FINAL REPORT
Jan Karasek [4044096, group 2]
PART I: PART II: PART III:
Basics on Parametric Planning HAARLEM - Strategy HAARLEM - Design Project
MANUAL Basics on Parametric Planning
POSITION STATEMENT On the Amount of Regulation and ... Mankind has crossed certain treshold of complexity. It is no more possible for the cities to organize themselves - it is not possible, or perhas demanded - for more than 500 years. We live in ages of planning and design. But what was originally an idea of creating better and beatiful environment degenerated into perservation of useless and redundant, into blocking the needed and replacing the lively surrounding with artificial constructs. We need to revise our understanding of the process of creation. Our environment is not a piece of art, an avatar of someone’s ideas. It is organism, that evolves on its own, whether we influence it or not. We cannot execute complete control over it - the results would be short-lived. We need to find center point, the right amount of control. This is true for design, but mostly stressed for planning, which often evolves into a new level of design itself. On the other hand, this is not a bad thing. Both are a side of a coin. Maybe we should leave the specializations out and start thinking about complex approach (for complex cities). After all, architects, designers and planners alike are creators of environment. So how should we think about our environment (not just cities, but landscape also)? First of all, it is important to realize, we are not alone in this. The planners and designers fulfill the role of a manager more then ever. We are here to organize - to be able to find the problems, come up with quality - and of course creative! - solution and to be able to iclude everyone in the process. Like doctors, we must be able to diagnose, to listen to the patient. Only then we can come up with solution to the problems. We must also be a “psychic”, to see all the little signs, to pick them up and to assemble a “vision” of the future, to predict what will be going on. We must act as a diplomats, to negotiate a resolution with all the parties. often seen as enemies.
When designing architecture, the rules should are simple. But to keep them simple, the context must be kept simple as well. This is where the urbanists come to scene - they basicaly decide the context of different elements. They design the public space, but they DO NOT design the architecture. That is the reason why we should start looking for a different way how to influence our cities as a whole, without actually keeping control over every detail - a task that is virtually impossible and it is unresponsible to try and achieve it. We should always have in mind the Bigger Picture - the region, the world, but the time as well - and we are here to explain it, to give it out to the others, so they can follow it as well. We can use it ourselves, to create and to activize the city, to push it the right way. This all is fine, as long as no one is ordered what to do with his own assets. Then the creative process die and the planning seize control of our environment.
MANUAL Basics on Parametric Planning
CHAPTER I: HOW TO?
WORKFLOW for ARCHITECTS and INVESTORS STEP I: INTENTIONS STEP II: INPUTS (Activation) STEP III: DECIDING MEANS STEP IV: INPUTS (Regulation) STEP V: RESULTS - THE DESIGN
STEP I: INTENTIONS REQUIREMENTS:
THE SPACE
THE CAPITAL
Investors’ intentions are the first step towards the realisation of the architecture and the filling of the City. It is the first decision made towards the final product.
STEP II: INPUTS (Activation) DOCUMENTS USED: The Strategy Plan and the Reference Cards or the Masterplan; the Survey Documents; the Catastre Map The activation of the area defines the means used to achieve the goal. The activation depends on the expected area usage (residential, commercial, services, industry,...), and is executed according to it, but the usage is neither prescribed, nor restricted, allowing for mixture of usages as well as for the flexibility needed for new alternatives. INPUTS (check in this order): - THE INTENTIONS in the AREA SPECIFIC REGULATIVES
defined by MASTERPLAN (if applicable)
- THE EXISTING ACTIVITY and FORM
defined by REALISED DESIGNS
- GENERAL GENERALPARAMETRES PARAMETRES
defined by STRATEGY
ACTIVATION x EXPECTED USAGE COMPARSION EXAMPLES EXPECTED FUNCTION
INPUTS USED FOR ACTIVATION*
- International Office HQ
- physical form should allow for unrestricted development, high quality environment (representation) - Good connectivity and accessibility
- VIlla
- no persistant existing activity in the public space - landscape connectivity, accessiblity, - green area
- Theatre
- Good activity in the area - representative neigborhood - good accessiblity
* these inputs can be used by planners to promote certain expected building usage, instead of prescribing specific functions
STEP III: REQUIREMENTS:
DECIDING THE MEANS THE INTENTIONS + THE INPUTS
Combining the intentions with the inputs, the investors decide what means they use to achieve their goals.
STEP IV: INPUTS (Regulations) DOCUMENTS USED: The Strategy Plan and the Reference Cards or the Masterplan Once the means are decided, the design is being processed according to the regulations. The regulations are either general parametres as specified by strategy or specific regulatives as specified by masterplan (design). IF THERE IS NO NEED FOR MASTERPLAN (ie. no need to solve specific problem or need for strong control over the area), THE PHYSICAL FORM OF THE NEIGBORHOOD SHOULD BE DEFINED BY PARTIAL INTERVENTIONS OF THE INVESTORS (ie. they hold the tools to form the physical city). CITY FORM DEFINED BY PARTIAL INVESTMENTS
CITY FORM DEFINED BY COMPLEX PLANNING/DESIGN
INPUTS: GENERAL PARAMETRES
SPECIFIC REGULATIVES
STEP V: RESULTS The results - naturally the amalgamation of all the inputs and the creativity of the designer/architect - are: a) The buildings - the object of the investments created as a mean to achieve certain private goals b) The City
- the physical but also virtual (connections and activity) form of the City, coformed by the buildings themselves
THE RESULTS IN TURN BECOME NEW IMPUTS FOR THE FOLLOWING INVESTMENTS
GENERAL PARAMETRES General parametres specify the general characteristics of the neigborhoods and its inner workings. They are basic and most fundamental guidelines for the design and integral part of the strategy, applying for every area of the city, in order to maximize the efficiency of resource usage and to protect the character. These are included in the REFERENCE CARDS and STRATEGY PLAN.
TOOLS The means used to form physical and virtual properties of the City.
