Living Streets of the Future by Sebastien Reinink

LIVING STREETS OF THE FUTURE

SEBASTIEN REININK & SYLKE VAN DER KLEIJ TUTOR: NURUL AZ LAN MI NOR NEI GHBOURHOOD OF THE F UTURE QUARTER 2 BK7263 FUTURE PROOF URBAN PROJECT JANUARY 2018

PREFACE Dear reader, We are the founders of project Living Streets of the Future, a studio team of the second quarter of the minor Neighbourhood of the Future: Green Blue Cities. This report was written as a part of the minor Neighbourhood of the Future: Green Blue Cities at the Faculty of Architecture of Delft University of Technology. It contains a spatial intervention for the neighbourhood Charlois in Rotterdam, in order to make the neighbourhood a future proof urban area. It is a combined end result of the courses taught in the first and second quarter.

SEBASTIEN REININK

SYLKE VAN DER KLEIJ

TU Delft

Architecture

We would like to thank our studio supervisor, N.A.B Azlan M.Arch for the feedback in the studios. We would also like to thank the other teachers of the minor who helped to improve our strategy: Ir. Els Bet, Dr. Ir. Lidewij Tummers, Mariette Overschie MSc, Dr. Ir. Stephen Read, Ir. Germaine Sanders, Ir. Bardia Mashhoodi and Ir. Verena Balz.

Earth Sciences

Sebastien Reinink & Sylke van der Kleij 26 January 2018

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LIVING STREETS OF THE FUTURE - SEBASTIEN REININK & SYLKE VAN DER KLEIJ

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LIVING STREETS OF THE FUTURE

SUMMARY The aim of Living Streets of the Future is to create a new way of living in Charlois, a neighbourhood in Rotterdam-South. Rotterdam is embraced as a car city, but new forms of mobility are introduced in order to clear the living streets in favour of a green public space focused on slow traffic. Through analysis, it becomes clear that there are various problems in Charlois today, both socially and ecologically. The criminality rate is high, as is the unemployment rate. Heat stress is a very real danger, and the air pollution shortens the inhabitantsâ&#x20AC;&#x2122; life expectancy considerably. Public transport options are mediocre, but only half of the households in Charlois own a car, creating a transportation poorness within the neighbourhood. Still, there is heavy car traffic in the neighbourhood due to the poorly designed car infrastructure of the city of Rotterdam and the surroundings. The project establishes a hierarchical grid of roads. There are main roads, focused on cars, where the speed limit is 50 km/h. Then there are roads where the speed limit is 30 km/h, where cars can park and pick up or drop off passengers. There is MINOR Q2 - NOTF

still plenty of space reserved for pedestrians and cyclists. Finally there are green living streets, focused fully on slow traffic where cars can only pick up disabled people or drop off heavy objects.

able environment that is connected to the surroundings.

A stakeholder analysis was carried out, and has concluded that the municipality plays an important role in regulating and allowing the neighbourhood to transform. Car manufacturers and ride-hailing services will be tempted to invest in the change of mobility in Charlois, and serve as a major supporting actor. Lastly, local residents will be informed and invited to be part of the spatial transformation of their environment rather than bystanders.

Combining the data gathered from the analysis and the stakeholder analysis, a vision is formed that sees Charlois as a frontrunner on the transition from traditional, non-autonomous cars to sustainable self-driving cars. This results in a timeline that spans from 2017 to 2050. With the completion of the project, Charlois will transform from an area that suffers from air pollution and car intensity into a green and liveable district, embracing its roots as a car city. Residents will eventually live in a healthy, sustain-

LIVING STREETS OF THE FUTURE - SEBASTIEN REININK & SYLKE VAN DER KLEIJ

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TABLE OF CONTENTS

INTRODUCTION

PROBLEM STATEMENT

10 12

2 AREA ANALYSIS CITY SCALE

STREET SPECIFIC

3 VISION LIVING STREETS

SHARED/SELF-DRIVING CARS STAKEHOLDERS TIMELINE

4 INTERVENTION STREETS METHOD INTERVENTION EXECUTION FUTURE

5 CONCLUSION CONCLUSION REFLECTION REFERENCES

6 ATTACHMENTS LEARNING CONTRACTS MINOR Q2 - NOTF

1 INTRODUCTION STRATEGY

37 38 40 44

52 54 58 62 68

74 76 77

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INTRODUCTION

STRATEGY In the first quarter of the minor ‘Neighbourhood of the Future’ we formulated a strategy for the whole of Charlois. This strategy consisted of a comprehensive vision map with drawings and renders of what Charlois could look like according to this strategy.

The conclusion of the strategy was that there should be forms of hyper mixed-use in Charlois in order to use the industrial and residential areas to its full potential. Also there was a new connection to Katendrecht created, traffic diverted around Charlois by the creation of a new bridge, Dorpsweg freed of traffic and redeveloped as a central street in Charlois and a new HUB for residents and visitors. However, the strategy isn’t specific about what happens within the neighbourhood. This booklet will eventually give a answer to what should happen within the residential streets of Charlois while at the same time taking certian points of the strategy as a given for the future.

Vision map ‘Identifying Charlois’

Re-use of factories TU DELFT

Hyper mixed-use

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Overall image MINOR Q2 - NOTF

Dorpsweg in 2040 according to strategy

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INTRODUCTION When passing through the residential streets of Charlois one will notice a lack of green, permeable paving and above all a sheer lack of quality. Streets are designed with one thing in mind and that is the fastest possible movement of cars and inhabitants. The users are not at all encouraged to use or even stay in the spaces.

Some sparse green creates the false association with greenery and healthyness while streets like this contribute to a lot of negative climatic, social and spatial effects in modern Dutch cities. In this booklet there will be an alternative provided for these streets. Not only will this research try to solve the modern-day problems related to these streets, but also provide a vision for the far (+40 years) future. The scope will constantly shift from small to bigger scale perspectives and eventually give a concise and precise image for the future that according to this research, cities and streets like this should strive for.

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DEFINITION OF ASSIGNMENT To further frame the goals this research wants to achieve, there has to be made clear what the brief of the assignment holds. The assignment states:

â&#x20AC;&#x153;Design a future proof urban project for a self-chosen plot within the Rotterdam location, solving a specific sustainability problem incl. taking into account social aspects. (...) Describe future scenarios on demography and demographic demands for this location, the economic situation in the South of Rotterdam and climate change. Knowledge gathered in the strategy will be implemented in this future proof urban project. The project consists of one or more spatial interventions on a specific site. Based on these interventions develop a revised or more detailed strategy, which explains how the spatial interventions are applied on a larger scale.â&#x20AC;?

cial re-evaluation of living streets in Charlois. While at the same time including economic, demographic and climatic change in the city of Rotterdam. At the end of this report there will have to be a clear intervention that fits within a bigger strategy and that can be applied on a bigger scale.

Applying these goals to the research will mean that at the end of this report the criteria have to be met. The result will have to solve a specific sustainability problem like the unsustainable streets and modes of transport nowadays used in modern cities. It will also have to include social aspects as the soMINOR Q2 - NOTF

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PROBLEM STATEMENT CITY LEVEL

On a city level Rotterdam has some big issues regarding air quality and pollution. For a part the cause can be found in the harbour industries Rotterdam traditionally has. However research from the DCMR environmental agency shows that in the city of Rotterdam more than 50% of pollution is caused by the car. It even is the number one most polluting city in the Netherlands.

This figure can be explained by the bombardment of Rotterdam in may 1940. When the city was rebuilt during the 1950’s and 1960’s the ‘basisplan voor de wederopbouw’ fully remodelled the new Rotterdam to American example. The car was the future and the centre of city transportation. This resulted in a city that is ideal for car traffic but now deals with the negative effects of car use.

> 50% CAUSED BY CARS

Sources from Milieudefensie shows that Rotterdam has 8 streets in the top 20 of most polluting streets in the Netherlands, as well as 5/10 hardest traffic-jams (ANWB). The city is rapidly becoming unliveable for its inhabitants and something has to be done to reduce the problems related to car traffic.

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most polluting streets in NL

PROBLEM STATEMENT CITY LEVEL

SOURCE: Milieudefensie

SOURCE: ANWB

Charlois, traffic cluster

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Hofplein, car square

City streets network

Westzeedijk, big road in front of tranditional housing

Tunneltraverse, a highway right through the city center

LIVING STREETS OF THE FUTURE - SEBASTIEN REININK & SYLKE VAN DER KLEIJ

A20 Highway

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PROBLEM STATEMENT STREET LEVEL On a street level, Rotterdam in general and Charlois in particular has a big focus on cars. In the image below-right everything marked red is focused solely on the car. The image shows a typical random street in the neighbourhood of Charlois. The car focusedness gives the street a unpleasant and unsafe feel and discourages use of slow traffic options like the bike and walking.

If some cars would disappear from the street and parking spaces would be designed more sensible to climate and social aspects, the street would improve on quality. This notion sparks the main position of this research:

â&#x20AC;&#x2DC;There is a negative correlation between the focus on cars in a street and the quality and future-proof aspects of a street.â&#x20AC;&#x2122; In the further research this position will be taken as a starting point in analysis, vision and the intervention.

