BRIDGING UTRECHT INFRASTRUCTURE AS STRATEGY
BRIDGING UTRECHT INFRASTRUCTURE AS STRATEGY
Exploring the spatial value of underground infrastructures by designing a district-cooling network for Utrecht
Landscape Architecture Master Thesis 2013 Wageningen University
M. Baartmans & M.P. Struik Copyright M. Baartmans, M.P. Struik and Wageningen University Landscape Architecture Chair Group
Marie Baartmans Phone: +31 (0)6 31 27 06 83 Email: [email protected] Website: www.happylandcollective.com
Marijn P. Struik Phone: +31 (0)6 15 28 28 28 Email: [email protected] Website: www.happylandcollective.com
All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted, in any form or any means, electronic, mechanical, photocopying, recording or otherwise, without the prior written permission of either the authors or the Wageningen University Landscape Architecture Chair Group.
This publication is written as a final master thesis in landscape architecture by order of the Landscape Architecture Chair Group at Wageningen University.
Landscae Architecture Chair Group Wageningen University E-mail: [email protected] Website: www.lar.wur.nl
6 • Bridging Utrecht • Infrastructure as Strategy Supervisor Ir. Paul A. Roncken Assistant Professor Landscape Architecture Wageningen University
Examiners Prof. Dr. Ir. A van den Brink Chair Landscape Architecture Wageningen University
Ir. Paul A. Roncken Assistant Professor Landscape Architecture Wageningen University
Dr. Ir. M. Brinkhuijsen Assistant Professor Landscape Architecture Wageningen University
Bridging Utrecht • Infrastructure as Strategy • 7 PREFACE
When we started the master Landscape Architecture our The results of the thesis can serve as an inspiration for mutual ambition was to combine our practical backgrounds landscape architects, researchers, educators, and other with landscape architectural research. During the courses interested parties to broaden their view. The thesis of the master we both focused on this ambition and can help the synthetic thinking processes concerning we strove to take position as landscape architects. The the developed values, the project area or the related ambition to combine research and practice extends to this challenges and solutions. thesis work. Firstly we would like to thank Paul Roncken for the Our fascination for the case of infrastructures in Utrecht valuable feedback and input he gave us during the entire originates from a project we work on with Happyland thesis process. Secondly we would like to thank our second Collective. Happyland Collective is a professional collective examiner Marlies Brinkhuijsen. And finally we would of spatial designers, which we founded together in 2011. like to thank the many experts that have given us their The bottom-up approach of the collective was the reason opinions, information and support that helped to refine for inhabitants to involve us in the Oosterspoorbaan the ideas and strengthen the content of this project. project in Utrecht. This project is a local initiative to transform the southern part of an old railway into a Marie Baartmans & Marijn P. Struik valuable place for the people of Utrecht. This project was our incentive to make the infrastructures in Utrecht our case for our landscape architecture master thesis.
We saw this thesis as an opportunity to develop a possible way to optimize systems to address major problems in the complex and dynamic urban environment of Utrecht. With this research we explored the spatial value of underground infrastructures by designing a district-cooling network for Utrecht.
8 • Bridging Utrecht • Infrastructure as Strategy READING GUIDE
This thesis report describes our process and the outcomes. In chapter four we explain our design, which consists of a It consists of a summary, introduction (chapter 1), the strategy, plan elements and detail design. This designing inventory and analysis (chapters 2-3), the design (chapter phase has lead to the exploration of spatial values 4), and the research outcomes including a final discussion of underground infrastructures, which are described in and reflection (chapter 5). The content of the chapters is chapter five and form the outcomes of this thesis. And shortly described below. finally the implications of these outcomes, reflections and recommendations are also discussed in chapter five. The first chapter forms the introduction to our thesis. It describes the case, topic, focus, research and methodology. The thesis is supported by means of a reference list and This chapter forms the framework of the research, which glossary. Also an overview of the experts we interviewed is then filled in by the following chapters. and a short description of their profiles was added.
In chapter two we describe the mapping of the existing infrastructures in Utrecht in terms of water resources, waste cycling, energy generation, food production and mass mobility. In chapter three we select systems from the mapping phase and reference projects that can be bundled with the district-cooling network. This phase forms the basis for the designing phase. Together these chapters can be considered to be a kind of inventory, analysis, and translation towards the design.
Bridging Utrecht • Infrastructure as Strategy • 9 SUMMARY
The topic of this research is the spatial value of The knowledge gap we addressed with our research is underground infrastructures. We think underground that Bélanger does not focus on exploring the spatial developments could be a catalyst for the development value of a bundled system. Instead he offers a quite of the urban realm and thus contribute to the liveability technocratic tool to analyze systems. The application of of the city. The problem is that municipalities, companies, the ‘landscape infrastructures’ concept requires research engineers and landscape architects currently not seize on how a system influences the quality of the liveable this opportunity. environment. We realized that this layer should be added to the method in order to design a landscape infrastructure The case for this thesis is infrastructures in Utrecht. We as a landscape architect (Prof. Ir. D.F. Sijmons, colloquium selected this case, because Utrecht is generally considered commentary, May 13, 2013). to be the main infrastructural hub in the centre of the Netherlands. Also on the scale of the city of Utrecht The research question formulated as the main focus of infrastructure is a major feature, causing many issues the research is ‘how can the design for a district-cooling and dominating the urban realm (R. Glas, Fietsersbond network in Utrecht contribute to exploring the spatial value Utrecht, personal communication, July 23, 2013). Within of underground infrastructures?’ In the context of this thesis the case we focus on a new system that is needed in we define infrastructure as ‘the basic system of essential Utrecht: a district-cooling network. This development services that support a city, a region or a nation’ (Bélanger, could be a catalyst for a masterplan of the underground 2013, p. 69). developments in Utrecht, and at the same time a catalyst for the development of the urban realm towards a high In this thesis we combine research and design in the quality, liveable environment. Also the municipality of form of research- or evidence-based design. In this choice Utrecht has quite a bold ambition to make Utrecht CO2 we were guided by the position of Pierre Bélanger, who neutral in 2030 (Gemeente Utrecht, 2012, p. 5). We think describes the need to design, which is by definition a a collective district-cooling system can contribute to this practical act, and states that research is only a precondition ambition when it would be supplied by renewable cooling to come to a design (Bélanger, 2013, pp. 245, 394, 571). This sources. described relationship between design and research was our approach to making a thesis in a scientific context, To map the current underground and aboveground as it fits our practical backgrounds and envisioned future systems in Utrecht we used the prepositions of Landscape development as designers well. Infrastructures by Pierre Bélanger (Bélanger, 2009; Bélanger, 2010; Bélanger, 2013). The infrastructures in We used a mapping process of researching and visualizing Utrecht potentially constitute a bundling of systems. This systems by means of the checklist of biophysical systems: is the main aim of the concept of landscape infrastructures water resources, waste cycling, energy generation, as preposed by Belanger. food production, and mass mobility by Pierre Bélanger (Bélanger, 2013). In search of bundling options we combined systems from the mapping and reference projects with the district-cooling network that together can come to an added value. The bundled systems supplied by renewable sources are conceived as the ‘bio washing machine’ principle, surface water sources and the optimization of the slow traffic mobility.
10 • Bridging Utrecht • Infrastructure as Strategy The aboveground appearance of these facilities are Connecting bridges and tunnels are the most prominent reconnecting the urban realm and creating open space connection of underground and aboveground aboveground. The underlying techniques are ‘proven developments in the plan. The bridges and tunnels can technology’, our contribution is that we bring them serve as cooling plants or support the main distribution together, connect them to a district-cooling network, and pipeline, but they also form connecting links in the slow explore their spatial value. This combination of systems traffic network connecting the different parts of the city formed the basis for the designing phase. with each other. This contributes to the connectivity and liveability of the urban realm for the inhabitants of the The design challenge we formulated based on the city. mapping and bundling processes is to explore how the development of a district-cooling network supplied by A more detailed exercise is situated in the ‘Oosterspoorbaan’ renewable sources can contribute to the urban realm area, between the Singel near the Zonstraat and the in the city of Utrecht. We wanted to research where Koningsweg. This former railway zone will be transformed and how this network can be implemented and in what to an open, natural area with a slow traffic route, ‘eco banks’, ways the network can be bundled with the development and a museum workplace. This workplace is combined of the urban realm in order to create added value for with an existing viaduct, a cooling plant, and the historical the spatial domain of Utrecht, specifically in terms of openness of the area is secured by the presence of the slow traffic mobility. Utrecht has always been divided underground distribution pipeline of the district-cooling by the development of its infrastructure; now we use network. The detail design is our proof that the liveability infrastructure as a strategy to reconnect the city. of the city can be strengthened by means of the open space created by underground infrastructures. We designed a strategy for the development of a district- cooling network supplied by renewable cooling sources. The bundling of systems connecting the underground This collective system serves the demand for cooling systems and aboveground urban realm leads to the of office buildings, educational buildings, shops, and following values: (re)connecting slow traffic mobility, industries in the city of Utrecht (S.F. van der Weide, creating open space, and adding public functions. With Gemeente Utrecht, personal communication, June 24, this result we believe that we have created a valuable 2013). The district-cooling system consists of a main addition and application example of to the ‘landscape distribution pipeline, thermal energy storage clusters, infrastructure’ concept. It also enabled us to reflect on surface water sources and connecting hubs. The cooling the designerly method that is proposed by Bélanger. supply consists of cooling energy gained from groundwater And finally this thesis explores the edges of landscape by means of thermal energy storage systems and cooling architectural field, adding a new dimension to the scope energy gained from surface water by means of deep water of designers. The results of the thesis can serve as an shafts. These systems are renewable and contribute to inspiration for interested parties to broaden their view solving ground- and surface water pollution. and to stimulate synthetic thinking processes concerning the explored values, the project area or the related challenges and solutions.
Bridging Utrecht • Infrastructure as Strategy • 11 CONTENTS
List of figures 14 List of tables 17
1. Introduction Spatial value of underground infrastructures
1.1 Bundling underground and aboveground systems 21 1.2 Infrastructures in Utrecht 23 1.3 A district-cooling network for Utrecht 25 1.4 Landscape infrastructures 28 1.5 Research gap and question 29 1.6 Research methodology 30
2. Mapping Mapping the biophysical systems in Utrecht
2.1 Water resources 37 2.2 Waste cycling 41 2.3 Energy generation 45 2.4 Food production 49 2.5 Mass mobility 50 2.6 Conclusion mapping 59
3. Bundling Bundling underground and aboveground infrastructures in Utrecht
3.1 Possible bundling from the mapping phase 63 3.2 Examples of existing or historical bundling in Utrecht 65 3.3 Bundling in relation to the district-cooling network 67 3.4 Conclusion bundling 73
12 • Bridging Utrecht • Infrastructure as Strategy 4. Designing Designing a district-cooling network in relation to the spatial domain
4.1 Design challenge 77 4.2 Design program 79 4.3 Strategic plan 81 4.4 Plan elements 97 4.5 Detailed plans 103 4.6 Realization strategy 131 4.7 Conclusion designing 133
5. Conclusion Explaining and reviewing the outcomes of this research
5.1 Spatial value of underground infrastructures 136 5.2 Discussion of the research outcomes 138 5.3 Reflection on landscape infrastructures 139 5.4 Reflection on the thesis 140 5.5 Recommendations 141
Bibliography 142 Expert profiles 145 Glossary 148
Bridging Utrecht • Infrastructure as Strategy • 13 LIST OF FIGURES
Figure 1. Passievoorsystemen.nl. 2012. Underground Figure 14. Food production in Utrecht. [Map] infrastructures. [Photo] Retrieved from http://www. passievoorsystemen.nl/2012/05/agent-based-models- Figure 15. Quantities of food distribution in Utrecht. [Map] om-complexe-systemen-te-begrijpen/
Figure 1.1. Cu2030.nl. 2010. Underground infra- Figure 16. Fast traffic mobility in Utrecht. [Map] structures. [Photo] Retrieved from http://cu2030.nl/ thumbs/1100x800c/oud/CONT/K/kabels_leidingen_ Figure 17. Quantities of fast traffic mobility in Utrecht. croeselaan3_18mei10.jpg [Map]
Figure 2. Cob.nl. 2013. Figure 2. Development of cable Figure 18. Slow traffic mobility in Utrecht. [Map] ducts does not correspond with aboveground infrastructures. [Photo] Retrieved from http://www.cob.nl/verdieping/ Figure 19. Quantities of slow traffic mobility in Utrecht. verdieping-dec2012/promotieonderzoek-causale- [Map] risicomodellen.html Figure 20. Wiederholdt, W. 2006. Rijnkennemerlaan. Figure 3. Existing infrastructures in Utrecht. [Map] [Photo] Retrieved from http://www.skyscrapercity.com/ showthread.php?t=418847&page=10 Figure 4. Deduction of current demand by clusters of utilitarian buildings. [Map] Figure 21. Stiltewandelingen-utrecht.nl. 2013. Rijnkennemerlaan. [Photo] Retrieved from http:// Figure 5. Deduction of future demand by clusters of stiltewandelingen-utrecht.nl/wandeling_leidsche-rijn- utilitarian buildings. [Map] noord.php
Figure 6. Gemeente Utrecht. 2012. Scheme of the CO2 Figure 22. Mensonides, F. 2005. Waterwinpark. [Photo] emission per category in tons per year [Scheme]. In Retrieved from http://www.fransmensonides.nl/terwijde. Utrechtse Energie: Uitvoeringsprogramma 2013-2014. htm Utrecht: Programma Utrechtse Energie! Figure 23. Den Boer, A. 2011. Inktpot. [Photo] Figure 7. Workings of the district-cooling network fed by Retrieved from http://commons.wikimedia.org/wiki/ renewable sources. [Graph] File:Rijksmonument_46955_HGB_III_De_Inktpot_ Utrecht_24.JPG Figure 8. Water resources in Utrecht. [Map] Figure 24. Missing links for slow traffic mobility can be Figure 9. Quantities of water resources in Utrecht. [Map] solved by connecting hubs. [Map]
Figure 10. Waste cycling in Utrecht. [Map] Figure 25. Connecting hubs principle. [Graph]
Figure 11. Quantities of waste cycling in Utrecht. [Map] Figure 26. Groundwater pollution can be solved by a ‘bio- washing machine’. [Map] Figure 12. Energy generation in Utrecht. [Map] Figure 27. The ‘bio-washing machine’ principle. [Graph] Figure 13. Quantities of energy generation in Utrecht. [Map]
14 • Bridging Utrecht • Infrastructure as Strategy Figure 28. Surface water pollution can be solved by a Figure 45. Option 2 for the bandwidth of connecting hubs. cooling water shaft with filter. [Map] [Graph]
Figure 29. Cooling water shaft with filter principle. [Graph] Figure 46. Google Maps. 2013. The Oosterspoorbaan details in the context of the east side of Utrecht. [Aerial photo] Figure 30. Barriers are obstructing the west-east Retrieved from https://www.google.com/maps/preview economical axis in Utrecht. [Map] #!q=utrecht&data=!1m4!1m3!1d8811!2d5.1325075!3d 52.0824794!2m1!1e3!4m15!2m14!1m13!1s0x47c66f43 Figure 31. Strategic plan 1:15.000 for an indicative, 39d32d37%3A0xd6c8fc4c19af4ae9!3m8!1m3!1d23432- possible development for 2030. [Map] 690!2d-95.677068!3d37.0625!3m2!1i1276!2i690!4f13.1! 4m2!3d52.09179!4d5.1145699&fid=7 Figure 32. Open space created by the cable ducts of the district-cooling network. [Map] Figure 47. Detail plans of the district-cooling network. [Map] Figure 33. TES cluster designed as a road infrastructure. [Graph] Figure 48. East side of Utrecht in 1868. [Map]
Figure 34. TES cluster designed as a public space. [Graph] Figure 49. HUA. 2013. Abstede in 1600. [Photo] Retrieved from http://www.hetutrechtsarchief.nl/collectie/ Figure 35. TES cluster designed as a building. [Graph] beeldmateriaal
Figure 36. TES cluster offers added value of a technical Figure 50. HUA. 2013. Horticulturist family. [Photo] system. [Graph] Retrieved from http://www.hetutrechtsarchief.nl/ collectie/beeldmateriaal Figure 37. In the current situation the water quality of the Singel is not very good. [Graph] Figure 51. East side of Utrecht in 1959. [Map]
Figure 38. Surface water shafts in the Singel improve the Figure 52. Aardema, B. 1950. Oosterspoorbaan [Photo] quality of the water for the inner city. [Graph] Retrieved from http://www.nicospilt.com/index_ Maliebaan.htm Figure 39. Existing bridges as connecting hubs. [Graph] Figure 53. Pothuizen, A. 1973. Oosterspoorbaan. [Photo] Figure 40. New bridges as connecting hubs. [Graph] Retrieved from http://www.nicospilt.com/index_ Maliebaan.htm Figure 41. Tunnels as connecting hubs. [Graph] Figure 54. East side of Utrecht in 2013. [Map] Figure 42. Options for the bandwidth of thermal energy storage clusters. [Graph] Figure 55. Happyland Collective. 2012. Barrier [Photo]. In Werkboek Verkenning Belangen Oosterspoorbaan. Figure 43. Options for the bandwidth of surface water Stichting Oosterspoorbaan Utrecht sources. [Graph] Figure 56. Happyland Collective. 2012. Closing the Figure 44. Option 1 for the bandwidth of connecting hubs. railway [Photo]. In Werkboek Verkenning Belangen [Graph] Oosterspoorbaan. Stichting Oosterspoorbaan Utrecht
Bridging Utrecht • Infrastructure as Strategy • 15 Figure 57. Soil types and heights. [Map] Figure 68. Treesandhedging.co.uk. 2013. Juglans regia. [Photo] Retrieved from http://www.treesandhedging. Figure 58. Surface water system and ground water levels. co.uk/common-walnut-juglans-regia/p467 [Map] Figure 69. Biopix.nl. 2013. Prunus avium. [Photo] Retrieved Figure 58.1. The vista of the railway. [Photo] from http://www.biopix.nl/zoete-kers-prunus-avium_ photo-44543.aspx Figure 58.2. The Kromme Rijn crossing with the Oosterspoorbaan. [Photo] Figure 70. Sections of the railway bank near the IBB student housing (current and future). [Sections] Figure 59. The Oosterspoorbaan as a barrier in the East side of Utrecht. [Map] Figure 71. Impression of the eco banks. [Graph]
Figure 60. Current green structure. [Map] Figure 72. Detail plan of the Venuslaan/Kromme Rijn (current and future). [Graph] Figure 61. Future green structure. [Map] Figure 73. Sections of the Venuslaan viaduct with hub, Figure 61.1. The crossing with the Notebomenlaan and museum workshop, and broadened banks (current and railway. [Photo] future). [Sections]
Figure 61.2. The Venuslaan viaduct. [Photo] Figure 74. Sections of the Kromme Rijn and railway banks (current and future). [Sections] Figure 62. Current routes connecting the city to the surrounding landscape. [Map] Figure 75. Sections of the area near the Koningsweg with broadened banks (current and future). [Sections] Figure 63. Future routes connecting the city to the surrounding landscape. [Map] Figure 76. Impression of the Venuslaan hub. [Graph]
Figure 64. Detail plan of the Singel/Zonstraat (current and Figure 77. Development of the district-cooling network future). [Graph] over time - 2020 - 2025 - 2030. [Map sequence]
Figure 65. Cruydthoeck. 2013. Wild flowers and grasses. [Photo] Retrieved from http://www.cruydthoeck.nl/ bloemenmengsels/mengsel+g1
Figure 66. Cruydthoeck. 2013. Wild flower banks. [Photo] Retrieved from http://www.cruydthoeck.nl/ bloemenmengsels/mengsel+g1
Figure 67. Sections of the Minstroom and allotment gardens of Abstede (current and future). [Sections]
16 • Bridging Utrecht • Infrastructure as Strategy LIST OF TABLES
Table 1. Current amount of utilitarian buildings
Table 2. Future amount of utilitarian buildings
Table 3. Experts contacted during the mapping phase
Table 4. Experts contacted during the bundling phase
Table 5. Possible bundling from the mapping
Table 6 Dimensions of plan elements
Table 7. Meters of main distribution pipeline
Table 8. Experts contacted during the research process
Bridging Utrecht • Infrastructure as Strategy • 17 Underground developments could be a catalyst for the development of the urban realm and contribute to the liveability of the city”. 1. Introduction Spatial value of underground infrastructures Figure 1. Underground infrastructures (Passievoorsystemen.nl, 2012) Figure 1.1. Underground infrastructures (Cu2030.nl, 2010)
Figure 2. Development of cable ducts does not correspond with aboveground infrastructures (Cob.nl, 2013)
20 • Bridging Utrecht • Infrastructure as Strategy 1. INTRODUCTION 1.1 Bundling underground and aboveground systems The pressure on underground space increases rapidly in the underground can contribute to quality of life, solving the Netherlands. However, it is not yet common to make problems and creating opportunities above ground’ (COB, a masterplan for underground developments (S.F. van 2012, p. 25-26, 35). der Weide, Gemeente Utrecht, personal communication, June 24, 2013). The quantity and variety of infrastructures The main reason we, like the COB, think an underground are growing especially in urban areas. ‘The past decades development can have a significant spatial value for infrastructural developments like telecom, geothermal the urban realm, is that underground developments are energy, thermal energy storage, CO2 storage, and ‘not primarily guided by population growth or economic decentralized energy generation have lead to an increased growth’ states Sjaak Verburg, Consultant Underground development of cables and pipes in the underground’, as Infrastructure at the Port of Rotterdam and chairman Sieb van der Weide, Coordinator Underground Systems of the Platform Kabels en Leidingen of the COB (COB, at the municipality of Utrecht, states ‘this pressure on 2012, p. 33). Thus underground developments could be a the underground space increases and thus a vision for catalyst for the development of the urban realm and thus the optimal long-term planning of the underground is contribute to the liveability of the city. The problem is needed’ (S.F. van der Weide, Gemeente Utrecht, personal that municipalities, companies, engineers and landscape communication, June 24, 2013). architects currently not seize this opportunity. We think this line of thought can add a new dimension to the scope While planning for the underground is currently lacking of landscape architects. the strategic planning of connections of underground infrastructures to the urban realm is still further off: ‘in the current situation mostly the x-axis and y-axis are taken into consideration, while the z-axis indicating the depths is of vital importance’ (S.F. van der Weide, Gemeente Utrecht, personal communication, June 24, 2013). Dr. Ries van de Woude underlines that due to the increase While planning for the in infrastructural developments a more multifunctional and integrated spatial approach is needed (COB, 2012, underground is currently p. 12). However, there are some promising examples, like Rotterdam where the bundling of systems and lacking the strategic the connection between underground and aboveground planning of connections of developments are already an important point on the planning agenda (J. Verburg, Port of Rotterdam, personal underground infrastructures communication, June 26, 2013). to the urban realm is still A vision is needed that not only connects the concerns of stakeholders, but also three dimensionally addresses the further off”. interaction between the underground and aboveground developments (COB, 2012, p. 33). This kind of vision would not only offer an integral approach for construction and collective management, but it could also offer a significant value for the development of qualitative liveable environments for users (COB, 2012, p. 33). This last point is quite vital according to Prof. Dr. Jaqueline Cramer: ‘the need and profit of underground building can best be discussed from the question what the use of
1. INTRODUCTION Bridging Utrecht • Infrastructure as Strategy • 21 Figure 3. Existing infrastructures in Utrecht
22 • Bridging Utrecht • Infrastructure as Strategy 1. INTRODUCTION 1.2 Infrastructures in Utrecht
The case for this thesis is infrastructures in Utrecht. Infrastructures are seen in this thesis as ‘the basic system of essential services that support a city, a region or a nation’ (Bélanger, 2013, p. 69). We selected this case, ‘The image of the city is very because Utrecht is generally considered to be the main much dominated by traffic infrastructural hub in the centre of the Netherlands. Also on the scale of the city of Utrecht infrastructure is in Utrecht” (M. Degenkamp, a major feature, causing many issues and dominating the urban realm (R. Glas, Fietsersbond Utrecht, personal Gemeente Utrecht, personal communication, July 23, 2013). ‘The image of the city is very much dominated by traffic in Utrecht’ (M. Degenkamp, communication, July 23, 2013). Gemeente Utrecht, personal communication, July 23, 2013). In a city like Utrecht, in which infrastructures play such a central role, the functioning of the city depends on the state of its infrastructures (Bélanger, 2013, p. 69).
