James Heus - De Duivendrechtse Poort

James Heus

TheDuivendrecht sePoort&pro spectsforfuture neighbourhoods

Academie van Bouwkunst

TheDuivendrecht sePoort&pro spectsforfuture neighbourhoods

Study Year 2020 – 2021 Graduation date 24th of September 2020 Commission Hiroki Matsuura (principal) Thijs van Spaandonk Johan Galjaard Additional commission Ad de Bont Hein Coumou

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“In the [near] future, the importance about a place is not where it is but where it leads, and how quickly”

Propaganda image for ‘De Duivendrechtse Poort’

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Abstract 11 What [is going on?]

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Where [to build?]

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How [the site works]

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Desirable qualities

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De Duivendrechtse Poort

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Prospects for Amsterdam

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– 00 Abstract

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Statement: Offering a metropolitan residential environment that is socially and economically well connected with the existing city, that is still somewhat affordable for the new urban dweller: starters and young families; Graduation assignment: Showing where and how this can be done within the contours of the existing city, which has a relatively low building density; Reflection: Is this approach a viable path and if not, why not and when and under what conditions, if any?

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I. What Amsterdam: a city where house prices are rising faster than average incomes, where locations are so scarce that people are considering building above the tracks, after artificial islands have already been constructed in the IJ and activity has been moved further and further west.

The Zuidas dock shows that stacking above infrastructure is not easy and very expensive. And while living near stations is very important for better accessibility and a reduction in car use and ownership. Often, construction is done first and public transport only comes years later.

However, there are several places in the city that are easily accessible by train and or metro, but where the use of space is not optimal. Outdated offices and other industrial buildings, abandoned sites, poorly accessible greenery: the fringes and residual areas of Amsterdam, but with a train station or metro stop.

It concerns a total of 912 hectares: an area as large as the medieval city plus the canal belt from the Golden Age that can accommodate 87,310 inhabitants at an FSI of 1.9. This assignment is a plea to rethink our way of designing our future neighbourhoods: No restructuring and no new construction in the some random meadow, but something in between: our forgotten places of the city.

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II. Where Spatial research has highlighted five sub-areas that are potentially suitable for large-scale new construction around existing stations and stops, in the short and medium term.

While many residential and work areas did not get their public transportation until years after completion, these stopping places never got their stable quarters and neighbourhoods. How come?

By installing rail infrastructure afterwards, which is customary in the Netherlands, stations often arise outside the urban area.

Infrastructure is given space here, resulting in monofunctional traffic areas around sidings, marshalling yards and viaducts, all owned by the Nederlandse Spoorwegen (NS) with its own interests. Development here is certainly complicated, but is it more difficult than reclaiming islands, digging harbor basins or constructing a North-South line? There will come a point when these complex locations come into the picture and urban development and rail infrastructure are overlaid again, which is already common in other metropolises such as Stockholm, Paris and Hong Kong.

That is the assignment for this research: to take one of the five locations as an example for a study of urban development opportunities. The most extreme location has been chosen: Duivendrecht Station, a grade-separated crossing of tracks and metro lines next to a pastoral village church. Welcome to the Amsterdam Metropolitan Area!

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III. How Here you can live great with your nose at the station and therefore with one foot in the centre of Amsterdam. With the qualities of a lively, metropolitan district and those of the wet nature that has been drawn in. This location has been closed to people for years and therefore flora and fauna have benefited from this notion.

The Duivendrechtse Poort will focus on various forms of collectivity - in a higher density than we know in the city centre: from FSI 1.9 to FSI 4.2. That means even more room for meeting. Not only on the street, but also in naturally and climateadaptively designed courtyards, cozy neighbourhood squares and a large, green meadow that forms the heart of this new neighbourhood. Here you can have a picnic with your children or celebrate your birthday by barbecuing. And don’t forget the new sports forest, where after a long day at school you can play football with your friends or play tennis with your neighbor.

Or do you just want to enjoy the sun and relax, you can always go for a swim on the new jetty at the metro station. Creating a buzz on the central meadows, promenades and squares of this project and more peace and relaxation on the green edges and residential streets.

In the future, we will not only meet at the ground floor, but also at different levels. It will be a paradise for pedestrians, who themselves have the freedom of choice to move through the area.

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This is possible through the green streets, where you always have the feeling that you are still walking through the landscape. Or at a level, with access to super cool roof gardens and terraces, so that you can experience the area in a completely different way.

All this has been designed in a strong shell of wet and green public space. And worth to mention, the semi-public inner gardens also form an informal route through the area. This gives you as a pedestrian a third option to move through the area. So wherever you are in the Duivendrechtse Poort, as a pedestrian you always walk through the landscape and as a resident you always live in the landscape. With more focus on public transport and strengthening the existing landscape qualities, this will also really be the first car-free district in the city. Here you live really healthy as a new Amsterdammer!

