Urban Region Networks Studio Fall 2011 - Report

Urban Region Networks Studio|Fall 2011|TU Delft

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Randstad and São Paulo: Mobility, Urbanization and Two Strategies

European Postgrate Masters in UrbanismStrategies and design for cities and territories

European Higher Education Consortium in UrbanismFaculty of Architecture , Department of UrbanismDelft University of TechnologyJulianalaan 13401West800The NetherlandsTel. +31 1527 81298

Urban Region Networks Studio

Students:Olga Balaoura (Greece), MArch ([email protected])Claudiu Forgaci (Romania), MArch ([email protected])Jesus M. Garate (Spain), MArch ([email protected])Lenin García (Mexico), MArch ([email protected])Mengdi Guo (China), MArch ([email protected])Carlos Rafael Salinas González, MArch ([email protected])Arthur Shakhbazyan(Russia), MArch ([email protected])

Course instructors:Daan Zandbelt, Ir. ([email protected])Roberto Rocco de Campos Pereira, Dr. ([email protected])

IABR International Architecture Biennale Rotterdam instructors: Wouter Vanstiphout, Prof. Dr. ([email protected])Samir Bantal, MSc. ([email protected])

Delft, 2012

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Introduction 8 A polycentric Sao Paulo 10 Task 12 Analysis 14 Strategy Projects Corinthias - Itaquera 26 Santo Andre Industrial Strip 58 Villa Sao Jardim 72 Community Anchor 94

Randstad 106 Introduction 108 Strategy 116 Projects Amstel Fron River 126 Holland Rijnland 142 Hof Van Defland 176

Conclusion 193

Credits 195

Contents

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Fall semester 2011 studio was a part of TU Delft’s contribution to the International Architecture Bienale of Rotterdam 2012 (IABR). During the semester of studio work some essential planning challenges were studied. These challenges are present almost everywhere. In order to better understand these challenges two diametrically opposed contexts were taken. This approach also helped to envisage the possibilities for inventive interventions and to develop methodological tools with both local effectiveness and broad validity.

The two cases that have been studied were the Randstad metropolitan area and the Brazilian city of Sao Paulo. The differences between them are as big as the distance between two cities. While one became an example of carefully laid out urbanization and emblem of spatial organization, the other represents the opposite. Though, from the other side, they have more in common than one could think. In both cases, the increase in mobility and new commuting patterns are leading to clogged arteries while the changes in a globalized world economy are affecting both regions and the way they adjust towards the future

As a result of the studio two spatial development strategies for two city-regions were produced. The time horizon was set roughly on year 2030. This strategy consists of three parts:

1. A regional plan for the selected sub-region of the Randstad or Sao Paulo. Such a plan offers an image of a possible future and a strategy to develop the current condition into desired direction.2. A concept for the Randstad-Holland or greater Sao Paulo, as the context of the plan area.3. An associated project portfolio of crucial interventions. These projects are strategic steps in regional development. Since it is impossible to implement a regional vision as a whole, the key elements are translated into feasible and concise projects. They are not just samples of the regional plan but are the critical steps in the realization of the perspective as they steer the development in the right direction. The crucial interventions are an illustration of how the result could look like. They are a demonstration of how it works and a test of the perspective’s assumptions.

The EMU team in Sao Paulo. Photo: Jesus Garate Esain

Introduction

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A POLYCENTRIC SAO PAULOClaudiu ForgaciJesus M. Garate

Jose Lenin Garcia OrtizOlga Balaoura

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Within the studio’s framework of mobility and urbanization, we were given the case of Sao Paulo’s new ring road, the Rodoanel, and its consequences on the future development of the area along its northern section.

However, during our work, and especially after our site visit, we realized that building up a strategy only for the areas in the immediate vicinity of the ring road is not enough. We know that the main purpose of a ring road is to relieve the inner city of congestion, to move out freight traffic to its boundaries, to create metropolitan connections other than the ones passing through the center. Considering this strong influence on the whole metropolitan areas’ mobility, a project of this scale needs to be supported by a general metropolitan strategy, meant to consolidate this new relieved state of the city. Therefore we reoriented our strategy towards the whole urbanized area of the Sao Paulo Metropolitan Region.As planners, we were called to analyze and proceed to an metropolitan study, motived by the dynamics of the spatial, historical and social formation of an urban giant as this of Sao Paolo. The municipality of Sao Paolo and other 39 municipalities form the Metropolitan region Grande Sao Paolo is much larger than the Green Heart area in the Randstad with a population of 19.7 million inhabitants.

A general metropolitan strategy is the task that we are engaged in. This project is a research and designing product, based on a intensive methodological analysis, local observation and conversation with the local authorities of Sao Paolo.

TASK

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During the analysis process we tried to identify the role of Sao Paolo to the global context as well as its historical inner function:

The Global

Brazil is now the world’ s most important new economies representing the B in the “BRIC” entity, of which the other three members are Russia, India and China. The context of dynamic growth, the dynamic of development and population all formulate a rigorous process of change. Is this change translated in spatial dimensions? Sao Paolo, this shapeless urban engine of Latin America is now under a massive development. Does this development facilitate the intense dynamics of the Metropolis?

Although Sao Paulo is the richest, largest city in Brazil which is considered as one of the most important world’s economies, yet more than 50 per cent of its housing is irregular or informal and a full one-third of its population is poor. In recent years, the political space has been vigorously contested, with clear implications for policy in the city and the metropolitan region.

Side by Side

Under the surface Sao Paolo insists in two contradictory images that determined its identity. One that contrasts a rich and well-equipped center and another with a poor and precarious periphery. Together, both pictures represent the city. This spatial and social inequality that structures the metropolis today is the result of two historical processes that adapted its dichotomy:

The view of the rich center versus the poor periphery corresponds with the pattern of urbanization consolidated around the 1940s that dominated the city up to the 1980s. Workers moved to the city by the millions and settled in non-urbanized areas on the outskirts. The middle and upper classes remained in the center and benefited from good infrastructure and services, and regularized and subsidized access to land.

A second process that transformed the center-periphery pattern started in the center. Beginning in the 1970s,wealth steadily moved away. On the one hand, a new business pole was formed in the south- western zone of the city along the Pinheiros River, which today concentrates the new CBD. From the mid-1980s to the late 1990s rich people began to move in areas where only the poor had lived before and from where they were not entirely expelled, as in the case of Paraisópolis. This process constituted the dualism of a “legal city” – rich city in the center and a poor-precarious periphery in the outskirts.

Since the 1970s this separation started to be transformed by processes affecting both the center and the periphery increasing the monocentric structure of the city.

SPATIAL REPRESANTATIONS OF SEGREGATON AND INEQUALITY

Transport has been identified as a critical factor in the dynamics of social inclusion or exclusion. The urban poor in Sao Paulo find transport services both insufficient and exclusionary, reinforcing their sense of social segregation. Brazilian transport system highly favor’s the private motorcar over other modes in policy and infrastructure investment.

Metro and rail lines are not adequate for the city. Buses are more popular but they have limited reach. Until today, transport system is under-invested. At the same time public transportation system has not been able to cope with the rapid growth in inter-municipal journeys between the central city and the metropolitan outskirts.

TOWARDS A NEW SOCIAL AND URBAN REGIME

In 2001, the City Statute was inserted into the Brazilian Constitution to recognize the collective right to the city. The new municipal masterplans incorporate at least in theory a series of for a progressive urban policy and to effectively decrease urban poverty, inequality and other social dysfunctions. The need for distributive justice and effective urban policy in Sao Paulo is more urgent today than ever.

