Overhauling Urbanity: A Spatial Strategy for 250000 new dwellings in the Rotterdam-The Hague Region

Urban Region Networks:The quarter million question.

How can building a quarter million homes push forward the sustainable network city region?

COLOPHON

European Post - Master in Urbanism Strategies and design for cities and territories EMU fall semester 2016 TU Delft Urban Region Networks.

European Higher Education Consortium in Urbanism Faculty of Architecture, Department of Urbanism Delft University of Technology Julianalaan 134 The Netherlands Studio Participants: Antoine Canazzi Zhouyiqi Chen JĂşlia Daibert Maricruz Gazel Monika Novkovikj Jean Baptiste Peter Florencia RodrĂ­guez Vladimir Tapia Rajat Uchil Julio Vaitsman Cristina Wong Course director: Prof. Vincent Nadin Studio Instructors: Ass.Prof. dr. Roberto Rocco (R.C.Rocco@tudelft.nl) DI Alexander Wandl (A.Wandl@tudelft.nl) Websites: www.emu.tudelft.nl / www.emurbanism.eu / www.emurbanism.weblog.tudelft.nl Photo front page: EMU 2016 students This studio is part of the European Postgraduate Master EMU TU Delft. The design studio is complemented by compulsory courses in methodology, technology and theory concerned with urban networks and their societal and economic implications.

INTRODUCTION Page 08-11

OVREHAULING URBANITY Page 12-65

(RE)DEFINING THE EDGE Not available

WEAK LINKS Not available

ANNEX Page 66-78

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European Postgraduate Master in Urbanism � Urban Region Networks � TU Delft 2016

PREFACE

The EMU fall semester 2016 was focused on the creation of a spatial strategy for the Metropolitan Region Rotterdam-The Hague (MRDH) with the main task of allocating 250 000 new dwellings. The strategy was to be developed around the triangle of sustainability: environmental, social and economic aspects should be taken into consideration to be able to ensure a prosperous and healthy environment for all.

there has been an increase in the demand for new housing stock. In this way, the MRDH is in demand for new housing developments that would meet the future projections for this region.

About 250 000 new dwellings are expected to be needed in 2040 due to the emergence of new types of households and prosperity.

As could be expected a growth of this magnitude is bound to come with major impacts specially when it comes to the environment. The aim The MRDH has 2.2 million inhabitants and is then to analyze the region through different 23 Municipalities, and is part of the larger theories and practices in order to propose a polycentric network of the Randstad. In the cohesive spatial strategy that will take into regional scale MRDH is primarily organized consideration both the sustainability and around one predominant connective corridor governance of the region. To do so the semester that links the main cities of Rotterdam-The was divided into two components. In the first Hague and further connects them with the quarter the region was analyzed through the larger polycentric system. It includes one of the governance perspective and a vision was world’s biggest ports located in Rotterdam, a created for each of the stakeholder groups. large diplomatic hub in The Hague and a highly While during the second quarter, the students sophisticated agricultural industry. The region were divided into three groups; each of them is currently undergoing transformation and would create their own strategy for the MRDH. even though population growth is not dramatic

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European Postgraduate Master in Urbanism � Urban Region Networks � TU Delft 2016

INTRODUCTION

Public Sector

Private Sector Civil Society

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In the first quarter, the assignment was focused on the triangle of governance which was tackled through the tree different perspectives: civil society, private sector and public sector.

The aim of this exercise was to get a better understanding of each sector’s priorities and point of view, and the challenges that arise when these perspectives need to work together in order to agree on a cohesive strategy. At the end of the quarter each sector devised it’s priorities and presented through their analytical understanding of the region a vision for the MRDH.

appointed to construction. But can also entail transnational companies or small retail shops that have interest and means of involvement in search of benefit from the development of a region; since, it alters land values, attracts new costumers, has logistics implications among others. This sector puts pressure on the public sector, but also through incentives and diverse forms of economic modes can help finance key projects.

Civil society is the “third sector” of society, along with public sector (government) and private It is important to mention that each major sector (business). Civil society is comprised by stakeholder group plays an important role in individuals and non-governmental organizations strategic planning and the further realization and institutions that manifest interests and will of such strategy; through different means of of the citizens. The governances in every scale financing or involvement. In this matter the public of urban planning should include the interests sector is comprised of organizations owned of civil society in terms of quality of life and the and operated by the government and consists well-being of citizens. The role of civil society is of national, regional and local governments, essential with participatory events and bottom their agencies and their chartered bodies. This up initiatives, so every urban plan becomes a part of the economy provides basic goods and project for the vast majority of the people and services for its citizens that cannot be provided not for minority groups of society. Civil Society by other sectors. These kinds of public goods is represented by many formal organizations and services are considered ‘non-payer’ since and stakeholders like non-governmental they should be equally accessible, regardless organizations (NGOs), neighborhoods of citizens’ ability to pay. associations, housing associations, individual The private sector is on the other hand any social and environmental activists, among lucrative company or association that has others. interest in the development of the urban form.

This would include from developing companies that are directly affected by the projects

European Postgraduate Master in Urbanism � Urban Region Networks � TU Delft 2016

PUBLIC SECTOR

What is a livable environment? What is a spatial segregation? What is a social segregation? What is mobility, connectivity and permeability? How are those notions interlinked?

The public sector’s interest is to shape their development frameworks, among other things, upon environmental protection, social and spatial integration and connectivity and mobility within the polycentric region in order to provide solutions to challenges that the new developments raise.

terms of environmental connectivity and quality, and economic development for non-urban activities.

The questions that arise from the problems stated emphasize a need for definition and precision in the terms used. What is a livable environment? What is a spatial segregation?

The new urban development’s risk to raise socio- What is a social segregation? What is mobility, spatial segregation due to uneven distribution connectivity and permeability? How are those and access to public goods, especially mobility, notions interlinked? and contribute to the exclusion of vulnerable As public sector, we envision a new housing population. Moreover, the strong competition development that propels an urban and for space might end up with two potential ecological connectivity, social justice and problems: first, over-densification of urbanized economic growth, in order to accomplish equal areas, and second, an extensive urbanization access to public good and livable environment. that would weaken the fragile equilibrium in

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PRIVATE SECTOR

How to improve the region’s economic competitiveness in the local, regional and global market; assuring a sustainable, productive and inclusive environment for all?

As the private sector the main focus is producing profit and developing the economic growth of the region. Currently this sector represents 20.9% of the country’s GDP and consists of four main sub-sectors: services, industries, housing developers and the green port. Although the area produces a lot of wealth, the region still needs to take advantage of its opportunities of growth since the urban centers are not yet truly working as an economic network. This is due to the fact that each urban center is involved in a different area of the economy and do not regard the others as natural partners (OECD, 2016).

The short distances among cities increase and support the necessity of commuting. As a result, there is an increase in long commuting, which might reduce productivity. South Holland presents a shortage in the creation of new jobs evident by its 9.1% of unemployment (OECD, 2016). Furthermore, there is housing deficit, a result of the housing market crash, that is recuperating since 2013 (Ministry of the Interior and Kingdom Relations, 2014).

economic competitiveness in the local, regional and global market; assuring a sustainable, productive and inclusive environment for all?

The most challenging factors found in the MRDH are the transition to knowledge economy, reducing commute, address the housing shortage, and efficient use of natural resources; which later became to the organizing structure of the regional analysis.

As a result of this regional analysis the private sector envisions the MRDH as a fine-tuned innovative metropolis: taking advantage of the knowledge industry to position the region in the global market through mutual cooperation between research centers and, public and private sectors as well as with civil society. In order to be able to attract an heterogeneous work force, new investments are required.

Therefore, the reactivation of the housing market will prove profitable.

With the understanding of this problematic the main research question addressing the private sector’s interests is: How to improve the region’s

European Postgraduate Master in Urbanism � Urban Region Networks � TU Delft 2016

CIVIL SOCIETY

How can urban development enhance the well-being of all inhabitants in the MRDH while maintaining the identity of the region?

It is a major interest for civil society to influence future development planning for the metropolitan region Rotterdam – The Hague (MRDH). From the understanding that this development will affects directly to citizens, there are issues that need to be address urgently which are the result of regional strategies and policies implemented in urban territories. In order to understand these regional issues, first we have to understand the spatial facts and characteristics of the MRDH. It is located within a rich environment characterized by rivers, dunes, fields, a historical polder landscape, and the delta. At the same time, the Green Port and the Rotterdam Port are internationally renowned engines of economic growth. Due to the industrial history of the region and a tolerant society, it has a very diverse population and a strong identity.

However, the communities are not taking full benefits of the natural environment. Water, air, and soil pollution lead to the degradation of natural resources and biodiversity as a result of the extension of the cities. Moreover, the area is exposed to the effects of climate change and is under threat from costal erosion. At the same time, there are social inequalities that need to be addressed. Unemployment rate in the region is

higher than the average for the country (OECD 2016). Due to this lack of job opportunities, affordable housing developments and local economic growth are the key priorities for the region. In addition, gentrification of low income neighborhoods forces residents to relocate in peripheral areas with low accessibility to public goods. As a result of these environmental, economic and social issues, well-being of the inhabitants and the identity of the region are being threatened.

The main research question, derived from the problem statement as it follows: How can urban development enhance the well-being of all inhabitants in the MRDH while maintaining the identity of the region?

In this case, it is the Civil Society’s vision that by 2040, the inhabitants of the MRDH will fully enjoy the benefits of a healthy environment.

Future urban development will be inclusive and provide affordable housing. In addition, economic activity will contribute to the creation of balanced job opportunities. Equal access to public goods will guarantee the well-being of the society as a whole. .

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European Postgraduate Master in Urbanism � Urban Region Networks � TU Delft 2016

OVERHAULING URBANITY

Maricruz Gazel

Monika Novkovikj Vladimir Tapia Rajat Uchil

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MRDH AND ITS CONDITION

Being part of the larger regional polycentric network of the Randstad, the Metropolitan region of Rotterdam and Den-Haag (MRDH) has been rapidly expanding and leading to urban sprawl. Although there is more urban sprawl in the Netherlands compared to other European countries, it is yet a carefully planned one (UN-Habitat 2015). The MRDH has a vast reliance on mobility systems such as the railway network complemented by a grid of regional highways and bicycle paths. Although there is a good connective network the region is yet economically not performing as a single Functional Urban Area (FUA) (OECD 2016).

Apart from this the pressure of urban expansion has led to loss of green spaces. Within a mere span of three decades the quality, as well as quantity of the ecological ecosystem has diminished, complemented by levels of air pollution greater than the WHO standards (OverHolland 10/11).

