Master 1 Q2: Spoorzone Haarlem

8/6/2019 Master 1 Q2: Spoorzone Haarlem

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1

SPOORZONE: CONNETING HAARLEM



CONCLUSION

gijs jasper

INDIVIDUAL

yawen domantas

GENERAL2

Msc 1 Urbanism

AR1U090 R&D Studio: Analysis and Design of the Urban Form

Delft, 1 november 2010

Group 4

City: Haarlem

Gijs Briët # 4031024 [email protected]

Mentor: Dr. ir. F.D. van der Hoeven

keywords:Haarlem, connections, green structure, infrastructure, train terminal, orientation



MSc 1 • Q1 • AR1U090 R&D Studio • HAARLEM • Dr. ir. F.D. van der Hoeve

J a s p e r B r a s - 1 4 0 2 5 7 9 • Y a w e n D e n g - 4 1 2 3 3 3 6 • D o m a n t a s S t u k a s - 4 1 1 6 2 6 7 • G i j s B r i e t - 4 0 3 1 0 2 4

3

I N D E X

INTRODUCTION

ANALYSIS

Current Infrastructure

Current Green Structure

Current Pedestrian Routes

Current Functions

Current Disorientation

Current Public TransportSummary Analysis

DESIGN PRINCIPLES

Future Infrastructure

Future Green Structure

Future Pedestrian Routes

Future Functions

Future Disorientation

Future Public Transport

Summary Design Principles

IMPLIMENTATION

MASTERPLAN

IMPRESSIONS

EVALUATION

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I N T R O D U C T I O N

CONCLUSION

gijs jasper

INDIVIDUAL

yawen domantas

GENERAL4

The area is blocked by several barriers that prevent the optimal connection to the public transport elements. Because

of the people are more likely the take their car then use the public transport.

Looking to the future we see in our structure vision that Haarlem will become more depended on the outside eco-

nomic centre’s and will function more like an living an leisure city then a self sustaining city. Besides the economic fac-

tor, Haarlem is an important tourist attraction large numbers of tourists come to the city to see the beautiful centre.

The objective is to solve the fragmentation and create possibilities the answer the future demand on the public

transport

The train terminal area is an important element for the entire city. It connects Haarlem on an public transport level to

Amsterdam, Haarlemmermeer, Schiphol and adjacent towns. But also is a important connector between the North

and South of Haarlem. “A bad connection between the two fragmentates the entire city.”

Haarlem is dependent on the large economic centres around the city because the city itself isn’t capable of employ-

ing all of its inhabitants. This puts a lot op strain on the infrastructural elements in the city, which because of this

have to function optimally. Here we nd part of the problem, because Haarlem is so dens and has a small surface the

train station is very reachable for cyclists and pedestrians. But if we look closely to the area this is not the case.

Assingment Location

Thematic map Structure vision





5

The green structures are separated by the road and the two housing blocks. The little green near the centre should

by dominant in the area currently it is overshadowed by the large infrastructure.

The fragmentation of the green on the North and South side causes the green structures to be unused. Decreasing

the amount of fast trac and increasing the connections for pedestrians and cyclists could attract more people to

the green structures and therefore become more used which would increase the potential and attraction of the area.

The road through the Bolwerken area is an important connection for the west side of Haarlem and beyond. It forms

a direct connection, which makes it alluring to use instead of giong around to city. This road is the main barrier in

the area, it makes the area unattracktive for slow trac and the train terminal hard to reach. Because the road is the

primary axis to the West a lot of trac has to go over it, which causes a lot of congestion. The road decreases to con-

nectivity of the important area, where there is supposed to be an even ow of slow trac from North to South it is

cut o/slowed down by this large barrier.

A N A L Y S E S

Current Infrastructure Current Green Structure

- The primary road the Zandvoort is a large barrier

- Barrier causes separation and fragmentation

- Car trac dominates the area

- Large number of connections/crossing to the primary road causes lots of congestion

- Very low percentage of green near city centre

- Green structure separated by road and railway

- Functions in the greenstructure create confusion of park is private of public.



CONCLUSION

gijs jasper

INDIVIDUAL

yawen domantas

GENERAL6

The North side of the train terminal area consists of urban villa’s with primarily oces and two housing blocks. The

urban villa’s create a luxurious allure but also transparency in the green structure. The housing blocks do the oppo-

site, the separate the green structure.

On the South side of the terminal the area is dominated with housing blocks, accept on the east side where a cluster

of urban industry is situated. The cluster conicts with the green quiet area of schools and houses. It also conicts

with the outlook of the Spaarne and the connection of the green structure on the North side.

