EMU-Semester 01

Chapter title

utrecht a place for knowledge?

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Chapter title

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utrecht a place for knowledge?

Chapter title

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27 01 2011 — EMU mobility studio instructors: Remon Rooij, Roberto Rocco, Daan Zandbelt team: Adrian Hill, Advait Jani, Eline Bugarin, Lauren Abrahams, Tahereh Keimanesh, Vahid Kiumarsi, Yingtian Zhang website: http://knowledgeinutrecht.wordpress.com

TABLE of CONTENTS

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1 INTRODUCTION

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2 UTRECHT: A PLACE FOR KNOWLEDGE?

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3 ANALYSIS & ACTIONS

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4 REGIONAL STRATEGY

60- 76

5 LOCAL INTERVENTIONS

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6 CONCLUSION

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REFERENCES 5

Introduction

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1 INTRODUCTION

The fall 2010 EMU studio, ‘Spatial Strategies for Innovative Mobility Environments in the Networked City Region’, served not only as an academic platform to investigate critical issues related to mobility and contemporary cities, but also as a vehicle for seven individuals to confront personal and practical issues in a foreign cultural context.

Our diverse group of postgraduate students spans the globe; from Australia to Canada, China to India, Iran and Mexico. With varying academic

backgrounds and approaches, the semester offered a unique and sometimes challenging opportunity to reflect on our routine ways of seeing the world, challenge each others perspectives and arrive at unpredictable conclusions.

We approached the studio work laterally. This led to a semester marked by many exploratory paths, often divergent, but constantly raising new questions and thus leading to enriched iterations.

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Introduction a parallel process As the semester neared its end, we began discussing the format and content of the final presentation. We decided collectively that there was one medium that seemed the obvious choice; a video.

The process of making a video — organising, editing, narrating — gave us the opportunity to reflect upon and arrange all of the fragments of work that we had accumulated throughout the previous months. In revisiting old ideas and incorporating new questions, we were able to synthesize our work into a cohesive story that reflects not only our ideas about mobility environments, but also acts to animate the process that we were engaged in.

This document is intended to compliment the video that we have produced; which can be viewed at the following web address:

http://knowledgeinutrecht.wordpress.com We believe that the questions we have raised and the proposals that we have made have a relevance that reaches far beyond the boundaries of the Province of Utrecht, our site of strategic intervention. Urbanism is inherently interdisciplinary and thus it is critical that we stimulate discussions that involve mobility, economy, environment, and community. The product of this studio reflects these curiosities and concerns and aims to provoke new questions.

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Introduction

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Utrecht: a place for knowledge?

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2 UTRECHT: A PLACE FOR KNOWLEDGE

what is a knowledge city?

According to the Randstad 2040 Vision, a key directive aims to ‘... strengthen Utrecht’s national potential as a hub and knowledge city...’ (VROM 2008: 38). Furthermore, ‘Invest in Utrecht’ — the Foreign Investment Office of the Province of Utrecht — has aspirations for the region to become ‘the leading knowledge centre for earth and sustainability.’ (Invest Utrecht 2010).

While we are very encouraged by their intentions, we wonder: what does it really mean to be a ‘knowledge centre’?

Nowadays, it seems like everyone is claiming to be a knowledge city- or at least aspiring to be one. But how much of this self-proclaimed knowledge identity is really about knowledge, and how much is about clever marketing to attract international investment? This vague concept seems conveniently mutable and lacks any kind of meaningful definition. As planners and designers- we recognise this as a problembecause ambiguous ambitions can only be met with ambiguous actions.

Therefore, before we can act within the Province of Utrecht, we believe that a critical and contextual redefinition of knowledge and the environments that support it is in order.

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Utrecht: a place for knowledge?

relating knowledge and the city There are some very obvious indicators underscoring Utrecht’s position as a centre for knowledge based on its strong service economy and interdependencies with a range of regional and global communities. But there must be more to a knowledge city than Advanced Producer Service clusters and global financial networks...or at least there should be.

We believe that these explicit knowledge environments tell only a small part of the story.

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We advocate for the Utrecht region a broadening of its definition of knowledge and its relation to the city, to re-engage all members of the community, by strengthening its daily spatial structures and organizations.

Utrecht: a place for knowledge?

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Utrecht: a place for knowledge?

daily spatial structures What do mobility corridors, landscapes and diverse urban environments have to do with knowledge?

