Zuidas Vision Document

Ratified by Amsterdam City Council on 9 September 2009

Zuidas Vision Document
Ratified by Amsterdam City Council on 9 September 2009
ZUIDAS VISION | FOREWORD

Zuidas is a major development The outline of the current document

area in Amsterdam. It is to be a top was produced in 2007, whereupon
international location with mixed extensive political and public consul-
business and residential usage. With tation was undertaken in 2008. There
an outstanding accessibility, aspiring were calls for the spatial framework
to be exemplar in sustainability and of Zuidas to be more clearly defined.
reinforcing the traditional qualities of These calls have been heeded in the
Amsterdam, Zuidas aspires to be a form of Chapter 8: the ‘Street Plan’
very successful development. Zuidas of Zuidas which demarcates the main
will enable Amsterdam, and the public areas and construction zones.
Netherlands as a whole, to compete The specifications and preconditions
effectively in the international arena. for construction are to be included in
This ‘Zuidas Vision Document’ marks the Welstandsnota Zuidas, the pro-
a milestone in the development duction of which relies on a separate
process. It heralds the transforma- formal procedure.
tion of Zuidas from a successful
commercial district to a fully-fledged
urban centre in its own right: a
mixed-usage environment in which
the first homes have now been
completed and occupied. We take
this opportunity to examine the most
appropriate organizational structure
for the years ahead, which may
well involve cooperation between
public and private sector parties. All
stakeholders will commit themselves
fully to the ambitions set out in this
Zuidas Vision Document, which
should therefore be seen as the
‘programme agreement’ for the joint
development of Zuidas as a whole.
Given the dynamic nature of the
project, the Vision Document will
be reviewed and updated every five
years. Work on the next edition will
therefore begin in 2012.
Contents

1. Zuidas in 2007 9

2. Ambitions 21

3. Concept 25

4. Framework 33

5. Networks 47

6. Programme 65

7. Construction approach 81

8. Implementation 91
Zuidas in 2007
Zuidas (literally ‘Southern Axis’)
is a major new development zone
in Amsterdam. It is to be a top
international location where peo-
ple and commerce come together.
The vibrant urban dynamic,
combined with business ambition,
will create countless new oppor-
tunities. Zuidas enjoys excellent
accessibility from the surrounding
city and far beyond. The district
lies alongside a major national
motorway, while the international
station in the heart of the dis-
trict brings Amsterdam Airport
Schiphol within a few minutes by
train. The combination of interna-
tional commerce, a modern urban
residential district and attractive

1
public amenities of the highest
quality will create a diverse and
dynamic atmosphere in this new,
sustainable city centre. Zuidas will
bring the world together.
 1970 (seen from the northwest) 2007 (seen from the southwest)

10
ZUIDAS VISION | INTRODUCTION
1.1 An excellent starting position
Zuidas covers an area of approxi-
mately 270 hectares, dissected by
the A10 motorway (freeway) and
railway lines for both mainline and
local metro services. Under the
current plans, the transport infra-
structure is to be expanded and
moved underground. There will be
a new international rail station and
public transport ‘hub’. This concept
will result in additional space for up
to three million square metres of
construction above ground, set amid
public space of exceptional qual-
ity. Zuidas has three ‘trump cards’,
of which best possible use will be
made:
Excellent accessibility
Zuidas is one of the most acces-
sible locations in the Netherlands.
Approximately six million people
live within a one-hour journey time
by car, train, metro from Amster-
dam’s Central Station, trams from
the city centre and Museumplein,
buses from throughout the region,
by bicycle or on foot using the
finely meshed urban road network.
A marked advantage is Zuidas’
position with just a few minutes
of Amsterdam Airport Schiphol, a
major international hub which sees
25 million passenger movements
each year. Schiphol is Europe’s fourth
busiest airport and is consistently
rated among the world’s best in sur-
veys conducted by Airports Council
International (ACI).
The new station complex will
form the beating heart of Zuidas.
Eventually, no fewer than 250,000
passengers will arrive here by train,
metro, tram or bus every day. With
high-speed (HSL) services to Brus-
sels and Paris, not forgetting the
ICE to Cologne and Berlin, Zuidas
will become Amsterdam’s main
international station. Together
with the seaport of Rotterdam and
Amsterdam’s international airport at
nearby Schiphol, the ‘brainport’ that
is Zuidas will complete a winning
combination, unique in Europe and
providing a gateway to the entire
European market.
A rich setting
Zuidas lies between two established
and extremely popular residential
districts: Amsterdam Zuid and
Buitenveldert. Some 130,000 people
live within a two-kilometre radius.
They have the highest average dis-
posable income in the Amsterdam
region. Indeed, the area is known as
‘the richest town in the Netherlands’.
Museumplein, the cultural heart of
Amsterdam is within the proverbial
stone’s throw. The internationally
renowned Rijksmuseum, Van Gogh
Museum, Stedelijk Museum of
Modern Art and the Concertgebouw
attract countless visitors from all over
the world. And just a few minutes’
walk beyond Museumplein is
Amsterdam’s historic city centre with welcomes 50,000 users every day.
its famous canals. Two major international banks –
While Zuidas is very centrally ABN-AMRO and ING – have their
located, it is also close to wide head offices in Zuidas, which is also
open semi-rural areas, with plenti- home to several large law firms and
ful water and greenery. Just to the financial consultants. In fact, many
west are the Nieuwe Meer (lake) and leading international companies
the Amsterdamse Bos (woods), the have opted to locate in Zuidas,
largest park in the city. To the east is some in the prestigious World Trade
the River Amstel, set amid typically Center. The district also includes the
Dutch meadowlands dotted with the RAI national conference and exhibi-
historic villas and the country estates tion centre and one of the country’s
of the Golden Age. largest universities, which has its own
teaching hospital. Existing ameni-
Before long, Zuidas will have over ties include hotels, bars, restaurants,
200,000 daily users, including sports centres and childcare facili-
25,000 permanent residents, 80,000 ties. There are several schools and
employees and 30,000 students. colleges offering primary, secondary,
They will be able to avail themselves further and vocational education,
of the excellent public amenities, including a number of international
including shops, crèches, schools, schools.
sports centres, bars and restaurants.
Exclusive high-end retail outlets,
theatres, concert halls and museums
will attract visitors from throughout
the Netherlands and beyond.
This international setting will provide
the ideal location for private sector
companies of all sizes, not least
because the Amsterdam metro-
politan region offers a ready supply
of highly qualified, motivated and
multilingual staff.
Diversity
Zuidas already has a number of
high-quality buildings offering some
1.5 million m2 floorspace used for a
wide variety of functions. The district
11
 20 hours

12 hours

7 hours

2 hours
45 mins Amsterdam
Moskou
London
Frankfurt
New York Barcelona Rome Seoul
San Francisco Rotterdam
Shanghai
New Delhi

7 hours Antwerp

Santiago Cologne
Sydney
Brussels
12 hours Lille

New York (7 hours by air) London (45 minutes by air) Antwerp (1 hour by HSL train) Rotterdam (45 minutes by road)

20 hours

12
ZUIDAS VISION | INTRODUCTION

Schiphol (7 minutes by train)

+
+
Museumplein (10 minutes by tram)

+
Amstelscheg (10 minutes by bicycle)