SPECIFIC REGULATIVES Results of applying the tools in public interest. Specific spatial and/or functional regulatives set by MASTERPLAN, and applicable to the private investments, in order to achieve specific physical and virtual properties set and protected by public interested.
MANUAL Basics on Parametric Planning
CHAPTER II: GENERAL PARAMETRES
PARAMETRE: SPACE VALUE:
OPEN
INFLUENCE TO:
x
CLOSED
CITY STRUCTURING ACTIVITY
TOOLS:
STRUCTURE
The spatial structure of the City is always defined by the structure of the public space along with the spatial characteristics of the buildings (their alignment, height, scale to the surrounding...). Specific areas cannot be controlled from the city-wide perspective, but needs to react to the nearest context. But often the character of neigborhood is defined by the predominant structure. This predominant structure vary, but in most cases what matters is the relation of people to the buildings. As this can have various forms, the relation has been simplified to open vs. closed space. Open and closed space is associated with various different parts of the city (periphery vs. core, busy vs. peaceful) and thus allows for very general, but very natural characterization of city system. CLOSED: OPEN: CLOSED: OPEN:
The City Core, Historical parts, High-density residential Periphery, Suburbia, Housing Estates, Supports activity by adding mass and shortening distances Suppress activity be spreading
CLOSED: OPEN:
Compact public space, visual boundaries Scattered public space, overview of area
APPLICABLE TO - Area-wide O Masterplanning O Individual Buildings
CLOSED
OPEN (note that scale does not really matter)
PARAMETRE: ACTIVITY VALUE:
BUSY
INFLUENCE TO:
x
QUIET
BUSY: QUIET: BUSY: QUIET:
The City Core, High-density residential, Local Centres Periphery, Suburbia, Housing Estates, Industrial Areas Commercial, Services, Mixed Residential, Leisure, Manufacture/Logistics
INTERACTION BLDG/SPACE
BUSY: QUIET:
Strong interaction/integration, Advertisement Detachment, Protection areas
FUNCTIONS
BUSY: QUIET:
Shops, Services, Eating, Leisure, Culture, Education, Transportation Residential, Leisure, Manufacture/Logistics
CITY STRUCTURING USAGE
TOOLS:
Besides physical appearance of the settlement, it is its virtual form, the connections and activities going on in the city space and on the interface between the space and the buildings. Quality of activity varies - and there always exist some activity in the public space - but the amount of the activity and subsequently the connection between the public space and the buildings should become one of the main points being discussed and defined by the strategy. By busy (active) neigborhood is meant the area where there is constant activity, not ocassional events, as these are rather irrelevant for the overal functioning of the City.
APPLICABLE TO - Specific Area O Masterplanning O Individual Buildings
BUSY
QUIET
PARAMETRE: LANDSCAPE ACCESS VALUE:
TRUE
INFLUENCE TO:
x
FALSE
USAGE SOCIAL STRUCTURING
TOOLS:
STRUCTURE
APPLICABLE TO - Area-wide (where possible)
O Masterplanning X Individual Buildings
Access to the landscape areas (large system of landscape either in the city or outside the city), is in many ways similar to the edge condition, but is rather more specific and seeked out by specific investors and promoting specific activities. Landscape access matters only when physical access is possible, visual connection is only significant for the designs itself.
TRUE: FALSE: TRUE: FALSE:
Residential, Leisure, Commercial Industrial/Logistics Higher-income class - no specifics -
TRUE: FALSE:
Physical connections to the landscape, integration of landscape system - no specifics -
!
PARAMETRE: EDGE VALUE:
TRUE
INFLUENCE TO:
x
FALSE
TRUE: FALSE: TRUE: FALSE:
The City and City Core Periphery, Countryside High traffic flows - no specifics -
LEGISLATURE
TRUE: FALSE:
Setting up city borders (buildable x unbuildable area) - no specifics -
STRUCTURE
TRUE: FALSE: TRUE: FALSE: TRUE: FALSE:
Opening access to the edges, forming public space along - no specifics Leisure, Mixed, Residential - no specifics Edge condition is integral part of design, emphasizing it; edge is accessible - no specifics -
CITY STRUCTURING TRAFFIC
TOOLS:
Edge accessibility and visibility brings unique quality to the neigborhood. Any edge, ie. the area change of conditions, brings this quality, but the parametre specify only the city-edge as the most important border. This edge should be maintained by the only city-wide regulation which specify where the city can grow and where the landscape is protected. The accessibility of the edge should also be maintained, thus forming specific limitations to the building activities along it, but also a specific advantages.
FUNCTIONS BLDG/EDGE INTERACTION APPLICABLE TO - Specific Areas O Masterplanning O Individual Buildings
!
PARAMETRE: WATER VALUE:
TRUE
INFLUENCE TO:
x
FALSE
USAGE CONNECTIVITY
TOOLS:
STRUCTURE
APPLICABLE TO - Area-wide (where possible)
O Masterplanning X Individual Buildings
Water forms specific characteristics especially in the Dutch cities, and as such it is necessary to protect it and use it wherever possible. The water is important element where it influences the neighborhood in significant way (transport-wise or character-wise).
TRUE: FALSE: TRUE: FALSE:
Transportation, Leisure - no specifics Connectivity might be lowered, water forming a barrier - no specifics -
TRUE: FALSE:
Protection of water areas, access to water, public space along - no specifics -
!
PARAMETRE: CONNECTIVITY VALUE:
GOOD
INFLUENCE TO:
x
BAD
GOOD: BAD: GOOD: BAD: GOOD: BAD:
Promote city-, regional-wide activity Protects the area from eccess of activity Spread of traffic, lower load Concentration of traffic, higher load Transport, Manufacture/Logistics, Commercial, Services, Mix Residential, Leisure
TRAFFIC DESIGN
GOOD: BAD:
Good capacity Less capacity
STRUCTURE
GOOD: BAD:
Easy to follow structure, visual hierarchy - no specifics -
ACTIVITY TRAFFIC USAGE
TOOLS:
Connectivity oftens influence the character of the neigborhood by bringing activity in, by opening of the neighborhood to the region, but also by negative effects like noise and pollution if the connectivity does not respond to the needs of the neigborhood.
