Haarlem, City and Transformation by Thais Cshunderlick

City and Transformation ThaĂs Cshunderlick, Mirte van Baarle, Verne Ekkel, Max Corbeek, Mentored by Paul Kroese (12/10/2018)

Analysis of Haarlem

structure introduction

CITY OF HAARLEM

DISTRICT EAST OF THE SPAARNE

BLOCK OF DE KOEPEL

recommendations

111

MODELS

119

INTRODUCTION In this report we will analyse the Dutch city of Haarlem on many aspects. We will start with the whole city, zoom in on the district east of Spaarne and finally the Koepelprison block. This analysis will form the base for a redesign of the prison in a following course. As a result of these findings we formed some recommendations to improve the city of Haarlem and we will conclude with our presentation model where we showed how the city can be improved. The stucture of the analysis will follow a set lay out of a map or visual with an explanation and diagrams to support conclusions where necessary.

city of haarlem historic development

landscape

morphology

green

water

infrastructure

future plans

functions

landmarks

public spaces

typology

materialization SECTIONS

42 46

historic development EXPANSIONS

= 1250 = 1350 = 1400 = 1700 = 1900 = 1930 = 1950 = 1980 = AFTER 1980 = BUILDINGS

SCALE 1:50.000

Explanation Haarlem started around 1200 on the crossing of a peat river called the Spaarne and a sand ridge. This location was very important since it offered drinking water and higher ground on the sand ridge in the swampy Netherlands. This was also the location of two parallel trading routes going from north to south on the sand ridge safe from flooding. The first expansion of the city would be around 1350 and 1400 when the Dutch had tamed the water and started building dikes. Haarlem now started to include the Spaarne into its urban fabric. Beer breweries and other companies would settle down near the Spaarne and use the river to trade with other cities. These are the city borders that would last until the 18th century and during the golden age. Only densification was occuring with a large number of immigrants coming from occupied Flanders. Haarlem did not expand during the golden age, but just after it, which was too late for the new neighbourhood to be useful. 200 years of stagnation would follow when the English started ruling the sea instead of the Dutch and the Industrial Revolution was already beginning in Engeland and Belgium. The Netherlands was very late with the industrial revolution in the late 19th century. This is also when fortifications were not useful anymore. So when cities were to expand, they didnâ&#x20AC;&#x2122;t have to make new fortification anymore, which started an immense growth in size of cities from then on in the Netherlands. The north sea canal and a railway connection between Haarlem and Amsterdam were made and brought great prosperity. The first expansions outside the city were around 1900 and mostly for the rich who could afford such space. Only after the Woningwet from 1901 working class neighbourhoods started to arise. First these houses were still too small for the big families of the time, but this improved along the way when rules were strengthened. Haarlem had reached its borders by 1950 so it had to annex the municipality of Schoten in the north.that gave Haarlem a long shape. The last great expansions of Haarlem were in 1980 with more annexation of land. Haarlem never grew larger while other cities in the Netherlands kept growing. A big part of this has to do with the government policy of trying to tame the cities in the Randstad metropolitan area. Other cities and villages around Haarlem and Amsterdam were allowed to grow so Amsterdam or Haarlem didnâ&#x20AC;&#x2122;t have to become huge urban jungles. Haarlem had also reached other villages in the north and south while being bordered by the dunes in the west and Schiphol airport in the east.

Business along the spaarne In Haarlem we can see a clear elongated development that started with the north south sand ridge that continued in annexations and natural borders. The diagram below shows that Haarlem had always developed more to the north and south over time.

1350

1400

1700

1900

1930

1950

1980

DIAGRAM SHOWING THE PREDOMINANT DIRECTIONS OF EXPANSION OF haarlem

HISTORIC DEVELOPMENT AGE OF BUILDINGS

= < 1800 = 1800 - 1900 = 1900 - 1950 = 1950 - PRESENT = WATER

SCALE 1:10.000

Explanation The buildings in Haarlem are actually much younger than the urban additions theyâ&#x20AC;&#x2122;re in. The city centre of Haarlem stopped developing after the 18th century while very few buildings are from before the 19th century. Most building are from between 1800 and 1900. This is the second period of prosperity in Haarlem after the industrial revolution and first railway connection to Amsterdam. The state of many buildings had declined over 200 years since the golden age and were replaced with the newly earned money. The Haarlem we see is not as old as we might think it is from the historic development. We think of Haarlem as a great city from the Dutch golden Age, but what we see is a city that was mostly built on Industry.

There are some higher concentrations of ages that can be found. This is shown in the diagram on the bottom left. The upper part of Haarlem was the latest addition during the golden age, but came too late after the prosperity. The stagnation caused it to only be partially built up. When Haarlem got an economic boost by the railway connection to Amsterdam in late 19th century that was the first area of building activity after the dilapidated buildings had been replaced. Small bubbles like around the old market square is where the oldest architecture can still be seen. Also some locations like the prison block have new developments going on. Even a monumental city like Haarlem has parts that need adaptation to the modern times. One last diagram shows the dispersion of the ages and where can they be found. This shows that buildings from 1800-1900 and after 1950 are everywhere but the bottom left corner. Buildings from 1900-1950 can be found everywhere except the top of Haarlem. Buildings from before 1800 can mostly be found in the core and away from the edges. This diagram says something about the consistency of the areas where multiple circles overlap. Examples are the core where everything can be found and the top where mostly buildings from 1800-1900 and after 1950 can be found.

Picture showing the top extension being half empty in 1740

DIAGRAM SHOWING THE ZONES OF AGES

DIAGRAM SHOWING THE DISPERSION OF AGES

LANDSCAPE SOIL USE

Water General grenery Parks National park border Build areas - Haarlem Build areas - outside Haarlem Haarlem municipality border

SCALE 1:75.000

Explanation DIAGRAM OF the green entering the city Haarlem was originally situated on a sand ridge. During its formation, this was the ideal building ground, as the areas to its left and right were unclaimed peatland and not very fit for building on. Nowadays, the peatland has been claimed and Haarlem has expanded in all directions. To the west, between Haarlem and the sea, we see a dune area. These dunes were very important during the growth of Haarlem, as they filtered the water, making it very useful for textile bleaching and beer brewing, boosting these industries. Nowadays, the dunes are a protected national park. More to the south, the dunes still provide us with clean drinking water, as a groundwater extraction area (Amsterdamse Waterleidingduinen) is situated there. To the east as well as the west, Haarlem is surrounded by green areas. The west has the dunes areas with forestry, the east has peatland and recreational water parks. Ideally, this green is brought into the city from both sides, connecting them.

HAARLEM

Haarlem as the green transition

MORPHOLOGY DIRECTIONS

SCALE 1:10.000

Explanation On the left a map can be seen where the urban blocks have been simplified to a single line. From this a diagram could be made showing the noticable pattern in the morphology of Haarlem.