13
14
ZUIDAS VISION | INTRODUCTION
1.2 A successful development
Practically every major transport
investment of the past century, from
the establishment of Schiphol Airport
in 1916 to the completion of the
intercity rail network in 2006, has
helped to strengthen its position.
Although the City of Amsterdam
adopted a system of ‘integrated
planning’ in 1994, and central
government designated Zuidas as
one of its ‘New Key Projects’ in 1997,
Zuidas has largely managed its own
development. A ‘Master Plan’ was
produced in 1998 and the first ‘Vision
Document’ (precursor to the current
document) in 2000. This heralded
the start of a process geared towards
forming Public-Private Partnerships.
In 2006, a covenant was signed
between the City of Amsterdam,
central government and the regional
authority. The Zuidas Organization
was founded in 2007 in anticipation
of the final decision to establish the
Zuidas Development Corporation. A
preselection round was held to iden-
tify suitable private sector partners.
As the last step in this organizational
process, in January 2009 the City
of Amsterdam formed a dedicated
municipal department, the Bedrijf
Zuidas Amsterdam, which is specifi-
cally concerned with the develop-
ment of the district.
Zuidas has been entirely successful
to date. Since 1998, some 500,000
m2 has been completed and taken
into service. (In this document, all
floorspace figures are quoted gross
except where otherwise indicated.) A
further 200,000 m2 is currently under
construction, while preparations for
approximately 400,000 m2 have
begun. The take-up of office space
has averaged approximately 45,000
m2 per year, well above the original
prognosis of 30,000 m2. Growth has
been constant despite the recent
economic downturn. Moreover, the
vast majority of transactions have
involved office space in the very top
market segment.
In the nine years that Zuidas has
been ‘on the market’, it has seen a
marked concentration of companies
active in the financial services sector
(e.g. ABN AMRO Bank, ING, Van
Kempen), legal advice (NautaDutihl,
Stibbe, Houthoff Buruma, Boekel
de Neree, De Brauw, Allen & Overy,
Freshfields, Baker & McKenzie) and
accountancy and taxation consult-
ants (Ernst & Young, Deloitte).
There is also a growing cluster of
multinationals (e.g. AKZO Nobel)
and other international companies
which recognize the potential of
excellent accessibility and proximity
to leaders in their respective fields.
They include the Boston Consultancy
Group, Tata International, Google
and Edelman. Zuidas is therefore
developing a particularly interna-
tional character. With an office rental
take-up of 102,000 m2, three times
the prognosis, 2006 proved to be a
very successful year. Approximately
sixty per cent of the new tenants
were international companies. This
trend continued unabated in 2007.
But Zuidas is to be far more than a
commercial centre. Residential usage
and many new public amenities will
make it a true ‘mixed function urban
centre’. The first 81 homes were
completed shortly before the finaliza-
tion of this document, with a further
250,000 m2 under construction or
in preparation. Cultural amenities
are also already in place. Platform
21, a centre for ‘design, fashion and
creativity’ opened its doors in 2006.
The auction house Sotheby’s is an
established presence in Zuidas. The
Netherlands’ best known academy of
arts, the Rietveldacademie, opted to
locate here several years ago.
Indeed, many amenities of national
and international importance have
formed part of the district for sev-
eral decades. They include the RAI
national conference and exhibition
average
Office space take-up in Zuidas in m2 gross (Source: Jones Lang Lasalle IP, inc. 2007)
centre, VU University Amsterdam
and its research centre and teaching
hospital, VU Medical Center (VUmc).
Cross-pollination between the estab-
lished and the new opens up many
new opportunities. For example, VU
University Amsterdam has launched a
programme to combine and embed
research, education and enterprise
in Zuidas. Its 30,000 students will
certainly contribute to the vitality of
the district.
The momentum exists and will be
exploited to the full. Through a
series of successful projects, Zuidas
will become an extremely important
part of Amsterdam and the entire
metropolitan region. Of course, this
calls for new investments and new
creativity. Given the increasing usage
and density of construction, ‘sustain-
able development’ is an extremely
important aspect to which consider-
able attention will be devoted.
15
 Schiphol
Berlage Plan VU Hospital District Law Courts rail tunnel
1918 1959 1975 1978

1916 1935 1961 1973 1981

Schiphol Amsterdam General RAI VU University A10 (South)
(as military airbase) Extension Plan Amsterdam

16
ZUIDAS VISION | INTRODUCTION

Fifth runway
Metro Metro (Polderbaan) Utrechtboog Second phase of
Line 51 Railway loop Line 50 at Schiphol rail link Mahler IV
1990 1993 1997 2003 2006 2007

1985 1997 1998 2001 2004 2007 2014

WTC ABN-AMRO Master Plan Vision Vision Vision Noord-Zuid
Bank Head Document Document Document Line
Office

17
 London Canary Wharf Paris La Defense Amsterdam Zuidas Amsterdam Centre

18
ZUIDAS VISION | INTRODUCTION
London Canary Wharf
• Currently: 1.5 million m2,
including offices, homes,
200 shops, hotels, bars and
restaurants
• Development: a further 0.4
million m2, depending on
market demand
• Ambition: construction of the
highest quality in a tranquil
and healthy environment for
employees and visitors
1.3 International ambition
Compared to other international
developments, Zuidas wishes to
become more of a ‘mixed usage’
urban centre incorporating a bal-
anced mix of business and com-
merce, residential units and public
amenities. Zuidas will be associated
with spaciousness, with relatively
large dwellings and above-average
floorspace per employee. Parking
facilities are also generous, even
Paris La Défense
• Currently: 3.3 million m2 offices;
0.6 million m2 residential usage;
0.2 million m2 retail
• Development: a further 0.5
million m2 (mixed programme)
• Ambition: a ‘future-proof’ new
La Défense; only sustainable
projects will be considered
though extensive use of public trans-
port will be made (and is already
being made).
Provided Zuidas continues to enjoy
the current level of international
success, there will be an autono-
mous process of growth which
demands even more efficient space
usage. Robust basic qualities must
be in place to ensure that Zuidas
can accommodate the additional
demand. Appropriate strategies
Amsterdam Zuidas
• Currently: 1.5 million m2
construction.
• Development: growth to 4.2
million m2 (38% offices, 29%
residential and 33% amenities).
• Ambition: successful and
recognizable, compact
and liveable, efficient and
responsible.
include the use of flexible building
designs and public spaces of the
highest quality.
Intensification, provided it is applied
in an appropriate manner, will
increase the sustainability of Zuidas.
More efficient use of the limited
space and physical resources is indi-
cated, together with greater reliance
on public transport. However, these
measures alone will not be enough.
Sustainability is now a matter of
Amsterdam Centre
• Currently: 0.5 million m2
commercial/light industrial; 1.4
million m2 offices; 3.5 million m2
residential and 2.2 million m2
amenities.
• Development: increasing
demand for small business
premises.
• Ambition: a good balance
between residential and
business usage; less motorized
traffic with greater use of the
bicycle and public transport.
international concern, not only as
a precondition to successful spatial
development but also as a key suc-
cess factor in increasing the attrac-
tive force and competitive edge of a
location. ‘Sustainable development’
will therefore form a cornerstone of
all plans and ambitions in the years
ahead.
19
Ambitions
The main ambition is to produce
an urban centre which may be
regarded as ‘excellent’ in every
respect. It is to be a centre of
international allure, but distinctive
by virtue of Amsterdam’s existing
local qualities. It will be an integral
part of Amsterdam with great
future value, an enhancement of
the city which strengthens the
economic potential of the entire
region.

