Session 1 - Montefiore

More documents

Recommendations

Info

3 The drivers of urban sprawl 3.1 Clusters of drivers Sustainable urban planning strategies to combat urban sprawl can only be effectively specified when the forces driving urban sprawl are fully understood. Further general analysis shows that residential sprawl and the development of economic activities, in turn linked to the development of transport networks, are intrinsic causes of expanding cities. This is largely a consequence of increasing passenger and freight transport demand throughout Europe, as well as relatively high increases in the price of already urbanised land. The attractiveness of living in the centre of cities has fallen, while the quality of life associated with more 'rural areas' including city suburbs, being closer to nature, has increased. These factors present a planning challenge for small municipalities attempting to maintain their populations and attract small and medium-sized enterprises. The extremely low price of agricultural land (in most cases good agricultural land) compared to already urbanised land (e.g. brownfield sites) or former industrial sites, is also an important factor underlying urban sprawl. In many development projects, the cost of agricultural land acquisition is relatively low. Thus, it enables greater profits to be made compared to those from already urban land or former industrial waste land, even in cases where no remediation is needed (non-polluted sites). This factor is particularly important in the economic heart of Europe stretching from the United Kingdom down through the Benelux countries, Germany and France (also known as the Pentagon zone). The trend of good agricultural land being deliberately and artificially maintained at a low value is reinforced by the broad use of expropriation tools. A direct side effect of these combined tools — low value, future use not taken into account, and expropriation — is clearly demonstrated by the development of villages near cities for residential or business purposes. 3.1.1 Macro-economic factors Global economic growth is one of the most powerful drivers of urban sprawl. Globalisation The drivers of urban sprawl of the economy is today fundamentally interrelated with the development of information and communication technologies (ICT). Both phenomena are beginning to have profound impacts on the spatial distribution of population and employment. Overall, it is likely that ICT will drive urban development towards an even more sprawled future (Audriac, 2005). Drivers of urban sprawl Macro-economic factors • Economic growth • Globalisation • European integration Micro-economic factors • Rising living standards • Price of land • Availability of cheap agricultural land • Competition between municipalities Demographic factors • Population growth • Increase in household formation Housing preferences • More space per person • Housing preferences Inner city problems • Poor air quality • Noise • Small apartments • Unsafe environments • Social problems • Lack of green open space • Poor quality of schools Transportation • Private car ownership • Availability of roads • Low cost of fuel • Poor public transport Regulatory frameworks • Weak land use planning • Poor enforcement of existing plans • Lack of horizontal and vertical coordination and collaboration Urban sprawl in Europe 17
18 The drivers of urban sprawl EU integration also has far-reaching impacts upon the economies of European cities. In this context, barriers to trade between Member States have been substantially removed and an important feature of this trend is the emergence of the 'super regions' which transcend national boundaries. Furthermore, integration tends to support the development of capital cities, and erode the competitive position of smaller cities and towns. All regions of the EU are intended to benefit from economic growth generated in the new integrated Europe; however, the reality is that new patterns of economic advantage and disadvantage are emerging, as EU action is only one factor amongst many influencing trends in local economies. EU integration supports investment in longerdistance transport networks to facilitate improved accessibility and mobility. The proposed Trans-European Transport Networks (TEN-T) will greatly influence the future spatial development of urban areas across Europe especially in the EU-10 where natural areas are more prevalent than in the EU-15. In particular, the TEN transportation network is designed to solve some of the existing accessibility problems between EU-15 and the new Member States. However, given the powerful influence that new transport links have in generating development it is vital that current TEN plans fully address all possible impacts of the new infrastructure provision on urban sprawl and on the natural environment. EU Structural