English Translationenglish 5X5 – Projects for the Dutch City Dutch the for –Projects 5X5

Home , Alphen aan den Rijn, Delft, Den Dolder, Leidsevaart, Oegstgeest, Sliedrecht

possible development of the smaller histori the on view anew provide which areas, tion sta respective the of transformations and expansions city of combination the showing focus, main the are cities five the in areas station the of analyses the Further, City’. the and ‘Time article her in city the in space and time on railway the of introduction the of effects the researches Kavanaugh Leslie terms, abstract more In City’. Dutch the in ‘Railway article his in Netherlands the in railway the of history the of description Roberto CavalloNext, provides a general addressed. also are areas, station these of restructuring the to regard with issues, explained and the current architectonic basic assumptions of the and background the which in Engel, Henk by article introductory an with begins issue This discussion. for open again is railway the and core city historic the between relation the railways, Dutch in changes recent of the development of Dutch cities. Because stations constituted an important period in building speaking, Historically railways and published in 2008. be will research design this of results The underground, following the example. Delft built be will area centre city the in railway the that is here assumption basic The areas. station five the design will architects of five where project, the of part second the for point astarting as serve locations These research. design the for formulated problem statement that has been tentatively a with together locations, these of analyses lem, and Leiden. OverHolland 5 presents Haar Gouda, Dordrecht, Delft, Holland: Randstad of cities historical smaller five the in areas station the of transformations architectonic interventions and urban between cohesion the research to intends Technology. With by ‘Research Design’, of University Delft the of Architecture of Faculty the at out carried being is which project research the of part first the of results the presents OverHolland of issue This Introduction English TranslationEnglish 5x5 – Projects for the Dutch City Dutch the for –Projects 5x5

5x5

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handbook. architecture an and study adesign between places he which Groenland, Jochem and lective residential building’) col for Ahandbook size. intermediate (‘The handboek voor het collectieve woongebouw book the in vision his on lands’) Nether modern the of origin The world. new Het ontstaan van het moderne Nederland entitled Woud der van Auke historian by study latest the discusses Kavanaugh Leslie reviews: book two with The section ‘Polemen’ concludes this issue 21 the in cities cal , while Endry van Velzen elaborates elaborates Velzen van Endry , while st century. century. Een nieuwe wereld. wereld. nieuwe Een De tussenmaat: een een tussenmaat: De by Lieke Bijlsma Bijlsma Lieke by

(‘A (‘A - - Willemijn Wilms Floet zone railway Leiden’s 2. 17 Roberto Cavallo zone railway 1. Haarlem’s 13 Leslie Kavanaugh Time and the city 10 Roberto Cavallo City Dutch the and Railway The 6 Engel Henk City Dutch the for Projects 5x5: 3 Introduction 3 well. It is therefore important to find a term, term, a find to important therefore is It well. as faculties other for but Architecture, of ulty Fac the for only not true is This designers. research, it is mainly focused on educating and education scientific for institution an is UniversityDelft of Technology. Although it the at research of spearheads the of one as recognised was Design’ by ‘Research councilsity understood itsand importance univer The Technology. of University Delft the of Architecture of Faculty the by ago years afew agenda research the on put was activity, scientific as a designing profiling 2008. in published be will which of results the areas, station five the for designs make will architects of teams five part, second the In research. the of part this of conclusion the is OverHolland of issue This research. design the for formulated tively locations, and a problem has been tenta various the analyses part first The parts. two formations. The research project contains architectonic interventions and urban trans between cohesion the research to intends 5x5 Design’, by ‘Research of way By Gouda. Dordrecht and Delft, Leiden, Haarlem, land: Hol Randstad of cities historical smaller five the in areas station the of analyses city City, to aprelude As * Engel Henk City Dutch the for Projects 5x5: ‘Research by Design’, which aims at at aims which Design’, by ‘Research this issue of OverHolland presents presents OverHolland of issue this 5x5: Projects for the Dutch Dutch the for Projects 5x5: - - - - - About the authors 32 vanEndry Velzen Book review 31 Leslie Kavanaugh Book review 30 Esther Gramsbergen zone railway Dordrecht’s 5. 26 Bogt der van Olivier zone railway Gouda’s 4. 23 Willemijn Wilms Floet and Leen van Duin zone railway Delft’s 3. 20 cities, as it marked the beginning of a new a new of beginning the marked it as cities, important moment in the development of an are stations and railways of construction the Firstly, respects. two in interesting are significance. architectonic component is of decisive the which in approach a project-oriented instruments for ‘designing the mid-scale’, develop to tries mainly research of type This cities. of form the in changes concrete and land of use urban changing of interpretation specifically focuses on the description and urbanning, typo-morphological research planning and urban all-encompassing plan spatial of instrument important an is which forms. Besides the ‘social-economic survey’, built-up and spaces urban of research cal that of the and typological morphologi analysis and architectonic namely design, urban both for used is method interpretation and description same the and one which This concerns architectonic research in question. in field the in apply that methods verification and work disciplines, based on the theoretical frame criteria will need to be specified for various generate new and unique designs.” to used be can skills and knowledge existing how show or skills, alternative or knowledge new about bring must design the 3) mined, deter be must process the in used rules and thought of mode the 2) problems, of wealth a for asolution offer must design the “1) activity: ascientific as designing for lated formu been have criteria three general, In university. entire the for role apioneering reserved has but doubt, the of benefit the Architecture of Faculty the given just not has Technology of University Delft the of management the Design’ by ‘Research recognising by tive, to educate From designers. this perspec order in crucial simply are researchers and teachers Such designing. of practice the and researchers strongly orientated towards teachers appointing for framework a new be considerably broadened and could offer could research doctoral way This research. scientific of aresult as ‘design’ values which As object of research, the station areas areas station the research, of object As 2

1 . These . These ------

3 OverHolland 5 – Architectonische studies voor de Hollandse stad 4 English Translation In previous issues of of issues previous In transformed into a hierarchal urban system then was Ages Middle late the of system urban polycentric The centuries. enteenth sev and sixteenth the in structure in change underwent aRandstad Holland, fundamental current the of development the for point ing start the up make which Ages, Middle late the in formed cities of network the that show unequal development. population figures provide insight into this Randstad Holland’, Indifferent. ‘Mapping very was cities various the for expansion ern mod of point starting the that shows cities opment of the nine most important historical extent. alimited to today continues still and century nineteenth the of half second the in off took which expansion, urban modern for point starting nation and and de-urbanisation, forms the later, after a long period of economic stag acentury than more unchanged practically is century eighteenth the of beginning the at cities these of size The 37). p. 001, (see shows their unequal development until 1700 Randstad the of cities historical important most nine the of overview This Utrecht. and Dordrecht Hague, The of maps growth by Holland were selected and complemented Randstad current the of area the in cities the project, 5x5 the For scale. equal an of maps growth using by legible graphically cities of number alarge of growth the rendered that overview an made he studies, his of part development of Dutch cities. the on adraft contributed Rutte Reinout 3, 2and issues In addressed. been have andgeographical urban research history most important results of recent historical, the issues, these In principle. in expanded been has research this of framework eral General framework: Randstad Holland restructuring of these areas. architectonic questions with regard to the current the today: interesting so areas station researching makes which point, second the to us brings That process. this in involved are centres city historical of ing ment of cityexpansions and the restructur questions, especially if the further develop pertinent of anumber with research urban confronts the and typological morphological centres. development in relation to the historical city urban of points focus new formed stations squares, their With order. territorial a new The station buildings were ‘monuments’ of viaducts. and dikes railway periphery: urban the in artefacts new introduced traffic Train fications aroundcities were dismantled. isolation was forced open, while old forti- Local shortened. were times Travel context. bringing spatial aspects together in another with a leap in technological development, linked is era anew that everyone to obvious it made traffic Train urbanisation. of period The comparative overview of the devel the of overview comparative The 3 This complex of new developments OverHolland 5 The tables clearly 4 For the last last the For , the gen , the

------longer focused on the pacifying tendency no was government national the of policy the when 1980s, the of end the Since cities. big four the to paid exclusively been has attention 10 years, past the in Randstad the to regard with that noted be must it all, of First this. for reasons many are There them. research project was specially dedicated to a that unique so actually were Randstad cities. mid-sized 15 by other panied these smaller historical cities were accom time, same the At increased. cities smaller five the with difference the and considerably diminished fact in cities big four the of size in differences underlying the that it be sion, was maintained during the modern expan top the at cities big four of system urban Dordrecht remained almost unchanged. The of size population The population. their of half lost also had they as fate, this suffered also Gouda and Delft of cities smaller two The half. than more by reduced population their seen had Haarlem, and Leiden cities, industrial century seventeenth large two the because mainly but period, this in more once prevailed Ages, Middle late the of city biggest the Utrecht, century. nineteenth the of half first the in Germany to goods of transit the for city port important most the into develop to began Rotterdam and grow to continued government, of seat the as Hague, The while period, this in well own its hold to able was Amsterdam cerned, con was size population as far As Holland. current hierarchy of cities in Randstad the for laid was basis the and more once place took structure in change important an century, nineteenth the of beginning the and century eighteenth the of urbanisation During the economic stagnation and de- city and dominant economic centre by far. of which Amsterdam formed the biggest tion The Hague. As a sea port, Dordrecht Dordrecht port, a sea As Hague. The tion than Amsterdam and Rotterdam, not to men cities they were bigger and more important Dutch the of growth first the during time along for that is this for reason The core. medieval large arelatively possess they unique and problematic at the same time: so Randstad the in cities historical smaller quarters. a worriless environment for company head offer they as Nieuwegein, and Almere dorp, Hoofd Zoetermeer, ones: new the to refers lises. Mentioning the mid-sized cities usually unbridled development of Asian metropo the by mesmerized is one circles, sional profes In picture. the of outside remains here, have could cities mid-sized the which potential possible The harbour. sea terdam’s hub function of and Schiphol Airport Rot the and cities big the of potential economic all attention has been concentrated on the rather to use it in the global competition, but Randstad the in ametropolis create to These five smaller historical cities in the the in cities historical smaller five These Here, we touch upon what makes the the makes what upon touch we Here, ------rose to the top and prevailed over all other other all over prevailed and top the to rose Amsterdam century, sixteenth the In cess. suc varying with route navigation the in position its to industry of forms important and function amarket link to how knew city the as income, of source important an were Tolls route. navigation dunes’ the ‘within the of way by Holland of County the of nection strategic position in the con North-South a had Gouda three. the of important most the initially was and cities Dutch newest the to Rotterdam and Amsterdam with together belonged Gouda time. that at cities industrial and Delft Haarlem, Leiden were important Utrecht. after Randstad current the of area the in city big second the and time along for Holland of County the of city biggest the was expansion of the urban territory, the further further the territory, urban the of expansion the Besides formation. city of process the of indicator important an as trade and cil coun city the for buildings public first the on focused mainly study The institutions. ment, but also at the development of urban asettle of expansions successive the at look to just not important is it cities, of ment develop the researching when that clear Amsterdam’. of centre the of forming the and exchange commodity first ‘The study the in given was research. ture historical research and urban historical place separately from each other: architec take generally which research, of types two of joining the at aimed ideally is research The and typological morphological urban Centre and periphery the benefit oflarge-scale retail companies. to interventions grotesque for alibi an was it most, very the At transformation. urban of tradition inventive and arich had cities these that fact the from learnt was Little criterion. only the being city old the of ‘environment’ the into integration with picturesque, and showy was enforced was that centres city historical the of architecture the of view The transformationsessary of historical centres. nec the with results constrained and dures phrenia has notably led to lengthy proce schizo This other. the on expansions city one hand and the development of ‘modern’ conservation in the historical centres on the divided up between operations aimed at clear that architectonic culture is completely so becomes is it else Nowhere honour. great andcityscapes townscapes’, making it not a ‘protected entire the to extended was ments monu of protection the when 1960s, the since case the surely is This Netherlands. tectonic and urban planning heritage of the guardians of an of part important the archi the being of honour the have Randstad Gouda. and Dordrecht Leiden, Delft, were represented: Amsterdam, Haarlem, cities Dutch important most six the Holland, of States the In role. asignificant have not includingcities, Utrecht. Rotterdam still did The five smaller historical cities in the the in cities historical smaller five The 6 In In 7 OverHolland 3 This study intended to make make to intended study This ,

an example ------in the sixteenth and seventeenth centuries. centuries. seventeenth and sixteenth the in cities Dutch of growth second the of nesses are important urbanCampen), historical wit van Jacob by designed (1647-1654, Hall City new the and Keyser) de Hendrick by Exchange (1607-1611,Commodity designed the Bilhamer), Janszoon Joost by designed (1561-1566, Waag Nieuwe the as such tory, instyles architectural contemporary his properties in the of succession building awareness. self- urban greater the and council city the of complexity increasing the economy, urban the of size growing the for indication important an provides also buildings of kinds development and differentiation of these on the clearly recognisable morphological based maps, city the on legible are which mark four periods of urban development, years These 2000. and 1970 1940, 1850, captured: were periods four Randstad, the of ‘Atlas Randstad Holland’. the in mapped was 1850 since Randstad the outside their centuries-old boundaries. step cities these did urbanisation, modern of beginning the with century, nineteenth the of end the at Only area. built-up same the and one of transformation constant of one been has cities these of history the centuries, and morphological urban research. For five ies interesting particularly for typological cit two these of development the making century, mid-fourteenth the in established already were which boundaries, the within compressing by entirely done was Gouda and Delft of phase development new The well. as cities two these for Age a Golden was period this though even all, at expanded not were Gouda and Delft centuries, teenth seven and sixteenth the In down. torn even were houses many Age Golden the of growth the following stagnation the during and up, built fully not was Haarlem of City’) (‘New ‘Nieuwstad’ The century. seventeenth the of half second the in late too came fact in lem Haar of expansion northern the while out, carried was expansion asmall only drecht, Dor In period. growth second the in cities these to important very not are expansions city Leiden, for Except area. Randstad the in development of the smaller historical cities the on view anew provides also city the of parts existing already the of transformations centre. city the of transformation spatial the with hand in hand went expansions city the that show drawings Reconstruction level. ahigher to brought the organisation of urban functions they expansions, city with combination In alone. not were they view, this In city. the of as catalysts in the new development phase tions of social-economic developments, but reflec passive as not buildings these ering consid by further astep this takes research The and typological morphological urban Buildings that are treated as isolated isolated as treated are that Buildings The expansion of the urban territory in in territory urban the of expansion The and expansions city of combination The 8 In the urbanisation urbanisation the In ------definition reads as follows: ‘The urban fringe fringe urban ‘The follows: as reads definition applied by urban geographers. widely been has notion this 1960, in Alnwick of town English the of study Conzen’s Since fringe’). (‘Urban ‘Stadtrandzone’ of spoke he development of Greater Berlin. At the time, during a discussion about the geographical in 1936 time first the for belt’ ‘fringe the of Louis, drew attention to the phenomenon called a belt’. ‘fringe the historical geographer M.R.G. what of signs the all shows cities historical smaller five the of expansions city first the of zone The use. half-urban, half-rural, a mixed, had already past the in which city, historical the of outskirts the with combined 1910 was and 1850 between area expansion city the ablow, of less suffered Dordrecht Although the previous period, during the stagnation. in more or half almost by decreased fact in had Gouda and Delft Leiden, Haarlem, of size population The area. built-up present already the within residents of number ing ever-increas the absorb could cities these Initially size. in small still were 1850-1910 period the in expansions city the that see to striking is it cities, historical smaller five the With asynchronously. place took also cities various the of area urban up built- the of expansion the 1850 after that 38 p. on 002 map overview The purposes. diversified very with nature, amixed of often were and incidentally theexpansions, built-up areas appeared city planned newly the and centre city cal histori the between zone the In planning. and 1910 did not include any kind of urban period. urban planning eclecticism at the end of this of types various to way gave which alism, Structur 1970-2000, period the for finally, and Objectivity, New the increasingly, and, School Delft the 1940-1970 period the for the Berlagian urban planning was indicative, 1910-1940 period the for simple, it To keep urban planning culture of the Netherlands. and architectonic the in upheavals major few a of result the largely are expansion, city of be determined later for the various periods large which morphological can differences, The territory. municipal entire the reviewed regulated by urban planning which designs, were expansions city the Later, plans. sion expan establish to cities the obliging clear, became 1901 of Law’) (‘Housing ingwet’ development of station areas. the into research the for importance major of been has marking This issue). this in 38 p. on map overview the 1910(see added: was aperiod project, 5x5 the For City. Cluster the 2000 to 1970 from and City Open the 1970 to 1940 from Streets, of City the 1940 to 1850 from Canals, of City the 1850 until up periods: different the in appeared which areas, urban the of characteristics One of Conzen’s teachers, Herbert Herbert teachers, Conzen’s of One 1850 between up built areas urban The ‘Won Dutch the of effect the 1910, of As

clearly shows 9 A recent Arecent Conzen - - - - - also see what the various city councils are can we Naturally designs. area station and maps historical using further, explored are city the in station the of location particular the questions and possiblemeanings of the cities, five these of areas station the about essays the In city. the of middle the in now are lines railway The area. urban built-up the within railway the of surrounding further ever the shows steps four in and 1850, in cities historical the of fringe urban the in shows the peripheral location of the railway 40) (p. Gouda and Dordrecht Delft, Leiden, Haarlem, of maps city the of overview tive in the development of cities. The compara factor adetermining been has path railway the century, twentieth entire the During Station areas urban development plans. successive all in theme arecurring became related problems of railway overpasses also traffic- time, same the At cities. these for the station was the next significantmoment ‘behind’ area the to railway the across sions expan city the of leap The railway. the by city the of side one on up thrown was barrier a time, same the At hotels. and offices nies, suchfunctions, as large-scaleretail compa urban new establishing for location perfect the was it of middle the in centre old the to city historical the of edge the on station the from route The aplace. given were buildings station and Randstad the of cities historical railway lines were in established the smaller the that fringe’ ‘urban this in precisely is It remain fossils of earlier developments’. and areas residential by leapfrogged are physical extension, then these fringe zones demographic the growth, town experiences and boom of atime at If, differentiation. and restructuring inner of aresult as area urban the of edge the to pushed been having coalesced, elements which in azone is belt space that has been freed up? The railway railway The up? freed been has that space the with do to what But away. taken is ience the noise nuisance and any other inconven buildsimple: the railway underground, and intervention provides. The solution seems so asimilar what of question the is important more Even fact. awell-known is which ment, invest alarge require will and complicated neering issues of tunnelling, which are surely engi civil the regard not does It Randstad. the in cities historical smaller five all in tions architectonic proposals for station loca used as a basic assumption for designing was issue railway the of solution Delft radical atunnel. with centre city the across straight built viaduct railway the replace to made was decision the ago years 20 where Rotterdam of footsteps the in following therefore is Delft centre. city the along viaduct the on railway the of construction are currently underway for the underground preparations where Delft, in are plans radical most The areas. these in planning currently For the ‘Research by Design’ of 5x5, the the 5x5, of Design’ by ‘Research the For 10 -

------show that tunnelling many offers possibili bike parks. numerous and stands taxi station, abus with junction atraffic and machines ticket are left, is What aminimum. to limited are ices Serv stops. subway than more nothing fact in are they as cities, smaller the in points starting less and less offer themselves ings build station The acentury? for city the of image the determining been has which railway, the like artefact aremarkable of place the take could what one: architectonic an is 5x5 in raised question important most The exercise. ablanks of qualities the all has question mark and Busquets’ plan for Delft amajor like looks still Rotterdam in path See François Claessens, century. twentieth the of beginning the from Eberstadt R. and Brinckmann A.E. of work the with starting Germany, in found be can 6. in land’, Hol Randstad the ‘Mapping Engel, Henk 5. 2006. in centuries’, nineteenth to fourteenth the from Holland in urbanisation towns. urban Urbanisation, planning and de- Dutch of contraction and ‘Expansion and in centuries’, fifteenth to eleventh the in plans street their and towns Dutch of genesis the on 4. Approach Architectural an Context: Urban the in published doctoral research recently the of part form both which zone’, railway ‘Haarlem’s and city’ Dutch the and railway ‘The Cavallo, Roberto included: are 4 land of Amsterdam Central Station’, in ment versus multi-use terminal. The case 3. Holland 4 in project’, urban the of topicality ‘The 2. Research of ment Assess Quality Planning. and Building ture, 1. 1:12.500. scale on printed are maps These issue. this in maps Bonne lations of the kadestral, topographical and Iskandar Pané. The same for the manipu and Diesfeldt Otto Bogt, der van Oliver by made were article this of maps * The Notes belt’ are now simply inconsistent. a‘fringe of characteristics the respect, this In context. the from derived be easily cannot neighbourhoods. However, its architecture expansion the and centre city historical the between space aconnecting become could which surface, afracture area, intermediate an in located are areas station the that fact the in found mainly are points Starting plans. have previously arisen in urban development ties for providing answers to questions that Leen van Duin, as cited in VNSU, VNSU, in cited as Duin, van Leen Reinout Rutte, ‘A landscape of towns: towns: of ‘A landscape Rutte, Reinout �� Roberto Cavallo, monu ‘Railway station: François Claessens, Endry van Endry Velzen, François Claessens, A long tradition in this type of research research of type this in tradition Along The studies presented in in presented studies The , 2007. In this issue of of issue this In , 2007. OverHolland 2 , 2007. , . IUAV, Venice 2007. Venice . IUAV, OverHolland 2 . Utrecht 1998, p. 31. p. 1998, . Utrecht , 2005. De stad als archi als stad De OverHolland 3 , 2005, pp 72-90 72-90 pp , 2005, OverHolland Railway space space Railway OverHolland OverHol Architec Over - -

- , ------3 land in Amsterdam’, of centre the of forming the and exchange commodity first 7. schaftliche Buchgesellschaft,1982. Conzen, Conzen, M.R.G. 146-171. pp. 1936, Krebs-Festschrift, gart, research’) Forschung (‘Geographical in Berlin’), Greater of out geographical lay von (‘The Gross-Berlin’ 9. 2 land in Holland’, Randstad ‘Atlas Bogt, der van Olivier Pané, Iskander Engel, Henk 8. in the Middle Ages’) Middle the in city German the of history art of (‘Summary schichte der Deutschen Stadt im Mittelalter recently, Cordt Meckseper, city’) man Ger the of shape (‘The Stadt Deutschen der Gruber, Karl is example A nice 1871-1914’). many Ger in city the of discourse architectonic (‘ 1871-1914 Duitsland in stad de van discours tectonische constructie. Het architectonisch cester, Leicester University Press,1990. the occasion of his eightieth birthday on Conzen M.R.G. for Essays cities. Western (ed.), Slater T.R. in nomena’, ical perspective on urban fringe-belt phe 10. 56-65. pp. 1960, &Son, Philip analysis plan town in study The city as architectonic construction. The The construction. architectonic as city The Henk Engel, Esther Gramsbergen, ‘The ‘The Gramsbergen, Esther Engel, Henk H. Louis, ‘Die geografische Louis, H. ‘Die Gliederung B. von B. der Dollen, ‘A historical-geograph �� , 2005. , 2006. . München, Callwey, 1952. More More 1952. Callwey, . München, Alnwick, Northumberland. A Northumberland. Alnwick, Dissertation, Delft, 2005. 2005. Delft, Dissertation, . Darmstadt, Wissen . Darmstadt, Länderkundliche Länderkundliche . London, Georg Kleine Kunstge Kleine The built form of of form built The Die Gestalt Gestalt Die OverHol OverHol . �� . Stutt Lei ------. -

5 OverHolland 5 – Architectonische studies voor de Hollandse stad 6 English Translation the nineteenth century, changed in the first first the in changed century, nineteenth the of beginning the until characteristic water, on transportation The Netherlands. the of case the in attention special needs ticular, par in lines railway of and infrastructures, of 1901. of law) (Housing ‘ the by regulated cities the of the consequences upon the development and century nineteenth the of part second the in infrastructures of development sive exten the account into taking mean would 1910 of map the Adding 1910. year the between, in date another introduces Engel important developments. To this end, Henk some out point to order in useful be would between in interjected map another fore, 1940 is actually poorly represented; there and 1850 between span time the that show will maps the at look acloser way, detailed amore in infrastructures of issue the ing Consider (1839-1850). lines railway first the of construction the to prior just situation the of omission the being of exception only the with cities, Dutch the in railroads of opment devel full the of trajectory the also is maps 1970. after period the for city’ ‘cluster the finally and 1970 and 1940 between span time the for areas’ built-up and belts green with town ‘open the 1940, and 1850 between period the for blocks’ building and streets of ‘town the 1850, to up typical is town’ ‘canal The city. Dutch the characterizing fabric urban of kinds different the on based choice for four ‘morphological periods’ is the that article his in emphasizes Engel Henk glance. asingle at issues different comparisonstraightforward of a range of a allows periods four these of choice The 2000. and 1970 1940, 1850, maps: four into data relevant most the collecting phases, four in Randstad the of urbanization of ess kaart’ in ‘ article the In issues. key and development of railroads are important creation the years, fifty and hundred one last the in undergone have cities Dutch the that In order to understand the transformations Roberto Cavallo City Dutch the and Railway The The construction and the implementation the of span time the coincidently, Not 1 Henk Engel schematizes the proc Randstad Holland Woningwet ’ ------the First Decades of the Nineteenth Century Nineteenth the of Decades First the until Transport and Territory Lands: Low The order. achronological in examined are issues evant contemporary developments, the most rel ending with some considerations about the and railways, of construction the before tion ture. with Starting the means of transporta viewpoint of urban planning and architec the from Netherlands the in railroads of enon offering a general insight into the phenom year. same the in issued law reorganization the after up set gen publicly held the as functioned railways Dutch the phase, current and last the in 1939, After together. cooperatively worked giants railway two the 1939, 1917 and between phase, fourth and between period was ended by the 1917 agreement This and competition. oftration activities concen of aphase in resulted companies railway and State the between signed tracts private several After companies. 1890, con by operated were yet State, the by realized mainly were railroads the 1890, and 1860 railway law was S45 implemented the when 1860, to up railways of exploitation and construction private the by terized charac is first The spans. time four into theclassify development of Dutch railways panies operated com railway way the following Netherlands The in railways of evolution the periods various in schematize to attempt an made Broeke den W. van study, important one In Dutch cities would develop. the way the on impact important an had fact This communications. railway and road of anetwork into century nineteenth the of half erected mainly on the higher elevations existed. roads of traces afew only contrast, In cities. as well as landscape the ordering question, in area the characterized canals developed rationally of asystem Ages, Middle the since Ever watercourses. other and rivers lakes, large show time that of Maps transport. facilitate to way only the were boats tomed flat-bot which in area swampy extended an than more nothing was Randstad, the as today identify could we that area the try, delta. Rhine the of context historical and tonecessary consider the geomorphologic is it territory, specific this fully comprehend to order In water. the from it protecting and land reclaiming of effort continuous the certainly is aspect particular most The Europe. of rest the to compared if erlands Neth the in exceptional quite is landscapes and cities of development the and uses land of organization the between relationship The This study, in particular, focuses upon upon focuses particular, in study, This The sparsely dispersed cities were coun the of part central the 1500 Until 4 SS , the only remaining railway company (the State railway company). In the the In company). railway State (the HIJSM N.V. (a private railway company) company) railway private (a 2

. As he suggests, we can can we suggests, he . As Nederlandsche Spoorwe 3 . Between . Between ------as critically drainage necessary facilities, built Initially well. as city the inside transport for used widely were roads, than important more far and cities Dutch the of zation land. swampy the in effectively built was contrast, in Gouda, walls. fortification without dunes Sea North the behind city first the was Hague The while dikes, on realized were dam initial settlements of Amsterdam and Rotter The later. founded were Delft and Dordrecht Leiden; and Haarlem Alkmaar, were dunes Sea North the behind cities Dutch first The city. oldest the is Utrecht enemies. from as well as water the from them protecting of sand tops and surrounded by dikes, power was further studied and improved. improved. and studied further was power Sea. North the from and to goods of growing rapidly and needed transportation was area industrialized This Germany. of ent connection with the Rhineland region expedi and efficient amore of creation the was time that of issue important one port, trans of terms In Belgium. in Antwerp and Amsterdam of harbours the to competition also improved and enlarged, offering serious was Rotterdam of port the meantime, the In ing the circumnavigation of the inner sea. avoid Sea North the to Amsterdam of bour har the from connection adirect allowed which (1824), Channel Holland North the of realization the certainly was period this of work important most The ground. the on highways new the with combination in network transport integrated an offering time first the for built, were ones new and improved were canals navigable Existing underwent a substantial transformation. wagons and coaches of traffic increasing the accommodate to order in built were highways well-paved of anumber 1800s the of decades first the during only fact, In time. Napoleonic the to up poor quite was roads about 1800 until role aminor played transport highway but initiated, was also roads of construction the period, same In century. nineteenth the of beginning the at point depressed most by a serious depopulation problem, with the period, several Dutch towns were affected same the in and reason same the For ance. due to a period of poor economic perform schuit of passengers numbers. trekschuit century the water transportation through seventeenth the of end the by already and further developed canals of network The Netherlands. west the of centres economic the between links the ensured barges of system amultiple goods, for not certainly optimal, really Not cities. the outside tion an role important in passenger transporta fulfilled also canals the 1600 year the by The canals, fundamentalThe to canals, the organi With the industrial revolution, steam steam revolution, industrial the With In this period, water transportation also the of industry the time, that At declined in the eighteenth century century eighteenth the in declined 5 reached is peak period in terms terms in period peak is reached 7 . Furthermore, the condition of 6 trek - - 8 - 9 - - .

