Taede Tillema

Face-to-face and electronic communications in maintaining social networks : the influence of geographical and relational distance and of information content

Using data collected among 742 respondents, this article aims at gaining greater insight into (i) the interaction between face-to-face (F2F) and electronic contacts, (ii) the influence of information content and relational distance on the communication mode/ service choice and (iii) the influence of relational and geographical distance, in addition to other factors, on the frequency of F2F and electronic contacts with relatives and friends. The results show that the frequency of F2F contacts is positively correlated with that for electronic communication, pointing at a complementarity effect.With respect to information content and relational distance, we find, on the basis of descriptive analyses, that synchronous modes/services (F2F and telephone conversations) are used more for urgent matters and that asynchronous modes (in particular email) become more influential as the relational distance increases. Finally, ordered probit analyses confirm that the frequency of both F2F and electronic communication declines when the physical and relational distance to social network members increases.

Road Pricing and Relocation Decisions of Dutch Households

Using stated preference data collected among Dutch respondents, this paper explores the effects of kilometre and cordon charges on the decision to move house or change jobs. About 5 per cent of the respondents indicated a reasonably high probability of moving house if a road pricing measure were to be implemented; with respect to job change, this was about 13.5 per cent. On the basis of an ordered probit analysis, it was possible to identify several important variables that help to explain these figures. The variables that affect people’s decision to move house or change jobs are more or less the same. Somewhat unexpectedly, the price level of the road pricing measure does not seem to have a significant impact.

Extending the Scope of Highway Planning: Accessibility, Negative Externalities and the Residential Context

The objectives of this review-based paper were twofold. Firstly, we aimed to explore the need and possibilities for broadening the scope of highway planning by taking account of the residential context, including residential satisfaction. Satisfaction appears to be an interesting, and in our opinion, valuable mediating planning concept between road infrastructure planning and the accompanying external effects on the one hand and household coping strategies on the other. Households living near highway infrastructure are influenced by both positive (i.e. accessibility gains) and negative road-related factors (e.g. noise nuisance and air pollution). Changes in these factors may trigger people to accept the new situation, adjust preferences, try to influence plans and/or even relocate. The second aim was to gain a greater understanding of the influence of both accessibility characteristics and negative externalities on the residential context of households. With respect to context, we make a distinction between residential satisfaction, housing prices and residential relocation. We see changes in residential satisfaction as a potential early predictor of opposition to plans, not only from active opposers but also from the more ‘silent majority’, and as a predictor of housing price changes and residential migration. Insights into residential satisfaction around highways may help transportation planners to relieve locational stress and may also prevent protests and relocations. Our literature review indicated that households prefer to live close to highways to benefit from high regional accessibility, but do not want to contend with the nuisances. This is also reflected in property values. However, the literature appears to put more emphasis on studying the impact of (regional) accessibility and externalities on location behaviour than on residential satisfaction. Because of the added value that the concept of residential satisfaction may provide in road planning, and the limited scientific insights, it is important to gain greater insight into how residential satisfaction is influenced by negative and positive externalities and into how residential satisfaction changes over time—from the stage when new road projects are discussed through to concrete planning, realization and the period after completion. Moreover, it would be worthwhile to gain a deeper understanding of the extent to which house prices, location behaviour and residential satisfaction near highways interrelate.

Revisiting a programmatic planning approach: managing linkages between transport and land use planning

The body of knowledge on transport and land use planning shows considerable overlap with management theories and practices. Notable examples can be found in project management and strategic management. Recently, in the field of management theory, the idea of programme management has gained prominence in response to the need to coordinate on a tactical level. Programme management links to both strategic management and project management, as it focuses on the coordinated management of related projects in order to realize strategic objectives. In line with the tradition to integrate management theories into spatial planning, the aim of this paper is to explore the power of a programme management approach in a transport and land use planning context. We investigate whether and how a programme management approach when applied in transport and land use planning can deal with three important interrelated challenges that emerge between the strategic and operational level in transport and land use planning: (1) linking strategic goals to operational projects, (2) developing the accompanying joint organizational structures, and (3) moulding fixed and separate procedures into more adaptive joint decision-making processes. To do so, we conducted an in-depth case study of two recent programme management approaches in Dutch transport and land use planning. We show that both programmes function as platforms where different parties come together and where a wide range of management and monitoring tools are used to guide the programme in a specific direction.

Public–Private Plan Development: Can Early Private Involvement Strengthen Infrastructure Planning?

Private parties, who are usually involved in later stages of design, construction and maintenance, can potentially strengthen the early plan-making stages of infrastructure planning. They can bring in knowledge, expertise and experience to help address complexity in planning. Such early private involvement can be accommodated through several models for which experiences in Dutch infrastructure planning practice differ. In this article, we assess the potential of early private involvement for strengthening infrastructure plan development by examining evaluative studies and conducting interviews with public and private actors involved in four early private involvement models in Dutch infrastructure planning: market consultation, early design contest, market reconnaissance and unsolicited proposal. We conclude that in order to unlock the potential of early private involvement government needs to incorporate incentives for creativity, reward private involvement and strike a balance in the setup of the investigated models between conceptual freedom for private solutions and transparent public guidance in preconditions and regulations. Early private involvement could, thus, provide opportunities for conceptual creativity and innovation and opportunities for public–private collaboration, which can strengthen plan development.

