Proceedings of the 12th Space Syntax Symposium 405-5 THE EFFECTS OF NEW BYPASS ROADS ON SMALL NORWEGIAN TOWNS SPACE SYNTAX AND LAND USE ANALYSES OF JESSHEIM, ASKIM, GOL AND HOKKSUND SANDER LILLESLETT; KARINE LADEHAUG; AKKELIES VAN NES ABSTRACT What happens with small towns when the main through transport route is replaced outside them? In this research project the consequences of bypass roads on four Norwegian small towns have been investigated, focusing on the location pattern of shops and urban functions. The small towns analysed are Gol, Hokksund, Jessheim and Askim. By combining space syntax analyses with the registrations of shops and urban functions, we have analysed the before and after situation for bypass roads in the four small towns. As the theory of the natural movement economic process state, the spatial configuration of the street and road network influence the mobility flow, and thereby the dispersal of shops. Shops tend to locate themselves along the most spatially integrated streets, where also most people move, because they need to be in an optimal location to reach as many potential customers as possible. The results show that shops and other commercial related functions follow the most globally integrated streets. If the integration values changes, the shops will move towards these new most integrated streets. Moreover, property owners tend to invest in high-density buildings along the most integrated streets. Even though the municipality and the conservation authorities try to hold this process back in areas with historic important buildings and high quality agricultural ground, the spatial and economic drivers are difficult to control due to Norwegian’s strong property rights. If the integration does not change in the town as an effect of the bypass road, the shops will not move. Based on the generalisations of the analyses makes possible to predict the consequences bypass roads will have on other Norwegian small towns. Space syntax has previously been used to research how changes in street grids affect cities all over the world, but it has not been used to research how bypass roads affect Norwegian small towns. The results show that spatial and economic forces are closely interrelated in Norwegian too. KEYWORDS Space Syntax, Small towns, bypass roads, centrality, economic development 1 th Proceedings of the 12 Space Syntax Symposium 1. INTRODUCTION In many small settlements in Norway the main road is a national transport route running through the local centre. On the one hand, the local economic development of the small settlements depends on the through travellers as customers. On the other hand, other problems such as heavy loads of vehicle transport, traffic safety, noise, pollution and the quality of street life for pedestrians are affected (Transportøknonomisk institutt 2012, p. 260). Since the 1960’s several settlements have placed the trough traffic route outside their centres through new bypass roads. Yearly, 1-10 new bypass roads are implemented and opened for traffic in Norway, and several settlements are considering to implement new bypass roads (Transportøknonomisk institutt 2012, p. 90). Several actors from various settlements are concerned about how these new bypass roads affect the economic life, and the commercial activities of local centres (Multiconsult 2009, p. 16). Therefore, the impacts of bypass roads on local centres is very actual in Norway, and we therefore investigated how new bypass roads affects commercial activities and the social life in the centres of small settlements. Every small settlement exists on to have a viable trade and industry, and a good population base. During the last year the focus has been on to strengthen their local centres as trade and social meeting place for the inhabitants. However, during the last two decades, several settlements’ centres are struggling to survive due to strong competition from large out of town shopping malls located along the motorways (Tennøy et.al 2015, p. 5). It leads us to the following research questions: How is the development of the settlement affected when placing the main road from its centre around the whole settlement? If the spatial configuration is affected on various scale levels, will the new bypass road affect the location pattern of commercial activities or the location of the settlement’s existing centre? To what extent is the research results valid for other cases through the analyses of four cases in Norway? At present, there are some research results on how road building changes the location pattern of commercial functions. In 1995 Falleth et.al carried out a research on how new bypass roads affect the land use of towns in Norway (Falleth et.al, 1995). The focus of this inquiry was only on the involved actors and not on the changes in land use as an effect of the new bypass road. Besides, the spatial parameters are lacking in this research project for understanding the physical drivers for changes in land use as an effect of the new bypass road. However, the authors