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Schiphol

Groundbreaking airport design 1967–1975 Paul Meurs and Isabel van Lent nai010 publishers

first photo: View from the central pier (current D-pier). second photo: The D-pier (now F-pier), the fourth pier of Schiphol, which was opened in 1975. third photo: The central pier of Schiphol in 1968.

Schiphol

Groundbreaking airport design 1967–1975 Paul Meurs and Isabel van Lent nai010 publishers

10 Contents 11 Preface

Dick Benschop President and CEO Royal Schiphol Group

13 Introduction

Paul Meurs and Isabel van Lent SteenhuisMeurs

17

The characteristics of Schiphol

29

History of ideas

49

The design team

61

The design

145

The buildings

189 Notes 190

Literature / Image credits

191 Authors 192 Credits

11 Preface Schiphol is more than a hundred years old.

The opening of the new terminal in 1967 was a big step forward. In the more than fifty years that followed, the airport grew into an AirportCity.

Now Schiphol is looking ahead to the mid-twentyfirst century – full of ambition to become the most sustainable airport. This will transform Schiphol and aviation. That is why we speak of our future in terms of quality and not so much in terms of growth or turnover. This concerns the quality of the network with which we connect the Netherlands to other economic and cultural centres in the world. The quality of life for the surrounding region (including sustainability) can and must be enhanced. The third quality is that of the journeys we offer our customers, the airlines and the passengers – a new world of seamless travels full of new experiences.

Schiphol has long been positioned as a multimodal hub. New steps can be expected in this respect in the coming years. An example is the ambition to extend the North/South line of the Amsterdam Metro; this would allow the airport to be integrated directly into the city’s regional transport system and create space in the railway tunnel for more high-speed trains, which would make the train a real alternative to air travel for destinations at shorter distances.

The quality we strive for takes on a physical shape in the buildings at Schiphol. Many of the buildings from the early days have now disappeared: the first railway station, the Aviodome and the offices of Air traffic Control, Martinair, Transavia an freight station 1. They made way for new buildings. This shows that the continuity of Schiphol is not in the buildings themselves, but in the way they are designed.

Buildings are conceived from the design DNA of the airport. A tradition that centres around the passenger and the functioning of the machine

that the airport is. Not a grand aviation cathedral, but the airport as an everyday icon in the polder, carefully designed and developed, and adaptable to the changes that come with time.

The collaboration between the designers – architects, interior architects, signage designers – was pivotal to the result.

Every generation responsible for Schiphol builds on the previous one. We are well aware of the responsibility that comes with this. We have a unique heritage and at the same time are tasked with improving this beautiful organism before passing it on to the next generation.

Because of the importance that we attach to building on this historical line, this is an important book for us. It provides insight into the origin of the Schiphol design. This is an important source of inspiration for the designs we are currently working on, such as the new pier and the new terminal.

Dick Benschop President and CEO Royal Schiphol Group

16 Design brief in brief

Architect Jonkers from Bureau De Weger summarized the design brief in the 1967 edition of the magazine Bouw. A list of the most important points of attention for Schiphol: – The handling and waiting times had to be as short as possible. It was found that, especially for short travel distances, the waiting times could be longer than the flight times.

– The travellers had to be able to drop off or receive their luggage as quickly as possible.

– The route taken by the traveller inside the building had to be as clear as possible.

Particular consideration had to be given to travellers from abroad.

– The route taken by the traveller to the aircraft had to be ‘protected from the weather and the nuisance of the aircraft, in particular from the tremendous noise of jet engines and the penetrating stench of kerosene’.

– The traffic flows of arriving and departing travellers had to be completely separated.

This was essential with regard to customs and controls, but separate traffic flows also contribute to the clarity of the route to be taken by the travellers.

– The traffic flows of travellers and visitors to the airport had to be kept apart.

– The handling of travellers and crews also had to be separated.

– The aircraft had to be able to reach and leave the stands by themselves. Although it would save manoeuvring and parking space if a tractor were to bring aircraft to their stands, the extra strain on the platform traffic and especially the extra time led to the choice not to do so.

– Ample parking for the travellers at a short distance from the building. This requirement was later extended with the addition that a number of cars should be parked inside the building, so that travellers would be sheltered from their homes all the way to the aircraft.

