urban planning, transport planning and the€¦ · environment: towards new policy in the...

Urban planning, transport planning and the environment: towards new policy in the Netherlands

J . Baggen Section of Transport Policy and Logistics ' Organization, Faculty of Technology, Policy and Management, Deyt University of Technology, the Netherlands

Abstract

Last Spring in the Netherlands the development of long term national spatial and transport policy came to a sudden standstill after the government was brought down. The development of the National Traffic and Transport Plan and the Fi€th Report on Spatial Planning had already taken much more time than initially planned. This paper is a survey of the evolution of urban planning and transport planning in both reports and their impacts on the environment. A consistent and stable maturation seems not to be the case. The main point is the rise and fall of utilization in favour of extension in both spatial and infrastructure planning. The concepts presented were initially mostly concerned with preservation. Recently bottlenecks seem to have been identified but this subsequently needs to be implemented.

1 Introduction

In the past years two major national physical planning policy documents were prepared in the Netherlands: the Fifth National Policy Document on Spatial Planning (the Fifth Report on Spatial Planning or Fifth Report for short) and the National Traffic and Transport Plan (NTTP for short). These highly interrelated policy reports are about land-use planning and transport planning in the Netherlands in the period of 2000-2020 and they intend to be the integration frameworks for national policy on spatial planning respectively transport planning. They were intended to follow the current Fourth Report on Spatial Planning Extra [l] and the Second Traffic and Transport Structure Scheme [ 2 ] . It took a long time to complete the initial designs for both reports and they reached their goals not straightforwardly. During this process urban planning, transport, environmental and administrative concepts emerged and disappeared again,

Transactions on the Built Environment vol 64, © 2003 WIT Press, www.witpress.com, ISSN 1743-3509

although those concepts can have far-reaching consequences for urban planning, urban mobility and the environment in the Netherlands.

In April 2002 the processes leading to final versions of the Fifth Report and the NTTP should have been completed after final discussions in parliament, so before the general elections on 15 May. On 16 April, however, the government was brought down and consequently discussions in parliament about the Fifth Report and the NTTP came to an end. The new government and the new parliament in a different assembly disagree with these proposals to a certain extend. Some new ideas were written down in the so-called Strategic Agreement [3] of the three political parties involved in the new government coalition.

In this paper an attempt is made to answer the question whether the proposed future national spatial and transport policy in the Netherlands imposes severe re- straints on urban and transport planning as well as on a sustainable development.

Section 2 handles the time paths and procedures of establishing the Fifth Report and the NTTP. Then, each time for the Netherlands in general and for the densely urbanized western part of the Netherlands, called Randstad, in particular, is specifically dealt with urban planning in section 3, with transport planning in section 4, with greenbelt structures and the environment in section 5 and with administrative aspects in section 6. Finally, in section 7, consequences for urban planning, urban transport and sustainability in the Netherlands will be discussed.

2 Key planning decisions national spatial and transport policy

Before describing and analysing urban and transport planning concepts in the Fifth Report and the NTTP, it seems to be useful to give a chronological survey of the establishment of both reports.

The Fifth Report on Spatial Planning and the NTTP follow the Dutch procedure of the so-called Key Planning Decision, which consists of four parts: - the initial design (Part l) , - public inquiry and recommendation of national councils (Part 2), - the government's decision (Part 3) and - the final version after parliamentary discussion (Part 4).

As a preparation for the new plans a number of preliminary studies were issued in 1999: the Starting Report on Spatial Planning [4] (also called 'Charcoal Sketch') (January) for the Fifth Report and the Report Traffic and Transport Perspectives [5] (February) for the NTTP. Not unimportant is the Spatial Economic Policy Report [6] (June) by the Ministry of Economic Affaires and also meant to be a building stone for the Fifth Report.

Though the first publication of both the Fifth Report and the NTTP had been planned for the year 1999, it took considerably more time to complete the initial designs (Part l ) in October 2000 (for the NTTP) [7] and January 2001 (for the Fifth Report) [8]. After public inquiry and recommendation (Part 2), it took up to a year before the government's decisions (Part 3) were published in May 2001 (NTTP) [9] and January 2002 (Fifth Report) [10]. After discussion in parliament, yet within the previous term of government, the new Key Planning Decisions (Part 4) should have been established. The government's decisions were under discussion in April but could, as said before, not be completed.


