zoetermeer-anchor point research2009

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ZOETERMEERANCHOR POINT RESEARCH 2009FRAME PATTERN CIRCUITS

Urbanism


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FRAM PATTERN CIRCUITS: TU DELFT

ZOETERMEER ANCHOR POINT RESEARCH 2009i

HSnow World

BCentrum West

CHospital

D SchoolA

Markt

ESport Park

GRailway station Zoetermeer

FShopping Center


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ZOETERMEER ANCHOR POINT RESEARCH 2009iii

New Towns in de Master program of the TUDelft

Urbanism

During the last 2 years, the city o Zoetermeerhas been one o the research & design locationsor the Master project MSc2 Urban Plan & CityAnalysis. The project was part o the curriculumo the Department o Urbanism, Faculty o

Architecture, Delt University o Technology.

A group o 18 international master studentshave worked or 8 weeks on the subject o theMSc2 Urban Plan & Analysis Zoetermeer.

The chair o Urban Design made this choice orthe city o Zoetermeer because next to Almerethis city became one o the most important NewTowns o the Netherlands and also in Europe.

The planning & design paradigm

I we look more closely to the planning,origination and development o New Towns

in general, we can only be ascinated by itseasibility and the aith o designers & plannersin the experiment o making New Cities. Notonly in the Netherlands but all over the worldthe development o New Cities started almostrom scratch in order to give space and lie toan enormous amount o people. They where

in search or a better lie and place to stay.

Governments and local politicians made the

decision to acilitate the planning o New Citiesinstead o extending the older existing citiesmore and more.

Because o this political decision New Citieswhere dominantly placed under the inluenceo these older cities, as well in there physical,

social and economical content. The basicmotivation was to give hope and prospecto a better uture to inhabitants who gamemostly rom the worst parts o the older cities.The Garden City Movement and the CIAMmade a clear statement about the instrumentso planning & design and pointed out thenecessary Urban and Architectural qualities toachieve this better world.

Unortunately not every New Town paradigmwas successul. Especially the CIAM doctrineturned out to be contraproductive mainlybecause o the strong division o unctionalpatterns and the ambivalent distinction

between private and public properties. It is ocourse easy to criticise their approach and ideasaterwards. In act their ideas where as always apart o the actual situation they had to respondto. Nevertheless, today many New Towns indthemselves in a critical position mainly becauseo the great lack o Urban and Architectural

qualities. Some o the English New Towns, the

Foreword

Peter de BoisTUDelt


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ZOETERMEER ANCHOR POINT RESEARCH 2009vii

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The analysis will be guided along 3 main issues

according to the R&D model Frame Pattern Circuit , and 8 subactors o quality and UrbanVitality:

1 Frame, complete network o streets,squares, public space.

2 Pattern, all possible destinations, anchorpoints, landmarks

3 Circuit, the projected unctional system oroutes and nodes

Within the FRAME the ollowing aspectsare included: 1 Reach, how ar is the reach

between the anchor points and their beneit or

the city will be part o the workshop researchand subject or the design assignment in theinal phase.

We will work with a generic set o analysis &design methodological instruments. Theseinstruments have been developed during

many other assignments over the last 8 yearsincluding the New Town Almere laboratory.The instruments make it possible to comparethe results o the dierent analysis groups,understanding the importance o the anchorpoints. It makes it also possible to interrelatethe research outcome with research rom otherassignments and cities.

Fig. 0.5 the R&D model Frame Patter Circuit


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ZOETERMEER

FRAME - PATTERN - CIRCUITS: TU DELFT viii

or pedestrians, cyclists and car drivers: 2

Connectivity, how is the anchor point spatiallyconnected to the city: 3 Accessibility, howmany connections are available to reach theanchor point: 4 Routes, which type o routes areavailable rom the anchor point

Within the PATTERN the ollowing aspects are

included: 5 Density, how many inhabitants arehoused within the territory o reach: 6 Mixedfunctions, which programmatic mix is availablewithin the territory o reach: 7 Uniqueness, howmany alternatives are oered in the city.

Within the CIRCUIT the ollowing aspect isincluded: 8 Identity, what is the quality o theanchor point

The design assignment

The design assignment or the last phaseis based on comparison and a SWOT o theanalysis results.

The content o this book will take you by thehand and will give you a splendid tour throughthe dierent Research and Design projects oour International Master Project o Zoetermeer.It will also guide you through the subject andimportance o Anchor Points , the body o

knowledge incorporated in the R&D tools and

hopeully also the challenge and beauty o this

New Town Zoetermeer in the Green Hart o theDutch Delta Metropole.

Future R&D projects

The city o Zoetermeer will be subject orResearch and Design or the coming time and

casus or the IP, International Project Public Cityin April 2009 o the universities o Alicante,Berlin, Copenhagen, Krakow, Amsterdam andDelt.

Peter G. de Bois

Architect Urban Designer,Delt University o Technology, Department oArchitecture, Chair o Urbanism.

2009 P.G.de Bois MSc, Delt University o Technology.

All rights reserved. no part o this book may be reproduced or utilized

in any orm or by any means, electronic or mechanical, without prior

permission in writing rom yhe publisher.

1 Bois P. De, 2007 New Town development in theNetherlands, the Signifcants o the Urban Frame,Stadtebau Institut der Universitat Stuttgart2 Bois P. De, Buurmans A.K. 2005 Genesis o UrbanFrame, Public Space in Contemporary City, Xth International

Conerence repaort, Cracow University o Technology


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PART I

ANCHOR

POINTS

ANALYSIS

C

FShopping Center


ESport Park

A

Markt

Hospital

BCentrum West

HSnow World

D School

I.I ANCHOR POINT A MARKTMichael J. Lievenoogen, YiChung Huang


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MARKT

ZOETERMEER ANCHOR POINT RESEARCH 20094

Fig. 1.1.1 First step Fig. 1.1.2 Second step Fig. 1.1.3 Third step

2nd step analysis

Much local streets connected but still very shortlines.

Poor and ew northsouth connections.

Waterways out o the centrearea.

3rd step analysis

Only two roads go beyond 1000 meters o theanchor point.

Not a single connection to the south south westand east o the centre.

Residential areas hardly connected within threesteps.

1st step analysis

Good connection to the Randstadrail butextremely short lines out o the centre.

Two other anchor points station centrumwest and station Zoetermeer connected torandstadrail.

CONNECTIVITY


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PART I

55FRAME - PATTERN - CIRCUITS: TU DELFT

CONNECTIVITY

To approach these assignments the deinitionand boundaries o the anchor point are crucialor the result o the number and length oconnections. Both the market square and thestadhuis square including the public space inbetween is deined as location area. All the linesconnected to this area are very short. There is aweak connection to the old centre, it is connected

by 3 steps although it is not a very logical route.In general, a connection to a structure on higherlevel, mainly concerning eastwest and northsouth connection is not there.

Fig. 1.1.4 Connectivity map

SWOT

Strength Water connection has the longest line which

can link to much urther. Randstad rail cover almost the whole

Zoetermeer.

Weakness Poor connection on local scale especially to

the northsouth; just 1 road out o the areawithin 3 steps.

LEGEND

Anchor point Markt

Other anchor point

1st step analysis

2nd step analysis

3rd step analysisRandstad Railway

Opportunity Water way link to almost the edge o

Zoetermeer.

Threat Short streets lines have difculties to expand

the territory.


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MARKT


Fig. 1.1.5 Reach walk radius = 1km Fig. 1.1.7 Reach bike radius = 2km Fig. 1.1.9 Reach car radius = 7.5km

Fig. 1.1.6 Time / spatial walk radius = 1km15 min. Fig. 1.1.8 Time / spatial bike radius = 2km15 min.

REACH


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PART I


Fig. 1.1.12 Barirrers

SWOT

Strength The quantity o passages minimize the

inuence o the barriers Ring roads andrandstad rail track.

Weakness The quantity o passages, no matter or

ringroads, randstadrail track or betweentwo square, etc., is very dry and poor. Fig.1.1.11

Opportunity Residential areas quickly reachable by

distance and the quantity o passage way.