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PROBLEM STATEMENT STREET LEVEL

CARS

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QUALITY

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AREA ANALYSIS

URBAN CLIMATE

The climate in urban areas differs from the climate in rural areas. Urbanisation not only changes the form of the natural landscape, it also has effects on an areaâ&#x20AC;&#x2122;s air. The air in rural areas is very different, and a lot cleaner, than the air in urban areas. This effect has been noticed by people ever since cities first developed (Landsberg, 1983). However, it is very hard to truly compare the climate before and after urbanisation in an area, as cities have historically always developed for a specific reason. Close to a river for example, or near the sea, but there has always been a reasoning behind it. This also means that in a lot of cases, there was a slight difference between the sites and the surroundings even before the cities were built (Landsberg, 1983). Urban heat island The urban heat island is the phenomenon that metropolitan areas are hotter than the surrounding rural areas (National Geographic, 2012). There are various reasons for urban heat islands. Building materials are generally very good at insulating, or keeping heat inside. Therefore, the area around buildings is warmer (NationTU DELFT

al Geographic, 2012). Waste heat also contributes to the urban heat island. People are always burning off energy, whether it is during jogging, driving, or simply being. This energy generally escapes in the form of heat. Cars and factories contribute to this waste heat too (National Geographic, 2012). However, because urban areas are so densely populated, urban areas are also very dense by design. If there is no space for an urban area to expand into the surrounding area, then engineers simply build upwards. Due to these high buildings, waste heat and heat that escapes insulation has nowhere to go and lingers (National Geographic, 2012). Due to this same reason, nighttime temperatures in the urban heat island also remain high: the remaining heat cannot properly escape into the cold night air (National Geographic, 2012). The high buildings also make it very hard for wind to cool the city. Due to the high temperatures within the urban heat island, people turn on their air conditioning or fans, trying to keep cool. Yet these devices use electricity and thus energy,

and subsequently also worsen the urban heat island (National Geographic, 2012). Architects and designers use various measures to reduce the urban heat island. Increasing the amount of vegetation in the city, in the form of green roofs for example. Plants absorb carbon dioxide, a leading air pollutant. Plants also absorb heat in general, as they have a higher specific heat capacity (the amount of energy that heats 1 kg of a material by 1 Â°C) than commonly used building materials. Heat and/or sunlight not absorbed by the ground or buildings is reflected, mainly upon other buildings. Therefore, it would help to use reflective roofing or shading, to make sure the sunlight never even reaches the ground and thus does not have the chance to get trapped (Roach, 2006). Use of lighter coloured building material, in combination with lower rise building, also helps to prevent sunlight from being trapped by tightly packed buildings (National Geographic, 2012).

maples are ideal. These trees have a lot of leafs to provide shade, and give off water vapour that cools the air through evaporation (Roach, 2006). Trees in cities can also improve air quality, reduce carbon dioxide emissions, decrease storm-water runoff, and improve community livability (EPA). Trees should be planted on the south and west sides of a building as to keep it cool during the hottest part of the day, reducing the need for cooling (Roach, 2006). The urban heat island may also have an effect on the amount of precipitation (Roach, 2006). When hot air rises, it condenses into clouds. These clouds keep building and building, until eventually, it starts to rain. There is also less snow, because of the higher ground temperatures the snow is less likely to stick.

When deciding on which tree type to plant, trees such as oaks and

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AIR QUALITY Rotterdam has the most polluted air in the Netherlands. 50% of this is because of cars, which is partly due to the fact that Rotterdam does not have a public transport network as great at Amsterdam or Utrecht, but the other 50% of this is caused by the harbour and the industry. The bad air quality has serious health effects, such as an increase of asthma and bronchitis. In the combustion of fossil fuels, pollutants and gases are released. Fine dust (PM10) consists of particles of different sizes and compositions. The smallest of these particles consists of carbon black (EC). These particles are the most harmful. These particles are the most poisonous of all the particles in fine dust, and because they are so small, they can penetrate the alveoli and blood vessels. More carbon black is released during incomplete combustion. The more complete the combustion, the smaller the amount of carbon black released. These days, car manufacturers pay more attention to this factor, but in the past the rules were not as strict. Therefore, especially older diesel vehicles are big polluters. Carbon black amounts Charlois in Rotterdam. SOURCE: RIVM

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and life expectancy. The effects of air pollution are often measured by looking at the number of years of life lost. Currently, for the whole of Rotterdam, this is estimated to be 1.5 year per person, but the life expectancy of people living in Charlois is 3 years shorter than that of people living in Rotterdam North. Of course, not every death is related to air pollution. People may not die from air pollution by itself, but still experience its negative effects, such as poorer long function, or other illnesses that have an effect on their daily life. The risk is especially high for children, elderly and people with heart or lung diseases. The EC map in the problem statement showed that in Rotterdam South, carbon black emission is indeed for 50% due to traffic. The contribution to carbon black emission of surrounding cities is far smaller. Reducing carbon black emission in traffic can contribute a lot to the health of the cityâ&#x20AC;&#x2122;s inhabitants. Therefore, the municipality of Rotterdam wants to reduce the amount of carbon black in traffic by 40%. An extra benefit is that this will also decrease the amount of nitrogen dioxide in the air, which is another pollutant that can cause lung problems. This leads to healthier air

LIVING STREETS OF THE FUTURE - SEBASTIEN REININK & SYLKE VAN DER KLEIJ

and a healthier Rotterdam. In order to achieve this goal, Rotterdam is working on creating a socalled environmental zone, where certain cars that emit too much pollutants are not allowed. Rotterdamâ&#x20AC;&#x2122;s inhabitants are also encouraged to grab their bike, rather than their car, when they are traveling to and from the city centre. More space will be reserved for bikes within the city, new bike lanes are created, and existing bike lanes are improved. All of this will make the centre more easily accessible by bike. Cycling is healthy, and the more people use their bike, the cleaner the air. Bicycle use has already increased by 60% since 2004. It should be noted that Charlois falls outside this environmental zone, but will still reap the benefits, as the air quality in Charlois will increase too. An important point for Charlois, in particular for the industrial part, is that another goal of the municipality is cleaner logistics. This means that the industry will be 100% clean, and 0 pollutants are emitted.

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81,9

LIFE EXPECTANCY

75,0

77,9

79,9

Age

= Rotterdam = Charlois

22 70

60 Male

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Female

Gender

LIVING STREETS OF THE FUTURE - SEBASTIEN REININK & SYLKE VAN DER KLEIJ

There is a clear connection between prolonged exposure to air pollution and life expectancy. The effects of air pollution are often measured by looking at the number of years of life lost. Currently, for the whole of Rotterdam, this is estimated to be 1.5 year per person, but the life expectancy of people living in Charlois is 3 years shorter than that of people living in Rotterdam North. Of course not every death is related to pollution. People may not die from air pollution by itself, but still experience its negative effects, such as poorer long function, or other illnesses that have an effect on their daily life. The risk is especially high for children, elderly and people with heart or lung diseases. The Dutch Longfonds states that every year over 5.700 people die of pollution-related diseases and infections.

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CAR INTENSITY The Diamond of Rotterdam Busy traffic routes right through the center + our diversion (red)

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Currently, the road structure around Rotterdam is shaped like a diamond, rather than a ring. Because of this, rather than driving all the way around the city, a lot of people take a shortcut right through Charlois. This increases the car intensity in Charlois, while a lot of these people do not have a destination there and are just passing through. A new bridge has been planned to divert this traffic around Charlois, and keep it from driving through the Pleinweg and Dorpsweg. This bridge will result in a decrease of traffic of 50% in the Maastunnel and 25% for the Erasmusbrug. Without this bridge, the expected car intensity in 2030 is going to be very high for both Pleinweg and Dorpsweg.

Background:Expected car traffic in 2030 in Charlois Source: Gemeente Rotterdam TU DELFT

CAR PARKING The number of cars on the road is rising and these cars are getting bigger. On average, a car spends 95% of the time parked (Donald Shoup, 2011). Due to the rise in the number of vehicles, parking demand has increased. To battle the shortage of parking spaces, thousands of front gardens have been paved over.

This highlights the importance of parking, and how much an area can be changed if only the parking is changed. Private car ownership is inefficient: if private car ownership were to decrease, an enormous amount of space would be cleared up. This would make the city denser, more efficient, and more liveable. This can be achieved by using shared cars, or even shared autonomous vehicles that can be summoned when needed.

is occupied at any given time, so there is potential to free up a lot of space.

Only 6 out of 10 households own a car

Below the Rotterdam average

The lifespan of a car will be lower as increased use will result in more wear, but during all those hours parked corrosion and other wear takes place too. In Charlois, only 6 out of 10 households own a car currently, which is below the Rotterdam average. However, there are quite a lot of parking spaces. In most of Charlois, at most 65% of parking spaces TU DELFT

SOURCE: GisWeb Rotterdam

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100 150 200

Legend

PUBLIC TRANSPORT

50 100 150 200

A lot of people feel as though they Legend are very dependent on their car. However, upon50analysing the pub100 lic transport possibilities it turns out that the biggest 150part of Charlois is quite well-connected. Only people 200 in Tarwewijk may have to walk or cycle somewhat longer to the nearest public transport stop. Still, for all of Charlois the travel time to the Rotterdam Central Station by public transport is approximately equal to the travel time by bike.

± 0

205

410

820

1.230

1.640 Meters

Esri Nederland & Community Maps Contributors

± 0

500 1.000

2.000

3.000

However some areas are badly connected to public transport and this is where transportation poorness looms. Transportation poorness means that an inhabitant can’t take a job because they don’t have the means to travel from and to the job.

4.000 Meters

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Legend 1 300 1000

± 0

500 1.000

2.000

3.000

4.000 Meters

± 0

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Network-distance to public transport stops MINOR Q2 - NOTF

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125 250

500

750

1.000 Meters

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No stops within 300m TU DELFT

NOISE POLLUTION As seen in the previous analysis there is a lot of car traffic going through the neighbourhood. Public transportation modes like the tram and the metro are also running through. This causes noise pollution on facades. Noise pollution can cause stress and other negative physical and psychological effects. What is also visible on this map is that the facades around those busy streets are effectively keeping the noise away from the inner-streets. This was probably designed as a sound-reduction measure.

Source: GISweb

From the Waalhaven and Maashaven there is less noise pollution or noise that is barely noticeable. This means that the primary source of noise pollution is the car.

LEGEND Noise impact on facades

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However these facades are heavily bombarded by noise from cars and other traffic. Noise pollution by cars should be brought down.

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PRECIPITATION water still has to be discharged, or else it would accumulate at the lowest point. One solution is to create a lawn or some other form of vegetation at the lowest point, where the water can be absorbed into the ground. Another option is to have a drain at the lowest point, or a gutter, which means that the water does not have to accumulate at one specific point, but can be spread over a larger area. This is especially useful in periods of heavy rain, where one drain cannot discharge the water fast enough. Drains and gutters may also lead to a wadi instead of the sewer (Van Harn Wekerom, 2017).

Source: GISweb

LEGEND Materials of streets

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Another risk is precipitation. Heavy rainfall is becoming more and more common, partly due to climate change. However, this water has hardly anywhere to go, especially in places where vegetation is sparse and the ground is covered with tiles or asphalt (Van Harn Wekerom, 2017).

This problem can be solved through various â&#x20AC;&#x153;easyâ&#x20AC;? measures. First, it is important that the surface is not straight, but has a very gentle slope. In residential areas, the houses have to be at the highest point and the ground has to gradually slope down moving away from the houses, so as to protect the houses from water damage. Of course, the

LIVING STREETS OF THE FUTURE - SEBASTIEN REININK & SYLKE VAN DER KLEIJ

Yet in order to truly make a neighbourhood future-proof, there must be an adequate system to drain large amounts of precipitation in short amounts of time. The permeability of the ground cover has to be high enough for water to easily infiltrate the ground, so that it will not have the chance to form puddles. Pavement and asphalt are the worst possible types of groundcover, as water has no way to get through and forms puddles.