- - - - tion on tracks. In George 1822, Stephenson transporta the in role pivotal a fulfil would that amachine into further improved be George Stephenson, the locomotive could of studies extensive the on Based tracks. the of thickness the and locomotive the of weight the between balance right the finding of importance the showed cessful, tracks on run to able locomotive steam first the engineer Richard Trevithick constructed Cornish the year this In 1804. in place took application of steam power for locomotives water transportation vehicles. The first and road in used also was and purposes various for century eighteenth the of end the at developed was engine steam The HIJSM the in investors the importantly, Most ties. uncertain several were there view of point a facile From undertaking. an economical not certainly was Netherlands the in railroad goods than in Introducing passengers. the transporting for offered railways the sibilities Commerce were more interested in the pos of Chambers and politicians Local line. way rail first the of realization the in delays extra caused politicians national the by interest of lack ageneral but 1830s, the from discussed more time than originally foreseen. development of railway lines took generally the reasons, these For investment. capital avast least, not but last and, land of tion apermissions, clear plan for the expropria bureaucratic many required line a railway of section each of building the determined, was layout its Once matter. adifficult fact in was arailroad of construction actual The industriously developing plans for railroads. was train, the of advantages the of vinced con been having country, European every almost period this In line. Lyon and Étienne St.- the of asection opened France which at point the 1830, until up phenomenon lish Eng an remained railway the of realization actual the world, the over all media the in generated it which publicity the and tive locomo the of success great the Despite The First Dutch Railways world. the in transportation for era anew of beginning the marked and success agreat was machine Stephenson’s George line. rail the on areas some in train the pull to required also were locomotive, horses and engines stationary the to Next passengers. the carrying was that train the pulled Stephenson George by built alocomotive and 27, 1825 September on held was railroad &Darlington Stockton the of opening The goods. and passengers both transport to planned long, kilometres forty over was railroad this of line main The Darlington. to Stockton from railroad official first the of planning the in involved time that at Pease, Edward for technologies these organized a demonstration successful of Projects for railroads in Holland were were Holland in railroads for Projects 10 , 11 . This experiment, although suc who planned to finance the first first the finance to planned who ------Amsterdam to Rotterdam, came quickly. In In quickly. came Rotterdam, to Amsterdam connect to intention the with Leiden, to Haarlem through railroad first the extend to became an urgent necessity. The decision Rhineland the and Arnhem Utrecht, to ther between Amsterdam and Rotterdam and fur a a consequence, rail highly efficient link economy of Rotterdam and As Amsterdam. the for threat amajor represented line rail This Germany. in region Rhineland the and Antwerp of port the between connection arail of realization the with engaged ily bus was Belgium I, Leopold of leadership the under 1830 in Netherlands The from and around After Antwerp. its separation in particularly attention, with Belgium in cies in Holland observed the developments investorssengers, and government agen pas of transport the for especially grew, between the two cities. barges hourly by link the of decline the time in marked train quicker the service, of years hundred two After city. the to gateway as well as station terminal as simultaneously damsche Poort inWillemspoort Amsterdam track, the of ends two the at situated was station Aterminal canal. existing the to connecting Amsterdam to parallel Haarlem line rail the of positioning the with play into save funds. These considerations also came to order in possible as straightforward as kept be could line railway the of layout the and facilitated easily more often was land the of appropriation the areas, these In canals. the to parallel placed were railroads Dutch first the coincidently not volumes; traffic and routes about information ing provid investors, railway the to advantages considerable gave canals of network the of existence the hand, other the On granted. for success of prospect the take not did and the with competition the feared Indeed, the Dutch railway entrepreneurs train. the to bowing of intention no had and centuries for reliable being in pride his ing train. the and ideal conversation between the an of adramatization showing cities both in out handed and printed was apamphlet ing, open official its before months afew Just England. in line &Darlington Stockton the after years fourteen 1839, 20, September on opened between Amsterdam and Haarlem century. nineteen the of half first the in transportation of means important most the remained it road, the on services time lost customers to the emerging coach the transportation on water eventually in ger were services widely offered. Although the transport of goods, inexpensive passen beside where, canals of network extensive an upon relied country the of economy the years hundred two than more For water. over system transportation mass existing the with compete to had country, the of line railway While the popularity of the train slowly slowly train the of popularity the While was railway first the Netherlands, the In 13 The The 15 in Haarlem, both working working both Haarlem, in trekschuit 16 14 was manifest and Amster trekschuit trekschuit - - - - - 12

- - -

- railway lines circumscribed strongly the ter recognizable the period, this of amap at ing Look completed. finally was ‘Randstad’ the constructed just outside the city walls. also was station the where Utrecht of city Vecht river the of line the less or more followed line railway this Amsterdam in Weesperpoort of station terminus the was also under construction. work. net railway effective an of creation the for obstacle an time along for were Rotterdam and Amsterdam of stations the reason this For ending. were tracks railway the where walls city the outside station aterminus had considerably. Rotterdam, like Amsterdam, quite distance the shortened have would and Rotterdam, traced through this polder, Amsterdam between line railway the of tory some years earlier. A trajec straightforward meer polder (1849-1852) was completed Haarlemmer the of land the of reclamation the if different been have would history of course the that note We must completed. was Randstad current the forms that circle ideal the of half first the line railroad this station. Poort Delftsche the at city the of north the in ending Rotterdam, reached finally line’ ‘Old the 1847 in canals, the of lines main the case this in also following and Delft and Hague transportation. of means new the and city direct confrontation between the historical no was there that advantage the had city the outside always railroads the Keeping gates. city the near passed railway the and time, in point this at walled all were cities smaller The cities. the outside situated was railway Dutch first the exception, only the being Haarlem With Haarlem. of city the traversing Leiden, of city the reached railway the 1842, schuit the ofNevertheless, disappearance the the most prevalent means of transportation. portation on water prevailed and remained ices were suspended, the passenger trans and1850 1870, although some local serv Between role. important an played traffic the of competition strong the also entailed in the railroad enterprise. Probably investment on return low initial the and stagnation economic the in found be can Netherlands the in scope limited and delays land region. Possible explanations for the Rhine German the with connected was that anetwork furthermore and Netherlands, the in that than longer times five anetwork had already country their that indicated Belgium with acomparison Netherlands, the in was railroads of construction the protracted how German border. In order to give an idea of Arnhem, and Utrecht with dam Rotter and Amsterdam both linked railroads of kilometres 255 The waterways. existing the than more much Randstad, the of ritory In 1855, the railway circle encompassing encompassing circle railway the 1855, In railway’ ‘Rhine the meantime, the In The along passing extended, being After was only delayed; its demise in direct direct in demise its delayed; only was 17 In fact, we could say that with with that say could we fact, In 18 Starting at at Starting 20 close to the the to close 19 until the the until trekschuit trek ------

named, for these two stations as well as for for as well as stations two these for named, often is (1810-1875) Outshoorn C. Although attributed. clearly not was Willemspoort two stations in and Haarlem Amsterdam- the of designer the Brade, of responsibility the was Haarlem and Amsterdam between the project forcertainty the railway line ( landsche IJzeren Maatschappij Spoorweg the company, railway Dutch first the founded officially Brade, W.C. engineer civil the with together Amsterdam, from nessmen busi two Chevalier, R. and Serrurier L.J.J. Railway Companies and Stations inevitable. competition with the railroad would become company. the by operated line rail the along stations minor other and (1875) II Rotterdam-Maas (1868), Gouda (1868), Haag Den (1867), Arnhem in stations the on worked who (1839-1877) Erkel van A.W. designer, station The 1856. in Aachen and Maastricht between line the operated Maatschappij German the company, railway Another 1856. in opened between Arnhem and Emmerich in Germany line The tracks. the of width in difference the to due mainly was delay this network; the the country. in building railway mixed-used first the been have would constructed, never building, This Rotterdam. in ahotel with combination in practice, developed plans for a large station railway English the by influenced heavily ments, the management of the company, the of Rotterdam. Although in general the stations of city the in station terminus second the temporary station of I, Rotterdam-Maas passing through Gouda and ending at the Rotterdam, and Utrecht between link railway the 1855 In city. the of harbour the and station link between Amsterdam-Weesperpoort the year same the In State. the from line this of control the over took turn, in 1845 in lished Maatschappij Rhijnspoorweg The State. the by constructed and commissioned was (1845), Arnhem and (1843) Utrecht with Amsterdam connecting Rotterdam. to Delft, and Hague The Leiden, via Amsterdam, from 1847, the ( Roads and as engineer for the Department of Buildings School ( Engineers Royal the at studied Conrad designer. the as (1800-1870) Jr. Conrad F.W. name sources historical most (1843), HS Hague The and (1842) Leiden in one the HIJSM Despite the industrious activity of these these of activity industrious the Despite before passed years several addition, In one the line, railway Dutch second The NRS NRS NRS NRS ) on August 8, 1837. Although with with Although 1837. 8, August ) on connected to the German railway railway German the to connected also obtained permission to build a arailway of realization the began Genieschool) HIJSM 25 are not architectural monu

Waterstaat Aken-Maastrichtse Spoorweg ( AMS had completed the ‘old line’ line’ ‘old the completed had ), established in 1845, 1845, in established ), 21 NRS in Delft and worked worked and Delft in ) in The Hague. By By Hague. The ) in also had its own own its had also ( NRS Nederlandse ), 22 Hol estab - 23 - - 24

- 1863 by a number of Dutch investors mainly mainly investors Dutch of anumber by 1863 van Staatsspoorwegen the to went the operation of the new railway lines for contract coveted The simultaneously. minister. Eight different building sites started the by approved already projects railway the of construction and design the with charged established, was agency an later days few issued. was S.45 law railway known well the Hall, van minister government the by introduced 1860, In lines. these of tion exploita the in astake investors private offered and lines railway new several of tion construc the initiated State the reason, this For enough. rapidly growing not was network railway Dutch the companies, railway private able to compete. In these years, the Dutch Dutch the years, these In compete. to able the of portation consolidated the financialposition try. The constantly increasing freight trans coun the in company railway powerful most and largest the be to grew returns, financial the local architects. of part the on details specific site of tion thetypes, stations allowed the implementa Hague. The in (Waterstaat) Roads and Buildings of stations came straight from the Department nique of Durand and the French work the by influenced strongly was stations the of design The years. those in common very approach, stylistic aneo-classical by characterized mainly was stations the of architecture The type. second the of are Hengelo, Enschede Meppel, and Deventer Zutphen, in ones the while (1870); Dordrecht in one the and N.J.Kamperdijk, by designed (1868), Zwolle in only were State the by built category first the in stations the Among tion. ques in city the of inhabitants of number the and needs the to according chosen be would have a more residential scale. The category would category fifth the of astation while extensive, most the was category first the of station A categories. five into stations rail of Transport decided to standardize the type of Ministry the realized, be to were that railways new of number vast the Considering State. the of authority the under came also stations rail of construction the 1860, of law (Stock Exchange) station. Rotterdam in 1877 and ending at the Beurs viaduct running through the inner cityof a on built junction Binnen-Rotte so-called the by turn in followed in 1872, finished was Rotterdam to Dordrecht from line the of tion Helder) along (Den Amsterdam-Zaandam-Nieuwdiep line new the being exception only the with the by operated subsequently were 1860 after State the by built lines railway the All Rotterdam. and Amsterdam from In the years between 1865 and 1890, 1890, and 1865 between years the In the with Netherlands, the in Singularly realiza the period, this in Importantly SS . The actual design of the standardized standardized the of design actual . The SS , although initially struggling with low low with struggling initially , although 31 29 Although based upon standardized , and only the the only , and operated by the the by operated Maatschappij tot Exploitatie Exploitatie tot Maatschappij ( HIJSM SS 30 L’École Polytech HIJSM ), established in in established ), seemed from 1863. from 26 SS A 27 , -

28 -

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7 OverHolland 5 – Architectonische studies voor de Hollandse stad 8 English Translation D.A.N. Margadant as the chief architect of of architect chief the as Margadant D.A.N. called also tury cen nineteenth the of quarter last the (since The architects. of group alimited of hands the in mainly were ones existing of reconstruction the and stations new of tion ing railway yards and The stations. construc the renovation and improvement of the exist ing developments in the for city; example, the cityscape. This fact stimulated interest of part important an increasingly became cities, the outside built once railways, The many Dutch cities expanded considerably. of area urban the century nineteenth the of years twenty last the in conclusion, In the city. for building public important an was station the that fact the of admission astrong was simultaneously and rule, the to exception an the Central Station of Amsterdam, formed for architect chief the as Cuypers P.J.H. to given commission the respect, this In map. to put Amsterdam clearly on the European the new Central Station formed the occasion and Rijksmuseum the for projects the and 1883, for planned was Fair World The ent. ings. build public other and churches of also but stations and railways of only not care taking was State the which in atime of illustrative “ of saying Dutch critical The Amsterdam. of tion Sta Central the of building the until stations for design innovative or great any see hardly all had specialized designers for stations, we companies railway Dutch main the Although cities. the in function avital more and more became a critical question, performing an architectural important issue. Stations became cities, important most the for cially century, the construction of stations espe network. rail Dutch the of rest the while country the of west the in lines railway the important company controlling almost all of The railways. local smaller the of operations the over taking in active very were both century nineteenth only the the only to effectively reduced was market railway the to lines its weakened the over took State the 1890, In services. local tram companies were also operating limited weg Maatschappij the and landsche Centraal Spoorwegmaatschappij the country: the in active ones smaller three also were there 1890, and the to Next railways. new of planning the for opportunities fresh offered walls city tions and the subsequent demolition of the fortifica the of decontrol the 1874of about law the expanded; further network railway Het is wat-er-staat waterstaat The situation of Amsterdam was differ was Amsterdam of situation The nineteenth the of quarter last the In SS , the two largest companies around Noord-Brabantsch-Duitsche Spoor Noord-Brabantsch-Duitsche SS SS and expanded its activities into the the into activities its expanded NRS SS HSM HIJSM . The competition on the the on competition . The 33 HIJSM

giving the operation of . Some other railway and and railway other . Some ) had from 1879 to 1909 1909 to 1879 from ) had . At the end of the the of end the . At became the most most the became NRS , the Neder ” 34 is very very is HIJSM HIJSM - - - 32 - - -

- -

- - The so-called “Haarlemmermeerlijnen” wereThe so-called “Haarlemmermeerlijnen” Holland. of heart” “green the in built also were railways local 1918, 1912 and Between ningen and passing through The Hague. necting Rotterdam-Hofplein with Scheve Spoorweg-Maatschappij the worth mentioning is the one opened by critical. portation in these cities became extremely organization of the railways and public trans expansion ( their for strategies implement to and plan to law, by required were cities Dutch 1902, the After railroads. around grown had cities the way the by influenced strongly were railworks these time, first the For railways. Dutch the for issue important an became traffic train non-resident the onwards, 1900 From train. commuter the twentieth specifically century development: another, promoting policy aplanned but non railways was not an unpredicted phenome local of anumber with network railway the of enlargement This country. the of provinces southern the and northern the in particularly railways, new of realization increased the tial development of the rail network with asubstan by characterized was War World First the and 1890 between period The roads Rail Dutch the and Century Twentieth The century. twentieth the of beginning the at also matter important an become would tion, the realization of smaller local railways development of suburban areas. In addi support to order in lines railway existing on stations secondary of construction the was period, this during issue important Another the for consultant apermanent as 1891 from worked Heukelom van G.W. company. the This merger from 1917 onwards, required required 1917 onwards, from merger This improve the quality of railway transportation. the between agreement an force to deciding war, the regarding during the particularly railroads, matters in control more got State the place, second the In stations. the around just not subsequent reorganization of traffic – and the and cities, most in structures railway elevated of realization the about brought fact This matter. essential an became lines most the of electrification the all, of First railways. of organization the to changes built around Utrecht were railways local other time, this at tion addi In 1934. in only completed aan-de-Rijn, railway is the one linking Gouda with Alphen- ended quite soon. however, did not prosper and their operation lines, These Leiden. and Amsterdam in tions sta terminal own their had and network railway existing the with Rijn a/d Alphen and Nieuwersluis, Haarlem, connect to made

Among the new railways of this period period this of railways new the Among The First World War brought quite a few afew quite brought War World First The ZHESM SS , designing many of their projects. projects. their of many , designing 35

( uitbreidingsplan Zuid-Hollandsche Electrische SS and the the and 37 Another relevant local local relevant Another 38 and Maastricht. ) in 1908, the con the 1908, ) in HIJSM Woningwet ). Obviously, the the Obviously, ). in order to to order in of of - - 36 -

------competition with vehicular road traffic. The The traffic. road vehicular with competition were also characterized by the increased wars two the between years the company, 1937. 26th May on issued alaw by regulated were further developments in the Dutch railway gen the into nies together. The actual merger of both compa contracts new the of most signing begin good-faith collaboration, both companies the of aproof as 1917 on, From effective. cooperation with the the of growth of process The State. the of responsibility the under together work to companies both the 1960s. In the period between 1945 and and 1945 between period the In 1960s. the of end the until market freight and senger pas the of share important an kept railway the traffic, road of growth constant the Despite 1948. by operational fully was work reconstruction campaign the railway net worked diligently, and through an efficient The damaged. heavily also was material the and infrastructure the of part a great destroyed Germans The however. astrous, dis was War World Second the after work 1950s. the of end the until last would companies railway two the with involvement Their examples in of architecture. Expressionism representative are stations Schelling while Sachlichkeit’ ‘Neue the of interpretation his for known is Ravesteyn Van remarkable. was at the and H.G.J.Schelling the by employed Ravesteyn van S. architects the of work the period, this in stations realizing In journey. every after serviced be to need not did locomotive ling yards decreased because the electric marshal of necessity the hand, other the means of increased transportation and, on space in order to accommodate other intothe accessibility the railcars. platforms were elevated in order to improve the and passengers, class first for rooms ing wait separate of abolition the with everyone for available became stations in facilities The role. acentral played passengers the where station transformed into a dynamic building became a and non-issue, step-by-step the travel class second and first between ence differ The traffic. road ever-increasing the modern company in order to compete with a becoming and image its renewing on the fact, of mainly some freight services. concerned and period this in marginal rather was network the of enlargement The 1940. and 1920 between stations 150 around of closure the caused reduction This lines. ing the frequency of on service regional on travel, long-distance subsequently reduc the forced lines railway many of loss financial was signed in 1937. From that moment, moment, that From 1937. in signed was Besides the creation of a national railway The condition of the Dutch railway net railway Dutch the of condition The of demand the stations, the Around NS 39 41 to revise the service concentrating concentrating service the revise to NS N.V. Nederlandsche Spoorwe SS was forced to concentrate concentrate to forced was continued and the eventual eventual the and continued HIJSM HSM became more SS 40 from 1912, 1912, from As a matter amatter As from 1916, 1916, from NS ------

- - transportation. From 1964 onwards, the the onwards, 1964 From transportation. of means public other and railways the from business travel the over took definitively the War II. War World after plans reconstruction the of parts terdam Central Station were in fact integral Rot ways, some in and, Venlo Eindhoven, stations of Enschede, Den Helder, Leiden, new The city. the of structure changing the in node acentral become to had and network traffic existing the into integrated be to had stations New possible. as low as costs the keeping strategy: common simple a following renovated partially or fully were a considerable1960, number of stations in 2007 and should be an environmentally environmentally an be should and 2007 in ready be should Brussels, with Amsterdam The mainnetwork. railway line, connecting Railway Speed High European the with lands Line ( Railway Speed High the of construction The network. train efficient an of presence the by supported and determined is Randstad the of function and morphology, layout, The alternative. travel attractive an network train advanced an makes cars, of use intensive the to due Randstad the in congestion fic outside major cities. Especially the traf and inside projects network Speed High into funds significant investing presently are pean including countries, the Netherlands, development and expansion. Several Euro its continues network railway the today, means of in transportation Europe. Even utilized most the of one into grown has train the centuries half a and one in traffic, air and car of increase rapid the Despite Rail and the Randstad Contemporary Developments: High Speed of modern public service. amodel into imagination public the in image dusty its changed somewhat that re-styling of aprocess underwent and credibility, its the projects important these Through period. this of projects tant line, and the Flevo line are the most impor The Hague Central Station, the Zoetermeer thetion: new Schiphol line, the building of construc railway new of adecade on efforts the reason, this For stations. rail than roads and ways areas were more oriented towards motor housing new on works planned and realized the of majority the Indeed, plan. feasible adirectly than rather 1970s the to up period failures of the reconstruction and expansion planning the to areaction was but obvious, rather fact in and logical, quite sounded strategy This were. passengers potential the where to railway the bringing of challenge the of egy strat changing The 1975). towards (Rail ’75’ naar ‘Spoor called strategy aradical mented the 1969, In needed. strongly was plan renewal a year; every unprofitable was In the 1960s, the financial position of position financial the 1960s, the In NS HSL 42 worsened. Vehicular road traffic traffic road Vehicular worsened. ) is meant to integrate the Nether the integrate to meant ) is NS NS interestingly arose to the new new the to arose interestingly proposed to concentrate its its concentrate to proposed NS regained a bit of of abit regained NS imple - NS - - - - -

- - - HSL closest the with links transportation efficient build to have probably will cities these tad, Rands the of developments future the with the with connection astraightforward without ones the cities, smaller other on impact the to turn should interest our media, the in attention extensive getting already are which projects, these to the central station of Rotterdam. In addition urban renewal project planned right outside huge the or area, trade anew Amsterdam, in axis) (South Zuidas the are examples Some areas. business re-developing or ing profitingfrom theirposition and develop the by served directly cities The cities. Dutch several of formation trans of process the in railways of impact future the foresee to try and Netherlands the in projects railway ongoing the follow ferent reasons. dif for it be Randstad, the in transportation for theme actual an become may century, nineteenth the of end the at metropolis European other in railways metropolitan of happened with the subsequent construction What Randstad. the in cities the with tion realization of a metro-like railway connec the with occur will railways existing the of mutation a partial changes, these With tions. will gradually take over the regional connec Train Speed High the while level, alocal on transportation to relegated be probably will railway links functioning on a regional level, current The Randstad. the in train Speed High the of advent the after connections railway existing the of role the about ensues unelucidated. An interesting discussion remains Randstad the of rest the with grate inte tracks railway new the way which In line. new the in nodes important most the of construction the to media the in paid is attention Particular met. be will 2007 of deadline the that anticipates Transportation of Ministry the yet construction, under operate. to start will train Speed High the when Amsterdam to closer get will London and 3hours) (only Paris Also utes. min 35 to 55 from reduced be will terdam Rot and Amsterdam between time travel the tracks, existing of use the of result as delays Belgian the with up joining track anew using continues onwards, Barendrecht from and track existing the to Barendrecht the high-speed train returns until Rotterdam. Between Rotterdam and new high-speed track begins and proceeds Schiphol, at Hoofddorp to be precise, the after track; existing the follow will train the Airport Schiphol to Amsterdam From tracks. railway constructed newly and ing Dutch The centre. city to centre city from fortably com travel to expected are year each gers runExpectations seven high: million passen traffic. air and car the to alternative friendly Because of this it is quite interesting to to interesting quite is it this of Because still is project this of realization The hub. Building or renewing the means of of means the renewing or Building hub. HSL will make use of both exist both of use make will HSL HSL HSL network. In spite of of spite In network. . In order to keep up up keep to order . In are obviously obviously are ------11. ish Railways 10. 9. The so-called Zuiderzee. 1848, 1798- Nederland van orde ruimtelijke De Woud, der van A. also See 8. Europe in Polino, N. &M. Roth R. book the in published 1860’, and 1830 between Netherlands The in railways and ies 7.�� Economy (1632-1839) ism. �� 6. 5. Company. Railway Dutch held publicly the currently called Nederlandse is Spoorwegen, 4. Nederlandse Spoorwegen 1832-1938 Nieboer, Jonckers H. J. State. the by railways of struction con the favouring issued, was law railway 3. 11-12. p. 1989, Informatief) Amsterdam (Meulenhoff Nederland in spoorwegen jaar 150 spoor, Faber, J.A. in (1839-1939)’, jaar honderd eerste De gevolgd. terug spoor ‘Het article, periods. four into railways Dutch of years 100 first the of classification the for 2. Holland kaart, in Holland Randstad Engel, 1. H. Notes the of Architecture of Faculty the at projects design of number a with addressed being is that research of field interesting an constitute authorities, planning the of attention the attracting yet not currently although together, taken facts These interventions. architectural new to rise give turn in will cities these in transportation for passengers to keep travelling on the the on travelling keep to passengers for areason still was 1850) in cents (30 schuit trek the and 1850) in cents (45 fare railway 16. shed. wooden rary �� 15. verandering Mulder, L. Doedens, also A. see year, same the in realized was station andHaarlemmerpoort the Willemspoort de until 1841 in only extended was line The wegarchitectuur in Nederland Honderd Roe’, see also Romers, H. ‘d’Een named station atemporary by ing function was and Sloten of council the in 14. 13. canals. 12. 342. pp.337- 3), (note Nieboer Jonckers H. J. also see Netherlands, the in line railway oldest the of construction the for permit the gets Company, Railway Dutch Maatschappij), weg As Henk Schmal explains in his article ‘Cit article his in explains Schmal Henk As The N.V. Nederlandsche Spoorwegen, Typical Dutch barge towed along canals. On August 18th 1860 the so-called S.45 S.45 so-called the 1860 18th August On W. van den Broeke makes a suggestion asuggestion makes Broeke den W. van See also J. de Vries, Barges &Capital Barges Vries, de J. also See The The In 1839 the railway track actually started started actually track railway the 1839 In The typical Dutch barge towed along along towed barge Dutch typical The This station was no more than atempo than more no was station This Source: J. Simmons, Simmons, J. Source: Source J. de Vries (note 6), pp. 204-205. pp. 6), (note Vries de J. Source The difference between the third class class third the between difference The Passenger transportation in the Dutch Dutch the in transportation Passenger p. 141-161.p. HIJSM 2, 2005. 2, , 2003, p. 29-44. p. , 2003, . Baarn, 1989, p.21. 1989, . Baarn, , p.3. (Hollandsche Ijzeren (Hollandsche Spoor TU The City and the Railway Railway the and City The , p. 167., p. Delft. Geschiedenis der The making of Brit of making The Een spoor van van spoor Een Het lege land. land. lege Het , 2000, p. 14. 14. p. , 2000, See also his See also Spoor , p.97. , Over - - Het Het . ------course. course. �� 19. 1843. in completed 18. de old line. The company owning the line was the lijn’, ‘Oude the as known is Rotterdam 17. about the railroad social saving. tables interesting are there 208-209, pp. 13), (note Vries de J. of book the in 1848-1853 and 1840-1842 periods the For market. the 11% of holding 1850 in than more 3000 gers, trekschuiten passen transported 32.877 two the route; this on passengers of 3% the recession, of ayear 1851, In water, especially in bad economical times. hand of N.J.Kamperdijk. For accurate infor hand of N.J.Kamperdijk. ard design of stations could come from the 31. �� den Broek, van J.H. van Architectuur de en Rotterdam W. Vanstiphout, also See 30. Nederland rails. Dal, W. van J. also See buildings. utilitarian for design his for cially espe time, that in architect known well quite a (1835-1901), Gendt van A.L. by designed were line railway this of stations the of ity major The pp.99-101. 3), note (see Nieboer Jonckers H. J. see line railway this of cession 29. Salzbergen. the Arnhem-Zutphen-Hengelo-Bentheim- and Eindhoven-Luik the border, Dutch the 28. verandering Mulder, L. Doedens, also A. See daal-Vlissingen and Rotterdam-Breda. Roosen Eindhoven-Boxtel-Tilburg-Breda, Duitse grens, Maastricht-Venlo-Helmond- warden, Harlingen-Leeuwarden-Groningen- Arnhem-Zutphen-Deventer-Zwolle-Leeu the 27. 1860 In p.97. 3), note (see Nieboer, Jonckers H. J. also see law, railway S.45 called so the issues Heemstra, Hall-van van government the by supported istry’, �� 26. 25. Nederland also Romers, H. see Clarke; Somers G. is designer the and 24. Enschedé J. by designed and wood in 23. 6. p. 1984, Delft Stedenbouw in Nederland Dijksterhuis, R. by mentioned as investors, English of resources 22. Outshoorn (1810-1875). C. by designed was gate) (Delft schepoort 21.�� trajects. two the for responsible is pany, DutchMaatschappij), Rhine Railway Com 20. The railway line between Amsterdam and and Amsterdam between line railway The The station of Rotterdam at the Delf the at Rotterdam of station The Vecht is the name of an important water important an of name the is Vecht The construction of this railway line was was line railway this of construction The The project of this building dates 1862 1862 dates building this of project The For detailed information about the con �� The The Idem, pp. Idem, 25-40. On August 18th 1860 the ‘railway min ‘railway the 1860 18th August On This temporary station was constructed The The The The HIJSM It is not completely certain but the stand the but certain completely not is It Overzicht van de stationsarchitectuur in in stationsarchitectuur de van Overzicht NRS NRS SS . , 1981, p. 44-47. p. , 1981, 25. p. , 2000, also run two lines ending beyond beyond ending lines two run also pp. 69-72. 69-72. pp. , 1989, p.12. p.12. , 1989, (Nederlandsche Rhijnspoorweg Rhijnspoorweg (Nederlandsche is set up with the financial financial the with up set is SS Spoorwegarchitectuur in Spoorwegarchitectuur run the following lines: Spoorwegtracering en Architectuur langs de de langs Architectuur . PhD research research . PhD Een spoor van van spoor Een Maak een stad. stad. een Maak HIJSM lost lost - - - TU ------

- - problem of reorganizing the railway is con is railway the reorganizing of problem the Uitbreidingsplan the in where cities Dutch first the are Groningen and Utrecht 35. 22. p. 29), note (see Dal W. van J. also see there’, is ‘what means ‘wat-er-staat’ of Buildings‘Department and Roads’ and the is ‘Waterstaat’ Dutch in although State’, the from is there is ‘Whatever be 34. pany was the Boxtel-Goch-Wezel. �� 33. Ede and Bilthoven-Zeist. railways between Den Dolder-Baarn, Nijkerk- 32. 21-29. pp. 29), note (see Dal W. van J. also see stations of classes five the about mation Bock, M., V. van Rossem, K. Somer, Somer, K. Rossem, V. van M., Bock, the by first incorporated although exists 38. Haarlemmermeerlijnen was already closed. 37. Spangenberg, &F. P. Saal Source: Holland. in line railway powered electric first the is Scheveningen, in 36. sidered extensively. Binney, M., M., Binney, T. Spit, L., Bertolini, C., Barman, al., et W., Arets, A.A., A.A., A.A., Bibliography 85-106. pp. 36), (note F. Spangenberg 42 76-106. pp. 36), (note &F. Spangenberg P. Saal also see Schelling H.G.J. and Ravesteyn S van 41. (1934). opened is Rijn a/d Alphen and Gouda between line the and Groningen of province the in 40. pp.316-328. 39. 60. p. 36), (note &F. Spangenberg P. Saal Source: Nijkerk. and Ede between line the opens Veluwe, De called company, Another Zeist. Bilt- De Dolder-Baarn, Den railways: these by and de avant-garde en Eesteren Van Stedenbouw. Stijl, kunst, ahead. 1998. &Routledge) Spon &FN (E York New areas. station railway of velopment terdam, opdracht en negen concepten. 1989. Bouwkunde) pool. George Pompidou) 1978. 2000. Matrijs) verij tecture. 1988. Kunststichting)Rotterdam (Rotterdamse . More details about the topic in P. Saal & P. in Saal topic the about details . More For more information about the work of of work the about information more For On January 1th 1936 most part of the the of part most 1th 1936 January On See also J. H. Jonckers Nieboer (note 3), 3), (note Nieboer Jonckers H. J. also See Some local railway lines are started started are lines railway local Some This company was exploiting the local local the exploiting was company This A sensible English translation would would translation English Asensible Amsterdam, Rotterdam, The Amsterdam, Hague, This line, ending at the famous Kurhaus Kurhaus famous the at ending line, This One of the lines controlled by this com this by controlled lines the of One The The Randstad, constructie van een metro Gares. des temps Le Bronnen op het spoor. Delft (Publikatieburo Faculteit (Publikatieburo der Delft NS NS NCS London (Academy idioticons) 1995. London (Art and London Technics) (Art 1950. after that, gets the operation of of operation the gets that, after Architecture of the rail, the way way the rail, the of Architecture An introduction to railway archi railway to introduction An , a railway company that still still that company , arailway Kijk op stations op Kijk Tracé spoortunnel Rot spoortunnel Tracé . Rotterdam & The Hague Hague &The . Rotterdam Cities on rail, the rede the rail, on Cities Paris (Centre (Centre Paris Utrecht (Uitge , 1983, p. 61. p. , 1983, Bouw London, -

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9 OverHolland 5 – Architectonische studies voor de Hollandse stad 10 English Translation Oomen, J., ‘Het dossier ‘Het Oomen, J., Pater, de B. S., Musterd, P. Nijhof, de, van J.G.C. Meene, Romers, H. W. van, Leeuwen, L., Lansink, Pater, de B. H., Knippenberg Jonckers Nieboer, J.H., ‘ van, A. Ingen, M., Hameleers, der, W. van Ham, J.A., Faber, ‘ H., Engel, C., Douma, ‘ der, van B. Dollen, Mulder, A.L., Doedens, R., Dijksterhuis, van, J.W. Dal, Cavallo, R., ‘ R., Cavallo, ‘ R., Cavallo, G.L., Burke, ‘ den, W. van Broeke, in Nederland Holland 2 Spoowegen(Ned. afd. Voorlichting) 1964. 1990. Press) University Leicester (Leicester birthday. eightieth his of occasion the on Western Cities, nomena’ cal perspective on urban fringe-belt phe dering. 1984. Delft) TU research Stedenbouw in Nederland 1981. bv) Boeken Deventer, Technische Antwerp (Kluwer Territory. Stationseiland’ 87 Territory infrastructures’, London (Cleaver Hume 1956. Press) ( Vier eeuwen Amsterdam-Haarlem. 1989. Informatief) nen een straal van kilometer’, 60 zes toplocatiesMegametamorfoses, bin Gorcum) 1994. Internationaal, regionaal, lokaal. Moretus)1985. (Drukkerij monumenten in Nederland verbeelding drukkerij van Amsterdam) 1982. damse Stationsplein van Nederland 1938. Ditmar) &van (Nijgh terdam Nederlandse Spoorwegen 1832-1938 1994. Publicaties) 1994. -NS 1844 zelfstandig. jaar 150 Haarlem drijf 2003. dam) verij Thoth & Gemeentearchief Amster 1866-2000. 1989. uitgevers) (Sdu Haag 1989. Informatief) (Meulenhoff inspoorwegen Nederland 1939)’ (1839- jaar honderd eerste De gevolgd. NAI . Milan (Federico Motta Editore)Milan (Federico 2006. publishers & publishers , in: J. A. Faber, Faber, A. J. , in:

Baarn (Bosch & Keuning)Baarn (Bosch 1989. . Venice (IUAV Venezia) 2006. Venezia) (IUAV . Venice Venice (IUAV Venezia) 2006. Venezia) (IUAV Venice Randstad Holland in kaart’ in Holland Randstad in: T.R. Slater, Slater, T.R. in:

, Amsterdam ( , Amsterdam Het stationsgebouw Het spoor, 150 jaar spoorwegen spoorwegen jaar 150 spoor, Het ‘ Geschiedenis van het Amster Terminal update. Existing Buildings and changing changing and Buildings Existing Stationeiland Amsterdam’, Area The making of Dutch Towns Dutch of making The Bussum & Amsterdam (Uitge &Amsterdam Bussum . Zutphen (Walburg pers) 1988. pers) (Walburg . Zutphen Architectuur langs de rails de langs Architectuur Het Oude Station’. Revisiebe . Amsterdam (Meulenhoff . Amsterdam (Meulenhoff Kaarten van Amsterdam, Amsterdam, van Kaarten Spoorwegtracering en . , Rosmalen (StichtingRail

Tot gerief van de reiziger. reiziger. de van Tot gerief Nijmegen ( Dimensions. Essays for M. R. G. Conzen Conzen G. R. M. for Essays Dimensions. Building City City Building Dimensions. An historical-geographi EFL Het spoor terug terug spoor Het . Amsterdam (Stads . Amsterdam Een spoor van veran Geschiedenis der publicaties) 2001. Het spoor, 150 jaar jaar 150 spoor, Het HSL Randstad Holland. The Build Form of of Form Build The SUN . . -stations / -stations . The Hague Hague . The SUN Amsterdam Delft (PhD (PhD Delft De eenwording eenwording De Amsterdam Amsterdam Een spoor van van spoor Een ) 2005. Building City City Building . Utrecht . Utrecht Spoorweg ) 1988. ) Assen (van (van Assen De Inge De HIJSM Den Den , Over . �� . . . Rot ------

------Woud, A. van der, der, van A. Woud, de, N. Vries, de, J. Vries, Veenendaal, G., Vanstiphout, W., B., Speet, &P., A. Smithson, Schivelbusch, W., P., &F. Spangenberg, Saal Polino, N. &M. R., Roth H., Romers, MacKenzie, M. J. J., Richards, J.G., jr., Raatgever S., Polano, S., Parissien, A., Oxenaar, Amsterdam (Meulenhoff Informatief) 1987. Informatief) Amsterdam (Meulenhoff 1798-1848. Nederland van orde telijke future’ 1839). (1632- Economy Dutch the in transportation nu. tot 1834 van 2005. 010) (Uitgeverij Rotterdam Broek. den van J.H. van Architectuur de en Amsterdam ( 1968. railway. &Scottish Midland London, the of growth 1986. Press) California 19th century. the in space and time of industrialization Amsterdam / Brussel (Elsevier) 1983. 2003. Limited) ing Europe in way land. 1988. Press) University (Oxford history asocial station, 1948. kantoor) land 1987.Milano (Electa) ited) 1997. London, Hong Kong Press Lim (Phaidon 1989 Uitgevers) reiziger de voor paleis Het 22-23 nieur . Amsterdam (AlgemeenPubliciteits Zutphen Pers)2000. (Walburg

Utrecht Publishers) 1981. (Hes Rassegna 84 Rassegna London (Thames and Hudson) London (Thames Historische Atlas van Haarlem. H.P. Berlage: opera completa. Barges Passenger & Capitalism. Spoorwegarchitectuur in Neder Spoorwegarchitectuur ‘Netherlands: six stations for the the for stations six ‘Netherlands: Centraal Station Amsterdam, , 2006. Station to station. to Station

SUN Los Angeles (University of of (University Angeles Los . England (Ashgate Publish Spoorwegen in Nederland, Nederland, in Spoorwegen Maak een stad. Rotterdam Rotterdam stad. een Maak

. The Euston Arch and the the and Arch Euston The Het lege land. De ruim De land. lege Het The Railway Journey, the the Journey, Railway The Amsterdam (Boom) 2004. Amsterdam (Boom) De spoorwegen in Neder in spoorwegen De ) 2006. , 2006. The City and the Rail the and City The . Oxford, New York York New . Oxford, Kijk op stations op Kijk .