2
“A sustainable and successful urban environment of
international allure, but with traditional Amsterdam
qualities.”
22
ZUIDAS VISION | AMBITIONS
“A sustainable and successful urban
environment of international allure,
but with traditional Amsterdam
qualities.” For Zuidas, this means:
A top location: successful and
recognizable
Success, both economic and social,
underpins all ambitions. Zuidas will
therefore focus on quality and on
‘high-end’ office space and public
amenities. The established presence
of leading companies in the financial
and legal sectors forms an excellent
basis for further development in this
top market segment. It will also be
possible to exploit Amsterdam’s tra-
ditional image as a creative, welcom-
ing and tolerant city with a strong
international focus. Zuidas itself
will add an extra dimension to the
region, but not in competition with
the existing centres of commerce
and amenities. It will complement
them, offering a very high standard
of business accommodation, hous-
ing and general services. That high
quality will be seen not only in the
buildings themselves, but also in the
attractiveness and individual identity
of the district.
Amsterdam qualities: compactness
and vitality
A compact, dense urban district
makes the best possible use of
existing local qualities. In the case
of Zuidas, this entails efficient usage
of limited space. There is to be a
mixed programme to encourage
permanent usage throughout the
daytime and evening hours, with
great diversity in functions. Zuidas
will be notable for a high level of
social safety and will attract a broad
diversity of residents and incidental
users with its very diverse ameni-
ties. Public spaces will be of the
highest possible quality, offering
a welcoming microclimate and a
healthy human environment. There
will be direct links, both physical and
perceptual, to the nearby (semi-)rural
areas. At the same time, Zuidas will
have its own ecological qualities.
Sustainable: efficient and “A sustainable and successful
urban environment of inter-
responsible
A sustainable urban district makes
efficient use of the available space.
Efficiency is enhanced by build-
ings which are flexible and can national allure, but with tradi-
therefore be adapted to meet
future requirements. The greatest
possible use of public transport and
tional Amsterdam qualities.”
the bicycle, rather than the private
car, is a further essential condition.
‘Responsibility’ refers not only to
the use of space but also to that of
all resources, materials, energy and
water, as well as responsible waste
disposal. For Zuidas to excel as a top
international location, it must also
excel in sustainable development.
Technological solutions and a sound
economic perspective are essential,
but they must be accompanied by
concern for sustainability which will
therefore be a key component of the
entire development process. This
demands active cooperation on the
part of all stakeholders.
23
Concept
Given that the development is to
be undertaken over a relatively
long period, a hard-and-fast
detailed plan is not desirable. Such
a plan would stand in the way of
flexibility and adaptability. The
overall process must be able to
address unforeseen circumstances
and take advantage of new
developments in, say, construction
techniques, communications or
energy provision.
This Zuidas Vision Document
should therefore be seen as a
‘draft outline’ for the process of
strategic urban development. It
sets out the general direction in
which the ambitions are to be pur-
sued. The exact course is a matter

3
for the Development Corporation
to decide.
 Tram
Bus

Cross-section of the Dok (indicative)

26
ZUIDAS VISION | CONCEPT
3.1 The Dok
One of the key concepts in the
development of Zuidas is the bun-
dling of road and rail infrastructure
in the underground ‘Dok’. Doing
so will serve several purposes. It
will remove the physical barriers
between Zuidas and other parts
of Amsterdam, which is essen-
tial if Zuidas is to become a fully
integrated district of the city as
intended. It will also make optimum
use of the limited space in the very
centre of the Zuidas district. It will
reduce the environmental air pollu-
tion and traffic noise and emissions,
without detracting from accessibility.
In fact, the underground infrastruc-
ture will provide more space for traf-
fic and transport than in the current
situation.
Third junction abandoned in favour
of underground access road
The Dok represents the main invest-
ment underpinning the transforma-
tion of Zuidas to become a sustain-
able, successful and fully integrated
area of Amsterdam. With a view
to maximizing the return on this
investment, it has been decided that
there will be no third A10 junction
(at Beethovenstraat), as proposed
in earlier versions of the Vision.
This means that the aim of allow-
ing the largest possible volume of
motorized traffic to access or exit
the centre of Zuidas as quickly as
possible has been abandoned, not
least because this would also place
some strain on local roads. While
the Dok will also generate additional
traffic in the centre of the district,
the current intention is to optimize
use of the two existing junctions
at Amstelveenseweg and Europa-
boulevard, from which there will be
a direct connection with an access
road (‘Dokstraat’), channelling local
traffic to the centre of the district
entirely underground.
The planned structure of the Dok
comprises the A10, stacked on
each side of the main underground
tunnel. Each carriageway will have
five lanes. Between the carriage-
ways will be six railway lines and
the metro line. The ‘Dokstraat’ will
provide direct underground access
to parking facilities and the facilities
immediately above ground. This Conditions for infrastructure
concept will greatly reduce traffic at
street level in the centre of the dis-
trict. A ‘service level’ will provide the
best possible connection between
the surface and the underground
structures. It will be of particular
importance for passengers transfer-
ring between mainline train and
metro services. The service level will
also enable the essential utility con-
nections for the buildings above to
be placed underground rather than
in their plinths. This will create extra
space in which to establish a good
relationship between the buildings
and the street.
27
 Construction approach (see Chapter 7)

Programme (see Chapter 6)

Networks (see Chapter 5)

Framework (see Chapter 4)

28
ZUIDAS VISION | CONCEPT
3.2 Layered project structure
In order to attain the sustainability
ambitions, eight key concepts are
to be applied. The overall aim is to
create a high-quality urban environ-
ment which:
• is connective and inclusive,
encouraging the development of
a diverse and sound community,
making best possible use of
Zuidas’ position as a hub.
• provides continuity, whereby
total life-cycle costs can be quan-
tified in an effective and realistic
manner, within the framework of
fully cohesive public spaces.
• facilitates flexibility, promoting
dynamic development through
active cooperation in response
to economic and social develop-
ments.
• is of high quality, representing
an exemplary standard of design,
construction and maintenance.
• has a clear identity, embracing
international allure but main-
taining the local ‘roots’, thus
becoming a distinctive part of
Amsterdam.
• is efficient, through high density
and intensity of usage, coupled
with the encouragement of
interaction and a sustainable mix
of functions.
• is viable, promoting economic
development with a favourable
costs-returns ratio.
• takes responsibility by minimiz-
ing adverse environmental impact
and maximizing environmental
benefits.
These key concepts underpin the
four ‘levels’ of the overall develop-
ment ideology for Zuidas. The first
level is a framework of public spaces
which provides both continuity and
quality. The second level is that of
the networks which provide connec-
tions, both physical and perceptual,
with the surrounding area and which
are essential to the district’s ongoing
viability. The third level is a pro-
gramme which is both efficient and
offers sound economic prospects,
not least through its flexibility. The
fourth and final level is a construc-
tion approach which will result in the
desired identity, quality and flex-
ibility, and which can be regarded as
fully responsible in terms of ecologi-
cal sustainability.
1) Framework
The framework of public spaces
offers a robust, timeless and cohe-
sive framework for the development
as a whole. It establishes quality
and future value. In addition to the
streets, squares and greenery, the
framework encompasses water and
the underground infrastructure.
Buildings and public spaces must
complement each other, interacting
to form the optimal urban planning
design.
2) Networks also be some room for individual
Zuidas represents the transformation expression. The ambition of building
of an urban area above and around an ‘exemplar of sustainability’ must
an intensively bundled infrastructure. also be addressed.
The task is not merely to accom-
modate the traffic flows generated
by Zuidas itself, but also those
which pass through the district. The
manner in which vehicles, public
transport, cyclists and pedestrians
are conducted through the district
and the adjacent city areas will
determine the efficiency with which
the entire city functions, as well as
the business and residential climate
of Zuidas itself.
3) Programme
Within the sustainable framework,
Zuidas will be able to develop into a
vital and vibrant urban centre with a
mixed programme. This is an ongo-
ing process which will continue even
after each of the various projects is
completed. Flexibility in develop-
ment demands a certain latitude,
which has been termed the ‘band-
width of freedom’. However, specific
action will also be required at certain
times in order to optimize the urban
development process.
4) Construction approach
It is the buildings which give form to
the programme. It is essential that
those buildings present a certain
commonality and harmony in order
to create a cohesive and recogniz-
able district, although there must
29
 “By 2030, Zuidas wishes to be among the Top Ten
sustainable urban centres in Europe”