ANALYSIS

DICHOTOMY

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Source: Emplasa, 1993; Secretaria Municipal de Planejamento, 2002

Old Core

Avenida Paulista

Avenida Faria Lima Pinheros

Corporate Axis

Expanded Center

Historical development 1930 (yellow) - 2001 (red)

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Spatial representations of segregation and inequality New metropolitan projects

Rodoanel

Ferroanel

Hydroanel

Expanded Center

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Modal choices Daily trips

A= Auto trips B= Public trips P= Walking trips

Existing and missing links between periphery and the center

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So, in the conditions created by the building of Rodoanel, we are interested in how to improve accessibility and mobility but at the same time prevent further uncontrolled urbanization? There are two major aspects concerning the ring road’s consequences in urbanization. First, the city is being relieved of congestion and freight traffic, thus leading to new opportunities for development and functional reorganization within its boundaries. Second, unless well controlled, the periphery becomes highly accessible and uncontrolled urbanization or even urban sprawl may occur. Our strategy addresses both, by looking to the whole metropolitan area, by analyzing its weak points.

This brings us to our next question: How comes that an originally polycentric city actually functions in a monocentric way (exclusive concentration of jobs, investment and development in the center)?

We will try to answer this by looking for ways to achieve evenness by consolidating the already existing areas inside the city, by identifying new centers, by strengthening SP as a polycentric city.

Based on these research questions and our analysis, we envision a fully functioning polycentric Sao Paulo. More exactly, we describe a metropolis that is as dynamic and open as possible, an affordable city where wealth is evenly distributed across its surface, where mobility is enabled by high accessibility to jobs and a well-conceived public transport network, and nonetheless a connected, competitive city highly integrated in the global economic network.

But how do we guide the city towards these characteristics? What are the means that are in our hands, as planners? Therefore, we define our goals as follows:

- Enhance accessibility and decrease congestion by the redistribution of flows within the city;

- Consolidate the already urbanized area by identifying and improving existing or potential centers and by the introduction of the the citizens appropriate infrastructures that will serve the citizens;

- Organize a coherent, evenly distributed and interconnected network of linear and central attractors that can foster development;

- Incorporate in a collective manner the basic imperative of spatial equality and ecological perspective, introducing vital social functions and urban qualities for the local communities;

- Create a mix of uses that keeps development inside the city;

- Reduce polarization by balancing west and east development.

STRATEGY

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In order to build up our argument and strategic proposal we start by schematically processing the structural typology of the metropolitan area. We observed that Sao Paulo has a predominant monocentric structure, composed by a clustered centrality and an open radial network. As we mentioned, new centralities have to be identified and consolidated in order to achieve policentricity. But in order to sustain this new distributed polarity and embed it into a coherent, interconnected network, it has to be sustained by new links.

Building upon this logic a network vision can be formulated for the polycentric SP. Starting with the existing center, the major radial connections and a virtual metropolitan boundary defined by the Rodoanel, new centralities are identified and anchored into existing potentialities on metropolitan level; also, a network of both radial and circular connections are taken into account, leading to the possibility of locating local centralities, all of them with different areas of influence; as a final step, external conditions, such as natural borders and the east-west tendency of development, complete the description of the system.

But how does this abstract representation help to approach the complex reality of SP? We think that it is a helpful tool to identify the essential elements of the network, which, in a following step, can be used to illustrate the gradual connection among different levels of scale, starting from the smallest local centralities to the scale of the whole metropolitan structure. And this is highly relevant for our strategy, because evenness, in contrast to the existing spatial and social segregation, can only be achieved by coherently connecting local communities with the opportunities of the whole metropolitan area.

As a response to monocentricity, we described a polycentric mechanism, its components and the way that they should interrelate. This is the point where we confront it with the physical reality.

On our way to refine our definition of the polycentric city, already introduced in the midterm presentation, we realized that there’s more than a desired set of evenly distributed local centralities. We strategically identified sets of possibly interconnected local centralities acting as sub-regions within the metropolitan area. So, rather than talking about policentricity we can refer to – what we call – ‘polyconcentricity’, characterized by concentrically distributed ‘thematic’ areas, thus more accurately connecting the monocentric reality with the envisioned polycentricity.

MONOCENTRIC POLYCENTRIC

POLYCONCENTRIC

openmonocentricdisconnected

openpolycentricdisconnected

openpolycentricconnected

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We also are aware that any attempt to transform the urban structure of SP into a “POLYCONCENTRICITY” won’t succeed if there is no response to the issue of spatial disconnection between different urban patches caused by the over scaled inner highway network of SP;

Finally, to complete the strategy there are the “community Anchors”, that investigates how local interventions under the scope of social structures, can improve urban life in local communities, in an environmentally sustainable context and in a socially progressive function for the inhabitants of favelas using the tools of the new urban legislation of Brazil.

Our strategic projects exemplify four different types of intervention, on four different scales, so that they can be applied as spatial systems capable to be reproduced in the wider region.

As we already presented in our analysis, the existing center has a tendency to move towards the West, concentrating all the development on that side. Thus we identify the eastern sub-region as a priority area, in order to balance the two sides of the city, both in terms of social and development distribution.

As part of the current Sao Paolo’s Structure and according to our general aim we found 2 main potential centralities which can be consolidated by improving and upgrading their current roles in the city: Guarulhos Airport and Industrial Region ABC. Being the first in the hierarchy of Latin America’s international airports, Guarulhos Airport could intensify its role as a valuable financial resource of the metropolitan area; The ABC Industrial Region is facing a global change in Industry, and even though it is the most important industrial area in Sao Paolo, it must be prepared for an evolving industrial global competition as member of the BRIC Block. By enhancing the spatial qualities for industrial innovation and competitiveness the ABC Region plays an important role in balancing the city.

In addition, Corinthians-Itaquera is the place where the construction of a new football stadium is going on. Moreover it is located in one of the main and most crowded transport corridors, running from the east to the central transport corridor and in the center between Guarulhos Airport and the ABC Region, making it a new major urban destination with a broad number of mixed activities that links the eastern regions.

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Around the world there are many cases of areas that have been developed for big world events that became useless and a burden to the city because they weren’t thought as a part of a whole.

To prevent this, the program of the area includes the construction of a convention center and a technical school. But we think this is not enough to revitalize the whole area, and to turn it into one of the engines to balance the city according to the aim in our general strategy. This is because it is not taking into account the surrounding neighborhoods which could get benefit from a flagship project like this and become an attractive area for development.

These neighborhoods have common traits:

DESOLATE MONOFUNCTIONAL NEIGHBORHOOD

LACK OF PUBLIC SPACE

SEPARATED FROM EACH OTHER BY PHYSICAL BARRIERS

SPECIAL QUALITIES IN DISUSE SUCH AS GREENERY AND THE RIVER

The project should start the transformation of the site into an attractive area within the city BY IMPROVING LIVING & WORKING CLIMATE in its surroundings, introducing characteristics, for now, almost exclusive of the expanded center.

First the special qualities of the PLACE, namely the greenery and the river, have to be reclaimed and developed into public space with a promenade which includes plazas and parks, that in addition to its important attached social functions will become a new mean for mobility within the neighborhoods.

Second, the site by itself acts as an urban barrier, a “hole in the fabric”. The Project, with a new street network responding to the existing pattern, re-weaves the urban fabric of the area to make it permeable.

The aim of the intervention is to enrich the area with different urban environments and become the nutrient for future blooming neighborhoods; from the financial district typology to a central area environment, from high to low density, from the global marketing postard to the local neighborhood.

CORINTHIANS-ITAQUERAJose Lenin Garcia Ortiz

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Vila Campanela

COHAB I Vila Carmosina

JardimBanderaintesl Cidade Lider

SITE

Surrounding neighborhoods

Special qualities disused: THE RIVER Special qualities disused: GREENERY

No public space No public space

Barriers Single use desolate space

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Places where people can express their own meanin of culture

Reclaimed Social Spaces

Mixed uses environment

Pedestrian based street network

Playgrounds

Education

Leisure & Entertainment

Outdoors activities

“The project should start the transformation of the site into an attractive area within the city BY IMPROVING LIVING & WORKING CLIMATE in its surroundings, introducing characteristics, for now, almost exclusive of the expanded center.”.

