Summary national policy strategy for infrastructure and spatial planning
Urban Planning (7W7X0)
Technische Universiteit Eindhoven
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Summary National Policy
Strategy for Infrastructure
and Spatial Planning
Making the Netherlands competitive,
accessible, liveable and safe
Contents
Click on the title to go to the appropriate page
- Comprehensive vision
- Changing tack
- Based on trust; new roles
- 2040: developments and ambitions
- Ambition to be competitive, accessible, liveable and safe from flooding
- Central government goals and national interests
- Enhancing the Netherlands’ competitiveness
- Improving and securing space for accessibility
- Safeguarding the quality of the living environment
- Achieving the aims of the SVIR and safeguarding national interests
- Additional information
- Ambition for Maps
- National Spatial Structure
- The North Sea
- The Caribbean parts of the Kingdom of the Netherlands
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Making the Netherlands competitive, accessible, liveable and safe. This is what central government wants to achieve, taking a robust approach designed to achieve an outstanding international business climate, allow scope for tailored regional solutions, put users first, clearly prioritise investment and link spatial developments and infrastructure. It will work towards this goal alongside other authorities, taking a European and global view, on the basis of a philosophy based on trust, clearly defined responsibilities, simple rules and selective government involvement, to create scope for tailored solutions and freedom of choice for individuals and companies.
This new approach will require an update of spatial planning and mobility policy. The various policy documents on these two areas have become dated as new political priorities have emerged and circumstances have changed, nationally and internationally, in the face of the economic crisis, climate change and growing differences between regions which are due partly to growth, stagnation and contraction all occurring simultaneously.
Changing tack
For a strategy that makes the Netherlands competitive, accessible, liveable and safe, we need to change tack in our policy on spatial planning and mobility. Excessive layers of government, complex regulations and compartmentalisation are all too common, and they have a detrimental effect on the development of the Netherlands. Central government intends to bring spatial planning decision-making closer to the stakeholders (individuals and companies), delegating more to local and provincial authorities (decentralisation as the first option), and focusing more on users. Central government policy will be applied more selectively, focusing on 13 national interests for which central government will take responsibility and ensure it achieves results.
Outside these 13 national interests, local and regional authorities will be able to make their own policy decisions, although they will be expected to contribute to simplifying and integrating spatial planning regulations. This will remove excessive layers of government and create scope for customised regional solutions.
Comprehensive vision
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Ambition to be competitive, accessible, liveable and safe from flooding
Central government has a vision of the Netherlands in 2040, with clear ambitions, based on national and international developments, above ground and below, that will determine the challenges for spatial planning and mobility in the run-up to that date. The aim of central government is to ensure that our country remains safe, competitive and accessible, and a good place to live.
Competitiveness Economic development in the Netherlands is concentrated increasingly in urban regions. These not only have the largest number of companies and economic sectors and the greatest labour potential, but they are also centres for research and education. Dutch urban regions are characterised by their open structure and, compared to their international counterparts, their relatively small size and low density, and their interaction with and easy access to countryside with high cultural-historical and landscape value.
These urban regions are home to the Netherlands’ key innovative economic sectors that lead the field at European and global level: water, agri-food, horticulture and source materials, high-tech systems and materials, life sciences and health, chemicals, energy, logistics and the creative industry. The Netherlands’ position is further strengthened by the fact that several international companies have their head offices here. Finally, the mainports of Rotterdam and Schiphol, the port of Amsterdam and the Southeast Netherlands brainport are major hubs in international transport networks.
Our ambition is for the Netherlands to be among the top ten most competitive economies in the world by 2040, with a first-class climate for companies and knowledge workers thanks to its excellent spatial and economic infrastructure. To this end, we must ensure that the Netherlands is an attractive base for international companies and create conditions for economic development aimed at increasing competitiveness. This will call for robust urban regions with a good quality of life and optimum international accessibility.
2040: developments and ambitions
and ambitions
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Ambition for 2040
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Central government has chosen three goals designed to keep the Netherlands competitive, accessible, liveable and safe in the medium term (2028): • enhance the Netherlands’ competitiveness by strengthening its spatial and economic infrastructure; • improving and securing space for accessibility; • guarantee a safe environment in which it is pleasant to live, and in which unique natural and cultural heritage values are preserved. The planned bid for the 2028 Olympic and Paralympic Games is in line with the goal of enhancing the Netherlands’ competitiveness.