30
ZUIDAS VISION | CONCEPT
3.3 Sustainability
The eight key concepts listed in Sec-
tion 3.2 are the guiding principles for
the successful and sustainable devel-
opment of Zuidas. They combine to
form an integrated approach which is
fully in line with the United Nations’
definition of a sustainable city:
“a city in which achievements in
social, economic and physical devel-
opments are made to last”.
The starting position is good.
The Dok concept will take the
environmental impact of the main
infrastructure entirely underground,
whereupon an effective network of
connections can be further devel-
oped. The high density at the hub
of those connections, close to the
centre of Amsterdam, makes effi-
cient use of the limited space and
enables the existing connections
to be exploited to the greatest
degree possible. The policy applied
to date has succeeded in reducing
the proportion of transport move-
ments relying on private vehicles to
approximately thirty per cent, the
remainder relying on ‘slow-moving’
transport (bicycle and on foot) or
public transport.
There are many opportunities to
build upon the existing public
amenities in Zuidas and in Amster-
dam as a whole. For example, the
city has excellent facilities for waste
separation and processing, for the
generation of ‘green’ energy from
waste, and for purifying wastewater
(including rainwater). Zuidas itself
has a collective district heating and
air-conditioning system which can
be expanded to meet future require-
ments.
Given this starting position, it
becomes possible to refine the gen-
eral ambition of becoming a success-
ful and sustainable urban district to
form a clear target: “By Zuidas 2030,
Zuidas wishes to be among the Top
Ten sustainable urban centres in
Europe.” Specific attention will be
devoted to the following aspects:
• energy and CO2 emissions: the
environmental impact of energy
consumption and CO2 emissions
is to be minimized, the ambition
being to achieve an entirely CO2
neutral development
• health and wellbeing: buildings
and public spaces are to be cre-
ated in a way which will enhance
the health and wellbeing of all
Zuidas users
• diversity and social responsibil-
ity: the aim is to foster the devel-
opment of a diverse, fully inclu-
sive community which actively
encourages interaction, personal
responsibility and involvement
• materials: maximum sustainabil-
ity is to be pursued throughout
the chain, from the sourcing of
materials, production methods,
transport, processing and even-
tual disposal.
• waste: the generation of waste
is to be minimized. Where waste
is unavoidable, it is to be trans-
ported and processed in the most
efficient and responsible manner
possible.
• Transport and mobility: there
is to be a sustainable approach
to all transport movements to,
within and from Zuidas.
• Microclimate: the minimum
requirement is that the develop-
ment of Zuidas should cause no
deterioration to the local micro-
climate. Ideally, it will bring about
a substantial improvement of the
human environment.
• Ecology: the aim is to create an
urban landscape which encour-
ages biodiversity and ecological
values.
To achieve these ambitions, the
Development Corporation can
manage the process in two ways: by
establishing criteria, or by undertak-
ing the various tasks itself.
Criteria can be established for all
the various development projects
in Zuidas. In view of its international
ambitions, Zuidas must pursue the
very highest ambitions at the global
level. The resulting criteria should
always be capable of objective
measurement and assessment. One
international system that is frequently
used for this purpose is LEED (Lead-
ership in Energy and Environmental
Design), which originated in the
United States. All projects in Zuidas
will aim for the highest possible
rating – known as LEED Platinum - or
the equivalent ‘Excellent’ under the
British BREEAM (BRE Environmental
Assessment Method). See also Chap-
ter 7, ‘Construction approach.’
It will be extremely difficult for an
individual building to achieve these
high ratings if certain preconditions
and advantages of scale are not in
place at the collective level. The
Development Corporation must rise
to the challenge of ensuring socially
responsible practices throughout
the project, and its Business Plan
will provide details of how it intends
to do so. Organizational structure
and working methods are clearly of
great importance, and should be
embedded within an Environmental
Management System (EMS) which is
certified to ISO 14001 standard. This
aspect is examined in Chapter 8,
‘Implementation’.
Last but not least, active involvement
on the part of the relevant public
sector authorities is required. All
must support the aim of achieving
the very highest level of sustainabil-
ity. This might entail promoting the
use of collective, district-wide utilities
(with advantages of scale in the gen-
eration of ‘green’ energy or waste
processing, for example) or helping
to strengthen the public transport
network serving the Zuidas district.
31
Framework
The basic framework around
which Zuidas is to be built com-
prises the streets, squares, green-
ery and water features which
together form the public space
or ‘domain’. The structure of the
public domain will define the con-
struction zones and provide the
required accessibility. The public
domain will also establish the
connections with the remainder
of Amsterdam and the adjacent
(semi-)rural landscape.
The public domain forms the con-
nective tissue between the indi-
vidual projects. It is the physical
embodiment of all movements in
the district, as people move hither
and thither between buildings
The public domain must show a
high degree of cohesion, both
between buildings and between
the open spaces. This cohesion
can be achieved by means of
transition zones, areas between
the public and private domains.
Such a zone can take many forms:
a gallery or a colonnade, a portico
or loggia. Terraces can also serve
to interconnect buildings, provid-
ing a collective usage for open
space.

4
and other locations. Conversely,
the public domain structures and
directs such movements.
The structure of the public
domain is the most durable com-
ponent of any urban district. Even
where buildings are replaced or
change usage on a regular basis,
the spatial structure remains
constant, often for centuries to
come. Accordingly, the public
domain provides the ideal connec-
tive element and meeting place
for all users.
 Local water system: various levels

Zuidas is embedded within the sur-

rounding landscape and is part of the
local water management structure

34
ZUIDAS VISION | FRAMEWORK
4.1 Landscape
Amsterdam has an abundance of
water and is world famous for its
many tree-lined canals. Water is a
determining characteristic of the
entire region. There is an ingenious
water management system, with
polders and staggered water levels,
to ensure that this part of the Neth-
erlands is protected from flooding.
Water does not respect the bounda-
ries between town and country, and
water is therefore the element which
unifies the urban and rural districts.
Zuidas adopts a clear position within
the water system and makes full use
of the resulting opportunities. Its
northern segment lies in the Amstel-
land boezem (drainage pool), where
the water level is that of the canal
belt. This means that the planned
new canal in this part of Zuidas will
provide a direct navigable link to
the city centre. The southern part
of Zuidas lies in the Binnendijkse
Buitenveldertse polder, where the
water level is lower. A new water-
course can link Zuidas to the canal
system of nearby Buitenveldert. (This
area is not navigable, being desig-
nated a nature area and including
numerous culverts.)
Within this water system, Zuidas
will seek clear connections with the
surrounding landscape, which itself
is very much defined by water. To
the west is the Amsterdamse Bos
(woods), Amsterdam’s largest open
park which has a rowing course dug
for the 1928 Olympics. Alongside
the woods is the Nieuwe Meer lake,
once one of an extensive system of
lakes in this area. The majority have
long since been filled in succes-
sive land reclamation programmes.
(Schiphol Airport now stands on the
site of one such lake.) Nieuwe Meer
is very popular recreation area, with
several small yacht marinas close to The canal belt
Zuidas. A water-taxi service between
Zuidas and the airport is not beyond
the realms of possibility. Just as in
Venice, it would certainly provide a
memorable introduction to the city
for its many tourists.
Hier komt nog een bijschrift
Hier komt nog een bijschrift
To the east, Zuidas is bounded by
the meadowlands alongside the
River Amstel, dotted with historic
country houses built by the wealthy
merchants of the Golden Age. The
river continues to provide a popular
route for recreational vessels. The Nieuwe Meer
River Amstel
possibility of building a marina
(‘Amstel Harbour’) in Zuidas is one
which should be given very serious
consideration.
35
 a