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Make use of the special qualities

The site acts as a Barrier The site acts as a hole in the Urban Fabric

Proposal for the intervention

Site as urban Barrier

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Pedestrian flows through the promenade and the new street network New walkays, crosspaths and bridges

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Traffic flows with the new street network New streets and boulevards

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Financial district typology

FROM

Central area environment

TO

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High density

FROM

Low Density

TO

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Global Marketing Postcard

FROM

Local Neighborhood

TO

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The intervention have different stages of development:

The Stadium and the school are already under construction by private investors and the government of the State of Sao Paulo, ready to be used in year 2014, from when the intervention will start.

In the first phase, the diversity of mixed uses is fostered from the beginning including social housing for sale and for social renting. Marketing of the development is essential as well as the proper tools to encourage investments in the area.

The second phase includes the eviction of informal houses along the river, which are going to be relocated in the new development not far from the place they have put down roots.

In the third phase the developable free land is over and the role of government of the State of Sao Paulo together with the municipality of Sao Paulo is essential to encourage developers and owners of the properties to develop the area according to the plan.

The fourth phase includes the eviction of one favela and informal houses along the river, which again are going to be relocated in the new development supported by proper government tools and programs that afford social housing for this sector of the society.

During the fifth phase the role of the government of the State of Sao Paulo together with the municipality of Sao Paulo is to encourage investors and owners of the properties to develop the area according to the plan. There should be modifications to the plan according to new necessities and opportunities that cannot be foreseen nowadays. Special attention has to be given to conflict of interests of investors and property owners, development industries and the local community.

STAGES OF DEVELOPMENT

By the time of the sixth phase, there should be more plans in the vicinity of this area, and this phase must be adjusted to work as a link or “smooth transition” among the different plans to prevent the rupture among different areas.

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High rise-Office, Hotel, Shopping, Leisure, Housing,

Mixed use Housing, Shopping, Leisure. 5 story

Mixed use Office, Shopping, Leisure, Housing 10 storyMixed use Entertainment,Culture,Education, Shopping, Leisure. 10 story

Square

Parks

2015

2025

2055

2035

2045

2015

2025

2055

2035

2045

Mixed use Office, Hotel,Shopping, LeisureHousing (200small). 10 story

Promenade




Square

Parks

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2015

2025

2055

2035

2045


Mixed use Office, Hotel,Shopping, LeisureHousing. 10 story

Promenade




Square

Parks

2015

2025

2055

2035

2045



Promenade




Square

Parks

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2015

2025

2055

2035

2045



Promenade




Square

Parks

2015

2025

2055

2035

2045



Promenade




Square

Parks

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Where neighborhoods were SEPARATED from each other BY PHYSICAL BARRIERS

The new Business District served by pedestrian public space with mixed uses that complete daily life of people.

Where highways tear the neighborhoods apart

Business center with lively public space, a place that is not only for work.

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The river: its current state of pollution and disuse

The new relation with the river

Where highways limits pedestrian mobility

Pedestrian Friendly Boulevards and streets with mixed uses and ground floor for leisure, retail, banks, pharmacies and many other services.

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Neighborhoods with a central area environmentAfter the transformation of the street facades into places where local inhabitants can offer services (the shoe maker, dress maker, locksmith) for local jobs.

Before: the single use neighborhood with street facades of protecting walls

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The Santo Andre industrial strip is one of the new centralities chosen for our strategic interventions. As already presented our analysis, it is one of the globally most integrated areas along the city’s radials. By overlapping the position of the industrial areas with the main road network, we can clearly see that industry is highly dependent on major high-capacity road and rail infrastructure. So it is strategically positioned at the intersection of the radial and the newly proposed sub-regional connection. More exactly, we can say that this project explains the way that now connections can be added to the city’s radial structure and supported by development in strategic locations.

Industry and Rodoanel

What happens with these industrial sites after the Rodoanel will be built? We can assume that heavy industrial activities will move closer to the new ring road. However, not the industrial activity itself is in focus here, but the areas left behind. Thus we propose an alternation of mixed-use developments in the areas where fast connections cross the strip and environmental-pedestrian friendly open areas meant to support slow, local connections. Therefore the intervention focuses on completing this radial connectivity with a circular connection, in order to improve the global integration of the Eastern Region. Also, by improving transport and traffic services along the region and by adding new local connections, the two sides of the strip, currently isolated one from each other, can be reconnected.

Barriers

On a closer look, the study area, part of one of the main radial developments introduced in our global analysis, acts like a barrier in the spatial configuration of the city. The private land of the industrial strip, the eight-lane highway in the north and the commuter rail line in the south make up this strong disconnection between north and south. The aim of the strategic intervention is to overcome this obstacle, to improve fast connections and to introduce new local - pedestrian connections.

In order to resolve these three obstacles, we propose three design principles: First, we can define a ‘new industry’ by preserving part of the existing industrial buildings on-site, by reducing their ground foot-print and by adding a new mix of activities, ranging from commerce, services to housing; second, while the industrial strip is being developed, land value and productivity rises, a gradual transformation of the commuter rail line into a metro line might become feasible; and third, the same rationality can be applied to the canal, currently running through the middle of the highway on the northern border, in order to transform it into a water feature, a valuable component of the new strip.

Connections

Now that the issue of barriers has been addressed, the new connections are ready to be conceived. In the current situation, the spatial segregation between the upper and lower side of the strip is clearly visible. Connections are only made by fast, highway connections, thus excluding any kind of pedestrian crossing. By adding a pedestrian-friendly street network to one of these fast connections, the global integration of the area is significantly increased. Both the highways and the lower scale pedestrian streets are better integrated in the region.

Also, related to the topographical and structural particularities of the site, we introduce a fourth design principle: the slow valley. More exactly, hilltops (usually highly urgbanized in Sao Paulo) will remain linked with fast connections, while the valley becomes a place where slow-pedestrian connections are encouraged. Nevertheless, these two have to be supported with a proper mix of mainly public, but also private activities along the valley.

S.ANDRE INDUSTRIAL STRIPClaudiu Forgaci

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Development around fast connections

Alternative slow connections

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1. Industrial land

2.

Study area - barriers Disconection: Space Syntax - global Angular AnalysisDisconection: Topographic map with local street network

3.

2. Highway

Rail line 3.

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1. A New Industry

2. Rail > Metro 3. Canal > Water Feature 4. A new valley

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DESIGN PRINCIPLES

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Fast connections - existing road and public transport network (red) and proposed metro line (blue)

Slow connections - proposed local street network (green)

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Functions

The intervention is divided in three sections: the eastern side, the junction and the western side. The eastern side, developed on a large- scale built industruial infrastracture will become a service oriented mixed-use development. In order programatically to sustain the junction, it is going to be supported with a predominant commercial activity, highly compatible with the new intermodal terminal, located underground. Housing is allocated in a higher proportion in the development of the western side. Across the whole development, small scale sustainable industrial activities and workshops are mentained in the old industrial buildings.

Additionally, the outside borders of the newly created islands are supported by small scale, pedestrian oriented commercial activities. The strip along the new water line is further sustained by leisure activities, cafes and temporary open-space entertainment.

Fazing

Even though it is currently part of the same property (a plastic production company), a project of this scale needs to be fazed. In the first stage of development, the priority is given to the new underground multimodal terminal, supported by the commercial activities and public spaces created in and on the elevated platform created by the highways crossing the strip. In the next faze the easter mixed use development is being developed in order to boost the profitability of the investement and local creation of jobs. The western side, implemented in the third faze, will create a large amount of housing units within the project’s boundaries. The last faze is meant to functionally improve the connection with the surrounding neighborhoods, by completing the bordering affected housing areas with small scale business and commercial activities.

Proposed blocks

New water line

Multimodal terminal

Converted industry

Green spaces

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and Slow.Fast...

