Secondary cities in the Randstad play various roles in contributing to the emergence of a polycentric spatial structure. The document analyzes how secondary cities connect core cities through travel patterns, and discusses their development potentials. It also examines case studies of Leiden and Haarlem to understand how urban form and identities can promote regional polycentricity and identity.
3. Bohai Economic Rim
Motivation
Yangtze River Delta
Starting From Yangtze River Delta
Pearl River Delta
4. Network in Yangtze River Delta
-Shanghai as a Dominate Megnet City
-Two Large CitiesNanjing and Hang Zhou directing to Shanghai
-Three of medium-sized cities connecting Shanghai much more than two core cities
Nanjing Nanjing
Wuxi Wuxi
Suzhou `shanghai Suzhou
Shanghai Shanghai
Hangzhou Hangzhou
Ningbo
5. Vision of Yangtze River Delta 2020
-Improve Reginal Competiveness in Global Level
-Promoting Two Centers (Nanjing and Hangzhou) by promoting
Economical Complementray for the Region
-Six Medium-Sized Cities to be more innovative and Strengthen
Local Industry
9. Randstad as a Polycentric Urban Region
Randstad Region represents a very particular Division of Labour between the Randstad, the F
Polycentric Urban Region in the world
(Kloosterman and Musterd, 2001).
10. Learning from the Randstad:
What is a Polycentric Urban Region in case of the Randstad?
What kind of Roles do Secondary Cities play in the PUR of the Randstad?
12. Randstad as a Polycentric Urban Region
Amsterdam,Den haag, Zaanstad
Rotterdam, Utrecht as main cores, Velsen
Schipol Area- Airport City (Maurits
Schaafsma, 2009) will be another core. Amsterdam
Haarlem Almere
Hilversum
Schipol
Amersfoort
Leiden Alphen a/d Rijn Zeist
Utrecht
Zoetemeer
Den Haag
Gouda
Delft
Rotterdam
Dordrecht
13. Flow Between Sub-regions in Randstad 2028
These five cores play complementary role in this PRU.
Therefore, communication between five cores has trend to be stronger.
14. Advantages of Polycentric Urban System a1
1. Decentraliztion of Economy (low land price, less congestion)
Economy Specialisation (e.g Knowledge Economy) A a2
2. Urban Congestion
including traffic jam, traffic accident, noise, pollution, etc.
3 Diversity of Social Structure and Social Cohesion B
The European Commission is among the (political) actors who views polycentric b1
development as a boon to achieving social and spatial cohesion (and competitive- b2 b
ness) at various spatial scales (The Polycentric Metropolis Unpacked, 2009). Monocentric Urban System/
Corridor City
4. Strengthen Identity of the Region a1 a1
Kees Terlouw proposed regional identity is shifting from thick to Thin Regional
Identity are more network based and more economy and future oriented.
A a2 A a2
B B
b1 b1
b2 b2
Polycentric Urban System
15. Urban Congestion
decrease urban congestion by improving polycentricity
a1 a1
3
There are four ways:
Type 1 is two-direction flow between a core city and its
1
secondary city (e.g. a2-A).
Type 2 is flow between a secondary city and other core city
(e.g. a2-B). A a2
Type 3 is flow between two secondary cities both of which
A a2
2
belong to one core city (e.g. a1-a2).
Type 4 is flow between two secondary cities both of which
belong to different core cities (e.g. a2-b1)
4
B B
b1 b1
b2 b2
16. Main Research Question:
How can the development of secondary cities contribute to the
emergence of a polycentric spatial structure?
18. Important Notions of Polycentrism
1. using the concept of Polycentrism to expain an exisiting or
emerging polycentric urban system - analytical dimension, or
as a planning strategy refers to active encouragement of poly-
centric development as a policy objective-normative dimen-
sion (Davoudi, 2003)
2. Polycentrism in scalar dimension: “polycentricity can occur
at multiple levels or spatial scales, and what is monocentric at
one level can be polycentric at another-and vice versa” (Hall,
2003)
3. Level of Polycentrism:
a) the lower lever: no relations between settlements, just distri
bution of the population
b) the media lever: minimum interaction, which centres are part
of system and which are independent of it
c) the synergetic lever: each centre has a city or regional scale
function, and its function provides supplies for whole urban
system (Champion, 2001)
19. Polycentricity on Different Scales
Core Cities
Core Cities
Secondary
Cities
Secondary
Symmetry Cities
Relation
Symmetry
A-Symmetry Relation
Relation
A-Symmetry
Relation
“polycentricity can occur at multiple levels or
spatial scales, and what is monocentric at one lev-
el can be polycentric at another-and vice versa”
(Hall, 2003)
20. Polycentricity by Different Topics
- Company Network
The strongest links and thus the
highest potential for exchange typi-
cally occurred between Amsterdam,
Rotterdam, The Hague and Utrecht
and not so much between these cit-
ies and their surroundingsubcentres.