– The terminal building had to be as simple as possible, which is why it only included offices that were strictly necessary.

– The design had to take future expansion possibilities into account. 1

17 The characteristics of Schiphol

18 A calm environment for the passenger The interior of Schiphol was designed to put travellers at ease. Interior designer Kho Liang Ie wanted passengers, despite all the anxiety that comes with travelling, to be able to easily find their way to their aircraft.

He gave the airport interior an almost therapeutic appearance: white with a dark accent here and there. The routing through the terminal is crystal clear and comprehensible, from check-in via passport control and the lounge to the piers and gates. Because of the large amount of glass, the planes can be seen from afar. The striking yellow signs make it almost impossible for people to get lost. The passengers have everything under control and can relax, in armchairs and sofas, or at the ‘Bubbles bar’ in the lounge. Works of art can be found in strategic locations and the advertisements of shops or companies are always discreetly placed on the second line. With a view and overview, and all the furniture neatly aligned, Schiphol offers passengers a serene living room. The airport was designed around them.

Design sketch of the seating, based on sofa ‘Model 729’ by Kho Liang Ie. Artifort produced the sofas and armchairs.

The lounge with the square as its planning principle.

28

29 History of ideas

30 Pre-war Schiphol: pioneering in the polder Schiphol Airport started out as a military airport in 1916, with a few barracks in a marshy polder. The airport was built next to Fort Schiphol, which was part of the Krayenhoff Posten water line, which later in the nineteenth century was more or less replaced by the Defence Line of Amsterdam. A military airbase was created here, with four wooden hangars to house the aircrafts. The choice of location was based on military-strategic considerations. Although the invention of the aeroplane made the water line superfluous as a means of defence, the New Dutch Water Line and the Defence Line of Amsterdam still had a protective effect.

But the choice was above all pragmatic: the land in the Haarlemmermeer polder, which had just been drained, could be purchased relatively cheaply from the local farmer.1

Uncomfortable and unreliable The first planes took off at the beginning of the twentieth century.

These miraculous machines very much appealed to the imagination and from the very beginning Schiphol attracted many curious visitors. Civil aviation began in 1919, when the newly established Koninklijke Luchtvaart Maatschappij voor Nederland en KoloniĂŤn (KLM Royal Dutch Airlines) made an agreement with the Dutch postal service to operate an airline to London. Expectations were high. Despite financial support from the government, the economic boom of the 1920s and the magical experience of travelling by air, the profitability of civil aviation was disappointing. Travelling by plane was time-consuming, unreliable, uncomfortable and expensive. Until the mid-1920s, Schiphol served around ten passengers a day. That number would rise to several hundred in the peak year of 1938. The main sources of income therefore were subsidy funds and postal transport revenues. Also, this exclusive way of travelling was incompatible with the wooden barracks in the marshy and draughty polder. The military airport was by no means designed for comfort. This changed in 1926, when the Ministry of War handed over responsibility for the airport to the municipality of Amsterdam.

Amsterdam’s visiting card Amsterdam wanted to turn Schiphol into a modern airport and to fully compete with the fast-growing port city of Rotterdam, where an airport had also been opened in Waalhaven in 1921. As of 1926, the municipality saw the expansion of Schiphol as an opportunity to compensate for loosing shipping activities to Rotterdam, an ambition that had already been expressed earlier with the construction of the North Holland Canal and

31

Aerial photo from the 1920s, with on the left the barracks of Schiphol Airport and the fortress of the same name in the foreground.

Map of the Haarlemmermeer municipality from 1857. In 1852 the Haarlemmermeer was dry, four years after the Ringdijk was closed in 1848 and the Leeghwater – the first of the three steamdriven pumping stations – was put into operation.

Schiphol in 1934, with the terminal building from 1928 and bottom left the Ringvaart of the Haarlemmermeer.

From left to right: Schiphol in 1920, 1937–1938 and 1957. With the advent of larger aircraft, longer runways were also necessary.

32 Interior of the departure hall, just after its opening in 1928.

Interior of the control tower, around 1930.

Exterior of the terminal building with the control tower and a terrace for day-trippers and ‘goodbye-wavers’, around 1930.

