EMU TU Delft 2016 Spatial planning

Urban Region Networks The quarter million question.

How can building a quarter million homes and push forward the sustainable network city region?

European Postgraduate Master in Urbanism � Urban Region Networks � TU Delft 2016

WEAK LINKS

Antoine Canazzi Julio Vaitsman Zhouyiqi Chen

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ESSENTIAL INTERNATIONAL INFRASTRUCTURE Subtitle (H2-White)

First of all, we cannot talk about the metropolitan region Rotterdam Den Haag without its essential role for the country’s economy. Indeed, the territory is connected by major infrastructure with other countries, by two airports, Schiphol in Amsterdam and the Rotterdam-Den Haag airport in Rotterdam, a railway system connecting Randstad with: Germany, Switzerland, Italy, Belgium, France and Spain; and finally one of the biggest ship routes in the world.

European Postgraduate Master in Urbanism � Urban Region Networks � TU Delft 2016

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SHIFT OF THE PORT Subtitle (H2-White)

To go farther we can zoom in and analyze Commuting pattern in the main cities; several geographies. We started looking at Den Haag and Roterdam the “Geography of living space” where we can see two main urban areas, Rotterdam and Den Haag, and a dense network of smaller places around. However, when we look for the “Geography of jobs”, we can see specialized clusters spread through the metropolis.

Moreover, the shift of the port activities moving from the inland of the territory to the mouth of the river are complexifying even more these dynamic geographies.We can observe a simple mismatch between the jobs and the living geography. It result in a high amount of exchange between the main urban areas and the smaller cities around as we can see in the commuting pattern map in the right.

Shift of the port activities

Data source: Staat Van Zuid Holland

Data source: open map

European Postgraduate Master in Urbanism � Urban Region Networks � TU Delft 2016

Geography of living Density of inhabitants HIGH

LOW

Data source: Buurt 2014, CBS

Geography of jobs

Data source: Buurt 2014, CBS 7

STRUCTURE OF MOBILITY “STRONG” CORRIDOR

The rail public transport is very important in the metropolitan region. It particularly emphasize the connection between Rotterdam and Den Haag. Consequently the overall networ can be read as one strong corridor structuring the other transversal connection.

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Data source: open map

European Postgraduate Master in Urbanism � Urban Region Networks � TU Delft 2016

TIME TRAVEL

The problem that appears is not that much related to what is on the path of the corridor and so well connected to two major urban areas, like Delft, but more what is around. Disconnected from it, weakly connected or not regularly served, the situations of the secondary cities are diverse, but have in common that it usually take twice less time to use the car to move through the metropolis than by public transport.

It explains the high-level of congestion in the Metropolis.

Data source: open map

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GEOGRAPHY OF VULNERABILITY Income per capita

2010

2014

Housing value

2010

2014

HIGH INCOME

MEDIUM LOW

2010

HOUSE VALUE

European Postgraduate Master in Urbanism � Urban Region Networks � TU Delft 2016

2014

If we have approached the problem from the mobility perspective, firstly supposed by the different geographies that composed the daily commuting, it doesn’t raise an issue in itself. However, the problem might come with the social question and the possibilities to vulnerable population to have access to the whole market of job opportunities and living environment present in the metropolis.To do so we need to locate them and understand the “Geography of vulnerability�.

How to find vulnerable population depends on how do you define them. We chose to define them using two main criterias : the income per capita and housing value. Bivariate, it provides a map of attractiveness that do not make much sense if we do not cross it with a reasonable

density of population. Finally we can select the neighborhood within the 30% lowest average income. To produce more accurate data, we did this work in two different years, 2010 and 2014.

The result is a dynamic map of the vulverability in the metropolitan region.

Different questions can be raised from here and we are going to explore them. First, why such concentration in the two main cities ?

Den Haag center, Den Haage west, south Rotterdam, Rotterdam west towar Schiedam and part of Rotterdam center are particularly highlighted. We explored those areas in the first quarter without success, so we developed the hypothesis like what they are accumulated here because of the structure of the public transport they are more dependant from.

Neighborhood within the 30% lowest average income per capitata from 2010-2014

Data source: Buurt 2010-2014, CBS

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DO WE OBSERVE AN IMPOVERISHMENT OF THE NETWORK OF SECONDARY CITIES ?

To be able to draw conclusion, we need to observe the growth of each criteria from 20102014 carefully. But so far, the main element that pop up is the increase of neighborhood concern by the 30% lowest average income during the period. It could lead us to wonder if we are observing an impoverishment of those To verify our hypothesis we selected 6 urban secondary cities from 2010 to 2014. areas showing different situation according to the “strong” corridor.

