Abstract: The Chinatown Night Market is held in Vancouver’s downtown historic Chinatown. Iconic elements of Taiwan and Hong Kong, night markets have a specific sensorial design created by tightly packed crowds, loud music, Chinese dim sum, and vendors selling pop culture goods. The Chinatown Night Market represents an urban landscape shaped by both the expansion of capital markets in devalued inner urban areas and the emerging consumption preferences of the new middle class. In the case of the former, culture is produced to raise real-estate values. In the case of the latter, urban developers and city managers are engaged in promoting and producing consumptionscapes that cater for the live-work-play philosophies of baby boom professionals and the creative class. Since its inception, the Chinatown market has served as a safe night-time gathering place for the area’s Chinese community, while catering for tourists, and attracting suburban families and local residents. Increasingly, it provides seasonal ambiance for the leading edge of gentrification in the inner city. Drawing on interviews with consumers, vendors, city officials, and market administrators, as well as participant observation in the markets, this paper connects the concept of inclusivity and the current cultural conceptualization of consumption space to the future and fate of Vancouver’s Chinatown. The Chinatown Night Market is produced for consumption to serve revitalization goals. Ultimately, a sense of long-term inclusivity is overlooked in the hopes of future economic success.

Abstract: Marketplaces can be used by city planners as urban development strategies because they have the potential to turn open spaces in the city into public space, thereby improving both the social and the spatial qualities of those spaces. In Amsterdam, however, marketplaces currently fail to activate public space. Based on a history of increased policing and containment, the present attitude of city officials towards Amsterdam's markets is one of suspicion. In response, we propose the creation of Flying Markets: small-scale temporary marketplaces that pop-up in various open spaces in the city to stimulate the transformation of those spaces into public spaces. Based on a provisional study in Amsterdam Oost, we argue that Flying Markets have the potential to contribute to city life in this area, as they relate to various important planning agendas. However, a pilot project would be necessary to develop the design further.

Abstract: The UK High Speed Two (HS2) proposal has given rise to a contentious national debate. Above all, its wider/ indirect impact is especially difficult to demonstrate and capture. The case for HS2 has been based on support for regional economic growth and prosperity and rebalancing the long-term North–South divide. This paper argues that one aspect has been ignored: how strategic planning could enhance the opportunities offered by HSR for urban and regional development. The first section summarizes a comparative study of two post-industrial regions (North West England; Nord-Pas de Calais) after the arrival of HSR, investigating the effect on reducing regional inequality. The second section follows the research findings by proposing a visionary investment programme for rail investment in North West England, S-Map 2032, to extend the advantages of HS2 across the region.

Abstract: While the principles of crime prevention through environmental design (CPTED) are well documented and feature in design and planning documents, they are still not typically considered and successfully incorporated in the design and planning of a new development. Failure to incorporate the principles of CPTED in the initial design of a development can delay the planning application if later changes are required, impact on crime if left unattended and impact negatively upon the aesthetics of the development if retrospective crime prevention measures are required. This paper describes how attempts have been made to embed the principles of CPTED into the planning process in Greater Manchester (England) and New South Wales (Australia). It will outline the mechanisms these two jurisdictions have adopted namely the Crime Impact Statement (Greater Manchester) and the Crime Risk Assessment (New South Wales) and will provide a critical analysis of the similarities and differences between the two approaches. Through this comparative analysis, key positive features from each approach will be identified, leading to the identification of potential ways forward in embedding CPTED into design and planning processes.

Abstract: This paper considers the possibilities for the development of the future seamless public transport journey in 2030, drawing on the SYNAPTIC project (Synergy of New Advanced Public Transport Solutions Improving Connectivity in North West Europe), funded by the EU INTERREG IVB programme. Investment in public transport and other transport modes tends to be based largely on travel as an instrumental experience, i.e. we seek to speed travel up, make it more convenient, or influence the cost of travel. Using a survey of international and regional public transport journeys, we see that the quality of the journey, particularly the affective factors (such as the enjoyment or productivity of travel, happiness, 'stress' and wider experiential factors), are poorly understood, and overlooked in the design, and initial appraisal, of public transport links and interchanges. The enhancement of the journey experience is critical to the future public transport journey, particularly if viewed from the user perspective. An animated journey from Preston (UK) to Delft (the Netherlands) is presented and discussed to illustrate the future public transport possibilities in 2030.

Abstract: Australian metropolitan planning strategies are focused on more intensive use of existing land in order to stem urban expansion and improve accessibility by public transport. New accessibility tools offer the possibility to guide these policy changes, overcoming restrictions to policy innovation associated with traditional transport planning practice. This paper reports on the application of two new accessibility tools. SNAMUTS was applied in Perth to evaluate metropolitan growth and public transport infrastructure provision. MULUTT was applied in Brisbane to evaluate the location of a major sports stadium. The two case studies highlight the benefits of these tools in a deliberation process where stakeholders consider how to guide and manage urban development framed around improved and equitable access by public transport.

Abstract: Drawing on the neoliberal and equity planning literature as well as Tiesell and Allmendinger's (2005) four categories of planning tools, this paper seeks to recast the instrumentality of planning tools by examining what opportunities exist to foster more transparent and inclusive management of the urban change process, both from theoretical and practical perspectives. Focusing specifically on urban intensification of existing larger cities, the paper introduces the tensions embodied in delivering planning outcomes equitably in a neo-liberal planning context, and the unique role that planning 'tools' can serve in ameliorating these challenges. The paper will serve to position the author contributions in this special issue, which follow on from a Symposium held in Sydney in April 2013, which showcased urban intensification planning tools and strategies. In this introductory article, the authors argue for a need to critically reflect on how planning 'tools' catalyse urban intensification and the challenges associated with striving for socially equitable planning outcomes, in a neo-liberal reality, when relying on these tools.