33 the North Sea Canal. It resolutely managed the modernization and expansion of the airport, and in 1928 the first terminal building was opened, in the elegant Amsterdam School style, consisting of a one-storey building with a four-storey starter tower in the middle. Another driving force behind the developments was the 1928 Olympic Games, which made Schiphol the city’s visiting card. In 1929, the municipality introduced entrance fees. Schiphol had a magical appeal for day-trippers and the number of visitors rose to hundreds of thousands a year. In Schiphol’s pre-war years, the airport generated more revenue from ticket sales than from landing and parking fees for aircraft. 2

First runways The 1920s and 1930s were a period of uncertainty. The ambition of the municipality went hand in hand with uncertainty about the future.

The municipality of Amsterdam recognized the need for a large-scale expansion of Schiphol in the long term, but decided to carry out semipermanent extensions for the time being. In 1936, for example, the terminal building was substantially renovated and expanded. More space for passenger handling was created by extending the waiting roomannex-restaurant to the platform side. In addition, a terrace was added between the building and the landing area. A second restaurant with a roof terrace was opened to the public on the new top floor. The control tower was also enlarged. 3 The area in front of the station building consisted of a paved platform for the arriving and departing aircraft.

An unpaved field of grass was used for taking off and landing. The landing area had a white circle of ground shells, which also marked its centre.

Floodlights along the edges of the landing area guided planes landing at night, as was common practice at airports. Due to technical developments, however, aircraft became increasingly heavy, and with their tail support (the metal pin under the tail of the aircraft) they ploughed the soft soil of the Haarlemmermeer, turning it into a muddy field. In 1936, the Amsterdam city council agreed to the construction of ‘randverhardingsbanen’, a wide concrete strip around the landing area. As it soon became clear that this would not solve the problems, the final design included three paved runways. For Europe this was a first; Ford Airport in Dearborn near Detroit was the only other airport where two paved runways had been constructed, in 1926. 4

Professionalization So, in the pre-war period, the main focus was on the technical functioning of the airport. Although the terminal building was extended in 1936, this was a modest development compared to the construction of the paved

60

61 The design

62

Bar at the transit restaurant on the second floor.

63

From the departure hall towards customs and the lounge.

66

This escalator connected the arrival and departure levels and was part of the first extension of the terminal building in 1971.

67

The lounge with square shop units.

146 The terminal building in 1967 In the terminal building the departing and arriving passengers are central, but in this complex building there is also room for the handling of luggage, VIPs, aviation and facility personnel, day-trippers, ‘goodbye-wavers’, cables and airshafts. The terminal building is a building designed for flows in which everyone is constantly on the move.

The design ensures all flows are handled smoothly. The traffic flows are separated from each other by stacking them: the cross-section of the terminal building therefore shows a kind of block tower of functions.

In the description below we follow the different movements in the terminal building. The benchmark for this trip is the situation as it was in 1967.

To manage all traffic flows, a flexible building was needed, modular and extensible. The entire complex is made up of square modules: the concrete columns are at a distance of 8.25 by 8.25 metres. Within this grid, Kho Liang Ie designed an interior that was also largely based on the square as a ordering principle. The spatial experience of Schiphol was mainly aimed at departing passengers, because they spend more time at the airport, do duty-free shopping and generate income. In comparison with the departing passengers, the incoming passengers were treated somewhat poorly: everything was aimed at getting them out of the building as quickly and streamlined as possible.

Since Schiphol is primarily geared to the experience of departing passengers, they are the first to be discussed here. Their route through the terminal building takes place on the first floor: from the elevated access road on the landside via the departure hall and the lounges to the piers. Incoming passengers follow the opposite route, although they have to descend a floor to get to customs, the luggage hall and the exit. Another floor down is the luggage handling for both departures and arrivals. Finally, behind the scenes of the terminal building, work is also carried out by office staff and the aviation and facility personnel.

147

Cross section Departure hall Lounges Customs/passport control Arrival hall Pick-up hall Restaurants and shops Visitors Terrace Luggage and logistics

Service road Offices Support functions Traffic area

168 Underground logistics A double-height service road under the building is accessible from ground level and provides access to the technical facilities in the second basement. In addition to various technical facilities, the warehouses of the shops, mail handling, telephone exchanges and washing and changing rooms and toilets for the staff are located here. The underground parking, which is used by both staff and passengers, is accessible from exits on the north and south sides of the building. Directly from the first and second underground car parks people could use the stairs or lift to go to the floors above.

