Mobility and spatial dynamics: an uneasy relationship

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Abstract

This special issue of the Journal of Transport Geography sheds light on the obstinate relationship between mobility and spatial dynamics. Two classic causalities are dealt with: spatial dynamics influencing mobility; and mobility leading to certain forms of spatial dynamics. Very often the interaction between mobility and spatial dynamics is neglected by public authorities. Spatial planning, real estate development, infrastructure planning and transport policy have to be integrated within and between public bodies. In addition, public–private partnerships must be welcomed to promote synergy between mobility and spatial dynamics. Finally, the complicated relationship between mobility and spatial dynamics is an important topic for the future research agenda.

Introduction

In this special issue of the Journal of Transport Geography we deal with the relationship between mobility and spatial dynamics: the changes in land use and the development of spatial planning. Most of the contributions in this issue were presented at the international NECTAR research conference Transport Innovation: Technology-push or demand driven, in Delft, September 1999, organized by TRAIL Research School on Transport, Infrastructure and Logistics and OTB Research Institute for Housing, Urban and Mobility Research of Delft University of Technology. These contributions shed light on the obstinate relationship between mobility and spatial dynamics. This relationship is an old research theme and a familiar challenge to politicians. We may think of the classical studies of Breheny (1992), Newman and Kenworthy, 1989a, Newman and Kenworthy, 1989b and Nijkamp and Perrels (1994).

Two classic causalities stand to the fore in this special issue: do spatial dynamics influence mobility; and does mobility lead to certain forms of spatial dynamics? Are we concerned here with two more or less comparable lines of influence which presume a direct interaction between mobility and spatial dynamics, or are there one or more super-drivers at work in the background which account for change in both mobility and spatial dynamics, such as the growth in prosperity and technological innovation? The two issues are discussed successively.

Section snippets

From spatial dynamics to mobility

By spatial dynamics we understand changes in the actual use of space and changes in spatial policies. Mobility involves the transport of both passengers and freight; we consider the transport of information as a separate issue. The application of Information and Communication Technologies is probably a super-driver capable of accounting for changes in both land use and mobility (Graham and Marvin, 1996).

Spatial dynamics are often associated with the development of physical and social networks

From mobility to spatial dynamics

We have argued above consistently from the spatial variables and looked at the mobility impacts. This is not inappropriate, because mobility is a derived demand. But mobility usually requires a complicated traffic infrastructure which will serve for many decades, even centuries. In its turn, traffic infrastructure has a structuring impact on spatial planning, spatial developments, and economic and social changes.

In Japan, the effects on urban development of the high-speed train network have

Contents of this special issue

The first contribution in this special issue by Schwanen, Dieleman and Dijst look at travel behaviour in Netherlands monocentric and polycentric urban systems. They conclude that the decentralization of urban land use invariably leads to an increase in the use of the private car and a reduction in cycling, walking, and the use of public transport. There are, however, possible second-order effects of compact urban forms: the relocation of jobs and residences to suburban locations. Longer

Mobility and spatial dynamics: challenge for public policy and research

It is striking how little importance public authorities attach to the interaction between spatial dynamics and mobility. In the Netherlands the Ministry of Housing, Spatial Planning and the Environment and the Ministry of Transport, Public Works and Water Management work only too often without any real contact (Priemus and Konings, 2000) and this will not differ very much from the situation in many other countries. Connecting up large-scale new housing locations to road and rail networks often

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