The hypothesis supposes a problem of distribution and solidarity of the overall network of urban areas due to the spatial structure of the public transport that end up in an accumulation of vulnerable population within the most accessible urban areas.

- Rijswijk and Schiedam/Vlissingen on the side of the corridor.

- Zoetermeer, Spijkenisse and Maasluis as satelittes cities of one of the two main cities.

- Naaldwijk as completely disconnected from the main corridor by rail transportation.

Data source: Buurt 2014, CBS

European Postgraduate Master in Urbanism � Urban Region Networks � TU Delft 2016

2010

Data source: Buurt 2010, CBS 2014

Data source: Buurt 2014, CBS

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BORROWED SIZE AND SHADOW EFFECT

From the observation of the growth of the two criteria, density of inhabitant and house value, in the selected period, we can highlight several dynamic that relativised the idea of an impoverishment. In contrary, several situation appears that we can classified into two categories :

- Cities that borrow their size from the attractiveness of the main two main cities.

- Cities that suffer from a shadow projection of the two main cities.

Density of inhabitant growth in vulnerable areas from 2010 to 2014

INCREASE STABLE DECREASE

Data source: Buurt 2010-2014, CBS

European Postgraduate Master in Urbanism ďż˝ Urban Region Networks ďż˝ TU Delft 2016

We do not observe an impoverishment of Naaldwijk, Maasluis and Spijkenisse. In contrary, the raise of the population density and of the house value is continuous even though new areas with low average income appears during the period. They are getting sociologically more complex and attract even

more vulnerable population than what they used to. Their attractiveness correspond to a borrowed size phenomenon.

Zoetermeer and Rijswijk in contrary, with a relatively stable population density and a decreasing house value show sign of social fragility, probably due to a shadow effect.

House value growth in vulnerable areas from 2010 to 2014

INCREASE STABLE DECREASE

Data source: Buurt 2010-2014, CBS

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FRAGILE ECOLOGICAL CORRIDORS

Finally, the ecosystem of the metropolitan region Rotterdam Den Haag is a network of green patches with fragile corridors, often busy with infrastructure or weaken by spread urbanization. Several should be emphisized.

of biodiversity. We could call that ecological connectivity.

Third and last, several corridors are actually parkways bussy with motorways and railways.

The quality of those environment, especially the First, the edge of the river, especially a space capacity to cross from one side to the other for in-between the railway going along and the river many species should be part of the reflection. are place for hard edge of industrial platform.

An attention on its quality could improve the biodiversity of the river.

Second, the separation between Den Haag and the greenport (Naaldwijk) as much as between Delft greenport and Zoetermeer are in danger due to greenhouse development.

Guarantee connection between large patches and/or different biotopes is essential in term

Data source: Buurt 2010-2014, CBS Data source: open map

European Postgraduate Master in Urbanism ďż˝ Urban Region Networks ďż˝ TU Delft 2016

SUMMARY OF THE PROBLEM STATMENT

MRDH is essentially a network of secondary cities that “borrowed size� from the two mains.

However, the structure of the mobility is dominated by one main corridor, in detriment of secondary urban areas.

The lack of integration and the domination of one corridor end up with two deficiencies: an overwhelmed and inefficient network.

The mobility of socially vulnerable population is weakened and constitute a form of socio-spatial segregation, which also concern the different economic sectors.

Finally, most of the green corridor are fragile, busy with infrastructure crossing through or under the form of parkways.

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VISION

NEW HOUSING DEVELOPMENTS WITHIN SECONDARY CITIES WILL PROPEL URBAN AND ECOLOGICAL CONNECTIVITY, SOCIAL JUSTICE AND ECONOMICAL INTEGRATION IN ORDER TO ACCOMPLISH A FAIR ACCESS TO OPPORTUNITIES, LIVEABLE AND INNOVATIVE ENVIRONMENTS.

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WEAK TIES The strencth of weak ties - Mark. S. Granovetter

Data source: open map

European Postgraduate Master in Urbanism � Urban Region Networks � TU Delft 2016

In 1973 Marks S. Granovetter developed the strength of weak ties theory.It is about social network made of strong ties and weak ties; which means an indirect relationship between two people, with common interests, but not directly related to each other, so without a strong tie or connection. According to Granovetter an information is diffused faster through a network composed by strong and weak ties. In other word, he talks about the importance of weak ties in a strong network, and how important is the number of connections in the system, even if they have different qualities. It is the network connectivity.

If this theory is based on social networking, we interpreted it also spatially, as a general reflection about network structure.