In addition,we can infer from the Leefbaarometer 2.0 (Koninkrijksrelaties n.d.) that a poor quality of life, defined by the quality of the physical environment, availability of services, and housing, pushes inhabitants with higher economic means to the peripheral areas of urban centres and contributes to higher commuting patterns, primarily a vast reliance on personal mobility. Although these are challenges, they are also opportunities to shift the outlook from ‘urban expansion’ to ‘densification’ within city limits.

European Postgraduate Master in Urbanism � Urban Region Networks � TU Delft 2016

Train Line Metro Line

Very Insufficient Largely Insufficient Insufficient Weak Enough Ample Very Good Excellent

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The Hague Commute

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2010 1980 1950

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01| Mobility Infrastrucure 02| Quality of Life 03| Commuting Patterns 04| Functional Urban Area 05| Loss of Urban Green

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Data Source: BAG 2012, BUURT2014, leefbaarometer 2.0, Google Maps, 9292.ov.nl, Provided by Technology Course AR9320, OECD 2016, OverHolland 10/11

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THEORETICAL FRAMEWORK

European Postgraduate Master in Urbanism � Urban Region Networks � TU Delft 2016

From the latter half of the twentieth century the paradigm of urban compaction became prevalent. The two dominant motives for this are climate change and loss of green countryside to urban issues (Jenks, Burton and Williams 2005).

The concept of ‘compaction’ arises through processes that intensify development, provide high density and mixed use growth within the boundaries of existing urban areas and avoids development beyond city peripheries. The logic behind urban compaction is that stricter urban containment facilitates shorter journeys; and inducing greater supply and use of public transport will reduce the need to travel, which is the fastest and least controlled contributor to global warming. Additionally, urban containment might deliver environmental benefits such as reduction in loss of open natural land and protection of valuable habitats. Urban containment, incentivises cycling and walking thus ensuring better health for majority of the population. Higher densities make the provision of amenities and facilities economically viable, enhancing social sustainability.(Ibid.) Apart from this, it aids the agglomeration of economies related to production, distribution and use of knowledge and information. This is because the success of enterprises is directly proportional to the gathering and utilizing of knowledge.

Thus, the outcome is a network society where enhanced engagement with knowledge and learning-intensive services improves the socioeconomic situation. To summarise the benefits

of compaction and densification include reduced energy consumption, better public transportation services, increased overall accessibility, re-use infrastructure and previous developed land, rejuvenation of existing urban areas and urban vitality, a higher quality of life, preservation of green spaces and establish a setting for greater entrepreneurial activities (Ibid.).

In order to make compact neighborhoods attractive for citizens, urban renewal is inevitable, where several actors and aspects must be engaged in numerous activities to be carried out through various scales, strategies and methods. The aim is sustainable functioning of urban areas on physical, social, economic and ecological level, where internal vitality and flexibility to adjust to changing circumstances is to be ensured.

As cited before, as the Netherlands is a ‘planned sprawl’, we advocate the concept of ‘Overhauling Urbanity’: an examination of the existing urban form to acknowledge its strengths and deficiencies and act accordingly.

In this way growth and densification could be directed in the desired path by taking advantage of the existing infrastructure and context.

The concept prioritizes catalysts and small endeavours, intervening in a precisely targeted way, to stimulate growth and change within urban limits in order to ensure intensification and densification.

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DEFINING URBAN LIMITS The first crucial step to ensure that the strategy would lead to densification within the existing fabric and not lead to further expansion was to define the ‘urban limits’. For this, the study referred to the map on ‘population core’ provided by Statistics Bureau (CBS) that is based on the approach developed by United Nations. These ‘population cores’ are morphologically contiguous areas with groups of buildings having a recognizable street pattern and predominantly inhabited by people (Bevolkingskernen in Nederland, 2011).

either strengths or weaknesses, based on the parameters of quality of life, population density - income per capita, regional accessibility, concentration of knowledge economies and Open Space Ratio (OSR). Apart from these, site visits and interviews with local residents revealed further attributes of the defined areas.

Further, the methodology involved dividing these population cores into neighbourhoods (Buurt) to identify prominent characteristics,

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REGIONAL ANALYSIS In order to address the “Quarter Million Question: How can building a quarter million homes push forward the sustainable network city region?”, analyses were conducted to conclude on strategic areas of intervention for sustainable densification. Tools such as GIS and Spacesyntax were used with aim to understand vulnerable areas with potentialities, strengths and weaknesses within the region. These tools were complemented by site visits and intense team discussions in order to narrow down the field and areas of research and to define the regional qualities that are to be addressed.

The parameters used for the regional analysis helped in determining of the objectives that are further elaborated.

Research was primarily conducted to discover the social composition of the region, based on the income and density of population and to highlight areas that lie on the two extreme ends of the classification. Population densities and income data were mapped to detect areas for intervention. Further, OSR analyses were applied to spot potentials for densification. When combined with the low OSR values, the density/ income analyses implied possible presence of social issues, dominance of mono-functional programme and thus attention towards the streets as public domain with prospects for human activity in -high population density/low income- cases. In contrast, when high OSR values were intertwined with -low population density/high income- results, areas appeared which might be suitable for adding public space interventions.

Further analysis was carried out, based on the Leefbaarometer 2.0(Koninkrijksrelaties n.d.), in which the ‘quality of life’ index was taken as a relevant comprehensive parameter with regards to the five assessment dimensions: housing, residents, services, safety and physical environment. The areas which scored below

European Postgraduate Master in Urbanism � Urban Region Networks � TU Delft 2016

Moreover, identification of neighbourhoods with poor regional accessibility by public transport was studied. For this, a buffer radius was applied around the stations of the metro and train networks. Then, a comparative analysis on the various modes of transport was carried out between key nodes within Den Haag, Rotterdam, Oostvoorne and H. van Holland, to determine the frequencies and strengths of connectivity between these locations (Annex C). When cross-referenced, the aforementioned analyses gave indicators on the possible improvements of particular weak links between different scales. Public transportation and good connectivity is vital for inhabitants with lower economic means.

Lastly, the areas with maximum agglomerations of institutions revolving around the knowledge economy were identified. Areas that contain two or more relevant institutional typologies within ‘buurts’ limits were prioritized. It was assumed that these areas poses sufficient starting capital to further develop into local job-generating hubs. Moreover, attractive conditions could be created for densification for inhabitants around these major nodes of economic momentum.

One such area is the former Rotterdam Port where shifting of the port creates fruitful ground for conversion of brownfield land into a vibrant multifunctional setting. Residential programme, interlaced with knowledge based research/production nodes which will enhance job opportunities, and become a connector between Rotterdam’s center and the greenblue network.

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Train Line Metro Line Train Buffer Metro Buffer

the national average were focal in the phased approach of ameliorating the deficiencies so that densification could be enabled. Along this, site visits added on to: reveal qualities of connectivity and mobility, accessibility to green/ blue networks, social composition, residents’ impressions, vibrancy and issues of governance and transformations.

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ResearchManufacturing Hub EducationManufacturing Hub Education-ResearchManufacturing Hub

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01| Density Income Bivariate 02| OSR 03| Quality of LIfe 04| Site Visits 05| Connectivity and Accessibility 06| Knowledge Economyt 07| Port Development 0

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Data Source: BAG 2012, BUURT2014, leefbaarometer 2.0, Google Maps, 9292.ov.nl, Provided by Technology Course AR9320, OECD

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REGIONAL INFERENCES By overlapping the individual layers of analysis, and by the process of selection and omission, the information was distilled to select areas with richer, complex characteristics. Each selected area was evaluated according to qualities. Thus, the dominant characteristics of collective neighbourhoods within the urban limits became evident. For example, we can infer on the regional level that the dominant of neighbourhoods in Delft are: high quality of life, good regional accessibility and high agglomeration of knowledge sectors, but low OSR and primarily low-income inhabitants, low density. This further helped in classification for particular issues to be addressed.

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CLASSIFICATION • Poor connectivity: areas with poor

• Social Climb: areas with predominantly low

regional connectivity, with possibility of further

income neighbourhoods, but a good quality of life

development and integration into the knowledge

and high-density. There is possibility to enhance

economy, and enhanced job accessibility.

better job accessibility.

• Knowledge Sector Agglomeration: areas

• Access to Jobs: areas characterised by low

with good regional connection, with potential for

job opportunities but high quality of life. There is

enhancing existing innovation and knowledge

possibility to enhance job accessibility.

structure with high opportunities for densification.

• Brownfield development: Rotterdam Port • Social Interventions: areas with high density,

area, a potential brownfield area of development

but are poor in the quality of life index, and have

for future densification, further contributes

predominantly low-income neighbourhoods.

to strengthen ing of the knowledge and

These areas need local, bottom-up initiatives

creative economies.

accompanied by revitalization of public spaces

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and key trigger projects to enhance integration

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into the larger regional fabric.

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VISION

By concentrating strategic actions and building a quarter million homes within the existing urban tissue, MRDH will promote sustainable urban development to ensure higher quality of life, maintain and protect green/ blue network and promote an integrated productive economy.

European Postgraduate Master in Urbanism ďż˝ Urban Region Networks ďż˝ TU Delft 2016

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REGIONAL STRATEGY The main aim of the regional strategy is to exploit the potentials of individual areas for densification and intensification. Thus, ameliorating its deficiencies. By promoting better regional integration, moving towards a single FUA. In order to do so poorly accessible areas are integrated into the regional mobility system, enhancing opportunities for further agglomeration of knowledge and innovation centres, better job accessibility and affordable mobility. Furthermore, the shifting of the port frees up land within the existing urban tissue for alternative functions: brownfield development.

Proposed HOV Existing Train Existing Metro Proposed Metro New Ferry Connection Knowledge Hub Agricultural-Research Hub Soft-Network* Hard-Network** Proposed Logistic Hub Logistic Hub Network Densification Strategy

*Soft Network: Refers to the indirect connections between two or more parts of a network. **Hard Network: Refers to any infrastructure built that directly interconnects and relates local bussinesses to the region 0

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Proposed HOV Existing Train Existing Metro Proposed Metro New Ferry Connection

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Regional Mobility Strategy In order to achieve the vision, affordable and reliable regional accessibility via public transportation is a must. The strategy aims at creating an integrated network by linking the areas of strategic interventions. A new East-West HOV line is proposed. The link would enable better integration between the Greenports and Delft (a technical hub). The idea is to promote agglomeration of agricultural and horticultural knowledge centres along the corridor. Apart from this, a metro route linking Den Haag and Brielle, crossing the river through the government proposed tunnel would further incorporate the western urban areas into the regional network. Thus, enabling development around the newly created transport nodes.

North-South ferry connections across the Maas river would facilitate phase wise development of the southern port area, which later would be reenforced by an east-west metro corridor.

Finally a new HOV line between Brielle and Spijkenisse would aid the link of these cities into the regional mobility network.