However, in the current situation infrastructural systems are mostly developed separately in Utrecht (figures 1 and 3), which causes problems for new developments in urban areas with a high density, like damage from digging and insufficient knowledge of underground locations for planning new developments (S.F. van der Weide, Gemeente Utrecht, personal communication, June 24, 2013). The municipality of Utrecht just only starts to consider the underground, while they are considerably more developed in this field in other cities in the Netherlands (S.F. van der Weide, Gemeente Utrecht, personal communication, June 24, 2013).
1. INTRODUCTION Bridging Utrecht • Infrastructure as Strategy • 23 Figure 4. Deduction of current demand by clusters of utilitarian buildings. Cooling causes 153.504 tons of CO2 emission per year (Gemeente Utrecht, 2012)
Figure 5. Deduction of future demand by clusters of utilitarian buildings
24 • Bridging Utrecht • Infrastructure as Strategy 1. INTRODUCTION 1.3 A district-cooling network for Utrecht
While discussing the planning of underground and Table 1. Current amount of utilitarian buildings aboveground systems with Sieb van der Weide of the These amounts were roughly estimated municipality of Utrecht we discovered the need for a new by means of a map system in Utrecht: a collective district-cooling network. Sieb van der Weide stated there is a current cooling Demand zone Utilitarian buildings demand (figure 4 and table 1) in the city of Utrecht, which Lage Weide 475 will increase in the future (figure 5 and table 2) and could Overvecht 95 be serviced by a collective district-cooling system (S.F. van Oudenrijn 165 der Weide, Gemeente Utrecht, personal communication, Papendorp 70 June 24, 2013). A district-cooling development could be a Station District 60 catalyst for a masterplan of underground developments Jaarbeurs 10 in Utrecht, which is considered highly relevant (S.F. van Inner city 330 der Weide, Gemeente Utrecht, personal communication, Rijnsweerd 50 June 24, 2013) and at the same time be catalyst for the Galgenwaard 65 development of the urban realm towards a high quality, Total amount 1.320 liveable environment.
Besides the main arguments of demand, planning and Table 2. Future amount of utilitarian buildings development of the urban realm, the municipality of These amounts were roughly estimated Utrecht has quite a bold ambition to make Utrecht CO2 by means of deduction of developments and a map neutral in 2030 (Gemeente Utrecht, 2012, p. 5). We think a collective district-cooling system can contribute to this Demand zone Utilitarian buildings ambition when it would be supplied by renewable cooling Lage Weide 475 sources. In the current situation the annual emission in Overvecht 95 Utrecht is 1.6 million tons CO2 (Gemeente Utrecht, 2012, Cartesius Triangle 100 p. 3), which leaves out the emission by the power plants, Leidsche Rijn Centre 50 as they are part of the national energy supply. In the Oudenrijn 165 scheme (figure 6) the division of emissions for mobility, Papendorp 70 gas, thermal energy and electric energy in Utrecht are Station District 110 visualized, based on information from Stedin and Eneco. Jaarbeurs 20 The vast assignment for Utrecht to become CO2 neutral in Inner city 330 2030 is described by the municipality as ‘only possible if Rijnsweerd 50 the entire scope of energy saving and renewable sources Galgenwaard 65 for energy generation are to be deployed’ (Gemeente Total amount 1.530 Utrecht, 2012, p. 5). Examples of possible contributions of bundled systems to CO2 reduction are the limitation of the reliability of systems on non-renewable sources or the stimulation of slow traffic mobility. This last is vital to the definition of renewable sources used in this thesis, as we do not only see renewable resources as natural sources (wind, water, soil, etc), but also as human sources, like energy put forward by walking of cycling.
1. INTRODUCTION Bridging Utrecht • Infrastructure as Strategy • 25 Renewable source Thermal exchanger
Demand
Thermal exchanger
Renewable source
Figure 7. Workings of the district-cooling network fed by renewable sources
26 • Bridging Utrecht • Infrastructure as Strategy 1. INTRODUCTION A district-cooling network is very similar to the existing entirely in the coming years, like the Cartesius Triangle, district-heating system (see mapping, energy production) Jaarbeurs, Station District and many others, the system in Utrecht: one or more sources produce thermal energy can spatially influence the developments (S.F. van der that is distributed throughout the city by means of Weide, Gemeente Utrecht, personal communication, June pipes (figure 7). In case of a district-cooling network the 24, 2013). This influence could lead to the development buildings connected to the system are supplied with air- of public space and slow traffic facilities, as the network conditioning. In the current situation in Utrecht clusters could require a zone of open space for optimal access to of office buildings, educational buildings, shops, and the pipeline, sources, and technical systems (J. Verburg, industries are using much energy to produce cooling Port of Rotterdam, personal communication, June 26, for their temperature control in summer. As the city of 2013). Utrecht has the ambition to become CO2 neutral in 2030 this energy use for cooling will have to be supplied by renewable sources in the future. A good example is the Zuidas in Amsterdam, where several large companies have developed a district-cooling network together. This We discovered the collective system is supplied with cooling energy from need for a new system surface water, which is a renewable energy source. In the Zuidas the district-cooling system supplied with in Utrecht: a collective renewable sources has caused a 75% reduction of CO2 emissions in comparison to the original cooling system district-cooling network”. (Roelen, 2009).
Besides the value of the network itself the large-scale development of a district-cooling network could offer the opportunity to determine how future developments are to be structured and thus influence the public realm. Especially in areas that are to be redeveloped
Figure 6. Scheme of the CO2 emission per category (gas, electricity, thermal energy and mobility) in tons per year (Gemeente Utrecht, 2012). The total CO2 emission in Utrecht was 1.600.000 tons in 2011 (Gemeente Utrecht, 2012)
1. INTRODUCTION Bridging Utrecht • Infrastructure as Strategy • 27 1.4 Landscape infrastructures
To map the current underground and aboveground The theory of urban ecology becomes useful for landscape systems in Utrecht we used the prepositions of architecture when constructing symbiotic relationships. Landscape Infrastructures by Pierre Bélanger (Bélanger, In that way large-scale implementations can no longer 2009; Bélanger, 2010; Bélanger, 2013). The use of this be seen as a single aspect, but should be approached methodology was necessary to gain insight in the as a system design. According to Bélanger ‘The merger assignment and to make well-argued choices in order to of biophysical systems with contemporary infrastructure come to an intervention. The case of the infrastructures is now rapidly becoming the dominant order for urban in Utrecht constitutes a bundling of the new district- regions’ (Bélanger, 2010). We deduce that this merger of cooling system with renewable sources in relation to biophysical systems with contemporary infrastructure adding spatial value aboveground. This matches with can be described as landscape infrastructures. ‘Landscape the preposition of landscape infrastructures to merge infrastructures is an analytical tool and a design strategy’ contemporary infrastructure with biophysical systems. (P. Bélanger, lecture TU Delft, May 21, 2013). Bélanger describes the importance of integration and bundling of systems as follows: ‘New design imperatives In his articles Bélanger mentions the need to map: ‘The are found in the basic processes and essential services collaborative and interdisciplinary process of mapping that support urbanization including the integrated becomes the program of the project, making it relatively ecologies of water, energy, food, mobility and waste, which fast and easy to think big. Modes of representation - such have traditionally been treated as separate components as design scenarios, section profiles and construction or separate districts in municipal planning. Through sequences – that enable a level of precise approximation the bundling of multiple ecological services, strategies and strategic generalization, can exploit situations of can achieve greater economies and ecologies of scale’ uncertainty and indeterminacy, collaboration and (Bélanger, 2013, p. 337). The prepositions of landscape leadership’ (Bélanger, 2013, p. 375). A list of five systems is infrastructures fit our topic well, and thus the proposition the basis for analysis in order to synthesize the problems of Bélanger formed the basis for our research from which and program for a design assignment. This checklist of we built further and on which we reflected during our biophysical systems contains water resources, waste process. cycling, energy generation, food production, and mass mobility. In this thesis we used this checklist to map and The principle of landscape infrastructures is an analytical analyse these systems in Utrecht and its region. tool that originates from urban ecology by Richard T.T. Forman (Forman, 2010). Urban ecology derives from environmentalism, which came to the forefront during 1990-2000 through the rising awareness of the impact of man on its direct environment. From this consciousness Landscape infrastructures the idea arises that ecology can be seen as an approach that can deal with big societal problems (Forman, 2010). is an analytical tool and Therefore the integration of ecology becomes essential for other disciplines, besides ecology, that deal with a design strategy ” (P. societal problems, for example architecture, urbanism and Bélanger, lecture TU Delft, landscape architecture, as they can no longer focus on a content driven profession alone. These changes trigger May 21, 2013) . fundamentally new directions and strategies, which lead to paradigms like urban ecology.
28 • Bridging Utrecht • Infrastructure as Strategy 1. INTRODUCTION 1.5 Research gap AND QUESTION
The knowledge gap we addressed with our research is The objective of this research is to explore the spatial value that Bélanger does not focus on exploring the spatial of underground infrastructures by designing a district- value of a bundling of systems. Instead he offers a quite cooling network for Utrecht. Based on this objective the technocratic tool to analyze systems. We think that following research question can be formulated as the a system is not by definition a liveable environment. main focus of the research: A well functioning bundling of systems forming an environment would for example be the harbour of How can the design for a district-cooling network in Utrecht Rotterdam. However, this is not necessarily an attractive contribute to exploring the spatial value of underground and liveable environment for people. infrastructures?
The application of the ‘landscape infrastructures’ concept In order to address this question we started by mapping requires research on how a system influences the quality the current systems that are present in Utrecht. We of the liveable environment. Thus to come to a design consulted several experts to get a good overview on how for the bundling of underground systems and the urban the city functions and how it can strategically bundle realm one must analyse spatial issues, social coherence, underground systems to an added value for the spatial etc. We realized that this layer should be added to the domain. As we are landscape architects we explored ways method in order to design a landscape infrastructure as a to use this bundling to come to a spatial intervention in landscape architect. This line of thought is based on the the city of Utrecht and thus connect the underground to question of Dirk Sijmons on what Bélangers prepositions the urban realm. means for landscape architects, which he asked during the colloquium of Pierre Bélanger (Prof. Ir. D.F. Sijmons, colloquium commentary, May 13, 2013).
Thus we chose to research the spatial value of underground A system is not by infrastructures, within the context of our topic as described definition a liveable in the previous paragraphs. This implies the need to connect landscape infrastructures to the spatial value of environment”. the liveable environment, which we think is a prerequisite for designing. Which can be considered to be the core activity of a landscape architect (Lenzholzer, Duchhart, and Koh, 2013). We see this research as an opportunity to develop one possible way to redefine systems and address major problems in the complex and dynamic urban environment of Utrecht.
1. INTRODUCTION Bridging Utrecht • Infrastructure as Strategy • 29 1.6 Research methodology
In the context of the Wageningen University, landscape Mapping method architecture is seen as a scientific discourse. In this Mapping is the process of researching and visualizing situation landscape architecture is taken out of its systems by means of the checklist of biophysical systems: comfort zone as an artistic discipline. In this thesis we water resources, waste cycling, energy generation, food combine research and design in the form of research- production, and mass mobility (Bélanger, 2013). ‘As a or evidence-based design. Evidence-based design is ‘a projective method, representation through the mapping process for the conscientious, explicit, and judicious of complex levels of information is instrumental to the use of current best evidence from research and practice design of infrastructure and ecology. Whether by diagrams in the making of critical decisions about the design or maps, composite imaging provides an important of each individual and unique project’ (Hamilton and alternative to the conventional orthographic methods Watkins, 2009 in Deming and Swaffield, 2011, p. 239). of visualization inherited from engineers and architects’ In this choice we were guided by the position of Pierre (Bélanger, 2013, p. 371). Mapping is conducted in order to Bélanger, who describes the need to design, which is understand the workings of systems as well as possible. by definition a practical act, and states that research is Though Bélanger states the importance and meaning of only a precondition to come to a design (Bélanger, 2013, mapping, he does not offer guidelines on how to map. pp. 245, 394, 571). This described relationship between The methods that we used to operationalize the mapping design and research was our approach to making a thesis phase are therefore chosen by ourselves as to optimally in a scientific context, as it fits our practical backgrounds fit our case and scale levels. and envisioned future development as designers well. Also we think that the need to design an intervention in We mapped the systems in Utrecht by means of listing, order to connect underground developments to the urban conducting literature- and map studies, visualizing, realm in Utrecht invite us to be practical. In the following interviewing experts and summarizing. We started by subparagraphs the methods of the three thesis phases investigating what systems are present in Utrecht through (mapping, bundling and designing) are described in more policy documents and municipality information. We listed detail. the items per category of the biophysical systems of Bélanger as described above. We then systematically gathered and reviewed information on these items, searching for descriptions of the workings of a system, maps of the system and quantities. In this inventory we In the context of the generally looked at nodes (points of interest), routes (the Wageningen University, ways by which elements are distributed) and flows (the amounts and characters of the distributed elements). landscape architecture is seen as a scientific discourse. In this situation landscape architecture is taken out of its comfort zone as an artistic discipline.’.
30 • Bridging Utrecht • Infrastructure as Strategy 1. INTRODUCTION When having discovered enough information to map Bundling method a system, we used Geographic Information System Bundling is the process of combining certain systems (GIS), AutoCAD, and Adobe Illustrator to draw the layer that can together come to an added value. ‘The new belonging to a particular item on the list. Also we devised design imperatives are found in the basic processes and a scale of five levels to show the amounts of flow in the essential services that support urbanization including the map per theme. This total process resulted in one map integrated ecologies of water, energy, food, mobility and with all systems and quantities per biophysical system. waste, which have traditionally been treated as separate components or separate districts in municipal planning. To check the mapping results we interviewed several Through the bundling of multiple ecological services, experts (table 3) on water, waste, energy, food, and strategies can achieve greater economies and ecologies mobility. In in-depth interviews we asked these experts of scale. Forming a geographic field, these urban- regional for a check of the mapping we had conducted. During strategies can be considered synergistic, self-perpetuating these interviews we shortly described our project and and self-maintaining. It is at this precise moment that the context and discussed the mapping process and outcomes. region becomes infrastructural’ (Bélanger, 2013, p. 337). The interviews were not recorded word for word on Unlike the mapping process, Bélanger does not give any tape or in writing, and are thus referred to as ‘personal methodology concerning the bundling of infrastructures. communications’. The additional information we gained We felt this bundling is needed as a step between the from the experts was added to the maps and quantities. mapping and the design phases in order to come to our As a final step the five theme maps were supported design assignment. by an explanatory text describing the workings of the total system, detailed quantities of flows and relevant We bundled systems in Utrecht to the district-cooling references to the interviews. network by means of a study on all possible bundlings from the mapping, a study of precedents of bundlings between underground and aboveground in Utrecht, deduction of possible bundlings from the mapping phase that can be combined with the district-cooling network, input from reference projects on district-cooling networks, and interviews with experts. We started by exploring all Design is by definition the possible bundled systems that we deduced from the a practical act, and mapping phase. We then looked at existing and historical bundlings of underground and aboveground in Utrecht. research is a precondition These two steps were an inspiration and context for the further bundling. We then selected the possible systems to come to a design” that we deduced from the mapping phase based on (Bélanger, 2013, pp. 245, the context of the district-cooling network supplied by renewable sources. Also we reviewed input from reference 394, 571). projects of large-scale district-cooling networks in the Netherlands. Based on the selection of bundled systems we contacted several specific experts (table 4) to be able to link these systems to the district-cooling network.
1. INTRODUCTION Bridging Utrecht • Infrastructure as Strategy • 31 Table 3. Experts contacted during the mapping phase
Expert Organization Function A. Bruinsma Eneco Account Manager Ir. M. Degenkamp Gemeente Utrecht Senior Advisor Mobility Policy Drs. M.E. Elzerman Vitens Environmental Manager Ing. A. Harting Gemeente Utrecht Environmental Advisor Sustainable Building and Energy L. de Jel Lekker Utrechs Project Manager M. van Langen – van der Meer AVU Senior Policy Advisor Ir. E.W. Rebergen Gemeente Utrecht Manager Ground and Surface Water C. van der Vliet Gemeente Utrecht Environmental Advisor Development and Energy J.A.C. Wiegers Gemeente Utrecht Environmental Advisor Soil
Table 4. Experts contacted during the bundling phase
Expert Organization Function R. Glas Fietsersbond Utrecht Active Member Prof. Dr. Ir. J.P. van der Hoek MBA Waternet/TU Delft Head of the Strategic Centre Msc. T. Simon Arcadis Energy and Climate Consultant Ing. J. Verburg Port of Rotterdam Consultant Underground Infrastructure Ir. R. Verburg Arcadis Senior Consultant Drs. S.F. van der Weide Gemeente Utrecht Coordinator Underground Infrastructure
32 • Bridging Utrecht • Infrastructure as Strategy 1. INTRODUCTION In in-depth interviews we asked the experts for their We designed a bundling of systems in relation to the view on the possibilities of the bundling of systems we urban realm by means of spatial analysis, formulating deduced and selected with the district-cooling network. the assignment and program, sketching, visualizing and During these interviews we shortly described our project deduction. To link the assignment defined in the bundling and context and discussed the bundling. The interviews phase to a spatial intervention we started by connecting were not recorded word for word on tape or in writing, the assignment to the demand of cooling in the city, and are thus referred to as ‘personal communications’. spatial problems, and future developments. Based on Based on the outcomes of all the conversations with this we formulated an indication of the program. Please experts we formulated the design assignment by means note that as we are landscape architects our scope does of deduction. In this deduction process we kept our not include technical detailing and detailed calculations. context of landscape architecture, the topic and focus of Thus these are not part of this research as explained the research and our consequential search for a large- further in paragraph 5.5. In the design phase we sketched scale implementation in mind. possible options on the scale of the entire city, the plan elements, and details. These sketches formed the basis for Designing method visualizing the outcomes into plans and thus solving final Designing based on research is the main method of this issues and strengthening the proposed interventions. research, as described previously in this chapter. Within Finally we used deduction to come to the outcome of the context of this research we define designing as ‘a this research: an exploration of the spatial value of form of synthesis that often revels in complexity when underground infrastructures. dealing with diffuse, indeterminate, fluctuating processes or dynamics, most often found in biophysical processes, social networks, or urban conditions (Bélanger, 2013, p. 394). Designing is used as a main method, because it forms the core of landscape architecture (Creswell & Plano Clark, 2011, p. 47 in Lenzholzer, Duchhart, and Koh, 2013, p. 120) and it can connect bundled (underground) systems with the liveable urban environment. Through the design phase we applied the bundling of systems in the urban context of Utrecht in order to explore the spatial impact of these systems.