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RESEARCHED STREETS 2: WUYSTERSTRAAT

1: POMPSTRAAT

TARWEWIJK

OUD-CHARLOIS

The research is going to focus on two different streets, the Pompstraat which is typical for Oud-Charlois and the Wuysterstraat which is typical for Tarwewijk.

In both streets and their surroundings, there are a lot of parking spaces (yellow on the page right), and both streets face the challenge as to how to give more streetspace to residents instead of cars. Currently, people do not interact with their neighbours a lot because of the absence of an attractive and inviting public space to meet each other. People should be challenged to rethink private car ownership.

The streets are both extremes in Charlois. Pompstraat represents inhabitants with a somewhat higher income and mostly a healthy mix of men and women, singles and families. The Wuysterstraat is very different with mostly men and alot of single foreigners not staying there for long.

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STREET USAGE

WUYSTERSTRAAT

POMPSTRAAT

29 STREET USAGE Scale: 1:3.000

Source: GISweb

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HOME OWNERSHIP LEGEND: DOMINANT HOME OWNERSHIP FORM PER BLOCK

Municipality Housing Corporation Private Rental Owner Occupied Other

Â± 0 0,15 0,3

0,6

0,9

1,2 Kilometers

- In Tarwewijk, most houses are privately owned and rented out. - In Oud-Charlois, most of the houses are owned by housing corporations.

Source: Gemeente Rotterdam Datatset

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LIVING STREETS OF THE FUTURE - SEBASTIEN REININK & SYLKE VAN DER KLEIJ

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LIVING LENGTH POMPSTRAAT

WUYSTERSTRAAT

Source: Gemeente Rotterdam Datatset

Meanwhile, a lot of the people living in Tarwewijk only stay for a short amount of time, and leave within 5 years. They are often living in old,

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somewhat dilapidated private rental houses and leave as soon as they get the opportunity. Therefore, there is a high moving rate in Char-

lois, and a lot of people do not feel connected to the area.

longer periods of time, and they feel connected to the area.

In Oud-Charlois, people stay for

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MALE/FEMALE RATIO POMPSTRAAT

WUYSTERSTRAAT Source: Gemeente Rotterdam Datatset

There are a lot more men than women in Charlois as this map demonstrates. Nearly all districts are male-dominated. Upon looking closer at the PompTU DELFT

straat and the Wuysterstraat, it turns out that the male-female ratio in Oud-Charlois is nearly 50-50, with only slightly more men than women.

However, in Tarwewijk there are significantly more men, with approximately 75% men and 25% women. Tarwewijk is one of the areas in Rotterdam where people feel the most unsafe. Especially with so

LIVING STREETS OF THE FUTURE - SEBASTIEN REININK & SYLKE VAN DER KLEIJ

many men living there, the challenge is how to design the street so women feel safe too.

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CONCLUSIONS FROM ANALYSIS CHALLENGES STATED BY ANALYSIS

Low amount of fine dust particles in the air, no health problems because of air pollution and life expectancy is around the Netherlandsâ&#x20AC;&#x2122; average Noise- and air pollution from cars are low, do not cause nuisance Traffic is not passing through the living streets of Charlois and through the neighbourhood, but around it Cars are guests in the neighbourhood, parking is moved to outside living streets Ground cover is permeable People have access to a car Public transport reachability Car dependency is low, rethink private car ownership Public transport connection with the city centre The living street is adapted to future and current needs, and attractive and use-able for slow traffic Biking options are present, and streets are designed with bikes in mind People feel a sense of familiarity with their neighbours The living streets are custom-fit to people living there, and help people connect to Charlois People want to keep living in Oud-Charlois People feel it is safe letting their children play outside People feel safe in their neighbourhood (criminality) There is a mix between different age groups in the neighbourhood There is a balance between male/female

Looking back on the research and analysis of the area Charlois and Rotterdam, a list of conclusions and criteria can be created that summarizes the challenges this project faces. Using this list the interventions can eventually be tested to ensure the solving of the challenges posed in the analysis. The research showed that there was a high amount of finedust particles in the air and the life expectancy was affected by that. Also the noise pollution from traffic is high in the area because traffic is passing right through the heart of Charlois instead of around it.

to go down in Rotterdam. It causes alot of bad health effects and streets are becoming more and more unpleasant places. In order to do this private car ownership has to be reassessed. Lastly people have to feel good in their streets. They should be stimulated to know their neighbours, feel safe, feel encouraged to use the bike or walk, feel happy and generally prosper in the streets of Charlois.

The ground covers are very harsh and leave no space for waterdrainage. The reachability of Charlois or jobs for inhabitants of Charlois is poor. There is not an optimal public transport connection and on average only 60% of households own a car. This causes transportation poorness. This means that inhabitants canâ&#x20AC;&#x2122;t apply for jobs further from home because they are reliant on bad or no transport options. However the car dependency has

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VISION

REQUIREMENTS FOR A CORRECT VISION Considering the results from the analysis and looking to Charlois with a clear mind, a vision will be stated. As the problem statement and analysis shows, the focus on cars causes problems in Charlois. It causes bad air quality, lower life expectancy, unattractive streets, noise pollution, climate change, unsafe situations, social disconnection and diverse other problems. However, removing the car will

36 cause other big problems like a limitation in mobility, especially in a car focused city like Rotterdam. By simply improving public transport one will not solve this mobility problem as public transport is limited to certain stops and times. In order to state a correct vision for Charlois, it seems that one must find a balance between car-availability and quality. To find out this balance, one can look at the walking distance that is deemed acceptable for inhabitants that use cars. The Dutch government states that a maximum distance of 150 meters to a parking spot is deemed acceptTU DELFT

In order to put Charlois in an upward trend again there has to be a comprehensive vision and longterm strategy implemented. However this strategy should be phased in order to not let it collapse on top of itself.

Source: Dutch Government

able for living functions. This implies that if living streets were to be cleaned of cars, that there should be a parking facility within 150 meters walking distance from the house. Another aspect that a vision regarding car-use in Charlois should take into account is the fact that already not alot of space reserved for cars is efficiently used. In most parts of Charlois only a maximum of 65% of parking spots is taken at any given moment. Also the fact that on average only 60% of households have a car offers another perspective on car-use in Charlois. These figures imply that the car isnâ&#x20AC;&#x2122;t at all available to everyone in Char-

lois. And that causes transportation poorness. To make matters worse public transportation is not easily reachable for everyone in Charlois. This affects the employment rate. In Charlois more than 11% of people are unemployed. That is far above the Rotterdam average (8,2%) which is already the highest average in the Netherlands.

Taking everything into account, this research will state a vision and long-term strategy for Charlois. One that will try to touch upon every aspect that is now trending down in Charlois, while at the same time be ing innovative and ambitious. In order to really make a change in Charlois the vision, strategy and intervention has to be controversial and will spark debate. However, it will be mostly based on facts and figures from the present situation.

Charlois is currently in a downward trend or stagnating in spatial, social and economic perspectives.

Only 6 out of 10 households own a car

Below the Rotterdam average

Source: Gemeente Rotterdam

LIVING STREETS OF THE FUTURE - SEBASTIEN REININK & SYLKE VAN DER KLEIJ

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VISION: LIVING STREETS THE NEW NETWORK BASED ON THE EXISTING STREET PATTERN:

Our vision is to create a network where: - There are living streets created where the car is not allowed to park but can pick up handicapped people - The living streets are qualitative public spaces for inhabitants to meet and take care of - There is a clear gradient in public to private space and clear responsibilities - Sustainability measures are taken in every living street according to DCBA sustainability norms - The system stimulates alternate forms of transport like bikes, public transport and shared electric cars - In the near future Charlois will become a test site for public shared self-driving cars where everyone has access to a car

= MAIN STREETS 50KM/H

- Cars are only allowed to drive and park in designated parkingstreets that are within 150m from every house in Charlois

= CAR- AND PARKINGSTREET 30KM/H = NO PARKING, LIVING STREETS 15KM/H

- There is a clear mobility vision for the future MINOR Q2 - NOTF

LIVING STREETS OF THE FUTURE - SEBASTIEN REININK & SYLKE VAN DER KLEIJ

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SHARED- AND SELF-DRIVING CARS SHARED CARS The shared cars principle is where one car is shared by multiple people, who do not have to know each other.

One way of car sharing is through a company specialising in car sharing. Customers can join the company for a one time or monthly fee, and then through the website or through an app see where close cars are, and when these cars are available. They then pay an extra fee per minute, per hour or per day for example. Another way of car sharing is within a community. A certain amount of vehicles may be available to be shared between all the members of an owners association for example. Currently, shared cars are mainly attractive for people who only make occasional use of a car (Shaheen et al, 1998). Yet in a proper car-sharing program, a shared car would be more attractive than a private car to everyone. Participants gain the benefits of car ownership, without the downsides. They can make use of a car whenever they need one, but they do not have to bother with the costs and responsibilities that TU DELFT

come with the maintenance of said car (Shaheen et al, 1998). Car sharing within a city neighbourhood can be a great added value. People know with whom they are sharing the cars, and there will always be a car nearby. An important benefit to car sharing is that it has great environmental benefit (Martin & Shaheen, 2016). Fewer cars would have to be manufactured, and they would be used more efficiently. SELF-DRIVING CARS There are six stages of autonomous vehicles, as defined by the Society of Automotive Engineers (SAE) in 2016. In levels 0, 1 and 2 the driver performs the task of monitoring the environment, in steps 3, 4 and 5 the car monitors the environment. The shift from level 2 to level 3 is most significant: the driver no longer has to monitor the environment. The shift from level 3 to 4 allows the driver to not be ready to intervene, while the shift from level 4 to 5 means there is never need for a driver. Over the past years, various com-

panies have been developing self-driving cars, with varying goals. A leading company is Waymo, Googleâ&#x20AC;&#x2122;s self-driving car. Waymo both focuses on self-driving shuttles and a self-driving commercial car. Currently, Waymo is testing their self-driving commercial car through the Early Rider Program (Waymo, 2017). This project takes place in the Phoenix metropolitan area, which has been mapped extensively. An important aspect of the Waymo cars is that they learn from each other. Thanks to this, the cars already have a combined road experience of over 40 years, even though the development of self-driving cars started only eight years ago (Waymo, 2017). Already, 3 million miles were driven autonomously, and this number increases by 25,000 miles every week (Waymo, 2017).

as 90% of car accidents (Ramsey, 2015). Self-driving cars could also increase car capacity on roads. Thanks to the communication between cars, the distance between cars can be smaller, there will be less need for traffic lights, and there will be fewer congestions caused by cars suddenly making a turn or switching lanes. The reaction time of human drivers no longer plays a role in traffic (Ramsey, 2015). However, there has also been a lot of talk about the disadvantages of a self-driving car. Some people are skeptical about trusting a computer, as it may malfunction and put a passenger at risk. Another risk is that the sensors the self-driving cars rely on may fail due to heavy snowfall or heavy rain for example. Anyhow, the only accidents that self-driving cars have been involved in were caused by human errors. Either when the other party was at fault, or when the monitor of the car chose to intervene and take control of the car (Ramsey, 2015).