Table 1. Time paths NTTP and Fifth Report on Spatial Planning.

Starting Report on spatial planning Report Spatial Economic Policy

preliminary study initial design (Part 1) government's decision (Part 3) process interrupted

3 Urban planning

3.1 National

l Report Traffic and Transport Perspectives

NTTP February 1999' October 2000 May 2001 April 2002

'A sophisticated spatial planning leads to an optimal orientation on existing (in- frastructural) networks by extension of corridors', the Starting Report on Spatial Planning reads. The city is situated in the centre of spatial policy again. No longer the monocentric compact city, i.e. the urban node as in the Fourth Report, but the polycentric network city consisting various centres. The city and, on a higher spatial scale level, the corridor are the core concepts in spatial policy. The Starting Report does not only distinguish three so-called network cities in the Randstad, but also in Twente, the node Arnhem-Nijmegen and the area around the city of Eindhoven. The Randstad is considered to be a European urban node just like the Rhein-Ruhr area and the so-called Flemish Square (Brussels-Antwerp-Ghent- Louvain) and, farther away, London, Paris, Frankfurt (Main) and Berlin. Between these European urban nodes a development of mega corridors takes shape. How- ever, the national corridors are not geographically indicated in the Starting Re- port. On the other hand this spatial economic main structure in Northwest-Europe is mentioned in another building stone for the Fifth Report, the Spatial Economic Policy Report. Here the pattern of European main infrastructure is clearly visible. The spatial economic main structure is further elaborated on various spatial scale levels together with matching corridors: from international mega corridors through national economic development corridors to regional corridors. Both concepts, network city and corridor, were not included in the Fifth Report. The idea of the network city eventually appeared to be another name for the old urban region, so no change at all. More radical is the disappearance of the corridor.

In the initial design (Part 1) of the Fifth Report new spatial concepts were introduced: urban networks and so-called outlines. Attention for existing urban areas mainly focuses on so-called urban networks. They are defined as 'highly urbanized areas that become a network of major and minor compact cities, each with its own character within the network'. Six (inter)national urban networks were identified. The urban network in the Randstad is called 'Delta Metropolis'. Outside the Randstad there are a number of urban networks: Groningen-Assen, Twente, Arnhem-Nijmegen, Brabantstad and Maastricht-Heerlen.

In the public inquiry (Part 2) of the Fifth Report the size of urban networks is emphatically brought up for discussion: the Delta Metropolis as well as Brabant-

Fifth Report ~ a n u a r ~ ~ (and ~une" 1999 January 200 1 January 2002 April 2002


16 Urban Tramport and the E i ~ ~ ~ ~ , n r ~ r n a t z r it? rha 21st Canrurv

stad would be far too large and of a totally different dimension compared with e.g. the modest urban network Groningen-Assen in the north of the Netherlands.

In the government's decision (Part 3) of the Fifth Report urban networks remain in force in their original form. In the definition the relation with transport policy is emphasized: 'Urban networks take the shape of a number of well- connected compact major and minor cities, separated by non-urbanized areas'.

In the Fourth Report on Spatial Planning Extra the urban development was mainly established by the so-called Fourth Report Extra-sites: rigidly lined building sites with matching public transport. In the Fifth Report this extremely detailed interference by the national government was to be replaced by the so- called outline policy to put a check on further urbanization. Red outlines are proposed for urban areas and green outlines for rural areas. In between so-called balance areas were proposed, which disappear again in Part 3 of the Fifth Report According to the initial design (Part l ) local authorities will draw the (red) outlines, but these outlines have to be approved of by province and national government. It is the national government that sets the rules. Elaboration of the rules for drawing red outlines followed in the government's decision. In Part 3 a new concept is formed by so-called cluster areas where the larger part of urbanization has to take place. Here regional authorities can indicate search areas for red outlines. Finally local councils make proposals for the precise location of the outlines, which are to be fixed in regional spatial plans. Thus the rules for the entire urbanization process are very carefully set for each administrative level.

After the general elections of May 2002 the new national government wanted to bring the Fifth Report in accordance with the Strategic Agreement. It is intended to change the Fifth Report as follows: - less rigid outlines: there will be more space for housing and - more control for regional and local authorities in spatial planning.