The development of such mobility network would require further phase-wise planning and detailing to be decided by engaging stakeholders from public and private sector.

Crucial stakeholders required for this would be the local municipalities, Rotterdam Port Authority and public transportation service providers.

Data Source: BAG 2012-BUURT 2014-Google Maps9292.ov.nl

European Postgraduate Master in Urbanism ďż˝ Urban Region Networks ďż˝ TU Delft 2016

Knowledge Hub Agricultural-Research Hub Soft-Network Direct Hard-Network

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Regional Knowledge Network MRDH 2040 will be an integrated and productive economy. The strategy emphasises on facilitating agglomeration of companies, industries, creative hubs, innovation hubs, research facilities; all with the aim to strengthen the knowledge economy and allow for knowledge spillovers to occur. The promotion of new regional nodes, complemented by strategies for densification and the development of policies to incentivise agglomeration of knowledge and creative sectors, will give impetus to an integrated and productive economic region.

This strategy is also to be supported with a robust ICT network.

Data Source: BAG 2012-BUURT 2014

The strategy will require co-operation between key stakeholders as research institutes, start-ups, companies, tech-companies, municipalities. Apart from this, co-operation from the national government with respect to economic incentives will be required.

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Proposed Logistic Hub Logistic Hub Network

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New Logistic Hubs The relocation of Rotterdam port will require the shift of existing and the creation of new logistic hubs in proximity to the port area. In this sense the strategy looks at Brielle and Oostvoorne to be advocated as new logistic hubs. In turn, this will increase job opportunities and further contribute to the economic output of the region.

Data Source: BAG 2012-BUURT 2014

European Postgraduate Master in Urbanism ďż˝ Urban Region Networks ďż˝ TU Delft 2016

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Densification

City Area

The methodology for densification entailed the identification of the areas with an average high OSR and low density, thus having higher potential for densification.

Once the intended areas are determined they are further analyzed to recognize the neighborhood Neighbourhood composition and select those buurts whose Composition uses are compatible with residential purposes.

The specific density, OSR and social Selected composition of each individual neighborhood is Neighbourhood examined to further understand its potential.

As a result, a new density for the neighborhood Proposed is proposed, one that is specific to the Density characteristics and potentials of each.

Added By subtracting the existing density from the Density proposed one the added density is isolated.

The number of habitants it corresponds to is calculated and then divided by the average household composition of the neighborhood to obtain the corresponding additional housing.

Data Source: BAG 2012-BUURT 2014

Housing Calculation

Finally, it is important to remark that in certain exceptional places this additive methodology was inadequate due to the social issues presented, as well as low OSR with high density composition. In this case, a subtraction strategy

was determined in which the subtracted density was allocated to neighboring areas to maintain the general composition of the area while enhancing the public space.

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Densification Example-Delft

City Area

Neighbourhood Composition

Mix Use Densification Densification Social Issues Densification Existing New Development

European Postgraduate Master in Urbanism ďż˝ Urban Region Networks ďż˝ TU Delft 2016

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Juniusbuurt

Existing Density: 3627inha/km2 Proposed Density: 12000inha/km2 Housing: 446 units

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Bedrijventerrein Altena & Wateringseweg

Existing Density: 0inha/km2 Proposed Density: 9000inha/km2 Housing: 1380 units

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The methodology for densification previously explained is applied to Delft as an illustration.

Similarly, the procedure was applied to the areas of intervention. The calculation process for rest of the areas is futher detailed in Annex B. Data Source: BAG 2012-BUURT 2014

Het Rode Dorp

Existing Density: 8868inha/km2 Proposed Density: 12000inha/km2 Housing: 114 units 21

Bedrijventerrein Delftech

Existing Density: 0inha/km2 Proposed Density: 6000inha/km2 Housing: 368 units

Delft New Housing 8371units

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REGIONAL HOUSING CAPACITY From the methodology of densification applied to individual urban limits it can be concluded that the existing urban tissue will be able to provide more than a quarter million houses.

Data Source: BAG 2012-BUURT 2014

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ZOOM-IN AREAS 1

• Delft -Knowledge Sector Agglomeration

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• Naaldvijk -Poor connectivity

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• Rotterdam Port -Brownfield development

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• Rotterdam South -Social Interventions Data Source: BAG 2012-BUURT 2014

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ZOOM-IN LOCAL STRATEGIES To determine specific strategic interventions for the various typologies analysed through the analytical framework, a conceptual framework is created for the four chosen representative areas of intervention.

Green/blue capitalization The action of capitalizing green/blue urban features implies revitalizing of the relationship between water surfaces, green areas and the urban fabric, weather it is built or yet to be developed. Becoming conscious of the value that vicinity of blue/green provides, can enhance upgrading of the intermediate public space and offer qualitative transition between the buildings of various uses and the water edge.

Activation of public space The incentive to activate the public space comes from the condition of public space deficiency in the detected areas of high density and predominantly mono-functional programme. To combat social issues in areas of this profile and contribute to general betterment, commercial programme, bottom-up initiatives, co-creative workshops and local small businesses could be proposed in the built fabric around vital street networks.

Key projects The ‘key project’ strategic approach is intended for areas in an urgent necessity of urban renewal and social regeneration. Furthermore, unattractive areas, such as brownfields, former industrial sites and areas associated with poor safety could incorporate ‘key projects’ as a trigger to urban revival. By bringing major social programme to the core interest in people, secondary programmes might appear and incentivize development.

European Postgraduate Master in Urbanism � Urban Region Networks � TU Delft 2016

01| Rotterdem City Centre Dock 21 Development

02| Cruquiuseiland Amsterdam

03| Urbanplanen Copenhagen

04| Solvangkvarteret Urban Renewal Copenhagen

05| 4 Sports Scenarios Medellin

06| Muziekgebouw Amsterdam

This ensemble of hotel, commercial spaces and apartments is located in a strategic area of Rotterdam which links the center with the river Mass. This area of urban regeneration is accompanied by dynamic transformation model which establishes special relationship with the water of the old harbor.

A formerly vulnerable area was transformed into desirable residential area in Copenhagen. Change was introduced from an isolated part of the city to become a highly integrated area with a safe and urban environment via housing with various forms of ownership.

This chain of key projects in Medellin generated a whole different flow in this area. Each of them providing a particular and inevitable programme is to increase the quality of life of the citizens, bring them together despite their social background and symbolize a bridge for better communication and understanding between people.

Transforming this industrial area into a mixed urban neigbhourhood for living and working opens the residential sequences towards the waterfront, crossed with green public spaces, allowing for a pleasant living environment.

An urban renewal project, it is to revive the rundown community center, replacing demolished fabric with housing for students and families. The aim is more socially robust solution for an area comprising big challenges and qualities.

The Muziekgebouw is on a strategic location, of a formerly worn down area which was in a cry for renewal and reactivation. With this key project new house for music was open and with its 24/7 lifecycle, the building is constant generator of flow and movement of people. This contributed to aggregation of other attractive programmes in the area.

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ZOOM-IN LOCAL STRATEGIES

Mixed-use densification Areas currently undergoing a transitional phase, where the programme is going through transformations due to changing industrial/ economic/manufacturing/logistic trends. With mixed-use densification these areas would avoid being condemned to monotony while decline of social quality would be mitigated.

By introducing public spaces, creatives, retail, sports facilities and other uses, an opportunity for cross-interaction and various benefits among them would be provided.

Key project at transport nodes and mixed The strategy of installing key projects at use transport nodes is conceived as a result of the observation of the gradual development of areas surrounding regionally important train stations, in which several modes of public transport merge, are development catalysts.

To avoid the danger of limiting these areas to mono-functionality it is important to plan ahead on how they can retain the social vibrancy and add up to diversity and quality of life.

Participatory urban upgradation. Most of the socially vulnerable areas that need spatial rejuvenation represent a complex system of temporary and permanent agents.

Inhabitants, as active components of the urban milieu are highly aware of the processes that take place and comprehend the areas through multiple levels. Thus, include them in the planning and design process through governance systems encouraging active participation would help in urban upgradation.

European Postgraduate Master in Urbanism ďż˝ Urban Region Networks ďż˝ TU Delft 2016

07| Puerto Madero Industrial Revitalization

08| Puerto Madero Water Front Development

09| Amsterdam Zuid Station Current Development

10| Amsterdam Zuid Proposed Design

11| San Francisco Mission District

12| San Francisco Mission District

Puerto Madero was a thriving port, now abandoned and in need of regeneration. It thus became a sleek riverfront neighborhood with variety of public social programmes, private apartments, office

The Amsterdam Zuid station is an ongoing project which is the base for improvement of the transportation network around Zuidas and Amsterdam. The station’s renewal consists of a compact transport

Historically marketplaces have been hubs of city life – places where people naturally gathered and met. Mercado Plaza is the result of a community vision to transform a derelict, dangerous street in the

spaces and leisure activities. All of this accompanied with the world class riverfront ecological reserve bring to a perpetually generated sustainability and attractiveness.

terminal where all modes of transport meet and new space of comfort is opened. Around it a prospective CBD is already developing which is to aggregate plenty of other functions.

Mission District into a beautiful, safe and much needed public space for activities that support family health, promote small businesses and bring diverse communities together.

43

DELFT ANALYSIS Lack of Connectivity Potential for integration Existing Regional Connectivity Water front Potentials

Conclusion

Existing Public Transport Potential Proposed Regional Node Lack of Quality Public Space Low Density High OSR Industrial Transformation Low Density and Good Access to Blue Green Knowledge Agglomerations Existing Green Intervention Areas

0

1

N

1.5 2 km

01|

02|

04|

Income

Residential Retail Public Cultural Business Park Sports RecreationWater

03|

Density

05|

Very Insuffiecient High OSR

Weak

Low OSR

Excellent

06|

Low Knowledge Hubs Manufacturing (M) Research (R) R+M Education (E) E+M E+M+R

01| Local Integration

04| OSR

Data Source: BAG 2012-BUURT

02| Land Use

05| Quality of LIfe

2014-Leefbaarometer

03| Density Income Bivariate

06| Knowledge Centers

2.0-Akkeleis Van Nes-Provided

by Technology Course AR9320MutatiereeksBBG1996-2012

European Postgraduate Master in Urbanism � Urban Region Networks � TU Delft 2016

DELFT STRATEGY Existing Metro Proposed Metro Existing Station Proposed Station Ferry Connection Green Spaces Public Space Activation Mix use densification Transformation Areas Existing Landmarks

0

1

Phase 1

N

1.5 2 km

Delft has sound regional connectivity, supported by the train network and highway system. The city accommodates pre-existing agglomeration from the knowledge sector, with a concentration of innovation centres, tech hubs, Bio-tech Park and TU Delft, among others. Based on the GIS analysis carried out within the urban limits of Delft and the supporting Space Syntax analysis of local and global integration, specific areas for strategic intervention were further determined. The areas for intervention have good accessibility to green/blue networks and high OSR. The city provides sound quality of life and thus has potential for further densification.