Self-driving cars have various advantages. Most accidents in traffic are caused by human errors, such as tailgating, a slow reaction time, or simply not paying close enough attention to the road. In fact, self-driving cars could eliminate as many

LIVING STREETS OF THE FUTURE - SEBASTIEN REININK & SYLKE VAN DER KLEIJ

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SELF-DRIVING SHARED CARS are plenty of cars on the road and an unoccupied car nearby will pick up its passenger. During night time, there may be a couple of cars on the road ready to call when needed. Uber will quickly gather data on when cars are called, and how many of them are needed at any given time. So, they may see that on a general Friday night, fifty cars are called between 10pm and midnight, while there are only twenty cars called between midnight and 2am. Thus, thirty cars can return to the parking area after midnight. PUBLIC/PRIVATE VISION

HOW DOES IT WORK? Car manufacturers agree that the future is in autonomous cars, and most of them have already started developing and testing their own (partly) autonomous cars. Most car manufacturers not only think that autonomous cars are go-

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ing to replace the traditional cars that are now on the road, they also think that private car ownership will decline, if not disappear. They want to create their own car fleets, consisting of fully autonomous cars, that can be accessed and dispatched through ride-hailing services like Uber. Thus, au-

tonomous cars will not be privately owned, but rather be part of a car-sharing system. This fits into the vision for Charlois. Car manufacturers have their own car fleets, stored in their own parking areas, and through the Uber app people can call for a car when they need one. During daytime, there

LIVING STREETS OF THE FUTURE - SEBASTIEN REININK & SYLKE VAN DER KLEIJ

In order to make the car accessible for everyone in Charlois the eventual system will work as a privatized public transport method. There will be semi-government-owned (like NS) cars driving around that can be accessed by everyone for a small fee. Lower incomes will be subsidised with money earned by regulating the commercial self-driving cars industry. Private companies also have cars driving around which are more luxurious for the higher incomes. They pay road taxes to the municipality which the municipality uses to improve public space, subsidize lower incomes and transform living streets. TU DELFT

DEVELOPMENT OF STAKEHOLDERS Navigant Research: - How good is their technology?

- What’s their plan getting it to the masses? SELF-DRIVING CAR DEVELOPMENT January 2018: General Motors still leads, thanks to their willingness to spend money to buy startups that help them further develop their autonomous cars. They also aim high, by stating that they want to have a fleet of fully autonomous cars (without steering wheel or pedals) by 2019.

2018

Stance January 2018, Source: Navigant Research

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2017

Stance January 2017, Source: Navigant Research

- Can they manufacture it at scale?

Most importantly, GM can actually mass-produce its autonomous Chevy Bolts at scale. Navigant says the auto giant is “well positioned to have a successful early deployment of highly automated driving in the coming years.”

help them to set up their own platform. Tesla has fallen a lot, because they fail to live up to their own standards: they are over-promising and underperforming. Car manufacturers have made progress and have gotten into the leaders category. Aptiv is the new autonomous part of the Delphi company, a big name in automotive components. (Car manufacturers are almost forced to partner up with car-hailing services like Uber or Lyft. Except for Waymo, which is the odd one out: they are a ride-hailing firm, but especially ahead in technology and can also make their own car, and have the potential to be independent. However, to keep competing with Ford and GM, Waymo has partnered up with both car manufacturer Fiat-Chrysler and ride-hailing platform Lyft.)

Waymo has climbed the ladder by partnering up with car manufacturer Fiat-Chrysler, allowing them to build more robust cars than before. They have also partnered up with ride-hailing platform Lyft, which will

LIVING STREETS OF THE FUTURE - SEBASTIEN REININK & SYLKE VAN DER KLEIJ

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STAKEHOLDERS

PEOPLE

COMMERCIAL SERVICES Maatschappelijke Ontwikkeling

Stadsontwikkeling

Stadsbeheer

PLANET

PROFIT

high

Stadsontwikkeling

POWER

General Motors - manufacturer aiming for ride-sharing platform Power: high Interest: high Current leader. Have announced that they will make an autonomous car without steering wheel or pedals by 2019, and have already revealed a first design and a safety report (only Waymo has already released a safety report, GM is the second company to do so). General Motors has invested in acquiring companies working on self-driving technology, so that they can truly become an autonomous car company. They also put a lot of focus on developing electric cars. “We believe this technology will change the world. And we’re doing everything we can to get it out there at scale as fast as we can.” (Hawkins, 2018)

Stadsbeheer

Maatschappelijke Ontwikkeling

low low

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INTEREST

Waymo - ride-hailing that builds their own cars Power: high Interest: high Waymo has what is arguably the best technology concerning autonomous cars right now. However, they are not that far ahead of the leading original equipment manufacturers such as Ford. Waymo’s problem is that they will have to do deals with an external partner to get actual vehicles. This is apparent in their current pilot vehicles, that are unfit for bad weather and poor infrastructure. Their idea is interesting, but they do not have the resource nor experience to produce something robust enough to be commercially viable. Therefore, as a stand-alone Waymo does not have a lot of power, but now that they are partnering up with a car manufacturer as well as a ride-hailing platform, they are nearly leading the pack and gaining terrain fast (Hawkins, 2017).Partnerships with companies like Fiat-Chrysler, Lyft, and Avis help address Waymo’s main weakness: it’s lack of experience in building, maintaining, and owning a fleet of vehicles. Therefore, it is now number two of the companies working on autonomous cars. (Hawkins, 2018)

high

Ford - manufacturer aiming for ride-sharing platform Power: high Interest: high LIVING STREETS OF THE FUTURE - SEBASTIEN REININK & SYLKE VAN DER KLEIJ

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STAKEHOLDERS

PEOPLE

Ford is currently rated as one of the leading companies concerning autonomous vehicles. Ford is hoping to create a “Transportation Mobility Cloud”, a platform that will connect cars and cities together (Estrada, 2018). Ford has partnered up with autonomous platform Argo Al, which builds the self-driving technology Ford uses. Ford currently has a partnership with Lyft, that is already testing out their platform and can request and dispatch (non-autonomous) vehicles from Ford’s fleet when they need additional vehicles. Ford is ensuring that this partnership works, and waiting until their self-driving cars are ready to join the network (Marakby, 2017). Ford is more focused on talking about how their autonomous cars are going to make money, rather than demonstrating its autonomous capabilities, making its approach very different than Waymo’s (Estrada, 2018). Daimler - manufacturer aiming for ride-sharing platform Power: high Interest: high Daimler has not only a self-driving car, they are also working on the first road-approved truck for autonomous operation. Daimler calls itself a pioneer in the development of new technologies for autonomous driving. Daimer has recently introduced their corporate strategy CASE, which stands for Connected, Autonomous, Shared & Services and Electric, and aims to reshape mobility completely. Daimler has, like Ford, already paired up with a ridesharing platform: Uber. (Mercedes Benz, 2017)

Stadsontwikkeling

Stadsbeheer

PLANET

PROFIT

high

Stadsontwikkeling

POWER

Maatschappelijke Ontwikkeling

Tesla - manufacturer aiming for private car ownership Power: low-medium Interest: medium-high Valued at 56 billion dollars Tesla is one of the richest companies on the list, even though back in 2013 Tesla was valued at just 4 billion dollars. Tesla has recently overtaken Ford to become the number 1 automaker in the US, and the number 4 in the world. However, much of Tesla’s value is based on its anticipated future performance, and there are worries that Tesla may fail to live up to the expectations and is actually overvalued (Desjardins, 2017). Tesla is already offering the Autopilot feature to their customers, and claims that all cars currently produced in the Tesla factory have the necessary TU DELFT

LIVING STREETS OF THE FUTURE - SEBASTIEN REININK & SYLKE VAN DER KLEIJ

Stadsbeheer

Maatschappelijke Ontwikkeling

low low

INTEREST

high

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STAKEHOLDERS PUBLIC SERVICES

hardware to make their cars fully self-driving (Tesla) Thousands of people have already purchased the Autopilot program, yet it is not living up to its expectations as of now, with Tesla failing to deliver software updates. Tesla differs from other companies exploring autonomous driving in that it expects autonomous vehicles to be cheap and safe enough for private ownership (Hawkins, 2017). Tesla is over-promising and underperforming (Hawkins, 2018).

Uber - ride-hailing service Power: high! Interest: high Autonomous driving is very interesting for ride-hailing services such as Uber, as it will cut driver costs and increase profit. Uber has paired up with Daimler, agreeing that Daimler will supply a fleet of autonomous vehicles to Uber. Daimler is not alone though, as Uber has also agreed that Volvo will supply a fleet of 24000 self-driving vehicles. Uber also has a partnership with Toyota and Volkswagen. Self-driving Ubers are already on the road in Pittsburgh (Uber, 2016). Toyota - manufacturer aiming for both private as public ownership Power: medium-high Interest: medium-high Toyota is working on the e-Palette, a self-driving vehicle designed for use as a passenger-carrying minivan, a parcel-delivery truck, or even a mobile office or hotel room. With the e-Palette, Toyota has already partnered up with Amazon and Uber. Toyotaâ&#x20AC;&#x2122;s president has said that he wants to change Toyota from an automobile company to a mobility company (Harris, 2018). Before the announcement of the e-Palette Toyota seemed to be struggling to keep up with other developers.