4 2

1 Sint Bavo Church

As discussed in the landscape, Haarlem started where the peat river Spaarne met the old sand ridge. This sandridge stretched from north to south and was home to two ancient trading routes. The sand ridge was higher land where traders could travel safely in the marshes of the Netherlands. The morphology at first followed this important north south direction (1 in diagram) with less roads going from east to west making a rectangular shape. Moreover this morphology also had to do with a peat creek coming from the dunes. People had dug their canals to the north or south to drain the peat into the creek and eventually into the Spaarne. This reasoning is for the lands laying west and outside the sanddune on peat meadows. The second development that shaped the morphology of Haarlem was the becoming of a trade centre with a church and market square. While roads remained primarily north south, they were sometimes split diagonally in time, because the market square became the literal centre of attention (2 in diagram). Once Haarlem started including the river Spaarne in its urban context, the new area got a special kind of morphology that follows the shape of the meandering Spaarne (3 in diagram). The longer side of the rectangular shapes faced the river and housed many warehouses and industry, because transport over water had become the most important economic boost. The last expansion in the city centre of Haarlem was to the north and surprisingly the direction of the rectangular city blocks were completely opposite of the first settlement, namely east west (4 in diagram). The trading routes over the sand ridge werenâ&#x20AC;&#x2122;t of any importance anymore since the golden age started and transport over water became more important. The city council also wanted to lure in rich people to live in Haarlem so they faced the longer side of the blocks to the newly made chique canals. Another reason could have been that the main direction of the peat canals in the surroundings were east west into the Spaarne.

urban blocks canals natural waterways/peat canals sand ridge

DIAGRAM OF THE MORPHOLOGICAL Directions

Green NETWORKS

SCALE 1:10.000

Explanation The centre of Haarlem has very little parks and green compared to the surrounding districts. The parks that are there are often very small and not linked together. North of the city centre, youâ&#x20AC;&#x2122;ll find what could be a ring of green, featuring the Bolwerken, Kenaupark and Ripperdapark, connected through the Parklaan. These green areas were introduced in the late 19th century by the Zochers, intending to make the area more luxurious and appealing to the upperclass to come live there. The parks are, however, interrupted by streets and the railways. The southern part of the city centre is the most densely populated area of Haarlem and for that reason there are no real parks here but only communal gardens like the hofjes and city garden. These are not connected but some areas do have a bigger density of these small green spaces while others have an almost complete lack as shown in the diagram on the left. The green in Haarlem can be reduced to this simple diagram shown in the right with the park ring and small green spaces scattered around the centre. In the newer regions, some parks have been introduced. Some examples are the Reinaldapark to the east and the Kleverpark to the north. To the south, there is the Haarlemmerhout, which is a large park with a more forested area. Due to Haarlems long shape and nature rich landscape, the inhabitants are never far away from a park even when itâ&#x20AC;&#x2122;s not in their own district.

DIAGRAM OF green zones in the centre of Haarlem

DIAGRAM OF the greenery network in the centre of haarlem

Water FUNCTIONS

= 1250 = 1350 = 1400 = 1700 = 1900 = WATER = CLOSED WATER

SCALE 1:10.000

Explanation Water is one of the most abundant and important elements in the history of the Netherlands. This is no different in Haarlem. Haarlem used to have a lot more water, but since the introduction of the car into the city some of the canels have been filled up. The map on the right shows the different timezones that the city centre of Haarlem was built together with all the water that Haarlem has had in history. Of all these waterways that have existed most of them had a different functions that can be linked to different times and mindsets.

NORTHSEACANAL

OVERVEEN AMSTERDAM SAINT BAVOCHURCH HAARLEMMERMEER & RECREATIONAL LAKES LEIDEN HAARLEMMERMEER

DIAGRAM OF the water directions

= NATURAL = DEFENSE = DRAINAGE = AESTHETIC = TRANSPORT = BUILDINGS

At the start there was only the Spaarne as a natural waterway flowing from the watery peat into the Haarlemmermeer. Some consider the Haarlemse Beek/Raaks a natural waterway but this has been disputed since its fairly linear and drains the peat lands. Many historians consider it manmade for that reason, but in the map we will mark it as natural since thereâ&#x20AC;&#x2122;s no concrete evidence for this. The function of the first manmade canals were defense. The waterways were created around the city walls and fortifications to keep the enemy out. Along these city walls would be portals like the Amsterdamse Poort which is the only remaining. Most of the expansions until 1700 would have these defense canals and old canals within the city were often the result of defense works being integrated into the city as can be seen on the left page. The function of defence was lost in the 19th century so the bolwerken in the north could be turned into a park. Once water had been tamed in the Netherlands it became a big means of transportation and commerce. The economic function of the water during the golden age brought many new connections to other Dutch cities. The directions of these connections can be shown in the diagram on the left. The Amsterdamsevaart was the most important of these but has been lost in time and replaced with a railway during the industrial revolution around 1900. The prosperity of the golden age made for a lot of wealthy inhabitants that wanted to live along fancy canals like in Amsterdam. So these aesthetic canals were dug in the north by the city council to attract rich citizens to Haarlem. In the 18th century at the end of the Dutch golden age the water in Haarlem was at its peak until the industrial revolution came. After the second world war (only about 50 years from the industrial revolution) some canals were filled up because they could house broad roads so cars could enter the city. Today we seek to expel the car from city centre and are bringing back the water but not for the same reason as before but for new reasons such as recreation, urban cooling and water strorage. Bringing back the Amsterdamsevaart is a great example of this.

Map 1:20.000 OF the water functions

Infrastructure HET IJ

REGION AROUND 1600 HAARLEM

AMSTERDAMSE TREKVAART

ZANDVOORT SPAARNE

AMSTERDAM

SOUTHSEA

HAARLEMMERMEER NORTHSEA LEIDSEVAART

= AIRPORT = PROVINCIAL ROAD = HIGHWAY = RAILWAY = CITY = GREEN = WATER = DUNES

LEIDEN SCALE 1:250.000

Infrastructure NORTHSEACANAL

REGION AROUND 1900 HAARLEM ZANDVOORT

AMSTERDAM

SPAARNE

IJ LAKE

HOOFDDORP NORTHSEA LEIDSEVAART

RINGVAART

= AIRPORT = PROVINCIAL ROAD = HIGHWAY = RAILWAY = CITY = GREEN = WATER = DUNES

LEIDEN

SCALE 1:250.000

Infrastructure NORTHSEACANAL

REGION PRESENT DAY

HAARLEM ZANDVOORT AMSTERDAM

SPAARNE

IJ LAKE

SCHIPHOL HOOFDDORP NORTHSEA LEIDSEVAART

RINGVAART = AIRPORT = PROVINCIAL ROAD = HIGHWAY = RAILWAY = CITY = GREEN = WATER

LEIDEN

= DUNES

SCALE 1:250.000

Explanation During the golden age around 1600 Haarlem had become an important hub for trade over water and sea. The Spaarne gave it access to the Haarlemmermeer and Het IJ/South Sea. The Amsterdamsevaart was an important connection between Haarlem and Amsterdam. The highway of the 17th century one could say. Like busses and trains today boats had multiple stops between these two cities and would carry around wealthy citizens on their way to leisure activities. Around 1900 during the industrial revolution the Amsterdamsevaart was replaced by the first railway in the Netherlands. Water lost its function of transport and the train became the most popular way of public transport. Other railway connections to Leiden in the south, the rest of north holland to the north and Zandvoort in the west soon followed. The connection to Zandvoort was mainly important for recreational purposes that in that time were reserved for the rich. The Haarlemmermeer and IJ had been drained because of their ever expanding nature and to make room for farmland. The ringvaart and northseacanal replaced these waterways respectively. The Northseacanal gave Haarlem access to the sea and a new found prosperity. Today Haarlem lies in the Randstad region of the Netherlands which is one of the most urbanized sections of Europe. Haarlem is an important housing city for people working in Amsterdam, IJmuiden or Schiphol Airport. Itâ&#x20AC;&#x2122;s connected to these places by a network of highways that can be simplified into the diagram shown to the right. Schiphol Airport can be seen as the important centre where three highways meet. One going to the ring around Amsterdam, one to Leiden in the southern part of the Randstad and the last one to IJmuiden where the northseacanal ends and a harbor lies. Haarlem is actually not connected by a highway to this network, but by a provincial road that is a detour from the A9 around Haarlem before returning to the A9. From this ringroad Haarlem can be accessed and left.