observed that new enterprises located themselves at the junctions where the bypass road tangents the settlements (Falleth et.al, p. 69). In 2002, van Nes investigated the effects of inner and outer ring roads in large cities and towns. She analysed 8 towns and cities with the traditional axial analyses method and compared the results with the location pattern of shops. As her results show, shops located themselves along the highest integrated streets. If the ring road change the dispersal of integration values of the street network of a town or city, shops will relocate themselves along the streets and roads with the highest integration values (van Nes 2002). Her research empirically supports Bill Hillier’s theories on the natural movement economic process (Hillier et.al 1993), stating that the spatial configuration affects the flow of movement and the location of economic activities. Van Nes’ research on ring roads focus only on highly urbanised areas. How ring road change urban areas depends on how the ring road is connected to its vicinity, and the type of street network the ring road is imposed upon. The more broken up the local street network is, the more the integration values are dragged towards the ring road (van Nes 2002). Shortly after, van Nes (2003) conducted analyses of various new road proposals for the Norwegian town Tønsberg. Most of the road proposals are located outside the town’s centre, whereas one of them goes through the town centre. Later van Nes and Stolk (2012) analysed two road proposals for the Dutch city Leiden. Both cases show that when new roads drag all the integration values on a global scale away from existing town centres towards potential new areas, interests for new investment start to occur in these new areas. These research results are also in accordance with the theory of the natural movement economic process; commercial activities locate themselves along the highest integrated roads. In this context, we analysed four settlements in Norway where a new bypass road has been implemented. Our hypothesis is then as follow: 2 Proceedings of the 12th Space Syntax Symposium Shops and commercial activities locate themselves along the spatially highest integrated streets on a local as well a global scale, according to figure 1 upper left. If a new bypass road affects this optimal location for shops and commercial activities, one can presume that shops will relocate themselves along the new highest integrated streets or roads. Most roads during the last 50 years are planned in accordance with the national road dimensions requirement, which is heavily influenced by the Buchanan report ideology from the 1960’s (figure 1 upper right). However, as research has shown, economic and commercial activities tend to seek for the most optimal location for reaching as many customers as possible. The only thing that can influence the most optimal location of enterprises are a strong planning system, political and organisatoric constraints (Figure 1, below). Norway has strong private property rights. If a land owner sees possibilities for high economic benefits as an effect of a spatial configurative change of the mobility network, he or she will use this opportunity. The only thing that can block this opportunity is a rigid or strong planning system (van Nes 2017). Movement Movement not planned planning Configuration Configuration not planned not planned Attraction Attraction The Theory of the natural movement The Buchanan Report ideology economic process Movement Configuration Political or organisatoric Attraction contraints, restrictions on land use Distortions of the theory of the natural movement economic process Figure 1. Theories (left), ideologies (right), and understandings (below) on the relationship between road building, movement, attraction and planning system. 2. DATASETS AND METHODS The following four cases are chosen: Gol, Jessheim, Hokksund and Askim. All cases located in the Østlandet area (South eastern part of Norway), along main routes leading from Oslo towards Sweden (Askim), towards the city of Bergen (Hokksund and Gol) and towards the city of Trondheim (Jessheim). These roads have a large amount of through traffic, both for short and long distances. Moreover, all these small settlements have a railway station, where the stations for Askim, Hokksund and Jessheim is used for commuters travelling to Oslo (for about 40-60 minutes train travel), and long-distance travellers travelling to either Oslo or Bergen (Gol and Hokksund). The settlements in Norway are named “tettsted” in Norwegian, which mean “dense place”. The settlement density is rather low in Scandinavian countries in comparison to rest of Europe. Most dwellings in Norwegian settlements outside the cities and town centres consist of mostly single-family houses. During the last years row houses and apartments have been constructed close to the local centre. A joke exists on naming these settlements as “spredtsted”, which mean “sprawled place”, because it is in line with their urbanisation pattern.