Phase 1

By Taking advantage of the existing canal passing through the heart of Delft and its slowly transforming industrial front, the first phase of the strategy will be to enable the integration of the eastern and western sections of the canal.

That could be conducted by activation of the public space, based on areas highlighted by high local integration, and a key project - situating innovation hubs along the public space. This will enable knowledge spillover, promoting further development along the canal’s front.

45

Existing Metro Proposed Metro Existing Station Proposed Station Ferry Connection Green Spaces Public Space Activation Mix use densification Transformation Areas Existing Landmarks

0

1

1.5 2 km

Phase 2 The activation of public space at the canal’s front would catalyse mixed-use developments and transformation of the spaces in vicinity of the canal. The second phase primarily envisions the activation of a powerful public space in east-west direction across the canal, and subtle mixed-use developments along its edge.

European Postgraduate Master in Urbanism � Urban Region Networks � TU Delft 2016

Fase 2

N

Existing Metro Proposed Metro Existing Station Proposed Station Ferry Connection Green Spaces Public Space Activation Mix use densification Transformation Areas Existing Landmarks

0

1

Final Phase

N

1.5 2 km

Key Stakeholders:

Final Phase

Tu Delft, Innovation Companies, Student Associations, Municipality Delft, Housing Associations, Housing Developers, Community NGO’s.

The final phase envisions a stronger east-west and a north-south activation of interconnected public space, linking the canal front to the historic core of the city. In addition, the southern areas with good accessibility by public transport (tram) would act as nodes for densification, integrating the proposed housing with the TU Delft campus. The strategy would require bottom-up initiatives, delivered through local NGO’s and the municipality of Delft, in order to generate vibrancy around the green parks in the neighbourhoods on the south. Apart from this, the areas in the north, which are close to the Bio-tech campus, offer further possibility for densification and activation of public space to improve the quality of life.

Housing 8371 dwellings

47

NAALDWIJK ANALYSIS Lack of Connectivity Potential for integration Existing Regional Connectivity Water front Potentials

Conclusion

Existing Public Transport Potential Proposed Regional Node Lack of Quality Public Space Low Density High OSR Industrial Transformation Low Density and Good Access to Blue Green Knowledge Agglomerations Existing Green Intervention Areas

N

0.5 0.75 1km

01|

High OSR Low OSR

04|

Residential Retail Public Cultural Business Park Sports RecreationWater

02|

Very Insuffiecient

05|

Weak Excellent

03|

Income

0

Density

Low Knowledge Hubs Manufacturing (M) Research (R) R+M Education (E) E+M E+M+R

06|

01| Local Integration

04| OSR

Data Source: BAG 2012-BUURT

02| Land Use

05| Quality of LIfe

2014-Leefbaarometer

03| Density Income Bivariate

06| Knowledge Centers

2.0-Akkeleis Van Nes-Provided

by Technology Course AR9320MutatiereeksBBG1996-2012

European Postgraduate Master in Urbanism � Urban Region Networks � TU Delft 2016

NAALDWIJK STRATEGY Existing Metro Proposed Metro Existing Station Proposed Station Ferry Connection Green Spaces Public Space Activation Mix use densification Transformation Areas Existing Landmarks

0

Phase 1

N

0.5 0.75 1km

Naaldwijk has a strong regional and economic importance, characterised by the presence of the Greenport. Although it has poor accessibility by the regional public transport network, it has high quality of life and contributes to numerous job opportunities due to the presence of Royal Flora and the greenhouses. Based on the GIS analysis carried out within the urban limits of Naaldwijk and the supporting local and global integration values, specific areas for strategic intervention were further determined. The area poses high possibility for densification and is currently undergoing transformations.

Phase 1 The strategy is to build upon the momentum of transformation and suggest a transit oriented development along the proposed metro line, running north-south. This would be accompanied by activation of public space around the station and mixed-use developments in the vicinityalong the streets with high local and global integration.

49

Existing Metro Proposed Metro Existing Station

Fase 2

Proposed Station Ferry Connection Green Spaces Public Space Activation Mix use densification Transformation Areas Existing Landmarks

0

0.5 0.75 1km

Phase 2 Building upon the momentum of the first phase, the second phase would represent further activation of public spaces along the street that leads to the city centre and along pre-existing streets, abundant in amenities and services, with subtle densification along its edges.

European Postgraduate Master in Urbanism ďż˝ Urban Region Networks ďż˝ TU Delft 2016

N

Existing Metro Proposed Metro Existing Station

Final Phase

Proposed Station Ferry Connection Green Spaces Public Space Activation Mix use densification Transformation Areas Existing Landmarks

0

N

0.5 0.75 1km

Final Phase The final phase would provide integration of public spaces though the city centre and in the north/ eastern sections of the city along the metro corridor. The strategy to promote mixeduse densification near the Royal Flora would enable knowledge spillovers and allow for further research and development agencies to be set up in its vicinity.

Key Stakeholders: Royal Flora, Municipality, National Government, Transportation Companies, Agricultural and Horticultural Companies, Housing Associations, Housing Developers

Housing 1885 dwellings

51

ROTTERDAM PORT STRATEGY Conclusion

V IV

III

II

I

Proposed Metro Existing Metro Ferry Conection Hoekse Lijn Train Line Bus Line Proposed Metro Station Ferry Dock Stations

0

2

3

N

4km

01|

Residential Retail Public Cultural Business Park Sports RecreationWater

02|

High OSR Low OSR

01| Land Use

Data Source: BAG 2012-BUURT 2014-Leefbaarometer

02| OSR

2.0-Akkeleis Van Nes-Provided by Technology Course AR9320-MutatiereeksBBG1996-2012

European Postgraduate Master in Urbanism � Urban Region Networks � TU Delft 2016

ROTTERDAM PORT STRATEGY PHASE I Phase 1

Proposed Metro Ferry Connection Hoekse Lijn Proposed Metro Station Ferry Terminal Green Areas 0

0.5

1

1.5

N

2km

As a brownfield site with good access to blue network, the area has a potential to play a vital role in providing housing as well as innovative and creative hubs. However, the port will require decontamination of soil and water in order to provide a healthy living environment. As there is uncertainty on the timeline of the port shifting, the site will be revitalised in phases. The overall strategy will be achieved in five phases that will encompass mixed-use developments.

Each phase will be developed by enabling connections via the water network from the north. Later, an east-west metro will connect the port area to Rotterdam Centraal that will act as a trigger for transit-oriented development. Due to the vast amounts of brownfield land available for development, a major portion of the housing is envisioned to be achieved in this area.

Phase 1: By building on the existing momentum that the site offers, the first key project will be creation of a transportation node along the newly proposed east-west metro line and improve accessibility to this area. Besides that, a vertical green public spine stretching from the station to the innovation hub, at the riverfront, will catalyse the development of creatives and amenities around it.

Housing 125189 dwellings

53

Fase 2

Proposed Metro Ferry Connection Hoekse Lijn Proposed Metro Station Ferry Terminal Green Areas 0

0.5

1

1.5

2km

Phase 2 In this phase mixed-use developments and creative hubs along the arms of the spine and activation of public space towards the riverfront are envisioned. This would be enabled by providing incentives for creative hubs to be set up.

European Postgraduate Master in Urbanism ďż˝ Urban Region Networks ďż˝ TU Delft 2016

N

Final Phase

Proposed Metro Ferry Connection Hoekse Lijn Proposed Metro Station Ferry Terminal Green Areas 0

0.5

1

1.5

N

2km

Final Phase During the final phase a variety of activities along the central public spine, supported by dense mixed-use around the station node, would be proposed. It is crucial in the entire development for policies to cater to the creative and knowledge economy and provide incentives for their development within this area. Priority is given to providing accessibility to the riverfront by activation of public space at the edges.

Key Stakeholders: Port Authority, Municipality of Rotterdam, Innovation and Creative Companies, Province of South Holland, Housing Associations, Housing Developers

55

ROTTERDAM ZUID ANALYSIS Lack of Connectivity Potential for integration Existing Regional Connectivity Water front Potentials

Low Density High OSR

Low Density and Good Access to Blue Green

Existing Public Transport

Knowledge Agglomerations

Potential

Existing Green

Proposed Regional Node

Intervention Areas

Lack of Quality Public Space

0

0.5

1

Conclusion

Industrial Transformation

1.5 2km

N

01|

02|

04|

Income

Residential Retail Public Cultural Business Park Sports RecreationWater

03|

Density

05|

Very Insuffiecient High OSR

Weak

Low OSR

Excellent

06|

Low Knowledge Hubs Manufacturing (M) Research (R) R+M Education (E) E+M E+M+R

01| Local Integration

04| OSR

Data Source: BAG 2012-BUURT

02| Land Use

05| Quality of LIfe

2014-Leefbaarometer

03| Density Income Bivariate

06| Knowledge Centers

2.0-Akkeleis Van Nes-Provided

by Technology Course AR9320MutatiereeksBBG1996-2012

European Postgraduate Master in Urbanism � Urban Region Networks � TU Delft 2016

ROTTERDAM ZUID STRATEGY Existing Metro Proposed Metro Existing Station Proposed Station Ferry Connection

0

0.5

1

Green Spaces Public Space Activation Mix use densification Transformation Areas Existing Landmarks

Phase 1

1.5 2km

Rotterdam south is characterised by poor quality of life, low income neighbourhoods and low density. The area is plagued with many social problems such as poor quality of housing, unsafe and socially segregated neighbourhoods, poor accessibility to services and poor regional transport. However, the area has good accessibility to green/ blue networks, a convention centre (the Ahoy), a dense morphology of street networks with high local integration at its core and high global integration at its periphery. Therefore, the strategy would involve key projects, activation of public spaces and through participatory process with local communities, urban upgradation. Here the main concept lies in bottom-up initiatives for transformation of the neighbourhoods.

N

Phase 1: The strategy first aims at creating key projects in the eastern and western sections of Rotterdam Zuid, such as educational hub/ library/ ferry terminal and a cultural centre, respectively. These projects would act as triggers for transformation at the edges. They would slowly trickle through the spine of highly integrated streets and into the inner cores of the neighbourhoods, through the activation of public space and mixed use development. The projects would enable the creation of an identity for the inhabitants by their involvement through bottom-up initiatives. Here, the transformative process would be iterative and would require constant participation of stakeholders from the municipality, neighbourhood associations and the private sector. It would also require alteration in policies and land use plans to incentivise the development process.