3.2 Randstad

In the Fourth Report Extra explicit choices were made for spatial development in the four large urban regions in the Randstad, the densely urbanized western part of the Netherlands which has more or less the form of a ring or a horseshoe. - no spatial diffusion, but spatial concentration, - no outward spatial development, no inward development in the Green Heart

but development on the ring of the Randstad and - links with the spatial main structure of each urban region.

In the initial design (Part 1) of the Fifth Report the urban network in the Randstad was called 'Delta Metropolis'. A significant detail here is that the Delta Metropolis as a spatial concept was not developed by the national government. Initially it was a bottom-up initiative, resulting from anxieties in the four large cities about the Netherlands' competitive position in Europe. [l l ] In the national government's policy it was not until the development of the NTTP and the Fifth Report that this idea started to play a part, though at first nobody really knew how the Delta Metropolis was to take shape. The idea was introduced because it appeared that in case of high pressure on land-use existing urbanization concepts as compact city would not be sufficient to meet the demand for space. As a result


alternative urbanization concepts had to be found such as the Delta Metropolis. During further elaboration of the Delta Metropolis concept, as in the Fourth

Report Extra, again the question arose how to further organize the urbanization in the Randstad: on the 'ring', on the 'inner side of the ring' or on the 'outer side of the ring'? On behalf of the Fifth Report two models were evaluated: on the 'ring' and on the 'inner side of the ring'. In the initial designs (Part 1) of both the NTTP and the Fifth Report the 'outer side of the ring' alternative was already abandoned. The way in which the Delta Metropolis concept will be handled does not only affect the urban (or 'red') functions: the choices to be made have direct effects on the Green Heart and the green belts between the cities in the Randstad as well as on mobility and infrastructure. Initially the Ministry of Spatial Plan- ning seemed to aim at development 'on the ring' and the Ministry of Transport at development on the 'inner side of the ring' in combination with a so-called Rand- stad circle line for public transport. But in Part 3 of the Fifth Report univocally is opted for new building sites on and nearby the Randstad 'ring'.

4 Transport planning

4.1 National

The NTTP is planned to be the legal basis for (national) traffic projects until 2020. A number of projects have been incorporated in policy already but others are now uncertain. The aims in the existing national transport policy in the Second Traffic and Transport Structure Scheme are amenity (somewhat emphasized), accessibility and guidance (and restriction) of mobility; in the proposals for the NTTP amenity and accessibility still are central items but safety is the main item. A shift is noticed from the old policy 'guidance and restriction' of mobility towards the NTTP policy 'sustainable accessibility'. The new believe is 'mobility is all right' because 'mobility and transport are essential'.

The view on transport infrastructure has changed in the NTTP development process, especially in relation to pricing, utilization and building. The Report Traffic and Transport Perspectives mentions pricing, utilization and building and says: "when, despite earlier agreed investment programs until 2010 utilization of infrastructure and ample application of price mechanism bottlenecks remain, the option 'building' will be used". Agreements are made in the so-called 'Multi-year Infrastructure and Transport Program' [l21 and the 'Accessibility Offensive Randstad' [13]. With regard to investments in infrastructure the NTTP says that with measurements from both plans "it will be possible to establish an acceptable level of accessibility for all of the Netherlands in 2010. However proceeding mobility growths needs a perspective for a longer term." The initial design (Part 1) emphasizes "a better utilization of road, rail and water" whereas the government's decision (Part 3) starts to nuance with "better utilization, and if necessary, building of infrastructure. Where despite better utilization and price policy bottlenecks remain or threaten to arise the NTTP advices building of extra capacity". Continuation of building infrastructure without pricing policy is 'a waste of time'.

The NTTP was even further completed than the Fifth Report when it was rejected by parliament. A new plan will not be sent to parliament before the


summer of 2003: a further delay of at least one year. According to the Strategic Agreement development of mobility will get extra attention. Growth of mobility and economic growth are interrelated. Good accessibility is essential for further economic growth. The most interesting modification is the proposal for the widening of main road infrastructure. In decision-making there hasn't been that much attention for private transport since decades. There will be extra money for the widening of roads and, on short notice, better use of existing roads. Possibilities for faster procedures will be investigated, as well as private financing of infrastructure, e.g. pay-lanes. In spite of the idea that a proposal for a special new law for urgent road widening will be dealt with as soon as possible, it is not realistic to expect that this policy is going to pay off during this coalition term, not coun- ting the trouble that widening main roads on the one hand creates new demand and on the other may lead to serious problems on the underlying road system.