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INTRODUCTION

Sao Paulo has a polycentric structure whose origin comes from the initial settlements. The actual structure is directly influenced by the Portuguese colonial urban tradition that selects the top of the hills for the urban settlements and the valleys for the water base infras-tructure and agricultural functions, coffee plantation in this case.Among the city, we can find neighbourhoods named as “jardím”, “villa” or “sao” based on “garden cities” such as jardim Paulista, the well-known Av. Paulista. Due to the fast growth of the city in the last decades, this tra-ditional urbanization pattern was abandoned. The new neighbourhoods had to answer the minimum requirements of their inhabitants and most of them were just illegal communities without services. However, this particular way of naming that we can only find in Sao Paulo has remained.

wVila Sao JardímJesus M. Garate

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URBAN FABRIC ANALYSIS

After localizing the different urban structures from the ethimologi-cal and urban fabric points of view, we could expect a collection of patches interconnected between themselves. However, the reali-ty is well different. The global space syntax analysis reveals a mo-nocentric structure. The expanded center encloses the main city services and culture elements. The metro and road network still have a radial configuration. Millions of people need to make dou-ble commute trips to the center first and to their final destiny later. At the same time, we perceive the city as mass concentration of buil-dings without hierarchy or transition areas. The original structures and topography are hidden behind a concrete layer. The” Plano de Aveni-das”, 1938 by Saturnino de Prestes Maia and the following masterplans enhanced the development of the road network forgetting the natural, rivers and topography, and historical elements. The already mentio-ned Av. Paulista was transformed from a garden city to an business avenue where, although it is one of the highest places in the city, the citizens are not able to see anything but the first front of skyscrapers. The porpoise of the present report is to analyse the influence of this urban fabric on the community level. In particular, I will focus not only on the pedestrian integration aspects but the social ones consequence of the first. As it was exposed during the Design and Planning Tools course, the community problems are due in many occasions to the street character. Rational fabric networks have revealed better integrated than the so-called “organic”. Bottleneck streets or simply the num-ber of “eyes on the street” are just some of the factors that archi-tects and planners usually forget about during the design process. In the case of Sao Paulo, this axiom is confirmed. The problems lie on an insufficient planification due to the fast growth. If we subdivided the mu-nicipality map in 2 different typologies, regular and “organic” areas, we would see that the resulting map matches with the global axial integra-tion. The most integrated areas are the ones that have a regular structure.

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STRATEGIC ANALYSIS

Although the metropolitan region of Sao Paulo is a patch city, it is in the end a massive entity. There are 2 kinds of elements that “link” the city or “unlink” from the citizen point of view. The first ones enhance mobility. The second ones consist on the main in-frastructure elements that, at the same time, create local bordersThe “Unlinks”, highways, rapid ways and train lines, are the most visi-ble structures in the city. They suppose a problem for local integration in every city in the world but their influence is bigger in Sao Paulo. The urban fabric expands until their very edge and there is no tran-sition space. “The city”, as an urban and social entity, has colonized the very little empty space. At the same time, they create a not only urban barrier but social. Favelas and middle-high class neighbour-hoods have a direct visual connection but they lack of the physical one. The links, consisting mainly on bike lines and power linear parks, try to bring down the scale of the urban elements enhancing pedestrian mobility. However, these elements are still under design. Only 38 of the 250 km of planed bike lines have been built.Therefore, the “unlinks” are still stronger so the metropolitan region is clearly split in different parts that I will name as “sectors”.

LINKS: POWER LINES

SECTORIZATION

LINKS: BIKE LINES

URBAN MASS UNLINKS: TRAIN AND ROAD LINES

FINAL SECTORS

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However, the feasibility of such an ideal project is low, if nothing. The city is already consolidated and we must look for small scale projects trying to obtain the biggest results. The objective is clear: improve the connectivity between local communities.

That connection would be done through a straight forward connection with direct links. Having in mind the sectorization described above, we would see that there are two kind of link:-links between communities within the same sector-links between communities of different sectors.

VISION

Sao Paulo monocentric structure forces their inhabitants to commute for jobs and basic necessities like shopping or attending to any cultu-ral events. The spaces between them, the roads are empty and mono-functional. Richard Rogers described the issues related to this kind of “close mind” areas and fostered the creation of “open minded spaces”.

“The car is more single-minded than the train; the cinema is more single-minded than the museum; the fast-food restaurant is more sin-gle-minded than the pub. But the busy square, the lively street, the market, the park, the pavement cafe, are “open-minded”. In the first set of spaces, we are generally in a hurry; but in “open-minded” pla-ces, we are readier to meet people’s gaze, to talk and to be waylaid.”

Richard Rogers, Keth Lectures 1995

Sao Paulo lacks of public spaces. The very heart of the city, Av. Paulista, is a 6 lines avenue. In many places around the city, like the Av. Minhocao, the inhabitants have sponta-neously occupied highways as plaza´s during the weekends.These spontaneous but necessary local interventions have the ability of changing the character of a road. In this case, we are looking for a project typology that might be applied, in different scales, all around the city with the objective of linking local communities. If they have meant a border in the past, it constitutes a challenge for the future. The new projects will have the ability to integrate decadent areas. A reduction of the density at the borders or the creation of transition spa-ces between neighbourhoods would relief the city from its massive cha-racter. In parallel to the transport fabric, a new network of mix uses could appear within the city like if nature would have recovered its natural habitat.

The first one would be possible by the pedestrianization of the streets and fostering the appearance of new services. However, the results might be blurred by the scale. On the other hand, the unlink network generates dramatic situations. In particular, the junctions are the most relevant sites due to the urban pat-ches generated and that they are surrounded by a wide variety of social levels. Sacoma, in the South center of the city, is a paradigmatic case.

Av. MinhocaoAv. Paulista

Urban Mass Ideal Intervetion: Urban shrinking & Open Mind Spaces

Community Nodes: Direct connections

Strategic Project Anchors

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Sacoma fingerprint

CASE STUDY: SACOMA

Sacoma´s fingerprint is dominated by the Metro-Bus station and the confluence of several highways that connect the center with the south periphery. There are six neighbourhoods depending on it: Vila Carioca, Ipiranga, Vila Brasilio, Jardim da Silva, Vila Heliopolis and Viela Lucio de Miranda

The urban fabric varies from the regular blocks at Vila Carioca to the favela settlements in Heliopolis. However, there are also differences related to social issues, density, wealth, services... The bus and metro terminals are the only elements that are shared by all the different neighbourhoods.

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Although they are physically connected by 3 pedestrian bridges, the integration is not complete. There is an economic counter clockwise gradient but, at the same time, like in Ken Follett’s “World without end” best seller; there is an important social and economic transaction taking place around Heliopolis-Vila Carioca Bridge. Opposite poles attract each other. The importance of the mentioned bridge is shown when we visit the area. When would find the liveliest streets at Vila Carioca with shops, cafes, bank branches… At the other side of the bridge, there are small food shops and temporary free markets. What is more, there are some peddlers have established their stands on the access to the bridge.

At the same time, if we analyse the urban fabric using the space syntax tools, we discover that the mentioned bridge is the most integrated element in the area (local axial integration, 300m) form the pedestrian point of view.

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The analysis of the global integration reveals the obvious importance of the road network and the prevalence of the highways. However, it is relevant for the studio the clear identification of the involved urban patches. At the same time, this differentiation is visible at the street length analysis. Vila Carioca and Jardim da Silva balance with regular grid the chaos produced by the highways and Vila Heliopolis mainly.

Finally, we must make ourselves 2 questions:-Who is going to make it happen?-What kind of intervention is necessary?

There are 3 types of involved agents: local government, community committees and the road infrastructure responsible departments. The project objective has a local scale.. The main objective is to provide the necessary infrastructure for joining the different areas in physical and social terms. A possible externality of the project would be the appearance of new municipality scale interests due to the modification of the area´s character. Up to now, millions of people pass through this junction every day without considering the possibility of stopping.