This finding signals the existence
of relationships at the pan-Rands-
tad level, but simultaneously points
at intra-regional fragmentation
and‘disconnectedness’.
Lambregts, B. (2009). Connected Cities in a
Polycentric Mega City-region: Exploring Intra-
and Extra-Regional Liankages Through Office
Networks in the Randstad
Rck, J. R. v., Oort, F. v., Raspe, O., Daalhuizen, F., & Brussel, J.
v. (2006). Veel Steden Maken Nog Geen Randstad. Rotterdam:
NAI Uitgevers
21. Polycentricity by Different Topics
- Commuting Pattern
1. Commuting patterns between core cities are more
ore less “Symmetry”.
2. Commuting patterns between core cities and sec-
ondary cities are very “A-Symmetry”.
3. City-region of Amsterdam and Rotterdam are much
more “A-Symmetry” than city-region of The Hague
and Utrecht.
Rck, J. R. v., Oort, F. v., Raspe, O., Daalhuizen, F., & Brussel, J.
v. (2006). Veel Steden Maken Nog Geen Randstad. Rotterdam:
NAI Uitgevers
etry of commuting patterns between municipalities in the Randstad 1990/1994 and 2000/2003. (source:
22. Polycentricity by Different Topics
- Shopping Network
1. Interaction mostly takes place between secondary
cities and their own core cities.
2.Interaction between core cites is very low.
3. From this point, Randstad is just a cluster of four
conurbations.
Rck, J. R. v., Oort, F. v., Raspe, O., Daalhuizen, F., & Brussel, J.
v. (2006). Veel Steden Maken Nog Geen Randstad. Rotterdam:
NAI Uitgevers
23. Potentials of Secondary Cities in Monocentric Urban System
Low Density Proxmity to Nature Family City Locality
(spatially/ temporally)
24. Potentials of Secondary Cities in Polycentric Urban System
Economical Mixed Functions Regional Identity Local+Global
Specialization
25. Terlouw, K. (2009). Rescaling Regional Identities: communicating thick and
thin regional identities. Studies in Ethnicity and Nationalism, 9(3), 452-464.
Dune-Bollenstreek
27. Impact of Polycentric Urban System on the Urban Form
Diversity of Urban Fabric Stimulating and Restructure
Urban Development
M
P
Infrastructure Node Open to Network
28. Inter-city Travel Pattern as a Tool to Measure Relationships
Daily Urban System
Travel purpose: working, shopping and leisure -Question of “POINT”
Travel behavior: Model Choice- cycling, car and public transport
Distance - Question of “LINE”
Migration: Complements Migration
Substitute Migration
?
secondary city secondary city
?
desitination desitination
travel behaviour ? travel behaviour
?
Question of “POINT” Question of “LINE”
29. Main Research Question:
How can the development of secondary cities contribute to the emergence of a polycentric spatial structure?
Sub-questions:
1.Related to inter city travel pattern by different travel purposes (work, shop and leisure), which roles do secondary
cities play in the PUR of the Randstad in economical, social and spatial aspects?
2.Related to inter city travel pattern by different travel behavior(model choice and distance), which roles do second-
ary cities play in the PUR of the Randstad in economical, social and spatial aspects?
3.What are the development potential of secondary cities in the PUR of the Randstad?
3.How does inter city travel pattern influence urban form of secondary cities?
4.How could seondary cities make use of potentials by intervention into urban form?
6.What are the identities of the secondary cities attracting inter city travel? In which condition could secondary cit-
ies make use of these identities to promote the regional identity?