IJMUIDEN

AMSTERDAM

HAARLEM

SCHIPHOL PAINTING OF AN ENTRANCE TO HAARLEM WITH A BOAT STOP

LEIDEN DIAGRAM OF THE HIGHWAYS CONNECTING HAARLEM

Infrastructure MAIN ROADS

= PARKING = 50 KM/H AND UP = UNDER 50 KM/H = BUILDINGS = GREEN

= WATER

SCALE 1:10.000

Explanation The map on the left depicts the network of roads in Haarlem that have a speed limit above 50 km/h. The first thing that can be noticed is that cars can enter the city’s core and cut right through it. Interestingly this core network isn’t completely joint since there are a few points were the car needs to slow down to 30 km/h before being able to speed up again later. This has probably been done because the roads slice through the pedestian zone and shopping district. Crossing pedestrians will be noticed more quickly when the cars drive more slowly and together with zebra crossings this makes for an smoother flow between two sides of the shopping district. The gaps however don’t correspond with the pedestrian zone perfectly. How this system works can be seen in the diagram on the top right.

STATION

MARKET SQUARE

SPAARNE

SHOPPING

From the A9 Haarlem is entered through it’s ringroad called the N208. This ringroad gives access to a web of roads that lead to various districts. Haarlem can be reached far into its core by car. Most parking garages lie in a ring around the old city centre, but there are roads that cut through it, namely the Gedempte Oude Gracht which was part of the first fortification. This smallest ring crosses the shopping district/ pedestrian zone and is mainly just for inhabitants and deliveries since these roads are slower. In the diagram on the bottom left these three different rings can be seen.

DIAGRAM OF THE SLOW TRAFFIC ZONES A9

DIAGRAM OF THE ROAD NEWORK IN HAARLEM WITH THE INNER SLOWER TRAFFIC parking RING IN YELLOW

Infrastructure BICYCLE LANES

= PARKING = PRIORITY BICYCLE LANES = OTHER IN NETWORK

SCALE 1:10.000

Explanation On the left theres a map of the bicycle network in Haarlem with parking. Most roads in the network are priority bicycle lanes where people can travel faster and can often reach their destination quicker than by car. The rest of the network are important connections that donâ&#x20AC;&#x2122;t necessarily have designated bicycle lanes.

The bicycle network also consists of rings that are fairly similar to those of the main roads. This time however there are only two. The first ring is around the centre where it connects to the districts and cities around it in all directions. This mainly consists of priority bicycle lanes that are often faster than going by car. The inner ring is of lesser quality such as pedestrian zones and biking on the side of slow traffic roads. The bicycle can reach the cities very core of the great market and cross it. Around and in the inner ring most of the bicycles can be parked. The bicycle can reach further into the centre than the car.

DIAGRAM OF the bicycle network of haarlem

N205

Future plans SCHEMATIC

= BUILDINGS

N208

= GREEN BOUNDARIES = HIGHWAY = TUNNEL = HAARLEMMERHOUT = CAR FREE = PARK&WALK = NEW WATER = DENSIFICATION = REDEVELOPMENT = MIXED USE = EXPANDING HOUSING

SCALE 1:40.000

Explanation The map on the left shows the developments that will be going on in Haarlem until 2040. Haarlems city council plans for the future mainly concentrate on improvements of the existing city and infill developments. Haarlem wants to beomce a greener city so the two big green lungs on the east and west will be extended within the cities borders and the green network will be enhanced by planting trees, revitalizing parks and making new green spaces where possible. The Haarlemmerhout will be partially healed after years of fragmentation after the Kennemertunnel is built. This tunnel lies in the ring around Haarlem that most traffic will be concentrated in by 2040. New park and walk garages will be built around the old city centre that is going to be car free. For the district theres an opportunity to built such a parking garage The Amsterdamsevaart will be restored and will make a new connection for recreational boats to the water rich west of Haarlem. The same goes for the new canals in the Waarderpolder in the top right. These industrial canals will be extended and turned into recreational waterways that can be accessed outside of working hours. Haarlem will be reusing the space of former industry in its 20th century extensions since they are not active anymore. The only place where the industry is still active is the Waarderpolder in the top right. In recent years parts of this area have been transformed into living, but Haarlem wants to protect this last surviving work environment so it wonâ&#x20AC;&#x2122;t become a dead housing city for people working in Amsterdam. While still exploring the possibilities of using the space more efficiently and making it a possible mixed use work-housing district. Schalkwijk in the southeast is the newest neighborhood of the city and also one of the worst with high segregation and unemployment rates. The architecture is not viewed as attractive so some of it will be demolished and redeveloped into denser and more attractive housing.

FUNCTIONS BY BLOCK

SCALE 1:7.500

Explanation Based on the available data about the functions of each building in the city of Haarlem, an approximation was made for each urban block. It was taken into account the ground floor for categorization in areas where there were no data. Focusing on the former prison, is was important to see, beyond the center enclosed by water, the functions on the East area. In this case, the cut was made also by the water or by a highway to the East.

Analyzing the spatial distribution of the different functions in the city, it can be seen that the residential areas, for the most part, surounds the commercial areas. These are mainly concentrated on the city center and on the popular Golden Streets. The industrial area is totally concentrated northeast of the center creating large blocks that are not easily acessible. In addition, green areas are punctual and not always connected. Is is also important to notice that the â&#x20AC;&#x153;yellow blocksâ&#x20AC;? are composed by buildings that atracts tourists for containing old churches, museums and government buildings with remarkable architecture.

companies + horeca

mainly residential companies + residences companies + horeca* mainly industrial culture/government/religious

residential areas

green areas water * hotel, restaurants and cafĂŠs

Landmarks CONCENTRATIONS

Explanation Haarlem is a very popular tourist destination for dutch people and even for foreign tourists who want to avoid the overcrowded Amsterdam. Important Landmarks or sights include the Saint Bavo Church, Town Hall, Frans Hals Museum and Teylers Museum. Apart from their importance to tourists, landmarks also help people locate their position in the city and as markings throughout the city because they stand out visually or in meaning. These are locations that everyone knows or recognizes, so if one were to descibe a route they will use Landmarks like a windmill to guide them. In Haarlem most of the important landmarks are on the west side of the Spaarne with very few being in the Station district, east of the Spaarne or southern part of the centre. Although the Prison and Windmill are important sights, right now they are just visually important in the skyline and need to house an attractive function to lure people across the river. People might take a picture on the riverside but thereâ&#x20AC;&#x2122;s no need to move into the district because thereâ&#x20AC;&#x2122;s not much to do or see there and in between. When we compare the public spaces, pedestrian zones and landmarks in the city centre of Haarlem the first thing that stands out is that the Prison lies isolated east of the Spaarne without any public spaces, parks or pedestrian zones. The pedestian zones, public spaces and landmarks are mainly concentrated as a network in the southeast of Haarlem while the green public spaces are mainly around the station and its square.