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Gemeente Rotterdam - Stadsbeheer Power: medium-high Interest: low Stadsbeheer is in charge of Rotterdams outdoor space. They make sure that the city is a safe, nice and clean place to live, work and recreate. Concerning urban mobility, they are in charge of parking and road maintenance. Autonomous vehicles are not necessarily very interesting to Stadsbeheer, although they may be concerned about the safety on the roads, and therefore oppose autonomous driving (Municipality Rotterdam, 2017). Gemeente Rotterdam - Maatschappelijke ontwikkeling Power: low-medium Interest: low-medium Gemeente Rotterdam - Stadsontwikkeling Power: high Interest: medium Stadsontwikkeling works on a strong economy and an attractive city to live in, for the people who live in Rotterdam, work in Rotterdam or simply visit Rotterdam. Stadsontwikkeling starts and guides spatial and economic investments in Rotterdam. Stadsontwikkeling is in charge of logistics & making sure Rotterdam is accessible, but also of sustainability. Stadsontwikkeling could sway both ways concerning the topic of autonomous driving, but they do have power (Municipality Rotterdam, 2017). DCMR Milieudienst Rijnmond Power: medium-high Interest: medium-high The DCMR is working on behalf of local and regional authorities on a viable and safe region for the people who live and work there. The DCMR has the power to grant permits, and enforces environmental and safety regulations. The DCMR also handles complaints, and advises on different environmental subjects.There will be a decrease in amount of cars with the introduction of self-driving cars, especially through services like Uber where there is no private ownership.The cars that are driving around in the neighbourhood will, in general, be less polluting (DCMR, 2017).

LIVING STREETS OF THE FUTURE - SEBASTIEN REININK & SYLKE VAN DER KLEIJ

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TIMELINE TIMELINE OF MANUFACTURERS

- Ford: true self-driving bij 2021 - Honda: self-driving on the highway by 2020 - Toyota: self-driving on the highway by 2020 - Renault-Nissan: 2020 for Autonomous Cars in Urban Conditions, 2025 for Truly Driverless Cars - Volvo – Self-Driving on the Highway by 2021 - Hyundai – Highway 2020, Urban Driving 2030 - Daimler – Nearly Fully Autonomous by Early 2020’s (expects large-scale commercial production to take off between 2020 and 2025.) - Fiat-Chrysler – CEO expects there to be some self driving on the road by 2021 (but hasn’t made clear whether they want to join themselves) - BMW – Fully self-driving possible by 2021 (Officially the goal is to get “highly and fully automated driving into series production by 2021.”) - Tesla – Fully self-driving end of 2017 (Musk has predicted that by the end of this year a Tesla will be able to drive from Los Angeles to New York City without a human touching the wheel. Didn’t happen.) - General Motors - mass-produce fully self-driving cars by 2019 TESTING Self-driving cars are already being tested on a big scale, by various companies. Waymo is testing in Phoenix, it is typical to encounter 2 or 3 Waymo self-driving vehicles on a 15 minute commute. General Motors plans to mass-produce self-driving cars that lack traditional controls like steering wheels and pedals by 2019. GM has opted to test not only in Phoenix, but also in San Francisco, where there is a lot more traffic on the road. 32 TU DELFT

times as many possible interactions are predicted in San Francisco than in Phoenix, thus challenging the self-driving software more. VISION: TIMELINE Car manufacturers as well as ride-hailing companies see autonomous driving through a car-sharing platform as the future of mobility. When looking at the major car manufacturers’ timelines, it seems safe

to say that limited self-driving will begin as soon as 2020. Current testing grounds are all spacious suburban neighbourhoods, with wide roads and a simple road grid. The aim of this research is to profile Rotterdam, and especially Charlois, as an ideal testing ground for autonomous cars in more complex European urban environments.

ing - 2070: All vehicles in Rotterdam & Charlois are self-driving, non-autonomous cars disappear. Autonomous vehicles replace classic public transport buses.

By 2030 the first fully autonomous cars can be introduced to the public. By 2035 up to half of all the cars on the road in Rotterdam can be self-driving, depending on regulations. - 2020: Introduce shared car principle, non-autonomous cars. Waymo, having made the most testing miles already, starts using Charlois as a testing ground - 2025: Private car ownership declines, no more private cars sold. Limited self-driving starts through ride-hailing services like Uber and Lyft, often with a human driver to monitor the car - 2030: Shared cars principle fully rolled out. Fully self-driving cars are introduced to the public, self-driving trucks are introduced to the industrial part of Charlois - 2045: Up to half of all the cars on the road in Rotterdam are self-driv-

LIVING STREETS OF THE FUTURE - SEBASTIEN REININK & SYLKE VAN DER KLEIJ

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VISION: TIMELINE Private car ownership declines, no more private cars sold

2020

2045

2070

Introduce shared car principle, non-autonomous cars. Waymo, having made the most testing miles already, starts using Charlois as a testing ground

Shared cars principle fully rolled out. Fully self-driving cars are introduced to the public, self-driving trucks are introduced to the industrial part of Charlois. At least half of all the cars on the road in Rotterdam are self-driving

All vehicles in Rotterdam & Charlois are self-driving, non-autonomous cars disappear. Autonomous vehicles replace classic public transport buses

30KM/H

2020: SOME INHABITANTS HAVE CHANGED THEIR PRIVATE CAR TO A SHARED CAR. THEIR PARKING SPOT IS TURNED INTO A FRONT GARDEN

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30KM/H

15KM/H

30KM/H

2045: THE WHOLE STREET NOW USES SHARED CARS PARKED IN THE 30KM/H STREETS. THE STREET IS TURNED INTO A LIVING STREET

LIVING STREETS OF THE FUTURE - SEBASTIEN REININK & SYLKE VAN DER KLEIJ

30KM/H

2070: THE AUTONOMOUS CAR IS FULLY IMPLEMENTED IN ROTTERDAM AND INHABITANTS CAN STOP A RANDOM CAR IN THE 30KM/H STREETS

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SPATIAL CONCEPT Now that the process and current status of the shared self-driving mobility stakeholders is clear, itâ&#x20AC;&#x2122;s time to focus on the spatial implementation in the two streets researched. These streets are Pompstraat in Oud Charlois and Wuysterstraat in Tarwewijk. Two distinctive streets and both statistical extremes for Charlois.

In order to justify the implementation of the living streets vision throughout Charlois, these streets are the only streets in Charlois to be worked out in the intervention part of this research. By taking two extremes, one can extrapolate the interventions and vision needed for the other streets in Charlois from these two examples.

perspectives. In the images on the right one can see that there is a clear difference in the usage of space between the old and new situation. In the old situation cars were allowed to park and drive through the living streets. Inhabitants who owned a car would park their car in front of their house and leave the street as soon as possible. In the new situation the parking spots and the car are moved to designated car- and parkingstreets. Here the car is fully allowed but can only drive a maximum speed of 30km/h. In the near future shared self-driving cars will use these streets to pick up customers and recharge their batteries.

The spatial implementation of the new mobility concept shows how the new mobility and the future living streets work together. By introducing the new mobility parking spaces and other space needed for cars will move out of the living street. Thus creating space for social and sustainable redesign.

The living streets in the new situation now have lots of free space to be filled in differently. The vision is to design these streets in such a way the corresponding inhabitants will use the space optimally. Sustainability and social aspects will always be taken into account.

This redesign will in this vision benefit the people of Charlois in spatial, economic, sustainability and social

For example a living street where the inhabitants are generally short staying and belong to a very low

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income class will get a more publicly-centered street, so that those users can meet eachother during their stay while not having to take care of the facilities. Streets where inhabitants tend to stay longer will be designed in a more private way. With for example private gardens and some shared facilities. These designs change with the inhabitants and building typologies. If there are new groups coming to live there the space can be easily redesigned to fit their needs. This way the living street becomes resilient and adaptable to the future.

LIVING STREETS OF THE FUTURE - SEBASTIEN REININK & SYLKE VAN DER KLEIJ

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VISION: SPATIAL CONCEPT OLD SITUATION

NEW SITUATION

OUD CHARLOIS

TARWEWIJK

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LIVING STREETS OF THE FUTURE - SEBASTIEN REININK & SYLKE VAN DER KLEIJ

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VISION: PARTICIPATION STRATEGY

SHARED SELF-DRIVING ELECTRIC CARS ARE IMPLEMENTED AND THE FREED STREET IS DESIGNED WITH CLOSE INVOLVEMENT OF INHABITANTS

THE GOVERNMENT, INHABITANTS AND OTHER ACTORS LIKE GM AND WAYMO REALIZE THE PROJECT

A MAJORITY OF INHABITANTS IN A DISTRICT SUPPORTS THE IDEA

INHABITANTS FROM OTHER DISTRICTS ARE INSPIRED AND START RAISING SUPPORT

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THE DISTRICT NOW HAS A SITE-SPECIFIC, SUSTAINABLE, CARFREE LIVING STREET

LIVING STREETS OF THE FUTURE - SEBASTIEN REININK & SYLKE VAN DER KLEIJ

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CONCLUSIONS FROM VISION The conclusions and the framework resulting from the vision will be implemented and respected in the intervention. This way, the intervention becomes a rational continuation of the vision.

MAIN THEMES: SUSTAINABLE, CLIMATE RESILIENT

SITE SPECIFIC, ANALYSIS BASED

INCORPORATES NEW MOBILITY

From the vision can be concluded that the intervention has to respond to and try to solve the challenges stated from the analysis. It also includes a proposal to the implementation of shared autonomous cars and how this concept works together with the other big pillar of the vision; the living street. The intervention has to be future-proof on a sustainable, social and spatial manner, while also trying to improve living conditions of the economically weak. The intervention is as realistic as possible while also trying to be ambitious and longterm. From the vision can also be concluded that the intervention doesnâ&#x20AC;&#x2122;t touch the current built environment and solely takes on the public space around these buildings. It is custom-fit and changes from street to street.

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LIVING STREETS OF THE FUTURE - SEBASTIEN REININK & SYLKE VAN DER KLEIJ

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INTERVENTION

STREET 1: POMPSTRAAT, OUD-CHARLOIS The pompstraat is the first of two streets that will be examined and re-designed as part of the intervention.

Pompstraat

The street was built in the 1920â&#x20AC;&#x2122;s and was designed as a typical harbour-workerâ&#x20AC;&#x2122;s living place. Families had housing while the workers were living close to their work.

Nowadays the street is almost solely designed as a street for traffic. It uses big parts for parking spaces and other functional paving. There is no clear public to private gradient and users are using the streets to get from point to point instead as a meeting place.

couple without children

couple with children

singles

other

1-parent family

The inhabitants are mostly couples without children and singles. The women/men ratio is almost 50/50 and most inhabitants are quite happily living there for more than 10 years. The public space is very unsustainable and at risk of flooding during heavy rains.