57

In Waalhaven, south of the Maas, begins the former port area which is now subject to changes. The objective is to implement phased approach for steady and gradual transformation of the area which would include number of local regeneration strategies and would initially occur along the main street corridor and then inwards, penetrating the neighborhood. Via introducing a key project for the area, a new vibrant axis is to be established along Van Blommesteynweg, which would generate dynamic street life, mixed use programme, enhancement of retail activities and consequently, residential densification of the area. Besides the named qualities, this developing stretch would become significantly attractive due to its green and socially active front on the water, abundant in public spaces.

13| Existing condition. Source: Google Maps 2016

European Postgraduate Master in Urbanism ďż˝ Urban Region Networks ďż˝ TU Delft 2016

59

Existing Metro Proposed Metro Existing Station Proposed Station Ferry Connection

0

0.5

1

Green Spaces Public Space Activation Mix use densification Transformation Areas Existing Landmarks

1.5 2km

Phase 2 This phase would build on the momentum of the previous phase by activation of public spaces and transformation of the built typologies along the streets, highlighted with high local integration values. The transformation of the residential typologies along the streets with high integration value would be complemented with policies and incentives for young creative entrepreneurs to set up their work studios.

Simultaneously, mixed-use densification would occur in the southern parts, adjoining the central park and the river front. The proposed east-west metro line, passing though the neighbourhood, would act as a catalyst for development and would improve accessibility to areas that were rated as poor in terms of regional accessibility.

European Postgraduate Master in Urbanism ďż˝ Urban Region Networks ďż˝ TU Delft 2016

Fase 2

N

Existing Metro Proposed Metro Existing Station Proposed Station Ferry Connection

0

0.5

1

Green Spaces Public Space Activation Mix use densification Transformation Areas Existing Landmarks

Final Phase

1.5 2km

Housing 32940 dwellings

N

Final Phase Apart from further mixed-use developments, activation of public spaces and participatory urban upgradation process the strategy would also address the spatial segregation created by the railway line, running north-south between the western and eastern areas of Rotterdam Zuid. The aim is to enable east-west integration and achieve higher quality of life for the neighbourhoods. Besides these, the strategy would also involve the activation of green edges by promoting mixed-use densification along its edges and prioritizing pedestrian and bicycle movement.

Key Stakeholders: Municipality, National Government, Transportation Companies, NGO’S, Neighborhoods Associations, Housing Associations, Housing Developers

61

The treated area not only holds possibilities for densification because of its low OSR but also because of its numerous potentials for upgrading the quality of life. The gradual transformations are to start along the main boulevard and spread inwards by the perpetual force of public space activation, reestablishing of the connection with the park and introducing mixed use. Redesigning the street corridor as an intermediate space towards the park would allow for better accessibility to blue/ green but also opportunity for generic green patches to obtain public space value. In this way, comfortable, safe and diverse surrounding would be at disposal for the people who are to inhabit the area.

13| Existing condition. Source: Google Maps 2016

European Postgraduate Master in Urbanism ďż˝ Urban Region Networks ďż˝ TU Delft 2016

63

REFLECTION

The studio project aimed at creating a housing strategy for the MRDH region with the prospect of providing 250 000 dwellings until the year of 2030. Within the strategy, a methodology was proposed on how to reach this goal while pushing forward the network city region in a sustainable direction. For the critical aspects of the region to be addressed, a thorough morphological analyses of the MRDH was obtained. The underperforming mobility network, the social disequilibrium, the environmental threats and the unexploited potential of the knowledge and agglomeration economies in the region set the scale of matters to be prioritized. Since all of the aforementioned aspects had direct influence on the region’s quality of life, we created a methodology supported by the firm concept of development within city limits with which to address these crucial issues.

Since pursuing an urban strategy is a complex process which involves multiple stakeholders from the private, public and civil sectors of society, it is essential to plan its phasing and anticipate on confronting interests by the parties involved. Therefore, objective evaluation of the spatial strategy is inevitable in order to comprise a qualitative and inclusive methods for its implementation.

The polycentric region is held together by the vessels of the mobility network which consists of public transport services. The in-depth analyses of the region implied on areas which didn’t perform to their full potential due to the spatial segregation determined by faults in the mobility system. In order to provide the desired quality of life for these areas and enhance their contribution to the further development of the region, we build upon the already initiated expansion of the mobility network (that is the Hoekse Lijn and the second -to be build- Mass

tunnel). The newly proposed metro lines, introduced in the later stages of the strategic plan, should strengthen the north-south connection, and the west-east connection along the shifting port of Rotterdam. Since the infrastructure cuts through inhabited areas as well as segments of the green buffer in between the cities and the smaller towns, it can potentially raise questions on behalf of the green belt protection, the expropriation of privately owned land as well as debate on the choice of authorities to finance this extensive project.

Furthermore, the concept on which the strategy rests is firmly keeping to the point of developing the housing project within cities’ borders.

One possible challenge that might appear is an increasing pressure on the cities’ fringes by developing agencies. This tendency is very probable in the future since the process of spatial expansion of new housing stock is already on-going. Awareness has to be increased on the ecological importance of the green patches surrounding the cities and the environmental threats to biodiversity and pollution combating that might appear from gradual claiming of the green. In this, increased commuting and reliance on private vehicles is included as additional factor that is harmful to the environment.

Another possible outcome of the densification of the existing city tissue might be a decrease in the OSR which might result in an overtake on green/public space. Moreover, a conflict between governance and power/interest might appear because of citizen’s willingness to retain public spaces as mediums for social activity and the housing development companies which find densification as of their interest. Densification of existing neighborhoods might additionally put pressure on municipalities about budget

European Postgraduate Master in Urbanism � Urban Region Networks � TU Delft 2016

allocation and debate concerning direction of investments.

The proposed strategy would certainly affect the ‘borrow/shadow effect cities’ which, more often than not, find their position to be advantageous.

The injection of new housing stock in these cities, in addition to strengthening the existing mobility network, would shift the equilibrium and affect job accessibility and commuting patterns.

Furthermore, that might gradually change the role these cities have in the region and set new challenges, like fluctuation of housing market prices, for them.

Finally, the allocation of 250 000 new dwellings within the urbanized parts of the region would call for balancing among composition of housing structure, affordability of housing, land expropriation for execution of the projects of public interest and new infrastructure which tackles the issues of nationalities, migration, high-skilled workers, social climbers and their social engagement in society. That raises the following questions: to what extent and in what manner can all actors from different levels of mixed social strata function together in an inclusive and effective way?

Besides the numerous challenges, it is in our power as urban planners as well as the professionals of other fellow disciplines to work together and come up with feasible solutions to the potential obstacles that might be generated on the way. We believe that systematic Overhauling Urbanity gives sufficient flexibility for implementation of policies and bottomup collaborative programmes with the result of creating a sustainable progress in the polycentric MRDH region.

Droste, Christiane, Christine Lelevrier, and Frank Wassenberg. 2008. “Urban regeneration in European social housing areas.” Social Housingin Europe II 163196.

Jenks, Mike, Elizabeth Burton, and Katie Williams.

2005. The Compact City: A Sustainable Urban Form?

Oxford, UK: E & FN Spon.

Koninkrijksrelaties, Ministerie van Binnenlandse Zaken en. n.d. Leefbaarometer. Accessed February 1, 2017. http://www.leefbaarometer.nl/home.php.

Mohrman, Susan A., and David L. Finegold. 2000.

Strategies for the Knowledge Economy: From Rhetoric to Reality. Davos, Switzerland: Center for Effective Organizations in cooperation with Korn/Ferry International.

Ministry of the Interior and Kingdom Relations et all. “Input from the Netherlands to the Habitat III preparatory.” National Urban Report, The Hague, 2014.

OECD. 2016. OECD Territorial Reviews: The Metropolitan Region of Rotterdam-The Hage, Netherlands. Paris: OECD Publishing.

OECD. 1996. The Knowledge-Based Economy. Paris: ORGANISATION FOR ECONOMIC CO-OPERATION AND DEVELOPMENT. UN-Habitat. 2015. Habitat III Issue Paper 8- Urban and Spatia Planning and Deisgn. New York: UN Habitat.

UN-Habitat. 2015. Habitat III Issue Paper 9- Urban Land . New York: UN-Habitat.

UN-Habitat. 2015. Habitat III Issue paper-20- Housing.

New york: UN habitat.

UN-Habitat. 2015. Habitat III-Issue paper 19-Transport and Mobility. New York: UN Habitat. Accessed February 1, 2017. https://habitat3.org/.

Wassenberg, Frank. June 2010. “Towards Sustainable Urban Renewal in the Netherlands.” Open House

REFERENCES

InternationVol 35, No. 2 (Open House International)

CBS. 2011. “Bevolkingskernen in Nederland.” www.

WBI. 2007. building KNOWLEDGE ECONOMIES-

cbs.nl. Accessed February 1, 2017. https://www.cbs.

Advanced Strategies for Development. Washington D.C:

nl/nl-nl/achtergrond/2014/13/bevolkingskernen-in-

WBI Delvelopment Studies.

15-24.

nederland-2011.

65

OVERHAULING URBANITY IMAGE SOURCES 01|KCAP Architects. KCAP Architects. http://www. kcap.eu/en/projects/v/cruquiuseiland/ (accessed 22 04, 2017).

02| KCAP Architects. KCAP Architects. 2014. http:// www.kcap.eu/en/projects/v/ibis_rotterdam_city_centre_ and_dock_21/ (accessed 02 03, 2017).

03| PLH Architects, PRIMUS Architects. Masu Planning. 2016. http://www.masuplanning.com/project/ urbanplanen/ (accessed 22 04, 2017).

04| PLH Architects. Masu Planning. 2015. http://www. masuplanning.com/project/solvangskvarteret-urbanrenewal-masu-planning/ (accessed 22 04, 2017).

05| Mazzanti Arquitectos. Architizer. 2009. https:// architizer.com/blog/medellin-cultural/ (accessed 22 04, 2017).

06| 3XN. Architectuur.ORG. 2017. http://www. architectuur.org/xlfoto.php?pr=380&id=2&nr=1 (accessed 22 04, 2017).

07| Sibaires. Sibaires! 2017. http://www.sibaires.com/ photo/About_the_area/PUERTO_MADERO_puerto_ madero1.jpg (accessed 02 03, 2017).

08| Estudio AV&A. Estudio Alberto Varas. 2007. http:// www.estudioalbertovaras.com.ar/obras/Giermann, Holly. Archdaily. 05 19, 2015. http://www.archdaily. com/632537/adept-and-mandaworks-design-urbanmasterplan-for-stockholm-s-royal-seaport (accessed 01 25, 2017).

09| Doriann, Krans Berg. Gemeente Amsterdam Stadsarchief. 12 12, 2011. http://beeldbank.amsterdam. nl/beeldbank/weergave/record/layout/indeling/grid/ start/336320?id=D10134004252 (accessed 02 02, 2017).