These implicit environments, defined by the interaction between these three primary spatial structures — mobility, landscape and urban — are in fact foundational to the fostering and circulation of knowledge and thus to the renewed definition of Utrecht as a center for knowledge.

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We propose resilience as the operative mode; a knowledge city that: _Re-engages all members of the community by establishing a connective tissue, through precise and strategic actions that strengthen links and promote diverse mixes of use.

Utrecht: a place for knowledge?

mobility

landscape

urban

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Chapter title

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3 ANALYSIS & ACTIONS

scale, scope and action Analysis has been undertaken at three different scales and scopes. By unpacking the Province of Utrecht’s existing spatial structures and relationship to knowledge, specific actions are identified.

Firstly, a broad overview indicates Utrecht’s defining characteristics as a knowledge center.

Secondly, a finer grained regional analysis highlights the variations in performance of the primary spatial structure in relation to scale

and viewpoint. Finally, a detailed investigation of the mobility structure, landscape structure and urban structure reveals critical issues which are evaluated in relation to the proposed planning solutions. Specific actions are outlined to address these weak moments.

on the city, but intended to have broader affects through the region and beyond. These aggregate actions constitute a new spatial structure, fostering potential for innovation though: a reconfigured mobility network; a re-programmed landscape catalysing urban transformation over time.

As Utrecht city plays a dominant role within the regional system, a disproportionate number of problems and opportunities are also present there. Many of our actions are thus focused

The chain reaction by which local actions propagate themselves, dynamically responding to unexpected conditions, constitutes a key part of our approach.

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Analysis & Actions

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Analysis & Actions

facts & figures A preliminary analysis indicates that from a ‘facts & figures’ standpoint, Utrecht fares very well as a knowledge centre. The Province of Utrecht is geographically positioned at the centre of the Netherlands making Utrecht - its largest city, with a pop. of 300 0001 the most accessible city by all modes of transport. This infrastructural convergence supports a high level of in and out commuting, indicating the participation of the Province in a number of functional networks.

This is extremely relevant for us as planners and designers.

As relationships between live,work and play are increasingly happening across a much wider territory, new and flexible spatial structures are required.

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http://investinutrecht.com/home.html

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Analysis & Actions Utrecht’s position within these networks is defined by its profile as a leader in life sciences, ICT, Gaming and sustainable technologies, supported by a host of high-tech research and business institutions and the largest and top ranked university in the country. The Province’s high skilled, high educated labour force underpins the complementary and competitive roles that Utrecht plays in multiple scales of functional networks from regional, to network region to national, European and beyond.

Utrecht’s central position in the Netherlands

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Analysis & Actions

Total population of Utrecht

Different transport networks converging in Utrecht

Human Capital in Utrecht

Advance Service Producers constitute Utrecht’s major economic resources

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Analysis & Actions

Randstad city network

National city network

European city network

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Regional city network

Analysis & Actions

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Analysis & Actions

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Analysis & Actions

low & high resolution From a preliminary analysis, it becomes clear that the interaction and distribution of the daily spatial structures; mobility, landscape and urban, can produce very different environments depending on scale and viewpoint, what we are calling resolution.

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Analysis & Actions

LOW RESOLUTION

Low Resolution: Mobility Structure

Low Resolution: Landscape Structure

At a lower resolution, Utrecht as a province may seem very well connected and sufficiently diverse with its strong DNA; a robust mobility network, diverse landscape types and a mixed urban matrix. But as we increase the resolution towards a finer grained examination, we can understand that the distribution of this DNA is often uneven.

Utrecht and Amersfoort city centres are vibrant and varied, but could benefit from and bring benefit to other nodes within the hierarchy such as Papendorp and the Uithof university campus.

These two knowledge nodes are important environments both for the regional and international performance of the province.

However, they are highly dependent on automobile transport and not conveniently located in relation to transit stations.

A strengthened connection between these four primary centres can mutually benefit local and national accessibility.

Secondary nodes, which are well connected to the centre are predominantly residential. In competition with the more diverse city centre, businesses are not attracted: building stocks are deteriorating, populations are aging and the market is locating elsewhere.

Low Resolution: Urban Structure

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A recent report into available office space in the Netherlands found in the order of 2 million square meters of available space, vacant due to the ‘...qualities of a district, the provision of amenities and links with the urban network...’ in other words there are financial incentives for a MIX of uses (CIE 2010).