PUBLIC SPACES GREEN AND URBAN 1

1 2 3 4 5 6

Stationsplein Grote Markt Boereplein Botermarkt Wilsonsplein Niewe Kerksplein

SCALE 1:10.000

Explanation Streets and public spaces have contributed to define the cultural, social, economic and political functions of cities and towns throught the years. In Haarlem the public spaces are often located next to buildings that were important to the city’s history and development, such as the train station, the medieval churches and the open market spaces. It is important to highlight that for the analysis the courtyards (‘hofjes’) were considered as semi-public since they are not always open to the public. In the diagram on the right it is possible to see the lack of connection between the public spaces in the city, either through the pedestrian zones (as will be explained forward) or through the green spaces. The water ways can be seen as a big disconnection although they have great potential to improve the ambience of the public space. Most of the public spaces have landmarks, and since the former prison is aso one, the block of De Koepel already shows potential to be a great public space, especially being located in a privileged part of the city.

public spaces golden streets

DIAGRAM OF the public spaces

hofjes green spaces landmarks water

PUBLIC SPACES PEDESTRIAN NETWORK

1 Gedempte Oude Gracht 2 Grote Markt and Jansstraat

SCALE 1:10.000

Explanation Part of the city center is closed for cars and trucks most of the time, which here is called the â&#x20AC;&#x2DC;pedestrian zoneâ&#x20AC;&#x2122;. In Haarlem, these streets can usually be reached by car between 6h and 11h in the morning. Residents and companies located in this area can apply for a exception, but generally those streets are only for bikes and pedestrians. The implementation of a car-free zone usually aims to provide better accessibility for pedestrians, to increase the volume of shopping and to improve the attractiveness of the local environment. As can be seen on the schematic map and on the diagram, the pedestrian zone in Haarlem has two major interruptions: the curve between the streets Grote Markt and Jansstraat; and the large Gedempte Oude Gracht that cuts the zone in two. Besides that, the zone is only concentrated in the center of the city, which makes the paths to the block of De Koepel and also the train station less attractive for pedestrians.

pedestrian zone

DIAGRAM OF the pedestrian zones

interruptions prison block water borders

PUBLIC SPACES PUBLIC X PRIVATE

Building Typology in the City of Haarlem

TYPOLOGY DIAGRAMS

Roofs: Unique to Common

Height: -Three parted Plinth (open or closed) Housing Roof/Attic -Mostly 3 or 4 Floors -Headroom differs between Buildings -Plinth often higher than other Floors -Horizontal Lines divide levels

Decorations: Width: -Decorative Stone Lines -Mostly 3 Windows -Decorated Buttresses -Sometimes 2 squeezed in because of land price -Spires being higher by width of facade on the canals -Balconies with sculpted Fences the wider the building the more wharf you could use. -Stone Sculptures -Rarely 3 + built by the wealthy or Institutions -Big Entrance -Mostly for expensive Buildings

Windows: -Similar Width repeated throughout City -Vertical Rectangle Shape -Height decreases by added Floor untill squared -Windows Align Perfectly -Between Buildings, Windows jump into different alignments

DIAGRAM OF the historic housing in haarlem

Explanation For the typology we will only discuss the housing in Haarlem and compare the historic architecture from before 1950 to some new developments. The historic architecture of Haarlem has a Dutch golden age type of feel like many other cities such as Amsterdam, Delft and Leiden. We tried to condense this typology of Haarlem into a diagram that shows what the variables and constants are between the buildings since they seem to fit together so well. We also tried to show which kinds of roofs are most prevalent in Haarlem for example.

When we compare the historic building typology of Haarlem to a modern canal house along the Spaarne all rules are disobeyed. It has a new type of roof, a low plinth, more than 3 windows and is not three parted. It does however have a vertical and horizontal outline of the windows. The designer really tried to make it stand out from the historic architecture.

DIAGRAM OF a modern canal house

The Raaks area on the west side of Haarlems city centre has recently been redeveloped with a modern shopping street. Here we see that the architects tried to look at the historic formula. The windows are mostly vertically outlined with some exceptions. That differentiates the buildings from one another. The plinth is also of different hights in every house and theyâ&#x20AC;&#x2122;re three parted. While the amount of floors differ between buildings, there is no difference in headroom and no horizontal lines dividing the floors. The width and rooftypes are constant. These buildings are somewhere in between the historic row housing and modern house we discussed earlier.

DIAGRAM OF a modern shopping street

Materialization GREEN CAR FREE STREET As we have concluded Haarlem does not have a lot of green within its city. Wageningen university ranked haarlem as the least green city of the 35 biggest dutch cities. we still percieve haarlem as a green city and these streets could be the reason why.

Hanging greenery for narrow streets

Pots as decoration and to define a border

Bicycles rest in front of the houses indicate carelessness and mobility

Facades are overgrown to make the streets greener

Benches for a social front garden and zone between facade and bypassers

Materialization NEW CAR FREE CANALSIDE

Trees next to the water make the canals a nice public space to spend some time enjoying the view.

The historic laterns found in the city centre are still being used in new developments for consistency.

These curved wooden benches are consistantly used all over Haarlem in all public spaces.

These elements mark a parking spot for your boat. The designers and city want to encourage the use of the canals for recreation.

MATERIALIZATION OLD CANALSIDE

New Trees decorate the street as well as the view of the facades.

Flowerpots decorate the city as Haarlem wants to present itself as the flower city of the Netherlands and a green city in general.

Parking is allowed along most canals when itÂ´s accesible for traffic.

The canalside is not only used for parking cars but also boats that are used for leisure activities throughout the city.

MATERIALIZATION OTHER

From left to right In the busy shopping streets of Haarlem hanging green and lights are being used to decorate the city. Bicycle parking can happen on the side of bigger roads Even in new developments the old type of lamp is being used on the facades to complement the city. On the highways on the edge of Haarlem the most simple version of the lampposts is being used On crossings and wider spaces in the roads and public space a broad lamppost is being used with four lamps on it. A lamp can be attached to the facade which is very common in the narrow back alleys of Haarlem. Some of the houses have a small transition zone between the public road and the houses. Integrated benches and poles keep people away from the facade. The lamppost with the curl is iconic for Haarlems character. This one is used in the old city, but more outside of the market square. All lamps are used interchangeably and donâ&#x20AC;&#x2122;t show clear patterns. Public squares are adorned with impressive statues. Facades on the Market Square are also kept out of the sun by a special tree wall.

SECTION NIEUWE GRACHT

10-18 m

1.5 m 1.5 m 3 m

1m 2m

2m 1m

30 m 48 m

1.5 m 1.5 m

9m SCALE 1:2.000

EXPLANATION Because of the growing population of Haarlem in the 17th century, they started designing an urban expansion plan in 1627. In 1671, they started recreating the new northern boundary of Haarlem. The city wall and canal of the Middle Ages got removed and a new city boundary was made. Two new canals were digged at the south side of this new boundary,: the Achter Nieuwe Gracht (filled up in 1870) and the Nieuwe Gracht.

Characteristic for a lot of buildings is the semi basement level, which gives the residents of the buildings more privacy. The total width of the street is 48 meters. On each side of the 30 meter canal is used a similar street layout. The street is available for pedestrians, cyclists and cars.