Den Haag (Sdu (Sdu Haag Den The railway railway The New York, York, New

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or in conjunct to, or alongside, or intertwined with, space of athinking for theory, tectural planning and development, and some archi tors: social geography, philosophy, urban sec various from calls the in participate to begin to like Iwould essay Yet this in space. in buildings say to is that objects, with deal time customed, conversely, to thinking about unac We are Period. there. stays it and something build We architects space. with Obviously, architecture and urbanism deal Leslie Kavanaugh Time and the city same time – Julian, Gregorian, Persian, Persian, Gregorian, –Julian, time same the at operating are present, at calendars, several that We forget day. each of passing gentle the seasons, the planets, the of tion rota cyclical the by governed always was time that We forget to. attended (literally) measured and out, synchronous, minutely all at was time that time historical recent of is it fact, In been. has always it way the was this if as normal, was this if as ments, dealing with time in such small digital incre to used so are we because 9:37” is “it say, often we Actually, seven”. thirty nine is “it ourselves, to say and watch our to We point granted. for time take to atendency We have Mixed Temporalities city. the of character organic flowing, continually the on agrip us give can that frameworks cal theoreti various examine to be will fashion dynamic amore in them understand to begin to way One time. over mutate and change know, all we as Cities, environment. urban siderations of the unfolding dynamic of the con the to import of be conceivably could some of the spatio-temporal layers that explicate briefly Iwill city”, the and “time Because this essay dealswith specifically others. the with interrelated yet and neous multiple temporalities, each one heteroge and spatialities many are there that is years, recent in obvious than more become has what Rather, space/time. penultimate the theorize finally to here pretend not will we both are seldom addressed. Nevertheless, –of richness the indeed –and complexities the time, and space between distinctions aprimarily linear conception of time. say, to is that space; over time privilege and urban sociologists, historians, planners ning, zoning, building In locations. contrast, lem chiefly as one of space: spatial plan prob the regard to tend cities with dealing time. Architects and other professionals and space of categories the of treatment dichotomous the with heard being is tion phies of Temporality in their edited volume, write Thrift Nigel and May Jon As time. with However, in drawing such a hard and fast fast and ahard such drawing in However, with regard to architectural space. We space. architectural to regard with , 1 a growing dissatisfac agrowing Timespace: Geogra Timespace: 2

------For millennia, the technology of horology horology of technology the millennia, For slow the and fast –the time Railroad experience. every our to adénouement adelay, a gap, always is there that so light, of speed the at world our in travels time for “now”, the rience expe never fact in can we indeed, And now. We experience the world totally differently and messaging” “instant “streaming video”. puters dominated the world, before time was com before –atime time different entirely an was ago decades afew only of time the interpreted in religious terms. We forget that was time” of ”end the and a“lifetime”, as experienced humanly most was time tantly, Hebrew,Islamic, Hindu, etc.. Most impor as well, as space of experience our alter forever would temporality of layers new these fact, In time. time, would forever alter our experience of trial revolution itself, but technologies of determinations of time, not only the indus Such timetables. rail their compose to order lished one along standard the rail line in pendently owned railroad companies estab solve this problem. to established was time, same the to set are region alarge in clocks all where time, its daily run through several towns. Standard in progressed atrain as timepieces, of ting todistances require almost constant re-set long over enough fast travel to possible it made which travel, rail and telegraph, the engine, steam the of introduction the until adequately served condition This sun. the of position local the to according one, had every municipality set its clock,if official it time, standard of introduction the to Prior connect all these disparate temporalities. to began century nineteenth the in systems until transportation and communication aproblem posed never fact Yet this clock. hall city or bells church local the of standard the by measured often times, different have Scandinavia. in than country European aSouthern in ical time conditions: was quite simply longer upon local needs and the specific geograph based local, was time Furthermore, duced. intro were industry shipping the for clocks portable or chronometer”, “marine the 1780, In time. of increments smaller about cerned con people were about, carry to enough small be could that clocks of advent the with Only life. everyday of rhythms seasonal and solar the by regulated be to remained life yet century, thirteenth the in invented were simply unnecessary. Mechanical clocks was a day of parts than longer increment time Any autumn”. the in completed be will project construction “that or Saturday”, on market the after visit come will “I say, would You then. longer was Time acceptable. perfectly was affairs of state this fact, in And, measure. to impossible was hour an about than shorter anything that such was Linking up all these local times, the inde the times, local these all up Linking 4 for time calibrates space in dis in space calibrates time for 3 Different communities would ------organization long established, but also the the also but established, long organization this was only Not years. many for railroad ing ping canals were far superior to the emerg the and passengers, inland ship services, poor. the to even mobility extended down the social ladder that Moreover, age. railway the before else nowhere existed probably that mobility cal the by served intercity transportation endowed the regions of cost low comparatively The life. nomic eco in concepts two these of role the and ment of “modern” notions of time, distance, which, by its stability, permitted the develop created was frame” A“time society. Dutch of characteristics unique several explain to help years, 200 nearly for existed they as network, the of features structural the over, the consolidation of an urban system; more the by (1639-1839) Economy Dutch the in tation PassengerBarges and Transpor Capitalism: in explains Vries de Jan As railroad. the of mid-eighteenth century with the advent the in areality be to began only standard the standardization of time to one regional the of patterns radically alter the long-established travel not did railroad the of coming “the Initially, well. as time in but space in only not places various the join finally would that networks the were telegraph and railroad the cities, between links of network systematic first the inland shipping canals (“ although Netherlands, the in Specifically erlands The Standardization of Time in the Neth smaller. became space while faster became Time greater. was accessibility that fact the to due nearer became space – but time first the for distances greater travel to possible it making up, speed time did only Not time. of experience the for tions and transportation had immense implica time, horology, as well as communication ously, developments in the technologies of Obvi latitude. and longitude its to respect with location any identify to possible was it time standardized space as well. Suddenly but to be “global”. The universalization of “local”, be to just not then, began, earth the entire and earth the standardization of time, spatialized into a global referent. Timestandard. became “measured out”, ment time zones in a worldwide universal imple to order in segments 24 into earth the of division the with along 1884, in instituted was Time Mean Greenwich globe. entire the encompass to able was that system tifiable ever more remote entailed places, a quan and thedistances, communication between measurable. motion, only time in motion over distance is Althoughtances. time is not dependent on As a transportation network for goods, goods, for network atransportation As possible made space of organization The the of tying-down the of aresult As trekvaart 5 Yet the travelling of even larger larger even of travelling Yet the trekvaart trekvaart network further stimulated network further 7 network with aphysi with network network.” trekvaart ”) formed formed ”) 6 Yet Yet - - : ------the middle of the nineteenth century, space space century, nineteenth the of middle the In thinking. of ways other and cultures other with contact increased the and information of circulation increased an with hand in hand went goods and persons of mobility the wider world. with before never as Netherlands the nect con to served ships, seagoing large the in engines steam of use the with along canal”, Water “New the with 1873 in sea the and waterways inland these between connection the century, eighteenth the in Netherlands the in place in firmly already was canals ping ship of system the Although newspapers. and periodicals, (1850), post of deliveries systematic the were 1845), in exploited andrail (1839) telegraphcommercially (first of networks the Alongside thinkable. before never away in connected were persons and social were distances reduced. Communities due to the communication between people, travel times were reduced, but also because that sense the in only not smaller, became technology of temporal synchronization. a and measured universally be could that astandard with possible only was time of onds. sec of amatter within messages egraphs tel sending through line the down further times the with watches, pocket their on times the and times, local the check could practical terms was possible. Conductors in time of synchronization the also where station became a communication center rail every Subsequently, lines. telegraph of out laying the was lines, rail of out laying the with Concurrent aspect. important another in time systematized railroad the more, Further time. universalize to impetus first arailroad. than canals water of tem asys to suited better far was topography, and geography its given itself, Netherlands after the institution of a standard time for for time astandard of institution the after years sixty than more say to is that 1892, a national or international time standard. In either to conform to refused reasons various times“local” from municipalities that for various and lines, first the on timetables rail the for astandard as established nally “average Amsterdam time” that was origi systems: time contemporaneous three than less no with operated still railroad, the of network the after even Netherlands, the Indeed, world. the at looking of ways tive taken up in a worldwide system of alterna was Netherlands the infrastructure, and tion the new forms of mechanization, organiza explicates, it became unavoidable that with Woud der van Auke As international. the encompassed the the local, national, and that infrastructure an in anode became of time, traveled in increasingly shorter amounts not only became smaller due the distances As a the consequence, distances the formed railroad the Nevertheless, 8 The possibility of an universalisation universalisation an of possibility The 10 12 but space became wider. Space Space wider. became space but the Greenwich mean time, the the time, mean Greenwich the 9 Consequently, increased 11 ------a global standard. in participation of acceptance eventual the to 1830s the from Netherlands the in time chronological of history the of unfolding the describe extensively Pater de and penberg Knip astandard. such with cooperate to agreed Netherlands the of towns and ies cit the all that mean not did 1908, July of 23 the on law by country the for standard time this of establishment Yet the dam”. Amster of Time Solar “Average so-called implemented until 1908. not was country the within standard time a upon agreement an Netherlands, the In 1884. in established been had which Time Mean Greenwich the to tied time universal a upon agreed finally Europe railroad, the or a nexus in a grander schema. One was was One schema. a grander in anexus or a node merely was but topography, and time, seasonal geography, own its with unique, longer no was place Each different. ingly seem was world the of rest the to relation our of structure entire The world. our of ture in fact altered forever, the experiential struc which we measure time increments, but also in manner the varied instrumentally or world, local or regional spaces with the larger becomes synchronized into motion. it occurs which in space the from dissociated motion, as experienced is line, straight a in and uniformly proceeding railway, the of traditional perception of space, the motion the railroad’s increased speed disorients the station buildings as well. only regulated time, but standardized the space becomes “fast through go to aplace becomes building The ings. build station into coming tracks rail the of enclosed space in order to accommodate areas greater and greater span to able are the technologies of building construction time, same the at as, just infrastructure for space more and more demands railroad The time, the railroad of amount same the in traveled be can that distances the increasing time, compresses railroad the as Just Schivelbusch. to ing “ Fast Hybrid Forward: Chronologies worthy of attention. beyond almost be to as “normal” so became ralites”, with various, “non-contemporaneous tempo co-exist would Netherlands the in village his in individual an that reality the Gradually implement. actually to years hundred one time but standard, this impulse would take a for impetus the were 1839 in timetables necessary the and network railroad The standard. time global the to tied was which to the universal standard of European time conformed Netherlands the of entirety the that II, War World during Netherlands the of occupation German the under 1940, until The railroad reorganizes space Moreover, the railroad not only joined joined only not railroad the Moreover, 16 instead of a place to remain. remain. to aplace of instead .” became an excepted fact; indeed, indeed, fact; excepted an became 19 Velocity blurs, and displacement expands space in the city the in space expands 14 Remarkably, it was not not was it Remarkably, ”. The railroads not not railroads ”. The 13 18 This time was the the was time This Indeed, “…just as as “…just Indeed, abstract, pure pure abstract, ,” 17 accord The The - - - - rd - - . 15

- -

spatial and temporal worlds.” overwhelming sense of compression an with cope to learn to [had] have we is…so there all is present the where point the to pendencies…and as time horizons shorten earth of economic and ecological interde of telecommunications and a spaceship village” a“global to shrink to appears space ourselves…[as] to world the represent we alter…how to forced are we that such] [are space and time of qualities “…the objective ourselves: to time and space represent we how of importance the of discussion his in explicates Harvey David As before. ever than closer was world The spaces. of a plethora and times of amultiplicity of aware suddenly the global village became our village too, our our too, village our became village global the sometimesslowed artificially down, resulting poralities” ties” happily. Rather, these “mixed temporali poralities” disjointed “co-existence of different tem space. several temporalities co-existed in the same same, the All life. everyday of rhythms solar minutes, disjointed from the seasonal and and hours of increments into ordered was Time experience. of flow temporal the than rather events of sequence out measured mathematically the became Time joint”. of “proceeded” – experienced time as “out time when to “flowed” simply time when between bridge –the time of period that in city the and time experiencing persons Obviously, “progress”. was Time directed. spatially was Time acommodity. became reach. and impact their in cataclysmic were that changes brought about many socio-economic the micro seconds on a digital clock. lifetimes, or even historical rather, epochs; or days, in measured longer no is Time ted. transmit be to signal electronic an for sary neces interval the to down shrunk has time the advent of global communications, where with smaller become has world the gests, is. body our where to reduced is yet frame, acinematic like fast imperceptible, fact in is space through motion of experience our travel, air With landscapes. ever-changing of revue passing the speed, afilmic at except world the experience to impossible it making through the leveling landscape, elevations, the space railroad, linear, becomes cutting of advent the With narrower. becomes world telephone conversation, our computer. Our our chair, our of experience the to hensible, incompre is that arate at by speeds world outer the as occupy we that compartment little the into compressed becomes space globe; the of corners four the time of ods peri short very in travel can we since larger spatially gets world the as Paradoxically, away. aworld was it though even concern, Time too is contracted is too Time Consequently, an uneven, non-linear, Admittedly, the industrialrevolution 22 were in fact often “competing tem “competing often fact in were 23 21 occurred; and occurred; not necessarily - sometimes “speeded up” and and up” “speeded -sometimes Time became faster . As Harvey sug Harvey . As 20 Suddenly, of our our of . Time . Time ------

11 OverHolland 5 – Architectonische studies voor de Hollandse stad 12 English Translation future possibility. of time only the architecture, of making for site generative only the affords “present” the to regard about thinking in fronts various on made been has abeginning yet complex, present? These questions are undeniably as “being-there”, as quintessentially ever- object, static as a of thought been chiefly has which architecture for be implications possible the are “what ask: also must we chrono-topography. ahybrid into layered also but standardized, and out measured only not becomes time “speedy”; becomes space city, the and time a given time-space context.” in trends interacting these of complexity the the theoretical standpoint of considering from start must evolution urban of analysis forms and in their processes….Sociological their in determined socially are “Cities said: has Castells Manuel As space. and time of historical but also a personal experience only not is that anexus in time, over unfolds that web acomplex in cities, other to tion rela in die and live Cities cultural. and cal, is epistemologi at once economic/political, a “spatial-temporal matrix”, in aparticipant as but isolation, in taken be longer no can acity space/time, a dynamic as city the thinking In environment. urban the of morphologies changing the in also but time, of standardization the in only not part important an played infrastructure, railroad the including speed, and movement inter-relationship. The technologies of a heterogeneous, complex, and dynamic in also but other, each alongside only not Ultimately, “mixed temporalities” co-exist Spatio-Temporal Matrix temporalities in every single moment. of amultitude experience but location, one at space in here Iexist chronology. hybrid a become has time my spatially, “here” be might body my although hand, other the on Yet, train”. the on am “I here; Iam hand, one the On “out-of-sync”. is Time instant. every in away incessantly slips that “now” the say, fast forward we now So chronology. anon-uniform in So, in asking about time and the city, city, the and time about asking in So, space , forward to the “now”; that is to to is that “now”; the to , forward . For in the end, undoubtedly, undoubtedly, end, the in . For 24 25 a matrix that that amatrix Concerning Concerning time with with - - plex. plex. com extraordinarily is together time and space thinking of problem the Obviously, 2. Routledge, 2001). Geographies of Temporality Nigel; Thrift, and Jon 1. May, Notes tury characterization of the effect of railroad railroad of effect the of characterization tury nineteenth-cen early the is time’ and space As Schivelbusch “’Annihilation explains: of p.41. 1988) Press, California of University Century Nineteenth the in Space and Time of Industrialization The Journey: 10. 1976). gen: 1914 en 1850 tussen Nederland in de; J.A. Jonge, and 1995) samenleving 1800-1890 moderne een van wording De Nederland. in (eds.); H.W. Lintsen, see Netherlands, the in strialization �� 9. p.157. 2006) land wereld: het ontstaan van het moderne Neder 8. 7. 1981)p.331. (1639-1839) Economy Dutch the in Transportation senger Jan; Vries, De 6. 5. 2004). Continuum, Life Everyday and Time Space, 4. Technology and Culture in Time” Standard of Adoption “The I.R.; tky, Bar and 2000) Belknap, Mass.: (Cambridge, World Modern the of Making the and Clocks 3. TU 1871-1914) (Duitsland stad de van discours tectonisch als architectonische het constructie: archi Knippenberg, Hans andKnippenberg, de Pater, Ben, 12. media”. “mass to accounts historical tion through geological maps, surveys and mass from communications; the representa from the dissemination of information to from transportation to mobility; mass-scale “masses”; the to individual the from move international infrastructure would means a an towards move the well, as Ultimately 11. previously inaccessible. nomic development is expanded into areas eco as well, as expands it but “shrinks”, only space of shrinking terms of this economics, transport means a In over. times many distance spatial old the cover to one permits now time of amount same the way, another it put to time; that of afraction in with dealt be suddenly can time, travel of amount agiven in covered ally achieve. A given spatial tradition distance, to able is transport of means new the that speed the on based is concept The travel. De Vries, Jan (note 6) (note Jan Vries, De For an account of the process of indu of process the of account an For

cf. cf. cf. cf.

Delft, 2005). Woud, Auke van der; der; van Auke Woud, cf. cf. (Amsterdam: Uitgeverij (Amsterdam: Bakker, Bert Lefebvre, Henri; Henri; Lefebvre, Aristotle; Aristotle; Landes, David S.; S.; David Landes, Woud, Auke van der; der; van Auke Woud, cf. eg. Woud, Auke van der (note 8) (note der van Auke Woud, Schivelbusch, W.; (Delft: unpublished dissertation (Delft:

Claessens, François; François; Claessens, Geschiedenis van de techniek (Utrecht: Hes (Utrecht: Publishers, Physics IV. Physics Barges and Capitalism: Pas Barges and Capitalism: …”. In addition, space not not space …”. addition, In Rhythmanalysis: Rhythmanalysis: Revolution in Time: Time: in Revolution (1989) 30:25-56. (1989) (Zutphen: 1992- (Zutphen: , Space multiplies The Railway Railway The op cit op p.326-7. De industrialisatie Een nieuwe nieuwe Een (London: (London: Timespace: (London: (London: , p.159. and and , p.159. (Berkeley: (Berkeley: De stad stad De (Nijme , p. 80. 80. p. De De - - . - - - - -

- - - - Heritage of Our Times, Our of Heritage raneous contemporality”. Ernst Bloch has termed, “non-contempo of mixed temporalities, a phenomena that ter of coming to terms with this phenomenon amat also was time So space. same the in 16. Indeed,several temporalities co-existed 12), p.82. Hans andKnippenberg, de Pater, Ben (note 15. 79. 3.11 page on pp.77-82. 12), (note 14. p.77. 12), (note 13. 1800 sinds integratie en eenwording van Schaalvergroting Nederland. Castells, M., M., Castells, Castells, M. en J., Borja, Wellberry, D.E. en J. Bender, Time’, Standard of Adoption ‘The I.R., Bartky, Bibliography omy Informational Society, and the Global Econ Manuel25. Castells, pp.93-120. Socialism Ar.; Nicos Poulantzas, 24. p.33. Harootunian, ‘Remembering…’,23. MIT Past, Rheinhart; Kosellek, from Aterm 22. Inquiry this manuscript to be published in of copy advance an with me supplying for Harootunian Prof. to grateful most I am 2005. November 21-23 Netherlands, The Geography, Radboud University, Nijmegen, The Alexander Humboldt Lectures in Human of occasion the at given Paper Manuscript. Unpublished p.5. (2005), Present” torical 21. the Harootunian, “Remembering His 240. p. Cultural Change of Origins the into Enquiry An modernity: David; Harvey, 20. many consequences. the of one only being sync” of “out or time” of “out being of experience the events; of was a cataclysmic socio-economic unfolding England in revolution industrial the doubt No century. nineteenth the in speed of gies estrangement that resulted from technolo busch goes on to describe the feelings of 19. Nederland 18. 17. 1991). Press, California Stephen Plaice (Berkeley: of University tion Age Informa the in Cities of Management the (Stanford The Construction of Time 25-56. pp. in: Schivelbusch, W. (note 10) Knippenberg, Hans and Knippenberg, de Pater, Ben �� Schivelbusch, W. �� (note p.53. 10), Woud, Auke van der (note 8), p.161. and p.161. and 8), (note der van Auke Woud,

cf. cf. cf Press, 1985). Press, , (Amsterdam: , (Amsterdam: translated by Keith Tribe (Cambridge: (Cambridge: Tribe Keith by translated Technology and Culture Romers, H.; H.; Romers, Knippenberg, Hans andKnippenberg, de Pater, Ben , Spring 2007. , Spring (London: Verso, 2000). especially Verso, (London: 2000). . London (Earthscan) 1997.. London (Earthscan) (Zutphen: Walburg Pers, 2000). 2000). Pers, Walburg (Zutphen: UP European the Cities, Informa ) 1991. ) (Oxford: Blackwell, 1989), 1989), Blackwell, (Oxford: Spoorwegarchitectuur in Spoorwegarchitectuur The Condition of Post of Condition The CGO European Cities, The The Cities, European See especially Figure trans. Neville and , 1992) p.11. , 1992) , 1988, p. 81. p. , 1988, Local and Global: Global: and Local cf. State, Power, . Palo Alto, Cal. Cal. Alto, . Palo Bloch, Ernst; Ernst; Bloch, , nr. 30, 1989, 1989, , nr.30, Chronotypes: , p.50. Critical Critical op cit op Futures Schivel - - - - , - - - - - Castells, M., M., Castells, M., Castells, M., Castells, M., Castells, M., Castells, Jameson, F., ‘The End of Temporality’, Temporality’, of End ‘The F., Jameson, F., Jameson, ‘Time, Kelly, M.R. en S., Hongladarom, D., Harvey, D., Harvey, D., Harvey, D., Harvey, the ‘Remembering Harootunian, Histori H., G., Gurvitch, Marvin, S. en S., Graham, R.(ed.), K. Cox, J., P. Corfield, Hongladarom, S., ‘The Web of Time and the the and Time of Web ‘The S., Hongladarom, Thoughts ‘Some onHarootunian, Com H., P., Hall, tional Society, and the Global Economy Complexes Industrial Twenty-first-century of Making 1996. Blackwell) Cambridge (Basil 1989. Blackwell) (Basil and the Process Urban-Regional tion Technology, Economic Restructuring, 1996. well) Society and Culture 1985. Hills Beverly Society. Amsterdam ( 1991). Logic of Late Capitalism 55-62. pp. nr.2, (2004), Philosophy in the World Contemporary Technology and Globalization’, Society 1996. Change Cultural of Origins the into Enquiry An in bliceerd gepu worden zal 2007 van lente de in dat een kopie van het voorlopige manuscript, Harootunian bedanken voor het sturen van prof. wil Ik 2005. November 21-23 op land, Radboud Universiteit, Nijmegen, Neder Geography, Human in Lectures Humboldt artikel ter gelegenheid van de Alexander cal Present’, niet gepubliceerd manuscript; 23-52. pp. nr.32, (2005), 2001. London (Routledge) andlogical Mobilities the Urban Condition ism: Networked Infrastructures, Techno London (Guilford 2007. Press) (Yale Conn. Haven, New 695-718. cal Inquiry Dilemma of Globalization’, UP Geography Critical (Oxford phy of Difference Boundary Problem’, Space-Time the and parability 1999. Order Urban and tion Dordrecht 1964. (Reidel) ) 2001. ) Cities in Civilization: Culture, Innova , vol.18 (2002), nr. 4, pp. 241-249. pp. nr.4, (2002), , vol.18 . Oxford (Blackwell) 1989. (Blackwell) . Oxford UP The Condition of Post-modernity: Spaces of Capital: Towards a Towards Capital: of Spaces The New Imperialism Geogra the and Nature Justice, 2 (Duke University Press), 2 Press), University 2(Duke 29, Summer 2003, nr. 4, pp. pp. nr.4, 2003, Summer 29, Technopoles of the World: the Society Network the of Rise The The Informational City: Informa Economy, Age: Information The and Space, Technology, High Postmodernism, or the Cultural Critical Inquiry Critical . 1994. London (Routledge) The Spectrum of Social Time Social of Spectrum The ) 2005. Time and the Shape of History of Shape the and Time CGO Spaces of Globalization . Cambridge (Blackwell) . Cambridge (Blackwell) ) 1992. ) . Edinburgh (Edinburgh . Cambridge (Black , Californië. (Sage) (Sage) , Californië. . London (Phoenix) Splintering Urban . London (Verso) UP . The Information Information The ) 2007. ) 2007. . Oxford . Oxford Journal of of Journal . Oxford . Oxford Criti . , 11 - . - - - . ------. . . Thrift, N. en J.May, ‘Introductie’, in: Jon May May Jon in: ‘Introductie’, J.May, en N. Thrift, in: ‘Space,’ N., Thrift, N., Thrift, R., J. Short, Schivelbusch, W., S., Sassen, S., Sassen, Polino, M.N. en R., Roth, J., Rosenberg, H., Romers, ‘Glo R.; Robertson, Ar., N. Poulantzas, Nowotny, J., Modern Time: and Post-modern Thrift, &N. J., May, (ed.), H.W. Lintsen, H., Lefebvre, H., Lefebvre, S., D. Landes, M.de, Landa, R., Kosellek, R., Kosellek, Pater, de &B. H., Knippenberg, Time, and Space of Culture The S., Kern, in industrialisatie De de, J.A. Jonge, & Nigel Thrift, Thrift, & Nigel 139-155. pp. nr. 2/3, (2006), 23 Vol. Publications), Sage Society 2002. Press) London (Polity 2004. (Routledge) World aCapitalist in Cities ing 1988. Press) California Century Nineteenth the in Space and Time of Industrialization 2002. (Routledge) York New 1994. Press) Forge (Pine don 2003. Europe in Railway London (Verso) 2000. land 25-44. pp. Global Modernities (eds), Robertson R. en L. S. Featherstone, and Homogeneity-Heterogeneity’, in:M. London (Verso) 2000. Experience of Temporalities. 2001. London (Routledge) 1992-1995. moderne samenleving 1800-1890 een van wording De Nederland. in techniek 2003. Press) Minnesota of (University neapolis Bononno,Robert preface: Neil Smith, Min 2004. Life Everyday and 1983. Press) (Belknap Mass. bridge, World Modern the of Making the History (Stanford Cal. Stanford, History ( Mass. Cambridge, 1988. 1800 sinds integratie en Schaalvergroting Nederland. van ding UP 1880-1918. Nijmegen ( 1914. en 1850 tussen Nederland ) 1983. ) . Zutphen (Walburg Pers) 2000. Pers) (Walburg . Zutphen . New York (Zone Books) 1997. Books) (Zone York . New al., et Presner Samuel Todd . Transl. (ed. Mike Featherstone, London: Cities: ReimaginingCities: the Urban Global Linked Networks: Cities Cities in a World Economy Global Globaliz Metroplitan: Spoorwegarchitectuur in Neder Spoorwegarchitectuur SUN The Practice of Conceptual Conceptual of Practice The Futures Past . Oxford (Polity Press) 1994. Press) (Polity . Oxford The Urban Revolution Time Space, Rhythmanalysis: A Thousand Years of NonLinear NonLinear of Years A Thousand Cambridge, Mass. (Harvard (Harvard Mass. Cambridge, Revolution in Time: Clocks and and Clocks Time: in Revolution The Follies of Globalization TimeSpace: Geographies of of Geographies TimeSpace: ) 1976. ) The Railway Journey: The The Journey: Railway The State, Power, Socialism c TimeSpace: Geographies . London (Continuum) . Aldershot (Ashgate) (Ashgate) . Aldershot Geschiedenis van de alization: Space-Time . . Berkeley (University of of (University . Berkeley Theory, Culture & Culture Theory, MIT London (Sage) 1995, 1995, (Sage) London . Nijmegen ( . Nijmegen The City and the the and City The Press) 1995. Press) . Transl. Keith Tribe, Tribe, Keith . Transl. UP ) 2002. De eenwor . London . Cam . Transl. . Transl. SUN Reprint . Zutphen . Lon ) . - - . . - . - - - Woud, A. van der, der, van A. Woud, G.J., Whitrow, de, J. Vries, Amsterdam (Uitgeverij Bakker) Bert 2006. ontstaan van het moderne Nederland 1972. &Hudson) (Thames (1639-1839) Economy Dutch the in Transportation ger pp.1-46. Temporalities Barges and Capitalism: Passen Barges and Capitalism: . Utrecht (Hes) 1981. (Hes) . Utrecht What is Time? is What . Londen (Routledge) 2001, 2001, (Routledge) . Londen Een nieuwe wereld: het het wereld: nieuwe Een Londen . - Haarlem’s railway zone zone railway Haarlem’s for the further development of the city stage in which had Haarlem, consequences early an at place taken already had walls city the within railway the of construction the cities, Dutch other in than Differently space. public the with a relation create to as away such in up built is station of the country. squares station chaotic most the of one as today known is Netherlands, the in stations beautiful most the of one is which Station, Central Haarlem space. public of sation with an architectonically responsible organi combined be can hub transport public ern amod of requirements the where a solution awaiting been has area station the years, For were. it as two, in city the divide rail the of location the and road overburdened an importantEast-West connection. is line railway the to parallel station the behind right runs that road provincial busy The excessively. centre city the burdens Sea North the to traffic recreational but concern, a city the from and to traffic muter com is only Not station. train the around area the in particularly problems, gest big Haarlem’s of one is traffic Automobile area. Randstad the of rest nections with Schiphol Amsterdam, and the con quick and accessibility good ensure to has city the activities, new for room create still and there located agencies government and companies the keep control, under fic work elsewhere. To keep commuter traf residents Haarlem’s of many aresult, As live. to place attractive a very city the make beach, the and sea the on area arecreational dunes, beautiful from distance ashort just located facilities, of range wide its with centre city wonderful The limits. city more residences will be built 5,000 about years, five coming the In city. residential apurely of trademarks the has Schiphol. At the moment, however, Haarlem tions such as Amsterdam, Hoofddorp and itself as a good alternative to top loca region to attract companies by promoting the in location strategic its of use better make to plans Haarlem future, near the In Roberto Cavallo 4 No other building except the the except building other No 1 2 within the the within 3 This This ------also helped determine the current elongated These two geomorphological elements have Spaarne. river the and Sea North the along favourable site between the dune landscape oped itself relatively quickly thanks to its devel Haarlem Ages, Middle Early the of As Construction of the rail in Haarlem zone. railway for architectonic interventions in Haarlem’s apretext as used be can that framework ageneral sketch to attempt an is article this well, As railway. first the of construction hasHaarlem undergone from starting the of city the developments relevant most the article is to explain in chronological order this of goal The line. railway the around earlier than in other Dutch cities. Dutch other in than earlier much river, the of side other the to extended Haarlem in fortifications the century, teenth fif the in Already city. aunique Haarlem other specific characteristics alsomake but shape, the only Not city. the of shape upon. His mission was to turn the freed up up freed the turn to was mission His upon. scape architect Zocher J.D. Jr. was called the redevelopment of the the bastions, land whichKennemerpoort, stood For until 1866. the of exception the with 1821, in destroyed was part northern The fortification. the of costs maintenance annual the to end an put to order in especially made, was walls city the down take to decision definite the 1820, In walls. city the of apart dismantling ered consid Haarlem 1799, In again. up started building that century nineteenth the of ning begin the in only was It well. as centre cal Nieuwstad empty half the in construction halted only not had which recession, amajor by hit was Haarlem 1800 and 1730 about between Then, 1691. of as ceased had Nieuwstad the in activities work all and sold not were land of plots Many development of this new city district failed. the expectations, to Contrary City’). (‘New and was known under the name ‘Nieuwstad’ 1671 in started which expansion, urban the execute to used finally was it of apart Only city. entire the enlarge to aplan designed erly Salomon direction. de In 1643, Braey anorth in expansion urban for aplan on worked Haarlem 1640, about from and huge, was Age Golden the in growth Haarlem’s profitable business. a as well as success amajor was boat tow by sary, neces was Halfweg in atransfer that fact to Amsterdam got underway. boat’) tow (‘canal ‘trekvaart’ the of working the 1631, In region. the of growth economic tions were made in order to the support the same time, significantlybetter connec cially from Spanish occupied Flanders. work, the city attracted many people, espe shipbuilding and textile provided industry the as well as brewery the Since setbacks. enteenth century, albeit not entirely without sev the of end the until grow to continued 9 the connection between the two cities cities two the between connection the 10

, but in the histori the in but 8 Despite the the Despite 6 Haarlem Haarlem 7 - At At ------5 - - -

13 OverHolland 5 – Architectonische studies voor de Hollandse stad 14 English Translation main building itself already had a floor of afloor had already itself building main central The building. station the to next rail and city between aseparation as wall long a build to able be to needed was which metres, 140 of length atotal had station The Jansveld, the on city the of station real first the of construction the by accompanied was wstad square. royal carriage factory Beijnes the when 1858 in off took really only station the around and Nieuwstad the in Spaarne. the on Phoenix textile company established itself the 1834, Around coming. in long were case. The desired developments, however, any in possibilities additional offered railway improvement and the construction of the was desperately searching for economic city the years, lean many After development. economic for opportunity an as city the in rail the of construction the saw Haarlem built. was Leiden, of direction the in curve anoticeable with Lijn, Oude the when empty half still was city year same that stad buildingstarted the railway line in the Nieuw- the tickets, train of way by excise and toll a charge finally to promise the and council city Haarlem’s with negotiations After traffic. train through accommodate not could it but Haarlem, for connection railway aperpendicular up thought had Brade W.C. Hague The of direction the in further Lijn HIJSM the 1840, June 22 On aworkplace. and tion asta as served which building, temporary a was Haarlem in one the Amsterdam, in tion sta Willemspoort the to contrast In see. to much not was station the Architectonically, Jr. F.W. Conrad likely most was Spaarne the of bank east the on Haarlem in station often mentioned, is Outshoorn C. of name the though Even nies. compa boat tow the from protests despite out carried was cities two the between boat tow canal existing the to parallel entirely Line’) (‘Old Lijn’ ‘Oude this of part first the build to plan The Rotterdam. and railway connection between Amsterdam the of part first the as meant Haarlem, and Amsterdam between Netherlands the of the 1839, September 20 On came. railway Dutch first the of news the when Amsterdam in than Haarlem responded more enthusiastically in people that understandable therefore is It city. the in visible clearly were crisis standing long- the of signs the 1830, Around century. nineteenth the of beginning the at especially increased, traffic road from competition the and dropped passengers of number The lem. connection between Amsterdam and Haar population figures park. alovely into area The construction of the rail in the Nieu the in rail the of construction The The economic malaise influenced the got permission to extend the Oude Oude the extend to permission got 19 HIJSM which was completed in 1842. 1842. in completed was which 17 13 15 The commercial activities 12 opened the first railway railway first the opened the designer of the first first the of designer the as well as the tow boat boat tow the as well as . In 1841, that part of the the of part that 1841, In 18 11 moved to the station station the to moved HIJSM 14 almost 16