Many areas are being affected by this lack of mix and connection, both exclusively business oriented environments as well as poorly connected, mono-functional residential communities.

Furthermore- elements that act as connectors at a lower resolution- in fact create barriers for integration at the local level. This leads to disruptions and missing links within the mobility network as well as homogenous urban environments that promote segregation over diversity.

‘...qualities of a district, the provision of amenities and links with the urban network...’ (CIE 2010)

Analysis & Actions To address these under-performing environments, specific conditions are created that trigger processes with multiplier effects.

The following analysis will unpack the spatial structures (mobility, landscape & urban), highlighting the regional actions being taken.

HIGH RESOLUTION

High Resolution: hierarchy of nodes

High Resolution: car dependent nodes (Papendorp & Uithof )

High Resolution: station proximity

High Resolution: strengthened connection between primary nodes

High Resolution: mono-functional areas

High Resolution: local barriers

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Analysis & Actions

mobility structure

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Analysis & Actions

mobility structure Utrecht’s mobility structure operates as two transport centers, hinging around Utrecht city and to a lesser degree Amersfoort. This convergence of transportation infrastructure facilitates high levels of mobility caused by commuting and student movement between the central station and the campus. However, with 75%2 of the province’s modal split still dominated by automobile traffic, congestion has become a critical issue, especially at peak hours. Without an articulated hierarchy in the road network and because of its central geographic location, 2

national and local flows share the same clogged road system- leading to the OECD’s declaration that ‘Congestion has become a burden for the Dutch economy’ (OECD 2010). Furthermore, the spoke organisation places emphasis on the Central station and leaves many peripheral train stations underused and their surroundings undervalued.

Because the current mobility structure converges at the center of Utrecht, where the most congestion can be seen- our strategy is also centered on the city. However – these local actions contribute to an improved transport network that affects the entire region.

We see the potential to shift from its current ‘hub and spoke’ model to a multi-centric, multimodal network.

http://www.cbs.nl/nl-NL/menu/home/default.htm

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Analysis & Actions

traffic congestion

Park and Ride proposal

road network

planned roadworks

The common approach to deal with congestion caused by a lack of hierarchy in the road networks is to widen the highways, accommodating secondary traffic. But these expensive, aggregate, interventions can lead to increased car traffic- failing to address the heart of the issue.

We propose to differentiate a secondary network by upgrading existing local peripheral roads.

Furthermore, by adding a Bus Rapid Transport route along the newly articulated secondary ring road, pressure is alleviated from the central station. The under-used peripheral stations become activated and a local transportation system is defined.

secondary ring road proposal

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Currently, the Utrecht’s park and ride nodes are not promoted for daily use, or to be used, as they are located very close to the center – hardly encouraging users to help reduce congestion through user friendly alternatives.

We propose a P+R solution connecting the ring road and peripheral stations to the highways as well as closing certain high exits to more fluidly differentiate between local and national traffic.

Other soft, behavioral measures; such as road pricing, congestion charges and parking charges could supplement our hardware proposal.

While we accept the sustained use of private automobiles as a reality, we are taking measure to encourage multi-modal trips to avoid the ongoing road building.

Analysis & Actions

planned tram extension

reconfigured extension proposal

reconfigured bus network

public transit Currently, the city contains one tram, Tram A, connecting Nieuwegein to the city centre.

An extension to between the central station and the university campus, has recently been adopted, which aims to replace 45 buses per hour currently required. However the proposed tram route does not provide a connection to numerous important existing destinations with high transport demands, such as the stadium and the hospital. Reconfiguring this proposed route will link four hospitals, two centres and existing and future urban areas.

But there are other major destinations - we thus propose a second tram, Line B, providing valuable physical connections and strategically catalyze mixes-of-use in more segregated environments.

In response to the new tram route, we are also reconfiguring the bus system towards a high frequency intermodal network based on interchange stations distributed more evenly across the city.

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Analysis & Actions

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Analysis & Actions

water taxi potential extended canal

P+R

Park and Ride tram line A (exsiting and extended) tram line B (proposed) proposed bypass

proposed bus line

potential bus line extension

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Analysis & Actions

public space

main multimodal nodes

housing

P+R multimodal nodes

commercial

highway

mobility env.

tram line A

office space

tram line B

tourism related

proposed bypass

opened potential

proposed outer ring

leisure-tourism

reopened water line

utrechtse heuvelrug

green corridor

ecological corridor

recreational corridor

productive landscape

water defense line forts

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Analysis & Actions

Beyond unlocking local transformation potential, the combined mobility strategy strengthens the link between the two city centres, Utrecht and Amersfoort, using the university campus as a mult-modal hinge.