Threat Visual orientation is poor because o the

high barriers. Fig. 1.1.12

REACH

To determine the reach rom the market, a divisionbetween walking and biking has been made.A bubble around the anchor point shows thereach and the barriers like dikes, roads and waterdecrease the range unless there is a passage. Forwalking 15 minutes is equal to 1000 meter radialand rom the market you can easily walk into theresidential areas. For biking 10 minutes is equal to

2000 meters radius and you can reach the edgeo the city and landscape. 3 Anchor points can bereached walking and 4 by bicycle.

The theoretical reach is quite similar to the actualreach bubble because o the many passages.Only the highway is a big strong barrier, withjust a ew passages so there is a kind o divisionbetween a big part o Zoetermeer and the south

part beneath the highway.The reach bubble or the car is 7,5 km. which isequal to approximately 15 minutes drive in thecity centre. With the car you can reach wholeZoetermeer and surrounding landscape areasand also cities like The Hague, Leidschendam,Voorburg, Delt and Bleiswijk.

Fig. 1.1.11 Passageways

Fig. 1.1.10 Walk reach and connectivity


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ACCESSIBILITY

The accessibility on the higher level is mainlyabout the entrances to the centre and in particularthe shopping streets. The dominating orientationo the shopping streets is east west, and as aconsequence so are the entrances to the area. The eastwest direction o the Randstadrail is astrong actor in this matter, with also 2 stations inthe area to ampliy this structure.

On a local level the market is close to the station, inact it is actually above the station. On this anchorpoint there is an intersection on horizontal levelas well as on vertical level. In reality the entranceson both levels are there, but hardly noticeable.The unction o the market square and stadhuissquare is quite unclear, the stadhuisquare doesnot even have an entrance to the cityhall, you

would have to go to the market square. Also theentrance to, or example the station, is not goodvisible and the back and ront o the buildings areunclear as well so the public space quality is notampliied at all.

LEGEND

Passage Way

Station Entrance

Public Entrance

SemiPublic Entrance

Private Entrance

Fig. 1.1.15 Entrance analysisFig. 1.1.13 Open acade Fig. 1.1.14 Closed acade

Fig. 1.1.16 South side passageway Fig. 1.1.17 Hidden station entrance Fig. 1.1.18 External accessibility


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PART I


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DACCESSIBILITY

SWOT

Strength

Vertical overlapping system.

Weakness Station entrances are almost invisible. Fig.

1.1.1617 Bad view lines rom the station square. The combinition o the entrance, square,

acade made the role o both square

unclear.

Opportunity The Markt Square has the potential to be

the gate or city center.

Threat

Dierent height level o pedestrian pathsmade the situation conused. Fig. 1.1.20Fig. 1.1.19 Section aa

Fig. 1.1.20 Dierent heightlevel o pedestrian path


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ROUTING

Although there are quite a lot o parkingacilities in the centre, the routes directing tothe parking garages and parking squares onlocal scale are too complex or the traic. This isdue to the short and curvy streets, which makesit hard to navigate. Unortunately the bus stopsare not at the city hall station but at station westwhile they could really make the market point a

much more interesting point in the route.

The routes through the area are dominatedby the eastwest connection and attached toit some short northsouth streets. The publicspace is created by the space let in between thebuildings instead o designed as a recognizableand comortable space or the public to use. Thesquares are a perect example o it as they have

not the unction squares normally have in a citycentre; meeting point, orientation point, placeor terraces, benches and pocket parks. Thesquares in the Zoetermeer centre are more orless collections o streets coming to these pointsand have little identity. This is very regrettablebecause the squares could really ampliy theseroutes.

LEGEND

Public Space

Station Entrance

Randstad Railway

Open Facade

Closed FacadeRoute

Fig. 1.1.21 Routing


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PART I


ROUTING

SWOT

Strength The location o parking lots are near by.

Weakness The squares is unactivate. They are not

unctional enough.

Opportunity Extend the route to the south old city

center. The size and natural condition let the Market

Square have the opportunity to upgrade. Make use o the hidden gardens or better

quality o the public space. Fig. 1.1.26

Threat Water way will be the barrier

Fig. 1.1.22 Stadhuise Squre

Fig. 1.1.23 Markt Squre

Fig. 1.1.24 Passage

between squres

Fig. 1.1.25 Main shoppingstreet

Fig. 1.1.26 Hidden garden


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UNICITY

The oering o shopping acilities in the citycentre is something you cannot ind within acircle o 20 km nearby and is thereore unique.However the way the centre is designed is moreunctional than creative and unique. Peoplerom outside the city probably would not preerZoetermeer above The Hague o Rotterdam. Themarket itsel can be subscribed as a square like to

be ound in any other city in the Netherlands. Theonly part that can dier rom other squares is thewater that is right next to it. However there is littleinteraction with it. In general the completion osquares is rather poor and without identity. Thiscentre might be unique when a combination owater, nice squares, a good network o shops,public acilities and mixed unctions are wellbalanced and interconnected with each other. Fig. 1.1.30 Square radius = 400m

Fig. 1.1.31 Station radius = 400m; 800m

Fig. 1.1.27 Markt Square

Fig. 1.1.28 Stadhuis Square

Fig. 1.1.29 Market Station


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UNICITY

SWOT

Strength Combination o parking possibilities, public

transport, program and public space.

Weakness

No outstanding identities. The unicity is onlyunique in local scale not regional scale.

Opportunity Grote Dobbe is the biggest water territory

in high densed urban area. Spare spaces in east side o central station.

Fig. 1.1.37

Threat Two Randstadrail station Central station &

Central West can be competitive with eachother.

Fig. 1.1.33 Parking radius = 200m

Fig. 1.1.32 Shopping radius = 400m; 800m

Fig. 1.1.36 Shopping street

Fig. 1.1.35 Entrance o the parking lot

Fig. 1.1.34 Parking lot

Fig. 1.1.37 Spare space in the east o the station


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DENSITY

The buildings in the centre area are mainly thetype o 3 stores high little rooms with shops atthe ground level. Thereore it is not strange thatcompared to whole Zoetermeer the city centrehas a high number o single person householdsand most houses are to be rented, much morethan average in Zoetermeer. There are alsoa lot o elderly people living in this part o

Zoetermeer, who have no job as well, probablybecause o their retirements.

While walking around in the city centre youdo not quite get the eeling o being in a lively,crowded and dense part o a city which a citycentre should give you. Some parts even areso empty or quiet that you would think it isjust a neighborhood at the city boundary. The

back o buildings in the centre oten are darkand unpleasant and seem to orm no part o anurban designed space at all.

LEGEND

>100

75 100

40 75

1040

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PART I


DENSITY

SWOT

Strength Market is very opened to the south and have

rich sunlight. Fig. 1.1.39

Weakness

A lack o city image with middle density incity center.

Opportunity There are spare spaces or new constructions

or landuse. Good inrastructure oundation. Fig. 1.1.40

Threat Potential danger or criminal behaviour inparking lots. Fig. 1.1.41


Fig. 1.1.40 Inrastructure oundation

Fig. 1.1.41 Parking lot entrance


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MIXED FUNCTION

The centre o Zoetermeer has a lot o unctions,that are well spread through the area. There is awide variety o unctions within 15 minutes owalking rom the market. However, because othe complexity o the routing structure in thecentre these unctions could be used muchbetter i connected to a better network. Thepotential o the old village connected to the

new centre can be realized in combinationo including the mixed unctions to the newnetwork. It is remarkable that around the waternear the market there are hardly unctions,while this is an important binding area betweenold village and new centre. A route can be acondition or unctions to settle but unctionscan be a condition or a route to arise as well.

Fig. 1.1.42 Mixunction


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PART I


P

LEGEND

Shopping street

Shop and supermarket

Bars and restaurants

OfceSchool

Sport acility

Cultural acility

Religious acility

Public acility

Green space

Parks

Parking lots

Fig. 1.1.43 Mixunction

MIXED FUNCTION

SWOT

Strength With in 15 minutes walking distance which

is 1km radius territory, it oers a completeprogram. Fig. 1.1.42

Weakness The various unction are spread in the radiuso 1km.

