distinctive shape of the conurbation, a horseshoe of cities around an open agricultural and recreational area, known as the Green Heart. This book analyzes the restructuring of the region. The volume summarizes the research of the Urban Networks research program. The discussion is focused on four themes: housing, labor market and employment, infrastructure and transportation, and the provision of public services. The Randstad is internationally known as the playground of urban and regional planners. Their debates on present policy issues are extensively reviewed in the book. Teachers and students of urban change and planning, and policy makers and planners in The Netherlands and abroad will find much valuable information in this book

ABSTRACT  This paper documents the investigation of the impact of metropolitan structure on the commute behavior of urban residents in the Netherlands. Not only has the impact of monocentrism versus polycentrism been analyzed, but the influence of metropolitan density and size has also been considered, together with the ratio of employment to population and the growth of the population and employment. Furthermore, data are used at a variety of levels of analysis ranging from the individual worker to the metropolitan region rather than being drawn from aggregate level statistics alone. Multilevel regression modeling is applied to take account of the interdependencies among these levels of aggregation. With regard to mode choice, the results indicate that the probability of driving an auto to work is lower in employment‐rich metropolitan regions, and rises as the number of jobs per resident has grown strongly. Furthermore, women in most polycentric regions are less likely to commute as an auto driver. All else being equal, commute distances and times for auto drivers are longer in most polycentric regions than in monocentric urban areas. In addition, commute time as an auto driver rises with metropolitan size, whereas commute distance depends on employment density and the growth of the number of jobs per resident. The investigation shows that metropolitan structure, although significantly influencing commute patterns, explains only a small part of the variation of individuals' commute behavior.

This paper documents an evaluation of the consequences of the Netherlands national physical planning policy for an individual's travel behaviour. Four components of this policy are considered: the concentrated decentralisation of the 1970s and 1980s; the strict compact-city policy of the 1980s and 1990s; the A-B-C location policy; and the spatial retailing policy. Using data from the 1998 Netherlands National Travel Survey, the article addresses the following questions. Did physical planning reduce the use of the private car and promote the use of public transport together with cycling and walking? Did physical planning lead to shorter travel distances and times? The analysis suggests that national spatial planning has been most effective in retaining high shares of cycling and walking in the large and medium-sized cities, in particular for shopping trips. In terms of travel time, however, spatial policy seems to have been less successful. The building of new towns and, more recently, the development of greenfield neighbourhoods close to cities do not appear to have reduced commuting times. Alternative strategies to promote the use of public transport, the bicycle and walking through the regulation of land use are discussed. Relaxing some of the present spatial planning controls is suggested to reduce car use and travel times.

Many countries now have policies to reduce distances travelled by private car and to favour the use of public transport, cycling and walking. The development of compact urban forms and the design of urban communities which favour walking are seen as particularly effective strategies for reducing car dependency. The factors which determine travel behaviour are not fully understood, so that effective policies influencing travel patterns are difficult to formulate. Apart from urban form and design, personal attributes and circumstances have an impact on modal choice and distances travelled. People with higher incomes are more likely to own and use a private car than low-income households. Families with children use cars more often than one-person households. The purpose of a trip-work, shopping and leisure—also influences travel mode and distance. We used the Netherlands National Travel Survey (OVG) to explore some of these relationships in more depth. The relative importance of personal attributes and the characteristics of residential environments as determinants of modal choice and travel distance were explored. Both sets of factors maintain a clear, strong relationship with travel behaviour in multivariate models of travel behaviour.

The research in this paper focuses on the housing career during a household's life-course. The housing career is the sequence of housing states defined in terms of tenure and the quality/price of the dwellings that households occupy while they make parallel careers in family status and the job market. The research brings out, more than the literature on separate residential moves, that many households are in a stable housing state over long stretches of their life-course. Housing careers are notable for having a relatively simple structure and, in general, an upward trend in quality, price and tenure of the sequence of dwellings occupied. As expected, there is a close relationship between the type of housing career and a household's income and income growth. Regional variation in tenure composition and the price of the stock have a strong influence on the development of the housing careers in different regions.

Previous research on variations in mobility rates across metropolitan areas, documented the link between immigration and local mobility, and the way in which local mobility creates 'hot' and 'cold' housing markets. The research in this paper confirms and extends those analyses by examining the interplay between the relocation process and the structure of metropolitan housing markets. The results show that more than three-quarters of the turnover is generated by renters and most of this by households under 35 years of age. It also shows that variations in mobility rates can be predicted by variations in new construction, though it is clear that ultimately it is the underlying population growth which is the critical variable. House prices also vary across metropolitan areas and are influenced by city size, but the major determinants of variation in house prices are household income (a measure of upward pressure on prices) and the tenure structure of the local market. The results show that turnover per se is at least as important as price in creating opportunities for tenure change and residential relocation.