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IV. Now The focus on typology is actually the most valid way of designing and building at a high speed. By taking the Amsterdam urban block as starting point and combining them with the higher typologies that have already proved themselves abroad, it is finally a proper answer for the housing shortage both city and country are facing as of 2020.

Imagine if only half of the 912 hectares could be redeveloped for housing or mixed use environment, it makes it possible to house more than 220 000 people. That’s the same amount of people that is living in Almere – and all realised within the current urban fabric. With more room for the housing experiment, different kind of densities and new typologies. All centred around existing nodes in the city network.

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– 01

What [is going on?]

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Moving to the city vs affordability In the Netherlands, more and more people are moving towards the city. It’s not the quality of the houses but the nearness of activities and amenities. Yet, the housing stock in the city is quite limited and this has led to the fact that Amsterdam has one of the least affordable houses in the world – compared to income and inflation. And the prediction is that this is the new reality: prices will not drop soon.

city vs affordability

, more and more people are e city. It’s not the quality of nearness of activities and housing stock in the city is his has led to the fact that e of the least affordable d – compared to income and prediction is that this is the will not drop soon.

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Moving to the city vs affordability In the Netherlands, more and more people are moving towards the city. It’s not the quality of the houses but the nearness of activities and amenities. Yet, the housing stock in the city is quite limited and this has led to the fact that Amsterdam has one of the least affordable houses in the world – compared to income and inflation. And the prediction is that this is the new reality, prices will not drop soon.

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Increasing population It is expected that the population of Amsterdam will increase with around 160 000 inhabitants within the next 20 years. That is comparable to a city like Nijmegen that has to be housed within the existing borders. And it’s not only a local issue, it’s a global phenomena. More and more people will move towards urban environments. This means not only the affordability is put under pressure but also the social qualities and goals towards the climate and energy transition that need to be taken into account as well.

1 100 000 Amsterdam

1 025 000

950 000

875 000

800 000 2020

10 billion

2025

2030

2035

2040

6,61 billion

8 billion

6 billion

Urban

950 000 950 000

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875 000 875 000 800 000 800 000 2020 2020

2025 2025

2030 2030

2035 2035

2040 2040

10 billion 10 billion

6,61 billion 6,61 billion

8 billion 8 billion Urban Urban

6 billion 6 billion

4 billion 4 billion 3,11 billion 3,11 billion

2 billion 2 billion

0 0 1500 1500

Rural Rural

1600 1600

1700 1700

1800 1800

Source:OWID based onUN World Urbanization Prospects 2018 and historical sources Source:OWID based onUN World Urbanization Prospects 2018 and historical sources

1900 1900

2000 2000

2050 2050

Share of the population living in urban areas, 1500 to 2050 Share the population inUNurban areas, 1500 to 2050 Share of theof total population living in urbanliving areas, with urbanization projections to 2050.

100% Share of the total population living in urban areas, with UN urbanization projections to 2050.

100%

Netherlands Netherlands Europe Europe

80% 80%

World World

60% 60%

40% 40%

20% 20%

0% 0% 1500 1500

1600 1600

1700 1700

1800 1800

1900 1900

Source: OWID based on UN World Urbanization Prospects 2018 and historical sources (see Sources) Note: Urban areas are definedon based nationalUrbanization definitions which Prospects can vary by country.

Source: OWID based UNonWorld 2018 and historical sources (see Sources) Note: Urban areas are defined based on national definitions which can vary by country.

2000 2000

2050 2050

Increasing population population Increasing

It isis expected expected that that the the populatio populatio It Amsterdam will increase with aa Amsterdam will increase with inhabitants. That That isis comparabl comparabl inhabitants.

Nijmegen that that has has to to be be housed housed Nijmegen existing city.

And it’s not only aa existing city. And it’s not only global phenomena. phenomena. More More and and m global move towards urban environm move towards urban environme not only only the the affordability affordability isis put put not but also the social qualities and but also the social qualities and the climate climate and and energy energy transitio transiti the right now. now. right

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Who’s moving?

Now the move towards the city is happening within every generation, yet the biggest shift is happening in the age group between 25 and 45 year old. The so called ‘starter’ who just finished his studies and the young family. Quite a large group of these people already live – or are even born here – in Amsterdam. They can’t find a dwelling because prices have increased faster than their income or the type of housing they are looking for a very scarce. The simplify it: their wishes don’t meet for the current demand.