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LIVING STREETS OF THE FUTURE - SEBASTIEN REININK & SYLKE VAN DER KLEIJ

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STREET 2: WUYSTERSTRAAT, TARWEWIJK The Wuysterstraat was built around 1940. The housing typology is an example of functional apartment blocks with a blind plint.

Wuysterstraat

couple without children

couple with children

singles

other

This causes problems in social control and general safety. The street also is unsustainable and completely centered on car-use. While their is some sparse vegetation it doesnâ&#x20AC;&#x2122;t greatly contribute to precipitation and mitigation of climate effects.

1-parent family

The inhabitants are mostly shortly staying there and of the lowest income group. They are mostly immigrants from eastern Europe and are renting small rooms at private rackrenters. This causes little binding to the street and a high moving rate. Almost 75% of inhabitants are male. There are also a lot of couples without children and singles living in the street. Only a small number of inhabitants acctually own a car or have a driverâ&#x20AC;&#x2122;s license.

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LIVING STREETS OF THE FUTURE - SEBASTIEN REININK & SYLKE VAN DER KLEIJ

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METHOD

HOW: Making use of the DCBA variants method, one can test if the urban interventions are the most sustainable options currently available.

GOALS: SUSTAINABLE, CLIMATE RESILIENT

SITE SPECIFIC, ANALYSIS BASED

Using the scheme created at the end of the area analysis chapter, one can test the interventions in what amount they solve all stated challenges.

INCORPORATES NEW MOBILITY While re-designing the streets the conclusions from the new mobility stakeholders analysis helps to create streets which are new mobility friendly and make use of itâ&#x20AC;&#x2122;s advantages.

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LIVING STREETS OF THE FUTURE - SEBASTIEN REININK & SYLKE VAN DER KLEIJ

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THE INTERVENTIONS POMPSTRAAT, OUD-CHARLOIS

WUYSTERSTRAAT, TARWEWIJK

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LIVING STREETS OF THE FUTURE - SEBASTIEN REININK & SYLKE VAN DER KLEIJ

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DCBA VARIANTS METHOD

OLD SITUATION DCBA D No groundwater measures D No surface water D Greenery: A few trees D No or harsh materialised property lines D No clear responsibility in caretaking of the street D Mobility: High focus on cars with alot of unused parking spots and harsh hardly permeable materials D No designated places for bikes, focus on cars D Paving: everything is paved to the entrance of the doors D No care for sustainability. Unaware of importance D Air quality: Bad and inhabitants feel unresponsible for pollution D Social security: No custom fit solutions that are tailored to inhabitants C Social cohesion: Mostly individual and anonymous. However there are some shared activities in the street D The public space is static and doesnâ&#x20AC;&#x2122;t change. The street serves the car as the only purpose

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Grading example from book. Source: Duurzame ideeĂŤn en DCBA Methodiek SMART-Architecture

The DCBA four-variants method describes and sketches what is the most innovative and climate proof solution for countless urban themes.

To quantify the interventions, the streets are again graded after the interventions using the DCBA grading system.

In order to quantify the climate-proofing effect of the interventions, one can grade the current situation and the new situation using the book. The book has a grading system that spans from D (no climate proofing) to A (best climate-proof solution realistically possible). When grading the current situation in both streets ,the table on the left comes out.

LIVING STREETS OF THE FUTURE - SEBASTIEN REININK & SYLKE VAN DER KLEIJ

MINOR Q2 - NOTF

CURRENT CHALLENGES CHALLENGES STATED BY ANALYSIS

POMPSTRAAT

WUYSTERSTRAAT

Traffic is not passing through the living streets of Charlois and through the neighbourhood, but around it Cars are guests in the neighbourhood, parking is moved to outside living streets Ground cover is permeable People have access to a car

+/-

+/--

+/-

People feel safe in their neighbourhood (criminality)

There is a mix between different age groups in the neighbourhood

There is a balance between male/female

Public transport reachability Car dependency is low, rethink private car ownership Public transport connection with the city centre The living street is adapted to future and current needs, and attractive and use-able for slow traffic Biking options are present, and streets are designed with bikes in mind People feel a sense of familiarity with their neighbours The living streets are custom-fit to people living there, and help people connect to Charlois People want to keep living in Oud-Charlois or Tarwewijk People feel it is safe letting their children play outside

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LIVING STREETS OF THE FUTURE - SEBASTIEN REININK & SYLKE VAN DER KLEIJ

As stated in the Area Analysis chapter, a list of conclusions and criteria can be created that summarizes the challenges this project faces. Using this list the interventions are tested to ensure the solving of the challenges posed in the analysis. To test the interventions to their effectiveness, there has to be a ground rating of the streets. Using analysis rates are given to the streets. These rates can be:

-- , - , +/- , + , ++ When re-evaluating the streets again after the intervention, there will be a clear result as to what extent challenges are solved.

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SECTION: POMPSTRAAT

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SECTION: WUYSTERSTRAAT

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PROFILE: POMPSTRAAT

SHARED

PRIVATE TU DELFT

SHARED

PUBLIC LIVING STREETS OF THE FUTURE - SEBASTIEN REININK & SYLKE VAN DER KLEIJ

PRIVATE MINOR Q2 - NOTF

PROFILE: WUYSTERSTRAAT

PRIVATE MINOR Q2 - NOTF

SHARED

PUBLIC

SHARED

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CHALLENGES: POMPSTRAAT

= BETTER THAN PHASE BEFORE = EQUAL TO PHASE BEFORE

CHALLENGE STATED BY ANALYSIS

NOW

2035

2050

---+/+/+/-+ +/+ + +

+ + + ++ + + +/+ +/++ + + ++ + ++ + + +

++ ++ + ++ + ++ + ++ +/++ ++ + ++ ++ ++ ++ + +

Public transport reachability Car dependency is low, rethink private car ownership Public transport connection with the city centre The living street is adapted to future and current needs, and attractive and use-able for slow traffic Biking options are present, and streets are designed with bikes in mind People feel a sense of familiarity with their neighbours The living streets are custom-fit to people living there, and help people connect to Charlois People want to keep living in Oud-Charlois People feel it is safe letting their children play outside People feel safe in their neighbourhood (criminality) There is a mix between different age groups in the neighbourhood There is a balance between male/female

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LIVING STREETS OF THE FUTURE - SEBASTIEN REININK & SYLKE VAN DER KLEIJ

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EXECUTION: POMPSTRAAT 2035 Water ditches that are regulated with a central system take care of rainwater and at the same time purifies this water with helofyte filters for re-use.

There is a clear gradient from public to private. Users know what they are responsible for and public familiarity of neighbours grows.

The street is used by all modes of traffic. It provides a safe and pleasant route to public transport stops as well as other facilities in the neighbourhood

Shared facilities encourage users to use the streets as a destination, rather than as the quickest route out. Meetings take place and kids can play.

Handicapped inhabitants are easily picked up by self-driving cars.

Front gardens are more biodiversity friendly with more bushes and difference in species.

Trees are mitigating the climate effects and take care of finedust

Shared bike systems will ecourage use of bikes, while also providing safe shelter for bikes.

Hedges are more than 90cm high so that biodiversity grows in the streets. Birds are welcomed as well as insects.

Front gardens are designed individually as to enhance the feeling of identity in the living streets.

Self driving shared Cars can only drive a max of 15km/h and are only allowed in to pick up handicapped people or drop off groceries. MINOR Q2 - NOTF

LIVING STREETS OF THE FUTURE - SEBASTIEN REININK & SYLKE VAN DER KLEIJ

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CHALLENGES: WUYSTERSTRAAT

= BETTER THAN PHASE BEFORE = EQUAL TO PHASE BEFORE

CHALLENGE STATED BY ANALYSIS

NOW

2035

2070

----+/--

+ + + ++ + + +/+ +/++ ++ + +/+/+ + -

++ ++ + ++ + ++ + ++ +/++ ++ + +/+/+ + -

Car dependency is low, rethink private car ownership Public transport connection with the city centre The living street is adapted to future and current needs, and attractive and use-able for slow traffic Biking options are present, and streets are designed with bikes in mind People feel a sense of familiarity with their neighbours The living streets are custom-fit to people living there, and help people connect to Charlois People want to keep living in Tarwewijk People feel it is safe letting their children play outside People feel safe in their neighbourhood (criminality) There is a mix between different age groups in the neighbourhood

(not many elderly) There is a balance between male/female

(male >> female)

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LIVING STREETS OF THE FUTURE - SEBASTIEN REININK & SYLKE VAN DER KLEIJ

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EXECUTION: WUYSTERSTRAAT 2035 Because users are not staying here long, shared facilities are robust and in a big public space. This way there is a clear responsibility at the municipality.

Due to the busy biking route going through this street, a separate biking path will be needed to ensure the street can handle the amount of bikers.

Trees are mitigating climate effects, provide shading, produce oxygen and boost the biodiversity in the street.

Shared bikes are cheap and easy to use for inhabitants who donâ&#x20AC;&#x2122;t own a bike themselves. It stimulates them to take the bike and reduces transportation poorness.

Low-care flowers and bushes are planted in robust fittings. Provides biodiversity while inhabitants donâ&#x20AC;&#x2122;t have to take care of them.

The walking area is in the middle instead of at the blind plinths to enlarge the social control. Women can safely walk through the street.

Shared and eventually self-driving vehicles can drive into the street to pick up handicapped people. They are accessible for everyone.

A bridge creates a transition from public to private. This helps users to feel more safe and create identity. A central regulated water ditch filled with helofytes will purify grey water and take care of extreme rainfall.