Central government has also defined 13 national interests for which it takes responsibility and on which it intends to achieve results. These interests are equal in importance, and impact on each other. This National Policy Strategy represents a first balancing of these interests. Central government will also have to consider these interests in individual projects or regions and, if necessary, specify which national interests take precedence. The relationship between regional and local interests and regional policy challenges will also be addressed in the Multi-year Programme for Infrastructure and Transport (MIRT).
Enhancing the Netherlands’ competitiveness
For the Netherlands to be competitive, it is important that international companies remain here and that more companies, entrepreneurs and international knowledge workers are attracted to the country. This means providing the right climate, in terms not only of high quality transport networks, and space to work and live (including a differentiated housing supply, good public transport in urban regions and multi- modal networks for the logistics sector), but also of good educational provision, culture, green space and recreational facilities. All these aspects together create a good quality of life.
Central government
Central government goals and national interests
interests
8 | Ministry of Infrastructure and the Environment
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The government has chosen to focus on strengthening the spatial and economic infrastructure. This means using to the full and enhancing the strengths of the urban regions with a concentration of key sectors, international connections and mainports. It will also mean providing space for existing and new energy production facilities and for pipelines carrying dangerous substances, and ensuring efficient use of the subsurface.
Creating an outstanding spatial-economic structure through an attractive business climate in and good international accessibility to urban regions where key sectors are concentrated. Though companies in the key sectors are found throughout the Netherlands, they are concentrated mainly in the urban regions around the mainports, brainport, greenports and valleys, specifically the Port of Rotterdam and Schiphol airport; the Southeast Netherlands Brainport; the Greenports in Venlo, Westland- Oostland, Aalsmeer, northern North Holland, Boskoop and the Bulb Region; the ‘Energy Port’ in Groningen; ‘Food Valley ’ in Wageningen, ‘Health Valley ’ in Nijmegen and ‘Maintenance Valley ’ in western and central Brabant; Utrecht Science Park and the universities in Twente and Delft for nanotechnology. Central government regards these urban regions as nationally important, and is joining forces with local and regional authorities to strengthen them. Each authority will further this endeavour on the basis of its own responsibilities.
Under a national programme designed to promote better use of the infrastructure to reduce congestion, three levels of government have set to work to develop regional packages for a number of these regions. In accordance with the coalition agreement, central government will prioritise accessibility problems in the mainports, brainport and greenports (including connections to the hinterland) under an extended Infrastructure Fund post-2020. Should there be such strong economic development related to the top sectors in regions other than the currently identified mainports, brainport and greenports that it is crucial for the competitiveness of the Dutch economy as a whole to invest in measures to tackle regional bottlenecks in spatial planning or transport infrastructure, the government may consult the region in the framework of the MIRT as to whether additional investment is feasible or necessary. Central government will continue to foster regional developments of national importance.
An attractive business climate in urban regions with a concentration of key sectors will require a sufficient stock of good-quality housing, commercial sites, offices and other facilities. Given the complexity of the urbanisation challenges in the regions around the mainports (Noordvleugel and Zuidvleugel), the urbanisation programmes will be agreed jointly by central government and local and regional authorities.
Space for the main (sustainable) energy supply network and the energy transition Energy security is an important economic good. The further integration of the European energy market will mean greater reliance on international connections, and may require that our electricity grid be expanded. Central government will specify routes for power lines (from 220 kilovolts) and sites for power generation (from 500 megawatts), and ensure they are incorporated into the grid.
Central government will initiate a transition to a sustainable, renewable energy supply, and will make the electricity infrastructure suitable for more decentralised power generation in the longer term. Central government and the provincial authorities will plan space for more onshore wind farms, so that at least 6,000 MW is generated by this method in 2020. Potential sites for large-scale wind farms are identified in the SVIR, and these will ultimately be designated by central government and the provincial authorities. Central government will also ensure space is reserved to generate 6,000 MW offshore in the longer term. In 2015, the government will review whether the expansion of new offshore power production will require new spatial planning policy and infrastructure post-2020.
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The accessibility indicator will assess and provide insight into the standard of accessibility enjoyed by users across all modalities (covering the entire transport system), in combination with economic and spatial developments. It will be used in conjunction with the accessibility goals for each individual modality as described in current government policy. It will be completed by mid-2012 for use in projects and regional studies.
A robust main road, rail and waterway network around and between the most important urban regions, including connections with the hinterland Central government will prioritise investments from the Infrastructure Fund (2021-2028) to improve the standard of accessibility in urban regions around the mainports, brainport and greenports and their connections with the hinterland (partly on the basis of the accessibility indicator and the results of the National Market and Capacity Analysis).
