Msc 1 Urbanism - AR1U090

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

Gijs Briët - 4031024

Group 4 Haarlem

SPOORZONE: CONNETING HAARLEM 1

  
Msc 1 Urbanism
AR1U090 R&D Studio: Analysis and Design of the Urban Form
Delft, 1 november 2010

Group 4
City: Haarlem

Gijs Briët # 4031024 g.briet@student.tudelft.nl

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

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

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2 GENERAL INDIVIDUAL CONCLUSION
INDEX
INTRODUCTION p. 4

ANALYSIS
Current Infrastructure p. 5
Current Green Structure p. 5
Current Pedestrian Routes p. 6
Current Functions p. 6
Current Disorientation p. 7
Current Public Transport p. 7
Summary Analysis p. 8

DESIGN PRINCIPLES
Future Infrastructure p. 9
Future Green Structure p. 9
Future Pedestrian Routes p. 10
Future Functions p. 10
Future Disorientation p. 11
Future Public Transport p. 11
Summary Design Principles p. 12

IMPLIMENTATION p. 13

MASTERPLAN p. 14

IMPRESSIONS p. 15

EVALUATION p. 16

Jasper Bras - 1402579 • Ya w e n D e n g - 4 1 2 3 3 3 6 • Domantas Stukas - 4116267 • Gijs Briet - 4031024

MSc 1 • Q1 • A R1U090 - R&D Studio • H A A R L E M • Dr. ir. F.D. van der Hoeve 3
 INTRODUCTION
Assingment Location
The train terminal area is an important element for the entire city. It connects Haarlem on an public transport level to
Amsterdam, Haarlemmermeer, Schiphol and adjacent towns. But also is a important connector between the North
and South of Haarlem. “A bad connection between the two fragmentates the entire city.”
Haarlem is dependent on the large economic centres around the city because the city itself isn’t capable of employ-
ing all of its inhabitants. This puts a lot op strain on the infrastructural elements in the city, which because of this
have to function optimally. Here we find part of the problem, because Haarlem is so dens and has a small surface the
train station is very reachable for cyclists and pedestrians. But if we look closely to the area this is not the case.
jasper yawen
4 GENERAL INDIVIDUAL
Thematic map Structure vision
The area is blocked by several barriers that prevent the optimal connection to the public transport elements. Because
of the people are more likely the take their car then use the public transport.
Looking to the future we see in our structure vision that Haarlem will become more depended on the outside eco-
nomic centre’s and will function more like an living an leisure city then a self sustaining city. Besides the economic fac-
tor, Haarlem is an important tourist attraction large numbers of tourists come to the city to see the beautiful centre.
The objective is to solve the fragmentation and create possibilities the answer the future demand on the public
transport
domantas gijs
CONCLUSION
ANALYSES
Current Infrastructure Current Green Structure

- The primary road the Zandvoort is a large barrier

- Barrier causes separation and fragmentation - Very low percentage of green near city centre

- Car traffic dominates the area - Green structure separated by road and railway

- Large number of connections/crossing to the primary road causes lots of congestion - Functions in the greenstructure create confusion of park is private of public.

The road through the Bolwerken area is an important connection for the west side of Haarlem and beyond. It forms
a direct connection, which makes it alluring to use instead of giong around to city. This road is the main barrier in
the area, it makes the area unattracktive for slow traffic and the train terminal hard to reach. Because the road is the
primary axis to the West a lot of traffic has to go over it, which causes a lot of congestion. The road decreases to con-
nectivity of the important area, where there is supposed to be an even flow of slow traffic from North to South it is
cut off/slowed down by this large barrier.
The green structures are separated by the road and the two housing blocks. The little green near the centre should
by dominant in the area currently it is overshadowed by the large infrastructure.
The fragmentation of the green on the North and South side causes the green structures to be unused. Decreasing
the amount of fast traffic and increasing the connections for pedestrians and cyclists could attract more people to
the green structures and therefore become more used which would increase the potential and attraction of the area.