4.2 Randstad

The most important development specifically for the Randstad is the so-called Accessibility Offensive Randstad dealing with the accessibility of the Randstad area, although the majority of infrastructure projects in the 'Multi-year Infra- structure and Transport Program' is also situated in that part of the Netherlands.

Interesting is the announcement in the NTTP of a 'rapid connection in the Delta Metropolis' 'because the government, as part of the Accessibility Offensive Randstad, committed itself to create a fast train connection between the four large cities in the Randstad (...). To develop the Randstad into Delta Metropolis (...) two options are open: reinforcement and extension of current transport networks or an additional new transport system on the inner side of the ring on Delta Metropolis scale level. The Randstad ring covers the most important large and medium-sized cities in the Randstad (...).' 'On behalf of decision-making, in any case these two alternatives will be examined: - reinforcement and acceleration of current means of public transport, linked to

an intensification of urbanization on the Randstad ring and - construction of a new fast transport system, linked to urbanization on the

inner side of the Randstad ring'. Special attention is paid to the latter, a Randstad circle line built as maglev, preferably in a public-private partnership. The governmenl's decision (Part 3) of the Fifth Report explicitly opted for ring development. 'A complete new transport system on the inner side of the ring (the Randstad circle line) will not be constructed'. However, much attention is paid to public transport in the Delta Metropolis, be it that no concrete plans are made. The system will be adapted with connections on three spatial scale levels: - fast (high-speed train) connections (including the High Speed Train-west

connection Utrecht-Rotterdarnmen Haag), - (investigation into) a frequent 'Delta metro' on Randstad scale and - small scale systems including light rail on the scale of urban regions. Since the government's decision (Part 3) of the NTTP was published earlier than Part 3 of the Fifth Report, it did not (yet) make the choice for 'ring development'.

The present national spatial and transport development plans, the Fourth


Report on Spatial Planning (Extra) and the Second Traffic and Transport Struc- ture Scheme introduced the mainport concept, an instrument with possibilities for development of Schiphol airport and Rotterdam seaport and thus their significance for the national economy. Unlike signs in the Starting Report on Spatial Planning (and the Spatial Economic Policy Report) such as the corridor policy which seemed to support the mainport idea with connections to the hinterland, the mainport concept in the Fifth Report seems to be brought up for discussion with proposals for only limited development as so-called sustainable mainports stating that origin-destination traffic should be preferred to transfer or transit traffic. The NTTP, however, wants enough space for mainport activities. The current government does not seem willing to limit mainport development.

5 Green belt structure and the environment

5.1 National

In June 2001 new national environmental policy was established by the then government. Relations between the Fourth National Environmental Policy Plan [l41 and the Fifth Report are mainly found in the policy for the physical environment. Cohesion between environmental and spatial policy should be intensified, and it is emphasized that (also) environmental policy should be decentralized.

As already mentioned in section 3, in the initial design (Part 1) of the Fifth Report the so-called outline policy was introduced with: - red outlines for urban areas, - green outlines for rural areas and - balance areas between urban and rural areas (i.e. the red and green outlines). With regard to (urban) development within these areas, respectively 'yes', 'no, unless' and 'yes, provided that' regimes would apply. A distinction dark-green and light-green outlines with 'no' respectively 'no, unless' regimes did not make it. In Part 1 of the Fifth Report the policy for rural areas was elaborated along three tracks: green outline policy, national landscapes and balance areas for the rest of the rural area.

Three areas were indicated as national landscape, including the Green Heart of the Randstad, and three areas were brought up for discussion. On the one hand the green outline policy was experienced to be too restrictive for spatial development, on the other hand more areas should need protection. In the government's decision (Part 3) of the Fifth Report the latter idea won, which resulted in the fact that from now on the green outline regime is also applied to more areas. There is a differentiation, though. The policy for areas falling under European law has been accentuated, thus implying that dark-green outlines with a 'no' regime are introduced anyway. For the other areas the 'no, unless' regime from Part 1 is applied. In Part 3 all six national landscapes are accepted and even a seventh has been added. These areas will be further developed but building is restricted. Strangely enough the balance areas are abandoned in Part 3. The policy for redevelopment in balance areas ('space for space') is indicated too.