10| ProRail. ProRail. 2011. https://www.prorail.nl/ projecten/station-amsterdam-zuid (accessed 02 02, 2017).

11| -12| Gehl Architects. GehlPeople. 2012-2015. http:// gehlpeople.com/cases/san-franciscos-mission-district/ (accessed 22 04, 2017).

ANNEXES Annex A: Selected Clasification

Neighborhood

The selected areas of intervention where categorized according to each analysed characteristics and classified through their major deficiencies, using the graphical method to the right to visualize each characteristic.

Bad Connectivity Areas

Breille and Oosvorne

Naaldwijk

Densification Areas

Oudeland

Zoetermeer

Rotterdam Alexander

Delft

Densification Areas

Social Intervention Areas

The Hague

The Hague West

Rotterdam Zuid

Scheidam

Social Climb Areas

Rotterdam Centraal

Spijkenisse

Access to Jobs Areas

The Hague East

Massluis

ANNEXES

MRDH City

Annex B: Housing Calculation In order to calculate the amount of houses alocated to each neighborhood excel tables were used. Each selected intervention neighborhood was listed. A proposed density was stablished for each intervention area taking into account the existing density, proposed intervention typology and the neighborhood’s characteristics and capacity for densification; as well as those of the surronding areas.

With this new density the amount of houses allocated was calulated as following: the current density was subtraccted form the proposed density, resulting in the density upgrade; this density upgrade was multiplied by the land area, having as a result the number of new inhabitants (inhabitants upgrade); finally the added population was divided by an average household in order to determine the amount of dwellings that entailed.

DELFT

Neighborhood

Existing Density (inha/km2)

Bedrijventerrein Altena + Bedrijventerrein Wateringseweg

0,00

Bedrijventerrein Delftech TU-Campus Bedrijventerrein Schieweg-Noord Bedrijventerrein Rotterdamseweg-Noord Bedrijventerrein Schieweg-Zuid Bedrijventerrein Rotterdamseweg-Zuid Juniusbuurt Het Rode Dorp Pijperring Vrijheidsbuurt Buitenhof-Zuid Verzetstrijdersbuurt Fledderusbuurt Bedrijventerrein Tanthof-West Afrikabuurt-West Afrikabuurt-Oost Latijns Amerikabuurt Aziëbuurt Boerderijbuurt Dierenbuurt Vogelbuurt-West Vogelbuurt-Oost Bosrand

0,00 0,00 0,00 0,00 0,00 0,00 3627,00 8868,00 7094,00 9862,00 6000,00 7665,00 5779,00 447,00 11103,00 10271,00 8571,00 6615,00 6686,00 9111,00 9661,00 9762,00 8616,00

TOTAL DELFT Vreewijk Lombardijen Groot-IJsselmonde Zuidwijk Oud-Charlois Pendrecht Wielewaal Oud-IJsselmonde

6641,00 5141,00 4774,00 7790,00 9637,00 9563,00 4468,00 3064,00

SUBTOTAL

ROTTERDAM

Terbregge Molenlaankwartier Prinsenland Het Lage Land Oosterflank

1991,00 3887,00 5652,00 4877,00 6506,00

SUBTOTAL Hoogvliet-Zuid Hoogvliet-Noord

4511,00 2507,00

SUBTOTAL Eemhaven Vondelingenplaat Botlek

4,00 0,00 1,00

SUBTOTAL TOTAL ROTTERDAM

Capelle aan den IJssel

Molenbuurt Bloemenbuurt-West Bloemenbuurt-Oost

4581,00 7618,00 6657,00

TOTAL Capelle aan den Ijssel

NAALDWIJK

Woerdblok Bedrijventerrein De Woerd Kruisbroek Naaldwijk Centrumgebied

4983,00 856,00 5049,00 6498,00

TOTAL NAALDWIJK

WESTVOORNE

Oostvoorne Vogelenzang Verspreide huizen in het Oosten TOTAL WESTVOORNE

1098,00 2735,00 67,00

Land Area (km2)

Strategy

Proposed density (inha/km2)

Density upgrade

Inhabitants upgrade

House typology (number of tenents)

New Dwellings

0,460

Dwelling + office

9000,00

9000,00

4140

3,00

1380,00

0,184 0,075 0,410 0,160 0,590 0,110 0,160 0,110 0,090 0,170 0,140 0,310 0,160 0,13 0,18 0,17 0,22 0,17 0,17 0,10 0,21 0,13 0,09

Dwelling + office Student Housing Dwelling + office Dwelling + office Dwelling + office Dwelling + office Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings

6000,00 6000,00 6000,00 6000,00 6000,00 6000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00

6000,00 6000,00 6000,00 6000,00 6000,00 6000,00 8373,00 3132,00 4906,00 2138,00 6000,00 4335,00 6221,00 11553,00 897,00 1729,00 3429,00 5385,00 5314,00 2889,00 2339,00 2238,00 3384,00

1104 450 2460 960 3540 660 1339,68 344,52 441,54 363,46 840 1343,85 995,36 1501,89 161,46 293,93 754,38 915,45 903,38 288,9 491,19 290,94 304,56

3,00 2,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00

368,00 225,00 820,00 320,00 1180,00 220,00 446,56 114,84 147,18 121,15 280,00 447,95 331,79 500,63 53,82 97,98 251,46 305,15 301,13 96,30 163,73 96,98 101,52

4,699 2,04 2,61 5,76 1,53 1,36 1,22 0,210 1,950

24888,49 Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings

12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 15000,00 10000,00

5359,00 6859,00 7226,00 4210,00 2363,00 2437,00 10532,00 6936,00

16,680 1,78 2,02 1,72 2,14 1,61

Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings

15000,00 12000,00 12000,00 12000,00 12000,00

13009,00 8113,00 6348,00 7123,00 5494,00

23156,02 16388,26 10918,56 15243,22 8845,34

Densify Dwellings Densify Dwellings

8000,00 8000,00

3489,00 5493,00

16747,2 27465

3,00 3,00 3,00 3,00 3,00

12000,00 12000,00 12000,00

11996,00 12000,00 11999,00

53502,16 81960 195463,71

7718,67 5462,75 3639,52 5081,07 2948,45 24850,47

3,00 3,00

44212,2 Land use change Land use change Land use change

3644,12 5967,33 13873,92 2147,10 1071,23 991,05 737,24 4508,40 32940,38

74551,4

9,800 4,46 6,83 16,29

3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00

98821,15

9,270 4,80 5,00

10932,36 17901,99 41621,76 6441,3 3213,68 2973,14 2211,72 13525,2

8371,16

5582,40 9155,00 14737,40

3,00 3,00 3,00

17834,05 27320,00 65154,57

37,380

375138,07

125046,02

63,330

548510,62

197574,27

0,27 0,18 0,09

Densify Dwellings Densify Dwellings Densify Dwellings

12000,00 12000,00 12000,00

7419,00 4382,00 5343,00

0,540 0,460 0,410 0,270 0,360

2,130

3,00 3,00 3,00

3272,76 Densify Dwellings Mix uses Densify Dwellings Densify Dwellings

8000,00 3000,00 8000,00 10000,00

3017,00 2144,00 2951,00 3502,00

1,500 2,070 0,060

2003,13 788,76 480,87

1387,82 879,04 796,77 1260,72

1090,92 2,00 2,00 2,00 2,00

4324,35 Densify Dwellings Densify Dwellings Logistics and Support

5000,00 5000,00

3902,00 2265,00

8077,14 135,9 0 8213,04

667,71 262,92 160,29

693,91 439,52 398,39 630,36 2162,18

2,00 2,00

4038,57 67,95 4106,52

NAALDWIJK

MRDH City

Woerdblok Bedrijventerrein De Woerd Kruisbroek Naaldwijk Centrumgebied

4983,00 856,00 5049,00 6498,00

TOTAL NAALDWIJK Neighborhood

Existing Density (inha/km2) 1098,00 0,00 2735,00 67,00 0,00 0,00 0,00 0,00 4362,00 0,00 4283,00 0,00 4310,00 3627,00 50,00 8868,00 7094,00 9862,00 5244,00 6000,00 6698,00 7665,00 5649,00 5779,00 6590,00 447,00 4137,00 11103,00 7942,00 10271,00 3939,00 8571,00 6304,00 6615,00 6212,00 6686,00 6239,00 9111,00 8501,00 9661,00 3479,00 9762,00 8533,00 8616,00 7784,00 7712,00 5834,00 6641,00 6212,00 5141,00 6139,00 4774,00 6695,00 7790,00 7060,00 9637,00 7526,00 9563,00 229,00 4468,00 3064,00 22527,00

BedrijventerreinOostvoorne Altena + Bedrijventerrein Vogelenzang Wateringseweg WESTVOORNE Verspreide huizen in het Oosten Bedrijventerrein Delftech TU-Campus TOTAL WESTVOORNE Bedrijventerrein Schieweg-Noord BedrijventerreinNieuwland Rotterdamseweg-Noord Bedrijventerrein Schieweg-Zuid Rugge Bedrijventerrein De KapelRotterdamseweg-Zuid en omgeving BRIELLE Juniusbuurt Verspreide huizen Het Rode Dorp TOTAL BRIELLE Pijperring Vrijheidsbuurt Nassaubuurt Buitenhof-Zuid Uilennest DELFT Verzetstrijdersbuurt Waalsdorp Fledderusbuurt Archipelbuurt Bedrijventerrein Tanthof-West Willemspark Afrikabuurt-West Landen Afrikabuurt-Oost Kampen Latijns Amerikabuurt Burgen en Horsten Aziëbuurt Bezuidenhout-West Boerderijbuurt Bezuidenhout-Midden Dierenbuurt Rivierenbuurt-Noord Vogelbuurt-West Voorhout Vogelbuurt-Oost Uilebomen Bosrand Moerwijk-Oost TOTAL DELFT Huis te Lande Stationskwartier Vreewijk Artiestenbuurt Lombardijen Strijp Groot-IJsselmonde Presidentenbuurt Zuidwijk Ministerbuurt Oud-Charlois Laakhaven-West Pendrecht Binckhorst Wielewaal Oud-IJsselmonde Schildersbuurt-West SUBTOTAL Schildersbuurt-Noord

ROTTERDAM DEN HAAG

20931,00

Terbregge Schildersbuurt-Oost Molenlaankwartier Prinsenland Transvaalkwartier-Noord Het Lage Land Oosterflank Transvaalkwartier-Midden

1991,00 21033,00 3887,00 5652,00 19404,00 4877,00 6506,00 17465,00

SUBTOTAL Rond de Energiecentrale Landen Hoogvliet-Zuid Kampen Hoogvliet-Noord Bezuidenhout-West SUBTOTAL Huygenspark Rivierenbuurt-Zuid Eemhaven Transvaalkwartier-Zuid