The Nieuwe Gracht has got 37 of Monumental buildings. The buildings in the street are 10 to 18 meters high and have mostly four ground levels.

The Nieuwe Gracht is mostly designed for the use of a car. Pedestrians do have some space (a sidewalk at the side of the buildings and the shore) but the lay out of the street is mainly focussed on cars (two lines of parking spaces and the motor way in the middle of the street profile). The Nieuwe Gracht has got a symmetrical street profile caused by the two similar halves of the street at both sides of the canal. The two streets use the same dimensions, materials and decoration elements.

Symmetric street profile Nieuwe Gracht

SECTION HOFJE VAN OORSCHOT

11.5 m

10 m

2.5 m

30 m

2.5 m

4.2 m

0.4 m 5 m

0.4 m

51 m

SCALE 1:2.000

EXPLANATION The courtyard is placed in the Kruisstraat in the center of Haarlem. The Hofje van Oorschot is built in 1769. On the other side of the Kruisstraat lived two rich city administrators who wanted the gate of the garden in rococo style (same style as the buildings). First, there was not enough money to hold on to those plans but the States of Holland eventually helped to finance the courtyard. The courtyard was originally built for the less wealthy women with an age of fifty and older, who were part of the reformed community.

Hofje van Oorschot 1975: Beeldbank Noord-Hollands Archief

SECTION HOFJE VAN STAATS

0.4 m 3.5 m

28 m

35 m

3.5 m

1 m 1.5 m 2.5 m

0.4 m 5m

2.5 m

13.3 m

SCALE 1:2.000

EXPLANATION The Hofje van Staats is built in the Jansweg in 1733. The courtyard exists of 30 residences, originally for individual older women, who were part of the reformed community. The Hofje van Staats has a bigger main building, originally for the administrator of the courtyard. In 1990, the buildings of the courtyard were reconstructed from thirty to twenty residences.

The Hofje van Oorschot is on three sides surrounded by residences, the fourth side, next to the street has a gate. The Hofje van Staats is on all four sides surrounded by residences and on the street side stands an higher building. The different boundaries of the two courtyards at the street sides cause a different experience and entrance of the garden for people on the street. The Hofje van Oorschot has a more open boundary on the street side and is therefore more connected with the street. In contrast, the Hofje van Staats had a closed boundary on the street side and is therefore less connected with the street.

Connection street - Hofje van Staats

Connection street - Hofje van Oorschot

SECTION GEDEMPTE OUDE GRACHT

10.5 - 14

2.5 m

23 m

2.5 m

SCALE 1:1.000

EXPLANATION The Gedempte Oude Gracht was until the 15th century part of the city boundary. The water quality was getting worse because of the increasing industry, so in 1859 the city canal was filled in and the street the Gedempte Oude Gracht was created. The street is accessible for pedestrians, cyclists and cars. There are is also a bus stop.

The Gedempte Oude Gracht has a symmetrical street profile caused by the two similar halves of the street which use the same dimensions and materials. The space next to the motorway is used by people to park their bike. This gives the street a chaotic feeling (asymmetrical) and forms two boundary lines next to the motorway. The vertical moving direction of the traffic and the boundary of parked bikes, causes that there is little horizontal movement in the street.

Symmetric street profile Gedempte Oude Gracht

Directions & boundaries Gedempte Oude Gracht

SECTION JANSSTRAAT

10.5 m

10 m

SCALE 1:1.000

EXPLANATION The Jansstraat is an important way in the route from Haarlem Station to the center of the city. The street is a vertical line all the way from the station to the Grote Markt. The buildings in the Jansstraat are all the same height (10.5 meters) and have three ground levels. The use of the building is mainly living. The street is accessible for pedestrians, cyclists and cars. The motorway has one lane.

The street can be experienced as cosy/small because of the relationship between the street width and the building height. The height is equal to the width, this is in contrast with for example the wide streetprofile of the Nieuwe Gracht.

Proportion width - height

SECTION BOLWERKEN

10.5 m

2.5 m 2 m 2 m

3m 1m

35 m

10 m

65.5 m

SCALE 1:2.000

EXPLANATION The Bolwerken was originally part of the fortification network of Haarlem. In 1821, they started to transform the Bolwerken into a city park because it lost its function of protecting the city. They tried to appeal the more wealthy burghers to the city to boost the economic climate. Also they wanted to introduce the wild nature into the city. The park was designed in the English landscape style. That was a reaction to the formal gardens.

DISTRICT EAST OF THE SPAARNE historical development

infrastructure

public transport

GREEN

functions

LANDMARK

public X PRIVATE

FUTURE PLANS

MORPHOLOGY

SECTIONS

HISTORICAL DEVELOPMENT 1600-1750-1930-2018

SCALE 1:5.000

Explanation The timeline of the district starts in 1600 when it was still farmland outside Haarlems city walls. By 1750 it had been included and turned into fortifications with the iconic pointy plan we recognize from the Bolwerken. Along the Spaarne new shipyards and factories arose, but most of the district was still empty as a field used for bleaching linnen. By 1930 all of the surrounding farmland had been included into the city since the fortifications were no longer necessary so the city could expand. One of the canals near the station had been turned into the Parklaan where rich people could walk and show off. More industry arose around the Spaarne since Haarlem was again prosperous after the industrial revolution. The first railway of the country connecting Haarlem and Amsterdam crosses this district. People loved showing off that they had the money to take the train. In these time the train was great visual asset to the district. The field was finally built up by the Koepelgevanenis and to connect this part of town to the centre the Papentorenvest canal was filled up and turned into a road. Lastly some housing was built next to the prison and industrial grounds to house workers. Today the industry is disapearing from the district and being replaced by housing while the companies in the north east have densified. All canals in the district were filled up to make way for big roads to enter the city from Amsterdam. The Amsterdamsevaart used to be this connection of water and kept that function but as a road.

Painting of the new fortifications being built picture of the amsterdamsevaart before it was filled up

= ROAD REPLACING WATER = NEW BUILDINGS = OLD BUILDINGS = CITY = GREEN = WATER = FIELD

INFRASTRUCTURE ROADS

= PARKING = UNDER 50 KM/H = 50 KM/H = ABOVE 50 KM/H = BUILDINGS = GREEN = WATER

SCALE 1:2.500

Explanation Many main roads of Haarlem are located in this district. Itâ&#x20AC;&#x2122;s a real junction of traffic entering the city or leaving. The three main roads with the railway and Spaarne cut up the district and make hard to reach/ closed islands like the Prison, Nedtrain facility and even the neighborhood in the northeast. Some space in this area is still being used for parking for companies like Nedtrain, the police office and on the Parklaan. If these parking needs are solved somewhere else like a parking garage, these areas could develop into parks or housing etcetera.

DIAGRAM OF the fragmentation in the district

INFRASTRUCTURE BICYCLE LANES

= PARKING = NO BICYCLE LANES = PARALLEL ROADS = BICYCLE LANES = BUILDINGS = GREEN = WATER

SCALE 1:2.500

Explanation For this scale we didn’t look at the network of bicycle lanes again but the kinds of bicycle lanes in the district. Three kinds can be distinguished. Priority bicycle lanes, parallel roads and slow traffic roads without bicycle paths. When we look at the map of these varieties there are many gaps in the system that could cause confusion and danger. For example the parallel road on the Papentorenvest lies between two roads with actual bicycle lanes. Some parts of the Spaarne even have no bicycle lanes at all when other parts do. There’s barely any unity which makes it hard for people to find their way if they’re not familiar with the place, because it’s unclear where they can bike. Another interesting thing to note is that all the public bicycle parking is on the west side of the Spaarne and if the prison were to be reused with a public function it should have sufficient bicycle parking and could even function as a park and walk to the centre as well.