169

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10 15 20m

Floor -2 Toilet facilities Luggage and logistics Service road Offices Personeelsruimte Support functions Traffic area Stairs, escalators and lifts

170 The growth of Schiphol In 1967 Schiphol comprised a completely new traffic area with four runways and a terminal building with three piers. The brand new airport needed to be expanded almost immediately. The changes have been included in this overview, insofar as they were within the framework that was laid out by the Bouwbureau Stationsgebouw Schiphol in the early 1960s. This was used until the mid-1980s. The other buildings that were built in the central traffic area during this period will also be presented here. At the end of the 1980s, a new period began for Schiphol, with different designers and a different view of what an airport should be like.

Schiphol Airport with its four runways, photographed from the east, over Aalsmeer, 1971.

1 Buitenveldertbaan 2 Aalsmeerbaan 3 Kaagbaan 4 Zwanenburgbaan A North pier (A-pier) B Mid pier (B-pier) C South pier (C-pier) D D-pier (not realized yet here) E Terminal building F Air traffic control tower G Airport management building H Air traffic management building I Martinair office J Transavia office K Freight building complex L Cogeneration plant M Police and fire station N KLM catering building O Schiphol tunnel P Railway tunnel (not realized yet here) Q Railway station (not realized yet here) R Underground parking (not realized yet here) S Aviodome T Hilton hotel

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190 50 jaar de Weger 1949–1999, Rotterdam 1999.

‘Architecten voor nieuw-Schiphol’, Bouw 16 (1961) 9.

‘Automatisering maakt het passagiers gemakkelijk’, Algemeen Dagblad, 26 April 1967.

N. Beemsterboer, ‘Nederlands exportartikel: luchthavens’, Het Parool, 29 July 1972.

M. van Bijleveld et al., M.F. Duintjer, 1908–1983: Strak, helder, open, architectuur als drager van een nieuwe samenleving, Rotterdam 2007.

‘Bouw nieuwe parkeergarage bij Schiphol’, Het Parool, 17 May 1978.

A.M.C.M. Bouwens and M.L.J. Dierikx, Tachtig jaar Schiphol: Op de drempel van de lucht, The Hague 1996.

A.A.A. de la Bruhèze et al., Techniek in Nederland in de twintigste eeuw. Deel 5. Transport, communicatie, Zutphen 2002.

K. Bosma et al., Schiphol Megastructure: Design in Spectacular Simplicity, Rotterdam 2013.

I. Burgers, ‘De verbeelding en verbouwing van een luchthavenstad: Schiphols Airport City in architectuur en beeld’, in: E. Taverne et al. (eds.), Nederland Stedenland: Continuïteit en vernieuwing, Rotterdam 2012.

H. Castendijk and G. Hondius, 50 jaar NACO, The Hague 1999.

‘Chartervervoer’, Het Vrije Volk, 19 June 1971.

J. van Dieten, ‘Visionair getuigenis van geloof in de toekomst van de luchtvaart’, Limburgs Dagblad, 29 Oktober 1966.

C. Douma, Stationsarchitectuur in Nederland 1938–1998, Zutphen 1998.

F. Geerts, Amsterdam Airport Schiphol of waar te landen, 1916-2006, Delft 2006.

‘Geodetische koepel: Flonkerend oog van Schiphol’, Bouw 24 (1969) 35, pp. 1356-1357.

I. van Ginneke, Kho Liang Ie: Interieurarchitect/industrieel ontwerper, Rotterdam 1986.

‘Grote bouwactiviteit te Schiphol’, Bouw no. 6, 1966, p. 207.

‘Haskoning komt met overname van De Weger in top 4 advies­ bureaus’, Cobouw, 30 June 1997.

N. Hellmann, ‘Interieur-architectuurprijs voor ontwerpster Schiphol’, NRC Handelsblad, 6 November 1986.

‘Het nieuwe Schiphol wordt ’n puur Nederlands visitekaartje’, Trouw, 15 January 1966.