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%

45 40 35 30 25 20 15 10 5 0

18 t/m 24 jaar

2009

25 t/m 34 jaar

2011

35 t/m 44 jaar

2013

45 t/m 54 jaar

2015

55 t/m 64 jaar

2017

2019

25

65 t/m 74 jaar

vanaf 75 jaar

Amsterdam

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Now a solution!

So the MPs have noticed the heated housing market as well, but a solution on the short and middle long term for the mass is missing at this moment. So I say we should look at the major areas that are already well connected to the network of the existing city. It’s not architecture [anymore] that is the most important reason to relocate, it the infrastructure. In the [near] future, the importance about a place is not where it is but where it leads, and how quickly.

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GINA

VERDIEPING

OPINIE

OPINIE

RELIGIE&FILOSOFIE

Voorbeschouwing Woningmarktdebat

RELIGIE&FILOSOFIE

DUURZAAMHEID&NATUUR

CULTUUR&MEDIA

ACHTERPAGINA

DUURZAAMHEID&NATUUR

De krappe huizenmarkt ontgaat de Kamer niet, nu een oplossing Voorbeschouwing nog Woningmarktdebat

CULTUUR&MEDIA

De krappe huizenmarkt ontgaat de Kamer niet, nu nog een oplossing 17

CULTUUR&MEDIA

HEID&NATUUR

u

arkt et, nu

ACHTERPAGINA

CULTUUR&MEDIA

Beeld Sander Soewargana

ACHTERPAGINA

Het kabinet hoopt het woningtekort te verminderen door meer te bouwen. De linkse oppositie wil ook de vrije markt aan banden leggen. Vanavond debatteert de kamer over de woningmarkt.

Jelle Brandsma 19 februari 2020, 13:18

De situatie van de dertigjarige onderwijzeres Emma van Baalen is illustratief voor de woningmarkt. De huizenprijzen zijn in haar woonplaats Amsterdam zo gestegen dat zij geen woning kan kopen, met haar inkomen komt zij niet in aanmerking voor een sociale huurwoning en een huis huren in de particuliere sector is ook onbetaalbaar.

Emma van Baalen woont daarom noodgedwongen bij haar zus.

Voor heel veel starters, ook al hebben zij een behoorlijk inkomen, is wonen onbetaalbaar geworden. Het geldt niet alleen voor de grote steden in de Randstad, maar ook voor de regio’s daarbuiten, en voor andere grote steden zoals Groningen en Maastricht.

Het overgrote deel van de Tweede Kamer ziet het probleem. Onder

Beeld Sander Soewargana anderen onderwijzeres Emma van Baalen was eerder dit jaar te gast

eren ok de

om ​erover te vertellen. Dinsdagavond debatteerde de Kamer over het tekort aan woningen. Er wordt te weinig gebouwd, vindt zowel links als rechts. Het kabinet wil jaarlijks 75.000 huizen erbij. Dat lukte vorig jaar net niet. In een brief gaf minister Stientje van

Now a solution

So the MPs have noticed the he market as well, but a solution o middle long term for the mass i moment. So I say we should loo areas that are already well conn network of the existing city. It’s [anymore] that is the most imp to relocate, it the infrastructure future, the importance about a where it is but where it leads, a

Het kabinet hoopt het woningtekort te verminderen

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Building above the train tracks?

One of the solutions that has gathered a lot of media attention is to build above the train tracks. Cities like London, Paris and New York are doing this for decades. London think they can build over 280 000 dwellings just above the tracks! Due to the lack of space and limited availability of spaces within the metropolitan border.

It sounds tempting to do so in Amsterdam as well. Yet before doing so, is this actually the most valid solution for the housing shortage in Amsterdam at this very moment? Before doing so, there needs to be at least a spatial analysis of how spaces in the city currently function. Not in terms of where can be build and not be build due to legislation. But in terms of best accessible and well connected to the urban fabric.

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10/2018

07/2019

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– 02

Where [to build?]

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Building within the existing borders The need for more housing within the city borders – or call them edges – means to look different at the environments of where to build. There are several places in the city that are easily accessible by train and / or metro but where the use of space is not optimal. Outdated offices and other industrial buildings, abandoned sites, poorly accessible greenery: the fringes and residual areas of Amsterdam, yet quite often well accesible as they contain a train or metro station.

By installing rail infrastructure afterwards, which is customary in The Netherlands, stations often arise outside the urban areas. Resulting in monofunctional traffic areas around sidings, marshalling yards and viaducts, all owned by the Dutch Railways (NS) and just for the sake of their own interests. Development here is certainly complicated, but is it more difficult than reclaiming islands, digging harbor basins or constructing a North-South line? There will come a point when these complex locations come into the picture and urban development and rail infrastructure are overlaid again, which is already common in other metropolises. So where are these environments in the city?