12365,00 7942,00 4511,00 3939,00 2507,00 6212,00 13800,00 7419,00 4,00 20128,00

Rustenburg Oostbroek-Noord Oostbroek-Zuid Venen, Oorden en Raden Zijden, Steden en Zichten Dreven en Gaarden Morgenstond-Zuid Morgenstond-West Morgenstond-Oost Moerwijk-Oost Moerwijk-West Moerwijk-Noord Moerwijk-Zuid Groente- en Fruitmarkt Laakhaven-Oost Spoorwijk Laakkwartier-West Laakkwartier-Oost Noordpolderbuurt Binckhorst

17967,00 19661,00 20707,00 10288,00 7943,00 10464,00 12439,00 10777,00 9066,00 7784,00 12042,00 14459,00 9171,00 11582,00 14073,00 12498,00 17106,00 19467,00 16814,00 229,00

0,460 0,410 0,270 0,360

Densify Dwellings Mix uses Densify Dwellings Densify Dwellings

1,500 Land Area (km2)

Strategy

2,070 0,460 0,060

0,184 0,075 2,130 0,410 0,160 0,540 0,590 0,580 0,110 0,400 0,160 0,110 1,520 0,090 0,170 0,28 0,140 0,29 0,310 0,64 0,160 0,87 0,13 0,35 0,18 0,61 0,17 0,58 0,22 0,94 0,17 0,54 0,17 0,62 0,10 0,37 0,21 0,60 0,13 0,29 0,09 0,38 4,699 0,16 0,18 2,04 0,29 2,61 0,69 5,76 0,11 1,53 0,44 1,36 0,56 1,22 1,34 0,210 1,950 0,64 16,680 0,47 1,78 0,35 2,02 1,72 0,18 2,14 1,61 0,27 9,270 50,00 61,00 4,80 59,00 5,00 54,00 9,800 47,00 10,00 4,46 36,00 34,00 23,00 38,00 81,00 95,00 100,00 47,00 61,00 60,00 38,00 51,00 47,00 42,00 45,00 29,00 33,00 46,00 56,00 49,00 134,00 1439,040

Densify Dwellings Dwelling + office Densify Dwellings Logistics and Support Dwelling + office Student Housing Dwelling + office Dwelling + office Densify Dwellings Dwelling + office Densify Dwellings Dwelling + office Densify Dwellings Densifyand Dwellings Logistics Support Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Dwellings Densify Densify Dwellings Dwellings Densify Densify Dwellings Densify Dwellings Densify Dwellings Dwellings Densify Densify Dwellings Land useDwellings change Densify Land use change Densify Dwellings Improve DensifyLiveability Dwellings Extremely Bad Improve Liveability Extremely Bad Improve DensifyLiveability Dwellings Extremely Bad Densify Dwellings Improve DensifyLiveability Dwellings Extremely Bad Densify Dwellings Improve Liveability Densify Dwellings Extremely Bad

Improve Liveability - Bad Improve Liveability - Bad Densify Dwellings Improve Liveability - Bad Densify Dwellings Improve Liveability - Bad Improve Liveability - Bad Improve Liveability - Bad LandLiveability use change Improve - Bad Improve Liveability - Bad Improve Liveability - Bad Improve Liveability - Bad Improve Liveability - Bad Improve Liveability - Bad Improve Liveability - Bad Improve Liveability - Bad Improve Liveability - Bad Improve Liveability - Bad Improve Liveability - Bad Improve Liveability - Bad Improve Liveability - Bad Improve Liveability - Bad Improve Liveability - Bad Improve Liveability - Bad Improve Liveability - Bad Improve Liveability - Bad Improve Liveability - Bad Improve Liveability - Bad Improve Liveability - Bad

8000,00 3000,00 8000,00 10000,00

Proposed density (inha/km2) 5000,00 9000,00 5000,00 6000,00 6000,00 6000,00 6000,00 8000,00 6000,00 8000,00 6000,00 8000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 12000,00 8000,00 12000,00 6000,00 15000,00 10000,00

3017,00 2144,00 2951,00 3502,00

Density upgrade 3902,00 9000,00 2265,00

6000,00 6000,00 6000,00 6000,00 3638,00 6000,00 3717,00 6000,00 3690,00 8373,00 3132,00 4906,00 2138,00 6756,00 6000,00 5302,00 4335,00 6351,00 6221,00 5410,00 11553,00 7863,00 897,00 4058,00 1729,00 8061,00 3429,00 5696,00 5385,00 5788,00 5314,00 5761,00 2889,00 3499,00 2339,00 8521,00 2238,00 3467,00 3384,00 4216,00 4288,00 6166,00 5359,00 5788,00 6859,00 5861,00 7226,00 5305,00 4210,00 4940,00 2363,00 474,00 2437,00 5771,00 10532,00 6936,00

1387,82 879,04 796,77 1260,72

2,00 2,00 2,00 2,00

4324,35 House typology (number Inhabitants upgrade of tenents) 8077,14 2,00 4140 3,00 135,9 2,00 0 1104 3,00 450 2,00 8213,04 2460 3,00 960 3,00 1964,52 2,00 3540 3,00 2155,86 2,00 660 3,00 1476 2,00 1339,68 3,00 0 344,52 3,00 5596,38 441,54 3,00 363,46 3,00 1891,68 3,00 840 3,00 1537,58 3,00 1343,85 3,00 4064,64 3,00 995,36 3,00 4706,7 3,00 1501,89 3,00 2752,05 3,00 161,46 3,00 2475,38 3,00 293,93 3,00 4675,38 3,00 754,38 3,00 5354,24 3,00 915,45 3,00 3125,52 3,00 903,38 3,00 3571,82 3,00 288,9 3,00 1294,63 3,00 491,19 3,00 5112,6 3,00 290,94 3,00 1005,43 3,00 304,56 3,00 1602,08 3,00 24888,49 686,08 3,00 1109,88 3,00 10932,36 3,00 1678,52 3,00 17901,99 3,00 4044,09 3,00 41621,76 3,00 583,55 3,00 6441,3 3,00 2173,6 3,00 3213,68 3,00 265,44 3,00 2973,14 3,00 7733,14 3,00 2211,72 3,00 13525,2 3,00

98821,15 15000,00 12000,00 12000,00 12000,00 12000,00

13009,00 8113,00 6348,00 7123,00 5494,00

23156,02 16388,26 10918,56 15243,22 8845,34

3489,00 5493,00

16747,2 27465

3,00 3,00 3,00 3,00 3,00

11996,00

53502,16

61444,03

4038,57 1380,00 67,95

368,00 225,00 4106,52 820,00 320,00 982,26 1180,00 1077,93 220,00 738,00 446,56 114,84 2798,19 147,18 121,15 630,56 280,00 512,53 447,95 1354,88 331,79 1568,90 500,63 917,35 53,82 825,13 97,98 1558,46 251,46 1784,75 305,15 1041,84 301,13 1190,61 96,30 431,54 163,73 1704,20 96,98 335,14 101,52 534,03 8371,16 228,69 369,96 3644,12 559,51 5967,33 1348,03 13873,92 194,52 2147,10 724,53 1071,23 88,48 991,05 2577,71 737,24 4508,40

7718,67 5462,75 3639,52 5081,07 2948,45 24850,47

3,00 3,00

44212,2 12000,00

2162,18 New Dwellings

32940,38

74551,4 8000,00 8000,00

693,91 439,52 398,39 630,36

5582,40 9155,00 14737,40

3,00

17834,05

20481,34

MRDH City

ZOETERMEER DELFT

MAASLUIS

SPIJKENISSE

ROTTERDAM

GRAVENZANDE

BLEISWIJK

Moerwijk-Oost Moerwijk-West Moerwijk-Noord Moerwijk-Zuid Groente- en Fruitmarkt Neighborhood Laakhaven-Oost BedrijventerreinSpoorwijk Altena + Bedrijventerrein Laakkwartier-West Wateringseweg Laakkwartier-Oost Bedrijventerrein Delftech Noordpolderbuurt TU-Campus Binckhorst Bedrijventerrein Schieweg-Noord

7784,00 12042,00 14459,00 9171,00 11582,00 Existing Density (inha/km2) 14073,00 12498,00 0,00 17106,00 19467,00 0,00 16814,00 0,00 229,00 0,00

Bedrijventerrein Rotterdamseweg-Noord Bedrijventerrein Schieweg-Zuid Bedrijventerrein Rotterdamseweg-Zuid Dorp Juniusbuurt Oosterheem-Zuidwest Het Rode Dorp

0,00 0,00 0,00 4782,00 3627,00 3765,00 8868,00 7094,00 259,00 9862,00 368,00 6000,00 7262,00 7665,00 6612,00 5779,00 7892,00 447,00 11103,00 10271,00 8571,00 100,00 6615,00 3192,00 6686,00

Pijperring Rokkehage Vrijheidsbuurt Hoornerhage Buitenhof-Zuid Palenstein Verzetstrijdersbuurt Meerzicht-Oost Fledderusbuurt Buytenwegh Bedrijventerrein Tanthof-West Afrikabuurt-West Afrikabuurt-Oost Latijns Amerikabuurt Zuidbuurt Aziëbuurt Kapelpolder Boerderijbuurt TOTAL Dierenbuurt Vogelbuurt-West Vogelbuurt-Oost Molenwei Bosrand .