Key words:
Polycentric Urban Region, Randstad region, secondary cities, network, intercity travel pattern,urban form, identity,
31. Selection of Secondary Cities:
a1
A 1
a2
2
Zaanstad
Haarlem
B
A b1
b2
S
Hilversum
Leiden Amersfoort 1+2 secondary cities connecting two cores
Alpen a/d
Rijn
D Zoetermeer
U
Gouda
Delft
R
32. Selection of Secondary Cities:
a1
3
A a2
Purmerend Lelystad
Velsen
Zaanstad
4
B
Haarlem
A
Almere
b1
b2
S
Huizen
Hilversum Nijkerk
Leiden Amersfoort 3 between two secondary cities
both of which belong to one core city
Alpen a/d
Rijn 4 between two secondary cities
both of which belong to di erent core cities
Zeist
D Zoetermeer
U
Gouda
Delft
R
41. velopment, or “transit oriented development” (Cervero 2004;
Dittmar and Ohland 2004; Dunphy et al. 2004). City Scale
Node
Unbalanced Stress
Analytical Tool in Scales areas
2 Exploring the relation between transport and node
land use in station
It is generally recognized that land use patterns and trans- Balance
portation patterns are closely related to each other. It is eas-
ily understood that the spatial separation of human activities
creates a need for personal travel and goods transport, and
thus in�uences the mobility behaviour of actors such as house-
holds and �rms. Less widely appreciated is the converse im- Unbalanced
pact of transport on land use (Banister 1995; Giuliano 2004; place
Dependence
Wegener and Fuerst 1999). It is obvious that the availability of
infrastructure makes certain locations accessible, but exactly
how developments in the transport system in�uence the lo-
cational behaviour of landlords, investors, �rms, and house- Place
holds is less clearly understood. �e idea of the “land use Figure 2: �e �ode-�lace Model (a�er Bertolini 1999).
transport feedback cycle” (Giuliano 2004; Meyer and Miller
2001; Wegener and Fuerst 1999) is o�en used to illustrate �e node-place model distinguishes �ve ideal-typical situ-
the complex relationship between land use and transport. In ations for a station area (Figure 2). Each situation re�ects a
this cycle, land use and transport patterns both in�uence each particular relative position of a station area on the node and
other. Land use patterns partly determine the location of hu- place scale, or, in other words, its position in the node or place
man activities such as living, working, shopping, education, hierarchy of an urban region. �e “balanced” areas are found
and leisure. �e distribution of human activities requires use along the middle line; their relative positions on both the node
of the transport system to overcome the distance between the and place scales are roughly equal. It is expected that, due to
Region Scale where these activities take place. �ese activities cre-
locations City-Region Scale
transport and land used interactions, these relative positions
ate new travel demand and, consequently, a need for trans- will be comparable in most cases. At the top of the line are the
portation services, whether in the form of new infrastructure “stressed” areas: locations where both the node and the place
or more e�cient operation of existing facilities. �e resulting have been used to the fullest. “Stressed”station areas have a
increase in accessibility co-determines the location decisions relatively strong position on both the node and place scales.
of landlords, investors, households and �rms and so results in Further development in these areas can become problematic
changes of the land use, starting the cycle again. �is process as multiple claims on the limited amount of space can easily
continues until a (provisional) equilibrium is reached or until cause con�icts. At the bottom of the line are the “dependent”
some external factor intervenes (Meyer and Miller 2001). areas where the struggle for space is minimal. Both the node
�e node-place model of Bertolini (1999) follows the rea- and the place values are relatively so weak that factors other
soning of the transport land use feedback cycle and aims at than internal node-place dynamics (e.g. subsidization) must
further exploring the underlying relationships, with a focus on intervene in order for the area to sustain itself. Furthermore,
station areas. �e basic idea is that improving the transport two unbalanced situations exist. Above the middle line are
42. Final Approach : Develop a design tool box for secondary cities instead of only one spe-
cific design project
As follows, there are several sub-approaches of this thesis.
1.Theoritical Framework: Comprehesion of concept of Polycentrism in the context of Randstad Region
2. Empirical Framework: Case Study
3.Analytical Tool: Intercity travel pattern as a tool to measure relationship of secondary cities in the Randstad
44. Phazing
Tool
Motivation -Intercity Travel
Pattern
-GIS+
Space Syntax
Problem
Statement
Analysis
-Regional Scale Normative
Research Concept Design
Aim Evaluation
Questions -City-Region Scale Projcet
-City Scale Tool Box
Literature Theoretical
Review Framwork
Empirical
Framwork
Case Studies
45. Time Schedule
Tool
Motivation -Intercity Travel
Pattern
-GIS+
Space Syntax
Problem
Statement
Analysis
-Regional Scale Normative
Research Concept Design
Aim Evaluation
Questions -City-Region Scale Projcet
-City Scale Tool Box
Literature Theoretical
Review Framwork
Empirical
Framwork
P1 P2 P3 P4 P5
Review Abstract Review Paper Graduation Final Report
Thesis Plan Draft Case Studies Thesis Plan Thesis Report
Topic Literature Methodology Analysis Tool Box Design Evaluation
P1
Formulation Review
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