APPLICABLE TO - Area-wide O Masterplanning X Individual Buildings
!
PARAMETRE: ACCESSIBLITY VALUE:
GOOD
INFLUENCE TO:
x
BAD
ACTIVITY TRAFFIC USAGE
TOOLS:
STRUCTURE
APPLICABLE TO - Area-wide (where possible)
O Masterplanning X Individual Buildings
Very similar to connectivity in terms of influence to the City, but different in description and in tools needed to achieve good accessiblity. In general accessiblity describe the quantity and quality of entry points into the neigborhood. Quantity defines the number and distribution of entry points, while quality defines the type, reach and capacity of the connection (local road, connector, highway,...).
GOOD: BAD: GOOD: BAD: GOOD: BAD:
Promote city-, regional-wide activity Protects the area from eccess of activity Lower load in entry points Higher load in entry points Transport, Manufacture/Logistics, Commercial, Services, Mix Residential, Leisure
GOOD: BAD:
Good readability of entry points, larger number of entry points, capacity, integration Bad readability of entry points, smaller number, lower order of roads
!
PARAMETRE: LANDMARK IDENTITY VALUE:
TRUE
x
FALSE
Many neigborhoods’ character is influenced by one or multiple landmarks. When such landmark exists (is identified by influence to the existing structure, specific activity and complementary activity existing in the surrounding, by its usage in promoting the neigborhood, and by its overall recognizebility), it is often valuable resource for characterizing and describing the neigborhood, which should be considered in the working with the neigborhood as a whole.
INFLUENCE TO:
ACTIVITY
TRUE: FALSE:
Often promote complementary activities - no specifics -
TOOLS:
STRUCTURE
TRUE: FALSE:
Structure should emphasize the landmark Structure itslef should supplement the identity
APPLICABLE TO - Area-wide (where possible)
O Masterplanning X Individual Buildings
PARAMETRE: GREEN VALUE:
TRUE
INFLUENCE TO:
x
FALSE
DENSITY USAGE
TOOLS:
STRUCTURE
APPLICABLE TO - Area-wide (where possible)
O Masterplanning O Individual Buildings
Green neigborhood are those, where the city landscape is fully integrated into the urbanized areas (not just single parks). When neigborhood is considered to be green, all the construction and design must be part of the system, limiting the possible area to build up (depending on the adjecent public space)
TRUE: FALSE: TRUE: FALSE:
lower density higher density Residential, Leisure, Mix Industrial/Logistics, Commercial, Services, Mix
TRUE: FALSE:
Structure with large number of open spaces, open areas as part of the design Cosed structure without limitations on plot area usage
UNUSED PARAMETRES DENSITY and SCALE Density was not used as a general parametre because of its rather different relation to other parametres. Although being more general, when used along with other parametres, it presents very specific results: Only in usage with other parametre - space - it would limit the variability and contrast in very significant way by, actually, altering and prescribing the scale of the buildings. But scale is a parametre, that should be left at the disposal of designers, as it is important tool for either creating or surpressing the contrast, strenghtening the current character or altering it towards something new.
EXAMPLE OF THE PROCESS different intentions/same parametres
intentions
intentions
general parametres
result: housing estate
same intentions/different parametres
result: villa
intentions
general parametres
result: mall
general parametres
result: mixed use building
HAARLEM The Strategy
HAARLEM The Strategy
CHAPTER I: DIAGNOSIS
+2:00 ARN
+3:20 SVO
+1:35 DUB
HAARLEM +8:00 YYZ
+2:30 HEL
+1:25 LHR
+8:35 DTW
SCHIPHOL 1H
-0:45
+1:05 HAM
+1:10 FRA
+1:15 CDG
+1:25 PRG
+2:00 BUD +7:55 JFK
+2:15 FCO
+2:15 MAD
+8:25 IAD
+10:55 LAX
+6:30 DXB
+11:20 MEX
+6:35 LOS
+11:10 PTY
HAARLEM WITHIN WORLD
+10:10 BKK
+11:25 HKK
HAARLEM WITHIN RANDSTAD
HAARLEM ROAD CONNECTIVITY ANALYSIS level 1
HAARLEM CONNECTIVITY
HAARLEM ROAD CONNECTIVITY ANALYSIS level 2
BAD CONNECTIVITY
BAD CONNECTIVITY
BAD CONNECTIVITY
HAARLEM ROAD CONNECTIVITY ANALYSIS level 3
HAARLEM CONNECTIVITY
HAARLEM ROAD CONNECTIVITY ANALYSIS level 4
HAARLEM DOWNTOWN PARKING
HAARLEM CONNECTIVITY
HAARLEM PUBLIC TRANSPORT MAP
AMSTERDAM
HAARLEM
AMSTERDAM
HAARLEM
AIRPORT CITY
AIRPORT CITY
HOOFDORP
HOOFDORP
AMSTERDAM
HAARLEM
AMSTERDAM
HAARLEM
AIRPORT CITY
HOOFDORP
SCHIPHOL ANALYSIS OF POSSIBLE DEVELOPMENT
HAARLEM CONNECTIVITY
AIRPORT CITY
HOOFDORP
In this scenario, it can be seen that, according to the logical espansion of Schiphol airport, the position of Haarlem nearby is not of any relevance, as only the latest of development would bring direct possibilities for the city, instead of the general influence
HAARLEM CONCLUSION
TO ALKMAAR AND BEYOND
The main topic of the analysis was connectivity, as this can probably be seen as a most serious problem within Haarlem. The city of Haarlem is positioned quiet unique within Randstad, staying sort of aside from the main activities and main traffic lines, but being on a major line connecting Amsterdam with the sea. Also its location on the border of the dunes, makes it perfect for residential usage. This connection, however, proves main problems, especially in summer months, when a large number of people travel through Haarlem. As illustrated by the chart, this is no simple goal - the Haarlem traffic system is very difficult to follow, in many places it is oversized, while in different place it is undersized, making it inefficient and almost alien to the city.