POSSIBLE INTERVENTIONS

Since it was explained on the analysis section, the issues at this kind of site are multiple and different all around the city. Therefore, I will su-ggest 3 possible interventions that are compatible between themselves. Option 1: Multiplication of direct connectionsOption 2: Creation of a common space allowing free use of it Option 3: Creation of direct connection and local services through an “Open Mind” building

Axial global integration

Street Length

OPTION 1: MULTIPLICATION OF DIRECT CONNECTIONS

The most direct intervention would consist on the multiplication of the bridge connections. In the case of Sacoma, the 3 bridges, one per each road branch, could be completed with 6 additional ones. That would generate not only new pedestrian paths but, as it was mentioned before, would enhance the creation of new services due to its importance as social and economic attractor. The physical intervention should be supported with new policies that would allow and enhance the creation of shops, street markets, cafes…The space syntax analysis shows that the main bridge would still be the most important link. However, a direct connection between Jardim da Silva and Vila Carioca would produce the biggest improvements in the area because Helipolis, the second biggest favela in Sao Paulo, would have a better connection with the Bus and Metro station.


Face off Proposal

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Although, the previous solution would have a fast effect in the local live, it would just mean a sticking plaster. The intervention should go further and create a space-forum that bonds the 6 neighbourhoods. There are several reference projects around the world of buildings that are directly related to a highway. For example, one of the Manzanares riverside rapid highways in Madrid runs under the Atletico Madrid stadium. Going fur-ther with sport event buildings and having in mind that the background is completely different, the Abu Dhabi formula 1 circuit has the ability of connecting the beauty of a circuit with the expressive shape of the hotel. But they don’t necessarily have to be enormous buildings. The inter-ventions at the interstitial plots created by these sculptural and brutalist junctions could be colonized with skate parks, car parks or, like it hap-pened in London during 2011 summer, a temporary cinema.

London: temporary cinema

Madrid: At Madrid stadium

Abu Dhabi: F1 circuit

New York: HIgh lane

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OPTION 2: CREATION OF A COMMON SPACE ALLOWING FREE USE OF IT

In this case, the proposal provides the sufficient space to generate a local forum. The interconnected slabs, unattached to the road network, would allow the spontaneous colonization of the space with temporary markets, cafes or sports areas. Some permanent facilities could also be established. Due to the dynamic character of the roads, the slabs should have the ability to change in time: growing or shrinking if neces-sary. Although the local integration is improved, there is still a big de-pendency from the Carioca-Heliopolis Bridge. The direct connections between the 3 main parts of the circle reveal as the best solution for a spatial integration


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OPTION 3: CREATION OF DIRECT CONNECTION AND LOCAL SERVICES THROUGH AN “OPEN MIND” BUILDING

Finally, following the aim of creating a main forum, we could think on a solution that would enhance the sculptoric aspect of this kind of sites instead of deny it. Cars and people could share it using the same kind of language. As experiment, this proposal “mirrors” the complex car base system and creates a human one. Once that the double world is crea-ted with car and pedestrian paths, the intesticial spaces are colonized by the so-called “open minded” buildings with art, work, sport, café, library and any necessary uses.This solution would create the most evenly integrated area equally con-nected to all the neighbourhoods.


CONCLUSION:

The aim of the present project was to improve local connections at certain sites in Sao Paulo. There is a wide range of solutions going from the most simple to very creative. Nevertheless, the improvements on the areas have revealed big in the space syntax analysis hoping that this results would transfer to the real site.

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COMMUNITY ANCHOR

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Cabuçu is the community anchor, the arena of everyday life. It is a typical peripheral precarious urban landscape defined by overcrowding, poor or informal housing, inadequate access to safe water and sanitation, and insecurity of tenure. It is located in the northern part of São Paulo’s Municipality in the proximity of two other Municipalities of São Paulo Metropolitan region. Moreover, Cabuçu’s landscape near Cantareira Rainforest is defined by a variety of valuable natural resources.

“The world is different on this side of the bridge. It is also sometimes called favela, not to describe the peripheries but to refer to its poor conditions which are re-signified to represent and denounce poverty in general”.

Teresa Caldeira

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Under the context of a dynamic development procedure in Sao Paulo’ s metropolitan region, a new orchestrated investment plan is implemented in the set of compensatory actions especially in the areas that are in the vicinity of the new ring road Rodoanel. Rodoanel’s main role is to organize the intra-metropolitan logistics demand and especially to strengthen São Paulo’s mobility and macro-metropolitan dynamics. The State has been monitoring Rodoanel’s impact in the territories affected by its construction and is proceeding in the resettlement of the population whose homes are in the path of the ring road. A range of Municipal interventions including social housing and environmental preservation are implemented in parts of Cabuçu, the northern construction area of the new ring road.

Those responsible for these actions are local authorities, including SEHAB (Municipal Department of Housing) and SVMA (Municipal Department of Green and Environment). The new Transportation Plan proposes a set of transport modes: Ferroanel (railway ring), new subway lines and new bus corridors leading to the metropolis of São Paulo. In Fernão Dias highway, which crosses the Cabuçu area, there are plans to build a BRT system (Bus Rapid Transit) linking Tucuruvi subway station with Guarulhos.

In 2001, the ‘City Statute’ was inserted into the Brazilian Constitution, after pressure from social movements, to recognize the collective right to the city. This progressive legislation, at least in theory, legalize for the first time, the collective access to land and a series of instruments to distribute spatial justice.

The new transportation plan Location of the project

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This project focuses to the core of the social and urban fabric proposing local interventions under the scope of social structures, which can improve urban life in local communities, in a environmentally sustainable context and in a socially progressive function for the inhabitants of favelas using the tools of the new urban legislation of Brazil.

For such reason, this study introduces a both programmatic and designing model of site-specific interventions applied in the case of Cabuçu, as typical peripheral formation, which can operate as a base of reproduction around the whole urban landscape of São Paulo’s metropolitan region. The chosen site is located around the Piqueri River in the intersection of the river with Fernao Dias highway. It is

characterized by fragmented green structure, disconnection of the river, and an organic urban fabric with precarious settlements. Moreover, the disconnection of the river does not allow the movement through its banks forcing the residents to make the circulation of the hill in order to go to the local center.

Although, its poor condition this area has achieved to improve an inner social life semi-independent in terms of services from the other surrounding centralities. Among others, people creatively re-arrange public spaces transforming them into recreational spaces.

Left: Current condition / Above: Piqueri River

102 103The proposed project incorporates two basic gestures motived by the principles of the participatory planning and the needs of Cabuçu’s population expressed in a workshop conducted from SEHAB: The strengthening of the urban and environmental quality by the unification of the green spaces and the reconstruction of the river as water resource, connection element, place of local concentration and social

activity. Alongside, the conservation of the existing social web by the introduction of social infrastructures formed in a “carpet of uses” that will “run” over the new urban qualities.

More specifically, this intervention attempts to redefine the natural

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Proposed connections. Space Syntax analyses Unification of the green spaces

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element as vital element both locally for the microclimate as well as globally, to place new social functions and to sustain the communal inner life by preserving the existing scale and typology:- creating a green linear public space along the banks of the river as connective component of the new park, the housing area and the calvao (local market)- improving the walking paths and opening green communal gardens in the neighborhoods- building a basic health unit, educational institutions as expansion of the CEU, daycare centers and social assistance, dance schools and sport center, cultural activities and an open-air theatre, library and lots of periodical uses(flea market, Luna Park, circus, etc)- making public restoration to the existing housing according to the tastes, the modularity and the community’s identity, or new settlements, if it’ s necessary, with designing values the inhabitants participation, motivation and self- organization.

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“When the city operates as an open system – incorporating principles of porosity of territory, narrative indeterminacy and incomplete form – it becomes democratic not in a legal sense, but as physical experience.”

Richard Sennett

RANDSTAD

Meng Di GuoCarlos Rafel Salinas Gonzalez

Arthur Shakhbazyan

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INTRODUCTION

The Randstad metropolitan area, with more than 7 million inhabitants and with an area of more than 8000 square kilometers represents one of the most populated conurbations of Europe.