As well, by separating the regional from national traffic, the connection between Amsterdam, Utrecht and Eindhoven becomes more fluid, facilitating an R & D corridor, improving investment opportunities along its length.

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Analysis & Actions

landscape structure

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Analysis & Actions

source: http://www.visitbelgium.com

landscape structure The province of Utrecht is constituted by a wide variety of landscapes: forests, wetlands, national and cultural, productive and ecologically protected areas.

Extreme development pressure is cluttering the landscape. This is of great concern, especially in light of rising sea levels, and has been red flagged in all levels of recent spatial planning documents.

Located partly within the boundary of the green heart, and intersected by the new waterline, the recreational potential of the province is greatbut should be enhanced though strengthened connections with the urban and mobility structures.

We see the potential to shift from an undifferentiated landscape, that is loosely connected to cities and recreation to a reprogrammed landscape structure. By building upon the existing diversity of natural resources we propose to innovate new types of productive landscapes that shape and are shaped by urban conditions.

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Analysis & Actions

ecological links

the new waterline

green corridor

The province contains many ecologically sensitive areas.

We see the new waterline as an invaluable cultural and recreational resource. We propose to link the 19th century water defense line and its forts, many of which are already being independently redeveloped, creating a recreational spine that complements the reconfigured mobility structure. This will increase accessibility between city and landscape while promoting slow mobility such as walking or bicycling.

By introducing a stronger east/west green link between the green heart, the town of Woerden, Utrecht city center, Uithof and Amersfoort, we can locate zones along this corridors to promote innovative and entrepreneurial relationships between urban and rural.

In line with the national proposal for a comprehensive ecological structure, we propose to link these areas both to each other and to the recreational network, rehabilitating a resilient ecosystem that forms the foundation of subsequent landscape development.

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public space housing Analysis & Actions commercial mobility env. public space

main multimodal nodes office space

housing

P+R multimodal tourism related nodes

commercial

highway potential opened

mobility env.

tram line A leisure-tourism

office space

tram line Bheuvelrug utrechtse

tourism related

ecological proposed corridor bypass

opened potential

productive landscape proposed outer ring

leisure-tourism

reopened water line

utrechtse heuvelrug

green corridor

ecological corridor

recreational corridor

productive landscape

water defense line forts

landscape laboratory By articulating the zone between Utrecht university and Wageninen University, we can reprogram the landscape as a laboratory, a place that links urban and rural innovation such as experimentation in alternative energy and agriculture. Designating this site as a living R+ D area will build upon existing programs such as algae farming at Wageninen.

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Analysis & Actions

urban structure

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Analysis & Actions

urban structure Utrecht has grown dramatically in the last 50 years and has a diverse range of housing, work and cultural environments: from thriving mixes to more segregated/mono-functioning zones- from historic to contemporary.

The demand to accommodate an upwards of 50 000 houses3 in the province stems from changes in the housing market; national inmigration and trends towards larger units with smaller numbers of inhabitants.

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Current proposals designate greenfield development sites and infill capacity, but do not overtly address “troubled� areas. Furthermore, by strategically challenging accepted Dutch densities- there are opportunities to densify under-utilized and highly accessible areas or providing a greater choice of housing distributed types across the urban areas.

High-tech business parks are located throughout the province- many of which depend entirely on the highway network. In keeping with the

provincial objectives in the Utrecht 2040 strategy a move away from mono-functional business centres and towards a finer-grained mix of live/ work and work/learn environments has been facilitated (Provincie Utrecht 2009).

We intend to trigger local scale urban transformations that target unbalanced urban zones; promoting strategic scales of diversity through the reconfiguration of existing built environments and the introduction of new mixes.

http://www.provincie-utrecht.nl/

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Analysis & Actions

“A mixture of uses, if it is to be sufficiently complex to sustain city safety, public contact and crossuse, needs an enormous diversity of ingredients.