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Densify existing neighbourhoods

Transform Business Parks

Build within green zones

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Layers of the city When combining the green structures and business parks together with the walking distance from train and metro stations – 10 mins for the metro, 15 mins for the train – it shows that quite some edges of the metropolitan region are so well connected to the city centre. Interesting notion is that the business parks on the south-east side are all covered by a well functioning metro network. Whereas on the west side, major residential areas do not take part in this system.

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High potentials By taking existing station areas as a starting point, these are the areas with have the biggest potential to be transformed on the short and middle term. This together sums up a total of 912 hectares. To give a kind of feeling how much this amount of space is, let’s compare it to existing city…

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This is how 912 looks like All these areas together represent 912 hectares of space that are near existing stations and hubs. And that’s excluding the space above the tracks!

THIS IS HOW 912

THIS IS HOW 912 HECTARES LOOKS LIKE

TARES LOOKS LIKE

All these areas together represe

stations and hubs. And th

All these areas together represent 912 hectares of space that are near existin stations and hubs. And that’s excluding the space above the tracks!

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Size

912 HECTARES

Inhabitants

87 310

FSI

1,9

40

1

2

3

Where to start Always start with the site that is already the best one connected in the network.

While these are all areas which could be developed on the short and middle long term, there’s only one that stands out: Duivendrecht. And why’s that?…

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1 SPAARNWOUDE 2 SLOTERDIJK

3 SCHINKE

• •

• •

Surface: 54 ha Character: Busines on the A10. Combi historic commercia new construction.

Surface: 232 ha Character: Nature reserve between

• •

Amsterdam and Haarlem. Rural atmosphere and appearance.

• •

Number of train stations: 1 Number of metro stations: : 0

• • •

TT to Centraal: 8 min TT to Schiphol: 24 min TT to Zuidas: 22 min

Surface: 135 ha Character: Monofunctional office areas. Important train station for access to the north of NoordHolland.

• •

Number of train stations: 1 (IC) Number of metro stations: : 2

• •

Number of train st Number of metro s

• • •

TT to Centraal: 4 min TT to Schiphol: 8 min TT to Zuidas: 12 min

• • •

TT to Centraal: 16 TT to Schiphol: 11 TT to Zuidas: 4 mi

ELBUURT

ss park located

ination of al buildings and

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4 PARK DE MEER/ SCIENCE PARK • •

Surface: 83 ha Character: Sports fields on the west side, campus on the east side. Green appearance, many empty fields.

tations: 0 stations: : 2

• •

Number of train stations: 1 Number of metro stations: : 0

6 min 1 min in

• • •

TT to Centraal: 4 min TT to Schiphol: 8 min TT to Zuidas: 12 min

5 DUIVENDRECHT • •

Surface: 88 ha Character: Green, located between heavy public transport infrastructure.

• •

Number of train stations: 4 (2 IC) Number of metro stations: : 4

• • •

TT to Centraal: 12 min TT to Schiphol: 12 min TT to Zuidas: 6 min

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– 03

How [the site works]

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Global transport versus nature

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National transport versus nature

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Metro versus nature

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Train versus nature

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44

1960

1970

Historical site Assite the historical mapping of the areas shows, every decade new Historical As the historical mapping of thearose areas shows, development around the site. Started with the allotment every decade new development arose around gardens the westside, in 60 years the site has been built all the site. Started with theon allotment gardens on the westside, in 60 years the site has been built around.

With the Duivendrecht station as a sort of left over all around. With the Duivendrecht station as a sort of left over space.

The ‘Utrechtboog’ ‘Utrechtboog’ is space.

The is also relative new. Hasn’t been here also relative new. Hasn’t been here for more foryet.more 20butyears than 20 years Purely than functional it has yet. Purely functional but it has the the potential to serve as a ‘landmark’. potential to serve as a ‘landmark’.

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1980

1990

2000

2010

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Morphology: time and typology As mentioned in the hisotrical analysis, the Duivendrecht station has been ‘packed’ by different urban fabrics. From allotment gardens to business parks and residential to national football stadium. These different developments can be seen in their Morphology: Time and Typology < 180 0 typologyanalysis, and scale. be 180 0 - 1850 As mentioned in the hisotrical the Very different from the fabric that can in ‘packed’ the cityby centre where individual dwellings and1850 smaller - 190 0 Duivendrecht station found has been 190 0 - 1930 street can be found. different urban fabrics.

Fromprofiles allotment gardens to business parks and residential to national football stadium. These different developments can be seen in their typology and scale. Very different from the fabric that can be found in the city centre where individual dwellings and

1930 - 194 5

smaller street profiles can be found.