Opportunity Foundation or development o northsouth

route.

Threat Scattered network o unctions.


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ANALYSIS CONCLUSION

To conclude the analysis in Market anchor point,all the SWOT o each topic have been reviewedand summarized the crucial missing elementrom rame and pattern analysis.

The image o the city, the context as being thecity centre as a whole is lacking. For example,the density o construction, or the density o

the pedestrian low in the city center are notdensed enough.

Conusing Identity: Not only in regional scalethe uniqueness is not outstanding enough, butalso in the local scale which square is the rontsquare o this anchor point?

Weak connection to the old city center and localresidential area, especially in the south.

The dominate direction, westeast direction, atthe moment is basically parallel to the boundary A12 in the north, instead o crossing it.

Invisible accessibility, particularly theRandstadRail station entrance on StadhuiseSquare.

These are the key problems rom the analysis, andlatter on become the them or the strategic plan.



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PART I


STRATEGIC PLAN

More connection to the surroundings.

Especially to the north or the StadhuisSquare. To the residential area in the east or the anchorpoint as a whole. Strengthen the link between the Markt Squreand the old city centre. Water and green connection to Zoetermeer

Lake in the north and Sport Park in southeast. Links to the regional roads.

Streathen the identity and visibility o thecentre itsel.

Land mark in the south o Grote Dobbe orclear direction to the city centre in both way.

Make the station visible by open the StadhuisSquare.

EVALUATION

Fig. 1.1.45 Stragetic plan

Subject Values

Frame Connectivity

Reach ++

Accessibility +

Routing +

Pattern Density +Mixed unction +

Unicity +


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LEGEND: BLUE

Water square

Secondary waterline/Connect

Existing industry

LEGEND: GREEN

Green condensation area/ City park

Potential recreational area/ Park area

Landmark/ Recreational anchor point

Main landscape route

Environmental connection

Recreational/ Slow trafc route

Existing industry

LEGEND: GRAY

Primary internal connection

Secondary internal connection

Bridge crossing

Existing industry

LEGEND: RED

Intensication area

newurban dwelling area

Programmatical anchor point

Urban ront

Visual relationship

Existing industry

Fig. 1.1.46 RGBG strategic plan


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Fig. 1.1.47 Strategic plan diagram


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R


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PART I

ANCHOR

POINTS

ANALYSIS

C

FShopping Center


ESport Park

A

Markt

Hospital

BCentrum West

HSnow World

D School

I.II ANCHOR POINT B CENTRUM WESTJeroen van den Heuvel, W. Yao

CENTRAL WEST


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CENTRAL WEST

ZOETERMEER ANCHOR POINT RESEARCH 200924 ZOETERMEER ANCHOR POINT RESEARCH 200924

A

B D

C

E

F

LEGENDFirst stepSecond step

Third stepCentrum westOther anchorpoints

CONNECTIVITY

The city highway is important in the structureo the city because the centrum west stationis right next to it. Thereby the whole cityhighway is the rst step in the three stepanalysis.Besides how the anchorpoint Centrum Westis positioned in the city it also gives a clear

view on the city structure.

The city highway divides the city in sectorsrom A to F. Within these sectors theconnectivity is dierent depending on thecity structure.

Sector E is by ar the best connected sectorwith a structure o crossing lines long andshort. It covers amongst others the old village and the new city center.

The old and the new city center are bothconnected to the station, but they are not

connected to each other.

In sectors A and D you recognize modernplanning with a district round way whichconnects to the city.

Within the district however the connectivityFig. 1.2.1 123 steps analysis

is bad with almost no lines.

In sector D there is also a big bike andpedestrian network the red lines. Thisindicates advanced trafc ow separation.

Sectors B and C are the most poorly connectedwith almost no connectivity lines at all.

Besides the dierent sectors there are twoother aspects that stand out:

1. From the Centrum Weststation every other anchor point in the city isreachable.

2. The polder to the north o Zoetermeer iswell connected; even better then some districts in the city.

PART IPART I


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PART I


PART I


Fig. 1.2.2 123 steps analysis in steps

First step Second step Third step

CONNECTIVITY

From the rst step analysis you can see that thecity highway is a good connector on the global

scale and local scale; in the rst step in connectsto two other anchor points. To the Stadhuisplein/markt it connects locally bikes and pedestriansonly and to the station o Zoetermeer it connectsglobally.

From the second step Centru West connects toalmost all other anchorpoints besides one, and

that is Snowworld. The other anchorpoints are inthe second step all only globally reachable.

In the third step the last anchorpoint is reachable;Snowworld. This is also an global connection.

The conclusion can be that all anchorpoints areglobally reachable rom Centrum West and onlytwo Stadhuisplein/markt and station are locallyreachable in the third step.

CENTRAL WEST


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CENTRAL WEST


CONNECTIVITY

In picture 1.2,3 you can see thestructure o the dierent districtsin Zoetermeer across dierent timeperiods.

They are seen rom the city highwaywhich is a global connection but

because it is so extensive you can alsoget a good idea o the connectivity oeach district in relation to time.

The village has the best connectivitydue to the old structure on which thisdistrict has its oundations.

Palenstein is a small district whichconsists o a ring road with highrisebuildings and green in the middle.

Driemanspolder has similarcharacteristics only this district is

hangup on an old structure linerunning at the top o the district.

Meerzicht is a classical example oModernistic planning, while Leyensand Seghwaert have negraineddwelling structures which are alsodependent on ringroads

the Village beore 1960

Meerzicht 1969 de Leyens & Buytenweg 1974 de Seghwaert 1976

Palenstein 1965 Drienmanspolder 1966

Fig.1.2.3 connectivity o the dierent districts in time

PART I


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PART I

2727FRAME - PATTERN - CIRCUITS: TU DELFT 2727FRAME - PATTERN - CIRCUITS: TU DELFT

Katwijk

Leiden

Alphen

a/d Rijn

Waddinxveen

Den Haag

Rijswijk

Delft

Rotterdam

Capellea/d IJssel

Krimpena/d IJssel

Gouda

Nieuwekerk

a/d IJssel

Hazerswoude

Zoeterwoude

Voorburg

CS

Hogeschool

Boskoop

Moerkapelle

Pijnacker

Bleiswijk

Zevenhuizen

CS

Nesse

lande

BergschenhoekBerkel &

Roderijs

CentrumWest

CONNECTIVITY

Zoetermeer has a centrallocation in southern Holland. The train andRandstad Rail only provides a eastwestconnection and that is the reason Zoetermeerhas an extensive busnetwork connection to theoutside.

This bus connectivity to the outside is concentrated in two hubs; one is station Centrum Westand one is the central train station o Zoetermeernear the highway.

The reason there are two hubs has to do with thedierent locations. Centrum West is classical the

city center near to the main shopping districtand the center o power. The other location is atransport hub near the highway and access tothe main train line rom the Hague to Utrecht.

In most cities these two are more o lesscombined, like or example the central station o

Amsterdam.

Fig. 1.2.4 Busnetwork connectivity rom Centrum West

CENTRAL WEST


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CENTRAL WEST


Katwijk

Leiden

Alphen

a/d Rijn

Waddinxveen

Den Haag

Rijswijk

Delft

Rotterdam

Capellea/d IJssel

Krimpena/d IJssel

Gouda

Nieuwekerk

a/d IJssel

Hazerswoude

Zoeterwoude

Voorburg

CS

Hogeschool

Boskoop

Moerkapelle

Pijnacker

Bleiswijk

Zevenhuizen

CS

Nesse

lande

BergschenhoekBerkel &

Roderijs

Zoetermeerstation

CONNECTIVITY

The separation o these two has advantages anddisadvantages. An advantage being the act thatthe highway, main train station and bus stationare combined in one hub. A disadvantage beingthat this hub has little or no public quality because it is located ar rom center o activity.