Jasper Bras - 1402579 • Ya w e n D e n g - 4 1 2 3 3 3 6 • Domantas Stukas - 4116267 • Gijs Briet - 4031024

MSc 1 • Q1 • A R1U090 - R&D Studio • H A A R L E M • Dr. ir. F.D. van der Hoeve 5
 ANALYSES
Current Pedestrian Routes Current Functions

Charactaristic Housing

Barrier Creating Housing

Current Pedestrian Reach

Conflicting housing blocks Bolwerken Conflicting urban industry Conflicting urban industry
- Pedestrians secondary to car traffic in train terminal area.

- No direct connection the North side of city - Functions do not fit there context

- No direct connection to centre - Housing in green structure fragmentates and privatises green structure

- Lack of connection causes small reach of train terminal area - Urban industry conflits with housing

Haarlem has a very good train connection to Amsterdam and is the city that connects to the railway from Ijmuiden
to Leiden. Daily 30000 people make use of the train station; therefore it is a very important public transport organ for
the city. This means that it should have a very good connection to the city for pedestrians or cyclists. Because of the
intensive use the area must function as a connector between the North and Centre especially for slow traffic. A lack
of connections causes fragmentation for the entire city because of its linear morphology
The North side of the train terminal area consists of urban villa’s with primarily offices and two housing blocks. The
urban villa’s create a luxurious allure but also transparency in the green structure. The housing blocks do the oppo-
site, the separate the green structure.
On the South side of the terminal the area is dominated with housing blocks, accept on the east side where a cluster
of urban industry is situated. The cluster conflicts with the green quiet area of schools and houses. It also conflicts
with the outlook of the Spaarne and the connection of the green structure on the North side.

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6 GENERAL INDIVIDUAL CONCLUSION
ANALYSES
Current Centre Connection Current Public Transport busses

Taxi Stand station square Bus Terminal Station Square Road station square
- Station square is disorientating, where is the centre, how can people get there?

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

- One city centre axis

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

The current situation of the station square is that of a bus terminal. The bus terminal is located on the same side The bus traffic is all located on the south side of the train terminal and uses both of the the streets that
as the city centre axis. Because of this situation it is unclear how visitors can get to the centre, the station square is flank the “square”. This causes to bus traffic to dominate the area and leave little room for cyclists and pe-
disorientating, because the busses and taxis are dominating this causes the public space to have a low quality. Both destrians.
sides of the ‘“square” are flanked by roads that carry fast traffic, the west road connects directly to the centre and
houses most of the commercial functions. But these functions aren’t dominating the street, the traffic is (roads are
big sidewalks are very narrow). Therefore it doesn’t function as a city centre axis.

Jasper Bras - 1402579 • Ya w e n D e n g - 4 1 2 3 3 3 6 • Domantas Stukas - 4116267 • Gijs Briet - 4031024

MSc 1 • Q1 • A R1U090 - R&D Studio • H A A R L E M • Dr. ir. F.D. van der Hoeve 7
 SUMMARY ANALYSIS
Section A-A

1,5 2 6,5 2 3

1,3 1,5 8 2 1,5 1,3

Section B-B
32.2

1,3 1,5 2 8 2 1,5 2,5

1,5 2 6,5 2 3

Section C-C

3 2 6,5 2 3
65 5 8 9

1,3 1,5 2 8 2 1,5 2,5

The analysis shows that there are several problems in the area, some of with have an effect on a large scale; fragmen- The functions in the area should be better adapted to each other and some adapter to amplify a certain goal.
tation. Others that affect just the area; primarily the function that cause conflict or separation.

The objective should be to create one harmonious area that connects both sides of the city but also function also a
attractive transportation hub for public transport. The primary connector would be the green structure, which would
be restored to its natural allure.

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8 GENERAL INDIVIDUAL CONCLUSION
DESIGN PRINCIPLES
Future Infrastructure Future Green Structure

High Line New York - Ecoducts

- Connecting green structures with ecoducts

- Downscaling the road into two lanes - Green strucutures more public, removing the housing blocks

- Slow traffic the dominant infrastructural factor - Increasing transparency

- Implementing trees along roadside - One big city park.