NORTH HAARLEM RESIDENTIAL
RESIDENTIAL WAARDERPOLDER INDUTRY BUSINESS
CORE TOURISM COMMERCE BUSINESS
AMSTERDAM
-VOIDSCHALKWIJK RESIDENTIAL
RESIDENTIAL
HEEMSTEDE RESIDENTIAL
TO THE SOUTH (LEIDEN)
TO SCHIPHOL, DIRECTION ROTTERDAM
HOOFDORP (SCHIPHOL)
HAARLEM CONNECTIVITY
Problem is also in certain parts with connectivity, which is lowered, practically detaching these parts from the city. Although not a problem at the west side of the city, it causes problem at the eastern neigborhoods. Considered was also the position near the airport, but the conclusion points out, that this position right now, and in the near future poses no advantage or threat to the development of Haarlem and can be mostly ignored.
HAARLEM The Strategy
CHAPTER II: VISION
HAARLEM STEP 0: CURRENT STATUS CURRENT CITY IS ORIENTED SOUTH-NORTH, ACCORDING TO ITS BORDER CONDITIONS AND ALONG THE CROSSING (HISTORICALLY: BETWEEN NORTHERN AND SOUTHERN CITIES AND THE VILLAGE OF ZANDVOORT AND AMSTERDAM) THIS ORIENTATION MAKES IT DIFFICULT TO MAINTAIN THE CITY GROWTH AND POSE THREAT TO ITS AUTONOMY
GOALS TO CREATE A SUSTAINABLE CITY CAPABLE TO COMPETE IN HARSH URBAN ENVIRONMENT OF 21ST CENTURY, THE CITY NEEDS TO UTILIZE ALL ITS AVAILABLE RESOURCES:
(THEREFORE) IT MUST FIND ITS POSITION - PREFFERABLY HIGH - IN THE FOOD CHAIN OF CITIES, TOWNS AND COMPLEXES. (THEREFORE) IT MUST BECOME UNIQUE IN THE URBAN FABRIC KNOWN AS RANDSTAD, EXTENSIVE AND ENDLESSLY COMPLEX CONSUMER-PROVIDER SYSTEM.
STEP 1: ROTATING THE AXIS TO UTILIZE THE RESOURCES, THE CITY NEEDS TO ORIENT WITH THEM AND ALLOW GROWTH IN THE DIRECTION (AND NO OTHER). THE ORIGINAL DIRECTION WILL BE REVERSED - IN TERMS OF RELATIONSHIP, THE AREAS WILL BE DRAWN TOWARDS THE CENTER, NOT TO THE OUTSIDE.
IT MUST BE CAPABLE TO MAKE OFFERINGS TO ITS PARTNER(-CITIES),
(THEREFORE)
(AND) IT MUST BE ABLE TO MAINTAIN ITS ONE STRUCTURE, FUNDAMENTALLY KEEPING ITS CITIZENS NOT ONLY CONTENT, BUT HAPPY AND TO PROVIDE MEANS FOR ITS OWN GROWTH.
IT IS ALSO RESPONSIBILITY OF EVERY CITY NOT TO SPOIL ITS SURROUNDING, BUT TO PROTECT IT, OR - PREFFERABLY - TO BE ABLE TO INTEGRATE WITH IT PROPERLY. (THEREFORE) IT IS ONLY LOGICAL TO ACHIEVE THIS BY ADJUSTING THE DIRECTION OF THE
CITY. THIS WILL ALLOW: TO CONNECT ALL THE RESOURCES AND MAKE THESE AVAILABLE TO THE WHOLE NETWORK, NOT JUST LOCALLY (=UTILIZE THEM) TO PREVENT THE UNNECESSARY GROWTH OUTSIDE THE CITY BORDERS BY OFFERING BETTER ALTERNATIVE, BY CREATING LINEAR CITY CORE, INSTEAD OF THE RADIAL CORE
STEP 2: STRENGHTENING THE AXIS IN ORDER TO MAINTAIN ITS POSITION (GROWTH, RESOURCE UTILIZATION) THE CITY WILL STRENGHTEN THE MAIN AXIS, WHILE THE DEVELOPMENT WILL CONTINUE ALONG IT.
HAARLEM
!
TO ALKMAAR AND BEYOND
REASONS
?
QUESTIONS BEING ASKED Q: WHAT ALTERNATIVE FOR A TYPICAL RADIAL CITY CORE CAN WE OFFER? WHAT ARE THE FORMS OF SUCH CORES?
NORTH HAARLEM RESIDENTIAL
RESIDENTIAL WAARDERPOLDER INDUTRY BUSINESS
NATURE!!
CORE TOURISM COMMERCE BUSINESS
-VOIDSCHALKWIJK RESIDENTIAL
RESIDENTIAL
HEEMSTEDE RESIDENTIAL
Q: WHAT IS THE POSITION OF THE CAR TRAFFIC IN THE CURRENT DEVELOPMENT OF THE CITIES AND IN THE FUTURE? TO THE SOUTH (LEIDEN)
HOOFDORP (SCHIPHOL)
Q: IS THE CAR TRAFFIC NECESSARY FOR THE (MASSIVE) DEVELOPMENT OF CITIES? Q: CAN CAR TRAFFIC COEXIST WITH QUALITY PUBLIC SPACE?
THERE ARE THREE BASIC REASONS FOR THE CONCEPT OF AXIS ROTATION: 1) THE MAIN CITY RESOURCES (THE SEA/THE BEACH, NATURE, THE CITY CORE, DEVELOPMENT AREAS) ARE ALL LOCATED ON WEST-EAST AXIS. 2) THE INFRASTRUCTURE NETWORK - THE BACKBONE OF THE CITY - IS HARDLY PASSABLE, ALLOWING FOR UNNECESSARY LOADS FROM TRANSIT, DIFFICULT TO READ AND RATHER DETACHED FROM THE CITY 3) TO PROTECT THE CITY BORDERS AND AGRICULTURAL LAND BEHIND THE THE CITY, BY OFFERENG DIFFERENT MEANS OF GROWTH (TO THE WEST - LINEAR CORE).