1. INTRODUCTION Bridging Utrecht • Infrastructure as Strategy • 33 To explore the current infrastructures in Utrecht we mapped according to the five biophysical systems of Pierre Bélanger”. 2. MAPPING Mapping the biophysical systems in Utrecht Figure 8. Water resources in Utrecht (Van Bijnen, Rebergen and Moens, 2009; Provincie Utrecht, 2012)
Main surface water system
Amsterdam Rijnkanaal
Surface water
Stream direction
Lock
Drinking water extraction
Ground water protection zone
36 • Bridging Utrecht • Infrastructure as Strategy 2. MAPPING 2.1 Water resources
To explore the current infrastructures in Utrecht we To map the water resources in Utrecht we used mapped according to the five biophysical systems of information on the surface water system, the drinking Bélanger: water resources, waste cycling, energy water distribution network and drinking water extraction. generation, food production, and mass mobility. For all systems we looked at the city within its context. For every Surface water system theme the mapped layers are described in the following In a larger hydrological context Utrecht is situated on paragraphs and visualized in five maps. slightly higher ground in the system of the rivers Lek, Kromme Rijn and Vecht under influence of water coming The only aspects on which we did not have access to from the Utrechtse Heuvelrug moraine. The main surface any information or maps fall in the categories of water water system in the city of Utrecht comprises of the resources, energy generation and food production. In the Kromme Rijn, the Singel and canals, the Merwedekanaal, category of water resources we did not have access to the Vaartse Rjjn and the Vecht all of which are on +0.6m mapped information about drinking water distribution, NAP and the Vecht on -0.4m NAP (figure 8) (Van Bijnen, because this information was not available from Vitens. Rebergen and Moens, 2009, p. 12). The fresh water to In the category of energy generation we could not access sluice the waterways is mostly supplied by the Kromme information about the electricity cables and gas network. Rijn. After moving through the Singel and canals it leaves This information was not available to us, because the the city by means of the Weertsluis and is pumped into energy companies cannot share this content as it concerns the river Vecht and finally debouches in the IJmeer. In highly detailed and possibly classified information. In the situation when the water levels in the Kromme Rijn the category of food production we could not access are quite low due to drought in summer fresh water data on quantities of food production, consumption and is pumped by the Noordersluis from the Amsterdam distribution. This information was not available to us, Rijnkanaal into the Merwedekanaal and Vaartse Rijn (E.W. because it does not seem to exist for the city of Utrecht, Rebergen, Gemeente Utrecht, personal communication, which was confirmed by Louis de Jel of Lekker Utrechs. June 28, 2013). The main transport water for Utrecht is Also we did not have access to information about data the Amsterdam Rijnkanaal with a level of -0.4m NAP (Van distribution (servers, phone lines and internet) as this Bijnen, Rebergen and Moens, 2009, p. 12). It connects information is highly detailed and possibly classified. Utrecht with Amsterdam, Rotterdam, the east of the These systems could thus not be included in our mapping Netherlands, Belgium and Germany. The Vaartse Rijn process. passes under the Amsterdam Rijnkanaal by means of a culvert. The surface water retention in Utrecht is currently sufficient in relation to the amount of hard surfaces in the city. Including the new Catharijne Singel the surface water retention is 6% of the hard surface (E.W. Rebergen, The main surface water Gemeente Utrecht, personal communication, June 28, system in the city of Utrecht 2013). comprises of the Kromme Rijn, the Singel and canals, the Merwedekanaal, the Vaartse Rjjn and the Vecht”.
2. MAPPING Bridging Utrecht • Infrastructure as Strategy • 37 Figure 9. Quantities of water resources in Utrecht (Van Bijnen, Rebergen and Moens, 2009; Provincie Utrecht, 2012)
38 • Bridging Utrecht • Infrastructure as Strategy 2. MAPPING Drinking water system Spatial impact The drinking water system of Utrecht is managed by For the spatial impact of the water resources the surface Vitens, with main extraction points at Groenekan, De water is most prominent. The surface water is an important Meern and Leidsche Rijn (figure 8). These sources are base layer of the environment of Utrecht and the water connected to the other sources from the region, like Zeist, bodies and sluices are clearly visible in the landscape. Bilthoven, Woudenberg, Blokland, Soestduinen, Bunnik Drinking water extraction sources are mostly open, grassy and Beerschoten (Provincie Utrecht, 2012). Together the landscapes, and some are accessible for recreation like sources in Utrecht and its context provide drinking water the Waterwinpark in Leidsche Rijn (M.E. Elzerman, Vitens, for the entire region. Most sources are fit for multiple land personal communication, June 17, 2013). The pipelines use as long as there is no threat for the drinking water for drinking water distribution are underground and thus extraction through infiltration of damaging materials (M.E. have only a spatial impact in relation to planning and Elzerman, Vitens, personal communication, June 17, 2013). construction of new developments. For example the drinking water extraction at Groenekan has a groundwater protection zone and a hundred year attention contour to secure the protection of the source (Provincie Utrecht. 2012). The drinking water extraction in Groenekan has authorization for 7.5 million m3 extraction per year, but roughly 3 million m3 of this allowed amount is currently extracted (M.E. Elzerman, Vitens, personal The drinking water communication, June 17, 2013). The margin secures the system of Utrecht is supply when the demand will increase in the future (M.E. Elzerman, Vitens, personal communication, June managed by Vitens, 17, 2013). The sources of drinking water extraction in Utrecht all deliver to a ring of transport ducts connecting with main extraction the sources to the distribution network. From the main transport ring a network of smaller drinking water ducts points at Groenekan, distributes the water throughout the city. The pressure De Meern and Leidsche in this network is created by accelerator installations set at intervals along the ring duct (M.E. Elzerman, Vitens, Rijn”. personal communication, June 17, 2013). To ensure a steady extraction while the demand knows peaks during the day, ‘clean water cellars’ (reinwaterkelders) are used to store the water. One of these basins is situated in Kanaleneiland and has a capacity of 10.000 m3 (M.E. Elzerman, Vitens, personal communication, June 17, 2013). The drinking water supply in Leidsche Rijn and De Meern is under threat on the long term, as pollution slowly moves towards the sources. This process is explained in detail in the next paragraph.
2. MAPPING Bridging Utrecht • Infrastructure as Strategy • 39 Figure 10. Waste cycling in Utrecht (AVU, 2012; Hoogheemraadschap De Stichtse Rijnlanden, 2013)
RWZI (sewage water purification installation)
RWZI with dredge fermentation installation
Purified water shed
Sewers
Waste stations
Waste transport by truck
Waste transport by ship
Ground water pollution
40 • Bridging Utrecht • Infrastructure as Strategy 2. MAPPING 2.2 Waste cycling
To map the waste cycling and distributing systems Glass waste cycle in Utrecht we used information on waste collection, The glass waste collected yearly in Utrecht is separated distribution and processing systems for household waste, in sheet glass and hollow glass. The sheet glass from vegetal waste, glass and paper. Also we mapped the the city is 137.876 tons per year and from the province sewage system, surface water pollution, groundwater 555.215 tons per year (M. van Langen – van der Meer, AVU, pollution, and soil pollution. personal communication, May 31, 2013). This type of glass is collected in the waste separation stations and shipped Household waste cycle over water to the glass processing company Maltha in The city of Utrecht produces 110.000 tons of household Lommel, Belgium (figure 10). The hollow glass collected waste and the province in total produces 225.800 tons from the city in bottle banks is 6.200 tons per year and of household waste per year (M. van Langen – van from the province 27.100 tons per year (M. van Langen der Meer, AVU, personal communication, May 31, 2013). – van der Meer, AVU, personal communication, May 31, The household waste is collected in every street per 2013). This type of glass is transported by boat and truck municipality in individual containers of deep ground to Maltha in Heijningen (figure 10). The total production containers and picked up by garbage trucks from many of recycled glass material for the glass industry from the different providers. The collection takes all waste from the processing of sheet glass and hollow glass together is 27 city of Utrecht to the AVR Utrecht in Lage Weide (figure million kilos (AVU, 2012, p. 10). 10) which then ships daily over the Amsterdam Rijnkanaal to the AVI Rozenburg, the household waste processing Paper waste cycle installation in Rotterdam (AVU, 2012, p. 8). Other waste In the city of Utrecht 8.600 tons of paper are collected collection in the province goes to ROVA Amersfoort and every year and in the province 64.300 tons per year (M. van VOF AOV Veenendaal to be transported by road to the Langen – van der Meer, AVU, personal communication, May AVI Duiven. The installations in Rozenburg and Duiven 31, 2013). This collection is done by schools, churches, and burn the waste and together provide energy for 22.000 organisations and at the waste separation stations. The households every year (AVU, 2012). The bulk household paper is brought to Paper Recycling Utrecht in Papendal waste, like old furniture, building materials, electrical for processing (figure 10). In total the paper industry applications and toxic materials, is collected at the three receives 62 million kilos of recycles paper material per waste separation stations in the city and processed there. year (AVU, 2012, p. 10) In the city of Utrecht 12.200 tons per year are collected. At all the waste separation stations in the province in total Wastewater cycle 39.200 tons per year are collected. The wastewater in the city of Utrecht is distributed from buildings and hard surfaces to a main transport sewer Vegetal waste cycle by means a network of smaller sewer pipes covering the The vegetal waste, comprising of 9000 tons per year for entire city (figure 10). The main transport sewer then the city and 100.500 tons per year for the province (M. brings the wastewater to the sewage water purification van Langen – van der Meer, AVU, personal communication, installations (RWZI’s) in Overvecht, De Meern and Lage May 31, 2013), is collected in a process similar to the Weide (figure 10) (Hoogheemraadschap De Stichtse household waste collection, with the addition of the Rijnlanden, 2013). Here the water is treated and the clean material that is produced by the management of green water residue is pumped into the main water bodies. At spaces by the municipality. The vegetal waste is brought the main installation in Overvecht dredge is filtered from to the AVR Utrecht and from there transported by truck via the water and transported by a pipeline to the dredge the A2 and A12 to Wilp (figure 10) (AVU, 2012, p. 9). Here fermentation installation at the RWZI Lage Weide (figure the vegetal waste is fermented and the outcome of this 10) (Hoogheemraadschap De Stichtse Rijnlanden, 2013). process is electricity from biogas.
2. MAPPING Bridging Utrecht • Infrastructure as Strategy • 41 Figure 11. Quantities of waste cycling in Utrecht (AVU, 2012; Hoogheemraadschap De Stichtse Rijnlanden, 2013)
42 • Bridging Utrecht • Infrastructure as Strategy 2. MAPPING Surface water pollution Soil pollution The pollution of the surface waters is general in Utrecht, The soil pollution in Utrecht is substantial, especially in and is thus not shown as an entity in the map. The former industrial areas like the Cartesius Triangle and main pollutants in the surface water are phosphate Griftpark (figure 10). The areas marked on the map are and nitrogen. The norm for nitrogen levels set by the to be cleaned or treated before they can be developed municipality of Utrecht is 2.8 mg/l, but in the current in the future (J.A.C. Wiegers, Gemeente Utrecht, personal situation it is 3.0-3.5 mg/l. The norm for phosphate communication, May 30, 2013). These pollutions are levels is 0.15 mg/l and in Utrecht it is 0.2-0.3 mg/l. The severe enough to prevent building developments without municipality considers the phosphate level the most cleaning or treating the soil. Another issue is the slow pressing issue, as this influences the temperature and seeping of pollutants into the groundwater and thus algae growth in the water (E.W. Rebergen, Gemeente adding to the pollution therein (J.A.C. Wiegers, Gemeente Utrecht, personal communication, June 28, 2013). Utrecht, personal communication, May 30, 2013).
Groundwater pollution Spatial impact The pollution of the groundwater in the city of Utrecht The spatial impact of the waste cycles in Utrecht is most is quite extensive. The pollutions have been caused by apparent in relation to mobility. The mobility is influenced industries over the past decennia and are now polluting by the daily use of the main roads and Amsterdam not merely spots, but entire areas in the ground water Rijnkanaal by waste trucks and ships for the transport of zone. The areas that are marked on the map (figure waste. The waste collection points and RWZI’s are visible, 10) do no have a fixed edge and the entire pollution but incorporated in industrial plots, blocks or buildings. The slowly moves towards the east-northeast by ten metres surface water pollution is spatially experienced mostly in per year, transported by the groundwater flow (J.A.C. summer, when the warmer temperatures of air and water Wiegers, Gemeente Utrecht, personal communication, together with the pollutants in the surface water cause May 30, 2013). The pollutions are measured in the first an unpleasant smell. The sewage system, groundwater aquifer (Watervoerend Pakket I – WVP I) at -5m NAP to pollution, and soil pollution are underground. However, -50m NAP (J.A.C. Wiegers, Gemeente Utrecht, personal severe pollution can affect the future land use in relation communication, May 30, 2013). In this zone some of the to restrictions of functions for new developments. existing TES systems have been used in a pilot to see if groundwater movement stimulates bacteria to break off pollutants and thus influence the pollution issue in a positive way. The outcomes of this process seem promising and the pilot is referred to as the ‘bio washing machine’ The groundwater (R. Verburg and T. Simon, Arcadis, personal communication, June 18, 2013). Where the division between the first and pollutions have been second aquifer has been punctured by for example deep caused by industries drilling activities, the pollution can slowly move into the second aquifer. This is quite a problem, as the water in over the past decennia the second aquifer is protected to secure the long-term drinking water supply (M.E. Elzerman, Vitens, personal and are now polluting communication, June 17, 2013). The punctures and extent entire areas in the first of the dividing layer between the first and second aquifer are not known, thus the only measure by the government aquifer”. is at present to prohibit punctures by drilling deeper than -50m NAP (J.A.C. Wiegers, Gemeente Utrecht, personal communication, May 30, 2013).
2. MAPPING Bridging Utrecht • Infrastructure as Strategy • 43 Figure 12. Energy generation in Utrecht (Nuon, 2013; Harting, 2009; Bleijs, 2013; Van Dorp, 2012; Wessels, 2013; Dooper, et al, 2010)
Energy plant
WOS/HWC
Thermal energy storage
Power lines
District heating
44 • Bridging Utrecht • Infrastructure as Strategy 2. MAPPING 2.3 Energy generation
To map the energy generation and distributing systems in Utrecht we used information on regular sources like production of electric- and thermal energy, power lines, and district-heating system, and information on A TES system stores renewable sources like dredge fermentation, and thermal heating and cooling energy storage (TES). There are investigations on the opportunities of solar energy, wind energy, thermal energy energy in the from sewage and a biomass plant in Utrecht, but as these are not yet exisitng systems they are not mapped in this groundwater. The research. heating energy can Energy production be used in winter to The main energy production cluster for Utrecht is situated at the Lage Weide and Merwede crossing (figure 12). Here heat buildings and the four major STEG (Steam and Gas Turbine) plants of the Nuon are producing a staggering 690 Megawatt electric cooling energy can be energy per year, which provides electricity for 1.4 million used in summer to cool households (Nuon, 2013). Nuon distributes the produced electricity by high voltage (150 kV) power lines throughout buildings”. the Netherlands (TenneT, 2011). Besides electricity the four plants also produce a total of 570 Megawatt of thermal energy for 500.000 households in the region of Utrecht (Nuon, 2013). Nuon delivers the thermal energy produced by the plants by means of main heating transport pipes (figure 12) to the heating distributing stations (WOS - Warmte Overslag Stations) in Overvecht, Station district, Rijnsweerd, Leidsche Rijn and Merwede industrial area. From the heating distributing stations Eneco takes over from Nuon to distribute the thermal energy in the district- heating system (figure 12) to 35.000 households in the city of Utrecht (A. Harting, Gemeente Utrecht, personal communication, May 30, 2013). The system in Utrecht is most extensive in the Netherlands and the oldest, as it was built in 1923 (Harting, 2009). The district-heating only covers one third of the total heating demand in the city (Harting, 2009), as most buildings are still heated by means of gas. However, the district-heating system does offer a CO2 emission reduction of 90.000 tons per year (Harting, 2009). Please note that in the energy production of Utrecht the Uithof is excluded from all data, as this area has a separate power plant, set of thermal energy storages (TES’s) and other sources of renewable energy.
2. MAPPING Bridging Utrecht • Infrastructure as Strategy • 45 Figure 13. Quantities of energy generation in Utrecht (Nuon, 2013; Harting, 2009; Bleijs, 2013; Van Dorp, 2012; Wessels, 2013; Dooper, et al, 2010)
46 • Bridging Utrecht • Infrastructure as Strategy 2. MAPPING Thermal energy storage Thermal energy storage (TES) has seen a rapid growth in demand and application in Utrecht over the past five years. A TES system stores heating and cooling energy in the groundwater. Thus the heating energy can be used in winter to heat the building and the cooling energy can be used in summer to cool the building. In Utrecht this storage is only allowed in the first aquifer (Watervoerend Pakket I – WVP I) at -5m NAP to -50m NAP to secure the drinking water supply (paragraph 2.1) (M.E. Elzerman, Vitens, personal communication, June 17, 2013). At the moment of writing this report over fifty TES’s are built or authorized in the city of Utrecht (figure 12) (C. van der Vliet, Gemeente Utrecht, personal communication, May 30, 2013). Important clusters are the Station District, Rijnsweerd, Uithof, Papendorp, Leidsche Rijn, De Wetering, and Lage Weide. Companies that use thermal energy storage for the heating and cooling of their new office buildings mostly develop them individually. However, the municipality now starts to regulate the development of TES’s, because the demand is increasing and many companies tend to develop an extraction range that exceeds their own plot footprint (C. van der Vliet, Gemeente Utrecht, personal communication, May 30, 2013). Also many TES’s are built separately in a short distance from others, which could explain the fact that seven or eight out of ten TES systems are not functioning optimally in Utrecht (A. Harting, Gemeente Utrecht, personal communication, May 30, 2013). According to research on collective thermal energy storage management his issue could be solved connecting the systems in order to be able to adjust the settings of the collective system optimally (Wessels, 2013).
Spatial impact The spatial impact of the energy systems is mostly found in the highly visible power lines and wind turbines in the landscape. The large power plants, future biomass plant, dredge fermentation installation, WOS buildings, TES systems, and solar panels are visible, but incorporated in blocks or buildings. District-heating pipes, gas pipes and electricity cables are underground and thus have only a spatial impact in relation to planning and construction of new developments.
2. MAPPING Bridging Utrecht • Infrastructure as Strategy • 47 Figure 14. Food production in Utrecht (Vleugel, 2003; Dienst Stadsontwikkeling, 2003; Provincie Utrecht, 2010)
Distribution centre
Urban distribution centre
Neighbourhood market
Supermarket
Restaurant
Allotment garden
Primary distribution routes
Secondary distribution routes
Planned distribution routes
Distribution bij ship
48 • Bridging Utrecht • Infrastructure as Strategy 2. MAPPING 2.4 Food production
To map the food production and distributing systems in Utrecht we used information on distribution routes and centres, supply of supermarkets, restaurants, and markets, and locations of allotment gardens. Trucks bring food by road to urban distribution centres, Food distribution network An extensive distribution network covering large parts of shops and wholesale the Netherlands serves the food consumption in Utrecht through supermarkets. Most of the supply is coming stores. The routes used by from the regions of Amsterdam and Breda from large distribution centres per individual chain of supermarkets trucks for distribution are (figure 14) (Vleugel, 2003, p. 61; The Facility Group, 2008, specifically authorized by pp. 52-53). Trucks bring food by road to urban distribution centres, shops and wholesale stores. The routes used by the municipality” (Vleugel, trucks for distribution, which are specifically authorized by the municipality, are marked on the map (figure 14) J.M. 2003, p. 68). (Vleugel, J.M. 2003, p. 68). One exception is the GEPU wholesale store that supplies parts of the inner city by ship via the Oudegracht (L. de Jel, Lekker Utrechs, personal communication, May 29, 2013). From the distribution centres and wholesale stores the food is transported to central Utrecht where most of the shops, supermarkets and restaurants are situated. The access to the inner city is increasingly under pressure from distribution by trucks. Though the time windows for deliveries in the pedestrian areas have been set at 6.00-11.00 and 18.00-19.00 from Monday to Saturday (Dienst Stadsontwikkeling, 2003).
2. MAPPING Bridging Utrecht • Infrastructure as Strategy • 49 Figure 15. Quantities of food distribution in Utrecht (Vleugel, 2003; Dienst Stadsontwikkeling, 2003; Provincie Utrecht, 2010)
50 • Bridging Utrecht • Infrastructure as Strategy 2. MAPPING Local food production Though the supermarkets are the main providers the local food production through allotment gardens (figure 14) and local farmers is increasing (L. de Jel, Lekker Utrechs, personal communication, May 29, 2013). This tendency of people wanting to know where their food comes from has been growing steadily. The people living in the province of Utrecht annually spend an average of €42,60 on biologically produced food which is higher than the average of €36,10 in the Netherlands (Provincie Utrecht, 2010, p. 10).
Spatial impact The spatial impact of the food related system in Utrecht is most evident in terms of mobility. The transport by distribution routes influences the mobility and the supply of supermarkets and restaurants require facilities like (un)loading points. The density of the facilities that need supplying in the inner city is such that the centre is often congested with trucks and window times are needed. Distribution centres, supermarkets, and restaurants are visible, but incorporated in blocks or buildings. Neighbourhood markets and allotment gardens contribute to the lively character and use of people of public or green spaces.