Fieldtrip map - exploration of the weak ties between the secondary urban areas

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MOBILITY STRATEGY

Inspired by the weak ties theory, we are proposing a strategy to improve the quality of the networked city and new development in the best condition.

From an existing system based on a strong corridor, strong ties, structuring the rest of the mobility, we are proposing to develop alternative itinerary, connecting weaker elements of the network. It is about producing weak ties that would improve the flow through and so the connectivity of the network. The different need and quality of the elements it will connect suppose diverse answer in term of transport, not only strong infrastructure.

Existing network structure

Data source: open map

European Postgraduate Master in Urbanism ďż˝ Urban Region Networks ďż˝ TU Delft 2016

“Weak ties” strategy

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STRATEGIC MAP STRATEGY

New rail connection Existing central stations New weak connection New strategic stations Concentration of the Greenport New waterbus connection New waterbus stop Existing waterbus connection Existing waterbus stop Strategic green preservation/ reinforcement Characteristic landscape redevelopment New urbanized territory High speed train Main rail corridor Secondary rail line Main road network Main major cities Secondary cities Secondary cities with potential development Rotterdam/Den Haag airport

Data source: open map

European Postgraduate Master in Urbanism ďż˝ Urban Region Networks ďż˝ TU Delft 2016

Based on the weak ties theory and according to our strategy in term of mobility we propose to explore the potential of the secondary urban areas. In that matter three have been selected for their potential and their characteristic landscape, which will suppose different approach and typology of development.

First, in the Greenport in-between Naaldwijk and s’Gravenzande, the development of freight rail transport could in one hand propel economic development and in the other hand allow possibilities of development.

Second, in the middle Delfland, the metro station in Pijnacker could trigger the development of Zoetermeer and in the other side protect a corridor separating Pijnacker from Delft. The transformation of this axis will be a concern.

Finally, the redevelopment of the industrial areas, released by the shift of the port, will be on stake for several cities. The challenges will be reconnecting the cities to their river and transform this river into a structural element connecting the cities together.

Existing situation

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GREEN PORT - OPEN SPACE - THE RIVER

We divided our new development in three different site based on different landscape.

Green port:

Green port is located mainly around Naaldwijk and s’Gravenzande. The most important urban tissue in this area is green house.

Open space:

Open space is located mainly in the area from Delft to Zoetermeer including the node, Pijnacker. The typical type of landscape is green field crossed by water, rail or road infrastructure.

The river:

The river is the area of Maassluis and Rozerburg, south Schiedam and the area of Spijkenisse.

Data source: open map

European Postgraduate Master in Urbanism � Urban Region Networks � TU Delft 2016

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EXISTING SITUATION

Based on our field trip, we noticed that the capacity of the road infrastructure in the green port area is already busy.

As you could see both in the section and in the photos, the road in front of green house is barely large enough for both cars and trucks.

We also compared the speed of national roads, N213 and N466, in the peak hour in the green port area around Naaldwijk to another road, N471 from Pijnacker to Rotterdam, which Photo: Antoine Canazzi is also area of green houses.

It is easy to see that it takes twice much time in peak hour to cross Naaldwijk’s greenport than in normal situation.

Photo: Antoine Canazzi

Photo: Antoine Canazzi

European Postgraduate Master in Urbanism � Urban Region Networks � TU Delft 2016

From the data of South-Holland municipality, the overall number of trucks and vans , that reduce due to the crisis in 2008, is increasing again. However, they are favoring less big truck than smaller van that fit better in the narrow size of road system. Their amount is increasing quickly and could cause in the future even more congestion..

Number of trucks and van on road from 2007 to 2016 in the Netherland and in South Holland

Data source: Staat Van Zuid HOLLAND

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FREIGHT NETWORK

We propose a rail line connecting Den Haag, Naaldwijk-s’Gravenzande, the Greenport center Royal Flora and Maasluis-Rozenburg to Rotterdam south. The rail line would be planned for both freight and for public transportation, reducing the traffic in the area and giving more efficiency to the transport of goods toward the international network.

The rail line will increase the public transportation capacity, releasing potential development between Naaldwijk and s’Gravenzande. In contrary, the area of the port of Rotterdam close Maasluis-Rozenburg would transform due to its strategic location as logistic node between rail and boat transportation.

Data source: open map

European Postgraduate Master in Urbanism � Urban Region Networks � TU Delft 2016

One of the key point is the cross of the river to reach the existing rail network of the port of Rotterdam.