Q: WHAT IS THE POSITION OF THE CAR TRAFFIC IN THE REGIONAL CONNECTIVITY? IS THERE ANY ALTERNATIVE? Q: WHAT ARE THE FLOWS AND RELATIONS IN THE CURRENT CITY AND IN THE PROPOSED “LINEAR-CORE” CITY? Q: WHAT IS PERIPHERY? WHAT IS THE CITY?
PORT
THE BEACH AMS CENTRAAL
HAARLEM
HOOF DDORP
AIRPORT
AMSTERDAM THE BEACH
THE BEACH
LEIDEN THE BEACH
UTRECHT
DEN HAAG REGIONAL VISION
SETTLEMENT
IMPORTANT ROUTE
HAARLEM AND YADVOORT
THE STRIP
THE BEACH
AIRPORT
POINTS OF INTEREST
DEVELOPMENT AREAS
VIRTUAL CONNECTION
TO THE NORTH
STRATEGY VISION THE ULTIMATE OBJECTIVE OF THE VISION IS TO FULLY USE THE DEVELOPMENT POSSIBLITIES ON THE BEACH, BY TRAVERSING THE CITY, WHILE ALSO CREATING NEW, LINEAR CITY CORE - A CONTEMPORARY POSTCARD FOR THE CITY BASICS OF THE CONCEPT ARE TO SPREAD THE TRAFFIC, INSTEAD OF BUILDING HIGH-CAPACITY CONNECTION TO SERVE THE CITY DEVELOPMENT.
COUNTRYSIDE
HWY B
TO AMS
P
MOST IMPORTANT IS THE SEPARATION OF THE CITY SYSTEM [WHERE EVERY STREET SHOULD HAVE OPTIMALLY THE SAME LEVEL AND CAPACITY IN TERMS OF CAR TRAFFIC] FROM THE HIGH-SPEED HIGHWAY SYSTEM. THIS WILL NOT FORM “DRIVE-THRU” STREETS WHERE THE TRANSIT TRAFFIC WILL BE OVER THE CAPACITY. THE SAME LEVEL IS ALSO IMPORTANT FOR NOT FORMING STREETS THAT WILL BE PREFFERED FOR TRANSIT TRAFFIC. FOR FURTHER EASE OF TRANSIT, THE PUBLIC TRANSPORT SHOULD BE FULL VARIANT TO THE CAR TRAFFIC. THE SPINE SHOULD CONNECT THE CITY WITH AMSTERDAM AND SHOULD BE MAINLY PUBLIC SPACE WITH MINIMUM TRAFFIC.
COUNTRYSIDE
COUNTRYSIDE
TO THE SOUTH to LEIDEN DEN HAAG ROTTERDAM
TRANSIT (COAST SUPPLY) SPEEDWAY
PHYSICAL CONNECTION
COUNTRYSIDE
PERIPHERY ROAD (TRAFFIC DIVIDER)
VIRTUAL CONNECTION (RELATION)
CITY LIMIT
URBAN AREA - POSSIBLE DEVELOPMENT
AREA RESOURCE
CITY CORE
URBAN AREA - ENCOURAGED DEVELOPMENT
MAIN CITY STREET GRID MAIN TRAFFIC NODE (HIGHER LEVEL TO LOVER LEVEL) SECONDARY TRAFFIC NODE (SAME LEVEL)
URBAN AREA - SUSPENDED DEVELOPMENT
(DISCONNECTED ACCESS FROM SPEEDWAY AND THE CITY)
MAIN ACCESS TO THE CITY LINEAR RESOURCE
ACCES TO THE COUNTRYSIDE
HAARLEM The Strategy
CHAPTER III: STRATEGY
NEIGBORHOOD REFERENCE CARD #1 PARAMETER
VALUE
CLOSED SPACE
O
ACTIVITY
X
LANDSCAPE ACCESS
X
EDGE
O
WATER
X
CONNECTIVITY
O
ACCESSIBILITY
O
LANDMARK ID.
X
GREEN
X
- CLARIFICATION OF THE TRANSIT SYSTEM
LEGEND LANDSCAPE AREA WATERFRONT
- OPENING OF THE EDGES FOR GENERAL USAGE, INCLUDING THE RECONSTRUCTION OF THE RINGSTREET - USAGE OF MAINSTREET FOR PARTERRE ACTIVITY
SMALL STREET MAIN STREET “THE STRIP” CANAL BARRIER ACTIVITY MULTIPLIER LANDMARK
VIRTUAL CONNECTION
NEIGBORHOOD REFERENCE CARD #2 PARAMETER
VALUE
CLOSED SPACE
X
ACTIVITY
X
LANDSCAPE ACCESS
X
EDGE
O
WATER
X
CONNECTIVITY
X
ACCESSIBILITY
O
LANDMARK ID.
O
GREEN
O
- CLARIFICATION OF THE TRANSIT SYSTEM
LEGEND LANDSCAPE AREA WATERFRONT
- REMOVAL OF THE BARRIER STREET SMALL STREET
- PROTECT AND USE THE GREEN CHARACTER OF THE NEIGHBORHOOD
MAIN STREET “THE STRIP” CANAL BARRIER ACTIVITY MULTIPLIER LANDMARK
VIRTUAL CONNECTION
NEIGBORHOOD REFERENCE CARD #3 PARAMETER
VALUE
CLOSED SPACE
O
ACTIVITY
X
LANDSCAPE ACCESS
X
EDGE
O
WATER
O
CONNECTIVITY
O
ACCESSIBILITY
O
LANDMARK ID.
X
GREEN
X
- CLARIFICATION OF THE TRANSIT SYSTEM
LEGEND LANDSCAPE AREA WATERFRONT
- REMOVAL OF THE BARRIER STREET SMALL STREET
- UTILIZATION OF THE WATERFRONT FOR CITY-WIDE ACTIVITY
MAIN STREET “THE STRIP” CANAL BARRIER ACTIVITY MULTIPLIER LANDMARK
VIRTUAL CONNECTION
NEIGBORHOOD REFERENCE CARD #4 PARAMETER
VALUE
CLOSED SPACE
X
ACTIVITY
X
LANDSCAPE ACCESS
O
EDGE
O
WATER
O
CONNECTIVITY
O
ACCESSIBILITY
X
LANDMARK ID.