e
36
ZUIDAS VISION | FRAMEWORK
4.2 Urban streets
Moving the main road and rail infra-
structure underground (by means
of the Dok concept) opens up the
possibility of strengthening the con-
nections between north and south,
not merely as traffic routes but as
fully multifunctional ‘urban streets’.
This implies that a similarly multi-
functional urban district will arise at
ground level. It will not be possible,
or at least appropriate, to reconcile
elevated roadways with underpasses
at this location. It now becomes nec-
essary to examine whether it would
be desirable (or necessary) to lower
the existing Strawinskylaan.
Zuidas is to be based on a cohesive
network of streets with no dominant
hierarchy. In other words, the net-
work will be yet another connective
framework, robust and permanent
with a high quality of design and
choice of materials. Continuity and
sustainability are the primary con-
siderations. We apply the following
typology:
a) Urban street
An ‘urban street’ is a thoroughfare
with mixed usage. There will be
some local traffic but the street will
also serve cyclists and pedestrians
who must be greeted by a high
quality environment. This demands
broad pavements (sidewalks) which
enable a programme appropriate
to the urban public to be provided
by the buildings’ lower level (the
‘plinth’). Here, there should be retail
display space, cycle storage facilities
and perhaps pavement cafés. Street
parking will also be possible.
b) Urban street with tram lane
A number of through streets are
crucial to the connections with
surrounding districts. These are true
‘Amsterdam’ streets, with space
reserved for tram lanes. Accord-
ingly, these streets will be somewhat
wider than the standard. Trees, side
pavements and on-street parking are
essential to permit an appropriate
range of uses at ground level and to
create a pedestrian-friendly environ-
ment.
c) Urban street with high traffic
volume
Some streets will have a relatively
high volume of traffic. They include
Amstelveenseweg, the Europaboule-
vard (which connects to the A10) and
parts of De Boelelaan. The priority
here is to facilitate throughflow,
whereupon on-street parking will be
prohibited. As a result, the character
of these streets will be different to
that of the ‘mixed’ Amsterdam urban
street, although design considera-
tions are no less important. Given
that cyclists and pedestrians will also
use these thoroughfares, due atten-
tion must be devoted to quality and
(social) safety.
d) Local access streets
To complement the network of
urban streets, a number of smaller
side streets are required to provide
access to the construction zones.
These will be narrower than the
urban streets. Ideally, the entrances
to parking garages and various
logistic facilities will also be located
on these access streets.
e) Local routes
A number of purely local routes can
be incorporated into the network of
urban streets. These provide ‘short
cuts’ for cyclists and pedestrians
between the main public areas and
urban functions. Such local routes
are also important in reinforcing the
(visual and perceptual) relationship Mahlerlaan, 34 metres in width, offers a
with the adjacent green zones. They good basis for the envisaged network
will have a relatively informal charac- of urban streets.
ter, and ground floor amenities will
be present wherever it is desirable to
create a good urban climate.
37
 1

5
38
ZUIDAS VISION | FRAMEWORK
4.3 Open spaces
The public domain will also be
defined by a number of distinctive
open spaces in the form of squares
and parks. The objective is not to
create as much public space as pos-
sible: quality is far more important
than quantity. The overall design and
structure of Zuidas will be one of
harmony, contemporary ‘chic’, allure,
tranquillity, warmth, unity, rhythm,
repetition and comfort. It will rely
on materials with recognizable and
proven qualities, on the use of trees
(such as elms and limes) to reinforce
the general ‘Amsterdam feel’, and
on water.
To achieve the intended level of
quality in keeping with the ambi-
tions, we shall build upon the
strategy which has been applied
by the City of Amsterdam thus far.
The ‘standard’ level of quality will
be applied in those areas of Zuidas
which are strongly related to the
adjacent (existing) neighbourhoods.
One example is Kop Zuidas, which
will be designed in keeping with
nearby Rivierenbuurt. The ‘high’
level of quality calls for investments
which are some 10% to 25 % higher,
and is to be applied in large areas of
Zuidas in which the focus is on creat-
ing a modern, urban environment.
It is also to be applied to the urban
streets, as described above. The
plinth functions and the interaction
between the buildings’ plinths and
the public spaces are of particular
importance. Throughout the main
public spaces, including the squares
and the ‘Minerva Axis’, an even
higher level of quality – ‘exclusive’ is
to be applied. The required invest-
ment per square metre will be three
or four times higher than that for
‘standard’ quality.
1) Squares
Public squares are the focal point of
urban living. It will be possible to dif-
ferentiate between the design of the
squares and that of the surrounding
streets. The most successful squares
are usually those with a relatively
neutral urban character and high
intensity of usage. Overdesign or the
addition of kiosks and other inciden-
tal structures is usually an attempt
to camouflage the sheer emptiness
of such areas. Strategic location is
important, as is a clear linkage with
the urban programme or special
functions. Too big or too ‘busy’ will
lead to dilution. Once again, quality
is far more important than quantity.
2) Neighbourhood squares
The smaller open areas in the indi-
vidual neighbourhoods are of a dif-
ferent order, but they also determine
the atmosphere and usage value of
their respective zones. Here, it is not
the urban hustle and bustle which
predominates, but local quality with
local amenities such as children’s
play equipment.
3) Parks
Establishing a clear connection
with the adjacent semi-rural areas
will do much to assure the quality
of Zuidas. Within the district itself,
the tranquil greenery of Beatrixpark
provides clear added value. The park
is protected as a listed ‘municipal
monument’ but a strengthening of
its connections with the wider area
can increase quality yet further.
4) Sports fields
Two football clubs are based in
Zuidas. Routes alongside and
between the sports fields will
strengthen connections between
Zuidas and the surrounding area,
while shared use of (part of) the
sports fields will increase their
Zuidplein is a public area which is
usage value while promoting
currently isolated by infrastructure. In
social cohesion. A section of the
future, however, it will become part of
Amsterdamsche Football Club (AFC)
the Minerva Axis.
ground, with its five pitches, will be
positioned over the Dok and will
provide a link with Beatrixpark as
part of a ‘green corridor’ between
Buitenveldert and Oud Zuid. The
four pitches of SC Buitenveldert particularly promising concept for
will reinforce the relationship with the Beethoven and Ravel zones.
Buitenveldert and with Amsterdamse In Ravel, it will not be possible to
Bos. create a formal park setting as such;
the green open areas alongside the
5) Communal gardens sports fields are too small to become
An alternative to the small neigh- a fully-fledged park. Accordingly, the
bourhood squares is to create intention is to extend construction as
(communal) gardens, either within far as the route alongside the sports
the construction elements (as fields, while strengthening the green
courtyards) or where the elements quality by means of gardens within a
have a semi-open form. This is a semi-open block structure.
39
 Square Covered street

40
ZUIDAS VISION | FRAMEWORK

The heart of Zuidas

The most important public building
in Zuidas will be Station Zuid, which
will be of regional significance.
Chapter 5 (‘Networks’) examines this
aspect in further detail. It is essential
that the station becomes a full part
of the public domain, recognizable
not only within Zuidas itself but also
as part of Amsterdam as a whole.
This requires that it is of adequate
size and quality, not least to enhance
the human environment in the most
densely built section of Zuidas.