Haarlem has a very good train connection to Amsterdam and is the city that connects to the railway from Ijmuiden

to Leiden. Daily 30000 people make use of the train station; therefore it is a very important public transport organ for

the city. This means that it should have a very good connection to the city for pedestrians or cyclists. Because of the

intensive use the area must function as a connector between the North and Centre especially for slow trac. A lack

of connections causes fragmentation for the entire city because of its linear morphology

A N A L Y S E S

Charactaristic Housing

Barrier Creating Housing

Current Pedestrian Routes Current Functions

Current Pedestrian Reach

- Pedestrians secondary to car trac in train terminal area.

- No direct connection the North side of city

- No direct connection to centre

- Lack of connection causes small reach of train terminal area

- Functions do not t there context

- Housing in green structure fragmentates and privatises green structure

- Urban industry conits with housing

Conict ing housing b locks B olwerken Conict ing urb an industry Conict ing urb an industry





7

The bus trac is all located on the south side of the train terminal and uses both of the the streets that

ank the “square”. This causes to bus trac to dominate the area and leave little room for cyclists and pe-

destrians.

The current situation of the station square is that of a bus terminal. The bus terminal is located on the same side

as the city centre axis. Because of this situation it is unclear how visitors can get to the centre, the station square is

disorientating, because the busses and taxis are dominating this causes the public space to have a low quality. Both

sides of the ‘“square” are anked by roads that carry fast trac, the west road connects directly to the centre and

houses most of the commercial functions. But these functions aren’t dominating the street, the trac is (roads are

big sidewalks are very narrow). Therefore it doesn’t function as a city centre axis.

A N A L Y S E S

Current Centre Connection Current Public Transport busses

- Station square is disorientating, where is the centre, how can people get there?

- Street connecting to city centre does not have the functions for a main city axis, lack of function, lack of use

- One city centre axis

- ‘60s building is a larger barrier and contributes to the disorientation - Bus trac and terminal dominate the station square area

Taxi Stand station square Bus Terminal Station Square Road station square


http://slidepdf.com/reader/full/master-1-q2-spoorzone-haarlem 8/17CONCLUSION

gijs jasper

INDIVIDUAL

yawen domantas

GENERAL8

The functions in the area should be better adapted to each other and some adapter to amplify a certain goal. The analysis shows that there are several problems in the area, some of with have an eect on a large scale; fragmen-

tation. Others that aect just the area; primarily the function that cause conict or separation.

The objective should be to create one harmonious area that connects both sides of the city but also function also a

attractive transportation hub for public transport. The primary connector would be the green structure, which would

be restored to its natural allure.

S U M M A R Y A N A L Y S I S

3 .

28 1,51,3 1,5 1,3

28 1,51,3 1,5 2,52

9865 5

Section A-A

Section B-B

Section C-C


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9

The road will by downscaled to two lanes but the focus of the infrastructure will by on slow trac (cyclists and pe-

destrians). This will increase the connectivity of the area for slow trac and make it more attractive for people to use

the area as a place for leisure and recreation.

By downscaling the road the emphases in the area is on public transport. Haarlem will become more a nd more de-

pended on Amsterdam and Haarlemmermeer as economic centre’s therefore public transport will becomes increas-

ingly important which makes it necessary for the public transport terminal to be very easy to access.

The road will by downscaled to two lanes but the focus of the infrastructure will by on slow trac (cyclists and pe-

destrians). This will increase the connectivity of the area for slow trac and make it more attractive for people to use

the area as a place for leisure and recreation.

D E S I G N P R I N C I P L E S

Future Infrastructure Future Green Structure

- Downscaling the road into two lanes

- Slow trac the dominant infrastructural factor

- Implementing trees along roadside

- Connecting green structures with ecoducts

- Green strucutures more public, removing the housing blocks

- Increasing transparency

- One big city park.

High Line New York - Ecoducts





CONCLUSION

gijs jasper

INDIVIDUAL

yawen domantas

GENERAL



10

To create more transparency in the park to housing block are replaced with urban villa for mixed functions

this will create more openness and space for the public. The city centre axis are will be adapted to a more

centre like function with the west side intensifying in commercial functions and the east side with a an

alternating intensities in housing and commercial use.

To unify the housing areas the urban industry in replaced with now housing blocks incorporated in the

green structure thereby complimenting the park an intensifying the use of the park.

The ecoduct function also an an connector for pedestrians on either side of the railroad. It connects directly to the

station platforms. This causes the train terminal to become better connected to the North side, therefore making it

more attractive for people to use public transport (train) rather then use the car.

A direct connection from the North to the centre has been realized via a bridge through the park for increase the

North-South connection of Haarlem for pedestrians and cyclistst.

D E S I G N P R I C I P L E S

Future FunctionsFuture Pedestrian Routes

Future Pedestrian Reach

- Increasing connections to station terminal through park and ecoducts

- One dominant city axis from North to South

- West side city centre axis dominant for pedestrians

- Increasing the reach of the area via direct connections

- City centre axis focused on pedestrians use day and night

- Harmonious function in green structures urban villa’s with mixed functions public/oces

- Alternating spaces in green structure, urban alcoves/green alcoves

- Housing and green area’s on east side of area.