- - - - - the Jansveld was in use until 1867. until use in was Jansveld the hall. main the to entrance the marked which façade, arched an ported ing Durand’s example, four columns sup characterised by a median. Here, follow width, in metres 6,5 and length in metres 32 the North until 1878. until North the way connection between Amsterdam and rail direct only the remained and network the of part southern and northern the between link important an was railway This between Haarlem and Uitgeest was opened. path train new the 1May, on First, changes. to see somewhere else, given its location. like much very would city the which location, same the at Railways’) (‘Dutch Spoorwegen Nederlandse the of complex workplace large renovation of 1984. the until intact remained part alarge which of grounds, the on left were buildings stone only this, After them. of all destroyed almost workplace buildings. wooden of anumber came place its in and 1853 in down torn was 1839 from station the of haven’ ‘repair tant impor most the become had station the of material to the Haarlem, original workplace and personnel of transfer the and 1844 in complex workplace Amsterdam the of ing clos the After 1858. of map the on indicated entirely not is built, was Haarlem of station first the where Spaarne, the of East area the Unfortunately, down. torn been had walls city all almost 1858, in that see can one over, More railway. the besides period this during Nieuwstad the in built was little that appears it maps, two these Comparing 1858. of map the on and of 1822 map cadastral first the on visible is Nieuwstad the in Lijn Oude the of building the after and before situation The Haarlem of opment devel century nineteenth the and Railways workplaces established themselves, giving and companies small as further, up built also was railway the around area The Bolwerk. Prinsen the and Bolwerk Staten the of up park and the and Parklaan, with the building itself with construction around the Ripperda be seen. The all the above-mentioned developments can 1878 from Haarlem of city the of map the On and the Ripperdapark. green connection between the Kenaupark the developed, Parklaan current the which of result as a in filled also was Gracht Nieuwe Achter the 1867, In site. Phoenix the beside Ripperdapark the and station the of West Kenaupark the for activities work the of ing commenc the as well as 1867 from dates tearing down of the Kennemerpoort also The complex. entire the to added was storey dle ressault disappeared and an additional 1842 building were kept, the prominent mid the of attributes style some though Even (1824-1899). Mouthaan P.J. of design the heavily renovated and expanded following The year 1867 brought along many many along brought 1867 year The

Nieuwstad further developed 23 22 24 Today, there is still a still is there Today, In 1861, a huge fire fire ahuge 1861, In The station was was station The HIJSM 20 This station on on station This . The first first . The 21 HIJSM ------

the Oude Lijn and the rail to Uitgeest in 1904 1904 in Uitgeest to rail the and Lijn Oude the the building of the railway short line between by followed Zandvoort, to line railway this year. same that tion sta Haarlem the from built was line railway a accessible, more Zandvoort of resort den was established. Lei and Haarlem between tram steam the more public connections. transport In 1881, even got Haarlem years, following the In are indicated on this map. rifle-field planned the and hospital old an Only it. above right limits city the and tions bas the of North the between area the in up built little is there that see also can one map belt afringe of allure the area the of the railway line. D.A.N. Margadant, the the Margadant, D.A.N. line. railway the of electrification the contained plan the over, More built. be to had also Spaarne the over drawbridge elevated An level. street at traffic city circulating for space was there tunnels of way by that so roads, elevated on largely built was path rail the which in operation aradical of part was station new The time. abetter at come have not could station new the of proposal the 1900, ground level remained unchanged. Around on ran that trains the of pollution and drance hin traffic The expanded. further was station the from across factory Beijnes the 1896, In out. carried been actually has plan road his harbour in the Leidsebuurt. railway planned the and triangle railway the including visible, clearly is railway the 1906, of map road Dumont’s In building. residential Amsterdamse Buurt while the Schoterkwartier, and Leidsebuurt industry, and work for destined was railway the of North Spaarne the on area the land, the proposed connections over water and to Due zoning. aclear contained plan sion limits. city the outside areas of extensive and also regarded the planning was work Dumont’s 1906. of plan road and 1905 of plan expansion the designed draw up an Dumont expansion plan. L.C. to Haarlem obliged also 1901 of law’) ing (‘Hous ‘Woningwet’ the of provisions The grew. residences for demand the and rose residents of number The industry. of ment develop the to thanks work and live to place a as again attractive become had Haarlem century, nineteenth the of decade last the In century twentieth the in Haarlem of expansion and zone railway The source. energy an as ity electric using of aresult as changes, tional twentieth century would bring along addi the of beginning The 1899. in started was Bloemendaal as well an electric tram service 1904. in Amsterdam to extended was which opened, was voort connection between and Haarlem Zand tram electric an 1899, In station. the of East triangle’) (‘railway ‘spoorwegdriehoek’ so-called the of separation the strengthened 28 34 30 27 The construction of of construction The were reserved for for reserved were Between and Haarlem To make the seaside seaside the To make HIJSM 35 A large part of of part Alarge 32 to build a build to His expan His 25 . On the the . On 29 -

31 - - 26 -

- -

- 33 - - - -

architecture. In the main lines of his design, design, his of lines main the In architecture. railway Dutch the of face the determine helped which stations of series the of Margadant’s building is a great example when he built Amsterdam Central Station. Cuypers P.J.H. architect the was stations of design the of vision this adapt to person first The traveller. the of palace monumental the become to had station the train, the to ter shel offer just to longer no was astation of purpose sole The passengers. more attract to order in appealing more be to needed stations that noticed had companies railway 1870-1880, Since time. mean the in modified general ideas about the station design were 1908. and 1905 between built was that obliged to give up a part of their ground to to ground their of apart up give to obliged Heemstede and Haarlemmerliede were neighbouring cities of Velsen, Bloemendaal, the 1927, of law annexation the of result tional residents in one go. Moreover, as a addi 30,000 than more got city the 1927 in Spaarndam and Schoten of towns the of annexation the with and continued, growth city’s the I, WW After Ramplaankwartier. the later and Vaart, en Bosch as such map, the on neighbourhoods new also came there the continued, Amsterdamse and Buurt thebuurt, Rozenprieel, the and Leidsebuurt Schoter- the of building The off. taken had Meanwhile, residential building in Haarlem work. of continuity the HIJSM workers’ neighbourhood beside the central Agood Buurt. Amsterdamse the of sation reali the in involved were which porations, lent money to the residential housing cor the Then, Leidsebuurt. the in harbour railway the to close Westergracht, the on had eight residences built for its personnel company railway the 1906, as early As lem. Haar in employer biggest the it making ers, work 1,300 had Spaarne the of East place work the 1908, In building. residential in arole played also but railway, and station the The state. original its in largely today still is complex station beautiful the forms, plat extended as such changes of number a Despite city. abustling of impression the gave terraces and cafés restaurants, the also established there that together with was ahotel time, mean the In city. with contact into more come to complex the of part Western the in located was part arrival the part, departure the of view the hindered factory Beijnes the While travellers. the of rate building for parts departure and arrival sepa made He designs. Margadant’s of ning plan the from seen clearly be can a square than rather astreet on built be would station had, also played a role. Vienna in Wagner O. and Paris in Guimard H. of stations Nouveau Art the that materials expression of form and experimental use of stock exchangeTheMargadant. influenced Amsterdam the for Berlage of works the architect of the the of architect workplace provided a guarantee for for aguarantee provided workplace HIJSM was not only concerned with with concerned only not was HIJSM , designed the station 37 That the Haarlem Haarlem the That HIJSM 36 - - The The ------twentieth-century neighbourhoodstwentieth-century on the and nineteenth the and centre historical the for attention and room again was there and over finally were 1970s the Then city. the of middle the in longer no was Station and the speaking, geographically Central up built fully again was Haarlem limits, city the Within finished. almost was Schalkwijk of neighbourhood new the 1970s, mid the In city. the in body odd an remains and is complex Beresteijn The situation. current the in visible is which arole, played never between the complex and the environment alink making of idea the times, many cated indi designers the As cars. 400 least at for garage aparking and hall event an services, 1,800 m 12,000 residences, 100 definite programme for the area included requirements and then the The buildings. traffic the first was complex the for factor Hoog Catharijne of Haarlem. the become to was that complex struction Beresteijn complex, a large-scalenew con the of building the approved council city the 1972, In area. this for plans made opers devel project Various 1960s. the in levelled was Herenstraat Lange the and station the between area entire The Nieuwstad. the in continued demolition that, after years the In 1958. in down torn was building factory the Beverwijk; to activities its moved had firm Beijnes the 1950, In degenerated. station biles while increased, the area around the automo and buses of flow traffic The cally. area around the station had changed drasti the period that During artery. important an become to had station, the behind right way, rail the of North road the that determined plan This centre. the to accessibility on was focus the 1962, of plan structure the in well, As this. of example an is Steld der Van and Kuiper by 1954 of plan The centre. the to automobiles of access the encourage to done was everything 1950s, the in as sacred, was Accessibility reconstruction. the except Haarlem, in city the in traffic about cussion Tram’ to Leiden also stopped. ‘Blauwe the 1957, in and 1948 from dates city the in ride tram last The bus. the for way make to Haarlem of streets the from peared disap rails tram All lost. was battle the that the of ment wasservices granted, bus three for concession first the 1928, in Then tram. the with compete to started nies compa bus first The well. as role significant tions. connec tram Haarlem’s of all over took Hollandse Vervoer Maatschappij ( Noord-Zuid- the 1919, In changes. through going was transport public period, this In suburban areas. further encourage the development of these would railway, North-South the on especially stations, satellite of building The Haarlem. The Post-war years brought much dis much brought years Post-war The 39 m Automobile traffic began to play a play to began traffic Automobile 2 of shops, 1,000 m 1,000 shops, of NZH decided then and there 40 and the manage 2 of offices, offices, of 2 of hospitality 41 A determinant NZH ) - 38 - -

------transport on the Oude Lijn along Haarlem Haarlem along Lijn Oude the on transport Schiphol and Amsterdam is completed, train to ajunction with Rotterdam and dorp ( a special role. Once the Hogesnelheidslijn played always has path rail the city, the in middle the in Lijn Oude the of construction the From potential. enormous has also line development. for aleitmotif as document this using stop to decided finally council city new the that acoincidence not it is Perhaps city. the in cut solution recommended for the traffic clear- no is there Moreover, much. too own their on stand areas partial the general, in the of notes explanatory the level. Haarlem’s ambitions are mentioned in consistency, on especially the large-scale impression that this the gets really one document, the reading After city. the of vision acoherent formulate to attempt an in together brought projects, Zone document’s name, the the on based expect would people what to 2. The figures of Statistics Netherlands of Netherlands Statistics of figures The 2. plans. future city’s the of idea agood gives Haarlem in Markt Grote the on Brinkmannpassage the of floor ground the on in construction’) uitvoering’ (‘Haarlem in ‘Haarlem exhibition ongoing 1. The Notes order to further shape Haarlem’s ambitions. opment themes can also be addressed in the historical centre. Moreover, new devel outside just site workplace railways’ Dutch the of redevelopment the or railway the of tunnelling the after Nieuwstad the of turing restruc the city, the to entrance the as such themes regard project, asimilar from result ing. urban Large interventions, which could foropportunities above ground restructur of tons offers but solution, aradical perhaps is path, rail the to parallel road the sibly The tunnelling of the railway line, and pos change. also will connections train the of tics timetable look different, the will only Not important. less become will terplan Railway Zone Railway terplan the in established were railway the plans for the various study areas around along the railway. programmes Ideas, and gladly concentrate on central locations time same the at and traffic increasing for solutions to attention more pay to wants Haarlem of city the policy, current the In Conclusion major problem. a remains station the around area the Today, improvements in the historical city centre. addressed 1994 of centre’) city the of plan the as well as 1991 of space’) public of planning Ruimte Openbare de van inrichting De political agenda. The policy note entitled HSL In Haarlem, the area along the railway railway the along area the Haarlem, In Uitvoeringsplan Binnenstad features various current and future )(‘High-Speed Line’) between Line’) Hoofd )(‘High-Speed Masterplan of 2003. of Masterplan Railway Railway Masterplan 43 the characteris Masterplan 42 (‘Realisation (‘Realisation offers little little offers Contrary Contrary Mas (‘The (‘The - , but , but ------court. Already in 1245 the city received city city received city the 1245 in Already court. count’s the of fortification the to due part in Ages, Middle the in quickly grew Haarlem 5. 69-71. pp. 1983, at stations’) and F. Spangenberg, HSM the for 1909 to 1879 from architect an as worked Margadant 1908. and 1905 between built and Margadant D.A.N. by designed was Station Central Haarlem current The 4. and Verspronckweg. Kennemerplein,Bolwerk, Staten Bolwerk Prinsen Oudeweg, names: street following the has road this West, to East From 3. of consists Haarlem single family homes. in housing of 70% than more that show 2001 transported. In 1633, there were 250,000, in in 250,000, were there 1633, In transported. were passengers 36,000 about 1632, In 10. 18-19. pp. 8), (note Ham der Van also See Halfweg. in transfer to had Travellers Haarlem. of coffers city the into went which toll, the pay still and Spaarndam through route old the use to continue to the Haarlemmermeer. Cargo vessels had to Amsterdam from through navigate not could one boat, tow new the of because since Haarlem for convenient very was This IJ. the of that with contact into come would Haarlemmermeer the of water the that risk possible the to due up dug not was ground of strip wide a400-metre Halfweg, In 9. 13. p. 1989, Uitgevers) (Sdu Hague Four centuries of Amsterdam-Haarlem’). passenger. the of enjoyment the (‘To Haarlem reiziger. de van roads’). and paths boats, (‘Tow wagenwegh’ en padt agreement for the construction of ‘trekvaert, the signed cities both 1631, May 26 On 8. textile industry. its for impulse new this use definitely could and Haarlem Leiden, Haarlem Amsterdam. to especially Netherlands, the to Belgium from emigrated sector, textile the in active Dozens of experienced workers, particularly cities. Dutch all for news good was which Antwerp, occupied Spanish the 7. 1585, In 14-15. pp. 5), (note Speet also See up. divided entirely yet not was Spaarne the of East area walled the that clear also is It gates. city the and fortification the of tours con the as well as precision with drawn is city the of building important every map, this precisely indicates1560) the city limits. On (around Deventer van Jacob of map The nomic recession. eco an to due wait to had area new this However,eastwards. building activities in metres 700 about limits city the extend to right the gave Burgundy of Duke III, Philip 1426, In century. fourteenth the as early as necessary was expansion acity residents, of number the in increase the to Due 6. 6-11. pp. atlas of Haarlem’). (‘Historical Haarlem van Atlas Historische Speet, B. also See II. William from privileges (the former See also W. van der Ham, Ham, der W. van also See . Amsterdam/Brussels, Elsevier,. Amsterdam/Brussels, Vier eeuwen Amsterdam- HIJSM Amsterdam ( Kijk op stations (‘A look look (‘A stations op Kijk ). See also P. Saal P. Saal also See ). SUN Tot gerief Tot gerief ), 2006, 2006, ), - The The - 1750 to 21,000 in 1795. The low point was in in was point low The 1795. in 21,000 to 1750 in 26,000 about from drastically, dropped residents Haarlem of number the Also, 12. 38. p. 5), (note Speet also See Diggelen. van A. and Dooren van H. colleagues his from help with 1822, in Nautz F.J. surveyor the by Haarlem of map cadastral first the in mapped already were 11. The basic assumptions of the design network had developed. seventeenth waterway century, a substantial the of quarter third the around that so lished, other connections were very quickly estab various profitable, most the remained dam boat between service Haarlem and Amster tow the though Even 320,000. about 1661, of year record the in and 290,000 about 1648, lies today, between the Jansweg and the the and Jansweg the between today, lies station current the where Approximately 19. yet be seen. cannot square station the on plant the Geus, de C.K. by up drawn 1858, from Haarlem of map the On 1858. year the mention sources other while move, the of year the as tioned men is 1857 book, this In 53. p. 5), (note Speet also See businesses. other and pany’) (‘Amsterdam OmnibusMaatschappij Com the Amsterdamsche Omnibus Company’), Tramway Tramway (‘Haarlem Maatschappij HIJSM the from only not in, coming kept orders the square, station the to Riviermarkt the from the from order first the received he 1855, In workshop. wagon and acarriage started Beijnes Johannes 18. complex. factory Phoenix the to business Belgian this by annexed later was that seen be can site building large a firm, Poelman the of arrival the before 1822, of map city the On Leidsevaart. the and canal Western the between Muizenveld, the on complex his with Wilson Thomas magnate textile English the than later ayear Haarlem, in itself lished estab Poelman firm Belgian the 17. 1834, In in Randstad Holland’) the (‘Mapping Holland in‘Randstad kaart’ Engel, H. and 38, p. 5), (note Speet also See 17,000. over just of apopulation 1815 with for the the for HIJSM the of engineer head as Brade W.C. 1839 in succeeded (1800-1870) Jr. F.W. Conrad 16. (1843). Hague The and (1842) Leiden in stations the and (1842) Amsterdam in Willemspoort station the Haarlem, in station first the of are mentioned alternatively as designers (1800-1870) Jr. F.W. Conrad and (1810-1875) Outshoorn C. Both Haarlem. in station first the of designer the about information clear provide not do sources consulted The 15. Line’). (‘Old Lijn’ ‘Oude the as known also is Netherlands the of railway first The 14. 1837. 8 August on Maatschappij) the founded officially Brade W.C. engineer civil nessmen from Amsterdam together with busi Chevalier, R. and Serrurier L.J.J. 13. HIJSM . C. Outshoorn was already working working already was Outshoorn . C. , but later also from the Haarlemsche Haarlemsche the from also later , but HIJSM (Hollandsche IJzeren (Hollandsche Spoorweg under Brade. HIJSM OverHolland . After the move move the . After 2 (2005). ------

15 OverHolland 5 – Architectonische studies voor de Hollandse stad 16 English Translation Maatschappij ( colour. The Noord-Zuid-Hollandse Vervoer blue adark had trams the 1924, of As dam. Edam Purmerend, Amsterdam, and Volen Zandvoort, Haarlem, Noordwijk, Katwijk, between Scheveningen, The Hague, Leiden, area the in 1961 and 1881 between culated cir that trams the for name collective the is Tram’) (‘Blue Tram’ ‘Blauwe so-called 27. The www.deripperda.nl. Source: finished. was barracks the of part first the 1884, In Hodenpijl. Gijsberti complex was Major I.J.H. the of designer The started. was dakazerne the building1882, of the Ripper so-called 11 On October station. the near right tions, bas the of North arifle-field building for sion permis gave Haarlem of city the 1877, In 26. 319. p. 1990, Press) eth birthday eighti his of occasion the on Conzen M.R.G. for Essays cities. Western of form built fringe-belt phenomena’ torical-geographical perspective on urban ‘A his Dollen, der Von B. see belt, fringe the of explanation detailed amore For 25. 148-149. pp. 1938, Ditmar) &van (Nijgh 1832-1938’). railways Dutch of (‘History 1832-1938 Spoorwegen landse Jonckers Nieboer, Haarlem. through go to needed from Den Helder to Amsterdam no longer route the that so opened, was Amsterdam and Zaandam between link the 1878, ber 15 Octo On Canal. Holland North the of South and North the here meant is network the of ‘South’ and ‘North’ With 24. 23-27. pp. ibid, Ingen, Van also see information detailed For 23. 22. p. 1994, 1994’). -NS 1844 HIJSM autonomy. of years 150 station. Remanufacturing company Haarlem zelfstandig. jaar 150 Haarlem Revisiebedrijf Station’. Ingen van A. in 1853, from lem the of situation the of Houben J. of drawing the also See 22. slight preference for 1867. a is there mentioned both are 1869 and sulted are unclear. Although the years 1867 con sources the date this about 21. Also the railway line. of side north the on building accompanying the with visible clearly very also 1858 from Haarlem of map the on is station The Jr. F.W. by Conrad designed was 1842 from lem Haar of station the that believes also 16) (p. 16-18. pp. 2000, Pers) (Walburg architecture in the Netherlands’). (‘Railway Nederland in Spoorwegarchitectuur Romers, H. 14; p. 1981, Boeken) Technische along the rails’) (‘Architecture rails de langs Architectuur at stations’) and Spangenberg, Saal books: following the in found be can station this about information More 20. Kruisweg. Rosmalen (StichtingRail Publicaties) (note 4), p. 16; J.W. van Dal, Dal, van J.W. 16; p. 4), (note . University Leicester (Leicester HIJSM NZH . HIJSM Deventer/Antwerp (Kluwer 1844 -NS 1994 (‘The old old (‘The 1994 -NS 1844 Geschiedenis der Neder Kijk op stations (‘A look look (‘A stations op Kijk )(‘North-South-Holland )(‘North-South-Holland workplace in Haar in workplace , in T.R. Slater, Slater, T.R. in

Rotterdam ‘Het Oude Oude ‘Het See also J.H. J.H. also See Romers Zutphen HIJSM The The - - - -

------railway harbour in Haarlem is a long one. one. along is Haarlem in harbour railway a of location the about discussion The 35. 48. p. 5), (note Speet in 1904 from Haarlem of map the also See Leiden. to way rail the and Leidsevaart the between lished estab was Leidsebuurt The Amsterdam. to boat tow the under right Heerensingel, the of The was Amsterdamsebuurt developed East limits. city the within area an as indicated is rent and Kleverparkbuurt Frans Halsbuurt) cur (the part north-western the Only limits. city Haarlem’s outside partially lay tions, bas the of North Schoterkwartier, The 34. itself in 1896. chocolate factory had already established Droste the Spaarne, the on area this In 33. Heemstede. pleased with Dumont’s plan, especially The surrounding32. cities were very dis Haarlem. of city the by Works Public the of manager named was (1865-1935) Dumont L.C. 1902 31. In 1957. August 31 until service in remained tram This Spuistraat. Amsterdamse the to extended was line the 1904, In voort. in and Haarlem the Raadhuisplein in Zand Tempelierstraat the between 1899 of as ran Company’) Tramway Electric Dutch (‘First sche Electrische Tramweg Maatschappij Nederland Eerste the of tram first The 30. Leiden lines. and Haarlem-Uitgeest lem-Leiden, Uitgeest- Haar the of crossing the by formed is gle’) trian (‘railway ‘spoorwegdriehoek’ The 29. 58-59. pp. 5), (note Speet also See 1881. in company’) sitedonderneming (‘Building Zandvoort andRailway the Company’) Bouwgron wegmaatschappij (‘Haarlem-Zandvoort founded the Spoor NV Haarlem-Zandvoort who Eltzbacher Gustav businessman Amsterdam by built was railway This 28. services. tram these operated Company’) Transport (note 22), pp. 224-231, and Saal and Span and Saal and 224-231, pp. 22), (note Romers see Haarlem in station Margadant’s For extensive36. documentation about after. right built was that aharbour for the next Lichtfabriek to the Waarderpolder at 15 hectares of area an reserve to made was aproposal 1939 in and successful, not was plan this expected, As 1907. and 1903 between place took harbour railway the ging dig for works the and plan this approved Haarlem of city Yet the Leidsevaart. the to up city the and Spaarne the through gate the of plan the to of the Chamber of According Commerce. much more complicated solution than that a was This Leidsevaart. the and railway the between location aharbour 1902: in plan the versa, vice and ships onto wagons from goods unloading and loading For centre. the of East tion, and the Waarderpolder indicated as a loca Spaarne the of area The harbour. a railway having of issue the up brought Commerce of Chamber Haarlem the 1884, as early As HIJSM HIJSM , ships had to navi to had , ships presented its own own its presented ------to start three lines. three start to way Bus was Maatschappij) given permission the 1928 In 40. the city. controlled public in transport and around founded in Amsterdam) and the company Company’) Railway (‘First Maatschappij and pany’) Dutch TramwayMaatschappij)(‘First Com the the 1919, In 39. Railways. The 38. Nouveau details. Art used had Margadant (1901) Amersfoort in station the for design his in 37. Already 69-71. pp. 4), (note genberg Haan, H. de, en I. Haagsma, Haagsma, I. en de, H. Haan, J.A., Faber, (‘Map Holland in ‘Randstad kaart’ H., Engel, C., Douma, Dollen, Von B. der, ‘A historical-geographical Mulder, L. and A., Doedens, R., Dijksterhuis, van, J.W. Dal, al., et den W. van Broeke, Bibliography railway network. Dutch the in important less Haarlem making Station is no longer an intercity station, Central Haarlem 2007, 1January of As 43. site19787.htm. atHaarlem http://www.haarlem.nl/smart of city the of website the on online available Zone Railway terplan the about information Extensive 42. Heringa. and Jong De Spruit, Utrecht: in Catharijne Hoog of architects the by designed finally was complex 41. The (‘ Haarlem: metamorfosen 1644-2044. 1989. Informatief) the Netherlands’) in railway of years 150 rail. (‘The Nederland land in Holland’) Randstad the ping gen afdeling Voorlichting) 1964. building’) 1990. Press) University (Leicester ter birthday eightieth his of occasion the on Conzen M.R.G. for Essays cities. ern Slater, T.R. in ena’, perspective on urban fringe-belt phenom & Keuning)(Bosch 1989. verandering (‘A rail of change’). 1984. Delft, urban planning’) and paths (‘Railway Nederland in denbouw 1981. TechnischeAntwerpen (Kluwer Boeken) (‘Architecture along the rails’) Matrijs) 2000. (Uitgeverij Utrecht Netherlands’) the in railway the of history the into research Nederland in spoorwegen onderzoek naar de geschiedenis van de rail’). the on (‘Sources spoor Station square Haarlem: metamorphoses ENET 2, 2005. 2, NZH (Eerste Nederlandsche Tramweg Nederlandsche (Eerste . �� ESM Het stationsgebouw (‘The station station (‘The stationsgebouw Het Het rail. 150 jaar spoorwegen in in spoorwegen jaar 150 rail. Het Utrecht Spoorwe (Nederlandse was a subsidiary of the Dutch Dutch the of asubsidiary was Architectuur langs de rails rails de langs Architectuur HBBM (Electrische Spoorweg (Electrische NZH Spoorwegtracering en ste . Delft, PhD research TU TU research PhD . Delft, . Amsterdam (Meulenhoff . Amsterdam (Meulenhoff took over all the lines of of lines the all over took The built form of West of form built The (2003) of Haarlem is is Haarlem of (2003) (Haarlemsche Brock (Haarlemsche Bronnen op het het op Bronnen Een spoor van van spoor Een Stationsplein Stationsplein (‘Guide for (‘Guide

Gids voor voor Gids . Deventer/ OverHol Baarn Baarn . Leices Mas

------1921- Map of and Haarlem surroundings the 1904: from Haarlem of -Map 1904 clearly is Railway Haarlem: of -City 1878 Geus. de C.K. by -Map 1858 Haarlem, of map cadastral first -The 1822 maps Important Veenendaal, G., B., Speet, Ingen, A. van, van, A. Ingen, Schivelbusch, W., P.,Saal, and F. Spangenberg, Polino, N. M. and R., Roth, H., Romers, J.G., Jr., Raatgever P. and Nijhof, de, van J.G.C. Meene, Leeuwen, W. van, and H. Romers, Romers, H. and W. van, Leeuwen, H., J. Nieboer, Jonckers der, W. van Ham, the beginning of Haarlem-Noord. Rozenprieel, Amsterdam andLeidsebuurt, first neighbourhood outside the old city: Hofambacht. and Noord-Schalkwijk Haarlemmerliede, is East Bloemendaal, is West Schooten, is Haarlem-Noord limits: city The present. veloped by Zocher can also be seen. rede area bastion The factories. afew of presence the and walls city down torn now the of parts large of lack the railway, the vanand A. Diggelen. Dooren van H. colleagues his from help with Nautz, F.J. surveyor the by mapped 2004. Boom, lands, from 1834 till today’). till 1834 from lands, Nether the in (‘Railways nu tot 1834 van 2006. SUN, atlas(‘Historical of Haarlem’). 1986. Press, California 19th century. the in Space and Time of Industrialization (Elsevier) 1983. stations’) at look (‘A University Press) 2003. Europe in Railway lands’). Nether the in architecture (‘Railway land Rotterdam (Nijgh & Van Ditmar) 1938. Ditmar) &Van (Nijgh Rotterdam 1832-1938’). railways Dutch of (‘History Nederlandse Spoorwegen 1832-1938 autonomy. facturing company Haarlem 150 years of Remanu station. old (‘The 1994 -NS 1844 zelfstandig. jaar 150 Haarlem drijf 1989. Uitgevers), of Amsterdam-Haarlem’). passenger. the of enjoyment the (‘To Amsterdam-Haarlem eeuwen Vier 1644-2044 1948. Amsterdam (Algemeen Publiciteitskantoor) inNederland the (‘Railways Netherlands’) 1985. Moretus) (Drukkerij Hague monuments in the Netherlands’) wegmonumenten in Nederland (‘Railway Zutphen Pers)1988. (Walburg imagination’) of rail (‘A verbeelding van malen (StichtingRail Publicaties) 1994.

