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Planning ethics in major transport schemes: reframing the challenge
No full textBook of proceedings: Annual AESOP Congress, Spaces of Dialog for Places of Dignity, Lisbon, 11-14th July, 2017This paper revisits the various visions of justice in transport planning, with a focus on major schemes, and the role played by transport planners. Whereas extensive discussion has taken place in the case of urban schemes affecting particular communities, less attention has been paid to major planning concepts at the metropolitan, regional, national or international level, beyond the well-known discussion on ´megaprojects´. The paper elaborates on the merits and limitations for transport of the distributional, participatory and social/recognition dimensions of justice, and their disappointing limited influence in decision making at these planning levels. The paper opens in section 2 with a description of the various perspectives of justice in contemporary political philosophy, and how they have been received by the planning community within the general discussion on planning ethics. Section 3 reviews the differences of transport with other dimensions of spatial planning, and suggests that its comparatively high degree of autonomy facilitates the analysis of the planning cycle in this sector. Section 4 analyses different approaches to justice from transport planning, highlighting their similitudes and differences compared to other planning sectors, and advances a conceptual framework for the analysis of justice in transport planning. Section 5 applies this framework to three case studies: the Trans-European Transport Network, the Spanish National Transport Plan 2005-2020 and Madrid Chamartín redevelopment project2, defining their respective decision-making environment, the prevailing justice concept, and the legitimation process for the planning concept. Section 6 concludes suggesting that, although far from being mainstreamed, transport planning is making efforts to assume its complexity, and to adapt its practice to the interrelated justice requirements at the normative (procedural), descriptive (distributional) and cultural (recognition and participation) levels. A pragmatic practice is emerging, probably as a reaction to increasing criticism from the economic community (which attempts to address transport from the classical utilitarian approach) on the one side, and to unsatisfactory results of the autonomous practice, on the other side.Published versio
Analysis of dynamic public transit accessibility in Warsaw
No full textBook of proceedings: Annual AESOP Congress, Spaces of Dialog for Places of Dignity, Lisbon, 11-14th July, 2017Public transport plays an important role in functioning of every large city. It facilitates the flow of people and goods, and connects strategic areas of housing, labour, commerce or entertainment. Cities cannot develop properly when relation between those areas is not satisfactory. Public transport accessibility is a key factor to a stable operation of the whole system that city creates. It is generally understood as the ease of access to the means of transport and the ease of travelling to desired destinations. Concepts of the transport availability are used in the research on the settlement network, transportation systems and spatial development at every level (Olszewski, Dybicz, Śleszyński, 2013). Public transport accessibility evaluation may significantly support management of city components of the city and whole transit network. The analysis should precede every major construction investment. It may also help local authorities intervene when current condition of public transport services is deficient in certain areas, especially housing developments poorly connected with public service areas and workplaces. Therefore, th following paper presents an attempt to asses a public transit time accessibility on the example of a medium-sized European city - Warsaw.Published versio
Participative approach for developing national level green infrastructure policy: a reflection on Slovenian spatial development strategy
No full textBook of proceedings: Annual AESOP Congress, Spaces of Dialog for Places of Dignity, Lisbon, 11-14th July, 2017This paper addresses three issues: 1. First, the contents (outcomes), as well as the process of the development of Slovenian spatial development strategy 2030 (SPRS 2030) will be presented. SPRS is the strategic national planning document, which was adopted in 2004 and is currently in the process of revision. 2. Second, green infrastructure planning within the SPRS will be discussed. 3. And third, the findings from the evaluation study, explicitly analyzing the vertical and horizontal integration potential will be presented.
