SMART(ER) GATES Multi use and multi functional HUB s. ADVIER Mobiliseert, NIO Architecten en OKRA landschapsarchitecten

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1 SMART(ER) GATES Multi use and multi functional HUB s ADVIER Mobiliseert, NIO Architecten en OKRA landschapsarchitecten

2 Background and team Contest City of Antwerp design contest for parking houses (P+R / HUB / Transferium) => why do HUB s start with a lot of ambition and end in a ugly (and empty) parking garage?

3 Ambition = Cost

4 The team Advier, Delft Behaviour scientist Business development OKRA, Utrecht Landscape architects, NIO, Rotterdam architects

5 Most important findings P+R/HUB s are often designed as a building! Why? Location is based as an outcome of traffic and transport models Project development is managed by traffic and transport engineers, therefore Hub s are not integrated in their direct environment It is not seen as an urban challenge, but it still is the gate of the city!!

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7 Most important findings (2) There are some challenges how to deal with behaviour questions Way finding should be able for any Chinese The way back and hospitality What do traffic engineers plan and what are people really doing? There is no integrated business case The stakeholders involved in the time sharing of a parking place are not involved

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18 KANALENEILAND ZUID

19 Better examples 14 Park and Rides winnipegtransit.com

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24 Keep in mind Take care of all stakeholders that are involved in the business case in the management phase (after the P+R is build) A P+R is a collection of extended parking spaces from travellers destinations who have to be involved in a timesharing business case (that also take care of pre and post transport) Involve and develop a P+R (business case) integrated with it s direct surroundings You can start with a growing model on several locations with several functions

25 De do s Voorkom desinvesteringen door inzet van een groeimodel uitgaande van bestaande capaciteit bij bestaande voorzieningen Leg de rolverdeling en afhankelijkheden van stakeholders vast en houd deze in balans!

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36 Student impression

37 Volledige regie qua locatiekeuze en OV exploitatie (verkeerskundig) Sturing op bezetting (via Groningsmodel) Kosten ontwikkeling 100% overheid Kosten infrastructuur 100% overheid Exploitatierisico s parkeren 100% overheid Exploitatietekorten OV zijn fors, robuust en 100% voor de overheid Dubbel ruimte gebruik minimaal Hierdoor is het service niveau vaak minimaal en/of voor risico en rekening van de overheid

38 Kosten ontwikkeling minimaal Kosten infrastructuur minimaal of gedeeld Lage exploitatierisico s parkeren Lagere exploitatietekorten OV Dubbelgebruik in ruimte en tijd Snelle en voordelig realisatie mogelijk Infra en locatie verkeerskundig niet optimaal

39 Kosten ontwikkeling grotendeels privaat Kosten infrastructuur af te wentelen op private ontwikkeling en/of via duurdere gronduitgifte mogelijk Parkeren is exploitabel minimale exploitatietekorten OV Maximaal dubbelgebruik in ruimte en tijd Kwalitatief hoogwaardige omgeving Services zijn exploitabel of automatisch aanwezig Overheid heeft alleen regie Er is een overall visie nodig Weerstand uit omgeving / binnenstadsondernemers

40 Kosten ontwikkeling grotendeels privaat Kosten infrastructuur af te wentelen op private ontwikkeling en/of via duurdere gronduitgifte mogelijk Parkeren is exploitabel minimale exploitatietekorten OV Maximaal dubbelgebruik in ruimte en tijd Kwalitatief hoogwaardige omgeving Services zijn exploitabel of automatisch aanwezig Sturing via Gronings model

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42 AED Study Findings One dollar spent on infrastructure construction produces roughly double ($1.92) the initial spending in direct and indirect economic output. A dollar in aggregate public infrastructure spending will generate $3.21 in economic output (GDP) over a 20-year period. Each dollar spent on infrastructure generates roughly 35 cents in indirect economic activity for manufacturers, 20 cents for professional and business services providers, and 10 cents for the finance, insurance, real estate, rental and leasing sector. Over 20 years, one dollar in aggregate infrastructure spending generates 96 cents in taxes. Each dollar invested in highways and streets returns approximately 35 cents in tax revenue, of which 23 cents accrues at the federal level. Investing $1 in sewer systems and water infrastructure generates $2.03 in tax receipts ($1.35 for the federal government). The bottom line is that there s a big difference between investment and wasteful spending, said Associated Equipment Distributors President and CEO Toby Mack. When the federal government pays to build a road or sewer READ INFRASTRUCURE, it s like a business buying a bulldozer or computer. It s a productive asset that will spur economic activity and generate revenues for years to come.