How can cities generate enough mixture among uses - enough diversity - throughout enough of the territories, to sustain their own civilisation?�

(Jacobs, 1961: 144)

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Analysis & Actions There are many zones within the province that we have identified as healthy, mixed environments. However, they are not always accessible, especially from segregated parts of the city that could most benefit from integrating the activities and economies of these diverse places into their daily experience.

There are also areas that lack a strong mix of use and are poorly integrated; leading to depressed social and environmental conditions.

By providing connections and creating new nodes through the proposed infrastructural changes, urban transformation processes are triggered in the targeted zones which consequently alter the functioning of the surrounding neighborhoods.

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Analysis & Actions

implicit interventions Seemingly small adaptations, such as the introduction of a cafe - can have profound effects on the dynamism ,resilience and the neighbourhood spirit of a place.

As stated by Steven Johnson (2010), “an idea is a network�, and a network must start in a place.

These types of implicit environments provide an essential community venue where ideas are discussed and exchanged.

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Analysis & Actions

‘An idea is a network...The network patterns of the outside world mimic a lot of the network patterns of the internal world of the human brain.’ ‘...the...thing that makes the coffee house important is the architecture of the space. It was a space where people would get together from different backgrounds and different fields of expertise to share ideas...’

(Johnson 2010)

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Analysis & Actions knowledge, networks and place Historically in the Netherlands, knowledge, everyday experience and place were in constant communication- innovations linked ideas and actions for the benefit of a whole community.

Knowledge capital emerged as a direct response to the problems and opportunities of a place.

knowledge experience

Over time, knowledge has become commodified, supported by and profiting a more limited segment of the population.

place

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Analysis & Actions This commodification of knowledge has resulted in enormous economic growth.

It has also led to patterns of mass consumption, wastefulness and profit driven decision-makingby ensuring that the processes that encourage these bad habits become increasingly invisible.

Rather than seeing sustainability as a hindrance to economic growth, by bringing knowledge back to place and networking place based innovation potentials- economic, social and environmental objectives can be mutually reinforcing.

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Analysis & Actions

ideas

{innovation{ actions 48

Analysis & Actions

‘... at no previous time in the history ... do there seem to have been such pregnant opportunities for bringing the dimensions of economy, culture, and place back into some sort of practical and humanly reasonable harmony.’ (Scott 2006: 14)

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Analysis & Actions

spatialising innovation networks The Province of Utrecht is addressing this opportunity, by transitioning away from a more structured approach towards strategic planning; encouraging Public private partnerships and private stakeholders to steer development.

A key component of their strategy is to promote innovation through funding and networking.

We are spatialising their initiative to bring local entrepreneurs, industry and knowledge institutions together through innovative organizational structures, by locating places for these exchanges to occur.

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Analysis & Actions

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4 REGIONAL STRATEGY

the strategy To identify these weak moments within the spatial structure (mobility, landscape, urban) of the Province of Utrecht; interpret the planning alternatives currently being proposed by the province and take specific actions to: 1) strategically LINK disconnected areas through re-configuring the current infrastructural network; and 2) encourage a diverse MIX within the urban environment.

By creating local conditions that will trigger transformation processes, we are setting the spatial foundations for a resilient city, one that fosters place-based innovation by all members of its community and distributes the benefits of knowledge evenly across the territory.

In turn, these transformed explicit and implicit knowledge environments will better support functional relationships at the regional and national scale.

Regional Strategy

mobility structure :

landscape structure :

urban structure :

The current ‘hub and spoke’ model, centered on Utrecht city center shifts to a multi-centric, multi-modal network through the following actions:

A transition from an undifferentiated landscape, that is loosely connected to cities and recreation to a re-programmed landscape structure is facilitated. Building upon the existing diversity of natural resources, new types of productive landscapes are innovated; that shape and are shaped by urban conditions.

Local scale urban transformations are triggered that target unbalanced urban zones; promoting strategic scales of diversity through the reconfiguration of existing built environments and the introduction of new mixes.

• proposal of 2 tram lines which connect specific targeted areas; • innovative P+R solutions; • opening of a new ring road by making use of existing secondary road network; • implementation of BRT system to achieve a successful articulation of multi-modal network.

• ecological areas are linked both to each other and to the recreational network.

• new water defense line is creates a recreational spine that increases accessibility and promotes slow mobility.

• a stronger east/west green link locates zones along this corridors to promote entrepreneurial relationships between urban and rural.