> 20 0 5

194 5 - 1960 1960 - 1975 1975 - 1985 1985 - 1995 1995 - 20 0 5

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< 180 0 180 0 - 1850 1850 - 190 0 190 0 - 1930 1930 - 194 5 194 5 - 1960 1960 - 1975 1975 - 1985 1985 - 1995 1995 - 20 0 5 > 20 0 5

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Hedgehog European Honey Bee

House Sparrow

Common Nightingale

Wren Rosa Canina Sophora Japonica

Brimstone

Liquidambar styraciflua

Swift

Echinops

Aster

Salix Alba

lonerica Japonica Fox

Red Admiral

Tilia

Ligustrum

Crataegus

Ecology The project site is a major node for green and biodiversity. This Ecology Mainhumans ecology routing is mainly caused by and the train tracks, as non use this The project site is a major node for green biodiversity. network This is main caused by the train to run from the landscape to theNational city and vice versa. ecology routing tracks, as non humans use this network to run There also runs a major ecological network along Zuidoost, yet from the landscape to the city and vice versa.

Potential links There also runs a major ecological network an extra routing that will cross the tracks and the project site, a along Zuidoost, yet an extra routing that will new cross the tracks and ecological the project site, ring a new could emerge from that which will increase ecological ring could emerge from that which the biodiversity and gives the oppertunity to non humans to will increase the biodiversity and gives the move through the area oppertunity to non humans to move through in different ways. the area in different ways.

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ehog

Canina

House Sparrow

Wren

Liquidambar styraciflua

Swift Aster

lonerica Japonica Fox

Ligustrum

aegus

Main ecology routing National ecology routing Potential links

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Parks and recreation In addition to the existing ecology, the designated project area is on the crossing of major ecological routings. On a more local level it would be wise to connect the parks in Zuidoost with other major structures such as the Amstelscheg. Therefore Parks and recreation Main ecology routing Duivendrecht In addition to the existing ecology, theis not only a intersection of infrastructure, but also foristhe noncrossing humans. designated project area on the of Making a new parks structure will make Parks theseOn future routings major ecological routings. a more local more likely. level it would be wise to connect the parks in Zuidoost with other major structures such as the Amstelscheg. Therefore Duivendrecht is not only a intersection of infrastructure, but also for the non humans. Making a new parks structure will make these future routings more likely.

Potential park Potential park

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Main ecology routing Parks Potential park Potential park

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Train and metro: travel time The area is a major node for both train and metro. Where the metro is a single line that runs through Duivendrecht stations, it’s an intersection for the train network. All wind directions can be served from here. While the infrastructure takes a lot of spaces, Train and metro: travel time Train tracks and station it also it well The area is a major node formakes both train and connected in the fabric of the city. Within 12 minutes at Central metro. Where the metro is a single line thatStation and the same time for the airport. runs through Duivendrecht stations, it’s an intersection for the train network. All wind directions can be served from here. While the infrastructure takes a lot of spaces, it also makes it well connected in the fabric of the city.

Within 12 minutes at Central Station and the same time for the airport.

Metro tracks and station Travel time

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Centraal Station

Amstel Zuid

Duivendrecht

Bijlmer–ArenA

Train tracks and station Metro tracks and station Travel time

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Train and metro: walking distance These circles shows all these area that can be reached within 10 – 15 minutes of walking distance from the station. It shows that this ‘stadsdeel’ is already well connected to the city and its surrounding. You can immerdiatly start to build here without the Train and Metro: walking distance Train tracks and station take care These circles shows allneed thesetoarea that canofbenew (public) infrastructure from and to the city.

It’s arguebly even the best connected area in the region. reached within 10 – 15 minutes of walking distance from the station. It shows that this ‘stadsdeel’ is already well connected to the city and its surrounding. You can immerdiatly start to build here without the need to take care of new (public) infrastructure from and to the city.

It’s arguebly even the best connected area in the region.

Metro tracks and station

Accessible within 12 mins walking

67 55

Centraal Station

Amstel Zuid

Duivendrecht

Bijlmer–ArenA

Train tracks and station Metro tracks and station Accessible within 12 mins walking

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Duivendrecht station

ArenAPoort

Pedestrian network The project site lies along the most important route that runs from Zuidoost to the city centre. Where the north south orientation is already well connected, it lacks a proper eastwest routing. Already drawn in this map is a potential new Pedestrian network to the city centre routethe– most dotted pink line – that in one moment Main solvesrouting this issue.

The project site lies along important Fairly easy to city make: bring a new route from the north to the route that runs from Zuidoost to the centre.