2. MAPPING Bridging Utrecht • Infrastructure as Strategy • 51 Figure 16. Fast traffic mobility in Utrecht (Min V&W, 2007; BOEI-Advies, 2009; HTM Consultancy, 2007; GVU, 2009; Utrecht 2005, 2008; Binkhorst, et al, 2012)
Highway
Secondary road
Tertiary road
Railway
Tramway
Busroute
Park+Ride
Park+Ride planned
Parking
52 • Bridging Utrecht • Infrastructure as Strategy 2. MAPPING 2.5 Mass mobility
To map the mass mobility in Utrecht we used information on public transport (train, tram and bus), car movements, cycling and walking, and parking. As the maps were too complex to show all, we made a distinction in fast and Though some railways slow traffic mobility. disappear, the intensity Public transport systems of use of the rest is Utrecht is a main railway hub in the Netherlands, being situated roughly in the centre of the country it connects increasing and new the western, eastern, northern and southern provinces. Daily an average of 164.000 travellers pass through stations are being Utrecht Central Station (Ministerie van Verkeer en developed”. Waterstaat, 2007). Between Utrecht and Amsterdam, The Haque and Rotterdam eight trains per hour move over the railway system (figure 16) (Ministerie van Verkeer en Waterstaat, 2007). The intensive use of the railway system of Utrecht is not only reflected in public transport, as the transport of goods is increasing rapidly. The weight of goods transported by train in 1995 was 20 million tons, compared to 2006 it increased to 41 million tons, which is more than double the amount (Ministerie van Verkeer en Waterstaat, 2007). It is even estimated to double again before 2020 (Ministerie van Verkeer en Waterstaat, 2007). Over the years the railways have developed, and sometimes diminished like the former Griftpark line, and the railway yard of the Cathesius Triangle and parts of the Oosterspoorbaan that are soon to become obsolete (figure 16) (BOEI-Advies, 2009, p. 70). Though some railways disappear, the intensity of use of the rest is increasing and new stations are being developed. The new stations are Zuilen, Leidsche Rijn, Vaartse Rijn and Houten Castellum. Renovation of stations happens at Utrecht Central Station, Vleuten, Terwijde, Lunetten and Houten. In the trams system the demise of the tracks is even more visible, as around 1950 the tram system was huge in Utrecht and now only a connection to Nieuwegein and the new line to the Uithof are to be used (figure 16) (HTM Consultancy, 2007). Besides the train and tram systems the city is mostly covered by bus transport (figure 16) (GVU, 2009).
2. MAPPING Bridging Utrecht • Infrastructure as Strategy • 53 Figure 17. Quantities of fast traffic mobility in Utrecht (Min V&W, 2007; BOEI-Advies, 2009; HTM Consultancy, 2007; GVU, 2009; Utrecht 2005, 2008; Binkhorst, et al, 2012)
54 • Bridging Utrecht • Infrastructure as Strategy 2. MAPPING Fast traffic mobility The main car movement and transport occurs by means of the Ring Utrecht, consisting of the A27, A12, A2 and N230 (figure 16). This last will be upgraded in 2017 to a highway with overpasses that will connect the A2 and A27 (Dienst Stadsontwikkeling, 2005; Provincie Utrecht, 2008). The ring transports an average of 220.000 vehicles per day (Binkhorst, Kloppenborg, Korff de Gidts, 2012). The municipality stimulates a major access route from the A2 to the Jaarbeurs area for cars and trucks to reach the city centre (M. Degenkamp, Gemeente Utrecht, personal communication, July 23, 2013). The ambition of the municipality is to make the secondary ring for cars (figure 16) less attractive for cars and upgrade the accessibility for slow traffic and the character of the public space around these roads (M. Degenkamp, Gemeente Utrecht, personal communication, July 23, 2013). But still the other main roads and secondary roads in the city of Utrecht are quite under pressure from the amount of traffic and distribution. Many roads are used intensively, which leads to congestion, especially in the city centre. The parking of cars is quite a pressure on the urban space and is thus clustered in parking buildings in the inner city (figure 16). In Hogeweide, Papendorp, and Westraven park and rides with a connection to the city centre of Utrecht are situated near the highways (figure 16).
2. MAPPING Bridging Utrecht • Infrastructure as Strategy • 55 Figure 18. Slow traffic mobility in Utrecht (AGV Movares. 2011; Dienst Stadsontwikkeling, 2012a)
Cycling route
Cycling route planned
Walking route
Cycle parking
OV-Bike point
56 • Bridging Utrecht • Infrastructure as Strategy 2. MAPPING Slow traffic mobility The slow traffic in Utrecht comprises of dense cycling and walking networks. These network sometimes follow roads, but are often separate as well (figure 18). Many cycling The many barriers routes are used intensively, as there are 268.000 cycling created by water, roads movements inside the Ring Utrecht (AGV Movares. 2011). This leads to ‘bike queues’ near traffic lights, especially and railways are a in the city centre. The Fietsersbond and municipality are currently working together to create an unimpeded major threat to the cycling network in the city (figure 18) (M. Degenkamp, Gemeente Utrecht, personal communication, July 23, 2013; planned unimpeded R. Glas, Fietsersbond Utrecht, personal communication, cycling network”. July 23, 2013). The many barriers created by water, roads and railways are a major threat to this fast network. Most of these barriers are oriented north to south, but the economic axis of the city (Leidsche Rijn, Centre, Uithof) is oriented west to east (M. Degenkamp, Gemeente Utrecht, personal communication, July 23, 2013). The ambition of the municipality is not only to create a stronger network in which slow traffic has a priority position, but also to combine mobility with the development attractive and green public space (Dienst Stadsontwikkeling, 2012a, pp. 31-41; M. Degenkamp, Gemeente Utrecht, personal communication, July 23, 2013).
Spatial impact The spatial impact of the road and railway infrastructures in Utrecht is quite substantial. The railways and roads are in many places elevated to prevent dangers at same level crossings. The elevated infrastructures are quite a barrier between the inner city and the landscape, as only a few bottleneck underpasses allow cars and cyclists to pass. This makes it increasingly difficult for people to get out of the city and into the surrounding landscape (R. Glas, Fietsersbond Utrecht, personal communication, July 23, 2013). The public transport (train, tram and bus), roads, cycling paths and street parking are visible in the landscape and form a pressure the urban space (M. Degenkamp, Gemeente Utrecht, personal communication, July 23, 2013). The parking in the centre of the city is visible, but incorporated in blocks or buildings, which somewhat relieves the pressure of parking in the city.
2. MAPPING Bridging Utrecht • Infrastructure as Strategy • 57 Figure 19. Quantities of slow traffic mobility in Utrecht (AGV Movares. 2011; Dienst Stadsontwikkeling, 2012a)
58 • Bridging Utrecht • Infrastructure as Strategy 2. MAPPING 2.6 CONCLUSION MAPPING
Underground and aboveground working together Reflection on the mapping phase When looking at the mapping of systems in Utrecht we When looking back we can conclude the mapping phase observed several systems in which underground and was quite elaborate. We spent several months gathering aboveground are working together. The first is the use of information and mapping the existing systems. Especially drinking water extraction areas for other spatial functions, the gathering of information from third parties, like the like recreation and ecology (M.E. Elzerman, Vitens, personal Municipality of Utrecht, Vitens, or Eneco, took more time communication, June 17, 2013). The only condition for than we had anticipated. During the mapping phase we this bundling is that the added functions of the water found out about the need for a district-cooling network, extraction landscape do not in any way form a threat for while interviewing Sieb van der Weide of the Municipality the quality of the drinking water supply (M.E. Elzerman, of Utrecht on cables and ducts in the underground. The Vitens, personal communication, June 17, 2013). The district-cooling network is not an existing system, thus it second is the sewers that are connected to sewage water was not part of our mapping phase. However, the interview purification installations (RWZI’s) to clean the water and did bring us the focus of our research. Eventually we used pump it into the surface water. The third is the WOS and only a small part of the outcomes of the mapping process HWC installations, where the thermal energy generated in the bundling and designing phases of the project. We by the power plants passes through a building containing think this is inherent to a broad inventory like the mapping a distributing station of the district-heating network. process, because the mapped information is connected to And the fourth is the thermal energy storage system, the focus of the research. Thus it could be enough to only which connects groundwater with the thermal balance map in relation to the topic. However, we chose to test the of utilitarian buildings. Of these four combinations only method of mapping in this research and thus felt the need the drinking water extraction has a landscape-based to map as broad and complete as possible. spatial impact, while the three others are all incorporated in buildings. These systems that combine underground We tested the method of mapping by Pierre Bélanger and aboveground do not necessarily have a spatial value, (Bélanger, 2013), of which we can conclude that it is a but they form the input for the bundling phase in which useful tool to map systems structurally. We decided to we explored the possibilities of bundling systems that only look at the existing systems in Utrecht, because we together create a spatial value. had the hypothesis that the bundling phase as described in paragraph 1.6 was needed in order to translate from the mapping to de designing phase. In hindsight we now realize it would have been good to conduct a mapping of the problems and opportunities connected to systems, in order to come a more structured bundling phase and We used only a small then the design assignment. This mapping of problems and opportunities, besides the existing systems, and the part of the outcomes of different use of the bundling phase this involved need the mapping process”. to be tested in further research to develop the method of Bélanger beyond the research described in this thesis work.
2. MAPPING Bridging Utrecht • Infrastructure as Strategy • 59 Bundling is the process of combining certain systems that can together come to an added value”. 3. BUNDLING Bundling underground and aboveground infrastructures in Utrecht Table 5. Possible bundling from the mapping
Systems Bundling Opportunities Surface water system Transport, ecology, recreation Existing bundling Drinking water extraction Multiple space use Existing bundling Drinking water distribution Sewage, cables, district-heating Possible bundling Waste distribution systems Energy generation Existing bundling Sewage system Thermal energy production Possible bundling Surface water pollution - - Groundwater pollution Thermal energy storage Successful pilot Soil pollution Public space (Griftpark) Existing bundling Electricity production Thermal energy production Existing bundling Thermal energy production District-heating system Existing bundling Power lines - - District-heating system Thermal energy storage Possible bundling Dredge fermentation Energy generation Existing bundling Thermal energy storage (TES) District-heating system, groundwater pollution Possible bundling Food distribution - - Food sale Allotment gardens (markets) Existing bundling Allotment gardens Markets Existing bundling Public transport Other mobility, cables and ducts Existing bundling Fast traffic mobility Other mobility, cables and ducts Existing bundling Slow traffic mobility Other mobility, cables and ducts, public space Existing bundling Parking Cables and ducts, sewage Possible bundling
62 • Bridging Utrecht • Infrastructure as Strategy 3. BUNDLING 3.1 Possible bundling from the mapping phase This paragraph describes the possible bundling of systems Bundling the district-heating network and thermal energy that we learned from the mapping phase in the broadest storage sense. Later in this chapter we zoom in towards bundling The production of thermal energy by TES systems could of underground and aboveground, and the relation with be an opportunity to supply thermal energy for the the district-cooling network, which forms the focus of this existing district-heating network in a sustainable way. research. We explored this option, but the TES systems proved to be incompatible with the district-heating system. This We started the exploration of possibilities of bundling incompatibility arises from the fact that the temperature by making an overview of the existing bundlings and of the district-heating network (70-90 degrees Celsius) possibilities (table 5). Because we are looking for a new is much higher than the temperature produced by a intervention in Utrecht from our background as landscape TES system (5-25 degrees Celsius), and lowering the architects we selected the nonexistent bundling options temperature would not be efficient in terms of the from the table. We shortly described these options below, needed extra heating of the output of the TES system or and argued why these bundlings could (not) be matched the lowering of the temperature of the entire system and with our topic. consequently insulating all connected buildings extra (A. Harting, Gemeente Utrecht, personal communication, May Bundling underground infrastructures 30, 2013). Because of this incompatibility we did not find It could be an opportunity to bundle cables, ducts, sewage this option a suitable challenge for this thesis work. pipes, district-heating pipes, drinking water pipes, etc. together in one underground structure. This does not yet Bundling the sewage system and thermal energy exist in Utrecht, but the damage by digging and the mess production in de underground layout are substantial problems in A possible bundling that is currently explored in Utrecht is Utrecht (S.F. van der Weide, Gemeente Utrecht, personal the use of thermal energy from sewage water to produce communication, June 24, 2013). In Rotterdam this is heating energy in a sustainable way (Tauw, 2011). We already done by means of ‘cable ducts’ that can be flexibly find this option intriguing, but the production of heating used for future developments as well (J. Verburg, Port of energy is not relevant to our focus on a district-cooling Rotterdam, personal communication, June 26, 2013). This network. opportunity is closely connected with the bundling of parking and underground infrastructures, as the point This exploration of possible bundling of systems that we where a cable duct meets an underground parking facility learned from the mapping phase can be an inspiration the system can be easily accessible. We found this for the bundling of existing systems with the district- opportunity interesting to use, because a district-cooling cooling network, because it offers a broader context of network involves developing many kilometers of pipeline possible infrastructural assignments in Utrecht. We used that can be considered an incentive to build cable ducts this inspiration in the following stages of the bundling that bundle underground infrastructures. process and eventually the designing phase.
3. BUNDLING Bridging Utrecht • Infrastructure as Strategy • 63 Figure 20. Rijnkennemerlaan (Wiederholdt, 2006) Figure 21. Rijnkennemerlaan (Stiltewandelingen-utrecht.nl, 2013)
Figure 22. Waterwinpark (Mensonides, 2005) Figure 23. Inktpot (Den Boer, 2011)
64 • Bridging Utrecht • Infrastructure as Strategy 3. BUNDLING 3.2 EXAMPLES OF Existing or historical bundling in Utrecht Besides the possible bundling of systems (paragraph 3.1) The Inktpot building (figure 23) in the Station District that we learned from the mapping phase, we looked at of Utrecht is a bundling of a water tower and an office existing or historical examples of bundling underground building. The water tower has a reservoir of 27 m3 and systems to spatial values aboveground in Utrecht. This was used to regulate the pressure on the drinking water created a context for the propositions that we made in network. The Inktpot was designed by G.W. van Heukelom the designing phase (chapter 4). The three examples we and built in 1918-1921. The building was commissioned explored are the Rijnkennemerlaan, Waterwinpark and by the NS and is still in its possession. As can be seen in Inktpot. figure 23 the brick monument is quite a special building and it is widely considered as an important landmark for The Rijnkennemerlaan in Leidsche Rijn (figures 20 the city of Utrecht. and 21) is a bundling of an underground pipeline and a monumental vista. This 4 kilometres long area These examples of existing smaller to larger scale bundling belongs to the drinking water company and contains in Utrecht can be an inspiration for the implementation of two major pipelines for drinking water distribution that the district-cooling network, because they show principles require an open zone. H+N+S Landschapsarchitecten that have been implemented in Utrecht. We used this designed the 35 metre wide-open zone as a slightly inspiration in the designing phase. hollow grassy area with a lane of Italian poplars (H+N+S Landschapsarchitecten, 2013). This creates a strong vista that connects the surrounding neighbourhoods by means of cycling- and walking route. We looked at The Waterwinpark in Leidsche Rijn (figure 22) is a bundling of drinking water extraction and public space. existing or historical This area requires protection of the groundwater and can thus be used for recreation and small events. However, examples of bundling the use of the public space can in no way compromise the underground systems drinking water quality. The open meadows and wetland areas are much used by the people from the surrounding to spatial values neighbourhoods. The promenades and walkways in the park are designed as routes for the drinking water aboveground in extraction company. The design was made in 2000 by Utrecht”. Veenenbos en Bosch Landschapsarchitecten.
3. BUNDLING Bridging Utrecht • Infrastructure as Strategy • 65 Figure 24. Missing links for slow traffic mobility (Fietsersbond, 2013; Degenkamp, 2013) can be solved by connecting hubs
66 • Bridging Utrecht • Infrastructure as Strategy 3. BUNDLING 3.3 Bundling in relation to the district-cooling network In this thesis we focus on a district-cooling network that forms a catalyst for a masterplan for the underground developments in Utrecht, and at the same time develops the urban realm towards a high quality, liveable environment. Also the municipality of Utrecht has the ambition to make Utrecht CO2 neutral in 2030 (Gemeente Utrecht, 2012, p. 5). Thus we want to connect the collective district-cooling system to renewable cooling sources. In this paragraph we shortly describe the possibilities of bundling systems with the district-cooling network in relation to solving problems in the urban realm that we derived from the mapping phase and reference projects in order to come to the design assignment.
Bundling district-cooling and slow traffic mobility During the mapping phase we found out that mobility in Utrecht is a major issue, as there is much infrastructure in Utrecht that is under intense pressure (M. Degenkamp, Gemeente Utrecht, personal communication, July 23, 2013). The development of a new underground system can have an added value for relieving this pressure, because the pipeline requires tunnelling or bridging when it meets a barrier, which is very similar to the barriers taken by traffic (figure 25). Especially slow traffic, like cyclists and walkers, are in need of better connectivity (R. Glas, Fietsersbond Utrecht, personal communication, July 23, 2013). Where the underground network meets barriers, like waterways or railways, we connect the district-cooling network to some important missing links in the preferred fast cycling network: the Carthesius Triangle, Jaarbeurs and Oosterspoorbaan (figure 24) (M. Degenkamp, Gemeente Utrecht, personal communication, July 23, 2013). This could contribute to a CO2 emission reduction, because it can stimulate environmental friendly modes of transport and thus reduce the CO2 emission by the use of cars for local mobility (R. Glas, Fietsersbond Utrecht, personal communication, July 23, 2013). Also the ambition of the municipality to create a stronger network in which slow traffic has a priority position and to combine mobility with the development attractive and green public space (Dienst Stadsontwikkeling, 2012a, pp. 31-41; M. Degenkamp, Figure 25. Connecting hubs principle Gemeente Utrecht, personal communication, July 23, 2013) as previously described in paragraph 2.5.
3. BUNDLING Bridging Utrecht • Infrastructure as Strategy • 67 Figure 26. Groundwater pollution (Wiegers, 2013; Arcadis, 2009) can be solved by a ‘bio-washing machine’
68 • Bridging Utrecht • Infrastructure as Strategy 3. BUNDLING Bundling TES sources and groundwater pollution The ‘bio washing machine’ principle bundles thermal source, which are situated approximately 50-100 metres energy storage systems with solving ground water from each other depending on the thermal radius (R. pollution. The ‘bio washing machine’ principle can be Verburg, Arcadis, personal communication, October 18, connected to the district-cooling network, because it 2013). The cold source pumps cold water up in summer involves the production of cooling energy by means of to cool the building, and the warmer water residue after a renewable source. A thermal energy storage system the extraction of the cooling is then stored in the warm supplies a building with heat in winter and cooling in source. In winter the heat from the water stored in summer by storing thermal energy in the groundwater (R. the warm source is extracted and the colder residue is Verburg and T. Simon, Arcadis, personal communication, pumped back into the cold source (figure 27) (R. Verburg June 18, 2013). The groundwater is extracted by deep and T. Simon, Arcadis, personal communication, June pipes and led through a thermal exchanger. Many thermal 18, 2013). It is legally required to keep the energetic energy storage systems have a cold source and a warm value of the groundwater even when extracting water for thermal energy storage (R. Verburg, Arcadis, personal communication, June 18, 2013).
The growing demand for TES systems in Utrecht is an opportunity to address the groundwater pollution in the first aquifer (figure 26) as described in paragraph 2.2. The use of thermal energy storage systems to treat groundwater pollution has so far been tested in the ‘bio washing machine’ pilot in Utrecht. The TES systems generate groundwater movements that stimulate naturally existing bacteria to break the pollutants (figure 27). By adding nutrients this process is accelerated, but it is still a long-term solution (R. Verburg and T. Simon, Arcadis, personal communication, June 18, 2013). It is important to note that the situation and exploitation of the TES systems should be the guiding principle and not the pollution issue, as the contribution to solving these issues can be considered to be a residual function (R. Verburg and T. Simon, Arcadis, personal communication, June 18, 2013).
Figure 27. The ‘bio-washing machine’ principle
3. BUNDLING Bridging Utrecht • Infrastructure as Strategy • 69 Figure 28. Surface water pollution (Rebergen, 2013) can be solved by a cooling water shaft with filter (Van der Hoek, 2013)
70 • Bridging Utrecht • Infrastructure as Strategy 3. BUNDLING Bundling water shafts and phosphate pollution The second renewable source that we explored for the This project is currently the only pilot for a large-scale supply of the district-cooling system is cooling energy district-cooling network in the Netherlands. As Utrecht gained from surface water. This cooling energy generation lacks the presence of deep water bodies we also looked is renewable and is thus interesting for the district- at a reference project of the University of Twente that cooling network. The principle of surface water sources studied the use of deep water shafts for cooling energy came from a reference project in Amsterdam, where the (Vermeer and Willems, 2006, pp. 22-24). Zuidas is supplied with cooling energy by means of cold water from a very deep water body (Gemeente Amsterdam, The principle of a surface water source is that a water 2011; Roelen, 2009). body with sufficient depth can be used to pump cold water from the deepest point into a cooling plant (figure 29). In this plant the cold from the surface water is transferred to the water in the distribution network through a thermal exchanger. The distribution network then transports the cooling (6 degrees Celsius) to the connected buildings. The warmer water (16 degrees Celsius) coming back from the buildings is then treated and pumped back into the surface water source (Agentschap NL Energie en Klimaat, 2010; Roelen, 2009).