Slovenian spatial development strategy is a national strategic planning document. The strategy was adopted in 2004 and it’s currently under the process of revision. The whole process follows the policy development cycle and can be divided in three basic steps: (1) first, spatial policy is adopted/developed, (2) second, measures and projects are implemented, and (3) third, the implementation of measures and projects is evaluated. After SPRS was adopted in 2004, several studies and evaluation reports have been prepared from to evaluate spatial development and the implementation of SPRS: Zero report on the status of spatial planning (Černe and Kušar, 2005), An analysis of current situation, development trends and guidelines for Slovenia spatial development (Pogačnik et al., 2011), SPRS 2030 - An analysis of the implementation of SPRS programmes and measures (Golobič et al., 2014). In 2016 Report on spatial development of Slovenia (Miklavčič et al., 2016) was prepared as a synthesis of all aforementioned reports. It also serves as expert groundwork for the preparation of new spatial development strategy.Published versio
City-marketing policy as generator of urban discontent
No full textBook of proceedings: Annual AESOP Congress, Spaces of Dialog for Places of Dignity, Lisbon, 11-14th July, 2017“Neoliberalism is a hypermarketized style of governance (i.e. government through and by the market)” (Weber, 2002, p. 520). Under the hegemony of neoliberal-globalism, the entrepreneurial state has largely deployed market-oriented policies including city-marketing to attract flows of people and investment from the global market (Brenner, 2004; MacLeod, 2011; Madureira, 2014; Peck, Theodore, & Brenner, 2009). According to Deleuze and Guattari (2009), these flows of capital and people are vital for the capitalist city existence and its functions, particularly its constant economic growth. These neoliberal policies, including city-marketing, generally promise, or fantasize, further enjoyment to their residents, local/international investors and new arrivals, including tourists, expats and labours (Dovey, Woodcock, & Wood, 2009; Gunder, 2010).Published versio
What are the new mega projects? An assessment of the dimensions of new large scale development projects
No full textBook of proceedings: Annual AESOP Congress, Spaces of Dialog for Places of Dignity, Lisbon, 11-14th July, 2017The spread of neo-liberal political and economic ideology and the proliferation of global capital have created new opportunities and challenges for cities everywhere (Sassen 2012). Within the urban planning discourse, it is generally assumed that globalization leads to the same type of transformations and urban development trends everywhere in the world. However, it cannot create a certain prototype for spatial development or a new spatial order for cities. Rather, it gives a variety of spatial patterns, also called "global urban forms". Recently, these forms have identified themselves spatially within a series of "megaprojects", their intensity being felt in today's global cities, north-American and west-European, but with a domino effect, especially in the cities situated at the periphery of these capitalist economies. In the last two decades, we witness a renaissance and reinterpretation of "mega projects" within the global cities as an exclusive model for urban development (Swyngedow et al. 2004). In the European and American context, after a hiatus during the 1980s, many of these cities have responded to the economic pressure and the process of globalization through major projects and mixed-use developments to attain investment opportunities, building new CBDs for multi-national companies and new sites for living1. Total global megaproject spending is assessed at USD 6-9 trillion annually, or 8 percent of total global GDP, which denotes the biggest investment boom in human history. Never has systematic and valid knowledge about megaprojects therefore been more important to inform policy, practice, and public debate in this highly costly area of business and government. It is argued that the conventional way of managing megaprojects has reached a "tension point," where tradition is challenged and reform is emerging (Flyvbjerg, 2011). As a response to the crisis of the comprehensive plan as the classic policy instrument of the Fordist age, the large, emblematic project has emerged as a viable alternative, allegedly combining the advantages of flexibility and targeted actions with a tremendous symbolic capacity. Essentially fragmented, this form of intervention goes hand in hand with an eclectic planning style where attention to design, detail, morphology, and aesthetics is paramount. The emblematic project captures a segment of the city and turns it into the symbol of the new restructured/ revitalized metropolis cast with a powerful image of innovation, creativity, and success. And yet, despite the rhetoric, the replacement of the plan by the project has not displaced planning from the urban arena. In fact, the literature reveals that in most examples there is a strong strategic component and a significant role for planning. However, in the process, there has been a drastic reorganization of the planning and urban policy-making structures and a rise of new modes of intervention, planning goals, tools, and institutionsPublished versio
Policies and measures to promote bicycle usage in starter cycling cities: the case of Lisbon
No full textBook of proceedings: Annual AESOP Congress, Spaces of Dialog for Places of Dignity, Lisbon, 11-14th July, 2017The role of policies and strategies in the promotion of bicycle usage in urban transportation is a key subject regarding the future of sustainable mobility in developed cities. This paper’s intent is to contribute with a critical review on the meanings and particularities of cycling policies and measures, focusing on their nature, implementation procedure and levels of operability, while exploring their role in the ‘future’ of urban mobility in cycling starter cities. Hence, a general review of published studies on existent procedures, which directly and indirectly influence bicycle usage, is presented recurring to contemporary peer-reviewed and ‘grey’ literature. To illustrate the paper’s findings and argument, a case study is also presented, focusing on Lisbon’s cycling network. Preliminary findings suggest that cycling policies can be described as a set of programs developed with the intent of establishing direct and indirect rules and actions, envisioning the increase of cycling. They vary in both nature (physical, soft, complementary and knowledge measures) and implementation (short-run and long-run procedures), and are particularly effective when developed and executed at a local level. Thus, it can be argued that cycling policies and strategies can play a key role in the promotion of cycling as urban transportation and that the importance of such measures and actions differ per city’s cycling development stage. This paper also supports that the success of bicycle usage in cities is strongly dependent on both political will and resolve and on a comprehensive approach, one that provides a coordinated and integrated package of crosscutting multi-level policies and measures.Published versio
Policies for affordable rentals in Germany and Sweden – how do housing policies get implemented in planning and realised in growing cities?