• the zone between Utrecht university and

Wageninen University articulates the landscape as a laboratory.

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Regional Strategy

public space housing commercial mobility env. office space tourism related opened potential leisure-tourism utrechtse heuvelrug ecological corridor productive landscape public space

main multimodal nodes

housing

P+R multimodal nodes

commercial

highway

mobility env.

tram line A

office space

tram line B

tourism related

proposed bypass

opened potential

proposed outer ring

leisure-tourism

reopened water line

utrechtse heuvelrug

green corridor

ecological corridor

recreational corridor

productive landscape

water defense line forts

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Regional Strategy

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Regional Strategy

what is a diverse functional mix?

innovation and mix

This mix is firstly about creating ‘effectiveness’, or a balance, where functions with similar but complimentary demands for services and infrastructure spread that demand throughout the day.

We have already discussed the importance of implicit knowledge environments, such as the coffee shop or a community meeting space.

However in terms of working or implicit environments: small producers, as described by Jane Jacobs, are often the biggest risk-takers and most innovative. And in spatial terms she states:

So how is this important for knowledge environments? A mix for example can mean an intersection of different types of people with different ideas and needs: thus creating networks for ideas to be developed. The Province’s new planning strategy aspires for an environment of innovation, so how is this spatialised?

Both new and old ideas are essential to a vibrant mix. Thus for large and small producers to co-exist, there must be a mixture of prominent or privileged locations suitable for the large producers and central cheap sites attractive to the small producers.

“Old ideas can sometimes use new buildings. New ideas must use old buildings.” (Jacobs 1961: 188)

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Regional Strategy

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Regional Strategy

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1. Maarssen 2. Papendorp

5 LOCAL INTERVENTIONS

3. Kanaleneiland 4. Transwijk 5. Central Station

trigger sites The re-configuration of the mobility network unlocks potential for local urban transformation.

Seven trigger sites have been identified; characteristic ‘typologies’ dominated by monofunctionality, segregation of uses or weak connectivity. Site plans are proposed, illustrating how mobility can support complimentary landuse mixes and catalyse diversity.

The examples demonstrate how an area can contain a great diversity of functions such as business areas, residential areas, light

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industrial/bulky goods storage and open space, however, when examined at a fine resolution, the sites are dysfunctional due to the compartmentalisation and lack of interaction between uses.

Mobility connections to link the sites are proposed such as: a pedestrian or slow network to the centre and along water front; tram connections and water transport.

6. Uihof 7. Soest

Local Interventions

7 1 5 2

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Local Interventions LEGEND water taxi Tram line Housing Shop Office Park Pedestrain existing road Proposed road redevelopment area

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Increased densities

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Local Interventions

MAARSSEN Maarssen West is an example of a neighborhood with many different land uses that remain inefficiently mixed. This site is an important multi-modal gateway, connecting the A2 highway with other modes of transport at a commercial centre.

A new town developed around a regional train station, the area consists of a small private shopping complex and a commercial office space and otherwise low density row housing with high car dependence.

Maarssen has a lot of potential based on mobility, making it an attractive place to access the Amsterdam/Schiphol hi-tech corridor.

However, its urban spaces are not vibrant and this may be a crucial detractor.

We propose to reposition Maarssen as a major inter-modal transport node, supplemented by the new tram and water transport. Improved transport will increase investment potential in the area as part of a larger development strategy.

This could involve the following sequence of interventions: • a P+R station collecting commuters from the new highway exit; • replacing the extensive car parking around the station with pedestrian streets and a new public square such that the mobility, retail and community generate a vibrant urban space; • a mix of high density transport oriented housing and commercial space creating attractive working and living opportunities.

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Local Interventions

W LEGEND Tram line

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Housing Shop Office Park Pedestrain existing road

W LEGEND water taxi Tram line Housing Shop Office Park

rb e

ur

s

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Pedestrain existing road existing tram

Ja a

Redevelopment area

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W

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A2

Shop

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A 12

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1000m

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Local Interventions

PAPENDORP Papendorp is an example of a mono-functioning business centre. It has little diversity, apart from offices. While it is well connected to two of the major highways, it lays dormant during nonworking hours, with under-used facilities and spaces. Likewise, workers either live on the opposite side of Utrecht or commute due to lack of quality housing options thus contributing to the congestion issues.