I you look at the connections rom both hubs younotice that the connectivity is almost identical.With the Zoetermeer central station concentratingmore on inter regional ast bus connections andthe Centrum West hub more concentrating onlocal more slow bus connections.

The only dierence in connectivity is thatCentrum West is more connected to the north andZoetermeer central station is more connected tothe south.

Fig.w 1.2.5 Busnetwork connectivity rom Zoetermeer station

PART I


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PART I


CONNECTIVITY

SWOT

Strength The anchor point has good global connectiv

ity due to direct access to the city highway.

Weakness The anchor point has bad local connectivity

due to connectivity lines which are not ullydeveloped.

Opportunity A better local connection to the village and

Driemanspolder central station commercial and to de Leyens/Buytenweg residential.

Threat Decreasing global conectivity due to trafc

jams or parts o the city not connected to thecity highway.

CENTRAL WEST


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CENTRAL WEST


Fig. 1.2 6 The theoratical reach rom Centrum West or pedestrians let and bicycle right

REACH

Picture 1.2.6 shows the theoretical reach orpedestrians and bicycles. The reach or cars couldalso have been investigated but because Centrum West is a public transport hub only pedestrian and bicycle reach is relevant.

The theoretical reach is depicted by circles and

these are based on a radius or pedestrians o 1km and or bicycles 2 km. Within the circles andoutside the circles there are barriers, depicted asred lines and there are holes or passageways inthese barriers depicted by red dots.

The barriers can limit the reach depending on

the amount o passageways within the barrier.Barriers can be ormed by massive inrastructurelike busy roads and train tracks. They can alsobe ormed by waterways or other landscapeelements.

PART I


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PART I


The actual reach or pedestrians is good, they cancome almost everywhere rom the Centrum Weststation. The only exception to this in the west

where the Randstad Rail orms a barrier to thewest.

The actual reach or the bicycle is quite well. Thebarrier to the north thus conceals mostly the polder in the north and a little o the city to north

Fig. 1.2.7 The actual reach rom Centrum West or pedestrians let and bicycle right

REACH

SWOT

Strength The actual reach is good or both cyclist and

pedestrians, there are barriers but these haveenough passageways.

Weakness The passageways in the barriers are sometimes

o poor quality. The south o Zoetermeer is more or less sepa

rated rom the north, because the highway isa large barrier with ew passageways.

Opportunity Bring quality to passageways in barriers by

using a combination o design and program. Connect the north to the south through the

central station and highway combination odesign and program.

Threat Passageways are barriers due to saety issues.

east but this is not very bad because these arenot vital parts o the city.

The barrier in the south is more problematic, itonly gives the cyclist two options to reach thesouth o Zoetermeer. You can conclude rom thisthat the south is more or less cut o rom thenorth.

CENTRAL WEST


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ACCESSIBILITY

Picture 3.1 shows theaccessibility o the Zoetermeer Centrum Weststation. The anchor point has 6 entrances owhich the north entrance is the most importantrom a global perspective. This main entranceis used by cars and buses to enter or leave theanchor point rom the city highway.

On the east side o the anchor point there arethree entrances o which the middle one is themost important rom a local perspective. It givesentrance to the shopping mall and the city center. The other two entrances on the east side aresupportive to the beore mentioned entrances.

That leaves the south and the west entrance.The south entrance is local connection or cyclistand pedestrians only to the Zoetermeer centralstation and the west entrance gives access to theroad leading into the Hague.

Fig. 1.2.8 The accessibility overview o Zoetermeer Centrum West station with connections

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LEGEND

More dominant

Less dominant

Public/Formal/Local

Inrastructure/Global

Local/Inormal

ACCESSIBILITY

Now we take a more detailed look at the accesspoint or entrances or the Centrum West anchorpoints.

The yellow access points are all inrastructure oriented. The north access is the most important,but the other two are also potentially so, espe

cially the west access point. This entrance givesaccess to the main road leading into the Hague.Now the entance is poorly recognizable and haslittle quality. Also the line extending rom this access point has little public quality but potentiallyit could be much more.

The east inrastructure access point now is abackstreet to the city center shops which runsparallel to the city highway eastwest. In theorythis entrance could be more important i the linerunning rom this access point is upgraded andmade more public.

The green access points are the local and inormalentrances.

The east entrance gives access to the housingdistrict at the other side o the city highway.Normally this access point and the inrastructureaccess point in the north would be one and the

same but because o the massive inrastructureast trafc and slow trafc have been separated.One o the consequences o this is that entrancescores potentially bad on public saety.

The south entrance is important because it givesaccess to the line leading to the central train sta

tion and the south o Zoetermeer. The bridgeacross the train tracks is nicely designed. This entrance has denitely got something to expandon.

Fig. 1.2.9 The accessibility overview o ZoetermeerCentrum West station in detail

CENTRAL WEST


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ACCESSIBILITY

Pictures 1.2.10 are impressions o access pointsmeant to point out the ollowing:

1. Main access to the city center designed asa ashy city gate. Esthetically pleasing but itemphasizes Centrum West as being outside thecity.

2. Secondary access to the city center. Againesthetically pleasing acade to the let but little orno interaction with the public space o the street. This is especially important because the rightside oers also no public quality.

3. Main access point to the Hague. Clearly the endo the city and nogo area.

4. Access point to the housing district acrossthe city highway. The tunnel is necessary butpotentially a public saety hazard. Again a ashyacade but no interaction with the public space

o the street.

Fig. 1.2.10 Four impressions o access points at Zoetermeer Centrum West

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ACCESSIBILITY

SWOT

Strength Buses and cars have a ast and direct

connection to the city highway and with thatto the regional highway.

The south access point leads directly tothe central train station and to the south oZoetermeer.

Weakness The west access point and line coming out

o this access point is o poor public quality

while it is the main local connection to theHague.

The inormal and inrastructure access pointon the east side both need more interactionwith the acade to add public .

Quality.

Opportunity Upgrade the west access point and line

running rom there to the Hague and make ita city axes connect Snowworld.

Add more public quality to streets by openingup the acade to the street.

Threat The connection to the central train station

degrades urther due to erosion o programin Driemanspolder.

CENTRAL WEST


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Picture 4.1 The routing o anchorpoint Centrum West

AA

BB

SLOPE

5M

ROAD

7,5M

GREEN SPACE

25M

BUSSTATION

55M

BUS

PLAT-

FORM

4,5M

TRAIN

PLAT-

FORM

4,5M

COMM.

FACILITY

6M

ROAD

7,5M

BUSSTATION

55M

CURVE

5M

BRIDGE

7M

WAITING SPACE

17M

P&R + TAXI

20M

CURVE

3M

AA

BB

ROUTING

Centrum West is mainly a inrastructure junctionwith little public quality. The anchor point isunpleasant or travelers to nd their way becauseo the massive inrastructure and the out o theway location.

Because it eectively located outside o the cen

ter no pattern people do not have a reason tostay here.

There is no clear and logic station square structure. It is assembled out o lose parts which donot orm a whole, like with other station squares. The main public space in dominated by a big

viaduct eectively separating the square. Alsothe relation Randstad Rail station vs. square isimputable, not clear.

The Centrum West anchor point has to all sidesvery nasty borders and no amount o greenpastures or design can counteract that.

Fig. 1.2.11 The routing o anchorpoint Centrum West

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ROUTING

SWOT

Strength The location has a very good position in the

urban abric.

Weakness Centrum West is a unpleasant anchor pointbecause o the massive inrastructure and because there is no pattern/program.

The station has no logic station square structure.

Opportunity Add more program to the station square and

try to emphasize more on the public spaceinstead o the massive inrastructure.

Find a way to directly connect the stationsquare and city center shops; orientate thestation on the shopping center.

Threat Less routes to Centrum West because they are

not used any more.