HAARLEM STATION

PUBLIC TRANSPORT WITH STOPS WAARDERPOLDER & SPAARNWOUDE STATION

= BUS WITH STOPS = TRAIN TRACK = BUILDINGS = GREEN = WATER

SCALE 1:2.500

Explanation The District around the prison is very well connected the public transport system. There is a bus going along the Prison that goes between Haarlem Station and Haarlem Spaarnwoude Station through the Waarderpolder industrial area. The Prison block is therefore in a great position for people traveling to their job in the Waarderpolder or Amsterdam via the Station. This also counts the other way around. The prison is well connected to the stations so tourists or students could reach it easily. Furthermore most people might prefer to walk to the central station since itâ&#x20AC;&#x2122;s very close by. The train-track that supplies this connectivity runs along the top of the District and cuts it off, since there arenâ&#x20AC;&#x2122;t many stations and crossings like there are on the big roads.

GREEN WITH TREES

= ECOLOGICAL ROUTE = TREES = BUILDINGS = GREEN = WATER

SCALE 1:2.500

Explanation As can be seen in this map the district lacks green even more so than the city centre west of the Spaarne. No real parks in and around the prison make the livability of the region tougher. Theres no real place to walk your dog for example. In the top left corner we can see the start of the Bolwerken and Parklaan while in the district itself the main green structure is comprised of visual green such as trees more than green spaces. The district is however not far from the lakes on the east of Haarlem that can easily be reached by bike. Most roads are decorated with trees, but this structure is highly irregular with huge gaps and differences in patterns in nearly every road. On the left this irregularity can be seen in an abstraction.

Abstraction of the tree structures showing the gaps and irregularity

FUNCTIONS MAP

SCALE 1:5.000

Explanation In the district East of the river Spaarne the two main functions of the buildings are residential and industrial. Along with the industrial areas there are offices and a few green spaces, that are not necessarily contribuing to the city as they are distributed now because they can create a few barriers, especially along the railway. The meeting and commercial places are usually located in areas with more visibility, like the river border and on the corners of the blocks. The main conclusion about the district, regarding the functions, is that there are many monofunctional blocks, if they could be changed into multifunctional blocks, the experience in the district would be more dynamic, especially for the pedestrians.

water green residential commercial/meeting industrial/offices culture/religious/governmental De Koepel

lANDMARK VISUALITY

= SIGHTLINES = PRISON VISIBLE = BUILDINGS = GREEN = WATER

SCALE 1:2.500

Explanation The prison is a very clear landmarks with its enormous dome, but despite this it can actually not be seen from everywhere in the district let alone the city. Often the view of the dome is disrupted by the houses that cover it in pespective. Therefore the prison can best be seen from the west shore of the Spaarne where the all the buildings are more proportionate to each other. More up north along the Spaarne the prison can still be seen, but this is because the area in front of the prison is still a building site so it will disappear behind the houses like in the rest of the development apart from a beautiful sightline (a shame). The Koepelgevangenis can be seen from the widest roads next to it but not at the corners, because the view is obstructed by tall trees. Probably because people didnâ&#x20AC;&#x2122;t want to be confronted with the prison. The prison can now be shown off more in a new function and doesnâ&#x20AC;&#x2122;t need to be hidden anymore. It can be part of a sightline from the Amsterdamsevaart, N200 city entrance and bridge over the Spaarne. These are some amazing landscaping opportunities.

PICTURE OF THE PRISON ENTRANCE HIDDEN BEHIND TREES, SEEN FROM THE PAPENTORENVEST

PUBLIC X PRIVATE DISTRICT

SCALE 1:5.000

Explanation From the boundaries of the buildings, sidewalks and streets it was possible to analyze the blocks of the district according to their privacy, which means that they were classify as private, public or semi-public. The last categorie includes spaces that are used by the community but are not accessible, they are closed with grids or are even enclosed by buildings. The streets are big public spaces but as they are dominated by motor vehicles, their relationships with pedestrians are often not pleasant and thus are highlighted.

Many of the public spaces are not use for recreation mainly because they are not attractive for the pedestriansâ&#x20AC;&#x2122; experience and flow. In the district area this happens often in consequence of big monofunctional spaces, with many residential blocks and also parking spaces for the for the inhabitants. Besides the highways, another huge barrier to public spaces is the railway and its block, East of the prison, with all the enclosed buildings of NedTrain, the locomotive and rolling stock maintenance and repair company of the Dutch Railways company, Nederlandse Spoorwegen NS.

streets buildings public

image of parking spaces in Harmenjansweg

semi-public private

FUTURE PLANS

= DEVELOPMENTS = PARK CONNECTION

SCHEMATIC

= NEW WATER = ECOLOGICAL ROUTE = HIGHWAY = BICYCLE STREET = BUILDINGS = GREEN = WATER

SCALE 1:2.500

Explanation In the next few year a lot will change in the district around the Koepelgevangenis. This project is called ‘‘Spaarnesprong’’ (meaning Spaarne jump) and refers to the inclusion of the district into the ciy centre. Multiple locations of old industrial buildings will be redeveloped or demolished. As we’ve discussed before, water will be reintroduced in the Amsterdamsevaart and the road will be relieved as the city entrance. The city will only be entered via the N200 above the Amsterdamsevaart with representive buildings and trees decorating the road. The zone between these two roads (Gedempte Oostsingelgracht) will be more park like as an extension of the bolwerken park structure. This connection will cross the ecological route long the railway. The prison and windmill will be new centers for this developing neighbourhood and to facilitate this a bicycle street was made to the city centre through the district and to the Waarderpolder up north.

MORPHOLOGY WITH TYPOLOGY

SCALE 1:2.500

Explanation The morphology can be put into three categories: historic blocks (purple), courtyard row housing (yellow) and open blocks (red). The historic blocks are made up of the historic typology we discussed on the city scale consisting of a puzzle of lots within a rectangular block. The courtyard row housing is something special, since this is a hybrid concept that were built in recent years. The block consists of small back to back row housing with a central public courtyard inspired by the hofjes. This also creates a quiet place away from the busy roads. All the lots are the same size which is a sign of modern housing. The last category are the open blocks that are a tetris game of industial halls and offices. Theres no care for the allotment in this part.

The historic blocks are made up of the historic row houses weâ&#x20AC;&#x2122;ve discussed on the city scale. The other blocks are on the other hand something new. The open block has a quite straight forward typology of a high one story hall with random windows where needed. Most of them are also made of vertical stainless steel plates

DIAGRAM OF THE OPEN BLOCK TYPOLOGY

The row houses around the courtyard have an interesting typology. They all have different roofs and completely different compositions. All these four examples are repeated in their respective rows without much variations between the houses. What stands out is the odd compositions of windows in all of them. Windows are rarely in one line verticaly and horizontally. The neighbourhood seems to have more division than just morphology.