'Green' functions seem to attract exceptional attention in the Fifth Report. In the spatial planning policy for rural areas, there is a multitude of 'green' areas,


each of them with its protection regime. Thus, about 60% of the Netherlands will be 'closed' for further development. All this offers a lot of problems for new main infrastructure. It will become more and more difficult to find spatial alternatives for line infrastructure through areas where always somewhere, on the basis of at least one of the above-mentioned qualifications, restrictive policy applies.

From the viewpoint of the new national government, the rural area will not be 'closed' for further development, it will remain 'vital'. There will be space for housing to meet the demand of the own population as a result of demographic growth. With regard to the ecological main structure, in rural areas the government will no longer buy land, but private management will be stimulated.

5.2 Randstad

From way back the policy with regard to open spaces in the western part of the country deals with the planning principles of green belts and the already mentioned Green Heart in the so-called Randstad green belt structure.

In the Fifth Report green belts are no longer considered to be separating ele- ments or buffer zones but parts of a new to be developed regional park system for the Delta Metropolis. In this proposal a shift from preservation to development of these areas should take place. Green belts will be affected most by on-going ring development of the Delta Metropolis. Another obstacle is the Green Heart itself, a very old land-use planning concept, being precisely geographically defined in the Green Belt Structure Act and the Fourth Report Extra.

In Part 1 of the Fifth Report it is still stated that there are differences in quality within the Green Heart and that in the most valuable areas extension of urbanization is not allowed. However, on and close to the border of the Green Heart it may be possible to selectively look for new urbanization locations. It looked like there was going to be a distinction between a valuable eastern part and a less valuable western part. In case of an inward development of the Delta Metropolis a serious threat would arise for the Green Heart: it simply would become smaller. However, in Part 3 of the Fifth Report is opted for ring development of the Delta Metropolis. This means no substantial reduction of the Green Heart. Besides, rigid limitations remain, now in the form of a national landscape. The green belts, on the other hand, will be transformed into regional parks and recreation areas.

6 Implementation

In the Fourth Report Extra most detailed statements were made on housing locations with matching high-quality urban regional public transport. For implementation of the policy for each urban region the national government entered into agreements with all parties involved. These agreements included funding.

The Fifth Report shows a strong belief in the 'makability' of space, urban and regional planning have deliberately not been left to the market. In Part l of the Fifth Report implementation is rather conventional: as final chapter it is the tailpiece 'after it became clear what there is to be implemented'. Fundamentally the government and not the market manages planning and implementation. Spatial planning is a public and not a private matter. Thus, implementation is


approached in a rather traditional way. An example is the top-down approach of the Delta Metropolis, originally a bottom-up initiative of local authorities.

The question: 'who manages the implementation?' is answered by: 'not exclusively the national government, not exclusively local authorities'. Motivation in Fifth Report and NTTP: 'central what must be, decentral where it is possible'. Decentralization is supported by regional mobility funds, made possible in the NTTP. Indeed the Fourth Report Extra-agreements are over and done with, but now regional agreements are suggested where agreements about national funding are made between the national government, provinces and local councils in a larger part of the country. In the public inquiry and recommendation (Part 2) of the Fifth Report the lacking co-ordination with the NTTP is indicated. The administrative structure (i.e. the division of responsibilities) does not properly fit.

The government's decision (Part 3) of the Fifth Report contains a further elaboration of the outline policy. Duties and responsibilities are precisely indicated for each administrative level. These detailed instructions from the national government around red outlines and around green outlines with a large number of categories of protected areas, leave the question whether changes can be expected in favour of decision-making by local authorities. It seems more likely they will get even less influence than they have at present. [IS] [16]

This also caused the viewpoint of the new national government. It stated that the goals of the Fifth Report are clear, but that the way of implementation is less clear. A 'cathedral of planning' in which societal development should follow a hierarchical planning system with all the rules and regulations is rejected. Plan- ning has to be more in accordance with societal reality, also in the implementation of plans. The new government wants to limit its control to strategic projects only, together with the ecological main structure and investments in infrastructure (e.g. mainports) and other projects of national importance that have structural effects on regional economic development. Local authorities will get financial means for regional development where also private parties will play an active role.