The comfort of the proposed TRAM B line, connecting Papendorp to the centre, the

the University and Leidesche Rijn retail centre may alleviate access issues. However without a mix, Papendorp faces long-term degeneration as found in other business parks in the province.

A mix may be achieved by: • a water-side pedestrian area; • high quality housing on the waterfront; • a boat harbour with water-side restaurants which will act as an attractor; and .

• the provision of facilities, such as shops and services, shared between daytime businesses, the residential areas and the new harbour.

Development on this site will remain segregated unless considered part of a larger strategy promoting public safety, social cohesion and quality of urban areas. .

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Local Interventions LEGEND water taxi Tram line Transport line Shop semi-public space

pace

Park Pedestrain existing road

ce

Proposed road

d

W W

0 0

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500 500

1000 m 1000 m

0

Local Interventions

KANALENEILAND Across the water, Kanaleneiland is an example of mono-functional housing in a central precinct.

The area is currently well served by transport and close to the centre, however buildings do not compliment this. The area is dull and contains little diversity, the buildings are repeated, with large bland blocks and uninteresting public spaces. It contains a concentration of a low income residents due to the monopoly of social housing, especially in Kanaleneiland Nord. Therefore it is no surprise

that crime levels and social issues are high, especially along the waterfront. The problems here are both physical and social.

The area has three major assets: the river, the Transwijk Park and the transport routes, which can influence land value, density and diversity.

Improving amenity and creating a greater social mix may occur by: • firstly, renovating buildings to support flexible commercial space;

• linking into a logical open space network particularly along the waterfront creating safe meeting places with adjoining cafes; • improving social diversity by providing housing and commercial diversity opportunities, starting with the best valued sites; • where possible, reducing the long blocks to increase permeability; • finally, creating greater links between semi- public and public space.

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Local Interventions LEGEND water taxi Tram line Housing Shop Office Park Pedestrain existing road Proposed road

ad

redevelopment area

ent area

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100

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200 m

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200 m

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200 m

Local Interventions TRANSWIJK Only a short distance to the east, is an example of post-industrial land-use. This area is not only central and extremely well connected but also adjoins a potential waterfront asset. However, it acts as a barrier between the adjoining urban areas and the city. The industry is being replaced by higher paying renters, such as ICT and design businesses, however its current function and urban layout do little to compliment its central location and position along the waterfront.

Our proposal aims to: • firstly, promote further and potentially subsidised use of existing buildings through attracting innovative start-up businesses, creative professionals and small R+D companies; • create smaller grain blocks and densify development over existing carparks; • pedestrianise the canal frontage areas for cafes or restaurants; • densify development around the new tram link; • mix with other functions such as a theatre or performance space, drawing leisure activities; • and finally provide low cost, short lease housing, appealing to students.

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Local Interventions

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Local Interventions

UTRECHT CENTRAL STATION Utrecht is the centre of a regional and national train network, with Central Station as its busiest hub. Therefore it is a large and complex mobility node, which for many is the principle interchange between the train and destinations throughout the city. Way-finding is confusing within the station precinct as it also contains a shopping centre, a major bus interchange, a link to the country’s largest exhibition centre and numerous paths and passages. In addition, the train line, which provides a vital connection outside the city, becomes a dramatic barrier within it.

Connectivity between the station and other high profile nodes within the city such as Papendorp business park, Pijlsweerd business area and the Uithof would be improved with a seemless connection between the train and the tram.

The proposal consists of:

• designating a single local, regional an international bus stop with direct access to the tram and train; • finally, creating a pedestrian and cycle link directly from the station to Kanaleneiland via Jaarbeurs exhibition hall providing an alternative route, avoiding the station precinct.

• locating the tram terminal under the train station with direct connection from the train platform to the tram;

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Local Interventions

LEGEND water taxi Tram line existing road Pedestrain Institutional Development Park LEGEND

P+R

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water taxi Tram line existing road Pedestrain Institutional Development Park

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250

500m W

P+R

0

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250

500m

Local Interventions

UITHOF CAMPUS The Uithoff is an example of a large education environment which is not directly connected to the city centre.

The university campus is a site that mixes learning, research and practice with university study, a hospital and numerous private R+D firms creating working and research partnerships. While this appears to be a mix of functions, the functions have relatively similar demands and therefore the resources are taken advantage of during short periods of the day and during the week.