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By downscaling the road the emphases in the area is on public transport. Haarlem will become more and more de- khjgkffydfhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhh-
The road will by downscaled to two lanes but the focus of the infrastructure will by on slow traffic (cyclists and pe-
pended on Amsterdam and Haarlemmermeer as economic centre’s therefore public transport will becomes increas-
hhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhh destrians). This will increase the connectivity of the area for slow traffic and make it more attractive for people to use
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ingly important which makes it necessary for the public transport terminal to be very easy to access. the area as a place for leisure and recreation.
The road will by downscaled to two lanes but the focus of the infrastructure will by on slow traffic (cyclists and pe-
destrians). This will increase the connectivity of the area for slow traffic and make it more attractive for people to use
the area as a place for leisure and recreation.

Jasper Bras - 1402579 • Ya w e n D e n g - 4 1 2 3 3 3 6 • Domantas Stukas - 4116267 • Gijs Briet - 4031024

MSc 1 • Q1 • A R1U090 - R&D Studio • H A A R L E M • Dr. ir. F.D. van der Hoeve 9
 DESIGN PRICIPLES
Future Pedestrian Routes Future Functions

New Building

Current Buildings

Station Square

Park open area

Park Trees

Quality giving Offices

Park Path
Charactaristic Housing
Ecoducts
Unfitting Urban Industry
Bus Terminal

Barrier Creating Houses

Water

Traintrack

Zuid/East Tangent
Future Pedestrian Reach
New Urban Villa’s

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

- Increasing connections to station terminal through park and ecoducts - City centre axis focused on pedestrians use day and night

- One dominant city axis from North to South - Harmonious function in green structures urban villa’s with mixed functions public/offices

- West side city centre axis dominant for pedestrians - Alternating spaces in green structure, urban alcoves/green alcoves

- Increasing the reach of the area via direct connections - Housing and green area’s on east side of area.

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The ecoduct function also an an connector for pedestrians on either side of the railroad. It connects directly to the
station platforms. This causes the train terminal to become better connected to the North side, therefore making it
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more attractive for people to use public transport (train) rather then use the car.
A direct connection from the North to the centre has been realized via a bridge through the park for increase the
North-South connection of Haarlem for pedestrians and cyclistst.
To
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create more transparency in the park to housing block are replaced with urban villa for mixed functions
this
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will create more openness and space for the public. The city centre axis are will be adapted to a more
centre like function with the west side intensifying in commercial functions and the east side with a an
alternating intensities in housing and commercial use.
To unify the housing areas the urban industry in replaced with now housing blocks incorporated in the
green structure thereby complimenting the park an intensifying the use of the park.

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10 GENERAL INDIVIDUAL CONCLUSION
DESIGN PRINCIPLES
Future City Connections
- Two city centre axis
- Orientation on station square focused on main city centre axis
- Replace ‘60 building with linear transparent multi function building
- Direct connection axis to North side of city
khjgkffydfhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhh-
The centre of Haarlem is an important tourist attraction, therefore it needs to be clear how to get, a good orientation
is crucial. To create a good orientation two city axis are create; one primary on the west side which is pedestrian only
hhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhh
and has a high intensity of commercial functions. The east side axis has a higher intensity of housing and forms the
road for bus traffic, this means a wide sidewalk with a one lane road for bus traffic.
The orientation on the square is focused to the West side by moving the bus terminal to the east side (one former ‘60
building location) thereby opening up the square for pedestrians.
Jasper Bras - 1402579 • Ya w e n D e n g - 4 1 2 3 3 3 6
MSc 1 • Q1 • A R1U090 - R&D Studio • H A A R L E M • Dr. ir. F.D. van der Hoeve
Future Public Transport
- Bus transport on east side of square
- South tangent and new East-West tangent on North side of terminal
- Possibility for tangents to become light rail when demand on public transport is needed
khjgkffydfhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhh-
Haarlem will become more depended on the economic centres (Amsterdam, Schiphol, Haarlemmermmer) with the
high density of Haarlem and the reach of the public transport terminal the demand on the public transport will in-
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crease. Therefore the access and amount of public transport needs the possibility to increase. With the new locating
of the bus terminal and tangent terminal this future demand is made possible.
• Domantas Stukas - 4116267 • Gijs Briet - 4031024
11
 SUMMARY DESIGN PRINCIPLES
1,3 1,5 8 2 1,5 1,3