Esplanade

41
 Water retention to enhance quality of
public space

Water network of Zuidas and

surrounding area

42
ZUIDAS VISION | FRAMEWORK

4.4 Water management

Water is a determining factor in the

spatial development of Zuidas, as in
the physical connections with exist-
ing waterways as described in Chap-
ter 4. At the same time, due atten-
tion must be given to water storage
and water quality when designing a
sustainable urban environment.

The densification of Zuidas raises

certain major challenges in terms of
water storage. To prevent flooding in
Zuidas and the surrounding area, the
‘stand-still’ principle is to be applied.
This means that the entire process
of retention, storage and transport
will rely heavily on retaining precipi-
tation at the level of the individual
building or zone, by means of ‘green
roofs’ and water features. Storage
will rely on a robust network of local
watercourses which connect directly
to the main existing waterways. The
position of the Dok plays a very
important part in this network. On
its northern side, the Dok structure
forms a concealed water course
between the Amstelland ‘boezem’
(drainage pool’) and the Binnendi-
jkse Buitenveldertse Polder. Two new
and robust waterways are therefore
required: the Prinses Irenegracht to
the north and De Boelegracht to
the south. As stated in Section 4.1
(‘Landscape’), Irenegracht will add an
extra dimension to Zuidas because it
will be fully navigable. The construc-
tion of Prinses Irenegracht will result
in a direct connection for waterborne
transport between Zuidas and the
city centre and, by incorporating
the Fred Roeskestraat dock and the
waterway between Beethovenstraat
and Beatrixpark, can also be con-
nected to the Zuider Amstelkanaal.
Excess groundwater can be pre-
vented by raising the level of entire
areas, laying further watercourses,
improving subsoil drainage and
introducing gravel buffer layers. In
any event, it is essential to ensure
that groundwater cannot enter the
drainage system.
Open water offers opportunities for
the traditional practice of peak-level
water storage, as well as additional
ecological and usage values. In
today’s changing climate, with
increasing frequency and intensity
of rainfall, this is an essential pre-
condition of sustainability. However,
the new watercourses will not in
themselves provide adequate water
storage capacity. Moreover, merely
diverting excess water into the
surrounding areas is not permitted,
although a small number of areas
outside the Zuidas planning zone
(Amstelpark, Gijsbrecht van Amstel-
park and the Schinkel islands) have
been designated storage (buffer)
zones. Alternative water storage
capacity is therefore required: under
sports fields, in or alongside park-
ing garages, in the public areas, in
the Dok structure, on roof gardens
or in the form of water features
(ponds and lakes). Here, necessity
can be made a virtue and one of the
distinguishing features of Zuidas,
which will then become a reference
project demonstrating how today’s
water management challenges can
be addressed successfully in such a
heavily urbanized environment.

43
44
ZUIDAS VISION | FRAMEWORK

4.5 Energy and other utilities

A further component of the robust

framework is the extensive under-
ground infrastructure of cables and
pipes. They are all out of sight,
but essential to the functioning of
the district. It must be possible to
replace, repair and lay new cables
and pipes in a sustainable manner.
The nuisance caused by surface
works would detract from the qual-
ity of the public space and would
hamper accessibility. Convenience
is not the only argument in favour
of ‘bundling’ the infrastructure,
however. Doing so creates extra
space for trees and enhances the
robustness of the system in terms of
continuity and risk management.

In siting the cables and pipes, the

main objective is to achieve maxi-
mum efficiency and sustainability.
This is made possible by the con-
struction of an ‘Integrated Connec-
tions Tunnel’, the concept already
applied beneath Mahlerlaan.
The plans must take into account the
space required for the shared district
heating system, the shared air-
conditioning system and the subter-
ranean heat exchangers. All make a
relatively high demand on space but
contribute much in terms of sustain-
ability. Drainage relies on a triple
separated system in which rainwater
is introduced into the surface water,
either directly or after filtration.
Main route with side connections
On the northern and southern
sides of Zuidas are compact zones
reserved for the bundled infrastruc-
ture of cables and pipes. The section
below Mahlerlaan has already been
completed, while that in Vivaldi is
nearing completion. From these
‘main routes’ will run a number of
branch connections towards the
Dok. A temporary connection is to
be created to the east, between RAI
and Vivaldi, provisionally by means
of a bridge over the infrastruc-
ture. Various branch connections,
themselves bundled, will run from
the main route to serve the various
zones. Distribution within each con-
struction block will be internal.
The main structures required, such as
power generating stations, substa-
tions, pumphouses, switching rooms
and distribution centres, are to be
located as close to the main route as
possible. In keeping with the desired
level of quality, they should also be
underground wherever possible, or
brought together in shared ‘utility
centres’.
Integrated Connections Tunnel
Building-reliant equipment, such as
the heat exchangers, transformers,
sewage tanks and pumps, should be
included in the buildings wherever
possible. The Zuidas district as a
whole will require fifty 10 KV distribu-
tion substations.
It is essential that all facilities for
energy distribution and other utilities
are taken into account in the spatial
plans for the surface area.

45


Networks
The concept of bundling infra-
structure in the very heart of
Zuidas will greatly enhance the
district’s accessibility, whether
by car, train (including the inter-
national High Speed Link) and
metro. At the same time, how-
ever, the infrastructure could form
a barrier in terms of the internal
connections and the relationship
with the immediate surroundings.
The fundamental solution when
organizing these external and
internal connections is to bring
the main transport infrastructure
below ground in ‘the Dok’, allow-
ing a fully fledged urban district
to be created at ground level.
This principle was established as