Abstract: The collapse of existing urban planning and land and property development systems in Europe as a result of severe financial turbulence and uncertainty challenges ongoing political ambitions to enhance the competitiveness and liveability of cities. In many European countries, the urban land and property markets are severely disrupted, reinforced by dwindling and increasingly 'reregulated' private financial resources, while public spending is curtailed due to the recession and debt crisis. As a consequence, many urban intensification development projects are substantially delayed or even cancelled. The growth paradigm, dominant in planning policies, requires a fundamental rethink in light of these circumstances. Further, many European cities also face structural difficulties as a result of demographic changes of stagnating population growth and an ageing population. This paper reconceptualizes the delivery of urban intensification programmes using the Netherlands as an example. This examination considers the parameters that act to exacerbate growth stabilizing situations. It will explore issues of equitable urban intensification and discuss the role of local planning and development policies and implementation tools in this context.

Abstract: Planning for Crime Prevention: An International Perspective RACHEL ARMITAGE Putt ing Crime Prevention Through Environmental Design into Practice via Planning Systems: A Comparison of Experience in the US and the UK RICHARD H. SCHNEIDER and TED KITCHEN A Successful CPTED Approach: The Dutch ‘Police Label Secure Housing’ ARMANDO JONGEJAN and TOBIAS WOLDENDORP The European Standard for Crime Prevention through Environmental Design CLARA CARDIA A Comparative Analysis of Crime Risk Assessments and Their Application in Greater Manchester and New South Wales LEANNE MONCHUK and GARNER CLANCY Crime Prevention Through Environmental Design in the United Arab Emirates: A Suitable Case for Reorientation? PAUL EKBLOM, RACHEL ARMITAGE, LEANNE MONCHUK and BEN CASTELL Planning for Crime Prevention in Japan KIMIHIRO HINO and RICHARD H. SCHNEIDER What is Good about Good Design? Exploring the Link between Housing Quality and Crime RACHEL ARMITAGE, MICHELLE ROGERSON and KEN PEASE Publication Review

Abstract: High speed rail (HSR) can potentially transform the geography of a country, bringing regions and cities closer to each other by improving accessibility. Such benefits in turn can be the basis for creating (regional) economic development, and this is often a major factor in promoting the higher costs of HSR investment. The key factors here concern the role and position of the HSR in the local, regional and national transport systems, and this may be more important than the speed of the service. Two factors are central to the planning of HSR lines. The first relates to the numbers and locations of stations on the HSR network, and the second to how these stations are integrated into the rest of the transport network. This paper reviews current financing and trends in European rail travel, concentrating on the recent developments in HSR. It then addresses these two issues of station location and integration across connecting transport services. Rail has an increasingly important role to play in providing mobility between the major cities in Europe, and it is likely to provide much of the necessary capacity for the expected growth in long distance travel. A dedicated HSR network might be a good option to achieve this role, but such a network needs to be planned as the strategic backbone of the transport system.

Abstract: The design of homes can enhance the quality of life of residents by reducing their vulnerability to crime. Copious research has identifi ed the features of individual properties, their boundaries and development layout, which act as risk or as protective factors. This has been reflected to some extent in England and Wales through regulation, and national and local policy, guidance and incentives. Yet many housing developments considered excellent in terms of their design and architecture do not incorporate features associated with lower rates of crime. This does not matter if good design is of itself crime reductive. The key question for policy is whether good design creates a crime-reductive dynamic (for example by engineering community spirit), or whether good design must be supplemented by features specifi c to a crime reduction purpose for lower rates of crime to result. UK government’s 2001 statement of housing policy is optimistic that good design will result in safe and secure neighbourhoods, but is unclear how this link is achieved. This question is here addressed, using data from three police forces and over 6,000 residential properties. The paper concludes that award-winning housing design (developments accorded BfL status) is neither a necessary nor a sufficient condition for low levels of crime victimization to result. Award winning design must be supplemented by the incorporation of crime-reductive design for residents to enjoy the quality of life conferred by good design, uncompromised by high crime rates.

Abstract: In the field of CPTED, theorists and practitioners alike readily acknowledge the need to design buildings and layouts that closely fit the local context and wider design requirements, including aesthetics, social conditions, and development and construction constraints. Crime prevention functions cannot simply be imposed or bolted on while ignoring local circumstances and other priorities such as energy conservation. But gett ing crime prevention designs to work successfully can be tricky because they rarely act directly (as with putting high walls around a building), but exert their preventive eff ect by motivating and directing the actions of people such as residents, managers and passers-by, and deterring off enders. Crime prevention designs for the built environment can thus rarely be massproduced but must be customized to local conditions. CPTED evolved in Western countries, with commonalities of culture and built environment, despite variations, for example, in climate between Northern Europe and Australia. Transferring CPTED to other regions such as the United Arab Emirates therefore poses even more of a challenge, where there are marked differences not just in terms of climate but also in culture pertaining, for example to privacy, ownership of property, development control and tradition. Recent experience in researching international good practice and standards for application in the Emirate of Abu Dhabi, is used to illustrate these contextual diff erences, to draw broader lessons for CPTED,and to discuss the challenges to cross-cultural knowledge transfer in crime prevention.