We deduced that the pumping and filtering of the surface water through a cooling plant could be an opportunity to filter the pollutants from the water. In this case we focused on phosphate, as this causes the most urgent pollution in the surface water of Utrecht (figure 28) (E.W. Rebergen, Gemeente Utrecht, personal communication, June 28, 2013). In the process of circulating the surface water through the cooling plant, the water is pumped back into its source slightly warmer. In the case of the Zuidas, where cold surface water from the Nieuwe Meer and Ouderkerkerplas is used as a source for the district-cooling system, the phosphate level of the water is reduced by means of oxidation to stabilize the temperature of the water output and prevent algae growth (J.P. van der Hoek, Waternet, personal communication, July 10, 2013; Agentschap NL Energie en Klimaat, 2010). We deduced that this system could be used to filter more phosphates from the water than necessary to stabilize the temperature, and thus slowly contribute to solving the phosphate pollution issue. Jan Peter van der Hoek Figure 29. Cooling water shaft with filter principle confirmed this line of thought, based on his experience with the Zuidas reference project (J.P. van der Hoek, Waternet, personal communication, July 10, 2013).
3. BUNDLING Bridging Utrecht • Infrastructure as Strategy • 71 72 • Bridging Utrecht • Infrastructure as Strategy 3. BUNDLING 3.4 CONCLUSION BUNDLING
Bundling systems with the district-cooling network Reflection on the bundling phase To come to the design challenge in the next chapter In his thesis work and articles on landscape infrastructures we combined the collective district-cooling network Bélanger states the necessity to bundle infrastructures on with bundled systems. These bundled systems form the a large scale (Bélanger, 2013, p. 337). However, he does outcome of the bundling phase. These systems are the not explicitly describe bundling as a phase, and he does bundling of underground systems in cable ducts, the not offer any tools for bundling, like he did with the list creation of open space aboveground by underground of biophysical systems for the mapping phase. This gave systems, the principle of the ‘bio washing machine’, the us much freedom for interpretation and certain flexibility, optimization of the slow traffic mobility and the surface but it also made it a very difficult phase to work with. We water sources. experienced during our process that the methodology of the bundling phase relies on the way the mapping Most of these bundlings are not new in themselves, but phase is conducted. As our mapping phase was concise our contribution is that we bring them together, connect in its focus on existing systems, the bundling phase had them to a district-cooling network, and explore their to be the study of opportunities, threats, precedents, and spatial value. We chose this combination, because it can the bundling itself. As described previously in paragraph lead both technically and spatially to a major impact in 2.6 we realized it would have been good to conduct a the city of Utrecht. As landscape architects we explore mapping of the problems and opportunities connected the edges of our field with this choice, as we intended to systems, in order to come a more structured bundling to contribute to the discussion of bundling underground phase and then the design assignment. infrastructures by adding a spatial value to the technical underground implementations. While going through the bundling phase, we found it quite difficult to make a connection between the mapping, bundling, and designing phases. We actually rewrote the bundling phase as much as four times while searching to make this connection well. As described above conducting the mapping including opportunities and threats could We experienced during offer a more structured bundling phase, of which the approach would be to investigate which problems and our process that opportunities could be bundled. The resulting use of the bundling phase this involves, needs to be tested in further the methodology of research to develop the method of Bélanger beyond the the bundling phase research described in this thesis work. relies on the way the mapping phase is conducted”.
3. BUNDLING Bridging Utrecht • Infrastructure as Strategy • 73 We explored how the development of a district-cooling network supplied by renewable sources can contribute to the urban realm in the city of Utrecht”. 4. DESIGNING Designing a district-cooling network in relation to the spatial domain Figure 30. Barriers are obstructing the west-east economical axis in Utrecht
76 • Bridging Utrecht • Infrastructure as Strategy 4. DESIGNING 4.1 Design challenge
The input from the mapping and bundling phases has lead In the bundling phase we described what bundled to the choice to combine a new district-cooling system systems formed the basis for the design. In the designing with renewable sources, like thermal energy storage, phase we determined where and how bundled systems cooling from surface water and slow traffic mobility, in can be implemented and we argued the choices we relation to the urban realm. Due to our approach from made during our creative and iterative design process. the field of landscape architecture the relationship of the The desirable future we designed to answer the design new infrastructure to the urban space was essential to our challenge is one possible way to deal with this challenge. spatial implementation. Other possible solutions should be explored in further research to come to generally applicable principles as is Design challenge described more fully in paragraph 5.5. The design challenge we formulated based on the mapping and bundling processes is to explore how the Spatial assignment development of a district-cooling network supplied by Besides the general design challenge there is a spatial renewable sources can contribute to the urban realm assignment in Utrecht. Together they form the focus of the in the city of Utrecht. We wanted to research where and designing phase of our thesis. The many barriers created how this network can be implemented and in what ways by water, roads and railways are a major threat to the the network can be bundled with the development of the spatial connectivity in Utrecht. urban realm in order to create added value for the spatial domain of Utrecht. Utrecht has always been divided Most of these barriers are oriented north to south, but by the development of its infrastructure; now we use the economic axis of the city is oriented west to east infrastructure as a strategy to reconnect the city. (figure 30) (M. Degenkamp, Gemeente Utrecht, personal communication, July 23, 2013). This economic axis connects the developments of Leidsche Rijn to the companies in the inner city and the knowledge cluster of the Uithof (figure 30). Barriers that hinder this economic In the bundling phase we axis are (from west to east) the A2 highway, Amsterdam Rijnkanaal, Merwedekanaal, Beneluxlaan, Vleutenseweg, described what bundled Croeselaan, railway system, Station District, Singel, Oosterspoorbaan, Waterlinieweg, and A27 highway (figure systems formed the basis for 30). the design. In the designing Overcoming these barriers by means of connecting hubs phase we determined where (see also the previously described missing links in paragraph 3.3) and reconnecting the economic axis in and how bundled systems terms of slow traffic mobility is our focus for the strategic can be implemented and plan and details. Utrecht has always been divided by the development of its infrastructure; now we use we argued the choices we infrastructure as a strategy to reconnect the city. made during our creative and iterative design process”.
4. DESIGNING Bridging Utrecht • Infrastructure as Strategy • 77 78 • Bridging Utrecht • Infrastructure as Strategy 4. DESIGNING 4.2 Design PROGRAM
To come to a design that is relevant to the case and quite as this can be linked with the renewable sources for the realistic a program needed to be set. However, this thesis district-cooling system. The ground water pollution in the is purely academic and we do not have access to certain first aquifer is an extensive issue in Utrecht, which on the information that is necessary to calculate the input and long-term threatens the drinking water supply for the city output of the system, as is shortly explained here for every as described in paragraph 2.2 (J.A.C. Wiegers, Gemeente required point of the program. Utrecht, personal communication, May 30, 2013; M.E. Elzerman, Vitens, personal communication, June 17, 2013). The first program point is the development of a As this issue is related to the ‘bio washing machine district-cooling network supplied by renewable sources principle’ and we intended to use this system as a source as previously explained. The exact dimensions of this for de district-cooling network we make the reduction network depend on the current and future cooling of groundwater pollution part of the program. However, demand of the city. However, this information depends we cannot specify the pollution’s extent, because the on the organisations that together develop the district- composition of the ground water pollutions is very cooling system (paragraph 4.6), the amounts of built complex and the locations or intensities are not fixed content that needs cooling, the state of the building’s (Arcadis, 2009). insulation, etcetera. As this kind of information has not yet been mapped by anyone and the future developments are The third program point is the optimization of slow traffic not yet specified, we chose not to calculate the cooling mobility. Concerning the slow traffic mobility issues that demand within the context of this research. The quantity are central in the ambitions of the new mobility plan of the and dimensions of renewable sources that supply the municipality (M. Degenkamp, Gemeente Utrecht, personal cooling energy and the quantity of cooling plants that are communication, July 23, 2013) and the Fietsersbond Utrecht needed for the proposed district-cooling network depend (R. Glas, Fietsersbond Utrecht, personal communication, on the cooling demand as described above. As we are July 23, 2013) a certain specification of the program not able to calculate the cooling demand we could not is possible. Three major connections in the city are of determine the quantity and dimensions of the renewable vital importance for the optimization of slow traffic sources and cooling plants. The situation, dimensions and mobility: the Carthesius Triangle point, the Link between quantities of the plan elements designed in this thesis the Station District and the Jaarbeurs area and the must thus be considered to be indicative. Oosterspoorbaan-Venuslaan connection (M. Degenkamp, Gemeente Utrecht, personal communication, July 23, The second program point is the reduction of ground- 2013). These connections between the inner city and the and surface water pollution, which we learned from the Carthesius Triangle, Jaarbeurs area and Kromme Rijn area mapping process. As previously described in paragraph are now missing links, but they are included in all mobility 2.2 the surface water pollution with phosphates is plans and policies for Utrecht (M. Degenkamp, Gemeente an important issue for the surface water quality and Utrecht, personal communication, July 23, 2013). temperature, which influences the urban liveability (E.W. Rebergen, Gemeente Utrecht, personal communication, June 28, 2013). Reduction of surface water phosphates with 0.2-0.7 mg/l is part of the program for the design,
4. DESIGNING Bridging Utrecht • Infrastructure as Strategy • 79 Figure 31. Strategic plan 1:15.000 for an indicative, possible development for 2030
Main distribution pipeline
Secodary distribution pipelines (indicative)
Surface water sources
Thermal energy storage (TES) clusters
Connecting hub
80 • Bridging Utrecht • Infrastructure as Strategy 4. DESIGNING 4.3 Strategic plan
A district-cooling network as described in this paragraph Table 6 Dimensions of plan elements could be developed on the long-term in several districts in Utrecht in order to optimally supply clusters of industrial Plan elements Dimensions buildings, office buildings or educational buildings. Thus Main distribution - 60 cm in section the scale of the conceptual plan (figure 31) is set at pipeline (Gemeente Amsterdam, 1:15.000 to include the entire city of Utrecht. We chose 2011, p. 23) to only show the functional or technical interventions on Cooling plant - Size of several this scale, because the relation to the public space is very houses (Gemeente different for every part of the city. We did make general Amsterdam, 2011, p. 23) principles per plan element (main distribution pipeline, Surface water - 15m depth and thermal energy storage clusters, surface water sources, source - 15-30m section and connecting hubs) that show this relationship, as (Vermeer and Willems, 2006, described in the next paragraphs. pp. 22-24) Thermal energy - 50 m depth max District-cooling network storage (J.A.C. Wiegers, Gemeente We designed a strategy for the development of a district- Utrecht, personal cooling network supplied by renewable cooling sources. communication, May 30, This collective system serves the demand for cooling 2013) of office buildings, educational buildings, shops, and - distance depends industries in the city of Utrecht (S.F. van der Weide, on thermal radius Gemeente Utrecht, personal communication, June 24, (R. Verburg, Arcadis, personal 2013). A collective system is by definition more efficient communication, October 18, than a collection of individual systems, because the peak 2013) levels can be levelled out in a collective system and Cable duct - 30-50 metres of many individual backup installations can be replaced open space needed by one main backup system with a lower energy usage (N. van Pagee, LSNed, (Gemeente Amsterdam, 2011). As the cooling energy personal communication, is to be generated by renewable sources the system October 16, 2013) contributes to the ambition to become CO2 neutral in 2030. When looking at the Zuidas reference project we assume that we can contribute a 75% reduction of CO2 Table 7. Meters of main distribution pipeline emissions (Roelen, 2009) in comparison to the emissions Metres of pipeline measured from the strategic plan of current unsustainable and individual cooling systems. On the scale of the entire city this leads to a 7% CO2 Plan area Pipeline reduction compared to the situation in 2011 (Gemeente Lage Weide 1648 m1 Utrecht, 2012). The development of this network can Cartesius Triangle 3308 m1 contribute to the development of the urban realm in Leidsche Rijn Centre 1108 m1 terms of slow traffic mobility optimization as the cooling Station/Jaarbeurs 1256 m1 plants and pipelines are to be integrated in bridge-like Inner city 5125 m1 elements that have a connective and public function. Galgenwaard 2772 m1 Total amount 15.217 m1
4. DESIGNING Bridging Utrecht • Infrastructure as Strategy • 81 Figure 32. Open space created by the cable ducts of the district-cooling network
82 • Bridging Utrecht • Infrastructure as Strategy 4. DESIGNING Main distribution pipeline The main distribution network is a pipeline that transports This zone can be developed as a street or public space, cooling water between 6-16 degrees Celsius (Gemeente which will enhance the liveability of the city and the Amsterdam, 2011, p. 25). As the development costs attractiveness of the urban realm (figures 33 to 36). many kilometres of expensive pipeline (this can be These open spaces are generated by the development of €1000 per m1 for large pipes) the main distribution the network and thus the future structure of the public network is designed to be as direct as possible (T. Simon, realm is secured for many years to come. Usually the Arcadis, personal communication, June 18, 2013). The public space is an added bonus, but in the proposed pipeline is situated in an underground duct that can development it becomes a prerequisite. And that is just be used flexibly for future systems like the extension as it should be, because life in a city often depends on its of the district-heating network, data lines, hydrogen public spaces. Thus the public space structures can add transport, etc. The main distribution network (figure 31) is greatly to the quality of life in the city. They give people designed to connect the Singel with development areas the opportunity to meet each other, to move about and or existing areas with a cooling demand. Development to spend quality time outside. The structuring of the areas are the Jaarbeurs, Station District, Cartesius Triangle, developments and open space zones are the two ways Oosterspoorbaan, and Leidsche Rijn Centre. Existing in which the main distribution network influences the areas with a cooling demand are the inner city (shops development of the urban realm. and university), Galgenwaard, Rijnsweerd, Lage Weide, Overvecht, Oudenrijn and Papendorp (figure 31). For the The distribution network connects the clusters of developments and existing areas we only considered utilitarian buildings with the cooling supply. These supply clusters of utilitarian buildings (industries, offices, schools, points can be clusters of thermal energy storage systems shops, etc) as these have a cooling demand (S. van der that extract cooling from groundwater or deep water Weide, Gemeente Utrecht, personal communication, June shafts that supply cooling from surface water. At the 24, 2013). The Uithof is not included, because this area points where the district-cooling system meets a barrier has a completely separate energy system, as described the pipes are clustered in a bridge-like element that in paragraph 2.3. The housing areas and developments connects the underground and aboveground networks we did not take into account, as these are mostly not in the city and contributes to the accessibility for slow centrally air-conditioned, and if they do have a cooling traffic. The implementation and possible typologies of the demand, it is for a cooling temperature of 17-25 degrees thermal energy storage clusters, the surface water sources Celsius (Gemeente Amsterdam, 2011, p. 25), which is not and the connecting bridges and tunnels are explained compatible with the utilitarian district-cooling system. below. We designed the main distribution network, the cooling sources and the connecting hubs, however the smaller branches of the network as shown in the strategic plan are only indicative. The pipeline is situated The district-cooling pipeline mostly follows existing structures, like waterways, roads or public space, that in an underground ensure the accessibility of the pipeline for management. duct that can be used The future developments near the centre of Utrecht, like the Jaarbeurs, Station District, Oosterspoorbaan and flexibly for future Cartesius Triangle, will be structured by means of the main underground duct. Also a zone around the duct will systems”. be kept open to ensure the accessibility in the areas that will be developed (figure 32).
4. DESIGNING Bridging Utrecht • Infrastructure as Strategy • 83 Figure 33. TES cluster designed as a road infrastructure
Figure 34. TES cluster designed as a public space
84 • Bridging Utrecht • Infrastructure as Strategy 4. DESIGNING Thermal energy storage clusters The first renewable source that we explored for the supply of the district-cooling system is cooling energy gained from groundwater by means of thermal energy In Utrecht seven or eight storage systems. This energy generation is renewable out of ten TES systems and thus contributes to the CO2 emission reduction. The working of TES systems was previously discussed in are not functioning paragraph 3.2. In this case we look at open systems, which can have a direct connection with the first aquifer at optimally due to thermal -5m NAP to -50m NAP (J.A.C. Wiegers, Gemeente Utrecht, personal communication, May 30, 2013). As previously interference (A. Harting, explained in paragraph 2.1 it is not possible in Utrecht Gemeente Utrecht, email to drill deeper than the first aquifer, because the second aquifer is protected for drinking water extraction. communication, July 3,
As described in paragraph 2.3 many newly developed 2012)”. buildings are equipped with an individual thermal energy storage system (C. van der Vliet, Gemeente Utrecht, personal communication, May 30, 2013), but there is not yet a collective supply that connects these systems. As the amount of individual TES systems in Utrecht increases in areas like the Station District new problems arise. Many TES systems are so close together that they cause a reciprocal thermal interference, which means that the sources start to influence each other and thus lose their efficiency (R. Verburg and T. Simon, Arcadis, personal communication, June 18, 2013). In Utrecht seven or eight out of ten TES systems are not functioning optimally due to thermal interference (A. Harting, Gemeente Utrecht, email communication, July 3, 2012). This issue asks for a clustering of TES systems that are connected and managed collectively. A collective system could make it possible to fine-tune the management of the TES systems and thus lead to an optimisation of the sources (Wessels, 2013).
In the conceptual plan three thermal energy storage clusters are designed to supply the cooling network and contribute to cleaning groundwater pollution. The three locations for the clusters were selected based on major pollution areas in the first aquifer: the Cartesius Triangle and Galgenwaard. The areas have heavily polluted groundwater as they where sources of pollution in the past (Arcadis 2009). TES clusters have mostly been used in circles or grids to function as a ‘bio washing machine’,
4. DESIGNING Bridging Utrecht • Infrastructure as Strategy • 85 Figure 35. TES cluster designed as a building
Figure 36. TES cluster offers added value of a technical system
86 • Bridging Utrecht • Infrastructure as Strategy 4. DESIGNING however a cross would have the same effect on the groundwater pollution. This shape makes it easies to fit the TES cluster in the urban fabric, inside buildings, under roads or in public space (R. Verburg, Arcadis, personal communication, October 18, 2013). A circle would have to be complete in order to work, preferably with a distance of fifty metres between the TES’s, depending on the thermal radius (R. Verburg and T. Simon, Arcadis, personal communication, June 18, 2013), but a cross can more efficient in the amount of TES’s needed to develop. The development could for example start at the four points of the cross and then continue inwards, thus flexibly responding to TES demand. Also a cross can be adapted to follow existing structures, with uneven angles and variable lengths of arms (R. Verburg, Arcadis, personal communication, October 18, 2013). By combining TES clusters with other sources of thermal energy, like energy from sewage or drinking water, the heat from these other sources can be used to stabilize the pressure of the TES systems and thus optimizing them further (J.P. van der Hoek, Waternet, personal communication, July 10, 2013).
The bio washing machine’ slowly cleans the ground water below the city, thus contributing a clean underground to the urban environment. This offers new land uses for places that were previously too heavily polluted for uses like living. However, the most striking opportunities are the connections to possible aboveground developments with the underground TES clusters. These opportunities take the forms of open (public/green) spaces, roads, public functions and buildings (figures 33 to 36).
4. DESIGNING Bridging Utrecht • Infrastructure as Strategy • 87 It smells in warm weather
The ecological quality of the water is low
The 0.15mg/l excess phosphates is the water cause warmer water and stimulate algae growth
Figure 37. In the current situation the water quality of the Singel is not very good (Rebergen, 2013)
88 • Bridging Utrecht • Infrastructure as Strategy 4. DESIGNING Surface water sources The surface water cooling sources are situated in the Singel and Amsterdam Rijnkanaal, depending on the location of demand from utilitarian buildings and the The surface water situation of the main distribution network (figures 31 cooling sources are and 37). The sources are mostly designed in relation to planned or existing bridges, where the distribution situated in the Singel pipeline crosses the water. Thus the sources can be connected to a cooling plant built in the bridge that also and Amsterdam supports the pipeline. The new bridges and tunnels that are added in our design also have the function of cooling Rijnkanaal, depending plants and pipeline conductors. The amount of surface on the location water sources designed in the conceptual plan is only indicative, as the amount and size or sources depends on of demand from the demand and debit of cooling. As we did not have the means to calculate these aspects in the context of this utilitarian buildings thesis (paragraph 5.5) we can only give an indication of and the situation of the system’s dimensions. the main distribution The underwater shafts that hold deeper and thus cooler water (Roelen, 2009) in existing water bodies supply the network”. cooling from surface water for the district-cooling system. The sources consist of a 15 metres deep shaft with a section width between 10 and 35 metres. These dimensions are based on the University Twente reference project (Vermeer, and Willems, 2006). As described in paragraph 5.5 we cannot realistically specify the dimensions for the case of Utrecht. To ensure the accessibility of the Singel for recreational water use and the Amsterdam Rijnkanaal for shipping the shafts are not protruding above the floor of the water body. To ensure the safety of the shafts for boats, fish and people the shafts are closed with a grid, as it is desirable to keep a direct connection between the water in the shaft and the surface water.
4. DESIGNING Bridging Utrecht • Infrastructure as Strategy • 89 Improved eco- logical quality
The water is cleaner
The phosphate levels are back to normal
Figure 38. Surface water shafts in the Singel improve the quality of the water for the inner city
90 • Bridging Utrecht • Infrastructure as Strategy 4. DESIGNING The long-term cleaning process of the phosphate excess in the surface water is a valuable impact the surface water sources have on the urban realm (figure 38). The lower phosphate levels mean a lower water temperature. This impact is quite useful for the quality of life in the city in two different ways. Firstly the lower temperatures mean less algae growth, thus cleaner and clearer surface water. And secondly the cooler surface water has more potential to cool the warm air in the inner city when wind blows over the water, which greatly adds to a pleasant microclimate in the city in warm summer months.