The public realm is quite big in the street to encourage users to know their neighbours but facilitate the short stay they are here. MINOR Q2 - NOTF

LIVING STREETS OF THE FUTURE - SEBASTIEN REININK & SYLKE VAN DER KLEIJ

TU DELFT

IMPLEMENTATION: DCBA METHOD #

OLD SITUATION

DCBA

NEW SITUATION

DCBA

Locally stored ground- and rainwater in the streets while at the same time being cleaned naturally and visible for the inhabitants Surface water which is for more than half covered with helofyts. Stores and cleans surface- and greywater Greenery: green front gardens and collective permeable green zones where trees get space to grow Hedgerows from at least 90cm that brings shelter to small birds and insects. Wooden fences that are biologically impregnated and high hedges in the backgardens Clear responsibilities in ownership by introducing a clear gradient of private to public space Big focus on bikes. Street becomes very car-extensive with only a small strip suitable for cars to pick up handicapped people or bring groceries to the front door. Parking places are within 200m from the home in specially designated streets. The cars are shared and electric Sheltered and safe parking spots for bikes from inhabitants and visitors Half-paving is used everywhere. Most grounds are permeable and the pieces that are paved are paved with special permeable materials Aware of climate problems and able to do something about it in their street like depaving and car-sharing Implementation of environmental zones and sustainable solutions. Inhabitants are actively participating by agreeing to a new system of car sharing and depaving of streets. In return they get a nicer environment and everyone access to cars There are four factors that influence social security: Shelter, social contact, facilities and psychological property. These four factors are strengthened by a clear street design with eyes on the street, responsibility and social contact possibilities. Adding shared responsibilities and property will encourage people to interact with eachother. They donâ&#x20AC;&#x2122;t have to become friends but there is some public familiarity The public space and houses are adaptable and custom fit. The public space becomes more resilient by changing over time fitting to contemporary needs

No groundwater measures

No surface water

Greenery: A few trees

No or harsh materialised property lines

No clear responsibility in caretaking of the street Mobility: High focus on cars with alot of unused parking spots and harsh hardly permeable materials

No designated places for bikes, focus on cars Paving: everything is paved to the entrance of the doors No care for sustainability. Unaware of importance Air quality: Bad and inhabitants feel unresponsible for pollution

D D

Social security: No custom fit solutions that are tailored to inhabitants

Social cohesion: Mostly individual and anonymous. However there are some shared activities in the street The public space is static and doesnâ&#x20AC;&#x2122;t change. The street serves the car as the only purpose

7 8 9 10

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D D

LIVING STREETS OF THE FUTURE - SEBASTIEN REININK & SYLKE VAN DER KLEIJ

B B B

A A

A B B A

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EXECUTION: DCBA METHOD

The numbers of the implementation can be matched to the corresponding number in the plan view

1 POMPSTRAAT

11 3 9

6 10

4 WUYSTERSTRAAT

8 3

11 13

5 11

6 7 12

4 2 3

4 7 6

12 MINOR Q2 - NOTF

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NOW

2035: THE LIVING STREET Now that every aspect stated in the analysis and the vision is integrated in the living street, there is an end result. In 2035 the street will be redefined. Redefined in the sense of sustainability, but also in a social sense. The interventions aim to respect current situations regarding building typology and inhabitants, while improving the living conditions in the areas surrounding the house. Public familiarity strengthens by the

68 living streets, as well as a list of other aspects.

Living streets should be the future for Charlois, as it brings a big quality impulse to the neighbourhood while staying realistic and respectful.

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LIVING STREETS OF THE FUTURE - SEBASTIEN REININK & SYLKE VAN DER KLEIJ

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2035

NOW

2070: THE NEW MOBILITY New mobility is necessary for Rotterdam. Rotterdam is one of the most polluting cities in the Netherlands. These negative aspects have to change in order for Rotterdam to prosper in the future.

The city is also an ideal place for the car. It has a great car infrastructure and everything is conveniently reachable by car. If the negative aspects of these cars were eliminated, as happens with the new mobility concept, Rotterdamâ&#x20AC;&#x2122;s negative image can shift to a positive one. This is why the new mobility should be implemented first in Rotterdam. A big vision is needed for these new forms of transport. Making Charlois a testing site and frontrunner can help stimulate the progress in self-driving cars.

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LIVING STREETS OF THE FUTURE - SEBASTIEN REININK & SYLKE VAN DER KLEIJ

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2070

CONCLUSION

METHOD

SITE-SPECIFIC ANALYSIS

DCBA SUSTAINABILITY AMBITIONS

NEW MOBILITY CONCEPTS

CUSTOM-FIT RESILIENT LIVING STREET AND CITY TU DELFT

LIVING STREETS OF THE FUTURE - SEBASTIEN REININK & SYLKE VAN DER KLEIJ

MINOR Q2 - NOTF

CONCLUSION When looking at Rotterdam and Charlois, the poor air quality and heavy car traffic stand out. Rotterdam is a car city, adding to air pollution and making it an unattractive place for pedestrians and cyclists.

= MAIN STREETS 50KM/H = CAR- AND PARKINGSTREET 30KM/H = NO PARKING, LIVING STREETS 15KM/H

However, who is to say that Rotterdam being a car city is a bad thing? Rather than trying to remove cars from the city, the goal of this research was to see what would happen if Rotterdam embraces being a car city. This opens up a lot of possibilities concerning new mobility and how people live. The end result is a hierarchical road system, where cars are moved to the bigger 30km/h or 50km/h roads, while the living street is car-free. The living street is then transformed into a green public space where people can meet each other.

worldâ&#x20AC;&#x2122;s quest towards a sustainable future, new challenges that are not even considered today might raise even more questions. The success in generating a change highly depends on the details of the realisation, and whether people embrace their new green living street and want to spend time in their shared public space. However, with this new hierarchical road system, people have a more attractive and liveable living street, and mobility is more sustainable.

The spatial changes are strengthened by the framework of GreenBlue network, DCBA sustainability, site-specific analysis and new mobility that is embedded in the planâ&#x20AC;&#x2122;s living streets, increasing the quality of public space and the social network as a result. The spatial interventions presented do not answer all the questions regarding sustainability. In fact, in the MINOR Q2 - NOTF

LIVING STREETS OF THE FUTURE - SEBASTIEN REININK & SYLKE VAN DER KLEIJ

TU DELFT

REFLECTION A question that we got a lot is whether the green living streets can be realised without implementing and embracing a system of shared, self-driving cars. In our opinion, the answer to this question is no.

It is true that the car ownership rate is low, and that there are relatively many parking spaces. Yet this is simply not enough to be able to clear the living streets of parked cars completely, and to give more space to slow traffic in the 30km/h streets. A common question was also whether the people living in Charlois actually want this new mobility concept. Although we do agree that currently, not all residents will be attracted to the idea, it is important to stress that these changes do not happen overnight. In our vision, the transition to a fully shared car system is going to take approximately 20 years, and the transition to fully self-driving cars is going to take approximately 50 years. Most car manufacturers agree that the future of mobility is in shared autonomous cars, so it is a very real possibility that the concept is going to be introduced sooner or later.

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MINOR Q2 - NOTF

REFERENCES Barter, P. (2013). “Cars are parked 95% of the time”. Let’s check! Retrieved November 22, 2017, from http://www.reinventingparking.org/2013/02/cars-are-parked-95-of-timelets-check.html Bates, J. & Leibling, D. (2012). Spaced Out: Perspectives on Parking Policy. London: Royal Automobile Club Foundation for Motoring. (http://www.racfoundation.org/research/mobility/spaced-out-perspectiveson-parking)

mous-driving-self-parking Hawkins, A. J. (2017, October 24). Tesla’s Autopilot is supposed to deliver full self-driving, so why does it feel stuck in the past? Retrieved January 22, 2018, from https://www.theverge.com/2017/10/24/16504038/tesla-autopilot-self-driving-update-elon-musk

DCMR Milieudienst Rijnmond. (n.d.). Retrieved January 22, 2018, from https://www.dcmr.nl/

Hawkins, A. J. (2018, January 12). GM will make an autonomous car without steering wheel or pedals by 2019. Retrieved January 22, 2018, from https://www.theverge.com/2018/1/12/16880978/gm-autonomous-car2019-detroit-auto-show-2018

Desjardins, J. (2017, August 21). Tesla is the world’s 4th largest automaker by value. Retrieved January 22, 2018, from http://www.businessinsider.com/tesla-stock-price-worlds-4th-largest-automaker-by-value-2017-8?international=true&r=US&IR=T

Hawkins, A. J. (2018, January 16). Google nipping at Big Auto’s heels in the race to build self-driving cars. Retrieved January 22, 2018, from https://www.theverge.com/2018/1/16/16893452/detroit-auto-show-2018google-gm-waymo-ford-tesla

Estrada, Z. (2018, January 09). Ford plans to develop a connected car open-source platform. Retrieved January 22, 2018, from https://www.theverge.com/2018/1/9/16868278/ford-connected-cloud-autonomic-ces-2018

Landsberg, H. E. (1983). The urban climate. New York et al.: Academic P. Levandowski, A. (2016, September 13). Pittsburgh, your Self-Driving Uber is arriving now. Retrieved January 22, 2018, from https://newsroom.uber.com/pittsburgh-self-driving-uber/

Harris, M. (2018, January 9). At CES, Toyota unveils a self-driving vehicle with multiple uses. Retrieved January 22, 2018, from https://www.nbcnews.com/mach/science/ces-toyota-unveils-self-driving-vehicle-some-surprising-uses-ncna835816

Marakby, S. (2017, September 27). How Ford and Lyft Are Teaming Up to Take Self-Driving Cars Mainstream. Retrieved January 22, 2018, from https://medium.com/self-driven/how-ford-and-lyft-are-teaming-up-to-takeself-driving-cars-mainstream-9bf2974a912a

Hawkins, A. J. (2017, April 03). Detroit is kicking Silicon Valley’s ass in the race to build self-driving cars. Retrieved January 22, 2018, from https://www.theverge.com/2017/4/3/15164336/detroit-vs-silicon-valley-self-driving-car-navigant-ranking

Martin, E., Shaheen, S. (July 2016). The Impacts of Car2go on Vehicle Ownership, Modal Shift, Vehicle Miles Traveled, and Greenhouse Gas Emissions: An Analysis of Five North American Cities. Innovative Mobility Research.