X
GREEN
X
- CLARIFICATION OF THE TRANSIT SYSTEM AND INTEGRATION OF THE NEIGHBORHOOD INTO THE CITY
LEGEND LANDSCAPE AREA WATERFRONT
- RE-DEVELOPMENT: ATTRACTIVE FOR CHANGE OF FUNCTIONS AS A NATURAL PROCESS
SMALL STREET
- WATERFRONT UTILIZATION
CANAL
MAIN STREET “THE STRIP”
BARRIER
- CLOSE PROXIMITY OF HIGHWAY ALLOWS FOR PLACEMENT OF REGINALY EFFECTIVE FUNCTIONS - ORGANIZATION OF UNREADABLE SPACE
ACTIVITY MULTIPLIER LANDMARK
VIRTUAL CONNECTION
NEIGBORHOOD REFERENCE CARD #5 PARAMETER
VALUE
CLOSED SPACE
O
ACTIVITY
O
LANDSCAPE ACCESS
X
EDGE
X
WATER
O
CONNECTIVITY
O
ACCESSIBILITY
O
LANDMARK ID.
O
GREEN
O
- CLARIFICATION OF THE POSITION OF THE STATION AS AN ENTRANCE POINT: REDESIGN OF THE SPACE AROUND THE STATION (OPENING, LINKING WITH THE CITY)
LEGEND LANDSCAPE AREA WATERFRONT SMALL STREET MAIN STREET
- WATERFRONT ACTIVATION BY REDESIGN OF THE PUBLIC SPACE
“THE STRIP” CANAL BARRIER ACTIVITY MULTIPLIER LANDMARK
VIRTUAL CONNECTION
NEIGBORHOOD REFERENCE CARD #6 PARAMETER
VALUE
CLOSED SPACE
O
ACTIVITY
O
LANDSCAPE ACCESS
X
EDGE
X
WATER
X
CONNECTIVITY
O
ACCESSIBILITY
O
LANDMARK ID.
O
GREEN
X
- SPREAD OF THE TRAFFIC BY INTRODUCTION OF THE GRID
LEGEND LANDSCAPE AREA WATERFRONT
- MAXIMIZE USAGE OF THE WATERFRONT BY RE-DESIGN OF PUBLIC SPACE - CONNECT WITH THE TRAINSTATION AREA AND WITH THE STRIP
SMALL STREET MAIN STREET “THE STRIP” CANAL BARRIER ACTIVITY MULTIPLIER LANDMARK
VIRTUAL CONNECTION
NEIGBORHOOD REFERENCE CARD #7 PARAMETER
VALUE
CLOSED SPACE
O
ACTIVITY
X
LANDSCAPE ACCESS
O
EDGE
O
WATER
X
CONNECTIVITY
X
ACCESSIBILITY
O
LANDMARK ID.
X
GREEN
X
- REMOVAL OF THE WEST BARRIER TRANSFORMATION INTO FULL STREET
LEGEND LANDSCAPE AREA WATERFRONT
- RE-DESIGN OF THE RAIL INFRASTRUCTURE FOR THE INTEGRATION OF THE TRACKS
SMALL STREET MAIN STREET “THE STRIP” CANAL BARRIER ACTIVITY MULTIPLIER LANDMARK
VIRTUAL CONNECTION
NEIGBORHOOD REFERENCE CARD #8 PARAMETER
VALUE
CLOSED SPACE
X
ACTIVITY
X
LANDSCAPE ACCESS
O
EDGE
O
WATER
X
CONNECTIVITY
X
ACCESSIBILITY
X
LANDMARK ID.
X
GREEN
X
- CREATION OF THE RINGSTREET AS AN ULTIMATE CONNECTION TO THE CITY AND TO THE OUTSIDE, AS WELL AS CONTAINER FOR THE MAIN SUPPORT ACTIVITIES
LEGEND LANDSCAPE AREA WATERFRONT SMALL STREET MAIN STREET “THE STRIP” CANAL BARRIER ACTIVITY MULTIPLIER LANDMARK
VIRTUAL CONNECTION
NEIGBORHOOD REFERENCE CARD #9 PARAMETER
VALUE
CLOSED SPACE
X
ACTIVITY
X
LANDSCAPE ACCESS
X
EDGE
X
WATER
X
CONNECTIVITY
X
ACCESSIBILITY
O
LANDMARK ID.
X
GREEN
X
- INTRODUCTION OF “THE STRIP”: RE-DESIGN OF THE STREET AND ITS CONNECTIONS TO SUPPORT HIGHLEVEL REGIONAL ACTIVITY
LEGEND LANDSCAPE AREA WATERFRONT SMALL STREET
- REMOVAL OF TRACKS TO UNDERGROUND
MAIN STREET “THE STRIP” CANAL BARRIER ACTIVITY MULTIPLIER LANDMARK
VIRTUAL CONNECTION
NEIGBORHOOD REFERENCE CARD #10 PARAMETER
VALUE
CLOSED SPACE
O
ACTIVITY
X
LANDSCAPE ACCESS
X
EDGE
X
WATER
O
CONNECTIVITY
O
ACCESSIBILITY
O
LANDMARK ID.
O
GREEN
X
- INTRODUCTION OF “THE STRIP”: RE-DESIGN OF THE STREET AND ITS CONNECTIONS TO SUPPORT HIGHLEVEL REGIONAL ACTIVITY
LEGEND LANDSCAPE AREA WATERFRONT SMALL STREET
- SUPPORT ACTIVITY BY INTEGRATION OF BUILDING FUNCTIONS WITH THE STREET LEVEL
MAIN STREET “THE STRIP” CANAL
- REDESIGN OF WATERFRONT TO SUPPORT ACTIVITY
BARRIER ACTIVITY MULTIPLIER LANDMARK
VIRTUAL CONNECTION
NEIGBORHOOD REFERENCE CARD #11 PARAMETER
VALUE
CLOSED SPACE
O
ACTIVITY
O
LANDSCAPE ACCESS
X
EDGE
X
WATER
O
CONNECTIVITY
O
ACCESSIBILITY
O
LANDMARK ID.