Zutphen Pers)2000. (Walburg Historische Atlas van Haarlem Haarlem van Atlas Historische Spoorwegarchitectuur in Neder Spoorwegarchitectuur HIJSM ’). ’). ‘Het Oude Station’. Revisiebe Los Angeles, University of of University Angeles, Los Haarlem (Architext) 1999. Haarlem Spoorwegen in Nederland, Nederland, in Spoorwegen Tot gerief van de reiziger. reiziger. de van Tot gerief The Railway Journey, the the Journey, Railway The 1844 -NS 1994’). -NS 1844 De spoorwegen in in spoorwegen De . Cambridge (Cambridge . Amsterdam/Brussels . Amsterdam/Brussels Geschiedenis der The City and the the and City The The Hague (Sdu (Sdu Hague The Noticeable are Kijk op stations stations op Kijk

Amsterdam, Amsterdam, Four centuries

Amsterdam, Amsterdam, . The . The Een rail rail Een Spoor HIJSM Ros

. - - - -

- - - . - 1927 - Map with the annexation of Schoten Schoten of annexation the with -Map 1927 and Spaarndam. 1878. of map the to pared com as limits city in Shift Zandvoort): to one the as well (as present clearly Railway - building site, where much is currently going going currently is much where site, building ‘rear’. the to connects ‘front’ traditional whose passageway, bright a transparent, is station fourth built recently The visual. particularly centre city the to relation the was time that at Already Stationsweg. the of axis the on right located was and transport’, ‘public into emancipated was travel train as tion from had 1953 a more functional look, sta third The Oegstgeest. of municipality the by owned grounds on city, the outside square aseparate on situated were They tal. romantic, while the second was monumen was station first The travel. train of status city. the to relation and views temporary con various their show stations successive The 1842. since one fourth the Leiden, for station anew meant 1994 in line Schiphol the of arrival The travellers. of number increased an and network railway the of expansion the been have reasons important most The Leiden. as often as stations new had has Netherlands the in city other No Willemijn Wilms Floet zone railway Leiden’s the station, next to the new Leiden Univer Leiden new the to next station, the for urban developments. Directly behind catalyst the were Centre’) Studies - Regional the Opleidings ‘Regionaal Centrum’ (‘ will be realised. sgebied Zeezijde this area. in centre music apop and theatre cinema ahuge build to wants Leiden of city the of the surrounding older buildings. As well, character and scale the to suited better are which shops, and residences by replaced dissonances in the cityscape have been Less valuedcompression. and written off for room offers now 1960s the from square station large-scale The skyline. the in area station the marking towers, two and station, bus anew centre, city the and station the traffic-free pedestrianconnection between the as such built, been already have which of parts important the developed, being is Leiden Centraal Central Station’) (‘Leiden project the station, the of front the At on. Leiden’s station area is an attractive attractive an is area station Leiden’s the represented stations two first The At the rear of the station, project project station, the of rear the At 1 Here, the university and and university the Here,

(‘Station Area Seaside’) (‘Station Station ROC -

- -

- - and Gouda is being worked on, which in in which on, worked being is Gouda and the light rail connection between Noordwijk care.’ receive and study recreate, work, live, to space with city the of part a‘lively become to destined is hospital academic old the of area The housing. student with campus a into transformed be will buildings tory labora old with terrain The motorway. A44 the together with park landscape Dutch anew in included be will and university the to related panies com with park’ science a‘bio for destined recently established. The Leeuwenhoek is been have faculty medical the of buildings ( Centre Medical sity In 1842, Leiden was the third city to be con be to city third the was Leiden 1842, In 1840-1899 have been analysed. ture. topographicalcity maps, maps and litera of series achronological of astudy of basis the on described is Leiden in zone railway grammatically. Here, the development of the this possible development spatially or pro researched yet not has Leiden of city the with Leiden’s historical city centre. However, station’, the of rear ‘the now campus, sity univer the connect properly and directly to old and new buildings. the between cohesion planning urban tive qualita a provide to difficult is it that space in limited so is compressed be to area The with complex foundations. body dyke railway big the and floor ground the on programme public little facilities, buildings, the presence of large parking autonomous and large very account into taking tram, the integrating assignment: plex com avery is area station the of struction recon The factor. adriving is automobiles) bus, rail, light History; Natural of Museum National or university city, the to heading (pedestrians flows traffic of guide the tion, sta the Around it. pictures city the way the typology abuilding with space public future the of example an provides scale a 1:1000 on model working Alarge neighbours. and tion with the urban planning department consulta in out carried then is buildings of master plans for The sub-regions. planning on based plans their make developers and clients let to tries city the while framework, The area development plan offers the legal development projects in the station area. position. city, reinforcing particularly Leiden’s regional the to closer much that fields bulb the and coast the bring will connection rail light The airfield. Valkenburg former the to city future the connect also will route the and tracks, residential housing is planned along the New Station. Central via station the behind area university the across run will Leiden On a higher plan level, the integration of of integration the level, plan ahigher On Tunnelling can offer Leiden the chance chance the Leiden offer can Tunnelling urban the steers Leiden of city The 3 For this purpose, three major periods periods major three purpose, this For 2

science faculties near the the near faculties science LUMC ), various large large various ), ------Haarlem. to road arterial old the beside right and city the to possible as closely as Rijnsburgerweg the on located was station The Hague. The of direction the in Rhine’) (‘Old Rijn Oude the to parallel aloop to off veered slowly then and route boat tow the followed tracks the Haarlem, of As Oegstgeest. of pality city, on grounds of the neighbouring munici diagonally along the northwest side of the projected was line railway The Rotterdam. Amsterdam- section railway the to nected way and the city was characterised by trian by characterised was city the and way coffee house’) (‘Station was immediately renamed horses for stop arest with here located café Margadant. D.A.N. by designed 1879, in allure urban more with building alarger by replaced was station the when started area station the of urbanisation The gate. atoll then and bridge asmall pass to had first traveller atrain city, the to To get of1818). map cadastral the (see a rifle-field environment with bleacheries gardens, and arural in situated and ditches by surrounded was garden apublic and F.W. Conrad neer tic station building designed by railway engi waspoort, demolished in 1867. to the the cityfrom Haarlem, Rijnsburger entrance old The cemeteries. and factories buildings, university Museum’), (‘Ethnology nowMorssingel, the Museum Volkenkunde the academic Boerhaave hospital as such centre, city the of scale the for big too were which buildings, for suitable also was zone green This route. stroll a romantic gular which bastions, around formed 1840 tury. On the map of 1850 and that of 1899, 1899, of that and 1850 of map the On tury. cen nineteenth the of quarter third the in manors by replaced were which 1818, in gel there were already buildings on the Morssin different buildings. atotally by replaced been have or appeared dis mostly have buildings the though even today, there still are Stationsweg the from passages The Stationsweg. the to angles right at built was neighbourhood workers’ Leiden second the 1882, In Singel. the and these houses was isolated by the harbour staggered building line. The area behind strongly the was Striking built. were panies, Stationsweg, alternating manors, with com the of side west the On Stationsweg. to name its changed Haarlem to Straatweg The 1884. of as ran Haarlem and Hague, Katwijk/Noordwijk Voorschoten/The the from across was stop main the which of tre, cen city the through ran trams draw horse two 1879, of As city. the to entrance valuable a longer no was square station the this, to Due built. was goods for asite where station, new the from across right dug was harbour commissioned. the new railway line Leiden-Woerden was andtransport goods grew, transport and The shape of the area between the rail the between area the of shape The The station square with its small, roman small, its with square station The Stationskoffiehuis 4 It is not a coincidence that an old old an that acoincidence not is It 8 At the same time, a railway arailway time, same the At 9 According to the map, map, the to According . The steam trams to to trams steam . The . Stationskoffiehuis Stationskoffiehuis 7 Passenger 5 on the the on 6 ------

17 OverHolland 5 – Architectonische studies voor de Hollandse stad 18 English Translation wooden pedestrian bridge was built across a In 1920, electrified. were trams the when square station the on changed much in 1911, not company tram the of office barrack-like buildings. with 1984 in buildings new the following up built further was terrain The roofs. large with buildings brick dark of made were pavilions The tracks. the by stood shop laundry and kitchen house, boiler the with pavilion The station. the to relation no with burgerweg, Rijns the on was complex the to entrance The infection. of risk the combat to order in in pavilions, a park-like environment in various medical specialities and laboratories the combine to decided was it example, man Ger and French the Following Oegstgeest. of municipality the from land of 15 hectares built. was hospital academic anew 1932 until stood. 1657 from plague’) the of (‘House Pesthuis the only time, that until where, station the of rear the at occurred area station the in change A major (1930). vaalhof Trans the of edge bevelled remarkable the from appears it as design, the in arole play not did railway the of presence The railway. the at ended simply and patterns ditch the followed Morsweg the on angles right at into a single building line. The small streets joined club arowing and companies small wasresidences, houses, Villas, compressed. which originally had cottages of rich Leiden Rijn, Oude the along Morsweg De 1920. and 1896 in Leiden by ground Oegstgeest the of annexation the after built were buildings These boat. tow Haarlem the and tersveld the neighbourhood between the Schut housing, including the Transvaalwijk and social speculative with built were Rijn Oude the and city, the and railway the between strips narrow the 1930, and 1896 Between 1896-1945 centre. city the and railway the between areas the in occurred and Dordrecht. In Leiden, this development Gouda Delft, in case the was as built, were Oegstgeest, no workers’ neighbourhoods of municipality the property the was railway character. agreen had still awhole as Stationsweg the façades, decorated richly the and gardens front the to Thanks bleacheries. old its with terrains that bordered on the Schuttersveld the up opened today exist still that Alleys which formed a continuous building line. Stationsweg, the of side east the on 1900 and 1875 between built were manors ous of the tram. and the electrification nuisance odour of because in filled water 1911 this in was Only gardens. front or doors front to running bridges small with a ditch, on directly situated were Stationsweg the on and here buildings the that see can one Besides the construction of the new new the of construction the Besides the of side other the on ground the Since 12 In 1900, the State had already bought bought already had State the 1900, In 11 Here, from 1912 from Here, 10 Luxuri - - - - - ing to the principles of a compact garden garden acompact of principles the to ing connected to existing buildings,accord neighbourhoods were planned, which were the decisive argument. was Rijnsburgerweg the at crossing railway the for time waiting The Leiden. for plan reconstruction the of scope the in 1949 of as out carried was which railway, the of tion The canal. this of status the for threat a formed moreover, and Breestraat the in an undesirable alternative for through traffic stately They Rapenburg. would function as the on line straight adead in arrive would Stationsweg plus the old Rijnsburgerweg tion upon closer examination, since the new Schuttersveld. The city dismissed this loca the on planned was station new large, a very 1929, from adraft In breakthroughs). of help the (with centre city the in and roads) ring of asystem of help the (with neighbourhoods city new the through traffic the of ganisation the plan regards the expansion and reor Molière. Granpré agency the of 1933’) of plan sion the was limits city these over crossed carefully that plan canal as ‘natural boundaries’. An important with the railway lines and the Rhine-Schie centre, city the around ring aconcentric in centre. city the of side north the result of this, industry established itself on a As line. temporary awinding with Station Central Leiden to connected was and city the of side northeast the on station separate a had line This products. agricultural of port the Haarlemmermeer, meant for the trans to ran line railway local the 1936, 1912 and Between traffic. tram hindered and time of here was very often closed for long periods the The railway Rijnsburgerweg. crossing and platforms the served which tracks, the behind the railway, which were surrounded surrounded were which railway, the behind area large the of buildings the of ahead were They centre. city and station the to a link with system, traffic through the in a tangent The large-scaleinfrastructure was meant as direction. anorthern in moved was centre the to Rijnsburgerweg the of connection The exits. few had which roundabouts, big very with built were roads new and tunnels station, new the of sides both On body. adike of way by Leiden through up lifted was railway the 1953, and 1950 Between 1945-2004 carried out. was building residential planned this of piece small avery only bridges, lacking were which Rhine, the and Oegstgeest of limits the sites, railway by isolated completely –was Mors –Lage area this Since Oegstgeest. with limits city the by determined planned, was building residential with zone ajoint pital, hos academic the of grounds the around and railway the of side north the Along city. In the the In expansionsCity of Leiden were realised Uitbreidingsplan 1933 Uitbreidingsplan Uitbreidingsplan 1933 Uitbreidingsplan 14

Uitbreidingsplan 1933Uitbreidingsplan (‘Expan Verhagen P. by up Verhagen , drawn planned an eleva 13 , new , new First of all, all, of First ------railway edition of the the of edition railway special the In pedestrians. for a barrier formed front, the along runs now which road, wide the but square, amodern on centre, city the to compared as position a central had now It Stationsweg. the of axis the on was Schelling, located the engineer H.G.J. by designed 1955, from station new The way. acontemporary in infrastructure the large-scale building which block, guided a for way make to down torn was II, WW of end the at bombed heavily was which neighbourhood, workers’ The in. filled was pletely scrapped and the railway harbour com were square station and station The Oegstgeest. and motorway A44 the Rhine, the by were started but never finished because of in 1960s planned interventions traffic Many quality. urban for concern any without times the of architecture brick dull, acommon in demolished and replaced by apartments be to had still they that dilapidated so were houses the then by cityscape, historical the maintaining to roads traffic building from shifted was priority the When street. this ing open of plan the with city the by up bought monumental houses on the were Morssingel The Katwijk. of direction the in Morssingel the via and Rijnsburg, of direction the in windmill Valk De the at split would which area, station the to important was centre city the through road northern The gracht. Hooi- in filled the via route North-South the and Langegracht in filled the over centre city the of side north the on route, West East- the via centre city the in completion 1933 the upon built plan road era. new the of criteria the met which houses, 700 by replaced be to had dences dilapidated resi Here,assignment. 3,000 important an as seen also was centre city the that, from Apart building. residential and recreation industry, university, the of sion plan, locations were determined for expan structure the In scale. asmaller on projects for point astarting as served plan structure this mid-1970s, the in small-scale to switch the Until one. inter-local an at also now and level alocal at agenda, the on again once were structure traffic the of improvement and Expansion 1958. in established was structure plan for the Leiden agglomeration the reconstruction, the with expanded fuss.’ tive representa or luxury excessive any without station amodern be to wants it that sible pos as clearly as demonstrate will building and clarity. The cheerfulness lightness, they especially strived towards simplicity, building, station the designing In of. care taken being are they that impression the them giving by travellers the of some please ‘The wrote: the opening of the new Schelling station, following published was which 1953, May As a result of the lines, which were were which lines, the of aresult As , for example, on the point of the traffic traffic the of point the on example, , for NS (‘Dutch Railways’) will try and and try will Railways’) (‘Dutch Leidsch Dagblad Uitbreidingsplan Uitbreidingsplan 15 of 4 of The The ------fields. Between 1980 and 1984, on the side side the on 1984, and 1980 Between fields. grass and lots parking large of middle the autonomous properties on their in parcels, ofconsists large buildings,which stand as there built was that campus university The A44. the of side the on appeared buildings new first The expand. could University den Lei of faculties science the which within modernised. an Then, area was determined was A44 motorway while station, the of rear the at built were Wassenaarseweg the and big. too be to out turned roundabouts the orientation for automobile the drivers; odd bayonet connections, which complicate by other each to connected now are roads the changed urban planning focus. Through the A4 and the A44. The construction of this this of construction The A44. the and A4 the between road service new the from run will which future, the in expected is Leiden of centre the of up opening additional new an loop. odd an make to had now centre city the to square station the from go to wanted that traffic automobile the square, the of ling tunnel the to Due centre. city the to route pedestrian a traffic-free of purpose the for square station the of tunnelling the for ernment, Leiden was able obtain the money established cities by policy’) the(‘Large gov 1996. in opened was which passageway, a as built hall entrance an is there platforms the on spaces empty large in and roof parent trans the Under side’. ‘sea the and side’ ‘city which echoed the connection between the railway, the across construction frame white H.C.H. station. the of rear and front the between division strong the up given to chance the offered also station A new tion. the that shops the for station the in space no was there station itself became too small. Moreover, the and passages Platforms, travellers. of number the in increase an meant 1981 in railway Leiden-Schiphol the of arrival The many. to place, it is a missed opportunity, according the of potential the and results poor the Given built. were offices housing only centre, city historical the in shops of away wasting the of fear and mind in Utrecht in Catharijne Hoog of image the With shops. house also whether the planned centre business should discussion was focused on the question The lot. parking and site event rink, skating a as used then was terrain The on. build to difficult was it location, low its to Due purpose. amilitary had historically track, the by situated terrain, This addressed. was centre abusiness into developed be must the discussion about how the Schuttersveld centre, city the around and in operations vision. astructural following and organisation acompact with built, was hospital academic new alarge railway, the of At the end of the 1960s, the Plesmanweg Plesmanweg the 1960s, the of end the At On the south side of the station square, square, station the of side south the On Within the scope of ‘Grotestedenbeleid’ renewal urban the 1977, with of As Reijnders designed an expressive 16

NS now offers at every sta every at offers now NS architect - 17 - -

- - 1956 Map of Leiden, Municipal Public Works Works Public Municipal Leiden, of Map 1956 Department Works Public Municipal Leiden, of Map 1947 Department Works Public Municipal Leiden, of Map 1941 Department Works Public Municipal Leiden, of Map 1924 Ahrend J. Wed. Leiden, of Map 1920 Sijthoff A.W. Trap, P.W.M. Campen, van H.L.A. parts, six in Leiden of Map 1899 tecture archi of library Leiden, Atlas the from 1884 Campen van W.J. Leiden, of city the of map New 1850 Visscher H. Endegeest, and Poelgeest by map 1818 Cadastral 3. Zeezijde online, Leiden of City Source: 2. jvanger Urbis agency. seaside station’) 1. Notes city? the Could this zone provide a new cohesion for worlds. these between zone the is canal the and tunnel the between area The raphy. topog or context their to relation no have scale detached building complexes, which structure: urban fabric across from large- worlds, with a completely different spatial independent two are they Today, appear. dis will station, the behind knowledge’ of ’world new the and centre city historical the which is a physical ‘logical’ division between body, dyke railway high the underground, opportunity. an lies well as Here water. with relation no have Morssingel the on ings build the city, awater is Leiden Although quality. lesser of particularly are century twentieth the of buildings The impression. abad give and sloppy all are they times: the of signs already are buildings These 1980. to buildings from different from periods, 1880 of abunch of consist blocks Both public. the to accessible are spaces inner The centre. city the in blocks building the of those than of these building blocks is somewhat bigger size The environment. the into chameleons like blend buildings the which of blocks ing build are there now areas; isolated were there built, was railway the When canal. the and station the between blocks building the on based was assignment Another tunnel. arailway of completion possible the cates boulevard. This development also compli a like more look will square stations the railway, the to next right zone the in placed be will buildings When square. station the of side south the borders now that office tax the of site the at planned been had building gate A expropriate. to difficult be will which houses, owned privately of mainly consists neighbourhood The city. the by off written as considered necessary, Transvaalwijk the of reconstruction athorough makes road Masterplan Station Zeezijde In the scenario where the train goes goes train the where scenario the In (‘ Seaside station plan’) was designed by the Kraai the by designed was

(‘Master plan plan (‘Master Plan Station Station Plan ------1657-1780 Used as a house of the plague plague the of ahouse as Used 1657-1780 plague’) the of 11. History 30. p. outside the canals’) (‘Leiden Kleibrink, H. 10. square. asmall around and streets narrow on houses back-to-back small with up built further was area the phase, asecond in 1886, In area. this through right ran which Leiden, of limits city the by secondly and Haverzaklaan cal histori the of use making by determined firstly was project second the of location The east ofRijnsburgersingel, the Stationsweg. enlightened professor was located on the an by 1878 in founded Association’) Building of the Leidsche Bouwvereniging NV (‘Leiden project building residential social first The 9. Company’). Railway Rhine (‘Dutch Maatschappij weg HIJSM the than company another by operated The8. Leiden-Woerden railway line was traveller. the with trust build to had which buildings, representative more by Delft and generation of stations in Leiden Haarlem, the 1880, 7. Around 1850. from map See 6. ernment Architect. Gov Chief the of Office the from Lokhorst van J. and Camp H.F.G.N. architects the by 1870 and 1867 between built were tal hospi academic the of pavilions The 5. an interaction’) of analysis Historical Netherlands. the in ning plan urban and paths (‘Railway selwerking wis een van analyse Historische Nederland. huis, �� prototypical. is site This 4. Topographical- 2004 maps -1995 -1986 -1965-1974 1910 -1923 Kler de B. Leiden, of Map 1962 Department I and a clash within the Public Works service service Works Public the within aclash I and WW of recession the of because stagnated agreement about the Construction designs. an to come not could professors the ess, proc design the During history. a happy have not did hospital university this well, As Groot. de J.M. and Breemer G.C. erhout, G. West employees office his and Vrijman J.A.W. architect government chief the by designed was beds 600 of acapacity with tal hospi new The infection. to prone and dark too being well as small too was canal the on beds 150 with hospital Boerhaave The 12. History Natural of Museum National the of Part 1998-present museum Military 1943/1956-1984 1937-1941 Garrison workplace 1927-1937 Approved school for psychopaths 1910-1927 Approved school for boys women for institution labour State 1890-1910 prison 1822-1890 Provincial correctional military 1781-1822 hospital Military Spoorwegtracering en stedebouw in , namely the Nederlandse Rijn Spoor Rijn Nederlandse the , namely : 205. p. 1984, . Delft Leiden buiten de Singels Singels de buiten Leiden Pesthuis (‘House of the the of (‘House Pesthuis HIJSM replaced the first first the replaced See R. Dijkster R. See . Leiden 1977, ------rhythmically placedrhythmically beside each other, a neighbourhood1960s, with high-rise flats the of half second the in and duplexes, bourhood exclusively built of prefabricated aneigh 1951, In factory. block concrete the of area the in railway, the of northwest Morskwartier the in built was bourhood neigh city agarden of part 1930s, the In 14. 217-244. pp. yearbook’) jaarboekje (‘Leiden in 1933’), of plan (‘Expansion 1933’ van uitbreidingsplan ‘Het Waal, C.J.D. 13. remained inefficient. very alities. Running the hospital and the building a division that was too large between speci to led system pavilion The budget. the times three exceeded costs The corruption. to due Goudriaan, B., B., Goudriaan, M.W., Jongsma, P. and Vlaardinger Regt de E. J., Dröge, C., Douma, J.C.H., Blom, P.J., Blok, al., et N., Blok, A.A., A.A., Bibliography threatened! is station this the tickets, with stations to the 17. that Now p75. 2000, dam practice of the development’ city and planning Politics, achallenge. as city stedebouw de van praktijk en planning Yap, H.S. 16. and planning’). city housing social for (‘Magazine Stedebouw tion’), Structure plan for the Leiden agglomera plan voor de Leidse agglomeratie’ (‘1958 Structuur ‘1958 Drost, J.C.H. Engineer 15. railway. the to square academic hospital’) Leiden the of years (‘325 Leiden kenhuis of Leiden’) guide monument and (‘Architecture Leiden broek, 1998. the Netherlands, 1938-1998 in architecture (‘Station 1938-1998 land, of 1896’) city’ aDutch of (‘History Hollandse stad. 1918. city’) aDutch of (‘History stad Leiden’). in buildings sity Univer stone. in history of centuries (‘Four steen. Universitaire gebouwen in Leiden Koophandel) 1986. train station in Leiden’) development of the environment of the Leiden. to key new (‘A Leiden te station N.S. het van environment ë new Leiden station. tecten van nieuw Leiden central (‘Leiden nschets voor de development van de de van development de voor nschets Een nieuwe sleutel tot Leiden. Idee Leiden. tot sleutel nieuwe Een Leiden Centraal. Op stap met de archi Tijdschrift voorTijdschrift Volkshuisvesting en Architectuur & monumentengids Setting off with the architects of the the of architects the with off Setting Geschiedenis eener Hollandsche . Leiden 2004. Stationsarchitectuur in Neder . Leiden 1999. De stad als uitdaging. Politiek, Politiek, uitdaging. als stad De ’). Leiden 2001. ’). De geschiedenis van een een van geschiedenis De Vier eeuwen geschiedenis in Leiden in WO II, van dag tot tot dag van II, WO in Leiden 325 Jaar Academisch Zie NS Vol. 4: 4: Vol.

247. p. 1959, November wants to couple access access couple to wants . Lochem 1963. . Lochem Draft ideas for the the for ideas Draft . Leiden (K Leiden vanaf 1896. 1896. vanaf Leiden Vol. 4: Vol. Leiden 2005. raison d’être .’). Zutphen Zutphen .’). , vol. 75, 1983, 1983, 75, , vol. . The Hague Hague . The Leiden as as Leiden ). Rotter ). amer van van amer Leidsch . - (‘ - - of of - The The ------Wiersinga, J., J., Wiersinga, Nijhof, P., Nijhof, I.W.L., Moerman, Lange, de S. and de, H.L. Jonge, van, H. Hooidonk, Vermeulen, F., C., Smit, Niemeijer, A.F.J. and C., Scheffer, H., Romers, J., Nijland, in the landscape’) the in Leiden 1994. and Projectburo Livingdepartment, LCP, relationship’). long-distance administrative an of history the project: station central Leiden (‘The relatie LAT bestuurlijke een van historie de 2006. Leiden 18, No. series’) historicalHistorische Reeks (‘Leiden Leiden’) of region the in housing social of history the quality, for (‘Battle Leiden regio de in volkshuisvesting de van Holland’) South in planning city and (‘Architecture Zuid-Holland in stedebouw en tectuur phen 1981. 1841-1938’) Netherlands the in ture Nederland 1841-1938 architec (‘Railway in social geography, Amsterdam 1973. tion areas in the Netherlands’) Leiden’) (‘Unbuilt Leiden 1997. centuries’) the throughout expansions city Leiden Bastion. (‘Distressed heen eeuwen Veste. Leidse stadsuitbreidingen door de Leiden 1985. 1945’) and 1930 between Leiden of scape city The years. eventful in (‘Leiden 1945 en 1930 tussen stadsbeeld Leidse Het Leiden 1995. day’) to day from II, WW in (‘Leiden dag development’) area station the of (‘Presentation sgebied Strijd om kwaliteit, de geschiedenis geschiedenis de kwaliteit, om Strijd Stationswijken in Nederland (‘Sta Presentatie development station . Zwolle 1996. Zwolle De Spoorwegarchitectuur in in Spoorwegarchitectuur De Lijnen in het landschap (‘Lines (‘Lines landschap het in Lijnen Het Leiden Centraal Project: Project: Centraal Leiden Het City of Leiden, Building Building Leiden, of City . Leiden 2006. Niet gebouwd Leiden Leiden gebouwd Niet Leiden in bewogen jaren. . Utrecht 1987. . Utrecht . Leiden 1995. . Ph.D thesis thesis . Ph.D Benarde Archi . Leidse . Leidse . Zut - . - - - - - . .

19 OverHolland 5 – Architectonische studies voor de Hollandse stad 20 English Translation supervise its realisation. In the mean time, time, mean the In realisation. its supervise and plan amaster up draw to planner internationally renowned Spanish urban the Busquets, Joan on took Delft 1999, In centre. city Delft’s to similar atmosphere and allure an with area an build to is aim The centre. city historical the to next right space m 50,000 and residences 1,500 with centre, geographic Delft’s in area city anew create to opportunity the provides various technical railway issues for solution the is tunnel The 2020. in ready be will area station new acompletely and railway will pass through underground Delft the 2012, in starting plans, to According example. Delft the follow to cities several for wish the expressed Transport, for State of Secretary Dutch the Peijs, Mrs 2005), October (5 the of start the At cities. similar of ahead be could it context, that In underground. go will train the where area. station the complex, a hybrid structure that identifies multi-functional alarge, of part become they railway stations display a different tendency: newer However, issue. an indeed is junction as a well-organised and transport efficient station the of nature problematic the Delft, and Breda Arnhem, as such cities, smaller In centre. city the and square station the between connection the improve and ing build station the privatise flows, transport disentangle to atendency is there cities, large In estate. real of expansion significant a to linked is stations railway the rounding the reorganisation of public areas sur Hague, The and Utrecht In areas. station way rail of reorganisation rigorous off set dam high-speed line) in Amsterdam and Rotter (tram, underground,transport RandstadRail, The expansion and reorganisation of public city councillors and real estate developers. by rated highly are areas station railway facilities, of level high and location central their to Due cities. smaller and large in both interest, topical of amatter is areas station At the moment, the reconstruction of railway Willemijn Wilms Floet and Leen van Duin zone railway Delft’s Delft will be the first smaller Dutch city city Dutch smaller first the be will Delft 1

Spoorzone Delft 2 2 and also also and of office office of project project - 3 - - - will be wiped and a fresh start will be made. made. be will start afresh and wiped be will traces Historical different. any be not will establishment. their of time the at development, urban and and views contemporary on architecture Their identity depends on the zoning plan structure. spatial own their with each areas, consists ofDelft a collection of independent restricting condition for the building. a be instead will design tunnel The able. feas longer no is This design. the on based tunnel, the for formulated been have could according to plan, restricting conditions evolved process the Had context. the to adapt would mass which monolith, a glass hall. From the outside the building looks like station valted tiled ablue with Mecanoo, by won was round This design. their on elaborate to asked were firms all response In tender. the contested reasons various for firms architecture participating All council. local the by supported thus was and well, tunnel) the of top on park the and directions (intertwining plan Busquets from themes the The latter design incorporated(Uyttenhaak). hall atransparent above parts glass strip-like five of consisted design other The lation. popu Delft the by supported is design This (Soeters). corners its on towers windmill and front station railway ‘archetypical’ an with building brick urban large a was first The running. the in initially were Two designs firms tender legislation) given to five architectural assignment (in compliance with European for urban developments. The multiple study catalyst and element primary the as serve to tion and a building, municipal intended office asta of a combination realise will Railways) the and Delft of city the Together, progress. in is tunnel the to relating tenders for call The defined. was plan zoning the add some comments. and plan Busquets’ discuss further will we Then, studies. literature and map on based 1940-1970, and 1910-1940 1840-1910, be described in three consecutive periods: the development of the railway zone will end, To this this. for impetus initial the give professional This discussion. article aims to a of topic the be should however, situation present actual, the to characteristics cal audience. The personal translation of histori alarge convinces easily astory Such point. astarting as wall city the of history lost the morphological characteristics and the chose and heart Delft’s in link aliteral as architecture. forms of public areas featuring innovative new finally, and relationships, new of a web historicalfine-mesh, urbanfabric. It enables the and society present-day of character for interaction between the large-scale The available area provides the opportunity Busquets sees the railway station area area station railway the sees Busquets 4 has not yet resulted in a winner. awinner. in resulted yet not has 5 The new railway station area area station railway new The NS (Dutch (Dutch - - - - entrance to Delft from the Buitenwatersloot Buitenwatersloot the from Delft to entrance purpose. defence their lost had which ramparts, city old the along available space was There city. existing the to possible as closely as located be should railway the economic malaise, and therefore felt that the overcome to opportunities new rose, industrialisation as saw, and municipality, aneighbouring with compete to want not did council city Delft’s Hague. The in tion sta Spoor Hollands the with planned one a monumental station quarter, similar to the imagined He Delft. van Hof of municipality the in city, the of west metres 500 of tance adis at Delft along line railway the jected pro F.W. Conrad engineer railway 1841, In 1840-1910 the west side of the railway near the old sta old the near railway the of side west the on period, same the At railway. the around role important an play to continued Water area. erkwartier West the to apassage provided also which tunnel, asmall by up opened was platform western the beginning, the From centre. city the from and to directions indicated The station tower’s asymmetrical position tuinen Hout the along quay the from ran line The city. historical the from isolated again was Meyjes, Posthumus C.B. by designed 1885, from station new The through. passing trains is a problem because it limits the speed of twist this Today, line. railway the in made was atwist side, city the within complex structie warehouses. Rijkscon the opposite astreet to south, the to metres 250 moved was station The yard. railway the expand to available space no was there and Buitenwatersloot the to line the blocked trains stationary long, The station. Delft with done also was this and bearing a more monumental appearance, Rotterdam railway line with larger buildings rurally situated stations on the Amsterdam- HIJSM in 1847. ran train first The purpose. ornamental garden, or had an agricultural or ableachery as used was line railway the of southwest area the of rest The tersloot. Buikwa the along found be only could ings Build centre. city Delft’s with square station arterial road. A mere bridge connected the important an to next square, aseparate to adjacent established also was station the where Gouda, and Leiden of that with ble the intersection. of angle southwest the in established was station The filled. partially was bastion the was demolished and the water surrounding Poort Waterslootse the Later, unfeasible. be to out turned solution this but bastion, the of top on station the placing 1846, from adraft kept have archives city Delft The bridges. small by accessible (gate) Poort water and the symmetrical Waterslootse by surrounded entirely abastion of way by impression, agreat made and safe was Around 1880, the railway company company railway the 1880, Around 10 replaced the small, romantic and and romantic small, the replaced and the Waterslootsepoort bridge. 7 The situation is compara 9 In order to get this this get to order In 6 The The - - 8 - - -

- - - - - well-known workers’ neighbourhood Agneta the enlightened Van industrialist Marken the bourhood Westerkwartier. neigh workers’ the railway, the after area first the developed speculators 1880, of As for transporting goods. used mainly was tram This Westlandseweg. the called now is what through station the behind yard goods the from Delft-Westland, line tram steam the ran track, the of side west the on 1912, From station. new the of construction the with metres 3,5 by elevated was Houttuinen the of area northern the through, pass to ships To enable Hague. The in port inland the to competition the lost harbour the congestion, and capacity limited to change from a rear side into a front side. afront into side arear from change to Phoenixstraat the causing split, were Delft the railway. near themselves present to wanting tutions housing, built by order of persons and insti substantial more with 1865 around replaced were houses garden of anumber 1863, in levelled were ramparts city the When built. monumental manors on the Oude were Delft large the for houses staff and stables wall, city the behind Directly water. the and wall the between built were houses garden eral sev then, Since defence. of line adirect was longer no wall this 1700, of As city. historical the in wall city the behind passage the opments on the which Phoenixstraat, formed station. tersloot/old Binnenwa the and Schoolstraat the near bridge the Agnetapark, Haantje, ’t at stops with track, existing the on ran also train local a 1905, and 1880 Between track. railway the along posts wooden of gate the was feature Aremarkable trees. with planted was singel Spoor- The found. be can dates other of properties different well, As floor. ground the on housed often were Businesses storeys. had a less uniform architecture and fewer Spoorsingel the on residences The canals. historic the of outskirts the on seen be also can which manors, are properties Most 1910. and 1880 between period the in built was Overvest van Laan the and Spoorhaven The Spoorsingel section between the 1895. in track the of side west the on established was park tion, a railway harbour was built. was harbour arailway tion, the western city wall was intended for the the for intended was wall city western the Delft, of case the In defence. of line former the of place the taking route, stroll centre city the along built were housing detached Haarlem and Leiden, larger programmes as Amsterdam, as such cities, Dutch other 1890. and 1865 between built, were nische Hogeschool and a grammar school several monumental buildings for the Tech where Westvest, the at place took also side buildings. current in noticeable still are characteristics Both 1965. in viaduct railway the of tion construc the after continued process This Of morphological interest are the devel The transformation from rear to front front to rear from transformation The 13 A number of lots on the Oude Oude the on lots of Anumber 12 With the help of of help the With 11 Due to its its to Due 15 In In ------14 - - and the historical city. They thought about about thought They city. historical the and rier between the western residential areas bar the even to means financial gather to tried repeatedly Delft of city the 1929, of As gracht was demolished. Westsingel the of housing bank the of part a and elevated were windmill Roos De the of north walls city old the end, To this 1929. in Phoenixstraat the to moved was it that protest much so in resulted it of top on line tram steam Hague Delft-The the run to order in Delft Oude the fill to proposal 1921 The development insights of that time. urban on but geography, on based longer no were areas expansion for plans first The discussion. of topic important an was areas residential through city existing the to connected infrastructure new the which in way The II. WW after areas expansion large-scale all of structure the defined includingelements, the existing railway, These north-south oriented infrastructural side. west the on road secondary the possibly non-implemented canal on the east side and a with combination in road A13 national the as such planned, also were elements around the citycentre, large infrastructural important the regional1930s, scale also became and 1920s the of plans expansion the In railway. the near expect would one expression the possess not do definitely most they area, the of streets residential the in ones the than higher slightly are houses these Although properties. existing into unobtrusively in fit which 1930s, the from flats ground-floor and upstairs typical of consist Spoorsingel the along Residences cityscape. and ogy displays per street unity in housing typol middle, the in Delftlaan van Hof the with ThisBeerenbrouckstraat. urban garden area, de Ruys the and Overvest van Laan the between on, built was Spoorsingel the along area open remaining last the 1930s, the In railway. the of side other the at west, the to expand also to opportunity the Vrijenban municipalities in 1921 provided and Delft van Hof the of incorporation The 1940. and 1920 between 25% by increased Delft of population the industry, flourishing to Due city. the of side southeast and east the at started was construction municipality, Delft van Hof the to belonged railway the of the existing city. around azone –was 1901 of law’) (‘Housing ‘Woningwet’ the from –resulting Delft of city the by planned expansion first The 1910-1940 trees. with aboulevard of appearance the had Westvest The police. the and registry land the housing, educational as such poses, room for larger programmes and public pur was there that spacious so were blocks ing build the within lots the however, railway, 17 . Besides new areas in the zone zone the in areas new . Besides 16 Because the area west west area the Because - - - - - new western expansion areas, was proposed proposed was areas, expansion western new the and city old the to compared as located, centrally station, old the and Schoolstraat the between road ring the of section The could provide for modern times. road ring The facilities. student new also andcraftsmanship famous painters, Delft an architectural museum, museums about as such added, be could attractions Other shouldDelft become an open-air museum. of centre historical intact the Rosse, to ing Accord tourism. on thriving centre, city apedestrian advocated already Rosse view.’ of point atraffic from solutions sive engineers cannot be considered as progres tion for several cities by urban development forward under the banner of reconstruc The compromise now proposals, being put cityscape. its and pattern road existing old, the disrupts all for and once that roads of ascale at arrives one cars, parking for need to be increased with the area required cities in traffic actual for needed roads of dimensions the ‘Because aside. city old the leave should measures traffic [motorised] birthday. 700th city’s the of occasion the on arts’), of a book, entitled as published was plan The period. war the during Rosse Herman by developed plan, ary further detail, here is an interesting, vision in plan railway 1953 the discussing Before plan’). railway (‘Delft ‘Spoorwegplan gemeentecific Delft’ spe the in resulted this 1953, In crossings. railway at jams traffic and time waiting the solve to wish the fostered city The yard. the The taken. were initiatives new II, WW after Right 1940-1970 unfeasible. be to proved this however, again, time and Time yard. the elevating of also but railway, the underneath tunnels In practice however, Rosse’s plan was was plan Rosse’s however, practice In passengers. of comfort the increase to intended shops, small with furnished was station The boulevard. shopping awide for space created he time, same the At singel. Spoor- the on buildings demolish to Rosse for argument decisive the –was plans tunnel recent regarding important, –also bend railway the out Levelling distances. regular at planned were direction east-west in nels tun Pedestrian station. the and office post municipal secretariat, police, fire brigade, the facilities: public important of complex mental Waterslootse Rosse placed Poort, a monu the with Delft, to entrance important most the view of point ahistoric from tion, Binnenwatersloot/Buitenwatersloot junc the Near road. aservice and line atram with together centre, shopping the of section cross- the in integrated rail, overhead an on located was tracks) (four train The roof. porch awide by covered parlours, cream large glass warehouses, cinemas and ice- with boulevard, shopping modern asuper as NS wanted to expand the timetable and 18 Rosse’s thesis was that modern modern that was thesis Rosse’s Delft Kunststad Delft (‘Delft, city (‘Delft, - - - 19 - - - -