7 Conclusions and discussion

In the preceding sections the development of a number of spatial and transport planning as well as implementation concepts for the Netherlands and the Randstad have been discussed. A brief summary will be found in Table 2.

Transport policy initially strongly aimed at utilization. The government's decision (Part 3) of the NTTP seems to offer more freedom of action than the Fifth Report: i.e. on certain conditions building of infrastructure is again acceptable. The Fifth Report seems more dogmatic. It may be concluded that not only with the outline policy frantic efforts are made to rigidly limit the cities, at least as long as possible. It is the entire national spatial policy that aims, as much as possible, at urbanization within existing urban areas and thal tries to keep rural areas open with a variety of protecting regimes. Not only will this have far- reaching consequences for future urban development of the Netherlands, but transport policy will suffer as well because construction of new transport infrastructure will become almost impossible without drastic and therefore highly expensive measures for fitting in in the environment. This way the Fifth Report


urbanization: national

Randstad

transport: national transport: Randstad

national

green belts: Randstad

implementation. national vs. regional

Table 2. Urban planning and transport planning concepts in Fifth Report and NTTP.

compact city network cities

urban nodes corridors (housin )contingents 4 large urban regions development 'ring' i

mainports

regional public transport

high-quality areas areas to be developed basic-quality areas

green belts (preservation)

rigid lined Gr. Heart national government

agreem. urban region indication of sites

s'''R~~./NTTP part 1 urban zone network of compact cities

urban network red outlines one DeltaMetropolis development 'ring'

or 'inner side rine' infra: utilization regional mob. funds sustainable mainprts

Randstad circle line (e.g. maglev)

green outlines balance areas 3-6 nat. landscapes regional parks

(development) smaller Green Heart national government + local authorities

public parties only agreem. n s e W Neth outline policy

m urban zone network well connec-

ted compact cities urban networks red.outl:cluster areas one DeltaMetropolis development 'ring'

infra: utiliz.,building regional mob. funds sustainable mainprts high-speed line west Delta metro light rail wider green outlines space-for-space 7 national landscapes regional parks

(development) rigid lined Gr. Heart national government + local authorities

public parties only agreem. n s e W Neth outline policy

Strut. Agreement

less rigid outlines

widening motorw. regional funds mainports

widening motorwavs less rigid outlines housing in rural areas

> local authorities

also market parties

less rigid outlines


seems mainly a continuation of the restrictive, preserving spatial policy with an accent on 'prevention of development'.

On the other hand, using the outline policy implies that rural areas will not be wasted unnecessarily. The process to restrict urban areas should be a gradual one and be executed in phases: limitation can be rigid but needs to be flexible as soon as pressure on existing urban areas will become too high. A (too) wide red outline leads to indolence in looking for alternatives: urban extension in rural areas is easier and often cheaper than reconstruction of existing urban areas. An advantage of rigid limitation of urban areas is that far-reaching spatial concentration leads to enforcement of the basis for urban facilities. Another advantage is that this will be a good premise for the further development of public transport. [l71

A vital item in the development from the initial design (Part 1) towards the government's decision (Part 3) of the Fifth Report is the option for ring development in the Delta Metropolis. The question is whether continuation of current spatial principles will offer sufficient space for proceeding urban development resulting from economic and demographic growth in the next 20 years. On the other hand, ring development as the proposed urban planning principle for the Delta Metropolis certainly might have positive consequences for a sustainable development of the Randstad and the Green Heart: - in the urban areas far-reaching spatial concentration is a good premise for the

further development of the environmentally friendly public transport (although this could also have been reached by the corridor concept on a national scale),

- in rural areas ring development of the Randstad keeps the Green Heart open (but threatens the green belt buffer zones between the cities of the Randstad).

As for the administrative aspects, it is greatly to be wondered whether local authorities, in accordance with the idea of decentralization, have any choice left in the development of urban form. The Fifth Report does not show administrative renewal: governmental rules seem so rigid that few options are left for local authorities. The approach of developing the Delta Metropolis e.g. disregards the initial bottom-up process and the government's decentralization goals in general.

One conclusion is that proposals in the government's decisions (Parts 3) of NTTP and Fifth Report may lead to physical limitation of urbanization and mobility caused by its preserving nature. They do not anticipate on external factors such as a possibly increasing demand for space and infrastructure as a result of economic or demographic growth in the long term.