Investments must be ‘smart’: spread across modalities, based not only on traffic engineering principles, but also on the needs of users and the spatial and economic functioning of the regions and of the country as a whole.
On the roads, through traffic and local traffic will be separated as far as possible to improve flow. On the main trunk routes outside the Randstad conurbation where congestion is a structural problem, three-lane carriageways will become the norm. In the Randstad, four-lane carriageways will be the norm. Central government will ensure any infrastructural improvements comply with the statutory requirements (in terms of noise, for example). In the amended Spatial Planning (General Rules) Decree (Barro) and its accompanying ministerial order, land will be reserved for expanding the transport system in the future in accordance with the stated ambitions without incurring unnecessarily high costs.
From 2020 rail passengers will no longer need to use a timetable between major destinations. On the busiest routes, there will be six intercity and six stopping services an hour. The rail infrastructure will be simplified, thus increasing the reliability of services.
Better use of the capacity of the main road and waterway networks While investment is necessary in many parts of the mobility system, the capacity of the main roads, railways and waterways could also be improved through innovative measures, resulting in more reliable journey times. To this end, central government will launch a programme setting out a whole range of measures such as longer opening times for rush-hour lanes, the introduction of intelligent transport systems, arrangements with employers to reduce commuter traffic and expansion of bicycle parking capacity at railway stations. Central government, local and regional authorities and industry have set out detailed measures in eight regional packages. Users should notice the benefits by 2015. The packages of measures will include mutually agreed targets.
Central government intends to work with local and regional authorities to set up public transport systems based on users’ needs, so that different systems (train, bus, tram, underground rail) and transport to and from hubs connect up better. Easily accessible and comprehensive real-time travel information is essential. Central government has a responsibility, in collaboration with local and regional authorities and the private sector, to foster strong multimodal hubs by, for example, helping to create and improve P+R facilities, increasing the number of stations serviced by high-speed trains and contributing to measures to tackle logistical bottlenecks.
The logistics key sector is working on a vision of a core network of national and international connections and multimodal hubs. The international core network will include the main hinterland connections for goods from the mainports, brainport and greenports. Central government is working with the logistics sector and local and regional authorities on the national section of this international network, which should lead to a single logistics system (by rail, water and road) that is well connected to neighbouring countries.
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Inland navigation is an important alternative mode of transport that helps reduce traffic on our busy roads. Vessels must be able to travel as efficiently and reliably as possible. We are therefore working to reduce the maximum waiting time at locks on the main national waterway network to 30 minutes.
Maintain the main road, rail and waterway networks to ensure the mobility system functions effectively The road, public transport and waterway infrastructure in the Netherlands is among the busiest in the world. The country is highly dependent on this infrastructure and it is vital that it functions properly. Good management and maintenance of the existing national infrastructure is an essential prerequisite for a robust mobility system and a flourishing economy. This includes the maintenance, replacement or renovation of infrastructure and the simplification of timetables and the main railway infrastructure to enhance reliability.
Sea ports of national importance for freight transport are Rotterdam, Amsterdam, Terneuzen, Vlissingen, Delfzijl, Eemshaven and Moerdijk. The capacity of the main waterways will be enlarged to cope with increasing national and international movements from and to mainports and greenports without loss in quality.
Airports of national importance for national and international civilian aviation are Schiphol, Rotterdam, Lelystad, Eelde, Maastricht, Eindhoven (military air base with civilian use) and Twente. To ensure sufficient capacity and guarantee air safety, the air traffic infrastructure will need to expand (including a new runway running parallel to the Kaagbaan). For Schiphol, this will mean amending the Airport Zoning Decree and the 20 Ke zone.
Safeguarding the quality of the living environment
A safe, healthy environment for both people and business requires good environmental quality, flood protection and a reliable drinking water supply, protection of our cultural heritage and unique natural values, and sites allocated to national defence.
Improve environmental quality (air, soil, water) and provide protection from noise pollution and external safety risks Good environmental quality means that the quality of the soil, water and air must at least comply with national and international standards. People’s health must be protected from negative influences like noise pollution. In principle, the same level of protection should apply to all parts of the country, but area- specific solutions may sometimes be more appropriate. The government will strive to improve the quality of the living environment by tackling pollution at the source.
Central government and the water authorities are responsible for protecting and improving water quality by means of physical measures, a system of environmental licensing and enforcement. Air quality, noise pollution, flooding, water quality, soil quality and the transport of hazardous substances are all closely connected with other national interests. To prevent future costs and harm to society, the environmental impacts of spatial and infrastructural developments must be taken into account.
