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rally located, station-adjacent land became available for urban redevelopment. The complex urban restructuring process as part of economic globalization led to the paradigm shift in transport and land-use planning. Away from car-oriented, functionally segregated cities towards denser, more walkable and transit-oriented mixed-use settlement patterns.

 

Macro-level analysis: Global Cities

High-speed trains completely overhauled the transit node as a connection to key cities forming a polycentric metropolis in Europe (Hall and Pain 2006). The cities were now part of a bigger international “network society” (Castells 1996) which led to clustered urban cores as global “command and control centres of economy in times of global cities” (Sassen 1991). The earlier transit node of the pre-high-speed era now achieved complex functions and attributes attached to its mere transport character. The transit node became a place, an address of vast importance, a modern gateway to the city. While the train station itself became a centrally located intermodal hub, the parallel redevelopment of underused adjacent areas led to major urban restructuring in Europe. The phenomena led to development of ‘train station area redevelopment mega-projects as key instances of planned, large-scale, strategic interventions into contemporary urban fabric aimed at better connecting and revitalizing key inner-city locales […] representative of the post-industrial restructuring of the urban-cores’ (Peters 2009, p.163).

 

Micro-level analysis: Urban restructuring

The macro-level reorganisation led to future-oriented, post-peak oil, sustainable development agenda in Europe focussing on transit-accessible urban cores. The train stations became highly symbolic spaces for post-Fordist, post-industrial urban restructuring in neoliberal times (Keil 1998; Scott and Soja 1996; Smith 2002; Brenner and Theodore 2002). Urban planners began redevelopment efforts aimed at making these spaces more attractive places to work, live, study, engage in entertainment and recreation (Jacobs 1961). Urban cores were re-gentrified as attractive spaces for business, culture and tourism (Judd and Fainstein 1999; Hoffman et al. 2003; Hannigan 1999) and as prime living and working spaces for the “creative class” (Florida 2002; Trip 2007).

 

Physical Renaissance

Consequently urban renaissance preceded a physical renaissance of “starchitecture”, grandiose-railway mega-projects with strong symbolic meaning and new image of “glitzy high-speed travel hub” (Peters 2009, p.178). An improvement from the earlier TOD model was the attention to urban design quality with a distinct and diverse mixed land-use, as well as a “greater environmental sensitivity and commitment to urbanity” in the planning and implementation of these “new megaprojects” (Diaz Orueta and Fainstein 2008, p.759). These mega-projects came to本论文由英语论文网提供整理，提供论文代写，英语论文代写，代写论文，代写英语论文，代写留学生论文，代写英文论文，留学生论文代写相关核心关键词搜索。