5
long ago as 1998 in the Zuidas
Master Plan.
 Existing railway lines

Existing metro lines

Existing tram services

48
ZUIDAS VISION | NETWORKS
5.1 Public transport
Zuidas is already well served by
public transport, and will be even
more so in future. Nevertheless,
some fundamental improvements
must be made in terms of the con-
nections with the surrounding city
and wider region.
A key strength of Zuidas is its
strategic location within the national
rail network and the urban metro
system, particularly once the new
Noord-Zuid line has been com-
pleted (currently scheduled for
2014). With two combined rail and
metro stations (RAI and Station
Zuid) and further metro stations at
Amstelveenseweg, Europaplein and
De Boelelaan, the district will enjoy
unrivalled accessibility by public
transport.
The journey time to Amsterdam
Airport Schiphol by train is just
seven minutes. The completion of
the Utrechtboog (loop line) places
Station Zuid at a prime position
within the national rail network. It
can already be seen to be playing
a stronger role as a central station
for the entire city. Since the Utrech-
tboog opened in 2006, the number
of passengers using Station Zuid
has increased by 35%. This growth
will continue with the opening of
the Hanze Line in 2013 and the start
of international High Speed Link
services in 2020. Current projec-
tions are that the number of trains
passing through Station Zuid will
increase to 25 per hour during the
years ahead. This increases the
urgency of completing a third rail
tunnel and expanding the station
from four to six platforms. The
importance of Zuidas to public
transport by train is becoming far
greater than originally thought. The
existing metro services are also to
be expanded with the opening of
the Noord-Zuid Line, which will fur-
ther enhance the district’s position
within public transport networks.
An extension of the Noord-Zuid line
to Amstelveen would increase its
value yet further and this option will
be investigated further. It is at least
physically possible, given the route
of the underground Amstelveen-
boog.
An extension to Schiphol will
depend in part on developments at
the airport itself. In order to ensure
that the option remains open, space
will be reserved within the Dok
for a light railway connection. If it
materializes, this development of
the public transport system would
render Station Zuid one of the two
main stations in Amsterdam, on a
par with Central Station itself.
Improving the local network
Zuidas’ local and regional transport
connections must be improved.
Once again, Station Zuid will form
a main focus. It is something of a
paradox that Zuidas enjoys excel-
lent accessibility, but its internal
transport services are somewhat
below par, particularly those run-
ning east-to-west. The existing tram
services do not extend beyond the
outskirts of the district. Walking dis-
tances are too far to establish fully
interactive relationships between
east and west.
Extension of tram network
The tram should be allowed to play
a stronger role. For the people of
Amsterdam, the tram has greater
emotional significance than the
bus; it is an intrinsic part of city
life. There are also considerations
in terms of strategic image: with a
tram service, Zuidas would be seen
as a fully-fledged part of Amster-
dam, and Zuidas would be far
more accessible for all Amsterdam
residents. Although the form of the
tram network is a matter for the city
and regional authorities to decide,
Zuidas has identified several prom-
ising opportunities. There seems to
be no good reason why the current
Line 5 should not be extended and
rerouted, while Lines 4 and 16 also
offer potential.
Bus services
It is equally important that Zuidas
should be well served by local and
regional buses. Accordingly, the
plans provide for the construction
of a number of dedicated tram and
bus lanes to facilitate throughflow
and enable the frequency of serv-
ices to be increased. A significant
advantage of these dedicated lanes
is that they can also be used by the
emergency services, group trans-
port and taxis.
The modal split
The ‘modal split’ refers to the
proportion of transport move-
ments to and from Zuidas which are
undertaken by car, public trans-
port or bicycle. The development
strategy to date has resulted in a
split of approximately 40% public
transport (in line with that elsewhere
in Amsterdam), 30% bicycle (higher
than the city average) and 30% car
(lower than the city average). With
an eye to sustainable development,
this may be seen as an extremely
good outcome. If the current
strategy is pursued unaltered, the
proportion of public transport
usage is projected to increase by
10% to reach 50% of all transport
movements. The Development
Corporation should do everything
possible to encourage this develop-
ment, while also devoting atten-
tion to bicycle usage. The overall
effect could then be a reduction in
car usage from the current 30% to
around 20%.
49
 Amsterdam’s Tram Line 5 connects a
series of major locations

50
ZUIDAS VISION | NETWORKS
5.2 Tram 5
A better tram service for Zuidas
would not only enhance accessibility
but would also create an emotional
bond, embedding the district into
the city as a whole. The tram is seen
as synonymous with Amsterdam.
The Noord-Zuid Line will provide
speed and efficiency but will be
almost entirely underground. Tram
Line 5 could be an extremely valu-
able complement. Its existing route
connects virtually all major locations
in the city, including museums,
squares and public attractions. For
the tourist in no particular hurry,
it offers an ideal introduction to
Amsterdam. Tram 5 also provides
opportunities for local transport
movements, bringing Zuidas and
its neighbouring districts into closer
contact.
Once the Noord-Zuid Line comes
into service, the significance of
the Tram 5 and Metro 51 serv-
ices between Station Zuid and
Amstelveen will be greatly dimin-
ished. One interesting option
would be to reroute Line 5 as far as
Amsterdamse Bos. For the first time
in history, Amsterdam’s largest and
finest park would then be readily
accessible by public transport. Line
5 already serves the VU University
Amsterdam campus and VU Medical
Center. Rerouting through a larger
section of Zuidas would render it an
essential artery within Amsterdam,
doing much to cement the mutual
relationship between Zuidas and the
remainder of the city.
Tram 5 at Koningsplein
Of course, any decision regarding
the rerouting of any tram or metro
service is a matter for the regional
authorities. However, Zuidas itself
can ensure that the possibility of
doing so is taken into account in its
plans for the street profiles.
51
 Hauptbahnhof, Berlin

Grand Central Station, New York:

national icon and transport machine
combined
52
ZUIDAS VISION | NETWORKS
5.3 Station Zuid
Station Zuid is the lynchpin of all
public transport services in Zuidas,
and is of increasing importance to
transport throughout the Amster-
dam region. In 1998 (when the
Zuidas Master Plan was produced),
Station Zuid handled approximately
five thousand passenger move-
ments a day. By 2007, that number
had risen to 36,000. According to
the current projections, the station
will serve 230,000 passengers a
day by the year 2030, bringing it
on a par with Amsterdam’s Central
Station today. Here, all transport
modalities – train, metro, tram, bus,
taxi, ‘Kiss & Ride’ and bicycle –
converge in an urban area in which
passengers and visitors must feel
comfortable and safe.
Location and function
The plans provide for an under-
ground ‘transfer level’ where pas-
sengers can change between train
and metro. This concept is intended
to separate these passengers from
the users of the general public
facilities at ground level. It is part
of the ‘service level’ between the
roof of the railway tunnels and the
service (see also Chapter 3).
The choice of station location
depends entirely on the usage and
quality of the public spaces. The
new station complex will lie on or
alongside the Minerva Axis, the
extension of today’s Minervalaan.
This is because 40% of passengers
will be approaching or leaving the
station from the north or south.
Moreover, this location will do
justice to the future significance
of the station (which in fact was
foreseen by the Plan Berlage of
1918). A location amid public open
space enables sufficient light and air
to enter the transfer level, which is
clearly essential to its functioning at
the desired level of quality. The aim
is that the station should be readily
accessible from all directions, with
the exits and entrances linked to
the bus and tram stops and main
pedestrian routes. The station will
therefore be accessible from four
sides: Zuidplein, Beethovenstraat,
Mahlerplein and Parnassusweg,
as shown on the map on page 55.
The map also illustrates the central
location of the station within Zuidas,
and the fact that it can be reached
via all adjacent streets.
Icon and landmark
Station Zuid is a collective amenity
which serves not only Zuidas but
the entire city. It will also stand as
an icon of sustainable development
by virtue of the ‘bundling’ of public
transport modalities at one loca-
tion. As a landmark, it will occupy
a prominent position within the
Minerva Axis, clearly recognizable
from the adjacent urban streets,
Beethovenstraat and Parnassusweg.
Location and significance within
the public domain
Station Zuid is to be fully incorpo-
rated into the structure of the public
domain and, as noted above, will
be accessible from all sides. To
ensure that the station and its sur-
rounding zone function effectively,
due attention must be devoted to
its position and orientation in rela-
tion to the commercial programme,
and the local retail outlets in
particular. A cluster of shops is likely
to develop between the station
and Beethovenstraat (see Chapter
6: ‘Programme’). The public ameni-
ties in and around the station will
enhance user comfort but must not
impede the transport function.
Transfers: clear and convenient
An important feature of the station
will be its underground platforms,
some of which will be 430 metres
in length, together with the transfer
level above. The interconnection of
the three levels – platforms, transfer
level and station hall at ground level
– should be obvious. Orientation,
(natural) light, functional continuity,
accessibility, efficiency and flex-
ibility are all essential to the linkage
between ‘upstairs’ and ‘downstairs’.
Transferring passengers will benefit
from short, clear and immediately
recognizable routes between the
various transport modalities. Most
transfers will be between metro and
train, for which there should be a
straightforward route on the service
level, with no crossing of passen-
ger flows. If possible, the distance
between a bus stop and the farthest
tram stop should be no more than
150 metres.
Arriving at the station and
onwards transport: bus, tram and
taxi
Zuidas is part of Amsterdam. On
leaving the station, one should
have the feeling of being in a true
Amsterdam (urban) street. Bus
stops, tram stops, the taxi rank and
the ‘Kiss & Ride’ area must there-
fore be incorporated into the urban
streets adjacent to the station rather
than being isolated in their own
‘substations’. One option might be
to cluster tram and bus stops along
the street to the south of the sta-
tion, with other vehicles using that
on the northern side.
To maximize the efficiency of space
usage and the quality of the surface
area, it will be preferable to have as
few bus and tram stops as practica-
ble. Each of the stops outside the
station should be used by several
routes or lines, their termini and
buffer locations being elsewhere.
53
 Level 0: street level