‘Hij deed ’t toch maar’, Algemeen Handelsblad, 4 May 1968.

J.E. Hopman, ‘Nieuwe C-pier is Schiphols “boegbeeld”’, Nederlands Dagblad, 11 December 1987.

L. Jonkers, ‘Ontwerp van het stationsgebouwcomplex’, Bouw 22 (1967) 33/34.

L. Jordaan, ‘Jumbo-jet beantwoordt gespannen verwachtingen’, Algemeen Handelsblad, 3 July 1970.

‘Jubilerende Martinair betrekt nieuw gebouw’, de Volkskrant, 5 April 1968.

‘Kho Liang Ie ontwierp Schiphol-interieur, maar ook de hangende keuken’, De Telegraaf, 8 April 1967.

‘Kho Liang Ie overleden’, de Volkskrant, 4 January 1975.

‘KLM breidt catering uit’, Algemeen Handelsblad, 17 February 1970.

M. Kloos and B. de Maar, Schiphol Architecture: Innovative Airport Design, Amsterdam 1997.

W. Kroese, ‘Wedergeboorte van een vliegveld’, De Telegraaf, 27 April 1967.

B. Kroon, ‘Een degelijk werkstuk dat ook internationaal onverwacht meekomt’, De Tijd, 27 April 1967.

Lehigh Portland Cement Company, American Airport Designs, Washington 1930.

D. van der Lugt, ‘Stemming bij ingenieursbureau De Weger is weer optimistisch’, Het Vrije Volk, 20 June 1989.

T. Metz, ‘“Je mot het kunnen lezen”, vond de nuchtere ontwerper’, NRC Handelsblad, 17 January 2018.

‘Nieuw gebouw op Schiphol Transavia:30 percent van vakantievluchten’, de Volkskrant, 19 June 1971.

‘Nieuw Schiphol drijft op betonplaat’, Het Parool, 28 April 1967.

‘Nieuw Schiphol geopend’, de Volkskrant, 29 April 1967.

‘Nieuw Schiphol over drie jaar’, Het Parool, 16 January 1963.

‘Nieuw station voor Schiphol’, Bouw 16 (1961) 8.

‘Nieuwe Schiphol startklaar’, de Volkskrant, 22 April 1967.

‘Nieuwste Hilton Schiphols buurman’, Het Parool, 15 September 1972.

‘Ontwerp voor nieuw stationsgebouw Schiphol nu gereed’, Het Parool, 17 July 1961.

Literature / Image credits H. Pearman, Airports: A Century of Architecture, London 2004.

P.K.A. Pennink, Marius Duintjer architect, Amsterdam 1986.

E. Pironet, ‘Overzicht leven en werk Kho Liang Ie’, NRC Handelsblad, 8 January 1987.

‘Razendsnel over de pier’, Nieuwsblad van het Noorden, 9 April 1975.

‘Schiphol begint vernieuwing’, Het Parool, 31 July 1962.

‘Schiphol bouwt een parkeergarage’, Het Parool, 24 July 1978.

‘Schiphol is klaar voor de toekomst’, Het Vrije Volk, 27 April 1967.

‘Schiphol-tunnel verstopt door “slenteraars”’, Het Vrije Volk, 31 August 1966.

‘Schipholtunnel onder luchthaven voltooid’, Reformatorisch Dagblad, 12 July 1980.

‘Stationsgebouwencomplex Schiphol’, Bouwkundig Weekblad 85 (1968) 11.

‘Stationsgebouw van de Nederlandse Spoorwegen te Amsterdam-Schiphol’, Bouw no. 2, 1980, pp. 57-58.

H. Stil, ‘Koepel Aviodome keert terug in Amsterdam’, Het Parool, 29 March 2018.

M.S. Thomas, Goed in vorm: Honderd jaar ontwerpen in Nederland, Rotterdam 2008.

‘Tienduizend banen extra op Schiphol’, Trouw, 8 December 1987.

‘Transavia-Holland in nieuw gebouw’, Het Parool, 16 June 1971.

‘Uitbreiding Schiphol nadert de voltooiing’, NRC Handelsblad, 15 March 1975.