O
GREEN
X
- INTRODUCTION OF “THE STRIP”: RE-DESIGN OF THE STREET AND ITS CONNECTIONS TO SUPPORT HIGHLEVEL REGIONAL ACTIVITY
LEGEND LANDSCAPE AREA WATERFRONT SMALL STREET
- SUPPORT ACTIVITY BY INTEGRATION OF BUILDING FUNCTIONS WITH THE STREET LEVEL
MAIN STREET “THE STRIP” CANAL
- REDESIGN OF WATERFRONT TO SUPPORT ACTIVITY
BARRIER ACTIVITY MULTIPLIER LANDMARK
VIRTUAL CONNECTION
NEIGBORHOOD REFERENCE CARD #12 PARAMETER
VALUE
CLOSED SPACE
X
ACTIVITY
X
LANDSCAPE ACCESS
O
EDGE
O
WATER
X
CONNECTIVITY
O
ACCESSIBILITY
O
LANDMARK ID.
O
GREEN
O
- INTRODUCTION OF “THE STRIP”: RE-DESIGN OF THE STREET AND ITS CONNECTIONS TO SUPPORT HIGHLEVEL REGIONAL ACTIVITY
LEGEND LANDSCAPE AREA WATERFRONT SMALL STREET
- USAGE AND PERSERVATION OF THE FOREST EDGE (ACCESS)
MAIN STREET “THE STRIP” CANAL BARRIER ACTIVITY MULTIPLIER LANDMARK
VIRTUAL CONNECTION
NEIGBORHOOD REFERENCE CARD #13 PARAMETER
VALUE
CLOSED SPACE
X
ACTIVITY
X
LANDSCAPE ACCESS
O
EDGE
O
WATER
X
CONNECTIVITY
X
ACCESSIBILITY
O
LANDMARK ID.
X
GREEN
O
- CLARIFICATION OF THE TRANSIT SYSTEM: UN-PLUGGING OF THE HIGHWAY; CREATION OF THE RINGSTREET - REDEVELOPMENT OF THE RIVERBANK (LEISURE)
LEGEND LANDSCAPE AREA WATERFRONT SMALL STREET MAIN STREET “THE STRIP” CANAL BARRIER ACTIVITY MULTIPLIER LANDMARK
VIRTUAL CONNECTION
NEIGBORHOOD REFERENCE CARD #14 PARAMETER
VALUE
CLOSED SPACE
O
ACTIVITY
X
LANDSCAPE ACCESS
X
EDGE
X
WATER
X
CONNECTIVITY
O
ACCESSIBILITY
O
LANDMARK ID.
X
GREEN
X
- OPENING OF THE NEIGHBORHOOD TO THE WAERFRONT; WATERFRONT AS MAIN SOURCE OF ACTIVITY
LEGEND LANDSCAPE AREA WATERFRONT SMALL STREET MAIN STREET “THE STRIP” CANAL BARRIER ACTIVITY MULTIPLIER LANDMARK
VIRTUAL CONNECTION
NEIGBORHOOD REFERENCE CARD #15 PARAMETER
VALUE
CLOSED SPACE
X
ACTIVITY
X
LANDSCAPE ACCESS
O
EDGE
O
WATER
X
CONNECTIVITY
O
ACCESSIBILITY
X
LANDMARK ID.
X
GREEN
O
- CLARIFICATION OF THE TRANSIT SYSTEM TO RAISE ACCESSIBILITY AND HELP INTEGRATE THE NEIGHBORHOOD TO THE CITY
LEGEND LANDSCAPE AREA WATERFRONT SMALL STREET
- CULTIVATION OF EDGES, THEIR OPENING TO THE PUBLIC SPACE (ACTIVATION OF THE RING-STREET)
MAIN STREET “THE STRIP” CANAL
- ACTIVATION OF INTERNAL NODES (BY DESIGNING CLOSED SPACE WITH ACCESSIBLE PARTERRE - MICRO-CITY CORE)
BARRIER ACTIVITY MULTIPLIER LANDMARK
VIRTUAL CONNECTION
NEIGBORHOOD REFERENCE CARD #16 PARAMETER
VALUE
CLOSED SPACE
X
ACTIVITY
X
LANDSCAPE ACCESS
X
EDGE
X
WATER
X
CONNECTIVITY
O
ACCESSIBILITY
O
LANDMARK ID.
X
GREEN
O
- CULTIVATE CURRENT QUALITIES: LOW-DENSITY HOUSING IN THE GREEN - CLARIFICATION OF THE TRANSIT SYSTEM, IMPLEMENTAITION OF THE MAIN STREET TO THE NETWORK
LEGEND LANDSCAPE AREA WATERFRONT SMALL STREET MAIN STREET “THE STRIP” CANAL BARRIER ACTIVITY MULTIPLIER LANDMARK
VIRTUAL CONNECTION
NEIGBORHOOD REFERENCE CARD #17 PARAMETER
VALUE
CLOSED SPACE
X
ACTIVITY
X
LANDSCAPE ACCESS
O
EDGE
O
WATER
X
CONNECTIVITY
O
ACCESSIBILITY
O
LANDMARK ID.
X
GREEN
O
- CLARIFICATION OF THE TRANSIT SYSTEM, IMPLEMENTAITION OF THE MAIN STREET TO THE NETWORK - REMOVAL OF THE BARRIER ROAD AND ITS TRANSFORMATION - CONCENTRATE ACTIVITY AT THE “ACTIVITY NODE” WHERE RINGSTREET CROSSES THE ACCESS TO HE BEACH
LEGEND LANDSCAPE AREA WATERFRONT SMALL STREET MAIN STREET “THE STRIP” CANAL BARRIER ACTIVITY MULTIPLIER LANDMARK
VIRTUAL CONNECTION
NEIGBORHOOD REFERENCE CARD #18 PARAMETER
VALUE
CLOSED SPACE
X
ACTIVITY
X
LANDSCAPE ACCESS
O
EDGE
O
WATER
X
CONNECTIVITY
O
ACCESSIBILITY
O
LANDMARK ID.