The concept of Randstad, “a city in the edge” is strongly related with the concept of the “Green Heart” thus these two opposites, city and countryside, have created one of the strongest spatial planning concepts of history.

The concept of Randstad, was imposed to the territory of the provinces of North Holland, South Holland and Utrecth. Indeed, the cities that integrate this metropolitan area have an ancient history. The concept of Randstad, with the green void in the middle was very attractive. However, the Green Heart is not a void and it was never empty, in its interior several settlements of different sizes and characteristics have their setting. Indeed, if the population of the Green Heart was accounted as a urban area, it would be the size of Zurich.

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The constellation of cities and towns that constitutes the Randstad has as background a diverse setting in which several types of landscape interact with a variety of types of urban areas. The Randstad area is characterized by a landscape where the natural and the artificial shake hands. In this sense, the urban sphere is always evolving as the countryside one does.

TRAIN NETWORK

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In this way, the former industrial areas are undergoing important changes either to make a more efficient use of industrial space by improving productivity or by redeveloping these old industrial areas into new urban assets for their cities.

HIGHWAY NETWORK

At the same time, the countryside is changing, more efficient ways of agricultural production using greenhouses is changing the landscape qualities as does the higher pressure for transforming farmland into suburban areas.

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The cities are changing as well, major projects of urban renewal related with train infrastructure are taking place, densifying the old city centers with different types of activities and pedestrian friendly zones that contrast with the mono-functional and car oriented suburban areas.

INTEGRATION

This metropolitan area is experiencing a more intense competition from other urban regions around the world in order to attract investment and employments in the context of the global restructuring of the age of the information. These conditions are forcing the cities of the Randstad to reach a higher level of integration in subjects ranging from transport infrastructure to education. Nowadays it is possible to see the rise of two integrated urban regions inside the Randstad, the north wing that includes cities such as Amsterdam and Haarlem, and the south wing, with cities like Den Haag, Delft and Rotterdam.

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Strategy

However, instead of putting them aside we propose to unite them and make them work together with their neighbor cities. Further on, these cities have a considerable advantage of their position on the green front where urban qualities meet natural and can propose different type of environments along this front.

The main concentrator of green assets in the region is the Green Heart. Its present shape doesn’t allow the optimal use of these assets. We propose to reshape the green heart and to redistribute assets along a new frontline. Here we introduce the concept of “green ribbons”, which can help to intensify the interaction between urban and green and optimize the use of green assets. In addition it provides better accessibility to the open spaces without deterioration of their quality. In addition it allows better connection between different landscapes, from beaches and dunes to polders and fields.

To encourage the development of smaller cities we propose to combine them in networks and to promote their specialization.

Most of the areas along the proposed green front are mono-functional residential neighborhoods. We propose to infill them with more functions such as commerce, micro-industry, cultural facilities and so on. Of course this requires the upgrade of transport connections to these areas, including public transport.

The redefinition of Green Heart will lead to introduction of new development policies for the region. We propose to allow the developments along the frontline and in the areas of integration between cities, but at the same time to introduce some restrictions for development in buffer zones, therefore maintaining the area of open spaces at the same level as it is in the Green Heart.

How can the features that make of Randstad one the most competitive urban regions in Europe be mantained and enhanced?

How the smaller cities could benefit from its interaction with the bigger cities of the region?

Is the Green Heart concept updated, and if so, what is the role of green areas in the Randstad metropolitan area?

How can we take advantage of the interaction of urban and green areas in order to enhance the urban experience?

Based on these research questions, an according to a our vision, of maintaining and enhancing the features that make of the Randstad one of the most competitive urban regions in Europe. We have set the following goals:

•Improve connection and integration between cities.

•Increase the functionality and accessibility of green areas, integration and

•Encourage specialization of local centers.

•Create a framework for urban development in Randstad.

•Increase the level of spatial and functional diversity in previously monofunctional cities and areas.

In 1995, Rem Koolhaas, criticized the concept of Randstad and claimed that some cities, such as Leiden or Gouda are too weak to be the part of metropolitan area. Such decisions could lead to an isolation, hence economic and social decline in secondary cities. Example: Uithoorn.

Increasing integration

Expanding green interface

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GREEN HEART, BUFFER ZONES AND GROWTH PRESSURE INSTEAD OF GREEN HEART, GREEN RIBBONS

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In this new context three strategic urban conditions could be identified:

Finger tips

The relation that could be found among the five major cities of the Randstad and the medium cities facing the Green Heart next to them.

Networked towns and villages Groups of settlements located in the outer fringes of the Randstad with specialization potential.

Buffer zones The green areas designated by the planning authorities in order to avoid the conurbation of neighboring cities in the Randstad.

In order to show how the ideas presented in the strategy could be applied in these three conditions, three strategic projects were developed. These projects take into account the existing qualities and specific characteristics of each place, and show the potential those sites could have:

The Amstel River front plan presents a model of transport integration and urban development that serves as the connection point to the Green Heart.

The Hollandrijnland project shows how a better integration between small towns inspired by its own potential could achieve the characteristics of new medium sized cities in the Randstad context.

The Hof van Delfland intervention shows the recreational, landscape and urban potential the buffer zones could have in a context of a wider metropolitan integration becoming places that could serve as elements that foster more lively environments in its surroundings as well as maintaining the landscape qualities.

FINGER TIPS

BUFFER ZONE NETWORKED TOWNS AND VILLAGES

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AMSTEL RIVER FRONT

Arthur Shakhbazyan

about to change. Future trajectory of N201 will affect the urban-green relation on the north by creating a barrier. In order to compensate this impact the activation and extension of eastern interface is necessary.

The eastern interface is following the trajectory of Amstel river - one of the most important and famous river in Netherlands, which also gave a name to Amsterdam. Taking into consideration this historical importance and functional potential of Amstel, its better functional integration to the area is also desirable. In addition, part of Amstel in the area of Uithoorn makes a border between municipalities of Noord-Holland and Utrecht, which creates the conditions to develop along the river without crossing it.

Therefore, the strategy for the Uithoorn is based on three general elements: infrastructural re-connection to Amsterdam, merging of two parts of the city and activation of the urban-green border interface along the Amstel.

First step of the implementation of the strategy is creation of the tram loop, connecting Uithoorn with Amstelveen. This loop will pass the most important points such as central part of Uithoorn, stations of Amsterdam metro line, Amstelveen Hospital and areas proposed for development. It will also cross N201 and Zuidtangent BRT line creating the well accessible crossing points.

Such crossing points, due to high level of accessibility and new public transport stops, will allow to create the high-density areas of concentration around them. Furthermore, occasional in-crease of mobility will give more potential for this areas to attract new businesses, modern industries and therefore jobs. It will also make possible to propose the redevelopments of declining areas along with new developments along the tram loop.

The city of Uithoorn is situated to the South from Amsterdam on river Amstel, and is surrounded by cities of Amstelveen, Aalsmeer and Mijdrecht.

The development of the city throughout the XX century was strongly related to it’s connection to Amsterdam. In 1915 the railway was built from Amsterdam to Uithoorn and since then the city experienced the first big wave of growth. The second wave happened in fifties and was related to the distinctive development of southern Amsterdam.

In 1987 the train service was terminated and later the railway was deconstructed. The infrastructural conditions of the city degraded and until now are not optimal to encourage the development and economical growth of the city. This is why eager to give the city opportunities for development and attract new economies crucial for city dynamics, we see it necessary to restore the historically important transport link.

Along with the re-connection to Amsterdam, Uithoorn has to increase connection with other cities around. It is already happening with new segment of Zuidtangent BRT, going all the way from Haarlem through Schiphol and Uithoorn to Utrecht. The role of Zuidtangent is important as it place Uithoorn back on the important connection to big cities.