DIAGRAM OF the three types of blocks

DIAGRAM OF THE ROW HOUSING

SECTION SPAARNE

10.5 m

2.5 m

13 m

1.5 m

32 m

2.5 m

13.5 m

58.5 m

SCALE 1:2.000

EXPLANATION The Spaarne played an important role in the transport and delivery of goods at the end of the 19th century. Nowadays, the Spaarna is mostly used for pleasure boating.

The streets next to the Bolwerken blend well with the green park because of the green edges. These edges are in contrast with the edges of Spaarne. The shore of the Spaarne is completely made with stones. This characteristic causes a hard line between the water and the street. This hard line is a disconnection between the two streets next to the Spaarne.

Soft-hard edges

SECTION AMSTERDAMSEVAART

13.5 m

2.5 m

3.5 m

32 m

2.5 m

EXPLANATION The history of the street goes back to 1631 when they started the construction of the Haarlemmertrekvaart. The canal was dug in an almost straight line between the Haarlemmerpoort in Amsterdam and the Amsterdamse Poort in Haarlem, to arrange the scheduled barge service to Amsterdam in 1632. Besides the canal a towpath ran which was hardened and widened in 1762, after which the Haarlemmerweg was formed, in Amsterdam it was named Haarlemmerstraatweg and in Haarlem the name Amsterdamsevaart remained.

Until recently, the street had three lanes inland and two out of the town and also a service road with a cycle path. In the meantime, the three strips have already been narrowed to two strips with planters without bushes, with the consent of the council. This will be the situation for the next ten years. There are plans for the construction of a flyover where the ongoing traffic can be redirected to the Oude Weg or the Schoterbrug, which reduces the traffic on the Amsterdam shipping industry. The street can then be narrowed and the water could again be used for shipping. This is already included in the zoning plan as well as possible extra housing.

Old situation

SECTION AMSTERDAMSEVAART REDEVELOPMENT

13.5 m

2.5 m

32 m

2.5 m

SCALE 1:1.000

BLOCK OF DE KOEPEL HISTORY laND USE

88 90

functions

TYPOLOGY

public X PRIVATE

MATERIALIZATION SECTIONS

98 102

HISTORY PRISON

the block In the past, the area of the block was very close to the walls of the city, as can be seen in the map on the left. Besides that, it is also important to notice that in Amsterdamse Vaart there was a waterway. With the removal of the fortifications, in the middle of the 19th century, the area was empty and the prisonâ&#x20AC;&#x2122;s construction began in the end of the same century.

de koepel (1901) According to the Nederland Monumentenland website, the penitentiary institution at the Harmenjansweg 4 in the center of Haarlem was built at the beginning of the twentieth century, between 1899 and 1901, after a design by Willem C. Metzelaar. The architect based himself on the panopticon principle applied by his father, Johan Frederik Metzelaardesigned, who designed the other two dome prisons in the Netherlands, in the cities of Arnhem and Breda. The prison is a Rijksmonument waiting to be reused, being closed since 2016 and briefly used to house asylum seekers to the

map of haarlem from 1698

The block of the prison in the district

LaND USE OF THE BLOCK

SCALE 1:1.000

Explanation The block is surrounded by a dry ambience. Within its borders it is mainly composed by pavement and buildings leaving the green areas with very little importance. The few trees inside the block are also responsible to try to hide the existence of the prison and they are placed in front of the main entrances, as can be seen in the left. The prisons composition is concentrated towards a small square in the front. However this is now being used as parking space.

the blockâ&#x20AC;&#x2122;s composition pavement streets buildings grass

entrances of the former prison

trees

FUNCTIONS OF THE BLOCK

SCALE 1:1.000

Explanation The dome, where most of the cells are, was constructed according to the panoptical principle, which is a type of institutional building and a system of control designed by the English philosopher and social theorist Jeremy Bentham in the late 18th century. The scheme of the design is to allow the inmates of an institution to be observed a watchman without the inmates being able to tell whether or not they are being watched. The diagram on the bottom right shows how this concept would work and how it was actually implemented in the Koepelgevangenis. The biggest and emptiest areas of the former prison that have potential for new uses are the dome area and the open spaces that are able to connect the entire block without the walls. Besides the building of the former prison, the rest of the block is composed by residencies. Some of them were built in the same period as De Koepel but those in the northeast of the block were build in 2006 to revitalize the neighbourhood.

the cellsâ&#x20AC;&#x2122; doors of de koepel

open areas cells administration director & assistant work space kitchen former church entrance of prisoners

panoptical principle

TYPOLOGY

The wall

DETAILLING

The directors house The dome

The dome sturcture

CORNER DETAIL OF THE HOUSE

Ventilation of the dome

Typical horizontal lines and decorated DETAILLING OF THE KOEPELGEVANGENIS

Explanation

The dome sturcture

The directors house

The Koepelprison is a gorgeously decorated building with lots of detailling one might not notice at first glance. Much of the prison is also protected as a national monument. Only the oldest parts and the wall are listed as monuments. In our recommendations we will discuss tearing down the wall and even though its a monument this will give great opportunities. Parts of the wall can still be kept up as a monument, but we need big openings for big opportunities to work. The directors houses on both sides of the front are in a beautiful Chalet Style that was popular around 1900. The rest of the prison was in a similar transitional style from the neostyles to jugenstil with elements of chalets. Highly decorated window frames and continuous horizontal lines are typical for this period. On the domes structure where horizontal and vertical lines are crossing a decorative yellow brick is placed. Window frames are decorated with bow patterns and horizontal lines are made up off vertically placed orange bricks with a slight diffrence in depth. The attention for detail is astounding when looking at the corner where the horizontal lines continue even when hidden under a roof. The color pallette of the prison is yellow, orange, brown and grey. The dome structure has a repetitive composition of rectangles with one small window which sybolizes one single cell. The directors house and main entrance have a similar outline with higher windows in the middle. Most of the windows are vertically and horizontally aligned to create continuous horizontal lines along the whole building. All composition are symmetrical and many sizes of windows return on different compositions even though there are many sorts of them.

HUIS VAN BEWARING

ENTRANCE PRISON HOUSING

DIAGRAM OF composition of the prison

DIAGRAM OF THE MONUMENTAL SECTIONS OF THE PRISON

PUBLIC X PRIVATE

SCALE 1:1.000

CONCLUSION The former prisonâ&#x20AC;&#x2122;s walls are the biggest responsible for creating an isolated space when the private areas are analysed. In addition, the street that cuts the triangle shape block at southeast creates a space even more distant for the pedestrians experience. Therefore, breaking the walls would be the first step to integrate De Koepel in Haarlem, creating new public spaces.

streets buildings

DIAGRAM OF the prisonâ&#x20AC;&#x2122;s walls being break

public semi-public private

MATERIALIsATION

Explanation To analyse the materialisation of the building block, we looked at the streets that act as a border around it. The first thing we noticed is that each street looks totally different from the other. The Harmenjansweg is a street featuring row housing, the northern part being newly built. This road has a speed limit of 30 and has a sidewalk on either side. At its connection with the Papentorenvest, a small parking area is situated. At this point, the street features four different types of pavement: square tiles for the sidewalk, red brick for the parking area, grey brick for the entrance and exit of the parking area and asphalt for the road. At the intersection, an area is marked in the middle of the road with white brick.

MATERIALIsATION

100

Explanation The materialisation around the Koepel is all over and definitely not consistent. This shows major disconnection between the streets, resulting in the users having to take in the area and re-evaluate their use of the space more often than necessary or comfortable. We suggest this to be straightened up, creating a more harmonious style throughout the area. This will make the building block seem much more put together and more appealing to its users.