Section A-A
32.2

1,3 1,5 2 8 2 1,5 2,5

1,5 2 6,5 2 3

Section B-B

65 5 8 9

3 2 6,5 2 3

Section C-C

1,3 1,5 2 8 2 1,5 2,5

65 21

With these principles an answer is sought to defragmentize this area of Haarlem. The area works towards an goal were citizens are encouraged to use public transport, walk or cycle to there
This is done by introducing new physical connections via the ecoducts and connections through the park but also by destination rather then use their car. Thereby connecting Haarlem ideally for pedestrian and cyclists.
creating a better unified area where function are better adapted to their context; transparency and open space were 3 2 6,5 2 3
that is needed. Housing related function instead of industry and commercial function to enlarge the centre.

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12 GENERAL INDIVIDUAL CONCLUSION
IMPLEMENTATION
Fase 1 Fase 2
Fase 3
The interventions as the are portrayed in the previous pages can be implemented in three fazes.
FASE 1: would be the redevelopment of the station square and the development of a real city centre axis: More room
for sidewalks less or no fast traffic and good orientation of the station square.
FASE 2: would focus on the development of the green structure: The road will be downscaled, slow traffic will be-
come the dominant way of transportation. The housing blocks are replaced by urban villa thereby creating more
transparency in the park. On the South East side the urban industry is replaced with more fitting housing blocks.
Jasper Bras - 1402579 • Ya w e n D e n g - 4 1 2 3 3 3 6
MSc 1 • Q1 • A R1U090 - R&D Studio • H A A R L E M • Dr. ir. F.D. van der Hoeve
Fase 3 will see the implementation of the ecoducts, thereby completing the connection of North and South and
connecting the green structures on both sides. The ecoducts will not only function as a green connector and trans-
port facility but will also have functions at the base. These functions are related to the functions in the surrounding
context. Functions like daycare near the housing area’s and offices/museums and other activities in the park and near
urban villa’s.
• Domantas Stukas - 4116267 • Gijs Briet - 4031024
13
 MASTERPLAN

New Building

Current Buildings

Station Square

B Park open area

Park Trees

B C
Park Path
A

Ecoducts

A
Bus Terminal

Water
C

Traintrack

Zuid/East Tangent

New Urban Villa’s

The station area is tranfomed into a green area that is ready for the intensifying use of the public transport
with the future growth of Schiphol/Amsterdam/Haarlemmermeer. The provides direct connection to the
north and the centre with the use of green ecoducts that primarily have a transport function but function
also a recreation and viewpoint for the city.

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14 GENERAL INDIVIDUAL CONCLUSION
IMPRESSIONS
Perspective Station Square

Birds eye view

Jasper Bras - 1402579 • Ya w e n D e n g - 4 1 2 3 3 3 6 • Domantas Stukas - 4116267 • Gijs Briet - 4031024

MSc 1 • Q1 • A R1U090 - R&D Studio • H A A R L E M • Dr. ir. F.D. van der Hoeve 15
 CONCLUSION/EVALUATION
Poster Masterplan
With this project I’ve tried to find an answer for a part of the defragmentation of Haarlem and at the same time stim-
ulate people in Haarlem to use the public transport. I have done this by creating more unity in functions, connecting Spoorzone: Connecting Haarlem New Building

Current Buildings

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

Park open area

side, this primarily by implementing the ecoducts. current connection to centre current functions Park Trees

Park Path
Quality giving Offices
current infrastructure current pedestrian routes