Another determining infrastructural project for Uithoorn is the new route for N201 national road. Instead of passing through the middle of the city and splitting it in two it will now pass along the northern edge of Uithoorn outside the city territory. It will allow to re-connect northern and southern parts of the city by downgrading the existing segment of N201 together with introducing new connections between previously separated parts.

Uithoorn is characterized by the the proximity of the Green Heart and its relation with this “natural” asset of Randstad. The city is surrounded by greenlands from the east and from the north. However this situation is

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New developments by the train line could become the con-clusive step for integrating Uithoorn as an important part of Amsterdam agglomeration. They would consist of mixed-use residential, commercial and business areas.

Amstel River Front project should become the connecting link of the strategy and main approach to activate the urban-green border. It starts with redevelopment of the part of Uithoorn along the river: city center, old train station area and industrial quarter. Main historical buildings and areas are also situated on the river, therefore, they could be connected in a soft manner of a city riverfront boulevard, which could become the backbone for the further redevelopment of the central part. Along its way it will incorporate all main urban functions starting with new city hall next to Thamen church and facing Amstel, which would become a new landmark and symbol of Uithoorn. The building can also incorporate other public or commercial functions.

Being one of the crossing points, the area of old train station should be densified and diversified.

The market area should become more active and lively which could lead to densification and attraction of new commerce and services.

Present central square is proposed to be redeveloped in a way more respectful to the main city cathedral and more facing to Amstel. The existing concentration of commerce can be spread along the whole riverfront. In order to support the cultural focus of the central square the present city hall could be transformed to a theater or music hall.

Further on, Amstel River Front would extend to the north and to the south, providing the urban system with the focus on histori-cal importance of Amstel, diversity of functions, high level of accessibility by both public and private transport and high level of interaction with the natural assets of Green Heart.

On a bigger scale Uithoorn will become the important place of connection between bigger and smaller cities and the access point to Green Heart for the whole Amsterdam agglomeration.

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HOLLAND RIJNLAND

Meng Di Guo

b. Design buffer zones to create better access to nature and at the same time prevent unexpected expansion.c. Preserve the local production area (tulip/ dune/ polder) and gradually introduce tourism & high-technology institutes to improve the production from land.

d. Introduce more environmental friendly functions into the region in order to intensify local identity & attractiveness.

The site locates in the region connecting Haarlem and Leiden, representing the town network connecting big cities in the Randstad. Besides connecting big cities, it also connects the Noord Holland and Zuid Holland province, i.e. the north and south wings.

Aims

Connect the big cities by sustainably develop the region between cities; integrate the Randstad by integrating the connection of big cities and also north and south wings. In all it will help improve the competitiveness of the Randstad region and improve quality of local service & living environment.

Phasings

1. For development

a. Transport (integrate towns in the region & connect the region with rest of the Randstad)Improve public transport connection: open train stations & add bus linesImprove private transport: introduce HOV lanes to regional roads, make better use of themb. Urbanization (better connection of transport will bring urbanization following it.)Develop transport directed region: train stationDevelop monofunctional areas: industrial/ office parksImprove the level of functional mixture & the efficiency of using land (e.g. density of urban blocks)

2. For preservation

a. Preserve the green space between towns by intensively using them

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Haarlem

Leiden

Den Haag

Almere

Utrecht

HeemstedeBennebroekHillegomLisseSassenheimVoorhoutNoordwijkNoordwijkerhout

LeidschendamVoorschotenWassenaarMaaldrift

HilversumZeistBilthovenBaarnSoestLarenBussumHuizen

Towns on the HollandRijnland between Leiden and Haarlem are chosen as the place for strategic projects to take place. It is not just a region connecting two big cities but also connecting the Noord-Holland and Zuid-Holland Provinces.

Town Network in the Randstad

Those towns developed from small villages. Their history can be dated back to the Middle-Age. Gradually, they grow into towns next to each other with similar characters.

1km

2.2km0.7km

2km

2.5km

2.4km

1km

1.8km

0.6km

1.4km 1.7km

1.9km

Distance Between Town Border

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Population

Oegstgeest22,753

Voorhout14,792

Noordwijk24,707

Sassenheim14,906

Noordwijkerhout15,121 Lisse

22,731

Heemstede26,291

Bennebroek5,154

Hillegom20,619

Katwijk aan Zee14,000

Rijnsburg14,850

Income of the region: Agriculture Production Tourism Jobs from main cities nearby

Beach Dune

Bulb & Dune

Tulip Parade

Polder

Lake Zone

Local resource

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Hillegom

Lisse

Sassenheim

Voorhout

Noordwijk

Noordwijkerhout

Taking the mix of function, integration of streets, and an occupying proportion of the land as elements to help define the level of urbanization. Desipite the expansion of built up area, the region is not well urbanized in the process of development.

Local VisionSustainably urbanize the region.

Urban

Rural

Urbanization level

Integrate towns into a meidum-size regional city.

Preserve the integrity of landscape system

Opportunity for development lie on the region instead of separate towns. The first action is to integrate the towns as a coherent unity to support coming development. At the same time preserve the ecological environment and prevent urban expansion is with the same importance in the process of sustainable urbanization.

Integrate public transport

Support spatial development & urbanization

Landscape Intervention

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Cooperation of stakeholders

This would require not just integration of communities, services & infrastructure, but also the cooperation of local government.

Integrate Public Transport

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Well Integrated

Bad Integration

Street Integration

From the analysis through street pattern it could be found that the most integrated roads are the regional ones connecting towns and the rest of the Randstad.

Instead of the well integration in motorway. It is not well connected by public transport. Though there are several towns, the number of train station is only three. The most integrate roads overlap with Bus Route in the region. Some of the places are not connected by public transport. Improve the service of public transport is important not just in contributing to better integration of public means of transport. It will also help release the traffic pressure on motorways.

Train Station Bus Route

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Sassenheim

Voorhout

Nieuw-Vennep

Hoofddrop

Noordwijkerhout

Lisse

Hillegom

Bennebroek

Heemstede

Zandvoort aan Zee

Haarlem

Overveen

Bloemendaal

Schiphol

Leiden Centraal

De Vink

Santpoort Zuid

Using the existing rail tract and old locations of train stations. There will be three new stations in the region: Bennebroek; Lisse; Noordwijkerhout.

Bennebroek and Lisse used to have train connections, thus the location of new station would be easy to choose. For Noordwijkerhout, the railway go by the office zone of the town. Thus the junction with office zone will be the place where there is a new train station.

Existing Bus Lines Add New Bus Lines

Taking the train stations as the connection to the rest of the Randstad, buses will connect towns with train stations. Increase bus lines to cover the built up environment in the region to complete the integration of public transport service.

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Public Transport Service HOV Lanes

N206

N208

A44

Besides integration of public transport, making better use of the current roads will also help balance the transport pressure. High-Occupancy Vehicle Lanes could be applied to the regional roads for improving efficiency of current transport system. Improvement of private & public transport system will help integrate towns in the region and connect them with the other parts of Randstad.

Spatial development & urbanization

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Voorhout

Parking

Centre

Mixed Residential

Residential

Station Buffer Zone R=500m Industrial & Office Zones

Integration of public transport will bring spatial development to areas accessible to public transport: train station buffer & area along bus route. It will also help renew urban regions.Summing the functions in the station buffer are : residential and mixed used residential areas; Industrial and office zones; farmland and groves; recreational areas; multifunctional town centre; parking lot.

Train station

City Centre

Mixed Residential

Residential

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Sassenheim

Recreational

Industrial

Farmland

Residential

Residential Residential

Mixed Residential

Farmland

Industrial

Recreational

Farmland

Hillegom

Mixed Residential

Farmland

Residential

Train Station

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Noordwijkerhout

Industrial

Farmland

Industrial

Farmland

Farmland

Residential

Lisse

Keukenhof

Farmland

Farmland

Keukenhof Tulip Garden

Location of Old Station

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Bennebroek

Industrial

Farmland & Grove

Residential

Farmland

Grove

Industrial

Residential

For station buffer zone the proposal is to develop the built-up areas into a spatially integrated area with complex buildings. Introduce different kinds of amenities: retail, public service, gallery, studio...build station complex, provide indoor transferium with bus stops and parking lot.