This could change if the services and facilities on campus become more attractive to the larger community by: • firstly, locating a P+R next to the tram line for city bound commuters to balance peak commuting services including a supermarket and other basic services; • creating a stronger connection to the water defense line, linking the botanic gardens and the Utrecht landscape interpretation centre with other cultural buildings;

• developing sports grounds, a sports complex and a gym adjoining the P+R, for after hours demand freeing up numerous inner city sports grounds for urbanisation; • connecting the university to the waterway by reviving the existing canals and create a stronger biking link to surrounding train stations.

The new tram line terminates at the University with the mixed use P+R station on the edge of the city. The new P+R system has been coupled with other land uses and serves as a buffer for movements into the city.

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infill housing are local road

Local Interventions

infill commercia

main road proposed road

infill commercia

pedestrian

railway

existing train station

local road

relocated station

main road infill housing area

proposed road

infill commercial area

pedestrian

infill commercial area

existing train sta

railway

relocated station

local road main road proposed road pedestrian existing train station relocated station

0

500m

250

0

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250

5

Local Interventions

SOEST An alternative approach for managing congestion while using a train station as the foundation for urban areas in a highly car dependent suburban settlement can be investigated at Soest.

Soest consists of a large suburban area without a strong centre or variety in population density.

Land function is predominantly residential.

Mobility is highly car based. Its’ three train stations are neither centrally located or well utilised.

we propose a greater mix by: • firstly relocating one of the train stations; • then developing a commercial/retail street extended from the station; • connecting the commercial street to two of the arterial roads, integrating it into the urban fabric; • additional higher density low rise infill housing provided for the service level residents and focused around station access; • and finally locating a large community open space connected to commercial area and linked to the station.

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Conclusions

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Our strategy is bound to current cultural and political values, particularly as defined within the Province’s current planning strategy: • Mono-functioning business environments will cease to be developed, mixing existing monofunctioning sites with complimentary functions.

6 CONCLUSION

• Development will occur through densification of existing and well connected urban areas before considering urban expansion.

The city is a dynamic and uncertain place. This sentiment is paralleled by our proposed strategy; moving away from a deterministic ‘blue-print’ plan and towards an approach that structures changes over time.

by Jane Jacobs almost fifty years ago which aim to create a mix or balance of functions. This may start by investing in simple meeting places such as a cafe noted by Johnson, but also aim for a greater mix of work, live and play.

Resilience, is driving theme in this strategy.

Utrecht currently contains many components of a place that can profit from knowledge - when viewed at a higher resolution. However this changes when one observes the composition of the urban areas at a lower resolution, or, at a local scale. Therefore, we have referred to simple but vital first principles described

By creating local conditions that will trigger transformation processes, we are setting the spatial foundations for a resilient city, one that fosters place-based innovation by all members of its community and distributes the benefits of knowledge evenly across the territory.

• Densification will lead to greater congestion, which will create a demand for alternative modes of mobility. The strategy considers a new mobility network.

• Existing centres will be connected, through a logical mobility system which offers choice of mode and route.

• Encouraging growth in the smaller nodes relieving congestion from the centre.

In proposing a redefinition of knowledge and its relation to the city, the Province of Utrecht is poised to profit economically, socially and environmentally.

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REFERENCES

CIE (2010) [website] Available at: <http://www1.cie.nl/projects/planning/research--development/hergebruik-kantoren.aspx> (accessed 4 January 2011).

Invest Utrecht (2010) [website] Available at: <http://investinutrecht.com/home.html> (accessed 6 November 2010).

Jacobs, J. (1961) The Death and Life of Great American Cities. New York: Random House.

Johnson, S. (2010) [video] ‘Where Good Ideas Come From’ Ted Talks 2010 OECD (2010) Economic Survey of the Netherlands 2010. [pdf] Available at: <http://www.oecd.orgl> (accessed 3 December 2010).

Provincie Utrecht (2009) Utrecht2040: Joint effort for a sustainable and attractive region. [pdf] Available at: <www.provincie-utrecht.nl> (accessed 19 October 2010).

Scott, A.J. (2006) Creative Cities: Conceptual Issues and Policy Questions. Journal of Urban Affairs, 28(1).

VROM (2008) Randstad 2040: Summary of the Structural Vision. [pdf] Available at: <www.vrom.nl/randstad2040> (accessed 19 September 2010).

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Chapter title

website: http://knowledgeinutrecht.wordpress.com

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