‘Vluchtleiding Schiphol: Nieuw centrum dit weekeinde in gebruik’, Algemeen Handelsblad, 23 February 1968.

A.J. van Westenbrugge, ‘De uitvoering van het stationsgebouwencomplex’, Bouw 22 (1967) 33/34.

C. van Woerden, ‘Nieuwe C-Pier op Schiphol is topje van ijsberg’, de Volkskrant, 25 April 1987.

S. van der Zee, ‘340.000 hors-d’oeuvres’, Algemeen Handelsblad, 11 December 1967.

Aart Klein/Nederlands Fotomuseum: 125/1 AD: 26 Aerophoto: 6-7, 88/1, 133, 134-135, 136-137, 138-139, 140-141, 142-143, 171, 178, 182/2,186 Algemeen Handelsblad: 179/2 ANP: 155/2, 158/1, 158/2, 177 Archief erven Kho Liang Ie: 18, 25/1, 56, 57/1, 57/2 Archief Rijnland: 31/1 Benno Wissing/Total Design: 59/1, 59/2, 59/3, 59/4. 59/5 Cas Oorthuys/Nederlands Fotomuseum: 25/2, 92, 181/1 Collectie Spaarnestad: 155/1 De Volkskrant: 174 Frits Rotgans/Nederlands Fotomuseum: 2-3, 4-5, 21/1, 98-99, 100-101, 102-103, 104-105, 106-107, 108-109, 110-111, 112, 130-131 Het Nieuwe Instituut: 21/2, 55/1, 150, 162/2 Het Parool: 120-121 Jan Versnel/MAI: cover, 19/1, 19/2, 27/1, 55/2, 55/3, 57/3, 57/4, 58, 62, 63, 64, 65, 66, 67, 68, 69, 70, 71, 72, 73, 74, 75, 76, 77, 78, 79, 80, 88/2, 114-115, 117/2, 123, 125/2, 126, 127/1, 127/2, 127/4, 151, 184/1 Jimena Gabriella Gauna: 127/3 Jur van der Wees: 97 KLM/MAI: 40, 41/1, 41/2, 117/3, 118, 129/1 Kors van Bennekom/Nederlands Fotomuseum: 159/1 Nationaal Archief: 87/2, 117/1, 163/1, 178-179, 182/1, 187/2 National Archives UK: 83/3 Nederlands Instituut voor Militaire Historie: 31/2 Noord-Hollands Archief: 82/5, 166/1, 175/2, 183, 184/2, 187/2 Paul Huf/MAI: 41/3 Peter Offerman: 154/1 Stadsarchief Amsterdam: 12, 20, 22, 23, 27/2, 32/1, 32/2, 32/3, 37/1, 37/2, 82/1, 82/2, 82/3, 82/4, 83/1, 83/2, 86/1, 87/1, 90-91/1, 90-91/2, 95/1, 163/2, 173, 180/1, 181/2, 181/3, 185/1, 185/2 Wageningen Archief: 167/1

191

Authors

Paul Meurs

Isabel van Lent

Paul Meurs (1963) was trained as an architect at Delft University of Technology and graduated on the conservation of the inner city of Salvador da Bahia, Brazil (1988). He obtained his PhD at the VU in Amsterdam with his PhD thesis ‘The modern historic city’, a study into the way in which heritage was given a place in the modernization of the Dutch inner cities before the Second World War. Together with Marinke Steenhuis, he founded SteenhuisMeurs, a cultural-historical consultancy focused on trans­ formation assignments in the existing city. Meurs has a great deal of experience in translating culturalhistorical values into starting points, frameworks or input for transformation processes. He investigates how the existing quality of a building or area can be the point of departure for new, suitable development.

Meurs supervises of area developments in Leiden, Eindhoven, Amsterdam and Rotterdam; he is a member of the quality team of the New Dutch Waterline and a member of the Boei Investment Committee (redevelopment of monuments).

From 2006 to 2016, Meurs held the ‘Heritage and Cultural Value’ chair at Delft University of Technology.

For the Cultural Heritage Agency of the Netherlands and the Dutch embassies, he regularly travels abroad (Russia, Sri Lanka, India, Brazil) to highlight the innovative Dutch heritage practice and to guide students and professionals in heritage assignments.