Charactaristic Housing
Ecoducts
Unfitting Urban Industry
Bus Terminal

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

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

Zuid/East Tangent

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

expensive and so long term that it has to be clear that we as people are going to keep using the car as it is and the
train for it to be realistic.
I wasn’t convinced that this would be the case and therefore sought for another solution that was bold but more BAD CONNECTION the city centre, ‘60 building and The functions in the Bolwerken are not contribution to an HARMONIOUS GREEN The infrastructure forms the PRIMARY CONNECTION to the west side Pedestrians from the North have NO DIRECT CON-
bus terminal form a barrier. Main routes STRUCTURE for the city, the housing strip from a barrier. of Haarlem en the sea. This large structure PREVENTS SLOW TRAFFIC NECTION to the centre, bridges end at the busy
realistic in a shorter time frame. LACK FUNCTION therefore unclear route to the centre.
1,3 1,5 8 2
from the station to easily connect to the North and SEPARATES the
green structures.
1,5 1,3
road.

DESIGN PRINCIPLES
future connection to centre future functions future infrastructure future pedestrian routes
With the implementation of the ecoducts and their big impact on the surrounding context it has to be important New Building
32.2

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

Station Square

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

Park Trees

tation they could be partially used as bike garages. Therefore people how cycle to the station park their bike in the
Quality giving Offices
Park Path 1,5 2 6,5 2 3
Charactaristic Housing
Ecoducts

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

Water
Unfitting Urban Industry

Barrier Creating Houses

research that stimulate the connective use of the ecoducts. Traintrack

Zuid/East Tangent

New Urban Villa’s

TWO URBAN AXES to city centre, one connecting to The park consist of one HARMONIOUS FUNCTION were work/public use is Traffic has been REDIRECTED around the centre via DOWN SCALING ECOBRIDGES connect the green on the north and
the north. ORIENTATION on the square towards MAIN ALTERNATED by open green spaces. Urban centre axes focuses on 24/7 use by vari- the Bolwerken road to a GREEN AVENUE, CONNECTING the GREEN south side of the station, thereby creating a direct
CENTRE AXES. ating functions. STRUCTURES and creating better connections for slow traffic to/ green connection to STATION PLATFORMS for both
from the North sides.

Masterplan Spoorzone 1:4000 1,3 1,5 2 8 2 1,5 2,5

New Building Section A-A

Current Buildings

Station Square

Park open area

Park Trees

Quality giving Offices

Park Path
Charactaristic Housing
Ecoducts 3 2 6,5 2 3
1,3 1,5 8 2 1,5 1,3
Unfitting Urban Industry
Bus Terminal

Water Section B-B Barrier Creating Houses

32.2

B Traintrack

Zuid/East Tangent

New Urban Villa’s

B C
A

1,5 2 6,5 2 3

The station area is tranfomed into a green area that is ready for the INTENSIFYING use of the PUBLIC TRANSPORT with the future growth of Schiphol/Amsterdam/Haarlem-
mermeer. The provides direct CONNECTION to the north and the centre with the use of green ecoducts that primarily have a transport function but function also a
RECREATION and VIEWPOINT for the city. Highline New York Use: Ecobridge Parklife Use: Urban villa Groningen Use: Centre city axes
1,3 1,5 2 8 2 1,5 2,5

Section C-C

3 2 6,5 2 3

70 25 15

Impressions masterplan

Group: Group 4 / Tutor: Frank van der Hoeven / Students: Gijs Briët g.briet@student.tudelft.nl
Delft University of Technology / Faculty of Architecture / Department of Urbanism / MSc1 Quarter 1 / 22-10-2010 & 02-11-2010

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16 GENERAL INDIVIDUAL CONCLUSION
LEGEND
SOURCES:

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

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

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

Jasper Bras - 1402579 • Ya w e n D e n g - 4 1 2 3 3 3 6 • Domantas Stukas - 4116267 • Gijs Briet - 4031024

MSc 1 • Q1 • A R1U090 - R&D Studio • H A A R L E M • Dr. ir. F.D. van der Hoeve 17