Main street network Duivendrecht station and extended this route to ArenAPoort Where the north south orientation is already well connected, it lacks a proper east-west routing. Already drawn in this map is a potential new route – dotted pink line – that in one moment solves this issue. Fairly easy to make: bring a new route from the north to the Duivendrecht station and extended this route to ArenAPoort

Local street network

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Centraal Station

Duivendrecht station

ArenAPoort

Main routing to the city centre Main street network Local street network

UMC

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Car network The area lies next to the main car network of the city. Interesting notion is that there are no major car routes at all running through the area. Which in its turns means that this could already be designed as a ‘car-free’ environment in the future. It Car network Highway won’t cause a conflict The area lies next to the main car network of with the already existing neighbourhoods. the city. Interesting notion is that there are no major car routes at all running through the area. Which in its turns means that this could already be designed as a ‘car-free’ environment in the future. It won’t cause a conflict with the already existing neighbourhoods.

Main city streets Local city street

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Highway Main city streets Local city street

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Bicycle network While there is already a well function bike network in the area, it mostly runs along the project site. With a fairly simple intervention of extending a few existing lines, – dotted blue line – this area can also become a node for he bicycles where cyclists Bicycle network Provincial bicycle switch from the main city network to the provincial bicyclepaths While there is alreadycan a well function bike network in the area, itnetwork. mostly runs along the project site. With a fairly simple intervention of extending a few existing lines, – dotted blue line – this area can also become a node for he bicycles where cyclists can switch from the main city network to the provincial bicycle network.

Main city bicycle paths Potential future links

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Provincial bicycle paths Main city bicycle paths Potential future links

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Profile of the ‘future’ Amsterdammer Since 1995, the ‘Wonen in Amsterdam’ survey has been mapping out living in the city every other year. The study paints a picture of income trends, the development of the housing stock, satisfaction with the home and living environment and the housing and relocation wishes of Amsterdam residents. This data serves as input for the urban plan, typologies and principles.

So to say, the ‘future’ Amsterdammer mainly prefers their own home with its own outdoor space – it can be done in the form of a (roof) garden or (roof) terrace. A spacious garden would be a amazing, but that is difficult in an urban environment in terms of use of space. Nevertheless, a collective garden or semipublic space within a building block would also be a welcome addition. 75% percent in the 25-44 target group want a home with a size between 40 - 100 square meter. That is smaller than the need in rural areas, but still on average greater than the ‘affordable’ segment that can now be found in the city. The future Amsterdammer wants to be able to choose which means of transport to use. Ownership of transport is not a must, but the proximity of sharing an (electric) car, bicycle or light electric vehicle (LEV) is really something that is needed - and at the moment that offer is not available on a large scale... yet.

75 Reason to relocate 63%

41%

35%

34%

Wants to live bigger

Wants to live more beautiful

Lack of outdoor space

Change in household

Prefered typology 58%

47%

40%

26%

22%

Apartment

Maisonette/GFA

Terrace house

Detached house

Semi detached house

Prefered extra space 61%

50%

40%

31%

To have a balcony/roof terrace

To have a garden

Storage space

Parking spot

Prefered size 30%

23%

22%

60–80 m2

80–100 m2

40–60 m2

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– 04

Desirable qualities

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Learning from other cities Since 1995, the ‘Wonen in Amsterdam’ survey has been mapping out living in the city every two years. The study paints a picture of income trends, the development of the housing stock, satisfaction with the home and living environment and the housing and relocation wishes of Amsterdam residents. This data serves as input for the urban plan, typologies and principles.

So to say, the ‘future’ Amsterdammer mainly prefers their own home with its own outdoor space – it can be done in the form of a (roof) garden or (roof) terrace. A spacious garden would be a amazing, but that is difficult in an urban environment in terms of use of space. Nevertheless, a collective garden or semipublic space within a building block would also be a welcome addition. 75% percent in the 25-44 target group want a home with a size between 40 - 100 square meter. That is smaller than the need in rural areas, but still on average greater than the ‘affordable’ segment that can now be found in the city. The future Amsterdammer wants to be able to choose which means of transport to use. Ownership of transport is not a must, but the proximity of sharing an (electric) car, bicycle or light electric vehicle (LEV) is really something that is needed - and at the moment that offer is not available on a large scale... yet.

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Paris: New definition of city and landscape

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Paris: Wonderful new street typologies

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Stockholm: Amenities on crucial spots

86

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Stockholm: Amazing collective (roof)gardens

88

89

Hong Kong: Rethinking the public space on different levels

90

91

Hong Kong: Preaching a healthy lifestyle; large spaces for sports

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De Duivendrechtse Poort

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This neighbourhood is denser and more green than other neighbourhoods in Amsterdam.