The NTTP and the Fifth Report on Spatial Planning, however, have not yet been decided. The above identified problems seem to have been noticed recently. And it now appears that they are going to be resolved in the (near) future with regard to road inhastructure and urban and economic development, but they may have a negative impact on public transport and on the environment and thus on sustainability. In the Strategic Agreement a number of significant bottlenecks are indicated for improvement but so far these are intentions only. Question marks should be placed on implementation. The plans for Fifth Report and NTTP already took more time than initially planned and now they seem to need another year. In the meantime (urban) transport and its spatial environment continue developing in a changing society. Societal developments do not wait for a Fifth Report on Spatial Planning or a new NTTP . . .


24 Urban Tramport and the E i ~ ~ ~ ~ , n r ~ r n a t z r it? rha 21st Canrurv

References

[l] Ministry of Housing, Spatial Planning and the Environment, Vierde Nota over de Ruimtelijke Ordening Extra: Op weg naar 2015: Deel 4. Planologische kernbeslissing nationaal ruimtelijk beleid. Tweede Karner, 1990- 199 1, 2 1879. SDU: The Hague, 1993.

[2] Ministry of Transport, Public Works and Water Management et al., Tweede Structuurschema Verkeer en Vervoer: Verkeer en vervoer in een duurzame sa- menleving: Deel e. Tweede Kamer, 1990- 199 l, 20922, SDU: The Hague, 199 l.

[3] Strategic Agreement, Werken aan vertrouwen, een kwestie van aanpakken: Strategisch Akkoord voor kabinet CDA, LPF, W D . Coalition Agreement, 2002.

[4] Ministry of Housing, Spatial Planning and the Environment, De ruimte van Nederland: Startnota Ruimtelijke Ordening. SDU: The Hague, 1 999.

[5] Ministry of Transport, Public Works and Water Management et al., Perspectie- vennota Verkeer en Vervoer. 1999.

[6] Ministry of Economic Affairs, Nota Ruimtelijk Econornisch Beleid: Dynamiek in netwerken. SDU: The Hague, 1999.

[7] Ministry of Transport, Public Works and Water Management, Van A naar Beter: Nationaal Verkeers- en Vervoersplan 2001 -2020: Beleidsvoornemen. 2000.

[g] Ministry of Housing, Spatial Planning and the Environment, Ruimte maken, ruimte delen: Vijfde Nota over de Ruirntelijke Ordening 2000/2020. SDU: The Hague, 2001.

[9] Ministry of Transport, Public Works and Water Management, Van A naar Beter: Nationaal Verkeers- en Vervoersplan 2001 -2020: Kabinetsstandpunt en Resultaten Inspraak en Advies. 2001.

[l01 Ministry of Housing, Spatial Planning and the Environment, Ruimte maken, ruimte delen: Vijfde Nota over de Ruimtelijke Ordening 2000R020: PKB deel 3. Kabinetsstandpunt; PKB deel2. Resultaten van inspraak, bestuurlijk overleg en advies. SDU: The Hague, 2002.

[ l l] Frieling, D. & H. Venema, Deltametropool. Dienst Stadsontwikkeling en Ver- keer: Rotterdam, 1998.

[l21 Ministry of Transport, Public Works and Water Management, MIT- projecten- boek: Stand van Taken 2003. SDU, The Hague, 2002.

[l31 Ministry of Transport, Public Works and Water Management, Bereikbaar- heidsoffensief Randstad. SDU: The Hague, 2000.

[l41 Ministry of Housing, Spatial Planning and the Environment et al., Een wereld en een wil: Werken aan duurzaamheid: Nationaal Milieubeleidsplan 4. The Hague, 200 1.

[l51 Baggen, J.H., Fifth report on spatial planning: New growth and territories in the Netherlands. Paper 3rd Congress on Proximity 'New growth and territories', Inra & A.D.I.S.: Paris, 13-14 December 2001.

[l61 Baggen, J.H., Fifth report on spatial planning: Urban form and sustainability in the Netherlands. Paper 32th Annual Conference of the British & Irish Sec- tion of the Regional Science Association, Brighton & Hove, 21-23 August 2002.

[l71 Baggen, J.H., Sustainable mobiliry: Sustainable development and facilities structures of passenger transport in the Randstad. Tinbergen Institute Research Series 74, Thesis Publishers: Amsterdam, 1994.


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