CENTRAL WEST


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40/ha75/ha

80/ha 65/ha

Fig. 1.2.12 Overall density LEGEND inhabit/ha

DENSITY

Highways divide the reach area by oot o CentrumWest station into our parts, which belongsto our neighbourhoods with dierent gures odensity and dierent compositions o housingtypes. Except the one to the east o the station,neighbourhoods were isolated rom each otherand also rom the station and the city center due

to the block o the highways, local connectivitycondition to the west and the north is poor andlittle entrances are purposed or residential areas.

>100 75-100 40-75 10- 40

5-10 1-5


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DENSITY

SWOT

Strength There exist a variety o housing patterns,

which are near the main trafc systems highways, randstad light railways, bus lines o thecity, within the reach area o Centrum Weststation by oot.

Weakness Neighbourhoods living quality wihin the oot

reach area o the station is low and nearly allo them are isolated rom each other beacuse

o the highways.

Opportunity To improve the living condition and to devel

op high quality neighbourhoods.

Threat It is hard to solve the problem o isolation

between neighbourhoods and city centeracross highways.

CENTRAL WEST


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P

P

P

P

LEGEND

Shopping streetsShops and supermarkets

Bars and restaurants

Ofces

Schools

Sport acilities

MIXED FUNCTION

Within the walking reach area o the Centrum West station, the relatively more prosperousarea o the city, densities o shops, bars,restaurants, ofces can obviously be observedhigher than those in other areas o the city,especially around the main shopping streetconnecting the station and the center. Other

unctions, however, are equally scattered withinall the rest neighbourhoods and open spaces.

Cultural acilitiesReligious acilities

Public acilities

Green space

Parks

Parking places

Fig. 1.2.14 Mixed unction

PART I


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shops and supermarkets

public buildings

religious acilities

bars and restaurants

sport acilities

clutural acilities

ofces

schools

green space and parksFig. 1.2.15 Detailed unction

MIXED FUNCTION

SWOT

Strength The Centrum West station is directly

linked to the city center, where variouskinds o unctions gather together

Weakness Distributions o shops and bars are

not well organized

Opportunity To organize the distribution o shops

and bars in such a way that the canstrengthen the importance andprosperity o the city center

Threat Whether the combinition o the

station and the city center and there organization o the unctions canbe successul depends on the qualityo spatial design and needs supportrom local merchants

CENTRAL WEST


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32 165

121

170

173

204

50 52 53 54380 381

382 383

206

3 4

177

70

77

74

71 72

UNICITY

There are another two stations, the Zoetermeerstation and the Oost Zoetermeer station, thatcompete with the Center West station.

However, all the busl ines that stretch into the local area start rom the Center West station whilethe Zoetermeer station share only the lines 121,

204, 170, 5054 and 380383, the East station onlyshare the lines 50 54 and 380383. These linesocus on exterior connections which means theCenter West station do have a better connectionwith the local area than Zoetermeer station andOost Zoetermeer have.

Further more, the lightrail circuit going throughthe Center West provide more convenience.

Fig. 1.2.16 Unicity o bus station

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UNICITY

SWOT

Strength All bus lines which spread over both the local

and regional area start rom this point

Weakness The physical condition o the station is bad

with three sides isolated by the highways

Opportunity To integrate the improvement o the station

as one part o the reorganization o the citycenter and to add more bus lines serving thelocal area to Zoetermeer station and Oost station so that the three stations can cooperatewithin one system

Fig. 1.2.17 Randstad lightrail v.s. railway Fig. 1.2.18 Bus lines going through centrum west station Fig. 1.2.19 Bus lines going through Zoetermeer and OostZoetermeer station

CENTRAL WEST


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EVALUATION

Subject Values CommentsFrame Connectivity + There is god global connection due to direct highway access, but there is bad local connectivity

because the lines are present but not ully developed.

Reach + The reach or both cyclist and pedestrians is good, despite a ew barriers. These barriers due haveenough passageways but they are sometimes o poor quality.

Accessibility + The accessibility on a global scale or buses and cars is o good quality. To the south the accessibilityshows a lot o potential, towards the train station. However the important access point to the west,

towards The Hague is really o poor quality.Routing + Centrum West is an inrastructure orientated station square with a lot o ancy design but with little

public or programmatic quality and an illogical square structure.

Pattern Density There exist a variety o housing patterns around the station while most o the residents can not directly get to it becauseo the hishways between them. Besides, living quality o these neighbourhoods is poor.

Mixed unction + The city center is linked to the station by a path with dense unctions especially shops, bars and oices along both sides.These unctions are equally scattered within the area around the station which means no speciic point is emphasized.

Unicity + CenterWest station has the advantage o being near the highways and owning the randstad lightraillines and all the local bus lines. The design o the station itsel needs improvement, however.

LEGEND: GREEN

Green condensation area/ City park

LEGEND: GRAY



Bridge crossing

LEGEND: RED

Intensication area

newurban dwelling area

Programmatical anchor pointUrban ront

Visual relationship

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4545FRAME - PATTERN - CIRCUITS: TU DELFT 4545

Red

There are another two stations, the Zoetermeerstation and the Oost Zoetermeer station, thatcompete with the Center West station.

However, all the buslines that stretch into the localarea start rom the Center West station while theZoetermeer station share only the lines 121, 204,170, 5054 and 380383, the East station only

share the lines 50 54 and 380383. These linesocus on exterior connections which means theCenter West station do have a better connectionwith the local area than Zoetermeer station andOost Zoetermeer have.

Further more, the lightrail circuit going through

the Center West provide more convenience.

Green

Between the Ierlandlaan, de Van Leeuwenhoeklaan and the Dublinstraat there is a possibility tocreate a nice city park on the crossing o two im

portant lines westeast and northsouth.

Grey

It is important to develop the Centrum Weststation urther as an classical station in themiddle o a settlement, like there are so many in

The Netherlands. Important or this developmentis the adding o public and programmatic qualityas has been stated. Centrum West has to takeadvantage o its excellent location, where lowscale and high scale lines come together anddevelop especially the low scale lines how inCentrum West can be connected to the high scale

lines making o Centrum West a knot in the city.

Fig. 1.2.20 RGBG strategic plan


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PART I

ANCHOR


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POINTS

ANALYSIS

C

FShopping Center


ESport Park

A

Markt

Hospital

BCentrum West

HSnow World

D School

I.III ANCHOR POINT C HOSPITALShihHao Tseng, Tom Schilder

HOSPITAL


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Fig.1.3.2 2nd step connectivity

Fig.1.3.1 1st step connectivity

Fig.1.3.3 3rd stept connectivity

CONNECTIVITY

FIRST STEPThere is one dominant connection to the north tothe lower scale. Another is the northsouth mainroad which connects to the regional scale. The1st step waterway directs to west and south.

SECOND STEP

The connectivity is higher in the north community.A ew short connections appear in the west andsouth. Only a ew short connections exist to theeast community. The main road connects to theeastnorth community and in the south to themain ring road o the city. The 2nd step waterwayconnects the big lake in the north and cannal tothe west.

THIRD STEP

The dense connections to the west and northneighborhood reveals a strong local scaleconnection. The connection to the east partis poor due to the strong obstruction o thecannal.

The main ring road links to the city center and tothe higher level highway to the regional scale.

The 3rd step water way connects to the cannal othe Meerploder and lakes northeast.


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Fig.1.3.5 2nd step destination

Fig.1.3.4 1st step destination

Fig.1.3.6 3st stept destination

CONNECTIVITY

The irst step connects the hospital to theZoetermeerse Plas which is a big lake andrecreational area in the north o Zoetermeer.

With the second step we can reach a supermarketLidle and the city centre as well as the ROCschools and the sports centre.

The third step connects the hospital to the Central

Station o Zoetermeer and a big industrial zone. The SnowWorld area is also connected withinthe three step analysis.

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HOSPITAL


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CONNECTIVITY

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CONCLUSION

The local scale connections to the northeast, west neighborhood and water area is very well. The hospital is well connected to the global scale via the highway. The connection to the east community is very poor. There is a good connection to the city center or car but a bad connection or bike.

From the location point o view, hospital is situated in the best place between natural and urbanenvironment. It is easily accessible to nature as well as accessed rom the city center.