and Cohesion Funds investments throughout Europe can either drive sprawl or support its containment. Investment in new motorways and other road connections readily attracts new development along the line of the improved transport links, frequently exacerbating urban sprawl, as will be seen later in the case study of Dresden-Prague. Alternatively, Structural Funds interventions can be channelled to the redevelopment of deteriorating inner cities making them more attractive for housing and other public and private investments, thereby assisting in the development of more compact cities. Global competition is also driving efforts to secure economies of scale in the distribution and consumption of goods that have driven changes in the retail sector over the past decades. In the 1950s, most shops were small and located in the middle of residential areas, and the majority of the population did their shopping on foot. Today, major out-of-town shopping centres are the dominant form of retail provision, which together with the surrounding parking areas occupy vast areas of land only accessible by car. Urban sprawl in Europe The inter-linkages between residential and industrial/commercial/transport areas in urban development are also critical to the promotion of sprawl. In some cases residential areas promote the development of associated commercial areas. More often new transport links and nodes, and commercial and industrial development facilitate the development of new residential areas in their vicinity. Whatever the relationship it is notable that in most cities industrial, commercial and transport areas are prime motors of sprawl that have outpaced the growth rates of residential areas with on average, growth rates of 100 % above those of residential areas. The rapid development of transport networks over the past 45 years has impacted particularly strongly outside the historic city centres and these new networks today occupy significantly more space than previous networks. Furthermore, industrial, commercial and transport areas occupy between 25 % and 50 % of all built-up land, and on average one third of urban land is used for these purposes (Figure 6). In distributional terms, analysis of these land uses shows that in the core of cities the growth of housing and commercial areas are of similar magnitudes, whereas in the immediate vicinity outside the core, the pressures for housing development are generally greater (Figure 7). For all land uses, new development predominantly takes the form of diffuse sprawl, and most new services, other than commercial, and recreation activities are developed outside the core of the city. New transport investment, in particular motorway construction, can be a powerful stimulant for new development and sprawl, including shopping centres and residential areas. Land use and transport are inter-dependent in complex ways as development influences mobility patterns. New suburban development without adequate public transportation typically increases the demand for private car use. In contrast the construction of new light rail systems has a tendency to increase housing densities around access points (Handy, 2005). Households make choices between residential areas taking into account the price of housing and the price of commuting between the work place and home. When travel costs fall below a certain threshold and income reaches a certain level the rate of sprawl quickens, and unsurprisingly sprawl is more common in regions where incomes are high and commuting costs are low (Wu, 2006).
Page 1 and 2: Session 1 - Supervisors : Pierre De
Page 3 and 4: Session 3 - Supervisors : Damien Er
Page 5 and 6: Session 5 - Supervisors : Nathalie
Page 11 and 12: Session 11 - Supervisors : Damien E
Page 13 and 14: Session 13 - Supervisors : Nathalie
Page 15 and 16: Session 15 - Supervisors : Sigrid R
Page 17 and 18: Appendix A : Sigrid Reiter Appendix
Page 20 and 21: EEA Report No 10/2006 Urban sprawl
Page 22 and 23: Contents Contents Acknowledgements
Page 24 and 25: Urban sprawl — a European challen
Page 26 and 27: from city centres, while retaining
Page 28 and 29: growth as mentioned in Chapter 1. R
Page 30 and 31: The extent of urban sprawl in Europ
Page 32 and 33: esidential density, sprawl is equal
Page 34 and 35: The extent of urban sprawl in Europ
Page 38 and 39: The drivers of urban sprawl Figure
Page 40 and 41: also clearly demonstrate city spraw
Page 42 and 43: Box 4 Portugal and Spain: threats t
Page 44 and 45: Box 5 (cont.) Map Development scena
Page 46 and 47: Box 6 (cont.) The drivers of urban
Page 48 and 49: emote locations and requiring trans
Page 50 and 51: 4.1.2 Natural and protected areas T
Page 52 and 53: Box 7 (cont.) The impacts of urban
Page 54 and 55: the societal cost of asthma has bee
Page 56 and 57: Box 8 Effects of residential areas
Page 58 and 59: 5.2 The European spatial developmen