- railway plan, 1953’). From south to north, it it north, to south From 1953’). plan, railway Gemeente (‘Municipal ‘Spoorwegplan 1953’ above-mentioned the of results the rated incorpo fully also plan This direction. west east- and anorth-south in both crossed be would centre city The centre. city Delft’s for plan’) area (‘centre Komplan 1956 the in seen be can as possible, as imperceptible as them present to tried he although centre, scale interventions in the historical city large- of afraid not was who consultant van Emben,on an S.J. urban development taken had Delft and States United the for left Rosse 1948, In creation. plan municipal in importance of role no was There it. to Courant Delftsche completely ignored. Only the newspaper more expensive than constructing a viaduct. aviaduct. constructing than expensive more be would walls retaining required the of tion construc However, Vest. Wateringse the and Binnenwatersloot between track’ a ‘soil raise to was intention the first, At 1965. July 13 on Binnenwatersloot near rail overhead the of opening the at creation plan cussed The from an urban development point of view. satisfactory less be to them causing ment, city areas remain a separate cityscape ele railways situated higher than surrounding Nevertheless, metres’. 6,50 approximately digging requires track alowered while metres, 4,50 approximately of elevation an requires railway elevated ‘An motive: cost Schellingthe clarified and engineer H.G.J. and railway designers, railway architect on design problems confronting station dissertation informative his In costs. the ing Calvé and the Westland not tram), count Gistfabriek, the to connections railway with this, for required was 9metres of depth a at km 2.5 of section (a feasible not was manager answered that an ‘underground’ works public the executive, municipal the of money is of marginal importance’. On behalf good can be established for the future, something ‘When cause. would crossing a noise the feared and cityscape the to crossing. a of instead considered been had a tunnel whether asked Delft, of aresident Smits, C. Mr executive, municipal the to aletter In Beerenbrouckstraat. de Ruys the of pass under the to up rail overhead a connecting the Binnenwatersloot/Buitenwatersloot, with near water the above railway the elevating of consisted operation third the Finally, 3. yard. railway the of expansion the regarded tunnel, Irene the to connecting operation, second The 2. 1960s. the in started got which railway, the of side west the on Delft-Zuid in expansions city new opened and side south centre’s city the along ran road new route alternative on a regional scale. This centre city east-west an as intended was railway the underneath tunnel Irene 1. The addressed the operations listed below: NS CEO NS 20 He anticipated a harmful effect effect aharmful anticipated He , engineer dis J. Lohmann, brieflypaid attention - - 20 - - - - This is a clue to project future residential residential future project to aclue is This means. transport private from and to ing public and transport where switch possible, local with aconnection enabling centre, city the near astation with acity as well as tions it, cannot its perform public func transport of outside or town of edge the on located astation with Arailway (…). intertwine unexpectedly public and private transport how see can one this, From point. plus tional addi an as appreciated be can this To me, disposal. their at spaces parking covered of number alarge have residents the and Spoorsingel has beenwidened significantly the length; entire its across height afree has It city. the for asset atrue is speaking, cally got itself‘Delft a crossing, which, aestheti firm Palmboom & van den Bout to examine examine to Bout den van & Palmboom firm thecommissioned young urban planning Delft of city the Delft), developing on vision 21 ( route Amsterdam-Rotterdam the on the of aresult As a lively appearance. area the giving there, held is market weekly the town, in is September) in week (one funfair the when Only shabby. looked and 1) note (see flaws technical showed elements a satisfactory manner. These infrastructural in issues railway the solve to managed never viaduct railway the and tunnel Irene The 2006-2030 schools. secondary of acomplex and blocks dwelling storeys four with completed further were yard the boulevard. The area behind the station and city anew of side front the into side rear city’s historical the transforming of process the in step anew was this above, mentioned As period. this from dates Phoenixstraat the senhof and the Hoogheemraadschap with Prin Bagijnhof, the connect to operation The side of the Phoenixstraat were demolished. west the on buildings all windmill, Roos De the and Bagijnetoren the for Except again. dug never was however, canal, The filled. temporarily be to had Phoenixstraat the in canal the purpose, this For 1967. and 1960 between finished and built was watersloot Buiten the at viaduct railway the 1965, and 1962 between direction: anorthern in vated ele was railway The Westvest. the across abridge and station square/bus astation for way make to demolished were warehouses Rijksconstructie the of blocks two station, the Near tunnel. Irene the through railway the underneath routed was Westlandweg the 1960 and 1956 Between city. the in railway the of function barrier the even to out ried areas.’ residence local new the of inhabitants the benefit to term, short within create to aim we which station, Delft-Zuid that with and view this in fits ‘bandstad’ the as such A notion lines. railway existing of sides both on ably, prefer or near, possible as closely as areas ) and the the ) and Between 1953 and 1967, work was car was work 1967, and 1953 Between 21

Ontwikkelingsvisie 1993 Delft NS plans to use four tracks tracks four use to plans Rail Rail - (A (A ------

21 OverHolland 5 – Architectonische studies voor de Hollandse stad 22 English Translation metres instead of 1,900). 1,900). of instead metres (2,300 chosen was route tunnel a longer revenue, higher yields estate real Since nel. tun the of length the concerned and nature station. Another topic was of an economical old the to next halfway, located be would The result was a the compromise: station station. Delft-Zuid the to close too maybe then but Technology, of University Delft the the most important passenger destination, to possible as closely as Westlandseweg, the near or centre, city historical the to entrance old the Binnenwatersloot, the to possible as closely as station: the of position Busquets’ of alisation the blocks. force variation in construction height within that established been have rules character, in diversity To realise ones. lower the from differ not does buildings high for size block or typology housing the that striking is It Delft-Zuid. near high centre, city the near the proper height with the environment: low publicly yards, accessible which connect at with blocks building the provide to is idea small-scale businesses and businesses small-scale facilities. offices, residences, of amix suggests posal pro The map. the on housing neighbouring imperceptible) directions from the existing shaped building blocks, adopting (formal, zonesproperty are subdivided in trapezium- The mouths. tunnel the on buildings the and way a into transformed Wetslandweg, the bined station and building), municipal office (national monument) plus a very large com station old the junction, transport a public with square, station (the Stationsplein the the Binnenwatersloot and Buitenwatersloot, historically significant transitionbetween the at bastion the of reconstruction the involve plan the of elements important Other with residential zones. alternated area), station the up open will the risks), (which Coenderstraat calamity to due upon, built being prohibits ProRail owner tunnel (which tunnel railway the of top on park acity canal), (with Westvest Phoenixstraat/ boulevard city the west, to east from axis, north-south the in elements linear by structured is centre, city historical Delft’s like just plan, Busquets’ woudseweg. Abts the and factory) spirits methylated the between run will and long metres 2,300 be will tunnel railway The size. in acres 40 is tunnel. its get to strategy its as Busquets, Joan expert ment national celebrity, Spanish urban develop inter an upon call to decided city the plan, the of appreciation its Despite tunnel. the to linked was typology housing modern The tower. Church’) (‘Old Kerk Oude the on view a with square awater of way by station the from city the to entrance aspacious involved plan Their tunnel. arailway of possibility the A topic of discussion with the materi the with discussion of A topic The plan area of the Delft railway zone zone railway Delft the of area plan The (was a tunnel, will become ground level) level) ground become will atunnel, (was DSM /Gist- en Spiritusfabriek (yeast and and (yeast Spiritusfabriek en /Gist- master plan master was the the was 22 park The The ------Delft’s south east side, which Zocher drafted drafted Zocher which side, east south Delft’s for plan the and bastion the canal, city cal histori the mind in keeping boulevard, a city become again once to has straat/Westvest According to Busquets’ plan, the Phoenix been examined. zone on neighbouring properties has not railway new the of impact The typology? ing development structure require a new hous urban new the Does replacement. even maybe repairs, major of need in be soon will and area that in established buildings of generation first the are Westerkwartier the The properties along the Spoorsingel and attention. enough paid being not is Westvest tersloot/Buitenwatersloot - Phoenixstraat/ junction, the intersection of Binnenwa tion that historically was the most important loca The parts. separate two as area station the and Phoenixstraat the treats city The water. on dead run streets the physically alleys; small environmental sight sense: lines arrive at an in meaning no have but map, city the in tions from Busquets’ plan connect directions The explicitly mentioned east-west connec ing typology. development plan and of type certain hous urban the between established been has link No overtones. the cover not do that words with marketed is plan The identity? own its have to allowed be not area the should Why being, a cityscape quality plan is missing. time the For beforehand. tested been not have plan, zoning the in stated now are and regulations, which for that purpose in mind. Streetconstruction profiles, heights that contemporary project developers have density the into translated literally be really cannot centre, city Delft’s of environment the to similar adiversity with area station new the provide to aim The plan. Busquets’ on made be can comments course, Of Conclusion now more than ever. than more now nixstraat and the Spoorsingel is advisable, tunnelling the railway provides for the Phoe that opportunities the into research Further asked. be also could it, to attached or top on either housing, new to cause give could tunnel the Whether examined. been hardly have motive, aesthetic an as experience public, the boulevard or the infrastructure the to available space the of identity The side. Spoorsingel the to moved been has canal The pedestrians. and cyclists trams, buses, cars, for lanes separate with extent, maximum the to planned been has wide, metres 40 boulevard, the infrastructure: on focuses mainly elaboration Plan 1837. in 23 ------be the first in a long queue of urban meta urban of queue long in a first the be will Delft me, to up were it If arrived. has centre city the of century the that I believe opinion, this is reason sufficient for action. my In order. highest the of hotspots jam fic traf local are crossings Railway jams. traffic mental development and causes a lot of environ blocks railway the them, of all For Amersfoort. and Gouda Hilversum, Utrecht, include Examples it. about something do to want to enough serious but scale, a Delft on them of all not Maybe livability. ruins that axis arailway with burdened are Netherlands the in municipalities other many that is fact The follow. will cities more many I hope 1. gets its “Delft well-deserved makeover. Notes areas in and surrounding the citycentre residential the in areas industrial old of tions construction projects involve reorganisa large-scale Recent Hoorn). Den in Kwadrant Hoornse the and Delfgauw in (Emerald Delft are located in municipalities neighbouring industrial zones. Recent housing expansions the of eastward and city historical the of TNO Organization for Applied ScientificResearch (Technological University, Netherlands The railway. the and Delfshaven) Schie (the historical water connection with the between city, the of side southern and northern the on both located are areas Industrial (1970s). Tanthof area residential cosy the and (1960s) Buitenhof and Voorhof areas flat high-rise the 1950s), the from flats the Bomenwijk (four storeys ‘strokenbouw’ (1930s), Delft van Hof area city garden the Wip the canals, city the along manors luxury century), 19the centre, (late the Westerkwartier/Olofsbuurt city mediaeval the of: consists Delft 5.. Ponec. Urbis andKraaivanger Soeters-van Eldonk- Uyttenhaak, Mecanoo, are firms other The 4. plan’) zoning railway (‘Delft See 3. ver. unsafe locations under the railway crosso tunnel; reduce pollution and remove socially platform the of flooding the remedy ties; the overhead rail for neighbouring proper from noise train stop line; the of out trains through of speed the limits currently that twist the take ones; local pass to trains city inter enable to required track, afourth for space of lack the remedy issues: ‘technical’ following the solve will tunnel railway The 2. aspx?dossierURI=tcm:195-19871-4 de_start_van_het_project_spoor3044. keer_en_waterstaat__karla_peijs__bij_ toespraak_van_de_minister_van_ver nl/actueel/toespraken/toespraakarchief/ http://www.verkeerenwaterstaat. Dutch): (in Source work.” and shop out, go people where areas are They economy. our of machines’ making ‘money the are they is, action the where are cities as morphoses, OMA ) area from the 1960s is located south south located is 1960s the from ) area Bestemmingsplan Spoorzone Delft quickly returned the assignment.

polder (early 20the century), century), 20the (early polder , 2006. TU / - TNO -

------1984, p. 119. p. 1984, in the Netherlands’) planning urban and paths (‘Railway erland enSpoorwegtracering stedenbouw in Ned Dijksterhuis, R. Source: 1905. Coevorden Geertruidenberg1886, Delfzijl 1884, Middelburg and 1872, Vlissingen 1865, Roermond 1863, Harlingen 1863, Breda 1847, Delft cities: following the in areas rampart old in placed were lines Railway 6. the to ‘Technopolis’, grounds for companies linked a into developed be will Kruithuisweg the of A13, south the and Schie the between area The planned. is zone railway the and zone the of part oldest the of transformation The grounds). factory Braat area, (Zuidpoort 1928 J. de Booij Jr. (Phoenixstraat boulevard boulevard (Phoenixstraat Jr. Booij de J. 1928 and 1922 others; and Roegholt M.J.W. neer van der Steur, professorEverts, J.A.G. engi S.G. professor consultant, as Berlage H.P. with panel, municipal 1921 Roegholt; M.J.W. engineer 1921 Delft: concerning 17. Plans implemented. Wip the part, southern the which of Hartman, by municipal architect M.A.C. drafted 1915, and 1908 from Aplan 16. School and Stedelijk Gymnasium. Polytechnische as known time that At 15. Phoenixstraat. the of current monumental building on the city side the by replaced was Binnenwatersloot, the and Phoenixstraat of corner the on canal, the on directly located 1876, in down burned that achurch ‘Jeneverkerkje’, The society. union student the is example Afine 14. 1914’) Delft. of city 1914 1813 tot van (‘The maatschappij en tuur andHilkhuijsen others, two residences effortlessly. into split be could that factory a machine erected who brothers Braat the like Just 13. developers. neighbourhood built by contractors and the Kops, Bruyn De architect municipal by designed was layout street The 12. factory. Calvé the and factory) (yeast Gistfabriek the for intended materials, raw of import the and Westland the for glass and straw coal, transferring for used was harbour 11. This cars. companies fortransport boats horses, and several transport related purposes, such as had Houttuinen the at block building The 10. industrial estate asmall-scale as serves it currently, garage; itneeds. Afterwards, became a police military various of production for used aproperty 1924 till 1800 from materials; municipality for storage of construction the by operated afacility 1615, Since 9. Ibid. 8. land zone’), railway (‘Delft Delft’ zone ‘Spoor Floet, W. Wilms and Duin van L. see 7. For documentation on old stations Delft 2, p.95. 2, . Delft, 1992, pp. 129-130. pp. 1992, . Delft, TU . Culture and society from 1813 to from society and Culture multi business complex. complex. business multi . PhD thesis, thesis, . PhD De Stad Delft. Cul Delft. Stad De See J.W.L. J.W.L. See TU

Over polder, was Delft, Delft,

Hol TU - - -

- - Vlis, I. van der, der, van I. Vlis, Verbrugge, B.D., Verbrugge, B.D. and E.J., Hoogenberk, R., Geurtsen, Bibliography name, for example. their for wide too are layers construction five with width in metres eight of Alleys 23. zoning plan’ mingsplan Spoorzone Delft facilities. and office city municipal the including space, office of m2 50,000 residences and planzone’) comprises 1,500 railway (‘Delft Delft’ ‘Spoorzone The 22. the of company asubsidiary Spoorwegbouw, of department. Utrecht,Spoorwegen, public relations 21. De ingenieur railway stations’), (‘Newer spoorwegstations’ 20. 1953. ber Novem 19 dated Smits, C. letter file, railway 20 city Delft archives, city executive archive, Rosse’), Herman professor seven-centuries-old Prinsenstad. A design by arts. of city (‘Delft, Rosse. Herman prof. van ontwerp Een stad. Prinsen oude eeuwen zeven de voor plan 19. 2005. May-Septemberliamstown, Massachusetts, Wil Library, Chapin at exhibition the for Theatre for Designs Hammond W.G. art’). of city (‘Delft, Kunststad’ ‘Delft plan his 1946 in Scheveningen, for plan a reconstruction the In he Hogeschool 1945, Delft. published of Faculty Architecture the at Arts Applied of aprofessor was Rosse 1933, From 1939. in York New in Fair World the at pavilion Dutch the and Hague The in Palace) (Peace Vredespaleis the of design the with involved was he where Netherlands, the and settings, gained critical acclaim designing theatre Rosse where States, United the spanned career (1887-1965) Rosse’s Herman 18. overhead railway proposal). (with Jr. Booij de J. 1931 line); tram with working next to the railway’) the to next working area. station Delft (‘The spoor het naast werken en leven Wonen, 1985. Westrand’) the at look (‘A Westrand serving’). buildings. Building, demolishing and pre (‘Threatened 1840-1940 Delft in behouden Bedreigde gebouwen. Bouwen, breken en 1988. Delft Urban morphologicalpoort Delft. atlas’) Stadsmorfologische atlas Zuid (‘Location Spoor-Nieuws-Dienst, N.V. Spoor-Nieuws-Dienst, Nederlandse H. Rosse, Rosse, H. Engineer H.G.J. Schelling, ‘Nieuwere ‘Nieuwere Schelling, Engineer H.G.J. NS . Delft 1982. Delft ), , 20 March 1953, pp. 53-66. 53-66. pp. 1953, March , 20 The first idea of the designers designers the of idea first The

Delft Kunststad. Restauratie Delft Locatie Zuidpoort Delft. 2006. De Delftse Stationsbuurt. Stationsbuurt. Delftse De Het aanzien van de de van aanzien Het Restoration plan for the the for plan Restoration , internet catalogue catalogue , internet , Herman Rosse, Rosse, , Herman Residing, living and and living Residing,

Delft 1946, p. 93. p. 1946, Delft (‘Delft railway railway (‘Delft . Delft 2004. . Delft Bestem . Delft . Delft - - - . - - - - city, old the of edge the at places primary the still were locations these 1990s, the In area. itself with gate buildings to the surrounding present would Gouda points, four these At Gouda. of centre city the to access provided plans for four strategic locations, which design formulated city the mid-1990s, the In increasingly more accessible. making cities as Rotterdam and Utrecht transport, of means quicker of introduction the of aresult as reduced, been have times travel 1855, in network railway the to nected con being Since however. cities, big the competition as a regional centre comes from have emerged in the region. Gouda’s biggest size asimilar of cities of anumber years, 40 has some serious competition. In the last city the however, capacity, this In centre. tionally fulfils an important roleas regional tradi Gouda Here, ones). urban by rounded sur area arural Heart’, (‘Green Hart Groene the of boundaries the within lies Gouda Randstad, the in cities other to Contrary Introduction Bogt der van Olivier zone railway Gouda’s the most important factor. doubt a without is engineering traffic Gouda, of existence the determined have that tors fac the all Of city. entire the for but zone, railway the for only not true is This past. the result of traffic-related interventionsfrom the of objectives the of basis the at lie that problems the of Many city. the in middle the in spaces empty of use make and city the of parts southern and northern the between and the station, provide a better connection centre city the of accessibility the improve ening Gouda’s existing regional position, the of objectives Zone Railway terplan the in area this for up drawn was Bruijn de Pi architect by plan ambitious an 1997, In with the redevelopment of the railway zone. centre city the of side north the on entrance the concerned plans four the of One traffic. of amount increasing the to due problems major had they ver, Moreo city. the to entrance an as had once 1 but they no longer had the appeal they they appeal the had longer no they but Masterplan . The most important important most . The 2

Masterplan 3 Not only does does only Not were strength are the the are Mas ------in 1855, followed by the construction of the the of construction the by followed 1855, in line railway the of construction the With city. most important historical entrance to the the also was city the of side south the on overtransport water. This natural boundary where people were always dependent on to the IJssel’), Hollandse IJssel (‘Holland turned had Gouda beginning, very the From flows. traffic in changes by extent a large to influenced is structure spatial Gouda’s engineering. traffic to related changes of result the also are administration and culture of centre and place market city, industry an as century last the in undergone ing, location when it comes to engineer traffic afavourable to existence its owe Gouda it high unemployment among the working with brought and pace unprecedented an at poverty to reduced were industry of sectors important most the 1850, and 1820 Between existence. Gouda’s in period adark were railroad the of arrival the before years The rail the of arrival The plans. current the of execution the with achieved be will mulated for objectives the whether question the is seems that history is going to repeat itself. It it And postponed. or plans the from removed either were districts two the between aconnection establish to had which tions, tion as a booster. The important interven city’) the of (‘House Stad de van new thebuildings, municipal office the that is idea The erected. be will centre urban new 2015 a in Here, first. developed be will which station, the of side north the The years. 10 past the over changed drastically has Masterplan the execution of connecting link’), the (‘The Under the motto verbindende ‘De schakel’ centre. city Gouda’s of accessibility the on impact amajor had also which separated, physically remained districts two The occur. to failed districts two the connect to tions interven significant but built, were hoods neighbour New motorway. the and railway the between district anew of construction the with change this did 1965 after Only Gouda. of boundary northern the became railway the acentury, than more for Then, century. nineteenth the of end the of as change physical important most the a doubt without was ramparts the outside city the of forboundary fivecenturies. afixed within developed had Gouda 1855, in railway the of construction the to Prior side. north the on now are accesses important most the spatially, South the to points still centre city old the While 180º. turned fact in has centre city the of orientation the this, to Due city. the of side through connections are found on the north important most the century, twentieth the of beginning the Since period. short relatively a in changed has situation this motorway, 4 but the radical changes that Gouda has has Gouda that changes radical the but Masterplan started this year, a plan which which aplan year, this started primarily focuses on on focuses primarily 5 The expansion expansion The , will func , will Huis Huis ------while the railway connection with Amster Hague, The to linked was Gouda later, years Fifteen side. north the on Gouda passed and IJssel Hollandse the of course the tance dis aconsiderable at followed path The between Utrecht and Rotterdam possible. construction of the railway connection the made which 1839, and 1836 between dry milled was polder Zuidplas The weg. Rijnspoor the of ajunction by network way rail the to connected was Gouda 1855, In entire region. the throughout beggar for asynonym as used was Gouda) of resident (a ‘Gouwenaar’ word Dutch the that bad so was Gouda in situation the but Netherlands, the of all hit population of The Gouda. depression had was about 150 metres from the moats. the from metres 150 about was which watercourse, the of level the at but moats, the on directly not city the passed unchanged for years. 250 remained had limits city the that clear was it 1560, from Deventer Van of map the with of 1828 maps draft first the to compared As Kleiweg. the of east located but nection, con existing an on directly built not was station The projected. was station the which within area triangular the marked A mill tion. situa original the over drawn are rail the and station the 1828, from Gouda of map vicinity the On Waddinxveen. now Broek, of part still was but limits, city Gouda the within not was 1855 in station the for chosen location The well. as stopped was line this 1907 in but tram, steam by Gouda from Oudewater reach could one 1883, of in 1917. As stopped finally and later 10 years tram drawn horse with aservice into turned was which started, was Bodegraven and Gouda between connection tram a steam 1882, In established. was Rijn-Gouda den aan Alphen line the before years 60 another Schoonhoven tram line was and established ally built. actu was something before long so took it why reasons few a were line the to financially contribute to cities of unwillingness and tal capi of Lack line. Utrecht-Rotterdam the to Brabant, of province the in area industrial an Langstraat, the connect to meant was and 1869 of as already existed line this for plan Gorinchem line had been submitted. railway for an Alphen-Gouda-Schoonhoven- the of plan expansion the in included be to arequest 1874, as early As cities. big four location on the railway junction between the central the from profit optimally to tried Breukelen and people In Harmelen. Gouda, through line the through possible was dam meant an end to poverty. And so the popula the so And poverty. to end an meant ties had increased because of this, which opportuni Work time. mean the in industries new with Gouda provided had engine steam the of introduction the also but network, made. was city the with link direct no Initially, limited. on the development of Gouda was very rail the of influence the years, 15 first The 8 years before aGouda- before years 40 took It 13 Not only the link to the railway railway the to link the only Not 6 9

11 The railway line 7 The The 12 - - 10 - - -

- - - - -

23 OverHolland 5 – Architectonische studies voor de Hollandse stad 24 English Translation construction of the rail, this was the second second the was this rail, the of construction the After dug. been had Gouwe Nieuwe the navigation, inland of passage the improve To plan. approved first the followed 1909 in but approved, not was version first The 1903. of as made were Gouda for plans sion expan 1901, of law’) (‘Housing ‘Woningwet’ the and growth population the by Influenced 1901 after plans Expansion cities. other many to contrary large public gardens on the canals in Gouda, for free kept space no fact in was 1811, there in ramparts the of levelling the With Gouda. recreational area for the entire population of a as role important an played also but ment, ensured not only a pleasant living environ connections. rail good the to thanks cities larger the in live to preferred Gouda in working bourgeoisie the of part character. elitist more even an had neighbourhood this 1890, in doornpark shaped but much bigger Van Bergen IJzen wedge- the of construction the With built. was villas and manors with bourgeoisie the and the a Kattensingel, neighbourhood for station the between factories the of area the in themselves established had workers the where southwest, the in expansions major the to Contrary Verzwollewetering. Jan the and Crabethstraat the rails, the by formed part wedge-shaped the on 1883 in built was centre. city the to tion connec the ensured Kattensingel the over ferry Afoot-passenger moat. the on end adead to came Crabethstraat the city; the to accesses important four the of one and street main this between made was nection InterestinglyKattensingel. enough, no con the towards off veer then to watercourse the towards station monumental the of axis the in ran homes middle-class with street This moats. the and station the between tion connec amain as built was Crabethstraat the 1873, In completed. was Erkel van W.A. restoration following the design of architect and underpass an with astation and sible pos become had Amsterdam with link the doubled, had tracks the period, same the In northeast. the in Karnemelksloot the on mercial activities established themselves dences were built. More small-scale com resi workers’ and factories with bourhood neigh industrial an southwest, the in ways water important the On areas. these side 1870, major expansions were also done out were not really possible or forbidden. commercial activities which within the walls had always been used for development and that azone in and roads access the along only although moats, the outside housing was already talk of building some residential 1811, in there walls city the of demolition the Since scale. alarge on expand to needed city the centuries, five in time first the For bigger factories and the growing population. the accommodate to able longer no was moats the within structure The grew. tion 15 The Crabethpark 17 16 The parks parks The Yet a large Yet alarge 14 As of of As ------already stopped in 1938. in stopped already had Schoonhoven to line the while 1934 in opened was connection railway This Rijn. den aan Alphen and Boskoop to extended line railway this was 1926 than earlier no Gouda and Schoonhoven be used and between link railway alocal 1914 could in Only this. to change little about brought had line railway the of arrival The indispensable. seemed initially had water over transport Prior to the connections in the region, Gouda. in built never was rail over and water over goods of transport the between Alink bour. har railway anew including canal, Gouwe the along line railway the of junction a new included also plan The Gouwe. Nieuwe the mostly industry was planned, focused on side, station the on park the on bourhood neigh avilla and blocks building a few Besides limits. city Gouda the within fall would plan, preceding the to contrary rail, the of north expansion the either, realised not was that 1925 from plan expansion an In south and southwest. the in place took mostly urbanisation Further realised. was city the of side east the on plan never executed. was which proposed, was station the to ing open a street area, this In Utrecht. to rail the and Karnemelksloot the between area the as again were not systematically realised, such which moats, the outside areas built-up existing the contained also plan the rail, the of north neighbourhoods new Besides Gouwe. Kromme the and IJssel Hollandse the between centre city the of southwest andHollandse IJssel a smaller expansion the to up Gouwe Nieuwe the of watercourse asurrounding with design aformal in pated antici seen, be could Sitte, C. and ment move garden city the by influenced plan, outside the The canals. approved expansion largest transformation of the landscape related intervention – and the most impor engineering traffic alarge, again – once opened was canal Gouwe the 1936 in where direction, awesterly in place took sions expan biggest The a barrier. as railway the development of industry, soil conditions and the are this for reasons main The occur. not did railway the of north Expansions ship remained. per goods bulk of transport the Only blow. ahuge dealt were navigation inland as well as lines railway local road, over transport of arrival the With introduced. were lorry the and bus the when opened barely fact properly. it could have exerted its regional function that so countryside, surrounding the with link abetter had have could Gouda Then, earlier. built been had it if role significant more amuch played have probably could Rijn den aan Alphen to Boskoop through tothe Schoonhoven Krimpenerwaard and through railway local The Gouda. of ment develop the in role asignificant play not 21 Around 1920, the lines were in in were lines the 1920, Around 19 Finally, just a part of the the of apart just Finally, 20 The railway did did railway The ------18 -

- bombing. from damages heavy sustained which war, the before just tunnel arailway by replaced was underpass railway the reason, this For few unmonitored pedestrian underpasses. Spoorstraat the at underpass railway anarrow along side north the reach only could One railway. the of north hoods hindrance in the development of neighbour asignificant as cited was city the of part other the with connection bad the 1939, in Already water. 80% to 75 of consisted soil ditions of the Bloemendaal polder, where the con soil the of because North the in hoods neighbour new the of construction the with Major technical problems were anticipated itself. develop to continued industry tant Gouda. in converged lines regional many as bus, by role as regional centre for passenger traffic important an played Gouda square. station the to place market the from station bus the moving was out, carried actually was that Traffic engineering advicefrom the report Blekerssingel. the over bridge anew and streets opening tunnel, anew via centre city the to nected con be should Bodegraven and Reeuwijk from roads the East, the In Gouwe. Nieuwe the of site the at bridge railway the under Gouwe Kromme the along Bolwerk, het via centre city the reach should traffic the of part biggest The routes. new two via city the into led be should traffic the this, of Instead traffic. through to closed be should station the at tunnel railway The pressure. traffic growing the despite accessible and liveable centre city the keep to suggested were ures meas drastic of anumber report, same the In bridge.” amoveable was bridge’) (‘Kleiweg Kleiwegbrug the that fact the and surface street the of steepness the space, available little the of result as a but handled, be to fic traf the of variation and size the and point this to lead that streets of number large the of because only not puzzle, traffic big one mean would (…) Kattensingel, Kleiweg, nel, tun point meeting The proportions. its in modest too again was tunnel new “the that Ranitz, de en tor architectural firm Verhagen, Kuiper,Gouwe the with collaboration in 1947 in written ies industrial development of South Holland cit the about report the In centre. city the to access busiest the far by and important most the became was railway the under nel tun The strips. historical the with junction anew to tunnel renovated the of site the at connected then was road This West. the from railway the followed which road, a new by centre city the with connected was and Gouda from distance agood at built was motorway The city. the of side north the on found be 1947, could in opened was which motorway the and line railway the nections, con through important both war, the After II WW after Gouda 24 it was already suggested suggested already was it 22 and via a via and - - - - - 23 ------nite plan would be, but it did show a number anumber show did it but be, would plan nite defi the what from points of anumber quite on greatly differed It published. was plan zoning this of draft first the 1956, Around side. south the on area station the in parks nineteenth-century the and railway the housing development 1960s typical north of the to thanks character green and open very a had centre new The area. centre new the marked which built, were flats residential of Besides schools and a hospital, a number area. urban the of centre the in asudden of all now was city, the of edge the on located was acentury than more for which station, The station. the of north just intended tion posi acentral given were they plan, new the In centre. city the for suitable longer no were functions urban of anumber that believed People plan. zoning this in role acentral ing play keep would centre city the but built, be to was centre neighbourhood A new plan. zoning up a draw to hired was office Tol Van en Ree der Van Ranitz, De Kuipers, The example. for Rijn, den aan Alphen like just centre, agrowth as out point therefore was Gouda Hart. Groene the in cities the of growth unrestrained stop to wanted ernment of the connection with the city centre was was centre city the with connection the of process difficult the in step important An statues. with decorated and example aRoman/Baroque on based was entirety The building. station renovated the of side west the on park bike anew and side east the on station bus the placed architect the square, asymmetrical To create lands. Nether the of station bus covered first the station, bus new the was element important An square. station entire the redesigned also Ravensteijn Van Rome, in squares by Inspired 1878. from station the of layer floor ground leftover the of arenovation fact in was that 1948 in station anew completed was bombed. Architect S. Van Ravensteijn the residential need of the region reduce help to also but Gouda, in residences of lack the reduce to only not was here railway. the and motorway new the between polder Bloemendaal the in area remaining the ing neighbouring about municipality acquir the with negotiated Gouda commissioning, of moment the of As plan. ambitious very a to led motorway the of construction the plans, the in However, began. finally limits city the within fell still that rail the of east ofthe the location Crabethstraat. at Kattensingel the over bridge pedestrian a constructing by city the of rest the from pedestrians to accessible more doornpark IJzen Bergen the and Vredebest the making this there was also the recommendation of Besides in 1948. realised finally was 1828, of maps field the in structure related landscape a as visible was which Kleiwegbrug, the and station the between connection direct This Vredebest. the of construction the by made During the war, a large part of the station station the of part alarge war, the During In 1954, the filling in of the area north area the of in filling the 1954, In 26 The reason to build residences residences build to reason The 27 25 . The gov . The ------area became increasingly more built up with with up built more increasingly became area this century, twentieth the of quarter last the In districts. two the between boundary green awide in fell zone railway the of part alarge Initially, this. for reasons important new railway bridge were probably the most a of construction the and rail the of doubling planned A facilities. sports with filled mainly was which rail, the of side south the on area the for case the not was That up. built was centre the around strip green The peared. disap entirely had 1960s the from plans the of execution the for support the that showed site’ a‘protected at arrive to 1970s the from Plans given. never was proposals these to centre. city old the of ones the respect not did that proportions on took restructuring related engineering traffic the 1969, of centre’) city the of draft (‘Structural accompanying note policy the In tre. cen city the through crossed that a route of part tunnel western the make to was idea The realised. not was connection this draft, the on remained tunnel railway western new the though Even traffic. less generating thus half, by reduced was plan first the to of these neighbourhoods as compared inhabitants of number the plans new the In the northern neighbourhoods was adjusted. More importantly, the number of residents of east. the to moved was motorway the of exit the that now necessary really not was tunnel This scrapped. were Gouwe Nieuwe the near atunnel for plans the However, link. tant impor an remained station the of west nel tun railway new a plan, this in Also modified. were structure traffic the and structure ment develop housing The points. of anumber on adapted drastically was time that at plan ing Gouda 2000 of young urban The planners. structure study anumber hired city the later, year one Just in 1968. started first was plan zoning the of execution the that so building, for ready ground the make to difficult terribly was it that appeared It acquired. ground the of rest the was 1964 in only but underway, got quickly centre new the of construction The Gouwe. Nieuwe the near west, the in proposed also was nel tun railway anew plan, zoning the of version final the In possible. connection North-South anew rendered which planned, was station the of west tunnel additional an purpose, this For centre. city the and expansions new the motorway, the between connection the on concentrated also plan zoning The would remain unbuilt. station the of west railway the of part large a aresult As centre. facilities new the from Gouwe, separated the new neighbourhoods Nieuwe the to plassen Reeuwijkse the from ran which strip, green Abroad structure. water and green aclear by characterised was plan the and parcelling polder the in bourhoods followed the existing directions of clear basic assumptions. The new neigh was published in which the zon the which in published was Structuurschets binnenstad Gouda 2000 29 A response Aresponse and the the and 28 - - -

