In the past decade, large infrastructure projects in the Netherlands have often been implemented through Public-Private Partnerships (PPPs), specifically using Design-Build-Finance-Maintain (DBFM) contracts. While the decision to implement projects through PPPs is based on expected advantages for internal parties – the public and private partners in the PPP –, there is a call for more focus on the advantages and disadvantages of PPPs for external stakeholders. External stakeholder management in DBFM projects is based on a contractual division of risks and responsibilities between the partners. However, it is clear from the literature that the contract does not guarantee successful stakeholder management. Relational aspects are important. Little research has been done, however, into the interplay of contractual and relational aspects in achieving successful stakeholder management. This article addresses this research need. A comparative case study was conducted into the PPP projects A9 Gaasperdammerweg and A16 Rotterdam. The study first shows that sanctions, when combined with a relational approach, have a positive effect on the relationships with stakeholders. Second, external stakeholder management cannot be simply outsourced to the private partner and continuous involvement of the public partner is important for success.

In the Netherlands and surrounding countries, there is reason to ask the question whether levels of segregation according to country of origin (mainly non-western) and in terms of socioeconomic position (mainly social arrears) are sufficiently high to legitimate anti-segregation policy. When will segregation become problematic? If segregation is regarded a problem, what, then, would be the best remedy? Spatial intervention? Or broader societal intervention? In this article developments and mechanisms will be discussed that lead to segregation; also political views on segregation and the framing of segregation will be scrutinized. A confrontation of knowledge, insights, visions, and framings offers material for new perspectives on residential segregation and is reason to argue for a more relaxed attitude towards segregation. We should acknowledge that the process of matching households to residential environments results in some – generally unproblematic – segregation. Only if segregation causes problems that pass certain intensity and/or a certain spatial range, non-spatial or spatial interventions are becoming a necessity. Levels of segregation are relatively moderate still. We ought to be more aware of the fact that strong negative framing actually stimulates segregation, social exclusion, division, discrimination, marginalisation, stigmatisation, fear, estrangement, and the development of first- and second-rate citizens.

Compared to regular contracts, infrastructure development and management through Public-Private Partnerships (PPPs) is expected to lead to better cost and time performance. However, the evidence for this performance advantage of PPPs is lacking. This article analyzes the performance differences of projects with a Design-Build-Finance-Maintain (DBFM) contract (a type of PPP) and a Design-and-Construct (D&C) contract. Project performance data were collected (N = 65) from the Project Database of Rijkswaterstaat and analyzed using non-parametric tests. Rijkswaterstaat is the executive agency of the Ministry of Infrastructure and Water Management. The results show that DBFM-projects have a significantly higher cost performance than D&C-projects. In particular, DBFM-projects have less additional costs related to technical necessities in the implementation phase. Regarding time performance, DBFM-projects seem to perform better although the difference with D&C-projects is not statistically significant. The article discusses explanations for the performance advantage of PPPs, rooted in principal-agent theory. From this discussion, an agenda is presented for further research into the performance advantage of Public-Private Partnerships.

The extensive growth of urban tourism has influenced the living environment of urban citizens worldwide, which is among others due to changes in the range of commercial amenities. As a manifestation of this development, the existing supply of retail and hospitality services gradually changes from a focus on inhabitants to the tourist. As a result, the call for municipal intervention grows. However, little is known about the steerability of this development. In this article we therefore asses how tourism affects the range of commercial amenities in city streets, and what local policy responses are most suitable. The research builds on the concepts of tourism gentrification and different types of ‘policy-instrument fit’. Our case study of the city centre of Amsterdam, including a media and policy document analysis, as well as in-depth interviews with stakeholders, show that some problems caused by mass tourism require ‘hard’ forms of government control, while others require a ‘softer’ process approach, linking local parties to jointly improve a city street. The presented steering perspectives are not only relevant for the city of Amsterdam, but also for many other towns within, and beyond, the Netherlands, that have been struggling with the growth of tourism. The open attitude towards urban mass tourism has come up for discussion and urban (tourism) policy calls for reconsideration.