Hawkins, A. J. (2017, July 11). The new Audi A8 luxury sedan is a high-tech beast that can drive itself. Retrieved December 01, 2017, from https://www.theverge.com/2017/7/11/15952510/audi-a8-level-3-autono-

Municipality Rotterdam (2017, May 23). Stadsontwikkeling. Retrieved January 22, 2018, from https://www.rotterdam.nl/bestuur-organisatie/stadsontwikkeling/

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REFERENCES Municipality Rotterdam. (2017, November 27). Stadsbeheer. Retrieved January 22, 2018, from https://www.rotterdam.nl/bestuur-organisatie/stadsbeheer/ National Geographic Society. (2012, October 09). Urban heat island. Retrieved November 29, 2017, from https://www.nationalgeographic.org/encyclopedia/urban-heat-island/ Ramsey, M. (2015). “Self-Driving Cars Could Cut Down on Accidents, Study Says”. The Wall Street Journal. Retrieved December 01, 2017, from https://www.wsj.com/articles/self-driving-cars-could-cut-down-on-accidents-study-says-1425567905

Roach, J. (2006, January 17). Cities Make Own Weather Due to Trapped Heat. Retrieved November 29, 2017, from https://news.nationalgeographic.com/news/2006/01/0117_060117_heat_ island.html Shaheen, S., Sperling, D., Wagner, C. (1998). Carsharing in Europe and North America: Past, Present, and Future. Transportation Quarterly. pp. 35–52 Shoup, D. C. (2011). The high cost of free parking. Chicago: American Planning Association. (http://shoup.bol.ucla.edu/PayAsYouPark.htm)

nl_NL/autopilot?redirect=no Heading into a self-driving future. (2017, February 01). Retrieved January 22, 2018, from https://www.mercedes-benz.com/en/mercedes-benz/next/automation/ daimler-an-uber-join-forces-to-bring-more-self-driving-vehicles-on-theroad/ Lucht, verkeeR en je gezondheid. (n.d.). Retrieved January 23, 2018, from http://www.gezonderelucht.nl/wat-gebeurt-er-in-rotterdam/lucht-verkeeren-je-gezondheid Praktische tips voor het afvoeren van regenwater. (2017, October 05). Retrieved October 23, 2017, from https://vanharn.nl/praktische-tips-voor-het-afvoeren-van-regenwater/ Urban Climates. (n.d.). Retrieved November 29, 2017, from http://thebritishgeographer.weebly.com/urban-climates.html U.S. Department of Transportation’s New Policy on Automated Vehicles Adopts SAE International’s Levels of Automation for Defining Driving Automation in On-Road Motor Vehicles (2016). Retrieved December 01, 2017, from https://www.sae.org/news/3544/ Waymo

Teeuw, P. G. (2010). Duurzame ideeën & DCBA methodiek: Ambitie stellen volgens de viervarianten-methode. Boxtel: AEneas. Walker, J. (2017, August 25). The Self-Driving Car Timeline - Predictions from the Top 11 Global Automakers. Retrieved January 23, 2018, from https://www.techemergence.com/self-driving-car-timeline-themselves-top11-automakers/ Author unknown: Autopilot. (n.d.). Retrieved January 22, 2018, from https://www.tesla.com/ TU DELFT

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NEIGHBOURHOOD OF THE FUTURE Q2 BK7263 FUTURE PROOF URBAN PROJECT SEBASTIEN REININK - 4351878 SYLKE VAN DER KLEIJ - 4465962 TUTOR: NURUL AZLAN JANUARY 2018

ATTACHMENTS

LEARNING CONTRACT: SYLKE Personal learning contract Minor Neighbourhood of the Future Sylke van der Kleij (4465962) 15th of November 2017 Who I am

I have a background in Applied Earth Sciences at the TU Delft. The reason why I chose this studies is because I am very interested in geology, but also wanted to have a solid engineering background of mathematics and physics in my studies. Another important factor for me was that the bachelor focuses a lot on sustainability, it acknowledged that the old petroleum engineering is not something we can keep up. After my bachelor I want to do a MSc in either Environmental Engineering or Geosciences and Remote Sensing. After two years, I have learned a lot of theory and I have used my knowledge during geological fieldwork in France, but never in a way that I will likely encounter when I start working. Therefore, the multidisciplinary aspect of the minor is what interested me most. Our project from the first quarter has become a good mix of social aspects, design and visual aspects TU DELFT

and environmental aspects. I feel like it was a great experience and could be very much like the project I will end up working on. Besides the multidisciplinary aspect, I was also very interested in the environmental, sustainable aspect. In my own studies, I have learned a lot about the environmental effects of mining engineering, and how to make the extraction of resources more sustainable. However, I have not really learned about sustainability in daily life, or sustainability in urbanism. Therefore, I was very curious as to how these aspects relate. Lessons learnt from Q1 Seeing as I have a background in engineering rather than design, Q1 taught me a lot and offered me a lot of new insights. I especially liked Stephen Read’s course on Transformation Strategies for Deprived Districts. The course took a very philosophical approach from the beginning, and very gradually became a bit more concrete towards the end. It also offered me the chance to use my knowledge about fossil fuels and write an essay about its’ role in capitalism, thus forcing me to think more about the social aspects and

effects of my expertise more so than the environmental side. Although I did not learn how to be a great designer during the first quarter, I did learn how to visualise my thoughts more effectively in drawings rather than words. Visualising Urbanism helped me a lot about this. I also learned more about the urban environment, and how to shape it, in Urban Analysis & Design. As I already mentioned before, during the studio course I learned how to work on a big project in an interdisciplinary team. This also taught me to look at various sides of the project: someone from a social background looks at things a lot differently than someone from an engineering background. Learning objectives (related to neighbourhood of the future) I would like to continue learning about how to change an urban area to make it more sustainable and future-proof. I think it would be interesting to look at various “smaller” (seeing that the problems we dealt with in Q1 were on a larger scale) problems caused by, for example, climate change, and see how they interconnect with issues caused

LIVING STREETS OF THE FUTURE - SEBASTIEN REININK & SYLKE VAN DER KLEIJ

by other factors, such as social aspects. I would like to focus more on climate change in general, and how to adapt plans accordingly. Last quarter I focused a lot on problems concerning contamination and direct health risks, rather than the long term environmental risks. I am interested as to how to make a plan truly future-proof, especially in an area that is so vulnerable to water. This quarter, instead of in an interdisciplinary team of five, I work in a duo with Sebastien, an architecture student. We already concluded that he is very interested in the design aspect, whereas I want to focus on sustainability and creating a healthier environment. Therefore, I feel as though our final design may be strong on the environmental part, but we might be at risk of underestimating or missing the social aspects. So, we will have to think about this besides our own expertise. I would also like to become a bit more comfortable with visualising our ideas.

MINOR Q2 - NOTF

LEARNING CONTRACT: SYLKE Reflection - 24th of January 2018 I feel like I continued learning more about urbanism, especially about how to change an urban area to make it more sustainable and future-proof. Like I expected, I did a lot of research on ecology and sustainability, but I also made my first stakeholder analysis, and I visualised some of our ideas. I am happy that I stepped out of my comfort zone and that I made progress on those aspects as well.

to integrate it into our project and be controversial. After that, we enjoyed working on the project even more, so this was definitely a good thing. In the end, I feel as though we have worked on a project where we could both work on what we wanted to improve on, and both learned a lot.

During the project we did have some doubts. At first, we were not very organised in our research. In the joint tutoring sessions on Fridays we did have a lot of information, but at first we could not present it in a logical way and were all over the place. I feel as though we simply wanted to do everything, but we forgot that we also had to fit it into our story. Until we decided to take the time to organise ourselves, from where we could then move forward. So I do feel like we lost time on that, which we could have better spent on moving forward rather than getting stuck in doing more and more research. Around the midterm we decided to tone down the new mobility concept we were working on, but then after the midterm we were encouraged MINOR Q2 - NOTF

LIVING STREETS OF THE FUTURE - SEBASTIEN REININK & SYLKE VAN DER KLEIJ

TU DELFT

LEARNING CONTRACT: SEBASTIEN LEARNING CONTRACT SEBASTIEN REININK 1 | Background

My background in education is three years of the bachelor of architectural engineering at the TU Delft. In this bachelor I mostly focused on the subject of public space and urbanism. This interest in urbanism already started when I was 12 years old. Since then I have designed my education towards reaching my goal of becoming an urban designer. The most interesting aspect of urbanism for me is the design of the public space. It’s the greatest challenge that is facing our cities: how to create a socially enhancing, sustainable and high-functioning public space. In my vision we’re on a crossroad of the future of cities. We will have to make choices as a society to enhance the potential of cities and its inhabitants. Important subjects are to me: new mobility (its implementation and design), high-functioning public places (the public space of the city as a living room for inhabitants) and the transition to a sustainable society in sync with nature. TU DELFT

2 | lessons learnt in Q1 The lessons I’ve learnt in Q1 are countless. However, there are a few aspects where I feel I have really grown as a person, as well as a designer. These were: - Working and discussing about a spatial design and strategy with students from other closely-related workfields like planning, public administration and applied earth sciences - Managing time to get the most out of a very comprehensive strategy. I really grew in correctly estimating how much time every task needed. This resulted in very few to none moments of stress or late-nighters - How to correctly depict a narrative in a relatively short presentation using visuals and presentation techniques

want to let go of dogmas and supposed certainties in urban design. This project I want to think and design about what the neighbourhood of the future should be. An important extra I want to incorporate in this project is the multidisciplinary approach to urban design. This I think I will reach by working closely with Sylke van der Kleij, a student in another field of study and with another scope on the subject. Of course I will also strive to comply to the learning objectives formulated in the outcomes section of the semesterbook.

Sebastien Reinink, 14 November 2017

3 | what I’d like to learn regarding the neighbourhood of the future (learning objectives) In Q2 I want to learn how I can create a public space of the future, where everything my vision holds is applied and more importantly, works. My project wants to be challenging and visually appealing while at the same time stands on a foundation of research. However sometimes I LIVING STREETS OF THE FUTURE - SEBASTIEN REININK & SYLKE VAN DER KLEIJ

MINOR Q2 - NOTF

LEARNING CONTRACT: SEBASTIEN Reflection - 24th of January 2018 As I stated in the learning contract I want to design public space for the future. The important crossroad I feel we’re at in urbanism and city-landscape architecture, is the most important and challenging one I like to face. The question ‘how to create a socially enhancing, sustainable and high-functioning public space?’ still puzzles me. However, through this project I think I learned a whole lot about the future of one of the most undervalued public spaces: the street. Nowadays this street is just meant to go from point A to B. What I wanted to create in this project was a new perspective on the street. Does it always have to be a technical cluster of traffic and utilities? Or can it also be a place where people can meet, without having to go to a park or square for that.

Regarding my learning objectives I stated in November that I wanted to create a public space for the future. Exactly this I managed during the course. The second objective was to make it visually appealing and on a foundation of research. This I accomplished by mixing long photoshop and indesign sessions with books like the DCBA method. The multidisciplinary approach worked also. As Sylke did a great job in realistically researching the new mobility and what’s to come on that subject in the coming years. At the end I look back on a very solid project where everything went pretty smoothly. Time managing-wise it went perfect, as well as the partnership with Sylke. I hope my visual skills are significantly improved. However, I let that to the judgement of others.

Sebastien Reinink, 24 January 2018

I think this project managed just that. It might not be the most realistic or most worked out project available, but I do think it challenges the reader to think in other perspectives.

MINOR Q2 - NOTF

LIVING STREETS OF THE FUTURE - SEBASTIEN REININK & SYLKE VAN DER KLEIJ

TU DELFT