Here are multiple public spaces for interaction, focused on different target groups.

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This neighbourhood is a This is going to be the most paradise for the pedestrian, healthy environment in the with different routes on city. A feast for the eye and multiple levels. spaces that encourage to move and excersise!

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Welcome to the Duivendrechtse Poort Here you can have a picnic with your children or celebrate your birthday by barbecuing. And don’t forget the new sports forest, where after a long day at school you can play football with your friends or play tennis with your neighbor. Or do you just want to enjoy the sun and relax, you can always go for a swim on the new jetty at the metro station. Creating a buzz on the central meadows, promenades and squares of this project and more peace and relaxation on the green edges and residential streets.

In the future, we will not only meet at the ground floor, but also at different levels. It will be a paradise for pedestrians, who themselves have the freedom of choice to move through the area. This is possible through the green streets, where you always have the feeling that you are still walking through the landscape. Or at a level, with access to super cool roof gardens and terraces, so that you can experience the area in a completely different way. All this has been designed in a strong shell of wet and green public space. Here you live really healthy as a new Amsterdammer!

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DE DUIVENDRECHTSE POORT SCHAAL 1:10 000 SCALE

COLLECTIEVE TUIN COLLECTIVE GARDEN

BRUG BRIDGE

VOETPAD SIDEWALK

BEBOUWING BUILDING

SKYWALK SKYWALK

FIETSPAD/SHARED SPACE BICYCLE LANE

PARK PARK

SPOOR TRACKS

SPORTVELD SPORTS FIELD

SPORTROUTE URBAN SPORTS TRAIL

BOOM TREE

WATER WATER

GROENE STRATEN GREEN STREETS

TRAP STAIRS

VLONDER BOARDWALK

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A1

A2 A3

A4 A8 A5

A7

A6 B1

B2 B3 B8 B4 B7 B5

B6 B9 B10

B12

B11

B13

C4

B14

C3 C1

C5

C2

C6 C7 C8 C9

Lots The site is divided into 28 lots. Each lot is compromised of several buildings. The design of these blocks is seen as an urban project and is subjects to a public tender. The winning bidder becomes the coordinator of all the buildings in the block, which in turn are the outcome of individual tender contests.

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Morphology De Duivendrechtse Poort is designed as one urban plan, which in turn is compromised of three neighbourhoods. That can be well seen in the morphology where the northern blocks looks more like the something we already know in the city, wheras the southern site is a more contemporary version of it. The central area in the plan more looks like one single development.

100 Bike Pedestrian Car

Hierarchy The main routing in this plan is oriented from north to south, with an extra routes that connects the plan to the adjacent neighbourhood on the other site of the tracks. On a more local level there are continous streets that connect the blocks to the major streets. On the east side of the plan there’s a small road that can be used by car, the rest of the plan is car free.

101 Street Bicycle path Green Water

Public space Development is mostly situated on the west side of the plan, the existing green fields and passages on the east side remain intact.

The streets in the plan have been designed as an extension of the park. Therefore the plan provides passages for non humans to move freely throughout the area.

102 Central square Community square

Spaces Each neighbourhood has its own squares where they have room to meet and interact with friends and neighbours. In the middle of the plan there’s this huge central space where you really have the feeling you’re part of the city but on the other hand also live in a natural environment. All the spaces are along the tracks of the main routing, so you will always pass them by.

103 Street Bicycle path Green Water

Accesibility of spaces In general, all the spaces on the ground floor are public.

Therefore other, informal modes of routing are possible throughout the area. There are some space on level that can be freely accessed, with most of the spaces on the major buildings being more semi. Individual residential buildings have private outdoor spaces.

104 Residential Office Retail Service Institute

Plints Program is mainly oriented on the squares and main routing throughout the plan. It’s an evolved version of the TOD, where development is not only around a nodes but transformed to a strip. Therefore on the east side, plints have been heavily designed amenities, wheras the west side has a more residential kind of feeling.

105 Mobility hub Skywalk

Hubs As this is the first car free neighbourhood of the city, I made sure that the people still have the freedom to choose their mode of transport. A car hub on the west side and a bike hub at the new station building on the east side. These two hubs are connected through an elevated sky walk which makes its very comfortable to switch from modalities.

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ArenAPoort

Nouveau Paris

Silhouette As mentioned earlier, De Duivendrechtse Poort is one urban development that consists of three neighbourhoods. The new silhouette is created in a such a way that it blends in with the existing buildings in the surrounding of the station. With the tallest buildings in the central area and accents on the edges of each neighbourhood. And wheras the Johan Cruyff is out of scale compared to the existing situation, it actually becomes more modest and part of this new development.