- - - - - the bus station will be moved to the north north the to moved be will station bus the centre, city the on focused entirely is station the that fact the Despite renovated. be will station existing the plans, current the In unnecessary. was station bigger and anew that believed the However, connection. a spatial achieve and railway the of barrier the break to initiative real only the was past, the in engineeringtraffic relatedconnections proposal, after the many proposals for new This achieved. be could centre city the and station the between and districts two the between connection spatial the railway, the of sides both on areas the of transformation the with Together railway. the under shops with square acovered build to but building, station anew build to much so not was posal terplan the of axis the formed districts two the between link important an as station A new The missing link station. the to access bourhoods neigh new the give to counters ticket with where he also designed a modest entrance station, the of rear the to tunnel passenger architect had already realised an extended same the earlier, years Afew tracks. the to diagonal barrels, arch with a station station. new the in included be to had design Ravensteijn’s Van from sculptures the well, As added. be additional above offices thestation would no that condition on favour in voted council city the but station, old the of demolition the Markenhof. The population protested against M.W. architect the by designed astation by replaced was building station Ravensteijn’s Van 1984, In Verzekeringen. Goudse the of building office the for way make to had 1977 in Crabethpark the where area, station nineteenth-century the in happened also andbusinesses educational institutions. This development of the city centre. If historical the on effect adverse an have likely more will developments on the north side of the rail current the done, not are barrier physical and aspatial as railway the up give which terdam. As long as interventions are done Rot from also but Rijn, den aan Alphen as to distinguish itself from competitors such able be only not should Gouda that centre It is precisely by strengthening the old city transformation. planned the with improve will Gouda of position competitive the whether doubtful is it programmes, urban similar ning aan den Rijn and Rotterdam, are also plan Alphen as such region, the in centres other that fact the Given position. regional the strengthening is transformation this of goal important most The plans. current the to leisure facilities will also be built, according and campus a shops, houses, offices, with area urban anew station, the and railway the of side north the On built. be also will of the new regional light rail connection station end the where railway the of side for the railway zone in 1997. The pro The 1997. in zone railway the for 30 Markenhof had designed NS

Mas - - - - - two important traffic engineering related related engineering traffic important two Rotterdam for strategy development spatial the In years. 150 past the over built been have which connections through the of result the precisely fact in are particular, in centre city the and city the of development spatial of area the in and with Gouda’s function as regional centre problems the of Many centre. city the of ity connections than the and quality accessibil the central location at the important through on much too focus to seems one Gouda In be greeted properly. to want who visitors, of acity ever than more is city old The accessible. be all above to have they then life, urban in place their keep to want Gouda in one the as such centres influence of the County of Holland. Holland. of County the of influence navigation routes were outside the sphere of cities andThe two Flanders. older inland Germany North the between route navigation inland third the in position akey had Gouda this, to Due Gouda. of north area the in reclamations the by Rhine’) (‘Old Rijn Oude the and IJssel Hollandse the connectionNorth-South was made between 4. centre. administrative and cultural as and place market as city, try indus as traffic, of centre as Gouda Gouda: tioned which determined the existence of men are factors four 6), note (see Wessels 3. 2. them. to as such more peripheral, urban destinations drew and doors back were accesses other three the Gouda, to door front the a doubt without was IJsselfront the order: a ranking of somesort also is there differences these Besides canals. the with Tiendeweg, Lange the and Kleiweg the strips, reclamation peat old two of crossings the at are points other special for significance navigation. Thetwo a had and Gouda through Gouwe river the of course the with connected are Bolwerk, 1. Notes city’. the under rail ‘the but rail’, the under city ‘the not is link missing Gouda’s cantly. will also increase train noise traffic signifi and execute to difficult increasingly be will connection of kind this expanded, is tracks of number the If centres. city two 2015, of as and districts, two the connect to railway has refrained from interventions under the opment, it is that understandable Gouda devel this of light the in Perhaps Gouda. through lines rail existing the of expansion Rotterdam, will bring along a considerable for importance major of be will which tions, Line’). the of path eastern the on Rotterdam of connection apossible on and Gouda and Rotterdam between rail the of doubling the on counting is report The 2020. projects are mentioned for the period after Two of these points, the IJsselfront and the the and IJsselfront the points, Two these of In the first half of the thirteenth century, a century, thirteenth the of half first the In In a social geographical study by by study geographical asocial In www.spoorzonegouda.nl 32 It is obvious that these interven these that obvious is It 31 published in 2007, 2007, in published HSL Hanseatic (‘High-Speed (‘High-Speed H.F. ------7. essay’) urbanmonographie monograph (‘Gouda, 6. century. mid-fourteenth the in built were whichBlekerssingel and Fluwelensingel), Kattensingel, (Turfsingel, canals the by red twentieth- is expansions, century still borde its of midst the in Gouda, of core historical the today, Even century. nineteenth the of end the until unchanged remained that size a reached Gouda ramparts, the of truction 5. bedrijf (‘Gouda in action’) in (‘Gouda bedrijf 8. pp. 1969, 81-82. Dishoeck, now’) and then (‘Gouda, and voor Rotter Landschap Zuid-Holland, Stad Instituut en Zuid-Holland voor Instituut tor en de Economisch-Technologisch Ranitz. architectural firm Verhagen, Kuiper,Gouwe the with consultation in Holland’) South and Technological(‘Economic Institute for Technologisch Instituut voor Zuid-Holland andof the South Economisch- Holland’) and Institute Landscape (‘City Zuid-Holland van Landschap en Stad Instituut the by I.. Deel cities: Holland South of anumber of 24. 23. is called Spoorstraat. canals the and railway the between Kleiweg 22. 21. 20. 19. 41. p. 1996, ders, 1850-1945’). Holland South in planning urban and (‘Architecture 1945 1850- Zuid-Holland in stedebouw en tectuur 18. 17. 16. the monumental station building. of axis the to perpendicular aconnection to rence out of aesthetical considerations went prefe the that be also could it Vredebest; current the of site the at point, connecting expropriating the ground at the most logical in difficulties the with do to had it Perhaps 15. art’). and history of monuments Dutch (‘Gouda. monumenten van geschiedenis en kunst 14. canal. the over Kleibrug the to watercourse the of ajunction along road astraight via 13. boundary of the so-called belt’. ‘fringe the forms moat this century, fourteenth the Since Deventer. Van by map the on visible 12. amill. also is there built, be to supposed was 11. 10. 9. Repro-Holland Rijn, J. Schouten, Schouten, J. Schouten (note 7), pp. 81-82. pp. 7), (note Schouten Between 1350 and 1354, due to the cons the to due 1354, and 1350 Between H.F. Wessels, B. Bakker and H. Bemelmans, Bemelmans, H. and Bakker B. Wessels (note 6), pp. 10-11. pp. 6), (note Wessels Outside the ramparts, where the station station the where ramparts, the Outside Wessels (note 6), p. 5. p. 6), (note Wessels W. Denslagen, W. Denslagen, Ibid, p. 40. p. Ibid, The Jan Verzwollewetering is clearly clearly is Verzwollewetering Jan The The choice of this intervention is unclear. unclear. is intervention this of choice The See note 2. note See There was an obvious direct connection connection direct obvious an was There Bakker and Bemelmans (note 8), p. 26. p. 8), (note Bemelmans and Bakker C. Scheffer and. A.F.J. Niemeijer, Niemeijer, A.F.J. and. Scheffer C. Reports about Reports the industrial development Schouten (note 7), pp. 81-82. pp. 7), (note Schouten Wessels (note 6), p. 10. p. 6), (note Wessels Since the construction of the railway, the the railway, the of construction the Since Zwolle, Waanders, 2001. Report, presented to the city council council city the to presented Report, . Utrecht, Kemink en Zoon, 1939, p. 7. p. 1939, Zoon, en Kemink . Utrecht, Gouda; Vroeger en nu nu en Vroeger Gouda; Gouda; Proeve ener stads Gouda. De Nederlandse Nederlandse De Gouda. BV , 1987, pp. 24-25. pp. , 1987, . Bussum, Fibula-van Fibula-van . Bussum, . Alphen aan den den aan . Alphen Zwolle, Waan Gouda in in Gouda Archi Gouda. Gouda. ------

25 OverHolland 5 – Architectonische studies voor de Hollandse stad 26 English Translation dam through Utrecht to Germany. to Utrecht through dam 32. 2030’) strategy development Urban Rotterdam. of vision (‘City 2030 ontwikkelingsstrategie 31. 208 p. 1998, 1938-1998 land 30. Krimpenerwaard. the in Gouwe the over side south the on area expansion an to Gouda of north A12 the of motorway as access ved 29. 28. 27. 26. pedestrian bridge still exist. and abicycle of way by centre city the with 25. 122. 1947, p. dam, Ibid, p. 458. p. Ibid,

The plans to connect the Crabethstraat Crabethstraat the connect to plans The Denslagen (note 14), pp. 458-459. pp. 14), (note Denslagen Possible Line High-Speed from Amster

Ibid, pp. 458-459. pp. Ibid, In this plan, the Raam is part of the impro the of part is Raam the plan, this In Stadsvisie Rotterdam. Ruimtelijke C. Douma, Douma, C. . Rotterdam, . Rotterdam, Stationsarchitectuur in Neder . Zutphen Pers) (Walburg DS +V, 2007, p. 113. p. 2007, +V, - - - tion Dordrecht owed to its intensive trading trading intensive its to owed Dordrecht tion posi a district, Holland the of city first the was Dordrecht time, along For past. rich well-preserved medieval townscape, has a Dordrecht’s historical city centre, with its island. the on live people 119,000 about of atotal Currently, island. the across expanded city The Dordrecht. of city the of apart became island the century, twentieth rivers. Kil Dordste and Merwede Nieuwe Merwede, Beneden the by rounded The Dordrecht island is triangular, sur island. Dordrecht the of point north-western the at centre, city historical Dordrecht’s is inhabitants. tion of the agglomeration is about 260,000 The total popula cities’). tsteden (‘Drecht Merwede and Noord, also called the Drech Beneden Maas, Oude the of banks river the at cores urban of a collection of consists area The Holland. Randstad the of edge southern the forms Dordrecht around area urbanised strongly the Rotterdam, of South cities) Dordrecht and the Drechtsteden (Drecht Esther Gramsbergen Dordrecht’s railway zone waterways in the West-Holland delta. West-Holland the in waterways strategic location, near the most important aselect at originated city The activities. The railway line that was established at the the at established was that line railway The area. city expanding the in barriers physical become have waterways and motorways railways, the century, twentieth the During economy. local the of cornerstones the of one is sector transport The routes. sea busy and way Netherlands, the Rotterdam-Antwerp motor the in line railway busiest the by crossed the Dordrecht island. Dutch and Flemish cities is also routed over between transport land but here, converge waterways large do only Not junction. fic Today, Dordrecht is also an important traf of South-Holland. city important most the as role Dordrecht’s seventeenth century, Rotterdam took over area. Maas the of market central the into develop to Dordrecht enabling Holland, of Earl II, Jan by right staple the awarded already was Dordrecht 1299, In 1 Located in the area’s centre centre area’s the in Located 6 7 The area is criss- is area The 2 5 During the the During During the the During 3

4 -

- - - - - which is largely defined by the presence of a presence the by defined largely is which themselves, island Dordrecht the on sions expan city the and centre city Dordrecht’s drecht. Second, the relationship between Zwijndrecht especially rivers, and Papen Merwede Beneden and Maas Oude the across suburbs the and centre city drecht’s thetions: first, relationshipbetween Dor subques two into split be can question This expansions. city the and centre city drecht’s issue raised is the relation between Dor The most importanturban development Zwijndrechtsuburbs, and Papendrecht. the of growth explosive the to due area, city the within now are city the around ran originally that rivers Also, city. the through right runs now 1872 in Dordrecht of edge sion areas will be outlined. Using historical historical Using outlined. be will areas sion expan the and zone railway the centre, city the between relation the on ideas of stock Based on a number of design the proposals, developers have dealt with these issues. sation several plans, architects and urban framework of the development and reorgani barriers for commuter traffic. were crossings railway the as one, lematic aprob been has relationship this 1920s, the in areas expansion southern the of tion construc the with Starting detail. more in southern expansion areas will be discussed the and zone railway the centre, city drecht’s Dor between relationship the article, this In areas. island the between ships relation the on impact a small has plan the such, As bridge. city the of exit the around area asmall involves only side Dordrecht main point focuses on Zwijndrecht; the project the that show designs Plan drecht. Dor and Zwijndrecht of stations train the between area the covers broadly area plan Masterplan Drecht cities, ‘Maasterras’. The Railway the in crystallized have ideas These surpassing the region. centre abusiness into develop could zone this motorway, and railway by opened well considered an important between Zwijndrecht and Dordrecht was tunnel and bridge city bridge, railway the around area the start, the From cities. Drecht the within heart urban anew form will together which areas, urban compact into banks river the at properties industry the Thecities. guiding principle is reorganising Drecht the of development urban the for line guide important most the still is and 1994 in The Drechtoevers Masterplan was launched zone. railway the around densification urban on focuses and zone railway the of south suburbs the of issues the city limits itself to the socio-economical Generally, island. Dordrecht the of issues tial spa the of vision acoherent lacking relation, drecht mainly aims at improving the former Dor of city the that striking is it Masterplan, Drechtoevers the of framework the Within expansion areas. the and centre city the between zone railway 9

8 pilot

11 . Due to being being to . Due Within the the Within 10 ------the city is like that of a great boat. What What boat. agreat of that like is city the of outline the wide, is it than Longer wede. Mer and Linge Waal, Meuse, of concourse the to thanks trade for especially situated, conveniently very is “It features: Dordrecht these summarises expressively Blaeu Joan development. In his geographical location and its related spatial specific city’s the by influenced strongly was zone railway Dordrecht the of position The The arrival of the railway article. this in given is zone railway drecht Dor the on approach adifferent towards years. 125 past the over developed actually area the how on made be will areconstruction maps, and lumber ports south of the Kalkhaven Kalkhaven the of south ports lumber and windmills with area industrial an in built was bridge The spared. were waterfront drecht Dor the at harbours important the that way a such in constructed was bridge railway Hollands Diep. the bridge Willemsdorp-Moerdijk across the and Maas Oude the across bridge Dordrecht required railway the bridges, Zwijndrecht- two the for locations suitable most the by drecht-Antwerp railway line was determined Rotterdam-Dor the for choice track The city. the affected it how and built was railway the how shows clearly 1894 from map Elk’s also takes place in the fringe belt. logically it advent, railway the of time the At hereestablished and there. were estates country residents; Dordrecht countryside became fashionable for wealthy outskirts. its to centre city the from moved were space available of lot urbanStads Gront’; functions requiring a ‘De of possession take elements belt fringe Nunnink’s map from Typical 1849. urban A.A. on clearly shown is operation this of impact The gates. city and walls city the ish Dordrecht was granted permission to demol 1930s, the In century. nineteenth the of ning begin the at function their lost walls city the technology, military advanced to Due tangents consisted of pathways and ditches. with polder embankments or exit roads, the tangents and the radians; radians coinciding in parcelled geographically was area The trade. timber the to linked activities housing accomodated also area The here. found be as bleacheries and vegetable gardens could city wall was amply used for activities, ‘city’ the bordering land of parcel the that shows Gront’. Stadts ‘De wall, city the outside land of piece shaped boat- again aonce of possession gain city the did century seventeenth the during Only impolderings on the southern side in 1603. first the till in 1421 flood Sint-Elizabeth the from land, surrounding lacked city the time, along for that, fact the is opment Determining factor for Dordrecht’s devel place, which is inherently defensible.” the of nature the and situation its as walls its of circuit the much so not is strong, it makes 19 12 The Zwijndrecht-Dordrecht Finally, the initial impetus 15 Tirion’s map from 1742 from map Tirion’s Atlas Maior Maior Atlas 16 17 Living in the the in Living from 1665, 1665, from 18 Van Van 13 - - - - - 14 - -

In 1915, the city council requested Amster requested council city the 1915, In Spuistraat and Bleekersdijk. the on crossings railway the through ran route station the cases, all In south. the from directly reached be not could station the free, an consequence being important that entirely still was built, was it after years 50 station, the side, this From time. that at on built not was pastureland, and estate Weizigt the of up made between, in area The seweg. seweg and the Bleekersdijk-Dubbeldam important exit roads, the Spuistraat-Krispijn- two to next located were neighbourhoods these that shows 1923 from map cadastral coloured The built. were station the of south areas residential first the and line railway the over leaped Dordrecht Law, Housing the of introduction the after years the In time. that at capacity maximum to up built been not had shell nineteenth-century the that know to important is It station. the of south areas acquired newly the at aimed Dordrecht. with joined was line railway the of south municipalsions, land of Dubbeldam located expan city future enable to order In ants. inhabittime, Dordrecht had about 38,500 obliged to draft development plans. At that were inhabitants 10,000 exceeding tion apopula with cities all 1902, in effect into came Law’) (‘Housing ‘Woningwet’ the When Southern city expansions formal diversity. and functional by characterised since, ever area adynamic been has It century. teenth seven the in originated structure and form its although shell’, ‘nineteenth-century the nineteenth century. the of end the at accelerated area the of railway line and the station, the development of construction the to Due demolished. were walls city the after started reluctantly urbanisation area’s The area. city century anineteenth- into wall city the outside territory city of transformation the shows Dordrecht city, Dutch other any than More street pattern. immemorial – a new element in the city’s time since time first the –for constituting 1872, in completed was plans, municipal the in avenue’ ‘station named road, This city. the to station the from road access a new build to city the forced which apasture, of middle the in up ended station the all, in All roads. exit main the to next right placed were stations Gouda, and Leiden as such and the Blekersdijk. Spuistraat the roads, exit main two city’s the between striking, is station the of location lemsdorp and the Moerdijk bridge. Wil to ahead straight coursed then and southward turn asharp made line railway the estate. country Weizigt the of edge the at built was station The limit between Dordrecht and Dubbeldam. city the on Gront’, ‘Stads the along ran line 1655. in dug harbour), (Kalk 28 The city’s development plans 25 27 26 23 The area is known as as known is area The In most Dutch cities, cities, Dutch most In 21 After the station, station, the After 20 The railway railway The 22 The The 29 - - 24 - -

- - by Sybold van Ravenstein. Ravenstein. van Sybold by designed atunnel, by replaced was crossing In 1937,Spuistraat/Krispijnseweg. this busy near crossing railway the to routed was traffic squares traffic green and avenues of asystem Through created. was city the to entrance an road, national this From entrance. aspacious create to used were Papengat the and harbour railway the ing railway bridge. The grounds formerly hous existing the of south appearing bridge, the shows 1939 from map topographical The centre and the shell. nineteenth-century city the through side, south-west the at city the leave subsequently to Veer drechtse Zwijn- the used thoroughfare the then, Until Breda. to Rotterdam from passage through the of apart as built, was bridge road drecht Zwijndrecht-Dor the when 1939, in began development city’s the in phase A new railway line near the Spuistraat. the across pedestrians, and cyclists for bridge overhead an of construction 1927 the was problem increasing this solve to attempt first A obstacles. traffic commuter become near the Spuistraat and Bleekerdijk had crossings railway The centre. city old the and shell nineteenth-century the in worked mostly suburbs the of inhabitants The 1920s. the in problems causing started again traffic railway line, combined with increased railway the of south area the in growth Population between the southern city expansion and and expansion city southern the between city’s development. the for principle guiding the became again Dordrecht’s shellharbours. typical structure counterparts of the old city’s moon-shaped can be considered twentieth-century roads ring two The precision. great with 1957 because the greenbelts are depicted from map city Dordrecht the in expressed well very are intentions plan traffic The structure. this into and the public cemetery were incorporated estate Weizigt the Merwedepark, as such areas, green Existing structure’. traffic ‘green fully planted, forming a clearly recognisable beauti were roads ring Both Brouwersdijk. the extending by connected mutually were the Krispijnsewegand Dubbeldamseweg, roads, exit both expansion, city southern the In city. the of point eastern the Staart, the to Maas Oude the from extended was Raedtsingel de Burgemeester the shell, tury nineteenth-cen the In roads. ring two over spread was traffic car road, access this From roads and embankments. exit old by shaped further was structure main plan’s The grouped. were areas various the which around space central the was it plan, the In park. acity into estate Weizigt the of transformation the was feature plan characteristic most The 1932. until line way rail the of south area the in developments for principle leading the remained plan Pek der Van The areas. residential existing ent development plan, incorporating the acoher draft to Pek der Van architect dam 34 The visual relationship 30 31 32 - 33 - - -

- -

sing as the designer in charge. Between Between charge. in designer the as sing and reorganization plan, with engineer Wis- expansion an draft to assigned was office Maaskant en Tijen Van the 1949, August In well. as with dealt be to had centre city the for improvement housing but areas, expansion new for made be to have plans plated further development. Not only did contem Dordrecht of city the II, WW After ‘Groot–Dordrecht’ Church). Parish (main Kerk Grote the of tower the of aview offered Krispijnseweg, old the like just which, Nassaulaan, and takade Viot the belts, green long two, out laying by enhanced further was city historical the Masterplan. Drechtoevers current the for foundation the are time that from ideas the that clear is it referred to were never implemented, but Embden Van that connections bank new The new bank connections are being studied.” These side. other the on neighbourhoods new the and city old the between nections con bank proper of establishment the with something mean really only will however, of Zwijndrecht and All Papendrecht. this growth the by corrected automatically be therefore should centre city Dordrecht old the of edge-location unfavourable the Merwede; the of south formation city the at looking when than centrally more much located be will Dordrecht of centre city old the city’], ‘Drecht [the entity new large, this “Within future: centre’s city the on view his expressed Embden Van fashion, asimilar In soon.” taken be must shortcoming this edy rem to measures strong that We believe Kil. Dordtse and Noord the across bridges the of completion the to due function their lost largely ferries the as opportunities, traffic insufficient by caused is this opinion, our In erating a dead and run-down impression. gen life, alanguishing but leads it railway, the by extent significant in southwards and north, and east the in is it as river the by off Cut alarming. less or more be to centre city the in situation the consider “we follows: as Wissing described the city centre situation masterplan, 1953 the of explanation the In interest. centre issues to regional developments is of city the linked Embden Van and Wissing both which in way the article this of context involved. got Embden Van way the and plan improvement housing centre city the of phases various the describes amorphoses’) book his In 1954. from centre city the for plan improvement ing plans. further elaborated into several constituent was masterplan this Later, structure. traffic housing areas and also proposed a modified new the of location the indicated he which in amasterplan drafted he 1953, and 1951 One of the sub-plans involved the hous the involved sub-plans the of One 35 40 Contrary to Wissing, who who Wissing, to Contrary , Kees van Rouw meticulously meticulously Rouw van , Kees Metamorfosen (‘Met 37 Within the the Within 36 -

- - 39 - 38 - -

- from Oud-Krispijn. The Viottakade did not not did Viottakade The Oud-Krispijn. from Wieldrecht,Wissing, has become isolated by planned suburbs garden the of one First, of negative for consequences Dordrecht. anumber has access complicated This railway. the of ramp the underneath harbour, railway former the near city the the garden suburbs. From there, one enters and Krispijn between road ring the Naties, Oude through Maas the der Laan Verenigde the of bank the to routed been has traffic relieving thetunnel. Since then, Krispijnse 1977, in motorway this for exit A16 anew and the in tunnel Drecht the building by moved was entrance city’s the Granted, tunnel. se Krispijn- the of construction the since centre city the and areas expansion southern the between connections the in changes many been not have there plans, all of spite In A tunnel again? green belt with a ring road. The new areas areas new The road. aring with belt green new ‘garden suburbs’, planned Wissing a and the and Nieuw-Krispijn Oud-Krispijn railway, the of south areas residential urban the Between roads. tangential and radial of structure Dordrecht typical the of sion exten further the is feature striking plan’s The masterplan? his in solutions provide also he Did areas. expansion the and centre city the between barrier important an as line railway the saw Wissing quote, mentioned previously the by out pointed obviously As island. Dordrecht the on areas housing new the and centre city the between connection the of issue the tackle not did Embden Van plans, remained responsible for the development Nassau pond. filled the and park Weizigt through run then could yard new The ponds. with reserve central extra an with 1950 around built was Nassaukade the why reason the also was This bend. southward sharp the remove to NS the since surprising, very not is This pany’). the with reached mented, because no agreement could be imple never was effective, was it as rigorous proposal, The tunnel. Krispijnse the relieve new station boulevard. the with Nassaukade the connect directly to park Weizigt through and station the neath under atunnel for proposal his by shown is Wissing for radians the of importance The Viottakade. the through other, the on road ring new the with and side, one on tunnel Krispijnse the to connected directly which 1939, in built exit road national the remains entrance centre. city the with tion connec adirect providing areas, new the to Krispijnseweg and are Viottakade, extended Nassauweg, the 1930s, the since Krispijn of structure main the comprised which radians, important most The areas. the through right running road, ring asecond by nected con and wedges, green by separated are had planned to move the yard in order order in yard the move to planned had 41 44 NS (‘Dutch Railway com Railway (‘Dutch 43 42 This tunnel would would tunnel This The city’s main main city’s The ------

27 OverHolland 5 – Architectonische studies voor de Hollandse stad 28 English Translation the station to a water taxi or or taxi a water to station the would also allow an to opportunity connect It well. as traffic car for accessibility station improve and entrance city’s the shape newly to opportunity a good provide would Maas Oude the towards station the Moving areas. expansion southern the as well as centre city the from reached easily be could it that away such in radians the of one near built be could station underground An areas. expansion the and centre city the between alink as serving park, city located centrally a become could park Weizigt structure. city’s the improve dramatically could that in Dordrecht clearly provides opportunities yard railway the tunnelling a comparison, as scenario’ ‘Delft the Using park. Weizigt on other the and Maas Oude the on dering bor part one with unique, is zone railway Dordrecht the of location The context. larger area’s issues and within opportunities this the at look to Dordrecht for idea agood be would it so and structure, spatial Dordrecht’s in link important an becoming zone railway their planned locations. Zwijndrecht and Dordrecht were not built at to bridges The crossings. railway busy or narrow too were that tunnels by obstructed severely were radians The reality. than nicer were plans Yet the connections. mutual of anetwork into expansions, city southern the and Dordrecht between relation the well as and Papendrecht (the Drecht cities union), relation between Dordrecht, Zwijndrecht development of this structure organised the that fact the being ideas their of strength pointstarting for development plans, the a as structure this used designers several tangent. During the twentieth century, important most the became railway the to of tangents and the radians; road parallel enhanced the already existing structure Gront’ ‘Stads the of edge the at yard railway the Positioning preceding. the from drawn be can conclusions important of A number Conclusion zone. railway the around revolve nature safety and asocio-economical of urban aesthetics problems and difficulties related. be well very could problemssocio-economical in these areas current The areas. expansion southern the issues concerning the isolated position of developments have added to the existing These estate. industrial an through route tecturally designed, replaced by a ‘secret’ archi carefully so once mentioned, be could entrance city the Finally, traffic. car for reach to hard very become has station Dordrecht use. of barely is it traffic, slow for abridge as even object; a misplaced become has and bridge traffic important an as function its lost bridge Zwijndrecht the Second, mind. in had Wissing that drecht Wiel to road access important the become However, these plans did lead to the the to lead did plans these However, 46 All kinds of of kinds All fast ferry ferry fast 45 Third, the the Third, 47 stop. - - 48 -

pp. 34-35. Nederland in city’) first Holland’s to village regional from van stad eerste tot 4. www.digitalealmanakken.nl (municipalBasisadministratie records), shell. teenth-century nine the in half other the part, historical the in reside them of Half centre. city’s the in live them of 16,000 island, drecht Dor the of inhabitants 119,000 the Of 3. 57. p. 2003, archives, city Dordrecht, Deseries), Bengel bookstore / Serie Eilandverkenningen exploration (Island tot eiland 2. See nenmaas and Dordrecht. Bin Alblasserdam, Hendrik-Ido-Ambacht, Sliedrecht, Zwijndrecht, Papendrecht, tion represents the following seven cities: 1. The Drechtsteden cities) (Drecht associa Notes well. very knew Embden Van and Wissing Buuren, Van is insufficient principle of the Drechtoevers Masterplan, leading the banks, river the redeveloping Simply reach. within Noord and Merwede Beneden Maas, Oude the of banks the along city Drecht one form to ideal cities’ Drecht connection for local traffic would bring the erly functioning Zwijndrecht-Dordrecht Aprop tunnel. the to due function its loses become possible when the railway bridge drecht-Dordrecht city bridge will also Reconsidering the position of the Zwijn- Grotestedenbeleid cities (‘large policy’ the of framework the within 2004, Since 8. Diep river. Hollands the of section narrowest the at dijk, Zwijndrecht and Dordrecht and near Moer between built were bridges Railway route. same the followed less or more railway werp and In Moerdijk. 1872, the Rotterdam-Ant Zwijndrecht and and Dordrecht, Willemsdorp incorporating connections ferry between in 1821, finished was road The Napoleon. Lodewijk of order by established was 7’, no. 1e klasse, weg ‘Groote the Breda, and Hague The between connection land first 7. The 74-79. pp. Ibid. 6. between 1500 and 1500 between 1800 en 1500 tussen 5. in the Netherlands’) of low incomes by increasing the level of of level the increasing by incomes low of influx and high of efflux aselective prevent improve in livability these aiming areas, to to developed been have plans steam’), by powered Dordrecht (‘West stoom’ op west Crabbehof. Under the name ‘Dordrecht- and Wielwijk Nieuw-Krispijn, Oud-Krispijn, railway: the of south areas the improving on together work corporations housing and city H. Sarfatij, Sarfatij, H. J.P. Sigmond, W. van Wijk (ed.), (ed.), Wijk W. van Verborgen steden. www.Drechtsteden.nl

50 (‘Dordrecht, from city to island’ to city from (‘Dordrecht,

(‘Hidden cities. archaeology City (‘Hidden 49 ‘ Dordrecht van streekdorp streekdorp van Dordrecht , something urban planners Nederlandse zeehavens

1800’) Holland’ (‘Dordrecht: Holland’ (‘Dordrecht: . Dordrecht van stad stad van Dordrecht Amsterdam, 1990. Amsterdam,

Stadsarcheologie inStadsarcheologie (‘Dutch sea harbours harbours sea (‘Dutch Source: Gemeentelijke .