At the same time transform the surrounding farmland/ grove into a transitional park connecting urban and landscape.

Station Complex

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Low Diversity

Function Integration:Amenitiesresidentialworking

The whole region is not functional well mixed. Most places have a mix of two functions but few place has amenities, houses and working opportunities at the same time.

Station buffer zones and monofunctional industrial parks are places with potential of future regional centres. They are also places where there is still space for construction. Urban Renew is also easier in those areas.

Increasing functional diversity and introducing new building types and street patterns, would help integrate functions and increase local vitality.

Industrial Zone

Inudstrial and office zones are also simple in functonal composition. For creating regional centre, following measures could be taken:

Increase pedestrian roadRenew public spaceAdd parking building / decrease street parkingIncrease density & diversity of function Urban afforesting & greening

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Reform of Streets

Industrial Zone +Residential + Retail + Cultural + Educational + Public Service =Multifunctional Regional Centre

Residential Area +1st floor open to street =Multifunctional Residential Area

Retail Retail

Office Office

OfficeHousing

Housing Housing

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Landscape Intervention

Beach

Dune

Bulb & Dune Polder

Lake Zone

The region is very rich in landscape resources. All kinds of Landscapes cooperate well with urban areas, providing various of places for different activities to residents. The synergy of landscape and built up environment is vital for high quality of living environment.

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Urban Park

Green buffer between urban areas

Entrance to nature and urban region

Help prevent urban expansion

Connect different kinds of landscape

Help integrate towns

Provide space for recreational activities

Provide service spots for activities.

Farmland --> Experimental Farmland

Cooperate with biology & art institute

Organize farmland art competition and festiva

Rent farmland from farmers

Lease the land to candidates

Hire farmers to help take care of plants

cooperate with government and institutions

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Local Landscape &Activities

References for Landscape Interventions

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HOF VAN DELFLAND

Carlos Rafael Salinas González

between the Delftse Schie and the Vlaardingervaart. The specific strategy for this project comprises three topics: mobility infrastructure, design and management of the green areas and urban renovation, all linked together in the following phases:

Phase 1.

• Improvement of transport infrastructure at the interior of the buffer zone including the construction of more bicycle lanes as well as the introduction of bus line linking the tram of Delft with the one of Schiedam.

• Construction of a boulevard linking the A13 and the A20 that would include a tram line and bicycle lanes.

• Connection of the streets of the suburban areas north of Schiedam with the new boulevard.

• Development of more recreational areas inside the Hof van Delfland.

• Development of medium size mixed used typologies in specific areas of the suburbs.

• Designation of areas of natural regeneration at the interior of Hof van Delfland.

Phase 2. • If more capacity of transport is required, a highway could be built under the path of the boulevard, mantaining in the surface the connection of the local streets with the boulevard as well as its public transport facilities. A public square and urban green facilities are created over the highway linking the urban area with the buffer zone.

One of the urban conditions found in several places in the Randstad is that of the urban and suburban areas facing the buffer zones aimed to avoid the conurbation of two or more urban areas. These places at the borders of the cities, tend to be some of the most segregated ones. Nevertheless, in the polycentric context of the Randstad, these places are the most distant ones to the centres of the cities but at the same time the closest points to the other city across the buffer zone. These buffer zones, in some cases and with and adequate infrastructure offer the possibility to develop new areas of attraction, a new face to the city towards the green.

The Hof van Delfland, is considered to be one of the most successful examples of buffer policies in the Netherlands. Located in between the cities of Delft and Schiedam, has also recently became an example of the increasing integration between the municipalities of the south wing of the Randstad and is meant to become its most relevant recreational area in the future.

Even though this area is considered to be a green area of metropolitan reach, it still needs some adjustments that make it possible to develop its recreational, green and urban potential.

Nowadays, the suburban areas around Schiedam face this buffer zone literally with backyards, and although it is used by the people living in the neighboring areas, the accessibility of the buffer zone could be enhanced improving at the same time the accessibility of the outskirts of Schiedam, promoting a major intensity of recreational activities in the interface of the green areas of Hof van Delfland with Schiedam, as well as a wider diversity of urban uses in its current mono-functional suburbs, while maintaining on the other hand, the landscape qualities at the interior of the Hof van Delfland, that are now under pressure due to the loss of competitiveness of farm activity in the area.

The intervention place inside the Hof van Delfland is the area comprised

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• With the development of more capacity in the infrastructure, higher mixed used densities are allowed facing the buffer zone in some points, providing in this sense, more diversity of uses to the area, keeping at the same time the suburban low density character of other places of the neighborhoods.

• With the improvement of the accessibility in the whole area and more intense use of the green interface between the city and the buffer zone, a public use appropriation of the place is achieved providing thus more economic opportunities also for the local farmers who can redirect their activities towards higher added value such as organic agriculture, leisure farms or other touristic activities, that would allow to maintain the traditional landscape qualities at the interior of the buffer zone.

Once the project has been completed, it could represent an example for other areas in the Randstad facing similar conditions, in which the relevant position in front of the green and at the edge of the city could generate new places for urbanity, leisure and environmental protection.

REGIONAL STRATEGY DIAGRAMZOOM AREA: SCHIEDAM FACING THE HOF VAN DELFLAND

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CONCEPTUAL PLAN INTERFACE ZONE

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URBAN - BUFFER ZONE INTERFACE AREA

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NATURAL REGENERATED AREAS

NEW RECREATIONAL AREAS

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The result of the studio work was the contrast between two different contexts. On one hand, the Randstad is a great example of high mobility with high level of accessibility, a region designed to work as a network, that takes physical and spatial form in a develop country with a cultural background of planning, where the problems are in the stage of opportunities rather than in the field of needs. On the other hand the Metropolitan area of Sao Paulo hosts more than the whole population of the Netherlands and has grown under the unplanned urbanization due to people immediate and sometimes urgent needs.

Even though the issue of mobility and urbanization is the same, both problems are different and faced on different ways. On one hand the spatial planning tradition seeks to enhance the qualities of a region; on the other hand, recent urban planning has to satisfy urgent needs and leave enhancements for the future. While in Sao Paulo’s case the problems were on plain sight and the solutions are very complex, in the Randstad the complexity of the system has to be deeply understood to find the opportunities.

In both cases, our approaches were undertaken from multicultural points of view that at times melt in one. The proposal for Randstad explores new opportunities beyond the Dutch cultural perspective, identifying the interactions of red and green, natural and artificial, as some of the most remarkable assets for the future of the region and a relevant aspect of the daily quality of life of its inhabitants, while the proposal for Sao Paulo investigates about solving the multiple urgent problems that menace the prosperity of the Metropolitan region, but at the same time understanding that solving a problem without seizing it as an opportunity to enhance the solution, is not solving it.

Conclusion

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SEHAB, Secretaria da Habitação e Desenvolvimento Urbano

Luiz Bloch, Assessor Especial do GabineteSecretaria de Desenvolvimento Urbano

Gizlene FerreiraSao Paulo Metro Company (Companhia do Metropolitano de Sao Paulo)

Renato Cymbalista, directorInstituto POLIS, Instituto de Estudos, Formação e Assessoria em Políticas Sociais

Prof. Fabio Mariz Goncales , University of Sao PauloSEHAB, Secretaria da Habitação e Desenvolvimento Urbano

University of Sao PauloProf. Regina Meyer and Maria Ruth Sampaio

EMTU (Metropolitan Enterprise for Urban Transportation)Eliel Cardoso, Gerencia de Marketing Institucional

UNA Arquitectos

Hannah Machado

Birgit Hausleitner, EMU program assistant

Special thanks to...

Documents

Urban Region Networks Studio Fall 2011 - Report