4. DESIGNING Bridging Utrecht • Infrastructure as Strategy • 91 Figure 39. Existing bridges as connecting hubs
Figure 40. New bridges as connecting hubs
92 • Bridging Utrecht • Infrastructure as Strategy 4. DESIGNING Connecting bridges and tunnels As described before underground infrastructures and slow traffic mobility are both hindered by barriers, like waterways and railways. Thus we looked at the We looked at the ways in which barriers for underground infrastructures ways in which barriers can become opportunities to make the cooling plants accessible and at the same time optimize slow traffic for underground mobility. In this combination the integrations of technical systems are leading opposed to the slow traffic mobility, infrastructures can as the cost of the implementation of these systems is considerable. The barriers thus become the hubs where become opportunities underground systems meet the surface to make the to make the cooling management of technical systems possible. These hubs are the ideal places to situate the cooling plants that plants accessible and regulate the pressure on the system, and distribute the cooling energy. Besides this added value from a technical at the same time point of view the hubs can have an added value for the optimize slow traffic spatial domain in terms of slow traffic mobility. mobility”. As previously described in paragraph 2.5 the ambition of the Fietsersbond and municipality to create an unimpeded cycling network is threatened by the many barriers in the city (M. Degenkamp, Gemeente Utrecht, personal communication, July 23, 2013; R. Glas, Fietsersbond Utrecht, personal communication, July 23, 2013). Barriers created by water, roads and railways are oriented north to south, and the economic axis of the city moves west to east (M. Degenkamp, Gemeente Utrecht, personal communication, July 23, 2013). These barriers require over- or underpasses, depending on the character of the barrier: ‘For some planned connections the character of infrastructural barriers is such, that a bridge or underpass is needed, but for most situations a same-level crossing is preferable’ (R. Glas, Fietsersbond Utrecht, personal communication, July 23, 2013). As these barriers are also an issue for the development of the underground network, we chose to connect this to filling some important missing links in the preferred fast cycling network: the Carthesius Triangle, Jaarbeurs and Oosterspoorbaan (M. Degenkamp, Gemeente Utrecht, personal communication, July 23, 2013).
4. DESIGNING Bridging Utrecht • Infrastructure as Strategy • 93 Figure 41. Tunnels as connecting hubs
94 • Bridging Utrecht • Infrastructure as Strategy 4. DESIGNING Bridges or tunnels are developed where slow traffic development is just starting now we made a detail design mobility can make use of passing of the district-cooling for this bridge within its spatial context (paragraph 4.5). system aboveground where it meets barriers. These places are situated at three strategic locations near The connecting bridges and tunnels are the most the inner city, that are crucial for the optimisation of prominent connections of underground and aboveground slow traffic mobility according to experts (figure 24) (M. developments. The bridges and tunnels can serve as Degenkamp, Gemeente Utrecht, personal communication, cooling plants or support the main distribution pipeline July 23, 2013; R. Glas, Fietsersbond Utrecht, personal , but they also form connecting links in the slow traffic communication, July 23, 2013). The locations of the network connecting the different parts of the city with bridges between the Jaarbeurs area and the Station each other. This contributes to the connectivity and District, and at the crossing of the Oosterspoorbaan and liveability of the urban realm for the inhabitants of the the Venuslaan, and the tunnel at the southeast corner city. How the bridges and tunnels are to be designed and of the Cartesius Triangle, are all mentioned in various constructed depends on the detailed development of the mobility plans and policies for slow traffic (AGV Movares, surrounding areas that form the context of the bridges 2011; Binkhorst, Kloppenborg, Korff de Gidts, 2012; BOEI- and tunnels. In this thesis we only detailed the bridge in Advies, 2009; Dienst Stadsontwikkeling, 2012a; Dienst the Oosterspoorbaan as described before. However, we Stadsontwikkeling, 2005; Fietsersbond, 2010). have developed some possible schematic options to give an idea of possibilities for all the bridges and tunnels that The tunnel at the Cartesius Triangle corner connects the are shown in the strategic design (figures 39 to 41). inner city and the Cartesius Triangle. The tunnel under the railway connects the cycling routes near the inner Principles used in this thesis, like the cable ducts, city with the Cartesiusweg, which will be developed as connecting hubs, groundwater sources and surface water a more accessible and green space in the future plans sources are existing principles. Our contribution is that we of the municipality (Dienst Stadsontwikkeling, 2012a). As bring them together, connect them to a district-cooling the development of this area is still in the far future and network, and explore their spatial value. the function is not entirely clear yet, we will not detail this area in the context of this thesis. The first bridge is the bridge spanning the railway and thus connecting the Jaarbeurs area and Station District. This bridge is planned and will be built within the coming years. We only add to this bridge the bundling of a cooling plant with the pipeline and future other systems, which we propose for other existing bridges as well. The second bridge is the viaduct of the Oosterspoorbaan over the Venuslaan and Kromme Rijn. This bridge currently is in an outdated state, and it will be developed over the coming years. As this
4. DESIGNING Bridging Utrecht • Infrastructure as Strategy • 95 Figure 42. Options for the bandwidth of thermal energy storage clusters
96 • Bridging Utrecht • Infrastructure as Strategy 4. DESIGNING 4.4 Plan elements
This paragraph describes the implementation of the pre- viously described principles of the thermal energy storage clusters, surface water sources, and connecting hubs in Utrecht. We made this step to explore the bandwidths of We explored the bandwidths the principles. However, the programs and design chal- of the systems by means of lenges of these examples of implementations are not available yet or not relevant, so it is an indicative and an implementation of the strategic implementation. principles of the thermal Thermal energy storage clusters For the implementation of the thermal energy storage energy storage clusters, (TES) clusters we chose the Cartesius Triangle as a loca- surface water sources, and tion, because this area will be newly developed in the future and it is one of the larger areas in Utrecht that will connecting hubs in Utrecht”. yet be transformed. The size of a TES cluster depends on the cooling demand in the area and the program of the new development. As both are not yet available for the Cartesius Triangle the models (figure 42) show the maxi- mum amount of TES points possible in the area. To the grid of points shown in the figure the indicative distance of 50 metres was used (R. Verburg, Arcadis, personal com- munication, October 18, 2013). This indication is based on the principle that sources should not have a thermal interference, but in order to calculate the true distance the structure of the soil and the size of the debit need to be known (R. Verburg, Arcadis, personal communication, October 18, 2013). Also the total amount of TES systems is limited by the amount of available space in the area of development, in this case the Cartesius Triangle. As every TES system needs two sources (hot and cold) we can roughly estimate that the Cartesius area could hold fifty TES systems. The actual amount would be dependant on the buildings that are to be connected to the system. However, a minimum of four TES systems is needed to make a collective system viable (Gemeente Amsterdam, 2011). The TES systems in the collective cluster are con- nected by cable ducts, as shown in the different models (figure 42) by means of the black lines. The sources themselves need four square metres of space for access and maintenance, so they are situated outside the cable ducts, and as close to the demand as possible (R. Verburg, Arcadis, personal communication, October 18, 2013)
4. DESIGNING Bridging Utrecht • Infrastructure as Strategy • 97 Figure 43. Options for the bandwidth of surface water sources
98 • Bridging Utrecht • Infrastructure as Strategy 4. DESIGNING The four options we explored for the implementation of Connecting hubs the TES cluster on the Cartesius Triangle site are a crossed For the implementation of the connecting hubs we chose duct, ducts in diagonal lines, ducts in horizontal lines, the Gele Brug between the city and Lage Weide as a and ducts that follow the underlying grid structure. The location (figures 44 and 45), because this existing bridge choice of an option would depend on the urban design is the largest hub proposed in the strategic plan and for the area, and the need for open space. In the options because this location consists of two bridges next to each of the crossed duct and the ducts in horizontal lines, the other. We reasoned that the development of bridges and structure of the created open space fits well in the urban tunnels is quite expensive, and thus their development fabric in the form of streets, buildings, or public space. In and dimensions should first of all serve mobility optimi- the options of diagonal lines or grid lines, the structure sation. The hub should be considered as an addition to is quite complicated and requires the creation of a large this priority in a development. In the first option for the amount of open space. These four options (figure 42) Gele Brug location (figure 44) we explored the use of one show the impact of the duct and the open space it needs bridge as a hub, which leads to a massive structure under- on the structure of the Cartesius development. neath the bridge. In the second option (figure 45) we split the cables and technical elements under two bridges to Surface water sources make the hub more compact. However, as we described For the implementation of the surface water sources we above the width of the existing or planned bridge is lead- chose the Singel near the Abstederbrug as a location, ing in developing the hub. because this area contains both broader and narrower parts of the water body (figure 43). The size of a surface water source depends on the required debit for the cool- ing demand. However, we deduced that the minimum size of a shaft is determined by the amount of water that is needed to pump the cold water to the thermal exchang- ers. Also we reasoned that the shaft should be deeper than it is wide, to ensure the supply of deeper, colder water for the system (figure 43). As it is not possible to dig deeper than the first aquifer (50m -NAP) in Utrecht (J.A.C. Wiegers, Gemeente Utrecht, personal communica- tion, May 30, 2013), the maximum depth would be 50 metres and the maximum width <50 metres. This is only relevant for the shafts in the Amsterdam Rijnkanaal, as this water body is roughly one hundred metres wide. We deduced that the edges of the water body should be kept free for five metres (figure 43) for recreation, moor- ing boats, ecological water edges, etc. This would mean that the broader areas in the Singel could hold shafts of roughly 25 metres, and the narrower areas in the Singel could hold shafts of for example 15 metres. The distance between the shafts depends on the suction and currents caused by the sources, because interference between the sources should be prevented. The two options (figure 43) for larger and smaller shafts in the Singel show the condi- tions described above in relation to the urban realm.
4. DESIGNING Bridging Utrecht • Infrastructure as Strategy • 99 Figure 44. Option 1 for the bandwidth of connecting hubs
100 • Bridging Utrecht • Infrastructure as Strategy 4. DESIGNING Figure 45. Option 2 for the bandwidth of connecting hubs
4. DESIGNING Bridging Utrecht • Infrastructure as Strategy • 101 Figure 46. The Oosterspoorbaan details in the context of the east side of Utrecht (Google Maps, 2013)
102 • Bridging Utrecht • Infrastructure as Strategy 4. DESIGNING 4.5 Detailed plans
For the detail plan we chose the Oosterpoorbaan area In the nineteenth century the Nieuwe Hollandse between the Singel near the Zonstraat and the Koningsweg Waterlinie was developed between the Markermeer and (figure 46 ). We chose this detail area, because it contains the Biesbosch, passing the city of Utrecht on the east side. a bridge serving as a cooling plant, surface water sources This defence system consisted of forts and inundation in the Singel and a part of the main distribution pipeline. fields, which could be used to inundate a several kilometres Also this area specifically requires the preservation of the wide area with thirty to sixty centimetres of water. In the open character that is the main effect of the distribution current situation the east of Utrecht still has the remains pipeline, as more fully described in the historical analysis of Fort op de Ruigenhoekse Dijk, Fort Blauwkapel, Fort op below. And finally this area is going to be developed de Biltstraat, Fort Hoofddijk, Fort Vossegat, Lunetten, Fort over the coming years and we saw this is an opportunity bij Rhijnauwen, Fort Vechten, and Fort bij het Hemeltje. to explore how the district-cooling network can work as a catalyst for developments in the urban realm. The During the train track-building period the HSM (Hollandse detail graphics were made in order to show the areas of Spoorwegmaatschappij) received concession to build a the Singel and the Venuslaan viaduct and some of their track Amsterdam-Hilversum-Amersfoort-Zuthpen with a contexts (figure 47). branch towards Utrecht. The proposed track would run from the gas factory of Griftpark in a straight line to Historical analysis Lunetten. The people of Utrecht were firmly against the Utrecht was founded on the banks of the Kromme Rijn, plan, as the result would be that a large part of the Singel a river between Wijk bij Duurstede and Utrecht. The would be closed. Their message was that this plan would Kromme Rijn was the northern border (Limes) of the not be beneficial for walking and would cause an obstacle Roman Empire. The Kromme Rijn was the main course for traffic. Under pressure from both the public as well as of the Rhine, until it was dammed in 1122. This event the council the HSM changed the plan, and from then on caused the river to become a smaller stream and Utrecht the railway was to be build east of the Maliebaan (figure to obtain city rights. 51) (Storm van Leeuwen, 2004, p. 231). The resulting new Oosterspoorbaan was finished in 1874 (Storm van The Kromme Rijn was the main supply route to Utrecht for food and goods. This was the reason that many horticulturists were situated on the fertile grounds near the Kromme Rijn. An example of an important area for horticulture is Abstede. The Abstederdijk is and old levee of the Kromme Rijn and its influent the Minstroom (figure 48). The moist and fertile soil was good for food production, and the people themselves lived on the sandy ridges. Abstede was called the ‘Vegetable Garden of Utrecht’ and supplied the city with food by means of the Minstroom (figure 50). The railway development as described in the next paragraph cut through the horticultural lands of Abstede. It was the catalyst for new commercial activities and housing developments, and the last horticulturist stopped in the seventies. A small part Figure 47. Detail plans of the district-cooling network of the horticultural character of Abstede is still present in the allotment gardens along the Minstroom (figure 49).
4. DESIGNING Bridging Utrecht • Infrastructure as Strategy • 103 Figure 48. East side of Utrecht in 1868
Figure 49. Abstede in 1600 (HUA, 2013) Figure 50. Horticulturist family (HUA, 2013)
104 • Bridging Utrecht • Infrastructure as Strategy 4. DESIGNING Figure 51. East side of Utrecht in 1959
Figure 52. Oosterspoorbaan (Aardema, 1950) Figure 53. Oosterspoorbaan (Pothuizen, 1973)
4. DESIGNING Bridging Utrecht • Infrastructure as Strategy • 105 Figure 54. East side of Utrecht in 2013
Figure 55. Barrier (Happyland Collective, 2012) Figure 56. Closing the railway (Happyland Collective, 2012)
106 • Bridging Utrecht • Infrastructure as Strategy 4. DESIGNING Leeuwen, 2004, p. 229). In the mid-twentieth century the Landscape analysis main station on the Oosterspoorbaan, the Maliebaan The natural layer of the Oosterspoorbaan zone and its station, could no longer compete with the Rhine Railway direct context consists by origin of the banks and levees and Biltstraat stations. This resulted in the Maliebaan of the Kromme Rijn. This moist and fertile soil was used station closing down for passengers in 1939. After an for centuries to produce food for the city of Utrecht. The extensive renovation the Maliebaan station was opened oldest buildings are situated on the sandy levees along as the Spoorwegmuseum in 1954 (Storm van Leeuwen, for example the Zonstaat. The area is quite well drained, 2004, p. 232). as Utrecht is situated on slightly higher grounds amidst different river systems. The soil in the detail plan area After the Second World War Utrecht went through a is mostly light river clay, unless levelled up by sand for major urban development, which meant the redefinition housing (figure 57). The soil of the railway zone is slightly of the city’s boundaries in 1954, doubling the surface of polluted by an old battery factory near the Koningsweg the Utrecht area (figure 54). In de seventies the Uithof and the copper sharps, soot and heavy metals from the was developed in the last agricultural corner of eastern trains. The chlorine and other transported substances Utrecht. Also in the seventies, after many years of noise have probably not leaked into soil in the area (J.A.C. and nuisance, local residents of Utrecht Oost started Wiegers, Gemeente Utrecht, personal communication, May a major resistance against the transport of goods and 30, 2013). The height in the plan area is mostly influenced chlorine over the Oosterspoorbaan. The ‘Comité Stop de by the adding of sand for housing developments, except Chloortrein door Utrecht’ protested from 1978 to 1981 for the lower areas near the Minstroom and Kromme Rijn. and finally managed to stop the chlorine transports These can be said to be both naturally and culturally the through the city in 1993 (Beukers, 2013). In 1972 the most important water bodies in the plan area (figure 58), Venuslaan was developed to connect the inner city to as previously described in the historical analysis. the Uithof via the Rubenslaan. The crossing of the raised Oosterspoorbaan and de Venuslaan was solved by means The spatial mass in the Oosterspoorbaan zone mostly of a tunnel. consists of the buildings at the edges of the railway. These differ from the monumental houses of two to four floors The recent development of the Uithoflijn has caused a in the Abstede area, row housing with two floors in the broadening of the railway Utrecht-Arnhem, which means Sterrenwijk area and the student flats of five floors of that trains can no longer enter the southern part of the the Ina Boudier-Bakker (IBB) area. The functions of the Oosterspoorbaan (figure 56) (Happyland Collective, 2013). buildings differ slightly for the three aforementioned The municipality of Utrecht and ProRail have decided to neighbourhoods: expensive housing in Abstede, social remediate the area of its railway elements (Happyland housing in Sterrenwijk, and student housing in the IBB area. Collective, 2013). These developments have caused the These differences also influence the social structure, as pro-active local inhabitants of Utrecht Oost to come to a the highly educated and wealthy residents of Abstede are resistance again. They are afraid of building developments a world apart in relation to the working-class Sterrenwijk and a loss of the historical character of the area. They area. It has even been said by local stakeholders that see the Oosterspoorbaan as a historical open line in the the social and spatial barrier of the railway might not city and an opportunity to create a valuable place for the be undesirable (Happyland Collective, 2013). All housing people of Utrecht (Happyland Collective, 2013). They have along the railway zone faces the Oosterspoorbaan with started the initiative to come to a green development for the rear side. This can probably be considered typical for the Oosterspoorbaan together with other stakeholders housing along railway infrastructures, and it can lessen from Utrecht Oost. the strength of social control in the area. However, this also means that the gardens are quite deep, flanking the railway zone with a green and enclosed edge.
4. DESIGNING Bridging Utrecht • Infrastructure as Strategy • 107 Figure 57. Soil types and heights
Figure 58. Surface water system and ground water levels
108 • Bridging Utrecht • Infrastructure as Strategy 4. DESIGNING Figure 58.1. The vista of the railway
Figure 58.2. The Kromme Rijn crossing with the Oosterspoorbaan
4. DESIGNING Bridging Utrecht • Infrastructure as Strategy • 109 Figure 59. The Oosterspoorbaan as a barrier in the East side of Utrecht
110 • Bridging Utrecht • Infrastructure as Strategy 4. DESIGNING The open (rest) spaces along the railway zone are The first program point is the district-cooling network respectively from north to south the Minstroom area, the as previously explained in the strategic plan (paragraph Beerthuizenplantsoen, the Schippersplantsoen and the 4.3). In the detail plan area the network consist of surface Krommerijnpark (figures 60 and 61). The Minstroom area water sources in the Singel, the main distribution pipeline has a historical horticultural character with allotment under the Oosterpoorbaan and the cooling plant situated gardens and pollard willows along the stream. The in the Venuslaan viaduct. As described in paragraph 4.2 Beerthuizenplantsoen and Schippersplantsoen are public we cannot calculate the cooling demand and thus specify green spaces with little character and municipality the dimensions and quantities of surface water sources or planting. The Krommerijnpark can be described as quite the cooling plant. lush and offers a nice vista into the Kromme Rijn landscape that crosses the Oosterspoorbaan. The second program point is to redistribute the soil that is dug out of the Singel to create the surface water shafts. The east side of Utrecht has several barriers, like the We can only indicate the amount and dimensions of these Waterlinieweg and the A27 highway that make it quite sources, but if we assume the development of 24 sources hard to get out of the city and into the surrounding with a section width of 15 metres and a depth of 15 landscape. The Koningsweg is basically the main route metres, the amount of soil would roughly be 63.643 m3. into Amelisweerd, but this road only offers an east- As landscape architects we see it as a design assignment west connection. The Oosterspoorbaan is a barrier in to find a solution for the relocation of this soil. the current situation (figures 55 and 59), but offers the opportunity to form a north-south connection between The third program point is the wish of the Spoorwegmuseum the Singel near the Zonstraat and the Koningsweg, thus for a new museum workplace in the Oosterspoorbaan area creating a route from the east side of the inner city to the to check and fix monumental trains. The workshop could surrounding landscape. be a simple building with a 19th century architectural style, with one track leading from the workplace to the Detail design program museum (Happyland Collective, 2013, p. 27). The program for the detail design can partly be derived from the program of the strategic plan and from a research The fourth program point is that the Spoorwegmuseum that we conducted with Happyland Collective (Happyland wants to reconstructs it’s historical ‘eco bank’: an Collective, 2013) that was commissioned by the Stichting ecological railway bank that shows the ecological value of Oosterspoorbaan Utrecht. We researched the interests railways for unique flora and fauna. For the development of the local inhabitants, the owner, the municipality, and and maintenance of this eco bank the museum even local organisations and companies for the possible future had an ecologist in service. The museum regards the development of the Oosterpoorbaan area. In order to do development of the Oosterspoorbaan as a possibility to this we held interviews with the municipality, and local bring back this educational aspect to show the connection organisations and companies, we had email contact with between railways and nature (Happyland Collective, 2013, the owner and we organized two brainstorm evenings p. 27). for the local inhabitants, which had a very successful attendance. The results of the study are bundled in a The fifth program point is to address the light soil workbook (Happyland Collective, 2013), which was our pollution by an old battery factory near the Koningsweg main source to come to the following program points. and the copper sharps, soot and heavy metals from the trains.