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CONNECTIVITY

SWOTStrength First step connection to the global and local scale. Good local connection to the west and north. Good connection to the water. Connected to the Central Station within three steps.

Weakness No connections to the east. Local connection is concentrated, not spread out. Bad connection to city centre. No connection to south o Zoetermeer.

Opportunity Water connection to the lake. Improve connectivity to the east

Thread The main roads are global connections but also barriers. Complex road system in the neighbourhood decreases connectivity.


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HOSPITAL


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Fig.1.3.7.Actual Bike/ & walk reachFig.1.3.6. Actual Bike/ & walk reach

Fig.1.3.8. Barriers in walk reach Fig.1.3.9. Barriers in bike reach

REACH

WALK REACH The radius or walk reach is 1 km which isapproxamitely 15 minutes walking. Biggestbarriers are the ring road and the Zoetermeerschemeerpolder. Only the direct neighbourhood othe hospital is within the walking reach.

BIKE REACH

The reach by bike is 2 km which is no more than15 minutes o travel time. The biggest boundariesin this case are the highway and the cannalsurrounding the Zoetermeersche meerpolder.In this diagram we can see that the south part oZoetermeer is not in the bicycle reach.

CONCLUSION

The actual walk reach area is sliglthy reduced bythe Zoetermeersche Meerpolder.The south o Zoetermeer is not within the bicyclereach o approximately 15 minutes.


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Hospital

30 min

Station de Leyen

23min

Station Leidse Wallen

22min

Station Palenstein

18min

Station Seghwhaert

20min

Station Stadhuisplein

17min

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Station Centrum West

15min

Station Voorweg

14min

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23min

Station Meerzicht

19min

Station Driemanspolder

17min

Station Voorweg

20min

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REACH

HOSPITAL


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Fig.1.3.10. Actual reac h & connectivity

REACH

CONCLUSION

Although a large area o Zoetermeer is within the bicyclereach, it is mostly not connected to the Hospital.

Within the walking reach the west and north part o thehospital are connected quite good, the east is not.


REACH

PART I


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REACH

SWOTStrength Walk reach is not aected by the barriers City center is within walk reach Lake is within bike reach More than one RandstadRail stops are within

walk and bike reach Barriers in bike reach do not have much

aect All RandstadRail stops are within the 30mintravel time to the hospital.

Weakness Dike o Zoetermeersche ringpolder is barrier

to approach the landscape South o Zoetermeer is out o reach Central station and sports centre are not

within the reach

Opportunity Make polder more reachable

Thread Although water is within reach, no one will

use it


ACCESSIBILITY

HOSPITAL


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Entrances

Visual Connection

Public/Private Entrance

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ACCESSIBILITY

ENTRANCEThe north entrance is the most important nodeto connect to the global scale and to the localscale1st step and also is the main parkingentrance.

The other entrances are well connected to theneighbourhood to the lower scale.

VISUAL CONNECTION

In the north, Randstadrail is built as a dike whichblocks the visual connection rom the north.Regarding the east side, the bush and theopposite neighbourhood totally obstruct theview to the hospital. The visual connection towest and south side is very well.

Fig.1.3.11 Entrance and Visual connection map


LEGEND

main access

sub access

visual connection

visible

invisible

public

semi public

private

ACCESSIBILITY

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Fig.1.3. 12. Main Entrance

Fig.1.3. 13. Sub Entrance

Main access is mostly rom westneighborhood. Only one tunnel across RandstadeRail access

rom north. Although there are our bridges cross the

cannel but only two cross the main road linkto the hospital, thereore, the accessibility isvery poor rom east.

There is not much access rom the city center,

and the walk access is very rare. Access rom RandstadRail stations is veryunclear. People can not see hospital directlyand do not know which way to go.


ACCESSIBILITY

HOSPITAL


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CONCLUSION Car access rom city center is based on the

main road on the north. Lack o car access rom east side and lack o

bike access rom the city center. Most access are placed in the west and

connect to the neighborhood. Although there are our bridges which cross

the cannal only two connect to the territory.

Fig.1.3.14. Entrances to the hospital


LEGEND

car access

bike and walk aceess


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ROUTING

HOSPITAL

LEGEND


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CONCLUSION

There is a ring road which surrounds thehospital as the direct connector to the urbannetwork.

East part o territory is occupied by car routesor parking.

There is one walk route in the middle othe territory but it does not penetrate the

territory Lots o bike and walk routes are in the westwhich connect to routes in west and southneighbourhoods as well as to the RandstadRailstation.

Bus route runs on the main road and stops inront o the main entrance.

Some open space is placed in the west sidebetween neighbourhood and hospital

Fig. 4.2 shows that the access and visualconnection is blocked by the building andit is hard to understand the route in the eastcommunity.

Fig.1.3.15. Route map

Fig.1.3.16. Pedestrian route in east neighbourhood

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car access

bike and walk aceess

bus route

section


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DENSITY

HOSPITAL


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The east part o the walk reach area has higherdensity than west part.

There is approximately 10 to 15% o the areawhich is not residential but occupied by parks,cannels and inrastructure.

There is not so much variation within the area,this means similar programs and buildingtypes surrounds the hospital.

Fig.1.3.20. Density mapRaduies: 1 km Walking time: 15min

LEGEND

Density inhabitants

per hectare

>100

75100

40751040

510


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CONCLUSION

The connectivity o hospital is mainlydistributed in the relatively lower densityarea and almost none in higher density area.

Hospital is placed in the area with more publicopen space means that people could use thisspace when they go to hospital.

The routes in relatively lower dense area

would be used requently.

Fig.1.3.21. Density and Connectivity

Fig.1.3.22. Density and Accessibility

SWOT

Strength Located eiciently in high density area o the

city.

Weakness Denser area in east makes visual connectiondiicult.

Opportunity 1020% open space could be proitable or

hospital.

Thread Not much space to extend the hospital


UNICITY

HOSPITAL


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ADVANCED INSTRUMENT

T Lange Land Hospital and Haga Hospitalachieve together a new kidney dialysis center inZoetermeer. Kidney patients rom Zoetermeerdo not have to travel to other hospitals anymorewhich saves them a lot o travel time.

CAR REACH The hospital in Zoetermeer is considered as aregional scale hospital. The ambulance mustreachs the emergeny within 8min and that isabout 6km radius area . The car reach map showsthat the regional scale hospital is quite enoughor south Holland region. Their service areas areall overlapped and Zoetermeer hospital just

covers the centeral area which is excluded bysurrounded hospitals.

Fig.1.3.23. Normal visiter reach mapTravel time: 20 min Reduies : 10 km

Fig.1.3.24. Ambulance reach mapTravel time: 8 min Redies : 6 km


LEGEND

Regional hospital with kidney dialysis center

Hospital Car reach75100

Competitive hospital car reach

UNICITY

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SWOT

Strength Only one hospital in Zoetermeer Kidney dialysis centre People o Zoetermeer have more options

Weakness Hospital does not cooperate with a university

Cannot compete with other hospitalsOpportunity Specialisation in one medical area will attract more people and improve unicity

Thread More people means more cars, more parking space is needed


MIXED FUNCTION

HOSPITAL


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There are not many dierent unctions orprogram near the hospital.

The biggest concentration o unctions is inthe city centre.

Shops, restaurant and schools are the mostprogram nearby the hospital.

Mixed unctions nearby the hospital areconcentrated in three linear areas. See Fig.7.3

Fig.1.3.25. Mixed Function map

Fig.1.3.26. Concentrated distribution

Fig.1.3.27. Mixed unctions and Connetivity


LEGEND

Shopping Street

Shop & Supermarket

Bars & Restaurants

Oice

School

Sport Facility

Cultural Facility

Religious Facility

Public Facility

Green Space

Parks

Parking Lots

Concentrated area

P

MIXED FUNCTION

PART I


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Oices

School

Bar/Restaurant

Religious

Culture

Public Facility

Sports

Shop/

Supermarket

Parking Places

CONCLUSION

Although the hospital is not in the area with themost mixed unctions, which is the city centre,the location is still within the walkin reach whichmeans that people could access this area byoot.