X
GREEN
O
- CLARIFICATION OF THE TRANSIT SYSTEM, IMPLEMENTAITION OF THE MAIN STREET TO THE NETWORK - PROTECT THE EDGES AND THE ACCESS TO THE LANDSCAPE AREAS (IMPLEMENTING THE TRAFFIC CONNECTION TO THE COUNTRYSIDE
LEGEND LANDSCAPE AREA WATERFRONT SMALL STREET MAIN STREET “THE STRIP” CANAL BARRIER ACTIVITY MULTIPLIER LANDMARK
VIRTUAL CONNECTION
NEIGBORHOOD REFERENCE CARD #19 PARAMETER
VALUE
CLOSED SPACE
X
ACTIVITY
X
LANDSCAPE ACCESS
O
EDGE
O
WATER
X
CONNECTIVITY
X
ACCESSIBILITY
O
LANDMARK ID.
X
GREEN
O
- THE NEW TRANSIT SYSTEM (THE STRIP) ALLOWS FOR DEVELOPMENT, WHICH IS NEEDED FOR STRUCTURAL CONNECTIVITY OF HAARLEM WITH BEACH. DEVELOPMENT SHOULD BE LIMITED TO PUBLIC INVESTMENTS, ESPECIALLY INTO LEISURE, AND OR CULTURE
LEGEND LANDSCAPE AREA WATERFRONT SMALL STREET MAIN STREET “THE STRIP” CANAL BARRIER ACTIVITY MULTIPLIER LANDMARK
VIRTUAL CONNECTION
HAARLEM The Design
THE GOALS SET BY STRATEGY GOAL 1 - Vision: The Linear City Core DESCRIPTION: LINEAR CITY CORE AS A MAIN TRANSPORTATION LINK TO THE BACH AREA, AS HUB OF REGIONALLY IMPORTANT ACTIVITIES AND SYMBOLIC AREA OF THE CITY AND ITS RESOURCES DESIGN TOOLS: - FORMATION OF PHYSICAL STRUCTURE TO ALLOW THE TRAVERSE OF THE CITY AND TO CREATE VISUAL LINK DESIGN RULES: 1) THE WIDTH OF THE STREET MUST BE ABLE TO ACCOMODATE ALL THE TRAFFIC 2) THE WIDTH OF THE STREET MUST BE ENOUGH TO SIGNIFY THE IMPORTANCE OF THE LINE 3) THE STREET MUST BE CONTINUOS AND EASY TO FOLLOW
THE GOALS SET BY STRATEGY GOAL 2 - Closed Space DESCRIPTION: CLOSED SPACE HELPS TO MAINTAIN NECESSARY ACTIVITY IN THE CENTRAL AREAS BY DENSIFYING THEM AND BY CONCENTRATION. CLOSED – FROM THE STRUCTURAL POINT OF VIEW COMPACT – AREA IS ALSO NATURALY ASSOCIATED WITH CITY CENTRES DESIGN TOOLS: - STRUCTURING THE PUBLIC SPACE AND CONTROLLING THE ALIGNMENT OF BUILDINGS
SPECIFIC REGULATIVE set by design: PUBLIC/PRIVATE STREET BORDER MUST BE PHYSICALLY SET BY THE BUILDINGS THEMSELVES
GOAL 3 - Activity in Public Space DESCRIPTION: IN ORDER TO CREATE LIVE-CAPABLE CORE, THE MAIN ACTIVITY MUST BE PRESENT IN THE PUBLIC SPACE AND LINK BETWEEN PUBLIC AND (SEMI-)PRIVATE MUST BE ESTABLISHED DESIGN TOOLS: CONTINUATION OF EXISTING ACTIVE PUBLIC SPACES. CREATION OF PUBLIC SPACE THAT SUPPORTS THE ACTIVITIES (ACTIVATORS IN THE PUBLIC SPACE LIKE EXTERNAL GALLERIES, VISTA POINTS, FLEXIBLE-USAGE SPACES). CONNECTION BETWEEN BUILDINGS AND PUBLIC SPACE.
SPECIFIC REGULATIVE set by design: EACH BUILDING ON THE DESIGNATED AREA MUST INCLUDE INTEGRATED OR ACCESSIBLE PARTERRE
INACCESSIBLE PARTERRE – PARTERRE IS PRIVATE AND IS COMPLETELY VISUALLY AND PHYSICALLY DETACHED FROM THE STREET. IS NOT PART OF THE STREET CATIVITY AND DOES NOT SUPPORT IT IN ANY WAY SEPARATED PARTERRE – PARTERRE IS ACCESSIBLE BY PUBLIC BUT NOT DIRECTLY FROM THE STREET AND IS SEPARATED FROM THE STREET LEVEL BY SEMIPRIVATE SPACE OR BY PHYSICAL AND VISUAL BARRIERS. ACCESSIBLE PARTERRE – PARTERRE IS ACCESSIBLE DIRECTLY FROM THE STREET, THUS SUPPORTING THE ACTIVITY. INTEGRATED PARTERRE – PARTERRE OF THE BUILDING IS PART OF PUBLIC SPACE AND CAN BE USED FOR PUBLIC ACTIVITIES, OR ACTIVITIES WITHIN THE BUILDING ARE DIRECTLY INTEGRATED WITH THE ACTIVITY ON THE STREET
SPECIFIC REGULATIVE set by design: MINIMAL FLOOR AREA RATIO (FAR) APPLICABLE ONLY TO THE BUILINGS SURROUNING THE STRIP
THE MASTERPLAN
THE REGULATION OF THE STRIP
THE DESIGN SKETCHES
THE DESIGN SKETCHES