4. DESIGNING Bridging Utrecht • Infrastructure as Strategy • 111 Figure 60. Current green structure
Figure 61. Future green structure
112 • Bridging Utrecht • Infrastructure as Strategy 4. DESIGNING Figure 61.1. The crossing with the Notebomenlaan and railway
Figure 61.2. The Venuslaan viaduct
4. DESIGNING Bridging Utrecht • Infrastructure as Strategy • 113 Figure 62. Current routes connecting the city to the surrounding landscape
Figure 63. Future routes connecting the city to the surrounding landscape
114 • Bridging Utrecht • Infrastructure as Strategy 4. DESIGNING The sixth program point is the connection between the The seventh and final program point is the desire of Oosterspoorbaan, Venuslaan and Kromme Rijn that is many inhabitants and the municipality to approach the considered a missing link for the slow traffic mobility (M. Oosterspoorbaan as an open green space, a historical Degenkamp, Gemeente Utrecht, personal communication, line in the city. This is an important point of the July 23, 2013). The Venuslaan will be developed as a part neighbourhood ambitions (Wijkbureau Oost, 2013, p. 16). of the unimpeded cycling network in the city from the Also this was a main conclusion from the stakeholder Vaartse Rijn to the Uithof (M. Degenkamp, Gemeente research, as over fifty inhabitants and organisations Utrecht, personal communication, July 23, 2013; R. Glas, like Museumkwartier, Fietsersbond, Stuurgroep Kromme Fietsersbond Utrecht, personal communication, July Rijnstreek, Tuindersvereniging Abstede, Stichting 23, 2013). This is considered by the neighbourhood Studentenhuisvesting, Wijkraad Oost, Ongerepte-Natuur. ambitions as a possible alternative route on the west- nl, Stichting De Minstroom Erven, Stichting Het Boompje, east economical axis in addition to the route past Spoorwegmuseum, Ludens Kinderopvang, and the the Wilhelminapark (Wijkbureau Oost, 2013, p. 16). The Nederlandse Rode Kruis consider this a major opportunity connection of the Venuslaan and Oosterspoorbaan is (Happyland Collective, 2013, p. 56). part of the ambition of the municipality to combine mobility with the development attractive and green public space (Dienst Stadsontwikkeling, 2012a, pp. 31-41; M. Degenkamp, Gemeente Utrecht, personal communication, July 23, 2013). This connection is also seen as an opportunity to create a green route from the inner city, via the Oosterspoorbaan to the Krommerijnpark and the surrounding landscape of Amelisweerd and Rhijnauwen (figures 62 and 63). This green connection for slow traffic would be a valuable addition to the liveability of Utrecht (Happyland Collective, 2013, p. 15). The need for a cycling and walking route over the Oosterspoorbaan line has been underlined in the research of interests of stakeholders by more than fifty inhabitants and by organisations like the Utrechts Stedelijk Gymnasium, Fietsersbond, Bestuur Regio Utrecht, Stuurgroep Kromme Rijnstreek, Tuindersvereniging Abstede, Stichting Studentenhuisvesting, Stichting De Minstroom Erven, Stichting Het Boompje, Ludens Kinderopvang, and the Nederlandse Rode Kruis (Happyland Collective, 2013, p. 56).
4. DESIGNING Bridging Utrecht • Infrastructure as Strategy • 115 Figure 64. Detail plan of the Singel/Zonstraat (current and future)
116 • Bridging Utrecht • Infrastructure as Strategy 4. DESIGNING Oosterspoorbaan detail design Composition of seeds From north to south the detail of the Oosterspoorbaan Based on information from Cruydthoeck, 2013 area consists of the surface water sources in the Singel, the main distribution pipeline under the Oosterspoorbaan - Achillea millefolium between the Spoorwegmuseum and the Kromme Rijn and - Barbarea vulgaris the connecting hub formed by the existing viaduct of the - Centaurea jacea Venuslaan. - Crepis biennis - Daucus carota The old railway zone between the Spoorwegmuseum - Echium vulgare and the Kromme Rijn will preserve its height of the - Erodium cicutarium railway dike, to ensure the connection to the viaduct. - Galium mollugo This is needed for the plan, as we intended to retain one - Hieracium laevigatum of the tracks leading from the Spoorwegmuseum to the - Hieracium umbellatum viaduct, which is described more elaborately later on in - Hypericum perforatum this paragraph. The other track will disappear, leaving a - Hypochaeris radicata wide-open space on the one side of the railway zone for - Jasione montana new functions (figures 64 to 71). The banks of the railway - Leontodon autumnalis zone are an ideal place to situate the main distribution - Leucanthemum vulgare pipeline of the district-cooling network (figure 64). This - Luzula campestris space is open in the current situation, and we intended - Malva moschata to preserve this historical open character of the line. As - Oenothera biennis described in paragraph 4.3 the pipeline requires an open - Plantago lanceolata zone for easy access for management, which secures this - Prunella vulgaris historical open character of the old railway zone. - Ranunculus acris - Rhinanthus minor The surface water sources in the Singel are designed - Silene dioica indicatively to be 15 metres in section and 15 metres - Tragopogon pratensis deep and are situated under water in order to keep the - Trifolium arvense water accessible for recreational use. A grid covers the shaft to ensure the connection between the water in the shaft and the water in the Singel for redistribution of the clean water coming from the system. This grid also ensures the safety of people, boats, and water life to not get stuck in the shaft. We see it as a design assignment to redistribute the soil that is dug out of the Singel to create The steep banks of the railway the surface water shafts. As described in the program we estimate the amount of soil to be roughly 63.643 m3. In dike are to be transformed the plan this soil is used to level out the steep banks of to a broad, sloping area, the railway dike to a broad, sloping area, which reconnects the neighbourhoods that have been divided by the railway which reconnects the ever since it was built. This sloping landscape offers the opportunity to use trees, high grasses and wildflowers neighbourhoods that have (figures 65 and 66) (Cruydthoeck, 2013) at the sides of the been divided by the railway”. railway, creating a green park-like area that accents the vista of the railway itself.
4. DESIGNING Bridging Utrecht • Infrastructure as Strategy • 117 Figure 65. Wild flowers and grasses (Cruydthoeck, 2013)
Figure 66. Wild flower banks (Cruydthoeck, 2013)
118 • Bridging Utrecht • Infrastructure as Strategy 4. DESIGNING Figure 67. Sections of the Minstroom and allotment gardens of Abstede (current and future)
4. DESIGNING Bridging Utrecht • Infrastructure as Strategy • 119 Figure 68. Juglans regia (Treesandhedging.co.uk, 2013)
Figure 69. Prunus avium (Biopix.nl, 2013)
120 • Bridging Utrecht • Infrastructure as Strategy 4. DESIGNING Figure 70. Sections of the railway bank near the IBB student housing (current and future)
4. DESIGNING Bridging Utrecht • Infrastructure as Strategy • 121 The choice of trees consists of Juglas regia and Prunus Degenkamp, Gemeente Utrecht, personal communication, avium (figures 68 and 69), because these refer to the July 23, 2013). As previously explained in paragraph 2.5 history of horticulture in the area. These trees are of the it is now quite hard to get out of the city and into the fist and second size and carry nuts, and flowers, which will surrounding landscape, and this new recreational route create diversity in image throughout the seasons. will make this fast, green and attractive connection a reality. Secondly the banks will be given a natural and The openness of the railway preserves the spectacular open character, with high grasses and wildflowers (figures vista of the Oosterspoorbaan (figure 71) and at the 65 and 66). The natural character of the banks should same time offers space for new functions. Firstly the offer the opportunity for the Spoorwegmuseum to regain bank will be a space to develop a slow traffic route the educational aspect of the ‘eco banks’ as described for cyclists, walkers, skaters and joggers. This route before in the program. These banks will show the rich connects the inner city and Singel with the Venuslaan, flora and fauna that prospers along railways. Kromme Rijn, Koningsweg and areas at the edges of the city, like Amelisweerd. The municipality underlines the importance of the Oosterspoorbaan as cycling route: ‘the Oosterspoorbaan would be a very useful cycling route between the inner city and Lunetten/Houten’ (M.
Figure 71. Impression of the eco banks
122 • Bridging Utrecht • Infrastructure as Strategy 4. DESIGNING The space around the remaining railway track is quite polluted by heavy metals and soot from the trains. This pollution can be solved in a revolutionary new manner that ensures the natural character of the banks, while cleaning the soil in a relatively short time. This remediation process involves the growth of mycorrhiza fungi that process the pollutants in six years time (W. Hassing, personal communication with Happyland Collective, June 14, 2013). The banks would have to remain inaccessible while the fungi are busy, which is reconcilable with the development of the eco banks.
4. DESIGNING Bridging Utrecht • Infrastructure as Strategy • 123 Figure 72. Detail plan of the Venuslaan/Kromme Rijn (current and future)
124 • Bridging Utrecht • Infrastructure as Strategy 4. DESIGNING Figure 73. Sections of the Venuslaan viaduct with hub, museum workshop, and broadened banks (current and future)
4. DESIGNING Bridging Utrecht • Infrastructure as Strategy • 125 Figure 74. Sections of the Kromme Rijn and railway banks (current and future)
126 • Bridging Utrecht • Infrastructure as Strategy 4. DESIGNING Figure 75. Sections of the area near the Koningsweg with broadened banks (current and future)
4. DESIGNING Bridging Utrecht • Infrastructure as Strategy • 127 The existing structure of the Venuslaan viaduct is to be combined with a district- cooling hub and a workplace for the Spoorwegmuseum”.
Figure 76. Impression of the Venuslaan hub
128 • Bridging Utrecht • Infrastructure as Strategy 4. DESIGNING The southern part of the detail plan area contains The new building could be added as a steel construction to the existing Venuslaan viaduct (figure 72). This viaduct the concrete viaduct with an outdoor hanging construction needs maintenance in the near future and becomes an on the side of the viaduct to ensure the slow traffic route expensive element to manage in the Oosterspoorbaan along the Oosterspoorbaan and a connection to the zone now the railway has lost it function. To ensure the Venuslaan and Kromme Rijn. The workshop is connected future development of the viaduct for slow traffic mobility to the museum by means of one remaining track and can we propose to combine the bridge with new functions. be used to store or fix trains. The route that passes the The first new function we propose is the combination of a workplace offers a nice view of the trains inside through cooling plant and pipeline for the district-cooling network a window along the entire length of the building. When with the existing bridge (figures 73 to 75). The second the workplace is not in use for train maintenance or new function we propose is the combination of the exhibitions the space can be used for events by third existing structure with the required museum workplace parties or neighbourhood gatherings. (figures 72, 73 and 76).
4. DESIGNING Bridging Utrecht • Infrastructure as Strategy • 129 Figure 77. Development of the district-cooling network over time - 2020 - 2025 - 2030
130 • Bridging Utrecht • Infrastructure as Strategy 4. DESIGNING 4.6 Realization strategy
As described in paragraph 1.1 the development of The three criteria for the realization of new energy underground infrastructures, like a district-cooling networks are reliability, sustainability and affordability network, are only viable when bundling them with other (Gemeente Amsterdam, 2011). A district-cooling network systems and when developing them to give an added scores high on these three points, because a collective value to the aboveground urban systems (J. Verburg, Port system is by definition more efficient than a collection of Rotterdam, personal communication, June 26, 2013). of individual systems (Gemeente Amsterdam, 2011), To repeat the statement of Prof. Dr. Jaqueline Cramer: as previously argued in paragraph 1.3. The reliability ‘the need and profit of underground building can best of a district-cooling system is usually > 99%, due be discussed from the question what the use of the to its collectivity (Gemeente Amsterdam, 2011). The underground can contribute to quality of life, solving sustainability of the network is high, because of the great problems and creating opportunities above ground’ (COB, energetic performance, efficiency, and flexibility to add 2012, p. 25-26, 35) new sustainable sources or new recipient buildings tot the network. The affordability is high, because collective Thus the development of the district-cooling network district-cooling is very prone to market forces, and depends on other developments that require underground relatively inexpensive compared to individual systems works, as it is too expensive and inefficient to develop (Gemeente Amsterdam, 2011). However, the starting such a network on its own (T. Simon, Arcadis, personal investment of the development of the network is very communication, June 18, 2013). The developments that form high, as it is a costly system to realize. Thus an initiator the incentives for the development of the district-cooling of the district-cooling development needs assurance system are for example large-scale building projects, that many customers will join the network, and he infrastructural projects and the substituting of out-dated needs a minimum of four customers to benefit from underground systems. Also other developing systems can collectivity over individual systems before he can start be added to the network over time, like thermal energy the realization of the network (Gemeente Amsterdam, from sewage and drinking water. The developments of 2011). The investment needed to realize a district-cooling urban areas, infrastructures and underground systems in network is substantial and has a long depreciation period, Utrecht in relation to the development of the network are which is often an issue for private investors (J.P. van der clustered in four indicative terms as described below and Hoek, Waternet, personal communication, July 10, 2013). shown in figure 77. As fully explained in paragraph 5.5 we did not have the means and competences to calculate the costs and 2020 Singel, Jaarbeurs (2012-2020), Station District revenues of the realization of the network, because we (2014-2018), inner city cannot calculate the cooling demand in Utrecht. 2025 Oosterspoorbaan (2014-2025), Galgenwaard 2030 Cartesius Triangle (2026-2030), Leidsche Rijn Centre (2012-2030), Lage Weide
4. DESIGNING Bridging Utrecht • Infrastructure as Strategy • 131 Due to the substantial starting investment and long-term Result of CO2 emission reduction of the designed depreciation an initiator that will build and exploit the district-cooling network district-cooling network is preferably a large company specialized in energy production and distribution, like CO2 emission for the use of electricity is currently Nuon or Eneco in the case of Utrecht. However, to 749.808 tons per year (based on data from 2011 develop a collective system a local government like in Gemeente Utrecht, 2012, p. 3). The percentage the municipality would have to take on a directing of electricity used by utilitarian buildings is 78% role (Gemeente Amsterdam, 2011). In the case of the or 614.016 tons of the total CO2 emission per year Zuidas reference project Nuon developed the network (Stedin, 2013). under direction of the municipality. Nuon takes the risk, develops and closes supply contracts with customers. The cooling of utilitarian buildings by means of For the development of the cooling energy sources air-conditioning is powered by electricity and makes many other parties are involved, like water and nature up 25% of the total CO2 emission by electricity use management organizations and TES system owners by utilitarian buildings (A. Van den Dobbelsteen, TU (Gemeente Amsterdam, 2011). Looking at this example Delft, personal communication by email, October 6, we can conclude that a consortium of the supplier, 2013). Thus the CO2 emission for cooling energy of government and other organisations is needed to come to utilitarian buildings is 153.504 tons CO2 per year in the realization of a district-cooling network. In the case of Utrecht. Utrecht the new and existing cluster of companies could be brought together in a collective endeavour and thus We deduced that the district-cooling network offer a starting point for the development of the network. supplied by renewable sources as put forward by this From there on the system can branch out wherever thesis could cause a CO2 emission reduction in terms demand is situated. of cooling energy for utilitarian buildings of 75%. This estimation is based on the results of the Zuidas The benefit of the district-cooling network is mostly found case in Amsterdam (Gemeente Amsterdam, 2011). As in profits for the initiating parties and cost reduction for described above the emission for cooling energy is customers, like companies, educational organisations and 153.504 tons CO2 per year for utilitarian buildings governments. However, the development of the system in Utrecht. As we assume that we can reduce this in relation to the urban realm would have an intrinsic amount by 75%, the CO2 emission reduction by value for a broader group of stakeholders. Most of the means of the district-cooling network would be inhabitants and visitors of the city for example would feel 114.128 tons per year, assuming that all utilitarian the benefits for the slow traffic mobility and clean surface buildings connect to the network. water. For Vitens the development of the network could mean a stabilization of ground water pollution, which The total CO2 emission in Utrecht was 1.6 million would lead to the protection of the drinking water sources tons per year in 2011 (Gemeente Utrecht, 2012, p. 3). in Leidsche Rijn and De Meern. And finally the municipality The CO2 emission reduction by means of the district- would benefit from the CO2 emission reduction caused by cooling network would be 114.128 tons per year, thus the reduction in unsustainable energy use for cooling, our plans contribute 7% of CO2 emission reduction which would greatly add to its ambition to become CO2 to the total amount of the entire city. As we have no neutral in 2030. access to information about the current and future cooling demand, and the dimensions or capacity of the sources this outcome must be considered indicative.
132 • Bridging Utrecht • Infrastructure as Strategy 4. DESIGNING 4.7 CONCLUSION DESIGNING
One possible solution for Utrecht The design we made for the spatial impact of a district- cooling network in Utrecht, and the elements that belong to it, can be considered an inspiration for the discussion Even though we tried on planning underground developments. We have shown to be as explicit and one possible strategy for a large-scale implementation that could broaden the scope of landscape architects unbiased as possible by exploring a new catalyst for the development of the urban realm: underground developments. The detailed we found it difficult plans have a stronger design component than the strategic plan, and offer a possible desirable future for to work without a the Oosterspoorbaan area. designer’s bias.”.
Reflection on the designing process As described in paragraph 1.6 we were guided by the position of Pierre Bélanger in this thesis, who describes the need to design, which is by definition a practical act, and states that research is only a precondition to come to a design (Bélanger, 2013, pp. 245, 394, 571). Following from this principle our design process was both iterative and intuitive. However, as we are conducting research in a scientific context we used research to argue the choices we made in the designing phase. Even though we tried to be as explicit and unbiased as possible we found it difficult to work without a designer’s bias. We can reflect that we did not manage to be unbiased, as we did make intuitive choices and synthesis, which we then argued by means of research and reasoned back throughout the preceding phases.
4. DESIGNING Bridging Utrecht • Infrastructure as Strategy • 133 The design for the district-cooling network in Utrecht has been the means to explore the spatial value of this specific underground infrastructure”. 5. CONCLUSion Explaining and reviewing the outcomes of this research From the designing phase we deduced points of spatial (Re)connecting slow traffic mobility value of underground infrastructures, which form the The first value of an underground system is that it connects outcome of the research. This bundling of systems slow traffic mobility where a technical system meets connecting the underground systems and aboveground barriers. This combines for example, slow traffic mobility urban realm leads to the following values: (re)connecting connections with technical and distribution pipelines. slow traffic mobility, creating open space, and adding The idea of multi-functional bridges and tunnels offers public functions. In the following paragraphs these points the opportunity to let a moment where underground of value are described, forming the conclusion of this systems meet a barrier become an opportunity for the thesis. development of the public realm. Thus a bundling of systems connects the underground and aboveground Please note that this is not an exhaustive list of values, infrastructures to contribute to the development of but merely the values that came out of the design process mobility in the city. of this thesis. Further research and application in a wide variety of international cases is necessary to discover all Creating open space possible values and test them. Only then can they become The second value of an underground system is that it transferable. The values that form the outcome of this creates open space (structures), which can for example particular research are derived from the strategic and be used for public space. The idea of the infrastructural detail designs for a new district-cooling system in Utrecht, duct is that it bundles many underground systems and and may not work in other contexts (paragraph 5.5). at the same time creates a structure of open spaces aboveground (paragraph 4.3). In this thesis the options for the use of this space were, for example, public (green) spaces, roads or buildings. The infrastructural duct can create a structure of open spaces that influence the spatial development of the city on the long-term.
The bundling of Adding public functions The third value of an underground system is that can systems connecting the add public functions. In the case of this thesis the cooling sources, for example, supply cooling for buildings, underground systems improve the surface water quality and solve ground water and aboveground urban pollution on the long-term (paragraph 4.3). These public functions enhance the liveability of the city and make realm lead to three the urban system more sustainable. Thus an underground system influences the entire urban realm and contributes values: connecting slow to the development of the city. traffic mobility, creating open space, and adding public functions.”.
136 • Bridging Utrecht • Infrastructure as Strategy 5. CONCLUSION 5.1 Spatial value of underground infrastructures Relationship between the three phases in this thesis Answer to the research question Firstly the outcomes of the mapping phase were a thorough The research question that we stated as the focus of knowledge of the existing infrastructures in Utrecht, and this research was ‘how can the design for a district-cooling an exploration of several systems in which underground network in Utrecht contribute to exploring the spatial value and aboveground are working together. Secondly the of underground infrastructures?’ The answer to this research outcome of the bundling phase was a combination of question is that the design for the district-cooling network the collective district-cooling network with bundled in Utrecht has been the means to explore the spatial systems. And the outcomes of the designing phase are a value of this specific underground infrastructure. strategic plan, plan elements and detail plans the can be considered an inspiration for the discussion on planning The knowledge gap we addressed with our research is that underground developments. The plans offer principles, Bélanger does not focus on exploring the spatial value of and solutions to case-specific issues. The relationship a system. We thought the application of the landscape between the outcomes and process of the mapping, infrastructures prepositions required researching how a bundling, and designing phases in this thesis was that system influences the quality of the liveable environment. the mapping gave a thorough inventory of the existing We realized that this layer should be added to the systems, which the bundling phase then connected to the method in order to design a landscape infrastructure as design assignment, which was the input for the designing a landscape architect (Prof. Ir. D.F. Sijmons, colloquium phase, leading to the answers to the research question. In commentary, May 13, 2013). This thesis shows this line our project the mapping and bundling phases were more of thought to be true, as shown especially in the detailed research oriented, while in the designing phase research design. In the details we showed how the open space was only used to argue design choices. created by the underground system can result in a higher quality of the liveable environment. With this result we We found that the approach of the mapping phase believe that we have created a valuable addition and determines the focus of the bundling and designing application example of to the ‘landscape infrastructure’ phases. As described in paragraph 3.4 our mapping concept. It also enabled us to reflect on the designerly phase was concise in its focus on existing systems, the method that is proposed by Bélanger. And finally this bundling phase had to be the study of opportunities, thesis explores the edges of the landscape architectural threats, precedents, and the bundling itself. As described field, adding a new dimension to the scope of designers. previously in paragraph 2.6 we realized it would have been good to conduct a mapping of the problems and opportunities connected to systems, in order to come a more structured bundling phase and then the design assignment. This thesis explores the edges of the landscape architectural field, adding a new dimension to our scope as designers”.