Amsterdam, 1989, 1989, Amsterdam,

) - - , the , the - ). ). - - - , - Weerzien 11. See Plantsoen. Baerle Van the at exit station rear abetter developing i.e. station, train Dordrecht the around area the involve also developments last The 2005. in it defined councils city The Benthuizen. from Khandekar firm architectural by 2004 of beginning the at formulated was terplan 10. terrace’) The Mas Maasterras (‘Maas 1994. banks, Drecht ment quality’) in ahead sprong 9. See facilities and the of quality available housing. tion structures, the railway in particular.” particular.” in railway the structures, tion transporta new for as well as barracks, and such as government buildings, the armoury other administrative and public buildings, for available also is fringe the at “Room writes: birthday eightieth his of occasion the on Conzen M.R.G. for Essays (ed.), Slater buildings as of kind these to refers explicitly Dollen der von B. phenomena’, fringe-belt urban on tive article ‘An perspec historico-geographical his In ground. parade the and magazijn ’s Lands ’s Landswerf, example, For 16. 113. p. mapped out’) (‘Dordrecht (ed.), Wijk W. van 1673. from map Nispen’s van Mattheus on used is Gront’ Stadts ‘De term The 15. island’ to city eiland tot stad van drecht Hogenberg. F. and Braun G. by 1572 from Dordrecht Wijngaerde and the citymap and view on den van Anthonis by 1560 from panorama Dordrecht the example, For island. an as city the portraying period, this of reminiscent paintings and maps numerous are There 14. harbours. the across and along located were spaces and buildings lic moon-shaped harbour The basins. main pub narrow, with alternated structures, housing linear curved, by characterised was time that at structure spatial city’s The century. 19th the until dominated water by entirely as an trading important centre surrounded Dordrecht of image the impolderings, to due 17th century the during size in increased hinterland city’s the Although 186. p. 2006, the original publication, Taschen, Cologne, Countries’) Low (‘The Landen Blaeu, Joan 13. graphical map from 2000. topo the 1956, from map city Dordrecht the 1939, from map topographical the 1923, from map cadastral the 1894, from map Elk’s Van 1849, from map Nunnink’s 1742, A.A. from map Tirion the purposes: research for used been have maps city following The 12. 116-117. pp. 1988, drecht,

Masterplan Drechtoevers, Een Kwaliteits J.J.B. Jansen Manenschijn, Jansen Manenschijn, J.J.B. http://cms.dordrecht.nl http://cms.dordrecht.nl

(‘Masterplan Drecht banks, A leap Aleap banks, Drecht (‘Masterplan

(‘Seeing Dordrecht again’) (‘Seeing The Built Form of Western Cities. Cities. Western of Form Built The See also Van Wijk (ed.), (ed.), Wijk Van also See urban fringe elements ; note 2), pp. 24-25, 95. 95. 24-25, pp. 2), ; note Atlas Maior of 1665. of Maior Atlas . �� Dordt in de kaart gekeken kaart de in Dordt Dordrecht, ProjectDordrecht, depart . Leicester, 1990. He He 1990. . Leicester,

. (‘Dordrecht, from (‘Dordrecht, Zwolle, 1995, 1995, Zwolle,

. Reprint of of . Reprint Dordrecht . In T.R. T.R. . In

De Lage Lage De . �� . Dor Dor - See: See: ------

- - railway harbour was built parallel to the the to parallel built was harbour railway the railway, the as time same the At 20. 1813-2000)drecht; 2000 1813 tot Dordrecht 19. 18. 111-140. pp. 15), (note Wijk Van in island’) Dordrecht the on estates (‘Country Dordrecht van eiland het op Buitenplaatsen Baarsel, van M. also See 2004. archives, city series’). exploration Eilandverkenningen (‘Island parks’) city to gardens pleasure and naar stadsparken lusthoven en buitenhuizen van Dordrecht 17. 320). (p. in order to guarantee a good connection connection agood guarantee to order in Spuistraat the to close station the build to wanted Dordrecht of council city The 24. 51. page 21), (note Niemeijer and Lamberts See HIJSM. the for stations many designed who Brederode, van K.H. by station.second-class The design is probably a as built was It railway. the to parallel built was length, in metres 108 station, The 23. Baanhoek (Sliedrecht). near river Merwede the cross to Dubbeldam, reached having after northwards turned and direction eastern an in ahead ran but station, the after turn not did line This built. railwayDordrecht-Gorinchem-Elst was Rotterdam-Antwerp railway, the Rotterdam- the of completion the after years Afew 22. 20. p. 2002, Zwolle, 1850-1940’). development urban and tecture stedenbouw 1850-1940 Niemeijer,A.F.J. Dordrecht. of city the to added and acquired compulsorily part in was it possible, station the building make To Dubbeldam. of municipality the of ritory ter on located was estate Weizigt 21. The 77-78. pp. 15), harbours of Dordrecht’) Sigmond, yard. shunting as a used and filled was itself harbour railway The estate. trial indus an into developed Maas Oude the of bridge and the the Mallegat, embankment railway the Between river. Maas Oude the along runs railway this today, Also railway. industrial an by opened was area this 1916, the the city; current harbour. Wilhelmina In of south distance asignificant at Mallegat, the at harbour sea anew 1912 build to in taken was decision the Therefore, traffic. the bridge, which severely impeded shipping of part moving the to close too located were harbours both of entrances the that foresee could Nobody fulfilled. not was expectation This versa. vice and trains to ships from goods could be transferred in Dordrecht, railway, the of arrival the of because pated antici was activities harbour in increase an Furthermore, small. too being latter the bridge, railway the of north Kalkhaven the relieve to was purpose Its track. railway M. van Baarsel and E. Van Heiningen, Heiningen, Van E. and Baarsel van M. P. Kooij and V. Sleebe, V. Sleebe, and P. Kooij See note 16. note See Dordrecht, De Bengel bookstore/ De Havens van Dordrecht (‘The (‘The Dordrecht van Havens De Dordrecht architectuur en . (‘Dordrecht, from manors (‘Dordrecht, . Hilversum, 2000, p. 387. p. 2000, Hilversum, See B. Lamberts and and Lamberts B. See

, in Van Wijk (note (note Wijk Van , in (‘Dordrecht,

(‘History of Dor of (‘History Geschiedenis van See P.See , Serie , Serie

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nineteenth-century shell. nineteenth-century later the outskirts, former the in recognised atypical Dordrecht, of case the In character. adynamic and use functional mixed size, parcel different by characterised pattern, urban the in ‘fossil’ The Dordrecht. in city’s can be outskirts, clearly recognised the at established being expansions city new and growth, urban large of times in ignored The29. phenomenon of the 15-16. pp. 21), (note Niemeijer and Lamberts See city. the of side eastern the at shell, nineteenth-century the at directly bordered areas These buurt. Indische the and area Transvaal the as such territory, city’s the on built were bourhoods an development plan. Non-planned neigh draft to obliged not was Dubbeldam of pality munici the population, small its to Due 28. 11-32. pp. 1990, drecht, Metamorfosen Rouw, K. See station. the to opposite 1961, in Maaskant H.A. by house Tomado the of case in this development is the construction A built. were offices large roads, access new both Near streamlined. and widened were Wittstraat, de Johan the continuation, its and road station The Spuiboulevard. the into wascanal, filled partially and transformed city former the Spuihaven, The place. took part western shell’s nineteenth-century the of transformation aradical 1962, from plan 27. van Due to Embden’s S.J. redevelopment 26-33. pp. 15), (note Nunnink and Van Elk see maps, Van Wijk Tirion, the of comparison in-depth an For 26. side. land the to advance to facilities lective col of core the causing there, established were office post new the as such tions, got a totally different func look. Important Vischstraat the plan, avenue station the of demolition and construction, a consequence to Due 2005. Technology, of University Architecture(unpublished), Faculty Delft comes to(‘Dordrecht land’) Veelen, van M. also See widened. were bridge the and streets existing both end, To this Vischstraat. the and Bagijnhof the of way by bridge, Visch the at end to abreak, by followed estate, existing an by-pass to west the towards repositioned slightly was road the point, this At road). (Station canal second the to avenue ran straight down from the station station The centre. city the to city existing the through extended was route the that and city the of edge the to station the from aroad provided it that was feature striking plan’s The 30. page. 15), (note Wijk Van 25. 19. note See ritory. ter Dubbeldam was Bleekersdijk the of east administrative problems because the area incurred probably Bleekersdijk the to station the Advancing impossible. this made bridge railway the to connect to height proper the at railway the get to needed ramp long the However, street. this through city the with

(‘Metamorphoses’). fringe-belt Dordrecht aangelandDordrecht fringe-belt , history thesis thesis , history fringe-belt remains as a as remains can be be can Dor - being - - - - - Dordrecht’ (‘Dordrecht development plan’), developmentDordrecht’ (‘Dordrecht plan’), 1917. In van his ‘Uitbreidingsplan article of Van der Pek’s development plan from revision the for responsible was he 1930s, the In department. inspection housing and building Dordrecht’s the of manager general appointed was he 1925, In Buuren. van C.G. from originates adoubt without idea This 34. 20. note also See 105-106. pp. 15), (note Wijk Van bridge. nearembankment, the Zwijndrecht road the outside area the and embankment the in twist the by recognised be can today location Its pasture. awindmill with ity cav beam aformer is Papengat The 33. 7. note also See 1821. in built 7’, no. 1e klasse, Weg ‘Groote the of route the is here Meant 32. 11. note 31. See 35. note also See design. own his for point starting a as used then he characterisation former The city’. ‘embankment an as Dordt of tion being a ‘beltagainst city’ the characterisa Dordt of characterisation the set plan, ment writer also the designer of the new develop the being besides Buuren, Van pattern. main the as polders, various the separated which embankments, inner the accepting by than development creation, praiseworthy in itself, urban his for aframe create to way better no was there that and place, aprominent held wasDordt an (Dordrecht) embankment city that fact the concerned, were aesthetics as far as Pek, der van “With follows: as plan Pek tion characterised department, the Van der Manager of the building and housing inspec General Buuren, van C.G 1932, from drecht tion of the new development plan for Dor �� 105. p. 9, no. 1932, Works’), in lopment plan’), deve dingsplan van (‘Dordrecht Dordrecht’ ‘Uitbrei Buuren, van C.G. 16-17. also See 30. See also note 30. note also See fundamental principle for the expansion.” the as observation this use should one that me to seems it Therefore, recognisable. clearly, very and also, are roads radian required the whilst belts, traffic seven and for it is criss-crossed by three water belts result may absolutely be called a belt city, That developments. its of results the with but history, its with dealing not we’re however, purpose our For city. abelt with do to ing noth got has concerned, is genesis its when city, our that true, be may It city’. ‘belt term the by Oranjelaan, the and Toulonsschelaan Havenstraat, Burgemeester de Raedtsingel, Parallelweg, Korte the by constituted line, the of north city existing the characterise to correct more be would it opinion, my “In city’: a‘belt as Dordrecht of notion the developed He traffic. local as well as through for traffic, of processing proper was point starting plan’s The plans. his explained he 105-106, pp. 9, no. and 95-98, pp. 8, no. in Openbare Werken Works’) (‘Public Lamberts and Niemeijer (note 21), pp. pp. 21), (note Niemeijer and Lamberts Openbare Werken In an explana an In (‘Public (‘Public , 1932, , 1932, ------34. 34. note also See Werken Works’), (‘Public development in(‘Dordrecht plan’) van van Buuren, ‘Uitbreidingsplan Dordrecht’ drecht’s most distinguishing feature.” Dor Church), Parish (main Kerk Grote the of tower the on aview provide they that prominent wide roads in such a manner, several out tracing by used, were elements existing all of first latter, the With ronment. architecture, can control a spacious envi owing which, buildings, to their prominent public place to opportunity the creates cally automati so, doing by “Furthermore, says: Regarding this, van1932. Buuren himself van Buuren in his development plan from C.G. by introduced were elements These 35. advisors of the various municipalities and and municipalities various the of advisors technical the staff, their by assisted truly, Schut, Pouderoyen, Van Embden and yours development de Messrs consultants, Ranitz, urban joint the of hands the in shape take to beginning already is which plan ment develop urban ajoint draft to decided have meanwhile which cities, these all of darity soli mutual large, the shows this “All tion: collabora of importance the of spoke also Wissing Dordrecht, of reorganisation the on introduction his In 96). circumvented.”(p. be addition in then would involved, those all dangerous postponement, that might affect time-consuming annexation, and therefore of danger The all. benefit to goal proposed the reach quickly to means primary the be to it Iconsider contrary, To the undesirable. be would cities holding stake between tion collabora that all, of least say to like would Works’) in article his In Buuren. van from originate and 1930s the the Drecht cities association date back to within collaboration about ideas first The 40. underpasses.” or crossings river future for connections as the ends principally could be considered which of created, be can boulevard spacious a anything, sacrifice to having without Thus, purpose. this for filled partially be will which Spuihaven, current the near area, transit or arelief create to is suggestion the end, this “To article: same the in wrote Embden Van connections, bank of location the About and Public Housing’) en Volkshuisvesting development (‘Urban in centre), city Dordrecht’s of reorganisation the for plan basic (‘The de sanering van Dordrechts binnenstad’ 39. 12. p. 36), (note Rouw see Maaskant/Wissing, and Tijen Van by Dordrecht, of city the for masterplan the of explanation An 38. Ibid. 37. 11. p. 1990, wikkeling, in Dordrecht’) morphoses. delijke veranderingen in Dordrecht 36. S.J. van Embden, ‘Het basisplan voor voor basisplan ‘Het Embden, van S.J. K. Rouw. Rouw. K. , 1932, no. 8, he wrote: “With this, I this, “With wrote: he 8, no. , 1932,

Thirty years of urban changes changes urban of years Thirty Metamorfosen. Dertig jaar ste . Dienst Dordrecht, Stadsont- Openbare Werken , May 1959, p. 112. p. 1959, , May 1932, no. 9, p. 106. 106. p. 9, no. 1932, Stedenbouw

(‘Public (‘Public

Openbare Openbare (‘Meta C. G. G. C. - -

------Public Housing’) en Volkshuisvesting South-Holland.’ of E.T.I. by the banks. banks. the of sides both on projects architectonic nect ‘moderate’ visual relation intended to con the of means by Second, taxi. water the and the traffic: slow for connections ferry new introducing by First, levels. two between the cities involved is elaborated at terplan from The 1994. spatial relationship Mas banks) (Drecht Drechtoevers the in dropped were ideas These city. Drecht the for the future collaborative development of importance crucial of ways belt future to designers considered new bank connections 47. In 2004, the cities of Dordrecht and and Dordrecht of cities the 47. 2004, In 8. note also See 159-178. Jansenshops. Manenschijn (note 11), pp. pool, bathhouse, bandstand and various includingfacilities, the public swimming ofdisappearance several neighbourhood the show also accounts Historical network. road expanding the of sake the for sacrificed These facilities wereand Nieuw-Krispijn. Oud-Krispijn of vicinity direct the in facilities things the of disappearance several sports other among shown has research Map 46. 93. p. 8, no. Openbare Werken Works’) (‘Public See Moerdijk. towards traffic through the of because bridge, railway the of south metres 40 built was bridge city the end, the In Oranjelaan. the and Raedtsingel de meester Burge Parallelweg, Korte the by constituted connect directly to the planned beltway, to order in bridge, railway the of north bridge city the proposed Buuren van C.G. 1932, from plan development his in that, fact, astriking is it context this Within 45. Jansen Manenschijn (note44. 11), p. 178. 27. note also See boulevard’. ‘station new the become to widened were Wittstraat de Johan the reorganisation plan, the Stationsweg and the of apart As 12. p. 36), (note Rouw See 1953. May from exists, station the neath under atunnel on astudy of Amodel 43. 35. and 34 notes also See infrastructure. by ‘suppered’ The greenbelt has therefore been largely road. ring N3 the of route the by east the in Naties, Verenigde der Laan the of route the of part southern the in map, street drecht’s Dor in recognised partially be still can and plan, Buuren’s Van from adopted element an and the newNieuw-Krispijn, expansions is andurban residential Oud-Krispijn areas, the between belt green The Buuren. van C.G. of plan development the on built 7. Wissing number drawing 772, work R19, archive, ing 42. Netherlands Architecture Institute, Wiss subplans for existent suburbs.” centre belong to the development plans and city the of outside routes supply improve to 112: “Measures p. 39), (note 41. Embden Van aquality plan, Een Kwaliteitssprong See: See:

leap ahead’) Masterplan Drechtoevers, , (1959, May, p. 106. 106. p. May, (1959, (‘Urban planning and (‘Urban

(‘Drecht banks Master (‘Drecht In In , (note 9). , (note Stedenbouw fast ferry , 1932, , 1932, Both Both - -

- - - - -

29 OverHolland 5 – Architectonische studies voor de Hollandse stad 30 English Translation 50. See notes 34, 39, 40 and 45. and 40 39, 34, notes See 50. 9. note See 49. 40. note See 48. Seecals. http://cms.dordrecht.nl route used to transport hazardous chemi important an concerns it since creation, plan in factor important extremely an is this that clear is It examined. were railway the around study, the conditions enabling construction this In zone. railway the of safety the on Zwijndrecht commissioned research by TNO - Representation in position hauers’ Schopen evokes He detail. relevant by ated punctu stroke historical abroad of one is Woud der van by used method scholarly The specifically. nineteenth century to mid-twentieth century Netherlands in the period between mid- tory of architecture and urbanism in the his the of subjects the with Woud der van Auke from concern acontinued show books USA 1840-1900 Debate Architectural Dutch The Modernity. to cism translation terdam: 1840-1900 Bowukunst de over Debat 1990/1998); Meulenhoff (Amsterdam/Antwerpen: 1850 Denken over het Oudste Nederland 1750- followed Then 1987). hoff, Nederland 1789-1848 van Order Ruimtelijke De Land: Lege Het 1987, in dissertation his of publication the with beginning cities Dutch of history and other important works on the development Groningen. Rij the at Urbanism and tecture Archi of History the of aProfessor is Woud van het Moderne Nederland. entitled, Woud der van Auke from study latest the Recently, Uitgeverij Bakker Bert published Bakker)Amsterdam (Bert 2006. Nederland Moderne het van Ontstaan Het Wereld. Nieuwe Een Woud der van Auke Leslie Kavanaugh Book review [Polemen] historical events. In the the In events. historical of version nuance amore sketch to order in addresses sources from various disciplines convincing manner. The book collects and extremely an in thesis broader his illustrate richly to able is Woud der van material, val archi of array impressive an from Drawing who were contemporary to the period. sources from events historical of accounts methodology that uses individual ‘subjective’ a implies Woud der van of hands the in tion representa a‘subjective’ of notion The it?’ is history ‘Whose question: the ask continually must historians Foucault, since ever cal, atic was more epistemological than histori odology. Although Schopenhauers problem construction in order to legitimize his meth the larger second part. The Netherlands Netherlands The part. second larger the in Netherlands the in changes specific the concerning detail into goes then and book, his of chapters first the in centuries tieth between mid-nineteenth and the mid-twen century vital the in history European broader the in changes the explicates first Woud der : Ashgate Publishing, 2001). These These 2001). Publishing, : Ashgate NA Een Nieuwe Wereld. Het Ontstaan Ontstaan Het Wereld. Nieuwe Een The Art of Building: From Classi From Building: of Art The i Uitgevers,1997); and the English English the and i Uitgevers,1997); Een Nieuwe Wereld Nieuwe Een Waarheid en Karakter: Het Het Karakter: en Waarheid that reality is a subjective asubjective is reality that (Aldershot The World as Will and and Will as World The (Amsterdam: Meulen (Amsterdam: Nieuwe Wereld Nieuwe De Bataafse Hut: Hut: Bataafse De Auke van der der van Auke UK follows three three follows ksuniversiteit /Burlington /Burlington (Rot , van , van - - -

------Woud describes the state of affairs in this this in affairs of state the describes Woud der van fact, In change. with rife was tury European history, the mid-nineteenth cen larger the of Yet apart as Netherlands. the stitutional or democracy parliamentary in acon of implementation the of date the was this that in history Dutch in moment aseminal is 1848 of date This Netherlands. the in 1848 of point historical the from Wereld Nieuwe Een larger stream of historical time. erlands shows important deviations from this Neth the also but upheavals, social and cal politi other and Revolution French the was study of period his of beginning the at which of least the not movements, and changes cal histori larger these with up taken was both the turn from the individual to the collec the to individual the from turn the from came shifts important most the of One possible. Indeed, a World’ ‘New suddenly seemed politically, or transcendentally, or naturally. –either powers external to subject merely was longer no Man controlled. and directed be could that something as and things, of order natural the in upon improved be to something as man, by ‘made’ something the future suddenly became thinkable as society, human of ‘progress’ the of ideology the with Furthermore, rational. and ageable man once at was which asystem Darwin, of influence profound the under system cal abiologi and network infrastructure an both say to is which asystem, as seen was world the of structure the suddenly century, teenth nine the of half second the In Networks. Normalization and the Systematization of themes: critical two around thesis his izes In innovations? technological new and world, larger the to relating and communicating of ways new infrastructures, new these realize to order in critical was that thinking of manner the was What possible. them made that innovations these before went what asks Woud der van extensively, studied been have period time of innovations the the particular although the Obviously, increasing industrialization. and infrastructures, new of out laying the as Netherlands, modern of world’ ‘new the realizing in important as just were nature new attitudes towards society, man, and ing, and constructing, These transporting. superior mind, set to work excavating, min his with could man Everywhere operable. and controllable something as seen be to beginning was time first the for itself Nature molded into a perfect or utopian society. to be malleable and pliable, able to be Indeed, society itself was increasingly seen thinkable. before never apossibility and society. Suddenly, society took on a vibrancy for van der Woud, modern industrialized This cate. communi to and move to continually desire massive as a case this in defines he – which historical period as a ‘ Een Nieuwe Wereld Nieuwe Een perpetuum mobile begins the research research the begins , van der Woud organ Woud der , van perpetuum mobile’ characterizes, - - -

------road lead us now?’ us lead road this does ‘where question, the ask to study: historical any of beauty the doubt no and frustration, the perhaps is this And lands. Nether the in infrastructure road the on achapter with suddenly off breaks it that is book this of flaw only The explicable. is least torical phenomenon that if not inevitable, at his this of account an gives Woud der van Yet Auke desirable. be to perceived always of nations in a global environment was not relationship and indeed interdependence inter this now, as century, nineteenth the In networks. global the into tie now would networks systematic whose anation of nings begin fragile first the see we argument, his het Moderne Nederland in world. larger the to ultimately and 1848, in state nation anew as itself to relating and izing, organ thinking, of way –anew revolution this to preconditions the of because ment of progress and technological advance world anew became Netherlands the rather, solely because of the industrial revolution; not world’ new ‘a became Netherlands The and infrastructure networks. technologies of measurement, organization, these without unthinkable be would nation amodern of creation The state. nation a new creating of undertaking the to decisive also governmentalnecessary structures were The Netherlands. the of occupation French the during begun data of systematization the as many innovations in the recording and Koningrijk der Nderlanden het van Kaart Militaire en Topographische De ( map typographic the 1925, in entirety its in completed map geological the ard, time measurement were critical to the imple and space of technologies the importantly, the transportation infrastructures. Most whose dissemination became possible with newspapers, andmagazines, periodicals of media communication mass the as well as system, postal systematic the networks, energy the roads, paved of connections the canals, shipping the telephone, the alongside of which was laid the telegraph, railroad, –the Netherlands the in structures transportation and communications infra various the of history abrief gives Woud der van book, the of part second the In man. of masses the for mobility mass and something massive – mass communication tive. Specifically, infrastructure became the the as such data level water atlases, standards, temporal timetables, of regulation say to is mentation of these new innovations, which Een Nieuwe Wereld: Het Ontstaan van van Ontstaan Het Wereld: Nieuwe Een AP ( As such, the thesis of van der Woud Woud der van of thesis the such, As Amsterdams Peil is compelling. ) used as astand as ) used ) of 1864, as well well as 1864, ) of In In - TMK ------: - no longer ‘innocent’, but contributes to the the to contributes but ‘innocent’, longer no then is offered knowledge The studies. and each other: urban development, architecture to connected be can practices various that is interesting agenda abroad such makes complement and reinforce each other. What design studies, precedents and opinions a programme related approach, in which chose authors the examples, giving just of Instead used. is methodology another that in point this on exactly is It informal. and ‘innocent’ quite as across comes knowledge the that so further, any elaborated not is institutes) design for (or design the for knowledge the of significance presentation of ‘objective’ knowledge. The the is part essential The up. lined are edents few well-reasoned criteria, a series of prec a of basis the On same. the is studies both in methodology the However, city. the of an architectonic angle to the building stone Compendium the while parcelling, on emphasis an with The address architecture and urban planning. likeJust 2001). 010, (Rotterdam, Gramsbergen E. and environment’) living the for (‘Compendium woonomgeving de voor the or 2002) Thoth, (Hilversum, Block’) Urban Dutch the of (‘Atlas bouwblok Hollandse het van the as such handbooks resembles It Technology. of University Delft the at done research of Bijlsma and Groenland was not on residential building, even though the handbooks ‘Delft’ the of tradition the to belong to seems publication this first, At planning integration. urban within treatment its and typology the of level the at found be can studies design the of point main The drawings. beautiful book contains design studies elaborated as versatile and pleasant very this precedents, of acatalogue and texts related programme practice of urban development. Beside a few current the in building residential lective possibilities and of significance thecol the into research of review abook provide ing’) handbook for collective residential build size. intermediate (‘The woongebouw senmaat. In their recently published book, and studies Among urban development, architecture Amsterdam ( building’) size. collectieve intermediate woongebouw (‘The het voor handboek Een tussenmaat. De Like Bijlsma and Jochem Groenland vanEndry Velzen Book review Atlas ,

A handbook for collective residential Like Bijlsma and Jochem Groenland De tussenmaat uses an urban planning angle, Een handboek voor het collectieve SUN goes the opposite way, from from way, opposite the goes ) 2006 Komossa et al. al. et Komossa S. by , both studies only only studies , both by W. Wilms Floet Floet W. Wilms by De tussenmaat Zakboek Zakboek De tus De Atlas A - - -

- the design of the volume and façades, façades, and volume the of design the spaces, of distribution the in architecturally mediate-sized housing block is expressed inter the of permanence the view, our ‘In ness and servitude. shapeless of context Dutch the in unusual and striking is discipline ‘strict’ This world. architectonic rich yet defined a carefully of part are studies design the as well as that of architecture. The chosen precedents is addresses book the practice second The little ‘resistance’ as possible. It is preferably preferably is It possible. as ‘resistance’ little an autonomous discipline, must offer as theprocess, architecture, summarised as public and private Within such parties. a between process iterative an in co-ordinated building, programme and exploitation are in a ‘negotiating urban planning’, in which arole play mostly proposals Project suggest. authors the as way’ architectonic an ‘in ment whether these proposals can steer develop and urban development, it is the question intra-urban of vehicle the are proposals Even though it is undeniable that project 77) (p. space’ public of meaning the in shifts current to respond can that ment. Finally, it provides a critical alternative country’s homogeneous housing environ allow variation typological to emerge in this can it time, same the At organisation. urban of urban planning and planned patterns of vocabulary the to alternative an provide also and area, an of transformation or stone towards the architectural development astepping- as serve can nucleus The ment? environ built-up Dutch today’s in size ate intermedi the of implications the are ‘What practice. this in authors the by role acritical given is building, residential collective the is, that size, intermediate The missions. intra-urban for true especially is This nowadays. parties private from initiatives project by influenced that of urban development, which is strongly is on focuses book the practice first The Urban development must be avoided. obstacles difficult afew however, adventure, this In horizon. anew for course set and als manu ‘Delft’ the of water rippling the leave authors the so, doing By atrend. for a plea as meaning given is and position authors’ Architecture striking. is that publication this senmaat in proposed architecture of view the to contrary is practice This on. later added is that image an indifferent, then is tecture architectonic being effort explicit. The archi main planning for the building, without the a in results often process This possible. as large as is parties various the for space tion negotia the that so malleable, and passive . And it is the view on architecture in in architecture on view the is it . And De tus De ------iconographic approach.’ (p. 41). Rossi’s with company part and view abstract Grassi’s and Holl with agree we Here rules. of monumentality that conforms to urban kind abstract –afeatureless, monumentality mediate-size architecture possessesgeneric ally, for functional maximum freedom. Inter mum distributive freedom and, more gener mum architectural precision makes for maxi maxi – specific are they terms architectural in but generic, is buildings the of structure the will; at assigned be can areas entrance ference’, according to which utilitarian and endorse Rossi’s notion of ‘distributive indif we spaces, of distribution the regards As domain. public the to relationship the and back on a personal point of view. view. of point a personal on back fall to having constantly without work can ment) does a theory exist in which designers including the speaking, ically modern move only within the experience classical (ahistor that is point main Monestiroli’s place. their which various aspects of architecture have together form a theoretical framework in clear discussions about architecture, which Antonio Monestiroli Architecture in Lectures Nine Triglyph. the possibly be complementary. publication from the same publisher could recent another point, this On framework. cal worth studying, despite the implicit theoreti precedents and in the design is proposals, of choice the in elaborated as position, limited to that use. Also, the architectonic only were book the if ashame be would it senmaat as such Manuals studies. is address to wants book this practice third The Studies desirable. be fact in would it sirable for building, for architecture studies unde or unnecessary often is it practice in though Even book. the in anywhere explicitly mentioned not is which seen, vaguely be can architectonic composition and design theory architectonic a proposals, strong view on the through as unfortunate, is This attention. enough paid not are qualities intrinsic their while designs, the of instrumentality possible planning application, the emphasis is on the urban their address mostly authors the Since residences and workplaces do they provide? of kind What work? they do How made? they are How manner. restrained asomewhat in presented are designs beautiful these ever, How a‘solid’. such of example an be could to intriguing architectonic which proposals, in studies design the one, by One working. and living for shells characteristic large, ‘solids’: of idea the into formulated has corporation, housing large someone like director Frank Bijdendijk, of a flexibility, durability and urbanity,which about discussions the example, For text. con social current the in factors necting con afew gained also has positioning This are practical reference books, but 1 is a collection of crystal crystal of acollection is De tussenmaat The Metope and and Metope The lead lead De tus De - by by ------edents drawn in the same way were brought brought were way same the in drawn edents prec and Proposals book. the in not were that drawings of aseries showed authors the of presentation the During ( construction, and from construction to form.’ to type from type, to city from passages architecturalclassical theory concerns the that say We can language. the of rules the and construction, of question the typology, city relationship and the question of building chapters of architecture: the architecture- great three the with do to has based is ture theoretical apparatus of architec classical the which on norms rational of system ‘The in in book by François Claessens was published 1. Notes study. follow-up afuture of part be also could then the chosen architectonic position, which elaborations of a theoretical framework for the to prelude the be could series These up surprising how these series typological held was It type. by sheets summary on together The Metope and the Triglyph the and Metope The Amsterdam ( OverHolland De tussenmaat 3, 2006 3, SUN as an an as ) 2005. A review of this this of Areview ) 2005. architectonic De tussenmaat , p. 8) , p. study. study. - , -

31 OverHolland 5 – Architectonische studies voor de Hollandse stad 32 English Translation Association for Architectural Education). and boardmember (European of the EAAE Dutch state examcommittee for architecture Presentlytive functions. heischairmanof the Van Duinheldseveralpublicandadministra tecture, 1901-2000. Trends, Highligts he published Umberto Barbieriand Willemijn Wilms Floet ture office thatheco-founded. Together with member ofDeNijl Architecten, anarchitec From1979of buildings. till 1993 hewasa methods and the programmingand typology He teaches anddoesresearch ondesign the Facultyof Architecture of the TU Delft. 1994 aprofessor ofarchitectural designat Leen vanDuin tecten. as anarchitect withDick van Gameren Archi of DutchHeisalsopresently cities. employed with aprojectfor mapping the transformations been aresearcher primarilyengaged inDelft, architecture at the TU Delft.Since then, hehas Otto Diesfeldt Art History inParis. a research fellow with the GermanInstitute for demic year 2006-07 Claessensisaffiliated as the DelftUniversityof Technology. In the aca associate professor ofarchitectural designat city inGermanyaround1900. Heisnowan research on the architectural discourseon the hefinishedhisPhD In2005 the Netherlands. He worked for various architecture officesin philosophy at the Universityof Amsterdam. in architecture at the TU Delftandin1996 in François Claessens from anarchitectural perspective. relationship betweenrailway andcityseen of the IUAV of Venice witharesearch on the d’ Honnecourtat the Facultyof Architecture International Doctorate in Architecture Villard ogy. In2007 hesuccessfullycompleted the Architecture of the DelftUniversityof Technol sor ofarchitectural designat the Facultyof In additionheworksasanassistantprofes partner ofStudio AI in Amsterdam since1999. offices inItalyand theNetherlandsandis HeworkedUniversity ofNaples. for several able mentionin1991 asanarchitect at the Roberto Cavallo of SAAM-Architecten (Rotterdam). heisamemberan architect,andsince2005 works for DeNijl Architecten (Rotterdam) as Since2002and Deltametropolis. healso transformation ofDutchthe Randstad cities, His research activitiesinclude mapping the department ofarchitecture of the TU Delft. the TU Delft.Heisnowaresearcher at the with honourablementioninarchitecture at Olivier van der Bogt authors the About A Hundred Years ofDutch Archi (1944) isanarchitect andsince (1976) in graduated in2003 (1967) graduated withhonor (1967) graduated in1994 (1975) graduated in2002 (2003). (2003). ------of the TU Delft.Hisresearch activitiesinclude researcher at the departmentofarchitecture tecture at the TU Delftin2000.Heisnowa Iskandar Pané 2007). Press, Leibniz Plato, Aristotle, published as: philosophy at the Universityof Amsterdam, has recently defended her dissertationin professor of Architecture at the TU Delft.She sheispresentlyarchitectural assistant firms, versity of Amsterdam. After workingin various tecture andin1995 inphilosophyat the Uni philosopher. Shegraduated in1982 inarchi Leslie Kavanaugh phological studiesofDutch cities. her research and teaching focus on typomor voor dewoonomgeving professor. Sheisco-author of the of Architecture of the TU Delftasanassistant Since1999 sheworksat sterdam). the faculty gen, Rotterdam) and the ArchitectenCie. (Am are Karelse van der Meer Architecten (Gronin various architecture amongstwhich offices, as anarchitect at the TU Delft.Sheworked for Esther Gramsbergen worked onseveralexhibitions. cerning modernandurbanarchitecture, and He wrote extensively on various topics con ing lecturer inLiverpool,Milan,andPescara. Architecture in Hewas the Netherlands. visit and in Delft, teaches atseveral Academies of associate professor of Architectural Design praten enschrijvenwe nied by the publication on their work in the NAi,whichwasaccompa In1998partners. hisofficehadanexhibition office DeNijl Architecten inRotterdam, with3 He isatpresent co-director of the architecture at the DelftUniversityof Technology in1981. Henk Engel Years ofDutch Architecture She worked on the publication menting andanalyzing architectural projects. professor since1990. Her expertiseisdocu ture, whereTU Delft, sheworksasanassistant 1988 inarchitecture at the facultyof Architec Floet Willemijn Wilms terdam University. affiliated aslector TransUrban with theRot on this topic. hewas Between2002 and2006 ture andurbanism.Healsopublishesregularly renewal on the crossover betweenarchitec terdam, where heworksonprojectsfor urban he isapartner inDeNijl Architecten inRot worked as aresearch associate. Since1993 as anarchitect at the whereTU Delft, healso van VelzenEndry (Rotterdam). terdam) andcurrently for KAW Architecten as anarchitect for DeNijl Architecten (Rot HealsoworkedDe Randstad,Deltametropolis. mapping the transformation ofDutch cities, (1949) graduated asanarchitect The Architectonic ofPhilosophy: (1974) graduated inarchi (1961) graduated in1988 (1959) isanarchitect anda (1964) graduated in1989 (1962) graduated in (Amsterdam University (1998). Engelisan (2001). At the moment Als wehuizen bouwen, (2003) andisco- (2003) A Hundred Zakboek ------a beachpavilioninIJmuiden. struction ofaprivate house in The Hagueand Henk Overduinprize of1998 for the recon As aself-employed architect shewon the [Handbook for housingenvironment](2001). authorof the Zakboek voor dewoonomgeving -