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New Hong Kong

Ny Stockholm

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Nouveau Paris High rise on the edges and a more secluded environments within the blocks. Modest streets but here you always have the feeling that you’re living in the landscape. The dominant typology of this neighbourhood is defined as a half open block, with some back houses as well. This makes it really work that you have a lively orientation on both sides.

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Paris Block, Boulogne–Billancourt Urban block with front and back house

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DOORSNEDE SECTION

Always view on the green

Beautiful wide streets

Great semi public garden

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Roof garden everywhere

112 Amazing views on the green Wherever you are in the Duivendrechtse Poort, as a pedestrian you always walk through the landscape and as a resident you always live in the landscape. With more focus on public transport and strengthening the existing landscape qualities, this will also really be the first car- free district in the city. Here you live really healthy as a new Amsterdammer!

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New Hong Kong The most dense environment within the neighbourhood. The base is actually the typical closed urban blocks but there on top, towers have more expression, with shifted slabs that make these amazing outdoor spaces on level possible. And wherever you are in this neighbour, you’re not more than one block away from this new central space that is the heart of this plan.

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Hong Kong Block, Wan Chai Classic half-open urban block

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New Hong Kong: High rise together with a natural environment

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Ny Stockholm This area is for those who prefer something between rural and urban. The typology is actually the classical urban blocks with amazing collective gardens. But also beautiful, proper spaces for gardening on the the roof. To connect it more to the other neighbourhoods, the last floor in the block, the setback, is more expressive and allows other (not urban) typologies to blend in quite well.

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Stockholm Block, Hammarby Sjöstad Classic half-open urban block

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Ny Stockholm: Amazing inner courtyards will blend in with nature

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Prospects for Amsterdam

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Facts and figures for De Duivendrechtse Poort The focus on typology is actually the most valid way of [fast] designing and building. By taking the Amsterdam urban block as starting point and combining them with the higher typologies that have already proved themselves abroad, it is finally a proper answer for the housing shortage both city and country are facing as of 2020.

De Duivendrechtse Poort has a FSI of 4.2, which is twice as high as compared to the historic inner city – FSI of 1.9. This means that this project has the potential to become a city on its own, centered around the node of existing infrastructure. Yet, it is something complety different then what currently is being build in the city.

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32 HA

1 350 000 m2

Built area

4,2

GFA

270 000 m2

FSI

9750

Amenities

174

Dwellings/HA

Dwellings (90 m2 GFA)

15 600

Inhabitants

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City within the city Imagine if only half of the 912 hectares could be redeveloped for housing or mixed use environment, it makes it possible to house more than 220 000 people. That’s the same amount of people that is living in Almere – and all realised within the current urban fabric. With more room for the housing experiment, different kind of densities and new typologies. All centred around existing nodes in the city network.

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456 HA

19 237 500 m2

Built area

4,2

GFA

3 847 500 m2

FSI

138 937

Amenities

174

Dwellings/HA

Dwellings (90 m2 GFA)

222 300

Inhabitants

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Turn density into a desire...and make it desirable Density is not only about numbers anymore, it’s actually the most sustainable way of living for the future. It’s a change that’s unlikely to fade away, so make this density desirable from the beginning of every project. This project shows that nature and landscape go well in hand with the lack of space. Showing these qualities from the start already helps to convince people to do it!

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Make a generic framework with room for tailor made solutions This plan shows that a generic framework of wet and green spaces makes it possible to offer different typologies within the same area. Compare it with the design of cars. Most car builders share platforms, while that doesn’t mean that every car has to look the same: there’s always room for individual expression.

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Rethink sustainability on all levels Sustainability is not only about the physical environment but also on how to perceive spaces and choosing different modes of transport based on where to go to. If we want to reach our sustainability goals for the near future, we should design places where you don’t need a car at all. Because the best alternative to the car is being to travel without the need of a car!

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Inspiring public spaces contribute to health benefits en experience Density is also about the spaces we deliberately choose not to build. That’s makes it possible for nature to flourish and also to program more for the free in the public spaces, such as a nice sporting route or football fields that can be used by the youth.

That one of the key qualities that can be found in a city like Hong Kong. It’s such a dense and high rise city but wherever you are in the city, within 10 mins you can be in a landscape where no tower would be visible. This change of scenery is so valueble for our future developments!

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Thank you very much for your additional expertise and support during this graduation project Markus Appenzeller Jason Hilgefort Jana van Hummel Arjan Klok Kim Krijger Miguel Loos Hans van der Made Sander Maurits Andreas Mulder Kinke Nijland Maike van Stiphout Arjan Snellenberg Jan Tatoušek SVP Architectuur en Stedenbouw R&D: Team Zuidoostflank