5. CONCLUSION Bridging Utrecht • Infrastructure as Strategy • 137 5.2 Discussion of the research outcomes Generally the research leads to new knowledge about Implications for local stakeholders and experts spatial value of underground infrastructures described in The design for the case of Utrecht could be an incentive the previous chapter. These values are mostly based on for local stakeholders and experts to see underground existing principles, like cable ducts and TES systems, but development as a catalyst to redefine the urban realm we connected these principles to come to new insights in and use this approach to develop a masterplan of the the topic. To make the explored values transferable it is underground. The Oosterspoorbaan details in this thesis necessary to test them in many other cases as described offer a possible solution that can be interesting for the in paragraph 5.5. To use the explored values worldwide planning process of the Oosterspoorbaan project. As in landscape infrastructural projects they would need to we are working on this project within the context of be specifically designed for every situation based on local Happyland Collective we can use our new insights in the program, characteristics, needs, underground systems, etc. detail plan area and possible solutions to come to a plan for the Oosterspoorbaan between the Spoorwegmuseum Implications for theory and practice in landscape and Koningsweg. As the approach of the project is to architecture design together with the stakeholders we can only use This thesis applies the suggested methods from the the detail plans as an inspiration during workshops with landscape infrastructures prepositions, like the mapping local residents and organisations. process (paragraph 1.6 and chapter 2). It adds to the application and testing of the landscape infrastructures methodology and thus it contributes to developing the method further. This thesis adds the bundling phase, which we found necessary in order to translate the We conclude that mapping outcomes to the designing phase. This last point is discussed further in paragraph 5.3. The knowledge gap landscape infrastructures we addressed with our research is that Bélanger does not focus on exploring the spatial value of a system. is currently more of a This thesis adds a view on how a system can influences paradigm and needs the the quality of the liveable environment to the landscape infrastructures prepositions. development of the tools
The implication for landscape architecture research and phases in order to and education is that this thesis is an example of a combination of landscape architecture research and become well applicable practice. It is an application of research as a precondition as a method in landscape to design (research-based design). The implication for the design field is that the thesis broadens the scope of architecture research and landscape architecture practice with the design of spatial value of underground infrastructures. See paragraph 5.4 design”. for a more elaborate explanation of this last point.
138 • Bridging Utrecht • Infrastructure as Strategy 5. CONCLUSION 5.3 Reflection on landscape infrastructures The prepositions of landscape infrastructures by Pierre We found that Bélanger does not offer any tools for Bélanger were first of all highly relevant to our focus on bundling and designing phases. Also his checklist of (underground) infrastructures and the character of our biophysical systems that we considered a tool for the case. We found the mapping method was well applicable mapping phase was very general and leaves much room as a means to map the systems in Utrecht. The mapping for interpretation. Bélanger also does not clearly relate process is described by Bélanger, but not specified as he the three phases to each other, which makes it hard to use states that the actual operationalization of the mapping them effectively. Though we could say we may have only depends on the scale level and case of a project (P. deduced the three phases, as Bélanger does not mention Bélanger, personal communication, May 21, 2013). This them explicitly as three phases in his work (Bélanger, we found to very true, as we needed the space offered 2013). We conclude that landscape infrastructures is by Bélanger to specify the mapping ourselves to fit the currently more of a paradigm and needs the development situation in Utrecht. of the tools and phases in order to become well applicable as a method in landscape architecture research and Combining theory and practice design. As we focused in our master and the final thesis on combining theory and practice we found the methods Reflection on the landscape machine (LaMa) group and tools offered by Bélanger attractive. He describes Before and during our thesis process we were part of the need to design, which is by definition a practical a research group concerning landscape machines, a act, and states that research is only a precondition to concept of our supervisor, Paul Roncken. He is developing come to a design (Bélanger, 2013, pp. 245, 394, 571). This this concept, and we found it might be interesting as a described relationship between design and research was starting point for our thesis. However, when we started our approach to making a thesis in a scientific context, working on the thesis project we found the landscape as it fits our practical backgrounds and envisioned future infrastructures prepositions of Pierre Bélanger fit our development as designers well. case of infrastructures in Utrecht better, as described in paragraph 1.4. Critique on landscape infrastructures In addition to our positive experience with the landscape During our involvement with the LaMa group we found infrastructures prepositions we did have critique in the discussions were very interesting, and valuable for relation to the method. Bélanger states that the program the development of our thesis, because we got feedback for a design is derived from the mapping phase (Bélanger, on the process and product from different viewpoints, like 2013, p. 375). This we found was not the case as it is experiential design, aesthetics and technology. This broad necessary to research the possible bundling of systems, inclusion of non-LaMa topics is great, but it does make spatial problems, future assignments and developments the name and expectations of the LaMa group somewhat to come to an intervention. To design a landscape unclear. We would have liked the approach of the Lama infrastructure we think it is necessary to understand the group to more constructive, with a clear structure and past and future developments of the city to come to a focus, like learning to research or building a paradigm. relevant integration of underground systems and urban However, as a broad think tank the group is a valuable space. In order to close the gap between the mapping and platform within the Wageningen University. designing phases we interviewed experts on the possible bundling of systems in relation to future developments in Utrecht. We operationalized this bundling phase as described in paragraph 1.6 and the results of this process can be read in chapter 3.
5. CONCLUSION Bridging Utrecht • Infrastructure as Strategy • 139 5.4 Reflection on the THESIS
Developing a critical approach Broadening the scope of landscape architecture The research started from a fascination for infrastructures By doing a research in our minor without design the in Utrecht, which originated from the Oosterspoorbaan position of design as a tool in landscape architecture project of Happyland Collective. As we started from the became much clearer. We came to understand how design location and topic, we encountered some difficulty in can be used as a link between practice and different finding the research gap. Only when we read the thesis research domains. During the project we consulted many work of Pierre Bélanger, which came out in May 2013, references and experts, making us realize the worth of a we could define the gap and plunge into the research. generalist, such as a landscape architect, when making We figure that our process would have benefited from a systhesis of expert knowledge. It also made us realize a critical starting point instead of an approach from that many people see the need for bundling underground fascination, because it would have given a clear relevance and aboveground systems, and some have an idea of from the start, saving us several months of pivoting. Our how to bundle from their particular expertise. However, struggle can be considered to be a process of developing it is not yet recognized enough that a holistic approach a research attitude. is crucial when developing a large-scale (underground) infrastructural project. The need for a masterplan for Combining research and practice through design underground developments is slowly becoming clear When we started this master together our mutual ambition (COB, 2012), but a masterplan that links under- and was to combine our practical backgrounds with landscape aboveground developments is still relatively new. With architectural research. During the courses of the master this thesis we wanted to show the spatial possibilities that we both focused on this ambition and we strove to take arise when underground and aboveground developments position as landscape architects. During our minor thesis are linked together. we learned how to conduct a scientific research, and in the major thesis we combined this experience with design The involvement of landscape architects in such large- practice. We applied research-based design methodology scale projects is vital in our eyes. They have considerable and learned to be explicit in our methods and arguments. knowledge of underground and aboveground systems, Overall we have experienced a valuable learning curve spatial perception problem solving and implementation. during the research process of this thesis. We feel that Landscape architects use imagination and a designerly our ambition to combine research and practice has been way of thinking and working to come to a synthesis. fulfilled and that we can take this experience with us in This position turned out to be stronger than we thought our future practice. it would be and has much added value to the current discussion on bundling underground and aboveground systems in which designers are usually hardly involved. Thus this thesis explores the edges of landscape architectural field, adding a new dimension to the scope With this thesis we wanted of designers and exploring new fields of employment. to show the extent of the We feel that we want to develop the expertise to design the bundling of underground systems to the public realm spatial possibilities that arise further as landscape architects. Thus the thesis has given us a start for our future development in this specific field. when underground and aboveground developments are linked together”.
140 • Bridging Utrecht • Infrastructure as Strategy 5. CONCLUSION 5.5 Recommendations
The outcomes of this research are points of spatial value of underground infrastructures. These points should eventually be able to become of general significance, The thesis can stimulate however, further application in a wide variety of synthetic thinking international cases is necessary to test the principles as they are derived from the design for a district-cooling processes concerning network in Utrecht, and may not work in other contexts. the explored values, the In terms of the application of the landscape infrastructure method by Pierre Bélanger we realized that landscape project area or the related infrastructures is currently more of a paradigm and challenges and solutions”. needs the development of the tools and phases in order to become well applicable as a method in landscape architecture research and design, as described previously in paragraph 5.3.
The scope of us as researchers revolves around landscape architecture practice and research. That is why technical detailing and calculations are not part of this research, like the calculation of cooling demand and production, calculation of costs of realization and development of business models. Thus the outcomes of the research need further research and detailing before they can be realistic.
In order to transfer the outcomes of this research, an inter-disciplinary team of experts, researchers and practitioners would have to refine and test the research outcomes. As we are students in a university context and we conducted the research, though the process was of course under supervision, it would be important to have fully qualified researchers repeat or peer-review the research. Also, in the same line, the product was not made by an inter-disciplinary team of experts, but only by landscape architects and with input from experts.
The results of the thesis can serve as an inspiration for landscape architects, researchers and educators and serve for interested parties to broaden their view. The thesis can stimulate synthetic thinking processes concerning the explored values, the project area or the related challenges and solutions.
5. CONCLUSION Bridging Utrecht • Infrastructure as Strategy • 141 BIBLIOGRAPHY
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144 • Bridging Utrecht • Infrastructure as Strategy EXPERT PROFILES
The experts that we approached for this thesis were Prof. Dr. Ir. A.A.J.F. van den Dobbelsteen selected based on their expertise or publications. The TU Delft methodology of the interviewing process is described Andy van den Dobbelsteen is Head of Department of in paragraph 1.6 of this document. The experts, their Architectural Engineering + Technology and Professor backgrounds and the reasons for interviewing them are of Climate Design & Sustainability at TU Delft. We shortly described below (table 8). The interviews were as were advised to contact him by Cees van der Vliet of follows: the municipality of Utrecht, because we needed more information about energy usage of utilitarian buildings Table 8. Experts contacted during the research process in Utrecht.
Expert Organization Drs. M.E. Elzerman A. Bruinsma Eneco Vitens Ir. M. Degenkamp Gemeente Utrecht Mark Elzerman is Environmental Manager at Vitens. Prof. Dr. Ir. A.A.J.F. We contacted him through Hanneke Wiegers of the van den Dobbelsteen TU Delft municipality of Utrecht. He knows all about the drinking Drs. M.E. Elzerman Vitens water system in Utrecht, because Vitens is the supplier for R. Glas Fietsersbond Utrecht the entire region. Ing. A. Harting Gemeente Utrecht Prof. Dr. Ir. J.P. van der Hoek MBA Waternet/TU Delft R. Glas L. de Jel Lekker Utrechs Fietsersbond M. van Langen – van der Meer AVU Ria Glas is an active member of the Fietsersbond Utrecht N. van Pagee LSNed and works as an accountant for Administer. We had spoken Ir. E.W. Rebergen Gemeente Utrecht to her before in the context of the Oosterspoorbaan Msc. T. Simon Arcadis project of Happyland Collective. We interviewed Ria Glas Ir. J. Verburg POR/COB as she knows the system for slow traffic in Utrecht very Ir. R. Verburg Arcadis well and is active within the Fietsersbond organisation C. van der Vliet Gemeente Utrecht as a representative towards politics and working on Drs. S.F. van der Weide Gemeente Utrecht optimisations of the cycling network. We anticipated her J.A.C. Wiegers Gemeente Utrecht knowledge could be valuable to bundle district-cooling with the public realm and slow traffic mobility.
A. Bruinsma Ing. A. Harting Eneco Gemeente Utrecht Auke Bruinsma is Account Manager Heating and Cooling Arno Harting is Environmental Advisor Sustainable at Eneco. We were advised to contact him by Arno Harting Building and Energy at Gemeente Utrecht. We contacted of the municipality of Utrecht, because we needed more him through the website of the municipality of Utrecht. information about the development and capacity of the He is specialized in energy systems and in particular the district-heating network in Utrecht. district-heating network in Utrecht.
Ir. M. Degenkamp Gemeente Utrecht Mark Degenkamp is Senior Advisor Mobility Policy at Gemeente Utrecht. We contacted him, because he is currently working on the new mobility policy for Utrecht and knows al the issues concerning mobility in the city.
Bridging Utrecht • Infrastructure as Strategy • 145 Prof. Dr. Ir. J.P. van der Hoek MBA Msc. T. Simon Waternet/TU Delft Arcadis Jan Peter van der Hoek is Head of the Strategic Centre of Tristan Simon is Energy and Climate Consultant at Arcadis. Waternet and Professor at the Chair on Drinking Water Rachelle Verburg suggested including him in the interview Engineering at TU Delft. We contacted him after reading and thus they were interviewed together. We interviewed an article of him on energy from surface water (Hoek, them to explore ways to cluster TES systems and use this 2012). We interviewed Jan Peter van der Hoek to find out to contribute to solving ground water pollution. how surface water can be used as energy source, how a surface water energy system can solve surface water Ing. J. Verburg pollution, and how a collective TES system can supply a Port of Rotterdam/COB district-cooling system. Sjaak Verburg is currently Business Developer and previously Consultant Underground Infrastructure at L. de Jel the Port of Rotterdam and Chairman of the Platform Lekker Utrechs Kabels en Leidingen of the Nederlands Kenniscentrum Louis de Jel is the chairman of Stichting Aarde and one of Ondergronds Bouwen en Ondergronds Ruimtegebruik the Project Managers at Lekker Utrechs. We approached (COB). We contacten him though an article of the COB him through Happyland Collective, for which we had (COB, 2012). We interviewed Sjaak Verburg to explore contact with him previously for the Koningshof project. the possibilities of bundling systems, and connecting He knows much about food production and distribution developments underground and aboveground. in Utrecht, and especially about sustainable and local production. Ir. R. Verburg Arcadis M. van Langen – van der Meer Rachelle Verburg is Senior Consultant at Arcadis, AVU specialized in ground water pollution and thermal energy Monique van Langen – van der Meer is Senior Policy storage. We contacted her through a publication on this Advisor at AVU (Afval Verwijdering Utrecht). We contacted topic (Verburg, 2010). We interviewed Rachelle Verburg her through the AVU website. She knows all about the to explore ways to cluster TES systems and use this to waste cycles in the province and city of Utrecht. contribute to solving ground water pollution.
N. van Pagee C. van der Vliet LSNed Gemeente Utrecht Niels van Pagee is Projectmanager at LSNed Cees van der Vliet is Environmental Advisor Development (Leidingenstraat Nederland). We contacted him through and Energy at Gemeente Utrecht. We contacted him the LSNed website in order to find out how cable ducts through his collegue Arno Harting. He is specialized in are developed and what dimensions they can have. energy systems and in particular the sustainable energy systems, like TES systems, in Utrecht. Ir. E.W. Rebergen Gemeente Utrecht Drs. S.F. van der Weide Erwin Rebergen is Manager Ground and Surface Water Gemeente Utrecht at Gemeente Utrecht. We contacted him through the Sieb van der Weide is the coordinator of underground website of the municipality of Utrecht. He is specialized infrastructures at the municipality of Utrecht. He is also in the ground- and surface water systems and policies in the secretary of the Gemeentelijk Platform Kabels en Utrecht. Leidingen (GPKL). We found him through the Dienst Stadswerken website when looking for the expert on underground infrastructures in Utrecht.
146 • Bridging Utrecht • Infrastructure as Strategy We interviewed Sieb van der Weide to discover the policy of the municipality of Utrecht on underground infrastructures, and discuss the necessity, possibilities, and challenges of a district-cooling system for Utrecht.
J.A.C. Wiegers Gemeente Utrecht Hanneke Wiegers is Environmental Advisor Soil at Gemeente Utrecht. We contacted her through the website of the municipality of Utrecht. She is specialized in soil- and groundwater pollution in Utrecht.
Bridging Utrecht • Infrastructure as Strategy • 147 GLOSSARY
Biophysical systems District-cooling system Bélanger describes biophysical systems as hydrology, A district-cooling network is very similar to the existing geology, biomass, and climate. His checklist of biophysical district-heating system in Utrecht: one or more sources systems consists of water resources, waste cycling, energy produce thermal energy that is distributed throughout generation, food production, and mass mobility (Bélanger, the city by means of pipes. In case of a district-cooling 2013) network the buildings connected to the system are supplied with air-conditioning. ‘Bio washing machine’ principle The use of thermal energy storage systems to treat Evidence-based design groundwater pollution has so far been tested in the Evidence-based design (or research-based design) is ‘a ‘bio washing machine’ pilot in Utrecht. The TES systems process for the conscientious explicit, and judicious use generate groundwater movements that stimulate of current best evidence from research and practice in naturally existing bacteria to break the pollutants. By the making of critical decisions about the design of each adding nutrients this process is accelerated, but it is still individual and unique project’ (Hamilton and Watkins, a long-term solution (R. Verburg and T. Simon, Arcadis, 2009 in Deming and Swaffield, 2011, p. 239). personal communication, June 18, 2013). Infrastructures Bundling An infrastructure is ‘the basic system of essential services Bundling is the process of combining certain systems that support a city, a region or a nation’ (Bélanger, 2013, p. that can together come to an added value. ‘The new 69). ‘Mature technological systems - cars, roads, municipal design imperatives are found in the basic processes and water supplies, sewers, telephones, railroads, weather essential services that support urbanization including the forecasting, buildings, even computers in the majority of integrated ecologies of water, energy, food, mobility and their uses - reside in a naturalized background, as ordinary waste, which have traditionally been treated as separate and unremarkable to us as trees, daylight, and dirt. They components or separate districts in municipal planning. are the connective tissues and the circulatory systems Through the bundling of multiple ecological services, of modernity. In short, these systems have become strategies can achieve greater economies and ecologies infrastructures’ (Edwards, 2003, in Bélanger, 2013, p. 67) of scale. Forming a geographic field, these urban- regional strategies can be considered synergistic, self-perpetuating Landscape Infrastructures and self-maintaining. It is at this precise moment that the ‘Landscape infrastructures is an analytical tool and a region becomes infrastructural’ (Bélanger, 2013, p. 337). design strategy’ (P. Bélanger, lecture TU Delft, May 21, 2013). According to Bélanger ‘The merger of biophysical Design(ing) systems with contemporary infrastructure is now rapidly Design is a form of synthesis that often revels in complexity becoming the dominant order for urban regions’ (Bélanger, when dealing with diffuse, indeterminate, fluctuating 2010). We deduce that this merger of biophysical systems processes or dynamics, most often found in biophysical with contemporary infrastructure can be described as processes, social networks, or urban conditions (Bélanger, landscape infrastructures. 2013, p. 394). ‘Designing is the process of giving form to objects or space on diverse levels of scale and when we speak about design, we mean the results of a design process’ (Lenzholzer, Duchhart, and Koh, 2013, p. 121).
148 • Bridging Utrecht • Infrastructure as Strategy Mapping Thermal energy storage (TES) system Mapping is the process of researching and visualizing A thermal energy storage system supplies a building systems by means of the checklist of biophysical systems: with heat in winter and cooling in summer by storing water resources, waste cycling, energy generation, thermal energy in the groundwater (R. Verburg and T. food production, and mass mobility. ‘As a projective Simon, Arcadis, personal communication, June 18, 2013). method, representation through the mapping of complex The groundwater is extracted by deep pipes and led levels of information is instrumental to the design of through a thermal exchanger. Many thermal energy infrastructure and ecology. Whether by diagrams or maps, storage systems have a cold source and a warm source, composite imaging provides an important alternative to that are situated approximately 100 metres from each the conventional orthographic methods of visualization other. The cold source pumps cold water up in summer inherited from engineers and architects’ (Bélanger, 2013, to cool the building, and the warmer water residue p. 371). Mapping is conducted in order to understand the after the extraction of the cooling is then stored in the workings of systems as well as possible. warm source. In winter the heat from the water stored in the warm source is extracted and the colder residue Public space is pumped back into the cold source (R. Verburg and T. Public space is the ‘unbuilt space and public property Simon, Arcadis, personal communication, June 18, 2013). in the city’, which is an ‘essential condition for the functioning of the city’ (Meyer, De Josselin de Jong, and Transformation Hoekstra, 2006). We do not necessarily mean that a public “A marked change in form, nature, or appearance” party owns the area, but it should be publicly accessible. (Stevenson, 2012) In the context of this thesis we use many synonyms to indicate public space, such as urban space, urban realm, Urban Ecology public realm, spatial domain, etc. “The study of the interactions of organisms, built structures and the natural environment, where people are Renewable sources aggregated around city or town. Essentially, organisms are Renewable sources are sources of energy that do not plants/animals/microbes; built structures are buildings/ compromise the environment and prospects of future roads; and the natural environment is soil/water/air” generations. We distinguish natural sources (wind, water, (Forman, 2008). soil, etc), and human sources, like energy put forward by walking of cycling in this thesis.
Surface water source A surface water source is a water body with sufficient depth that can be used to pump cold water from the deepest point into a cooling plant. In this plant the cold from the surface water is transferred to the water in the distribution network through a thermal exchanger. The distribution network then transports the cooling to the connected buildings. The warmer water coming back from the buildings is then treated and pumped back into the surface water source (Agentschap NL Energie en Klimaat, 2010; Roelen, 2009).
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