Room for flood protection, sustainable drinking water supply and frameworks for climate-ready urban development and redevelopment Central government is responsible for the integrated management of the main water system and, along with the water authorities, for protecting the Netherlands from flooding. Spatial plans, including plans for urban and brownfield development, should comply with short and long-term water management requirements.
The main water system comprises the North Sea, Wadden Sea, the lakes IJsselmeer, Markermeer and Randmeren, the major rivers, the southwest Delta region and major canals. Because the national water system is part of four international river basins (Rhine, Maas, Ems and Scheldt), international frameworks and standards must be defined and management measures taken at national and international level to safeguard both the quantity and quality of our water supply. This will prevent
12 | Ministry of Infrastructure and the Environment
A new method of assessing radar disturbance will allow more scope for wind turbines and high-rise buildings in the future.
Careful balancing and transparent decision-making in all spatial and infrastructural decisions Central government is responsible for a good system of spatial planning, including careful, transparent spatial and infrastructural decision-making.
The system should be designed so that comprehensive planning and decision-making can take place at every level, and both current and future interests can be carefully considered. Utility value, future value and amenity value are all part of this. Interests may conflict or reinforce each other. In any event, plans for new development, infrastructure and restructuring should always address the impact on water management, the environment and the cultural heritage. For national infrastructural and area development projects, central government will use the ‘Quicker and Better’ procedure, which emphasises participation and representation of public and commercial interests in decision-making.
Demand-driven programming and urban development by provincial and local authorities and the private sector are necessary to facilitate growth, keep ahead of stagnation and maintain liveability in regions with diminishing populations. The available space should be used efficiently and excessive programming avoided. To achieve these aims, the Spatial Planning Decree (BRO) introduces a sustainable urbanisation procedure.
The sustainable urbanisation procedure has three ‘steps’:
- The authorities concerned assess whether the intended development meets a regional, interlocal demand for industrial sites, offices, residential buildings, retail developments or other urban amenities that has not been met elsewhere. Besides a quantitative assessment (number of hectares, or number of homes), there must also be qualitative demand (e. an industrial site where a heavier environmental burden is permitted, or a specific type of living environment) at a regional scale. The appropriate regional scale is determined mainly by commuter traffic.
- If the intended development meets a regional, interlocal need, the authorities concerned will assess whether it can be met in an urban area by restructuring or transforming existing locations.
- If restructuring or transformation in an existing urban area offers insufficient potential for the regional, interlocal need to be met, the authorities concerned will assess whether it can be achieved in such a way that it can be accessed appropriately by multiple modes of transport.
In addition, a good design and online access to good spatial information also facilitate balanced considerations at the planning stage. In accordance with its responsibility for a good spatial planning system, central government will support regional and local authorities by providing knowledge, conducting experiments and developing alternative forms of financing and income generation.
In keeping with the Elverding Committee’s recommendations, the government will put in place a straightforward, coherent body of legislation covering spatial planning, infrastructure, water, housing, the environment, nature, agriculture, archaeology and monuments.
14 | Ministry of Infrastructure and the Environment
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National Spatial Structure The National Spatial Structure (see maps on following pages) illustrates in geographical terms the matters of national interest for which central government is responsible. The map sets out roughly which areas and structures are of national importance in view of central government’s goals concerning competitiveness, accessibility, liveability and safety, thus giving a visual impression of a coherent spatial structure. To reveal how the various national challenges are connected, the National Policy Strategy sets them out for each individual MIRT region.
The North Sea is of major economic importance to the Netherlands in terms of shipping, fisheries, extraction of natural resources and generation of wind power. It is also important for naval exercises, as well as being an important wildlife habitat and a defining feature of our landscape. The map highlights spatial challenges in the North Sea region.
Central government is the competent authority in the Caribbean Exclusive Economic Zone, and thus responsible for the integrated policy on and management of the zone. The Caribbean is of major international economic importance for shipping, fisheries, extraction of mineral resources and generation of wind power. It is also important for naval exercises, as well as being an important wildlife habitat and defining feature of the landscape (Bonaire National Marine Park and Saba Bank). A List of National Spatial Interests is being drafted for the Caribbean parts of the Netherlands (Bonaire, St Eustatius and Saba) separately from the National Policy Strategy for use as a tool in preparing and advising on spatial plans in that region.
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Map: National Spatial Structure
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Map: the North Sea
18 | Ministry of Infrastructure and the Environment
Summary national policy strategy for infrastructure and spatial planning
Vak: Urban Planning (7W7X0)
Universiteit: Technische Universiteit Eindhoven
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