Folkingestraat Groningen - West side city axis Parklife - Multi function urban villa Oosterstraat Groningen - East side centre axis








11

The centre of Haarlem is an important tourist attraction, therefore it needs to be clear how to get, a good orientation

is crucial. To create a good orientation two city axis are create; one primary on the west side which is pedestrian only

and has a high intensity of commercial functions. The east side axis has a higher intensity of housing and forms the

road for bus trac, this means a wide sidewalk with a one lane road for bus trac.

The orientation on the square is focused to the West side by moving the bus terminal to the east side (one former ‘60

building location) thereby opening up the square for pedestrians.

Haarlem will become more depended on the economic centres (Amsterdam, Schiphol, Haarlemmermmer) with the

high density of Haarlem and the reach of the public transport terminal the demand on the public transport will in-

crease. Therefore the access and amount of public transport needs the possibility to increase. With the new locating

of the bus terminal and tangent terminal this future demand is made possible.

D E S I G N P R I N C I P L E S

Future City Connections

- Two city centre axis

- Orientation on station square focused on main city centre axis

- Replace ‘60 building with linear transparent multi function building

- Direct connection axis to North side of city

- Bus transport on east side of square

- South tangent and new East-West tangent on North side of terminal

- Possibility for tangents to become light rail when demand on public transport is needed

Future Public Transport



gijs jasper

INDIVIDUAL

yawen domantas

GENERAL12

The area works towards an goal were citizens are encouraged to use public transport, walk or cycle to there

destination rather then use their car. Thereby connecting Haarlem ideally for pedestrian and cyclists.

With these principles an answer is sought to defragmentize this area of Haarlem.

This is done by introducing new physical connections via the ecoducts and connections through the park but also by

creating a better unied area where function are better adapted to their context; transparency and open space were

that is needed. Housing related function instead of industry and commercial function to enlarge the centre.

S U M M A R Y D E S I G N P R I N C I P L E S

26,52 3

32.2

1,5

2 6,5 23 3

2165

Section A-A

Section B-B

Section C-C




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Fase 3 will see the implementation of the ecoducts, thereby completing the connection of North and South and

connecting the green structures on both sides. The ecoducts will not only function as a green connector and trans-

port facility but will also have functions at the base. These functions are related to the functions in the surrounding

context. Functions like daycare near the housing area’s and oces/museums and other activities in the park and near

urban villa’s.

The interventions as the are portrayed in the previous pages can be implemented in three fazes.

FASE 1: would be the redevelopment of the station square and the development of a real city centre axis: More room

for sidewalks less or no fast trac and good orientation of the station square.

FASE 2: would focus on the development of the green structure: The road will be downscaled, slow trac will be-

come the dominant way of transportation. The housing blocks are replaced by urban villa thereby creating more

transparency in the park. On the South East side the urban industry is replaced with more tting housing blocks.

I M P L E M E N T A T I O N

Fase 1 Fase 2

Fase 3



gijs jasper

INDIVIDUAL

yawen domantas

GENERAL14

The station area is tranfomed into a green area that is ready for the intensifying use of the public transport

with the future growth of Schiphol/Amsterdam/Haarlemmermeer. The provides direct connection to t he

north and the centre with the use of green ecoducts that primarily have a transport function but function

also a recreation and viewpoint for the city.

M A S T E R P L A N

A

A

B

B

C

C

New Building

Station Square

Park open area

Current Buildings

Park Trees

Ecoducts

Bus Terminal

Park Path

Water

Traintrack

New Urban Villa’s

Zuid/East Tangent




15

I M P R E S S I O N S

Birds eye view

Perspective Station Square



gijs jasper

INDIVIDUAL

yawen domantas

GENERAL16

With this project I’ve tried to nd an answer for a part of the defragmentation of Haarlem and at the same time stim-

ulate people in Haarlem to use the public transport. I have done this by creating more unity in functions, connecting

green spaces and making better (direct) connections between the North side of the station and North and the South

side, this primarily by implementing the ecoducts.

The ecoducts are just one way to solve the problem of fragmentation; another method could be by lowering all the

large infrastructures as the road and the railway have them underground. The reason why I didn’t choose for doing

this was that I’ve seen a couple of project the already done this. The problem with this method is that it is extremely

expensive and so long term that it has to be clear that we as people are going to keep using the car as it is a nd thetrain for it to be realistic.

I wasn’t convinced that this would be the case and therefore sought for another solution that was bold but more

realistic in a shorter time frame.