The Papentorenvest is a busier road, with again more different styles of materialisation: asphalt for the main road with red asphalt for the bicycle lanes and square brick for the sidewalks. The safetyhill at the pedestrian crossing also features some grass and a tree. The parallel road uses red brick, marking parking spaces with yellow brick. The sidewalk has square tiles again, but the material is different and features small, dark spots. The tone of the tiles changes constantly. The Oostvest can be divided into an old part (the old prison entrance and parking space) and a new part (new row houses built along its northern part). The old part features red brick for the road and parking spaces and square tiles for the sidewalks. When reaching the new part, the sidewalk changes to a linear patterned red brick and the road uses a more tightly laid red brick. Besides itâ&#x20AC;&#x2122;s different patterns, the sidewalk uses bricks of a somewhat warmer tone than the road. The bicycle path parallel to this road uses square, red tiles. Besides this chaos of pavement, another noticeable thing is the lighting. Each street featured its own kind of lamp post, some L-shaped with different proportions or colours, some with a round lamp on top, differing in sizes. The only consistently used item we found to be the planters.

DIAGRAM OF the current materialisation and suggested materialisation

101

SECTION GEDEMPTE OOSTERSINGELGRACHT - RAILWAY

2.5 m

3.5 m

32 m

102

SCALE 1:1.000

SECTION N200

10.5 m

1m 2m

2m 1m

2.5 m

41 m

SCALE 1:1.000

103

SECTION HARMENJANSWEG

10.5 m

104

4m 12 m

2m SCALE 1:1.000

SECTION GEDEMPTE OOSTERSINGELGRACHT

14 m

10 m

1m 1m

1.5 m

12 m

1.5 m

41 m

SCALE 1:2.000

105

SECTION PAPENTORENVEST

13.5 m

106

4.5 m

0.5 m

31 m

SCALE 1:1.000

SECTION DAMASTSTRAAT

10 m

SCALE 1:1.000 10 m

107

EXPLANATION Green is used for segregation in the street profile. It is making a lay out of the surface, it is not creating a better experience for the user. Another conclusion is that there is no use of water in the street profiles, which is in contrast with the context of the spaarne. The prison is surrounded by a framework of residences, except for the papentorenvest side, here the prison is next to a street. The streets use a variety of materials. There isnâ&#x20AC;&#x2122;t one specific patron or stone. Within the same street you see multiple use of patron and colors for the same functions.

108

Also the different streets use different patrons/colours for the same use. By adjusting the same patron and color for the same use, the whole block will be more united. The four street define the form of the building block. As you can see in the street profiles, all the streets arenâ&#x20AC;&#x2122;t focussed at the prison. There is a big wall at the Papentorenvest side and all the houses have their entrance at the opposite side of the prison. This creates a border/ barrier around the prison. Breaking through the borders would create a sightline to the prison, instead of only to the end of the road.

te lgra mp ge de rsin Ge oste O

w ns

t traa

sts

ves

ren

nto

H Pap e

nja

e arm

Border of streets arround the prison /green lines divide the street profile

Moving directions/ missing sightlines to the prison

109

110

recommendations for the conneCTions

112

for the green

114

for the water

116

111

T C RI

recommendations STATION

D E IX

E S U

T S DI

N O I T A E R C RE

T N

112

E C

SCALE 1:10.000

connections to other areas

bridge by inform studio leonard circus hackney

for the connections In our analysis, we focussed on two main areas that are used in Haarlem: the station and the city centre. Connecting these with the Koepel forms a triangle, but on of the legs is missing its connection. We feel this can be solved by adding a bicycle and pedestrian bridge connecting the Koepel and the Parklaan to improve this connection and better accommodate the increased flow of traffic the improvement of the Koepel and the mixed use district around it will bring. The Koepel-side connection can introduce an open shared space, creating an open space that shows the Koepel from the station-side. In the connection between the Koepel and the city centre, we want to improve the plinths along the Spaarne, making them interesting and attractive. This will help to naturally lead people along this road, guiding them to the city centre.

SCALE 1:10.000

Attractive functions

ijzerlaan in antwerpen

Waterside in ghent

interesting plinths

113

recommendations MODEL

114

SCALE 1:10.000

introduction green

for the green TO DIAGRAM OF the vision line of the prison

Another improvement we want to implement is breaking down the walls that surround the Koepel prison, creating another open space. This space can be used to introduce green around it and can become a shared space to be used by the users of the Koepel area as well as the inhabitants of the residential blocks around it. More green can be introduced around the Koepel as well, but this should be lower greenery than whatâ&#x20AC;&#x2122;s around now, this way the Koepel will clearly be visable. When the prison was still in use as a prison, it was sensible to keep the areas sheltered from the outside, but now the prison is something that should become a proud landmark and thus should be visable from many sides. A new bicycle tunnel can become a more attractive connection and visual for the neighbourhood. Lastly the edges of the idustry can be softened with more green and a mixed use district.

mixed use space

HARMENJANSWEG HAARLEM the open prison

bicycle tunnel siesegemlaan

115

recommendations MODEL

116

SCALE 1:10.000

introducing water

for the water In the future, there is a plan for the old waterlines to be reintroduced into the district along the Amsterdamsevaart to the Papentorenvest into the harbour. We think this is a great way to also introduce more green into the district. The waterside can add a green strip that can be used as a green connection as well as recreational area.

soft edges in maasluis city beach in groningen

oerkap HAARLEM

lively marina in volendam water playground

117

118

MODELS THE IDEA BEHIND

120

CITY SCALE

122

DISTRICT SCALE

124

119

THE IDEA BEHIND MODELS

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Our theme During our analysis of Haarlem and our visits, we noticed that Haarlem seemed to be divided into several different districts. These districts defined by the building blocks and divided by the railway, the larger roads and the different waters: the canals, the Spaarne and the Schotersingel among others. While it is easy to navigate from one district to another in the newer district, the old centre is much harder to do so. When traveling between districts, people have to find bridges to cross the waters and bike or pedestrian crossings to cross the busy roads that run through the city. We thought this was an interesting way to look at the city and decided to use this concept of connection and disconnection as our main theme for the models with a hidden layer of our new connections/improvements.

and concept During one of our meetings, Paul suggested we use neon UV lights in our model to highlight the things we want to highlight. We decided to use this idea and implement it with three different colours: orange, green and white. The orange and green were used to symbolise the connection (green) and disconnection (orange), as these two colours are often associated opposites, making the model easier to read. Symbolically, red would have been ideal, but UV paint was only available in a small number of colours and we decided orange would be a better fit than pink.

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CITY SCALE MODEL

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Besides the connections and disconnections, we also wanted to draw the attention to that we would like to see improved in Haarlem. This is what we used the white UV paint for. White UV paint is very translucent, meaning it barely showed up on the grey base we chose for our model. When adding UV light, the paint lights up in a slightly blue-toned light. This effect worked well, as it adds a surprise effect as well as the suggestion of a before/after image. We used this to mark places we felt could add a new connection, like a bridge across the Spaarne near the Koepel.

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DISTRICT SCALE MODEL

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On the smaller scale, we used the white paint to mark areas we thought had great potential for future (re)use, like the industrial areas around the Koepel and the Koepel itself. With this model we hope to give an inside in the workings of the city, how it connects its districts and where improvements can be made.

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