Isabel van Lent (1981) is an architectural historian who studied at the University of Amsterdam.

She specializes in area research, in which she unravels the history of use and the relationship between the various layers in the landscape, such as urban planning, green space, architecture, water and infrastructure. She believes that the landscape, with its narratives, is the most fundamental ingredient for good spatial renewal. As an independent writer and architectural historian, she has worked on various publications, websites and exhibitions on the significance of cultural heritage for current spatial challenges. Her clients included the Cultural Heritage Agency of the Netherlands, MOOI NoordHolland, the National Real Estate Agency and Het Nieuwe Instituut. She has been working as an architectural-historical researcher at SteenhuisMeurs since 2018. Here, she worked on the culturalhistorical exploration of the psychiatric hospital Dennenoord in Zuidlaren, on the development framework for the Slachthuisterrein district in Haarlem, and on the analysis and evaluation of the landscape and buildings of the Ringdijk in the Haarlemmermeer.

192 texts: Paul Meurs and Isabel van Lent copy editing: Els Brinkman translation: Jean Tee image editing: Beukers Scholma image acquisition: Marc Lamain, nai010 publishers design: Beukers Scholma lithography and printing: NPN binding: Boekbinderij Abbringh paper: Edixion offset and Clairfontaine black typeface: Berthold Akzidenz Grotesk production: Milou van Lieshout and Marc Lamain, nai010 publishers publisher: Marcel Witvoet, nai010 publishers This publication was made possible by financial support from Royal Schiphol Group.

This publication is an adaptation of the cultural-historical research that SteenhuisMeurs carried out on the Central Area of Schiphol in 2018-2019, commissioned by Schiphol Real Estate.

Project team SteenhuisMeurs: Paul Meurs, Isabel van Lent, Benjo Zwarteveen, Eline Hoftiezer and Joël van der Moore.

Credits © 2019 nai010 publishers, Rotterdam and SteenhuisMeurs, Paterswolde/Rotterdam.

All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, electronic, mechanical, photocopying, recording or otherwise, without the prior written permission of the publisher.

For works of visual artists affiliated with a CISAC-organization the copyrights have been settled with Pictoright in Amsterdam. © 2019, c/o Pictoright Amsterdam Although every effort was made to find the copyright holders for the illustrations used, it has not been possible to trace them all.

Interested parties are requested to contact nai010 publishers, Korte Hoogstraat 31, 3011 GK Rotterdam, the Netherlands. nai010 publishers is an internationally orientated publisher specialized in developing, producing and distributing books in the fields of architecture, urbanism, art and design. www.nai010.com nai010 books are available internationally at selected bookstores and from the following distribution partners: North, Central and South America - Artbook | D.A.P., New York, USA, dap@dapinc.com Rest of the world - Idea Books, Amsterdam, the Netherlands, idea@ideabooks.nl For general questions, please contact nai010 publishers directly at sales@nai010.com or visit our website www.nai010.com for further information.

Printed and bound in the Netherlands ISBN 978-94-6208-545-9 NUR 648 BISAC ARC005080 Schiphol: Groundbreaking Airport Design 1967-1975 is also available as: Schiphol: Grensverleggend luchthavenontwerp 1967-1975 ISBN 978-94-6208-544-2

The new Schiphol opened its doors in 1967. Everything had been thought out, from the system of runways to the details of the interior and the now world-famous Schiphol: grensverleggend signage and lettering.

The designers had studied the luchthavenlatest developments in aviation1967-1975 thoroughly and brought ontwerp them together without compromise. They turned Schiphol into a textbook example of a modern airport.

Schiphol is a well-oiled machine Groundbreaking that flawlessly channels Schiphol: Airport immense flows of people, planes and packages. Every Design 1967-1975 effort is made to put passengers at ease and to provide them with an overview despite the hustle and bustle.

This book describes​and illustrates how a large team of top designers once gave shape to this new Schiphol.

The in-depth, innovative research and a wealth of historical photographs make the book an intriguing introduction to the ideas behind Schiphol’s design – ideas that determine the ​ambiance and quality of this airport to this day.

nai010 publishers SteenhuisMeurs

www.nai010.com

ISBN 978-94-6208-545-9

9 789462 085459