Vogelbuurt

9111,00 9661,00 9762,00 5152,00 8616,00 3323,00

Centrum-Zuid TOTAL DELFT Schiekamp-Zuid Vierambachten Vreewijk Gildenwijk-Oost Lombardijen Gildenwijk-West Groot-IJsselmonde Groenewoud-Koop Zuidwijk Sterrenkwartier-West Oud-Charlois Gaarden Pendrecht Dreven Wielewaal Voorden Oud-IJsselmonde Akkers-Centrum SUBTOTAL Donken Kreken Terbregge Vriesland Molenlaankwartier Snoekenveen Prinsenland Baarsveen Het Lage Land Maaswijktuinen Oosterflank TOTAL SUBTOTAL

6138,00 5619,00 3936,00 6641,00 9322,00 5141,00 8903,00 4774,00 3746,00 7790,00 2829,00 9637,00 6830,00 9563,00 7518,00 4468,00 7601,00 3064,00 9705,00 8952,00 8677,00 1991,00 9449,00 3887,00 8239,00 5652,00 8957,00 4877,00 700,00 6506,00

centrumgebied 's-Gravenzande Hoogvliet-Zuid Dorp oost Hoogvliet-Noord TOTAL GRAVENZANDE SUBTOTAL

5461,00 4511,00 4518,00 2507,00

Schildersbuurt Eemhaven De Tuinen

4064,00 4,00 2799,00

TOTAL BLEISWIJK

BERGSCH en HOEK

BERKEL en RODENRIJS

Ackerse Zoom Boterdorpse Zoom

3676,00 1570,00

TOTAL BERSCH Edelsteenbuurt Gouden Uilbuurt Componistenbuurt Oranjebuurt

5099,00 5319,00 4202,00 6628,00

TOTAL BERKEL PIJNACKER TOTAL

Keijzershof TOTAL PIJNACKER

3653,00

38,00 51,00 47,00 42,00 45,00 Land Area (km2) 29,00 33,00 0,460 46,00 56,00 0,184 49,00 0,075 134,00 0,410

Improve Liveability - Bad Improve Liveability - Bad Improve Liveability - Bad Improve Liveability - Bad Improve Liveability - Bad Strategy Improve Liveability - Bad Improve Liveability - Bad Dwelling + office Improve Liveability - Bad Improve Liveability - Bad Dwelling + office Improve Liveability - Bad Student Housing Improve Liveability - Bad Dwelling + office

0,160 1439,040 0,590 0,110 1,020 0,160 1,430 0,110 0,090 0,780 0,170 0,410 0,140 0,87 0,310 0,86 0,160 1,28 0,13 0,18 6,650 0,17 0,22 1,290 0,17 0,370 0,17 1,660 0,10 0,21 0,13 0,070 0,09 0,150

Densify Dwellings Densify Dwellings Densify Dwellings Densify Densify Dwellings Dwellings Densify Densify Dwellings Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Dwellings Densify

Dwelling + office Dwelling + office Dwelling + office Densify Densify Dwellings Dwellings Densify Densify Dwellings Dwellings Densify Mix Dwellings uses Densify Mix Dwellings uses Densify Dwellings Improve Liveability - Bad Densify Dwellings Improve Liveability - Bad Densify Dwellings Improve Liveability - Bad Densify Dwellings

Proposed density (inha/km2)

Density upgrade

Inhabitants upgrade

House typology (number of tenents)

New Dwellings

9000,00

9000,00

4140

3,00

1380,00

6000,00 6000,00 6000,00 6000,00 6000,00 6000,00 10000,00 12000,00 8000,00 12000,00 12000,00 6000,00 12000,00 6000,00 12000,00 10000,00 12000,00 10000,00 12000,00 10000,00 12000,00 12000,00 12000,00 12000,00 1000,00 12000,00 8000,00 12000,00

6000,00 6000,00 6000,00 6000,00 6000,00 6000,00 5218,00 8373,00 4235,00 3132,00 4906,00 5741,00 2138,00 5632,00 6000,00 2738,00 4335,00 3388,00 6221,00 2108,00 11553,00 897,00 1729,00 3429,00 900,00 5385,00 4808,00 5314,00

1104 450 2460 960 61444,03 3540 660 5322,36 1339,68 6056,05 344,52 441,54 4477,98 363,46 2309,12 840 2382,06 1343,85 2913,68 995,36 2698,24 1501,89 161,46 26159,49 293,93 754,38 1161 915,45 1778,96 903,38

12000,00 12000,00 12000,00 10000,00 12000,00 7500,00

2889,00 2339,00 2238,00 4848,00 3384,00 4177,00

2939,96 288,9 491,19 290,94 339,36 304,56 626,55

3,00 2,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00

368,00 225,00 820,00 320,00 20481,34 1180,00 220,00 1774,12 446,56 2018,68 114,84 147,18 1492,66 121,15 769,71 280,00 794,02 447,95 971,23 331,79 899,41 500,63 53,82 8719,83 97,98 251,46 387,00 305,15 592,99 301,13 979,99 96,30 163,73 96,98 113,12 101,52 208,85

10000,00 10000,00 7500,00 12000,00 12000,00 12000,00 12000,00 12000,00 7500,00 12000,00 7500,00 12000,00 10000,00 12000,00 10000,00 15000,00 10000,00 10000,00 12000,00 12000,00 12000,00 15000,00 12000,00 12000,00 12000,00 12000,00 5000,00 12000,00

3862,00 4381,00 3564,00 5359,00 2678,00 6859,00 3097,00 7226,00 3754,00 4210,00 4671,00 2363,00 3170,00 2437,00 2482,00 10532,00 2399,00 6936,00 2295,00 3048,00 3323,00 13009,00 2551,00 8113,00 3761,00 6348,00 3043,00 7123,00 4300,00 5494,00

1004,12 24888,49 1401,92 926,64 10932,36 214,24 17901,99 278,73 41621,76 1276,36 6441,3 1027,62 3213,68 1077,8 2973,14 446,76 2211,72 407,83 13525,2 321,3 98821,15 731,52 731,06 23156,02 739,79 16388,26 676,98 10918,56 334,73 15243,22 1677 8845,34 14240,31 74551,4

3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00 3,00

334,71 8371,16 467,31 308,88 3644,12 71,41 5967,33 92,91 13873,92 425,45 2147,10 342,54 1071,23 359,27 991,05 148,92 737,24 135,94 4508,40 107,10 32940,38 243,84 243,69 7718,67 246,60 5462,75 225,66 3639,52 111,58 5081,07 559,00 2948,45 4746,77 24850,47

0,260 4,699 0,320 0,260 2,04 0,080 2,61 0,090 5,76 0,340 1,53 0,220 1,36 0,340 1,22 0,180 0,210 0,170 1,950 0,140 16,680 0,240 0,220 1,78 0,290 2,02 0,180 1,72 0,110 2,14 0,390 1,61 4,050 9,270

Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Mix uses Densify Dwellings Mix uses Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Densify Dwellings Mix uses Mix uses Mix uses Densify Mix Dwellings uses Densify Mix Dwellings uses Densify Mix Dwellings uses Densify Dwellings Dwellings Densify Densify Dwellings

0,270 4,80 0,260 5,00 0,530 9,800

Densify Dwellings Densify Dwellings Densify Dwellings

10000,00 8000,00 8000,00 8000,00

4539,00 3489,00 3482,00 5493,00

1225,53 16747,2 905,32 27465 2130,85 44212,2

2,00 3,00 3,00 3,00

612,77 5582,40 301,77 9155,00 914,54 14737,40

0,170 4,46 0,150

Densify Dwellings Land use change Densify Dwellings

8000,00 12000,00 6000,00

3936,00 11996,00 3201,00

669,12 53502,16 480,15

3,00 3,00 2,00

223,04 17834,05 240,08

0,320 0,360 0,240

1149,27 Densify Dwellings Densify Dwellings

6000,00 6000,00

2324,00 4430,00

0,600 0,260 0,240 0,160 0,300

0,680

3,00 2,00

1899,84 Densify Dwellings Densify Dwellings Densify Dwellings

8000,00 8000,00 8000,00

2901,00 2681,00 3798,00

754,26 643,44 607,68

278,88 531,60 810,48

2,00 3,00 2,00

377,13 214,48 303,84

Improve Liveability - Bad

0,960

0,680

836,64 1063,2

463,12

2005,38 Densify Dwellings

6000,00

2347,00

1595,96 1595,96

895,45 3,00

531,99 531,99 254646,74

ANNEXES Annex C: Mobility Analysis

Scheidam Centrum

Naaldwijk

0x

Naaldwijk

Den Haag Centraal

1x

Hoek Van Holland

Naaldwijk

1x

Rotterdam Centraal

Naaldwijk

1x

Hoek Van Holland

Rotterdam Centraal

0x

Hoek Van Holland Schediam Centrum Naaldwijk

0x

Delft Station

Den Haag Centraal

0x

Bleiswijk

3x

Train

Bleiswijk

3x

Den Haag

Zoetermeer

0x

Delft Station

Rotterdam Centraal

0x

Rotterdam Centraal

Dordrecht

0x

Zoetermeer

Bleiswijk

1x

Schiedam CentrumNaaldwijk

Brielle

3x

15

21

21,5

74

23,7

50

15

31

13,8

46

13,6

Leyenburg-Den Haag Centraal

32

30

14

7,9

25

7

Rotterdam CentraalScheidam Centrum

48

15

29

25,9

85

27,5

H-R

30

30

34

30,3

90

28,9

H-S DS-DH Zoetermeer Den haag Laan v station DS-Den haag Laan NOI- Zoetermeer Centrumv NOI Centrum-West Bleiswijk LeyenburgZoetermeer Centrum West

Rotterdam Centraal Spijkenisse Centrum

0x

Rotterdam Centraal

Botlek Rotterdam

1x

Spijkenisse CentrumBotlek

Rotterdam Centraal

Brielle

1x

Spijkenisse CentrumBrielle

Rotterdam Centraal

Zuidplein

0x

Rotterdam Centraal

Gouda

0x

Den Haag Den Haag

Leiden Gouda

0x 0x

28

60

25

25,8

76

24,1

40

30

30

15,7

42

14,2

18

30

21

14,6

35

9,7

71

20

28

24,8

54

18,4

90

15-30

34

32

97

32

DH-Z

12

15

23

16,4

51

16,1

DS-RC

13

10

23

14,9

36

15

RC-D

12

10

33

32,4

90

28,4

29

20

14

10,2

30

10,2

Scheidam CentrumSpijkenisse Centrum

94

60

40

46,8

75

21,3

Rotterdam CentrumSpijkenisse Centrum

32

6

31

30,8

68

21,2

85

26

30

31

64

20,7

70

15

38

38,1

99

31,8

15

3

17

6

19

5,1

18

5

39

25,8

75

22,2

11 17

10 10

35 45

22,8 35,7

64 99

20,9 33,3

Zoetermeer station Station centrum West

Spijkenisse CentrumBrielle

Time (min)

37

DS-N

Zoetermeer Centrum WestBleiswijk

Frequency Time (min) (min)

Bicycle

Leyenburg-Den Haag Centraal

Station centrum WestHoek Van Holland

Metro

S-N NaaldwijkLeyenburg Hoek van HollandLeyenburg

NaaldwijkLeyenburg Naaldwijk

Tram

Car Time Travel (min)

Distance (km)

Bus

0x

Delft Station

Delft Station

The aim was to determine which areas had good connectivity and where were the deficiencies of the system, form a user point of view.

Public Transport Means

Arrival Transfer

Departure

means as 9292, NS and google maps.

Distance (km)

The connectivity and mobility of the region was analysed by measuring the fastest and shortes routs by each transportation system. This was carried out by measuring the frequency and distance between key nodes using several

Hoek van HollandScheidam Centrum

Rotterdam CentraalGouda Den Haag- Leiden Den Haag- Gouda

Rotterdam CentrumSpijkenisse Centrum Rotterdam CentraalSpijkenisse Rotterdam CentraalZuidplein