No full textBook of proceedings: Annual AESOP Congress, Spaces of Dialog for Places of Dignity, Lisbon, 11-14th July, 2017Cities with a growing population are faced with the challenge to offer sufficient and adequate living space to all income groups. Those with medium to high incomes and a certain financial flexibility have of course bigger prospects to choose from a wider range of available housing offers within the cities. In contrast, for inhabitants with low to medium incomes, it’s getting increasingly complicated to have access to affordable rentals, since the increasing demand for housing, e.g. because of the raise of single households, leads to rising prices and to a shortage of low-cost rental apartments. Further, increasing income differences and a large influx of refugees put extra pressure on the sector. That trend is well known to decision makers in housing policy in almost all European countries. In order to develop appropriate housing conditions for all inhabitants and to ensure equal living space conditions, housing policies are formulated on federal and state level. For instance, suppliers as well as demanders of rental apartments get support by financial subsidies like housing benefits or tax amortisations. Furthermore, the cities are requested to implement housing policies into their urban residential planning documents.Published versio
Climate change adaptation measures for Italian coastal cities
No full textBook of proceedings: Annual AESOP Congress, Spaces of Dialog for Places of Dignity, Lisbon, 11-14th July, 2017Coastal areas are commonly the geographical space of transition between land and sea, comprising of the land near the coast and the adjacent territorial waters. These areas include diverse systems such as delta environments, humid areas, lagoons, small islands, low-lying coastal plains, sandy beaches and sedimentary coasts. The borders of a coastal area are often defined arbitrarily and can be divided up among nations. Due to their own nature, these areas are intrinsically dynamic systems characterised by interacting morphological, ecological and socio-economical processesPublished versio
The evolution mechanism of clan - space in urban village - cases of Liede and Chebei in Guangzhou
No full textBook of proceedings: Annual AESOP Congress, Spaces of Dialog for Places of Dignity, Lisbon, 11-14th July, 2017Since the reform and opening to the outside world, China has begun the largest urbanization expansion in the world. The expansion of big cities and the birth of new central cities are staggering. According to Chinese Academy of Sciences in October 2012 "2012 new urbanization report" data show that China's urbanization rate of the mainland reached 51.3%, an average annual growth of 0.98%. Large numbers of villages and rural lands were swallowed up by urban sprawl. Under the influence of the two yuan system of urban and rural areas, they formed a unique regional spatial phenomenon - "village inside the city". Before mid 90s, the phenomena and problems of villages in cities were not yet apparent. In the middle and late 90s, the process of urban sprawl and suburbanization accelerated, and the urban village began to attract the attention of the city government and all walks of life. It retains the original social structure and social relations network, and changes its economic structure to second and third industries. In the case of this paper, Guangzhou is located in the coastal developed areas, and the number of villages in urban areas is more than more than 130. The traditional village of South of the Five Ridges has evolved into a city village in the process of urbanization, and the continuity of the cultural context and the village tradition is facing challenges.Published versio
Planning as a rhizomic process of experimentation : Notes from Brazilian planning experience
No full textBook of proceedings: Annual AESOP Congress, Spaces of Dialog for Places of Dignity, Lisbon, 11-14th July, 2017This paper presents a cartographic view of planning by taking the contemporary Brazilian planning experience as reference. It understands planning not as formal activity of public administrations, but as a multiple, relational and mixed social process for dealing with the contingencies of a dynamic and complex world. In this view, planning is not limited to the institutionalized activity of formal planners, but it also includes the action of informal networks of agents seeking to promote their own social life. Based on the philosophy of Deleuze and Guattari it understands planning as a ‘rhizomatic network’ of horizontal connections that evolves in several directions through the action of multiple and different actors working along (lines of flight) in order to deconstruct (deterritorialize) old social premises and re-territorialize them as a more democratic, inclusive and just society. This (rhizomic) kind of planning proceeds through a haphazard process with no hierarchical structure, central command or control. The paper suggests that in the Brazilian case, emerging experiments with planning as a creative, interactive and fluid process may prove essential for keeping both the process of social transformation and the ways planning is actualized and turned into a democratic, participatory and collaborative assemblage. The paper takes as empirical case several informal/formal planning experiences carried out by many and different agents, acting either inside or outside institutional boundaries.Published versio