Page 60 and 61: European regional forces generating
Page 62 and 63: Box 9 (cont.) Responses to urban sp
Page 64 and 65: urban development plan and focused
Page 66 and 67: Box 10 (cont.) Responses to urban s
Page 68 and 69: Annex: Data and methodological appr
Page 70 and 71: C Assessing urban sprawl at the Eur
Page 72 and 73: References and further reading Ambi
Page 74 and 75: European Commission, 1990. Green Pa
Page 76 and 77: European Environment Agency Urban s
Page 78 and 79: Appendix A.2 78
Page 80 and 81: Section 2 presents a brief review o
Page 82 and 83: intervention in these specific type
Page 84 and 85: electricity as trains in Belgium ar
Page 86 and 87:
The majority of those districts are
Page 88 and 89:
which were calculated with the same
Page 90 and 91:
The last type of sensitivity analys
Page 92 and 93:
(INSEE) in France, the Office for N
Page 94 and 95:
Kints C. La rénovation énergétiq
Page 96 and 97:
A Method to Evaluate the Energy Con
Page 98 and 99:
application in many other suburban
Page 100 and 101:
Our classification of buildings cur
Page 102 and 103:
to work and the mode of transportat
Page 104 and 105:
energy consumption of a neighborhoo
Page 106 and 107:
transportation represents 11.8% to
Page 108 and 109:
most important. Insulating only the
Page 110 and 111:
savings highlighted in the first an
Page 112 and 113:
measurements because of high variat
Page 114 and 115:
Hilderson, W., E. Mlecnik and J. Cr
Page 116 and 117:
FIGURE CAPTIONS AND TABLE TITLES Fi
Page 118 and 119:
PLEA2012 - 28th Conference, Opportu
Page 120 and 121:
Page 122 and 123:
Page 124 and 125:
Page 126 and 127:
ENERGY REQUIREMENTS AND SOLAR AVAIL
Page 128 and 129:
year are 34.9 °C and -9,1°C. The
Page 130 and 131:
The new built density of the neighb
Page 132 and 133:
Appendix A.6 132
Page 134 and 135:
uilding” approach. A large amount
Page 136 and 137:
C. Comparison of our classification
Page 138:
In fact, as cavity walls became wid
Page 141 and 142:
METHODS, TOOLS, AND SOFTWARE Keywor
Page 143 and 144:
approaches. These methodologies hav
Page 145 and 146:
travel through the urban area of Li
Page 147 and 148:
METHODS, TOOLS, AND SOFTWARE Figure
Page 149 and 150:
as well as the ability to test fore
Page 151 and 152:
Appendix A.8 151
Page 153 and 154:
consumption is rarely taken into ac
Page 155 and 156:
interdependences between urban stru
Page 157 and 158:
These data were also used by Boussa
Page 159 and 160:
and energy consumption in the resid
Page 161 and 162:
Mean modal share (train) 14,0% 12,7
Page 163 and 164:
Figure 4: Annual transport energy c
Page 165 and 166:
23,0%, even if the annual energy co
Page 167 and 168:
or commercial purposes. “Type-pro
Page 169 and 170:
Beevers SD and Carslaw DC (2005) Th
Page 171 and 172:
Lavadinho S and Lensel B (2010) Imp
Page 173 and 174:
Appendix A.9 173
Page 175 and 176:
NOTICE The submitted manuscript has
Page 177 and 178:
Using ZEB design goals takes us out
Page 179 and 180:
Boulder, Colorado has a solar acces
Page 181 and 182:
(Mermoud 1996) to calculate the exp
Page 183 and 184:
energy is used. TDVs have been deve
Page 185 and 186:
Net Zero Energy Emissions Building
Page 187 and 188:
combined with selecting a favorable
Page 189 and 190:
Appendix A.10 189
Page 191 and 192:
Life Cycle Assessment of Buildings
Page 193 and 194:
Page 195 and 196:
Page 197 and 198:
Page 199 and 200:
Page 201 and 202:
Page 203 and 204:
Page 205 and 206:
Page 207 and 208:
PRe, SimaPro., 2000. Life Cycle Ass
Page 209 and 210:
Appendix A.11 209
Page 211 and 212:
396 buildings [17,26]. This review
Page 213 and 214:
398 2.2. Embodied energy and carbon
Page 215 and 216:
400 using photovoltaic panels will
Page 217 and 218:
Appendix A.12 217
Page 219 and 220:
assumptions, the indicators (Embodi
Page 221 and 222:
Table 3 Distribution of the steel w
Page 223 and 224:
the three case studies exhibit a st
Page 225 and 226:
PLEA 2011 - 27 th Conference on Pas
Page 227 and 228:
Page 229 and 230:
Page 231 and 232:
Appendix B : Pierre Dewallef Append
Page 233 and 234:
When writing your presentation, you
Page 235 and 236:
Status of Solar Tower Power Plant t
Page 237 and 238:
Appendix B.3 237
Page 239 and 240:
Page 241 and 242:
Status of biomass combustion power
Page 243 and 244:
Appendix B.5 243
Page 245 and 246:
Page 247 and 248:
Status of ocean thermal energy conv
Page 249 and 250:
Appendix B.7 249
Page 251 and 252:
Page 253 and 254:
Status of Natural Gas Combined Cycl
Page 255 and 256:
Appendix B.9 255
Page 257 and 258:
Page 259 and 260:
Status of Integrated coal Gazeifica
Page 261 and 262:
Appendix B.11 261
Page 263 and 264:
Page 265 and 266:
Status of Carbon Capture and Storag
Page 267 and 268:
Appendix B.13 267
Page 269 and 270:
Page 271 and 272:
Status of Carbon Capture and Storag
show all

Session 1 - Montefiore

Create successful ePaper yourself

Delete template?

Save as template?