With the implementation of the ecoducts and their big impact on the surrounding context it has to be important

that they will be used as connective elements by pedestrians and not only function as esthetic elements. Therefore

further research should be done on other function for the ecoducts. For example; as was mentioned at the presen-

tation they could be partially used as bike garages. Therefore people how cycle to the station park their bike in the

ecoduct and use the ecoduct connective function the get to the platform. In future design more functions should be

research that stimulate the connective use of the ecoducts.

C O N C L U S I O N / E V A L U A T I O N

26,52 3

32 .2

1,5

28 1,51 ,3 1, 5 1, 3

28 1,51,31,5 2,52

2 6 ,5 23 3

Spoorzone: Connecting Haarlem

Delft University of Technology / Faculty of Architecture / Department of Urbanism / MSc1 Quarter 1 / 22-10-2010 & 02-11-2010

Group: Group 4 /Tutor: Frankvan derHoeven /Students: Gijs Brië[email protected]

A

A

B

B

C

C

NewBuilding

Station Square

Park open area

CurrentBuildings

Park Trees

Ecoducts

BusTerminal

Park Path

Water

Traintrack

NewUrban Villa’s

Zuid/EastTangent

u l i t i in c

C h r c t r i t i c H u i n

Un t ti n Ur n I n u t r

r r i r Cr t i n H u

ANALYSES SPOORZONE

DESIGN PRINCIPLES

currentconnection to centre

NewBuilding

StationSquare

Parkopenarea

CurrentBuildings

ParkTrees

Ecoducts

BusTerminal

ParkPath

Water

Traintrack

NewUrbanilla’s

Zuid/EastTangent

QualitygivingOces

CharactaristicHousing

UnttingUrbanIndustry

BarrierCreatingHouses

current functions current infrastructure current pedestrian routes

BAD CONNECTIONthe city centre, ‘60 building andbusterminalform abarrier.Main routes

LACK FUNCTIONtherefore unclearroute to the centre.

The functionsin the Bolwerken are not contribution to an HARMONIOUS GREENSTRUCTURE forthe city,the housing stripfrom abarrier.

The infrastructure formsthe PRIMARY CONNECTIONto the westsideof Haarlem en the sea.Thislarge structure PREVENTS SLOW TRAFFIC

from the station to easily connectto the North and SEPARATESthegreen structures.

Pedestriansfrom the North have NO DIRECT CON-NECTION to the centre,bridges endat the busy

road.

Highline NewYork

26,52 3

3 .

1,5

28 1,51, 31 ,5 1, 3

28 1,51,3 1,5 2,52

2 6 ,5 23 3

152570

Masterplan Spoorzone 1:4000

Section A-A

Section B-B

NewBuilding

StationSquare

Parkopenarea

CurrentBuildings

ParkTrees

Ecoducts

BusTerminal

ParkPath

Water

Traintrack

NewUrbanilla’s

Zuid/EastTangent

u a l ityg i v i ng ce s

CharactaristicHousing

UnttingUrbanIndustry

BarrierCreatingHouses

future functions future infrastructure future pedestrian routesfuture connection to centre

TWO URBAN AXES to city centre,one connecting tothe north.ORIENTATION on the square towards MAINCENTRE AXES.

The park consistof one HARMONIOUS FUNCTION were work/publicuse isALTERNATEDby open green spaces.Urban centre axesfocuseson 24/7 use by variating functions.

Trachasbeen REDIRECTED aroundthe centre via DOWN SCALING the Bolwerken roadto a GREEN AVENUE, CONNECTINGthe GREENSTRUCTURES andcreating betterconnectionsfor slowtracto/

from the North

ECOBRIDGES connectthe green on the north andsouth side of the station,thereby creating adirectgreen connection to STATION PLATFORMS forboth

sides.

Impressions masterplan

Section C-CParklife GroningenUs e: Ec ob ri dge Us e: Ur ban v ill a Us e: Ce nt re c it y axe s

The station areaistranfomed into agreen areathatisready forthe INTENSIFYING use of the PUBLIC TRANSPORT with the future growth of Schiphol/Amsterdam/Haarlemmermeer.The providesdirect CONNECTIONto the north andthe centre with the use of green ecoductsthat primarily have atransportfunction butfunction also a

RECREATIONand VIEWPOINT forthe city.

Poster Masterplan




SOURCES:

Google corp., ‘Bird’s eye view Haarlem, streetview prinsen bolwerken, Folkingestraat Groningen, Oosterstraat Groningen, ’ . Google Maps, website: hp://maps.google.com/

Prof. dr. Ir. V.J. Meyer, prof dr. Ir. C.M. Steenberen (2010), ‘Quaterguide AR1U090 – Analysis and Design of the City Form’ . Del: Del University Press,

Archdaily pics., Arrhov Frick: Parklife, ’ . Archdaily: www. archdaily.com

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