The connectiivity shows that the hospital

has some but not enough access to the mostconcentrated area.

SWOT

Strength Most concentrated mixed unctions are

reachable within walk reach.

Weakness Not much unctions near hospital

Opportunity To Add unctions, or instance lower shop,

restaurant, pharmacy. The good loction next to the main road could

be proitable or the new added unctions.

The present concentrated unction areais ormed as linear distribution could beenhanced as shopping street.

Thread Not much space or new unctins.


Subject Values Comments

EVALUATION

HOSPITAL


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Subject Values Comments

Frame Connectivity + Improve local connectivity to zoetermeer east

Reach + City centre is reachable, but urther south part is not.

Accessibility Poor accessibility rom east

Routing No route in east and north

Pattern Density Situated at the eective location o hight density

Mixed unction There is not much unctions nearbyUnicity The hospital is unique in the city and also make up the

deiciency o south Holland region


PART I


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Fig.1.3.27. Almost invisible rom east community

Fig.1.3.30.Overal view

Fig.1.3.28. Back yard

Fig.1.3.31. Weak connection to the east

Fig.1.3.29. Main road as the barrier

Fig.1.3.32. Weak connection to the east2


/(*(1'

RGBG MAP

RED

HOSPITAL


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Red

Grey

Green

RED

New programs will be placed at both sides othe main road, or instance, lower shop, caeetc.

New parking space will also be set in thesecond level o the new program next to thepresent parking lot.

Visual and physical connection rom thestation to the hospital should be improved tohave clear direction.

The access rom the city center should beadjusted strightly to link the territory.

GREY

New bridge or car will be set to link the carroute rom the east.

The north present pedestrian bridge will bechanged its direction to connect the mainroad in east neighbourhood.

Traic lights will be arranged in the main roadto slow down car speed and to allow peopleto walk across the main road.

South pedestrian bridge should be continuedto go urther.

GREEN

Green corridor will be placed to connect theinner park to increase the accessibility to theopen space than beneit those patients.


RGBG MAP

ISSUE

PART I


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ISSUE

One o the undamental issue o this case isthe segregation o the east neighbourhood bythe main road. Another problem is insuicientparking space. Roadside parking space in theneighbourhood is mostly crowded by hospitalvisiters in the daytime bringing annoyance toinhabitants. The proposal is trying to improve theconnectivity to the surrounding and to createa peoplebased space between hospital andneighbourhood by redesigning the main road.

Centre Development

Intensiication area

new urban dwelling area

newruraldwelling area

Programmatical anchor pintUrban ront

Architectural object in space

Development axis

Visual relationship

LEGEND

Green condensation area/city park

Large scale environment entity

Potential recreational/park area

Landmark/ recreational anchor point

Main landscape routeEnvironmental connection

Recreational/slow traic route

Landscape dike/route

Water square

Primary/recreational water surace

New water surace

Iniltration

Innundation/overlowLandmark/recreational anchorpoint

Primary water route

Primary waterline/connection

Secondary waterline/connect

Visual relationship/view point

Water ront

Express train/main station

Tram/underground/ lightrail station

Railway line

Tramway/underground/lightrail line

Motorway



City axis

City Street

Recreational/slow traic route

Ferry service

Parkway


PresentPROPOSAL I

NEW SHOPPING STREET

HOSPITAL


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*#" #$ #* $" '* *

ParkingParking

HospitalNeighbourhood

Proposal l

Shop

Bike

Vertical

Parking

Shop

Green

BikeRoad

Parking

#" '#"#*#$ #"* * *

Hospital NeighbourhoodGreen Green

BikeRoadRoad

Green

NEW SHOPPING STREET

Concentrate the road and roadside parking inthe middle.

Replace the green to the east side in ront othe existing neighbourhood.

Add shops in both sides o the main road toorm a shopping street.

Establish two new pedestrian crossings tocreate more walking routes.


Present PROPOSAL II

NEW CENTRAL SQUARE

PART I


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#" #$ '" '#$

3DUNLQJSquareParking

+RVSLWDO1HLJKERXUKRRG

Proposal ll

RoadVerticalParking

5RDG%LNH

SquareShop

#" '#"#*#$ #"* * *

Green Green

BikeRoadRoad

Green

Q

Separate the main road into two streets. Place a new square 40*60m2 in the middle

o the streets. Add new shops in the north and south o the

square. Downgrade the main road to a more local

street.


INTERVENTION

The primary intervention is to improve the

HOSPITAL


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Present

Ater

p y p

segregation o east part. Whereas the main roadgoes to the north to the natural landscape andcould be downgraded as local street. Thereore,width and speed could be more riendly to peopleto allow them directly walk across the road. Aterthat, more space is spared or more programssuch as shops and squares. Than the main roadbecomes a new center or the neighboehood.

Ater placing the two crucial bridges, car andwalk access are created to connect the eastneighbourhood. The connectivity is completlyimproved in east and south part. The Hospitalbecomes much more accessible rom eachdirection and people could enjoy other mixunctions and more parking space in the sametime.


PART I


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Eline Oo


PART I

ANCHOR

POINTS

ANALYSIS

CHospitalHSnow World


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t, Xiaofan Deng

FShopping Center


ESport Park

A

Markt

BCentrum West D School

I.IV ANCHOR POINT D SCHOOLEline Oort, Xiaofan Deng


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INTRODUCTION

PART I


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Fig. 1.4.5 Area o three schools

Fig. 1.4.6 Plan o three schools

caption placement, use caption paragraph style,

Fig. 1.4.2 Stedelijk LyceumVMBO

Fig. 1.4.3 ID CollegeMBO

Fig. 1.4.4 Erasmus CollegeVMBO, HAVO, VWO

?

School Sports ield Parking lot Glass house

Practical lessons


1st order steps 1st and 2nd order steps

CONNECTIVITY

SCHOOL


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CITYCENTRE

OLD

CENTRE

E

D

OLD

CENTRE

D

Only one grey line touches the school triangleNo connections to west side o the canalLong water connection old element

One connection to city centreInner ring neighborhood Seghwaert SouthWestconnectedConnections to borders o neighborhoodPalensteinGrote Dobbe connected

D

connected green

anchorpoint

SeghwaertSW

Palenstein

Grote Dobbe

Fig. 1.4.7 12step analysis

LEGEND

Road connectivity

1st step

2nd step

3rd step

Water connectivity

1st step2nd step

3rd step


1st, 2nd and 3rd order stepsto De Plas / Noord Aa

CONNECTIVITY

PART I


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CITYCENTRE

OLD

C

ENTRE

E

D

Second connection to city centre only orbicycle useOuter ring Seghwaert NorthEast connectedLines into PalensteinConnections to old centre DorpWater connections stretching to Leidschendam

SeghwaertNE

Palenstein

to Leidschendam

to A12

Fig. 1.4.8 3rd step analysis


FUNCTIONAL CONNECTIVITY

CONNECTIVITY

SCHOOL


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CITYCENTRE

OLD

CEN

TRE

E

DCITYCENTRE

OLD

CEN

TRE

E

D

AUTOMOBILE SYSTEM

The canal Leidsewallenwetering prevents manypossible connections to the school triangle. The connection to Australieweg and the mainring road o Zoetermeer is very weak it takesive steps.

The RandstadRail is isolated rom the wholeurban network, which deteriorates theconnectivity to the surrounding areas. Moreunderbridges can be a good way to improve it.

BICYCLE SYSTEM

The bicycle system has better connectionsthan the automobile system however, the

improvement is still not enough.Students who study at one o the schoolsespecially those rom the high schools, highlydepend on the bicycle system.It requires more eicient connections to thesurrounding residential areas and the citycentre.