Firms: Changes in Trip Patterns, Production Prices, Locations and in the Human Resource Policy due to Road Pricing

Transport pricing is high on the political agenda throughout the world, but as the authors illustrate, governments seeking to implement this often face challenging questions and significant barriers. The associated policy and research questions cannot always be addressed adequately from a mono-disciplinary perspective. This book shows how a multi-disciplinary approach may lead to new types of analysis and insights, contributing to a better understanding of the intricacies of transport pricing and eventually to a potentially more effective and acceptable design of such policies. The study addresses important policy and research themes such as the possible motives for introducing road transport pricing and potential conflicts between these motives, behavioural responses to transport pricing for households and firms, the modelling of transport pricing, and the acceptability of pricing.

Bridging gaps: governing conflicts between transport and environmental policies

Developing new road infrastructure can be problematic in the face of environmental quality ambitions. These conflicts can even undermine the development of such new infrastructure, as occurred, for example, in the Netherlands in the mid-2000s as a result of European Union air quality standards. To govern the conflict between transport policies and air quality regulations, a National Cooperation Programme on Air Quality (NSL) was developed in The Netherlands. This programme relies on a collaborative governance approach between various government agencies on national, regional, and local levels. As such, it involves a relative shift away from central government coordination towards a reliance on more decentralized governance networks. Within these networks, coordination is expected to result from bottom-up self-governance processes by interacting actors that emerge from either competition and market processes or active actor participation. Theory shows two important risks of such a shift: (i) actors might behave opportunistically, and (ii) in case of problems, assigning problem ownership and responsibility to specific actors may be difficult. This paper aims to gain insight into the NSLs response to these risks. We monitored the NSL from 2009 to 2012, mainly through a series of interviews and expert workshops. Our research shows that the NSL contains the kind of ‘checks and balances’ that allows it to respond to the first risk. However, we will show that these mechanisms are merely expressions of intent. Furthermore, the NSL proves to be prone to the second identified risk, in that it is unclear who is responsible for the follow-up on these intentions, while rewards or sanctions are nonexistent. As it is, the NSL teaches us that, in order for more collaborative and decentralized forms of governance to function, involved actors on both central and lower levels of government paradoxically require coordinative instruments to enable coordination, to hold each other accountable for their performance, and to establish rules and sanctions.

Sensitivity of Geographical Accessibility Measures under Road-Pricing Conditions

One way in which car users may benefit from road pricing is increased accessibility. This chapter describes to what extent various factors may affect changes in accessibility due to road pricing. Among these factors are the value of time; and characteristics of the road-pricing measure (for example price level). The authors first assess the effects of a time–differentiated kilometer charge on accessibility in general. The authors next examine whether accessibility is sensitive to variations in value of time, characteristics of the road-pricing measure; and types of costs and benefits considered by those involved. The authors then argue that various types of costs and benefits should be taken into account when assessing the effects of road pricing on accessibility, and that approaches focusing only on travel-time gains may not provide an accurate picture in this respect.

Effects of a Kilometre Charge on Car Use, Car Ownership and Relocation

Transport pricing is high on the political agenda throughout the world, but as the authors illustrate, governments seeking to implement this often face challenging questions and significant barriers. The associated policy and research questions cannot always be addressed adequately from a mono-disciplinary perspective. This book shows how a multi-disciplinary approach may lead to new types of analysis and insights, contributing to a better understanding of the intricacies of transport pricing and eventually to a potentially more effective and acceptable design of such policies. The study addresses important policy and research themes such as the possible motives for introducing road transport pricing and potential conflicts between these motives, behavioural responses to transport pricing for households and firms, the modelling of transport pricing, and the acceptability of pricing.

Decisions concerning communication modes and the influence of travel time: a situational approach

In this paper we examine the tradeoff between face-to-face (F2F) communication and a telephone call in the situation where people consider discussing something important but not urgent with a good friend located at a distance. In so doing we extend previous studies of communication behaviour in two ways. We develop and employ a situational approach to communication mode choice inspired by time geography and attitude theory, and we devote particular attention to the socio-psychological mechanisms driving communication mode decisions. As a consequence, we can analyse the effects of travel time in the physical world on communication choices via and in combination with those of a persons attitudes, perceptions, desires, and past behaviours. Our data collected from Dutch single-earner and dual-earner households suggest that travel time mediates the effects of goal desire, past behaviour, and perceived time pressure. When the travel time increases, respondents with a strong desire to discuss something important but not urgent trade a preference for F2F contact for a telephone conversation. Those who have frequently used the telephone in a similar situation before have a lower intention to conduct an F2F conversation but only when the travel time is short. Finally, we see that time-pressured respondents are more inclined to use the telephone when the travel time is longer, presumably because F2F communication involves more time in that situation.