In that matter, Maasluis will play an important role. We propose that, in part of the itinerary, the existing rail line, connecting Hoek van holland to Rotterdam, and the new one, connecting Den Haag/Naaldwijk to South Rotterdam, will be overlapped. The new line will cross the river as a tunnel and get out in Rozenbourg.

Maasluis station will be connecting the two level of rail, turning into a strategic node for the rail transportation.

Schiedam

Rotterdam

Naalwijk Den Haag

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PRINCIPLES URBANIZATION IN NAALDWIJK/ ‘S GRAVENZANDE 194 ha - 120 inhab/ha - 10.600 housing

The rail line proposed will release potential development in-between Naaldwijk and s’Gravenzande, currently limited due to the small capacity of roads, and connect the two cities in one. Densification in this area will follow the path of a boulevard, existing road, connecting the two center and their economic activities, to the new station. The passage of the train will be the occasion to locate green linear areas that can be composed by recreational parks or sportfield, or/and be place to locate new municipal facilities as shopping areas, school, post office, fire station, recycling point,...

Data source: open map

European Postgraduate Master in Urbanism � Urban Region Networks � TU Delft 2016

Several principles can organize the urban development. The average density given as a base for calculation do not provide information about the typology expected, so we propose some principles helping to understand the intention behing the project.

while maintaining a high density.

The area around the station will be more massive, with mixed-use buildings hosting as much commerce, services, offices and residence. If towers are considered, they will be used to release public space close the station

The tracks path is a potential opening that separate as much as it connect via different use.

The densification continues through the boulevard and gradually decreases as increasing distance from the main connectors.

Framing the boulevard is a concern to highlight the connection between the two urban areas.

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European Postgraduate Master in Urbanism � Urban Region Networks � TU Delft 2016

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DELFT - PIJNACKER - ZOETERMEER 316 ha - 120 inhab/ha - 20.000 housing

The new urban development will be concentrated along the historic access from Zoetermeer to Pijinacker.

Rotterdam to Den Haag, by Pijnacker.

Along the road connecting Zoetermeer to Pijnacker, an urbanization already exist, sometime quite old, with several landmark as windmill or water reservoir. Reinforcing the connection between the two cities appears to us as a major concern to open up Zoetermeer to Rotterdam vie the light rail station that connect

in term of public transport and densification. It could go from the existing road shared by car and bus to a reserved one for high capacity bus system, tramways or any other form of collective transportation that will appears in the future.

The loss of green areas due to the densification is compensated by the reinforcement of the green The development of Zoetermeer has deviate corridor between Pijinacker and Delft. The green from those and so produced a fragmentation of houses would be relocated and concentrated in the city centers. This was made for connecting the green port south Zoetermeer. the railway station, the bus station and the new The basic logic of development of this project is commercial areas of the new town. We think the flexibility in time and the slow transformation that inside those scars there is a potential of of the territory to answer the needs. We imagined densification and extend the city center of the evolution of the road section taking care of Zoetermeer. keeping space for eventual increase in need,

Data source: open map

European Postgraduate Master in Urbanism ďż˝ Urban Region Networks ďż˝ TU Delft 2016

Principles of flexible road section

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PRINCIPLES URBANIZATION

As principles of urbanization, we The landmark are occasion for public space propose to frame the main axis with maximum getting in the thickness of the tissue. They 4 floors buildings in both side, with the high should be used to rythm the path. quickly decreasing beyond. If in the side of the greenport, the relationship need a particular attention, toward the greenfield, the dissolution should be fast enough.

The river along the road could help to propose different ambience in each side of the road.

One more active able to host commerce, the other more like a green corridor assumed as a potential private garden and/or public promenade with soft edge relationship to the river.

European Postgraduate Master in Urbanism ďż˝ Urban Region Networks ďż˝ TU Delft 2016

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SCHIEDAM 456 ha - 120 inhab/ha - 36.300 housing Spijkenisse

exist road going along the industrial areas and connect the city centers via main dense axis to the water. When a railway station pass close the water, there is a potential for multimodal hub.

This area is typical Transport Oriented Development, with a fragmentation between small concentration of commercial and often parking areas around nodes. What we propose is to densify along the river, to turn the city toward the river and make it a unifying element Massluis - Rozenburg as much as a multimodal hub. The parkway The densification in this area is along the connecting the different centers could also be a river also. We propose to connect the two cities way to densify and restructure the city.

Maasluis and Rozenburg by reinforcing the axis Schiedam toward the exist ferry. Moreover, the river will

The densification in this area is mostly in play a unifying role. The waterbus will link the the former industrial land along the river, except cities and bring flows along the linear parks that the area around the highway which can still go along the river in each side. Again, when a benefit of an interesting location for the truck railway station pass close the water, there is a logistic. The main strategy is to densify first the potential for multimodal hub.