SeghwaertSW

SeghwaertNE

SeghwaertSW

SeghwaertNE

LEGEND

Automobile system

1st step car

2nd step car

3rd step car

Bicycle system

2nd step bike

3rd step bike

Fig. 1.4.9 13 step automobile Fig. 1.4.10 13 step bicycle


CONNECTIVITY

PART I


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Leidsewallenwetering

Australieweg

RandstadRail

C

EB

H

A

F

I

D

$

BARRIERS

There are 3 barriers around the anchor point,which also deine its triangular shape. The barriersare the old canal connecting to Leiden blueline, the city ring road at raised level and the

Fig. 1.4.11 Barriers

RandstadRail grey lines. They highlydiminishthe connectivity o the schools. The highway A12reduces the connectivity towards the south oZoetermeer.


DICHOTOMY OF FRAME

There is a clear dichotomy within the structure

CONNECTIVITY

SCHOOL


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There is a clear dichotomy within the structureo the rame in Zoetermeer. The main directionin the western part o Zoetermeer is eastwestorientated, while the main direction in the eastis northsouth orientated. The 1st, 2nd and 3rdorder steps in these two parts are very muchrelated to this dichotomy. This can be clearly seenin the connectivity analysis o the school triangle,

in which the lines connect to either north orsouth, but not to east and west city centre. Thecanal Leidsewallenwetering plays a leading rolein deining the boundary o the dichotomy.Although the A12 separates the northern andsouthern part o Zoetermeer, the main directionsin the south are equal to the northern areas.

Leidsewallenwetering

A12

NORT

H-SOUTHEAST-WEST

Fig. 1.4.12 Dichotomy o rame


CONNECTIVITY

SWOT

S h O iW k

PART I


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Strength Connection to new and old city centre within

3 steps. Next to RandstadRail and connect to

RandstadRail in the 2nd order step. Connecting the main roads o the

neighborhoods in the north Seghwaertand south Palenstein. It makes moreneighborhoods connected even i they arenot next to the schools.

Opportunity Since the good location o the school triangle

next to the city centre, the RandstadRailand the ring road Australieweg, there is anopportunity to strengthen the connectionbetween them. It may lead to a strong

connectivity o the global level. Underbridging the RandstadRail andAustralieweg can be a good way to improvethe connectivity.

Threat The school triangle is isolated as an island in

the city. Even i it is close to the city centre

and the RandstadRail, people still eel difcultto nd it. I there is no strong identity o theschools, the region will loose a lot o potentialstudents especially those who do not live inthe surrounding neighborhoods.

Weakness Leidsewallenwetering blocks the connection

to the city centre: it only touches the bordero the city centre, instead o going urtherinto the centre area.

The connection to Palenstein does not reach

the low rise housing, only the high rise in theboundary have been connected. The connection to Australieweg and the main

ring road o Zoetermeer is very weak, whichtakes ve steps. It prevents the connectiono the school triangle to the west and southdirection.

RandstadRail is isolated rom the whole urban

network, which deteriorates the connectivityo the surrounding areas.

Connections to the neighborhoods stay ata more global level, while the local roads othose neighborhoods are rarely connected.


REACH

SPATIAL-RELATED REACH

(RADIUS OF 800M)

SCHOOL


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( )

Based on the size o the school triangle o 10hectare, the spatialrelated reach is a circle witha radius o 800m.

Ca. 80% o the potential reach is covered whichis the actual reach.

There are three main barriers, which reduce theeiciency o the potential reach:

* Australieweg city ring road* Leidsewallenwetering canal* RandstadRail

The inluence on reach in the local scale is thatthe southern part o Palenstein low rise part

cannot be reached.It reveals an interesting relation between reachand connectivity:

* Northeast: weak reach onlyreachable through one barrierbreaker, but strong connectivity* West: strong reach multiple reach

circles overlapping each other, but

connection to city centre weak

Anchorpoint E the city centre is included inboth the potential and actual reach.

DD

D

Fig. 1.4.13 Actual range o spatial reach Fig. 1.4.14 Overlap o spatial reach

LEGEND

Ring road

RandstadRail

LeidsewallenweteringBarrier breaker bridge/underbridging

School triangle

Anchorpoint D

General barrierReach circle

Actual reach

Potential reach


REACH

TIME-RELATED REACH FOR BIKING AND

WALKING radius o 1700m

PART I


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D D

Ca. 95% o the potential reach is covered whichis the actual reach.

Three main barriers:* Australieweg city ring road

* Leidsewallenwetering canal* RandstadRail

The inuence o the barriers is much less than onlocal scale since there are plenty o connectingpoints which break the barriers

The border o the reach circle stays north o theA12

Most o the area has two or more circlesoverlapping each other, which means there aremultiple underbridges to take to break thebarrier and reach a certain area

Anchorpoints B CentrumWest and C hospitalare within reach o this scale both within potentialand actual reach

D

Fig. 1.4.15 Actual range o time reach or biking/walking Fig. 1.4.16 Overlap o biking/walking

LEGEND

Ring road

RandstadRail

LeidsewallenweteringBarrier breaker bridge/underbridging

School triangle

Anchorpoint D

General barrier

Reach circle

Actual reach

Potential reach


REACH

REACH CAR

RADIUS OF 10 KM

SCHOOL


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RADIUS OF 10 KM

All the towns in the surroundings o Zoetermeerare within reach o the school triangle by makinguse o the car. Students living within the radiuso 10 km can reach the schools within 30 minuteso driving. The reach o the car is thereore basedon a regional level.Den Haag and Gouda are also within reach ithe higher speed on the highway is taken intoaccount.

Leidschenveen

Nootdorp

Pijnacker

Bleiswijk

Berkel enRodenrijs

Zevenhuizen

Moerkapelle

HazerswoudeDorp

Benthuizen

Gelderswoude

Zoeterwoude

Stompwijk

Voorschoten

Bergschenhoek

Lansingerland

Wilsveen

Zuidbuurt

Weipoort Rijnwoude

Legend

Reach circle

Fig. 1.4.17 Car reach


REACH

REACH RANDSTADRAIL

The schools are situated near RandstadRail schools are connected to Zoetermeer city centre transport is now based on an eastwest direction

PART I


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D

2

2

2

2

1

5

321

12

2

1

3

2

2

3

12

1

2

2

2

2

1

1

22

1

1

The schools are situated near RandstadRailstation Palenstein. For that reason, the reach othe school triangle can be enlarged by addingreach circles around the RandstadRail stationswithin a total travel time o 30 minutes. The

schools are connected to Zoetermeer city centrein only 1min. and even to Den Haag CentralStation 21min. and Den Haag city centre 23minutes. The south o Zoetermeer is not withinreach. The connection o this orm o public

transport is now based on an eastwest direction.In the uture the RandstadRail might be stretchedtowards Rotterdam. Neighbourhoods along thisline will then also become in reach o the schooltriangle.

2

'(1+$$*

LegendCity contour

RandstadRail

Reach circle

Actual reach

Travel time between two stations

Fig. 1.4.18 RandstadRail reach


REACH BUS

There are 2 bus lines directly connecting theh l t i l

REACH

SCHOOL


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D

Bus line 165

Bus line 77

school triangle:Line 165 via Oosterheem to Alphen a/d Rijncentral station 43 min. with a nearest stop atthe AustraliewegLine 77 to Gouda station 39 min. with anearest stop at the Du MeelaanThese lines have bus station CentrumWest as

inal destination. They do not reach into theneighbourhoods o Zoetermeer, so that moststudents living in Zoetermeer who want touse the bus to come to school have to changebusses at least one time.

To reach the central stations o Leiden 34min., Delt 44 min. and Rotterdam 64 min.,students also have to use two dierent bus

lines, which is not much appreciated in general.

The bus connection is based on the cities inthe east direction.

Gouda39 min.

Alphen a/d Rijn43 min.

Leiden34 min.

Delt44 min.

Rotterdam64 min.

Fig. 1.4.19 Bus reach

Legend

City contour

Direct bus line

Indirect bus line

Bus stop


REACH

SWOT

Strength ThreatWeakness

PART I


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g The actual reach hardly diers rom the

potential reach within the timerelated reachor walking/biking.

The RandstadRail much increases thereachable area o t

zoetermeer-anchor point research2009

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