Spijkenisse

Data source: open map

European Postgraduate Master in Urbanism ďż˝ Urban Region Networks ďż˝ TU Delft 2016

Schiedam

Massluis - Rozenburg

Data source: open map

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PRINCIPLES OF INDUSTRIAL AREAS REDEVELOPMENT ALONG THE RIVER

As principle, we present a multimodal hub areas which combined railway station and water bus station.

First, the area around the station like in Naaldwijk will be more massive with mixed use building. Isolated, the towers can release active public space close the station.

Second, the main main axis is framed. The need of public space is less important than the frame. The towers can be combined in the tissue. The towers would rather be located in this 2 first areas. Still relatively far from the river, their hight might compensate and give them an advantage.

Third, along the river the typology are lower to increase as much as possible the relationship to the linear parks going along.

The industrial buildings remaining might still have an activity or not. Some might be kept as heritage and reuse. The confrontation to their tissue can give a dynamic public space around.

European Postgraduate Master in Urbanism ďż˝ Urban Region Networks ďż˝ TU Delft 2016

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3 LINES Complementary rail, water and soft mobility

In our strategy, if in one hand, the river is used to reconnect cities through or to the water, in another hand, it is also the river that connect cities along.

Today, the northern side of the river has a train line that goes along the river. In the strategy this one is maintain as a fast metro connecting only the main stations. A slower transportation system will be provided by waterbus with regular stop for the new residential development that will be oriented toward the water. The cities will turn toward the river and locate there their epicenter.

European Postgraduate Master in Urbanism ďż˝ Urban Region Networks ďż˝ TU Delft 2016

When the 3 lines get closer, like in the case of Naaldwijk above, there is an area which is not exactly what we call a multimodal hub, because the hub are different, but really close. Those place have great potential of development due In complement to two public transport, by water to their accessibility. They are metropolitan and by train, a slow line as a linear park would centralities, good to implement metropolitan link the cities, protect or recover the soft edge equipment. of the river and become a central place of interaction, interesting to locate facilities. The combinaison of the 3 lines, fast, medium and slow speed provide a large choice in term of efficiency and urbanity. They all support their own logic of development and all collaborate to the overall service.

The edge of the river are important, as much for ecological matter in term of biodiversity than for a clear promenade for slow mobility making use a clear territorial structure, the river.

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TIMETABLE AND GOVERNANCE TRIANGLE Subtitle (H2)

The different key projects of the strategy follow different schedule and take different time to achieve. It is so necessary to give priority, what could be done now, what should wait what should be start now because it will take way more time to finish.

waterbus public transportation is easy and do not cost so much, especially beside a rail freight line, however it is justified by the urban developement it carries. It has to wait for enough density to be implemented.

Obviously the freight is a major project that will takes a long time to achieve, but the transformation of Zoetermeer-Delft road in contrary is an easy task that can be prepared and roll out on time. The development of the

European Postgraduate Master in Urbanism ďż˝ Urban Region Networks ďż˝ TU Delft 2016

Finally, each of those key project involved different actors. In all of them, public government are key actors, but it is not always the same level of governance that is involved.

The freight for example will probably involved European, national, regional and municipal government, as much as NGO for environmental impact or association of inhabitant, the representent of the industry like the Greenport Royal Flora which will probably be sollicitated to invest in the project according to the economical

interest it could be for them, and of course the housing developers. Some other actors could played important role, like the port authority of Rotterdam. Even in the different government, different department could overlap like water management department, infrastructure and ecology, planning, economical development, department of social affair,...

The freight is a particularly complex example, the smaller project involve less actors.

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CAPACITY 100.000 NEW HOUSING

If the strategy isn’t able to locate 250 000 new housing in the secondary urban areas, we estimate the potential to among 100 000 new housing. Which represent already 40% of the demand only in secondary urban areas.

The 60% that remain will be in Rotterdam and Den Haag as urban redevelopment, but it is another project. The strategy aimed to highlight the potential of an equilibrate development between secondary and main urban areas and in that matter is a success.

To conclude the strategy was based on a logic of connectivity, which means that it emphasized the number of connections as a value. It can be the weak ties in term of mobility, but in a broader way, it is about connecting elements that make sense to be connected. To connect close urban areas instead of sprawl development around each of them, to connect cities with the river as a way to reinvent their urbanity or using the river as a large territorial connector unifying, beyond one city, a coherent urban area. The strategy could be sum it up as connecting to reinvent solutions for the future.

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Data source: open map

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