Level -1: transfer level

Level -2: platforms

54
ZUIDAS VISION | NETWORKS

Proposed siting of bus and tram stops

alongside Station Zuid

Arriving/onwards transport, with

dynamic (shared) bus and tram stops in
the adjacent urban streets

55
 Existing network of dedicated cycle
paths

48%
13%
9%

10%
20%

It is likely that cycle traffic will be

heaviest along the Minerva Axis and
the urban streets between Zuidas and
Amsterdam Oud Zuid.
56
ZUIDAS VISION | NETWORKS
5.4 The cycle network
Amsterdam has an extensive, finely
meshed network of cycle routes
with little hierarchy. The cyclist can
access virtually every part of the city,
with many dedicated cycle paths to
maximize safety and convenience.
As can be seen from the map, the
network is particularly dense to
the north of Zuidas. This network
should be extended into Zuidas and
strengthened in line with the density
of construction and the resulting
concentration of users. There should
be a very finely meshed system of
cycle paths in both the east-west
and north-south directions, provid-
ing good access to all areas and
particularly the stations and green
areas.
The intention is that all urban streets
will have their own dedicated cycle
lane. Along the pedestrianized
Minerva Axis, cyclists will have prior-
ity: vehicles exiting the side streets
must give way. Attention must be
devoted to the throughflow of
cyclists along the main routes and
to (social) safety. Stations must be
fully accessible and ‘cyclist-friendly’
in terms of their amenities. Raised
roads with embankments and
underpasses would be inappropri-
ate. Road safety is a priority in every
instance.
Cycle storage and parking
In addition to an effective and
efficient network of cycle routes,
there must be adequate facilities for
storing and parking bicycles. This
will enhance accessibility, local qual-
ity and air quality. It will reduce the
risk of theft, and will promote cycle
use and that of the public space.
Amsterdam wishes to create a city-
wide infrastructure of secure bicycle
stores, to promote their usage and
to minimize the running costs.
If cycle use is to be encouraged,
there must be adequate, user-
friendly and conveniently located
storage facilities, preferably indoors
and secure. Such facilities are essen-
tial alongside the concentrations
of public amenities such as the VU
University Amsterdam campus, the
Offices and residential units should
RAI, entertainment venues (such as
have their own indoor cycle parking
the planned Van den Ende theatre),
facilities (or reserved space in an
shopping areas, cultural ameni-
adjacent building). Again, no set
ties and stations. No fixed norms
norms have been established and
have been established; the guid-
cases are to be examined on an
ing principle is that supply should
individual basis. The design of the
be matched to actual demand at
public areas must also take cycle
each location. In the case of Station
storage and parking requirements
Zuid, the prognosis is that storage
into account.
for at least 10,000 bicycles will be
required by the year 2020.
57
58
ZUIDAS VISION | NETWORKS

5.5 Pedestrians

The atmosphere and character of

Zuidas can best be appreciated on
foot. Eventually, everyone in the dis-
trict becomes a pedestrian, whether
they have arrived by car, bicycle or
public transport. All areas must be
inviting and safe for pedestrians.
Pavements (sidewalks) should be
at least 3.50 metres wide and there
must be ample opportunity to cross
the streets safely. There should also
be fully pedestrianized zones around
the major concentrations of public
amenities, such as Station Zuid,
with clear and attractive routes into
adjacent neighbourhoods and the
green areas.
The routes and pedestrian zones
with the highest usage will be those
close to the buildings which house
public amenities in their plinths.
Here, interaction between the
building and pedestrians should be
optimized by ensuring maximum
transparency of the buildings’ front-
age.

59
 Existing motorways (freeways)

Existing urban streets

60
ZUIDAS VISION | NETWORKS
5.6 Motorized vehicles
The Vision Document 2007 seeks
to reduce traffic in the central area
of Zuidas to the greatest extent
possible. For a long time it was
assumed that the best way of
ensuring throughflow would be to
create a third junction with the A10
from Beethovenstraat. This would
bring traffic into the very centre
of Zuidas, and thence to various
destinations both within Zuidas and
far beyond. In other words, both
local and through traffic would pass
through the centre of the district.
This would greatly dilute the effects
of investment in the Dok concept.
Accordingly, the current proposals
focus on improving the existing
access routes on the fringes of
Zuidas, from where local traffic flows
can be better organized. Two key
interventions are envisaged. First,
there will be a dual access road on
the south side of the junction of the
S109 and Europaboulevard, creating
a new connection with the A10. As a
result, the traffic flows already on the
urban road network would be into
separate lanes of the A10 and from
there can proceed onto the A1 or A2
motorway.
The second key intervention is the
construction of the underground
access road, or ‘Dokstraat’. This
will provide access to the centre of
Zuidas from both Amstelveenseweg
and Europaboulevard. The efficiency
of the access road concept can be
maximized by incorporating local
feeder routes, access to parking
facilities, logistics areas (for loading
and unloading, and for refuse col-
lection), perhaps also serving areas
beyond the Dok itself. Together,
these measures will enhance the effi-
ciency of traffic flow management to
a far greater extent than the original
idea of a third junction. Further opti-
mization can be achieved by creat-
ing another dual access/exit road on
the S108 at Amstelveenseweg, to
serve the A10 West and A4 in both
directions (east and west).
The overall result of these proposals
will be a better human environment
in the centre of Zuidas. It will reduce
emissions and traffic noise, creating
a cleaner and relatively traffic-free
urban core in which greater priority
can be given to cyclists, pedestrians
and public transport.
For local traffic within Zuidas there
will be a two-tiered hierarchy: the
main road network and the other
streets. From the main network,
which surrounds the district in the
form of a rhomboid, the volume of
traffic will be distributed as evenly as
possible. The finely-meshed network
of multifunctional streets will offer a
number of alternative routes.
This distribution of traffic will pre-
clude the situation in which a few
streets become the ‘rat runs’ of
Zuidas with excessive congestion.
It will ensure that De Boelelaan (to
take one example), while a relative
busy street, can be a fully multifunc-
tional thoroughfare, especially if it
becomes possible to convert part of
Roeskestraat to similar ‘urban street’
usage in future. Making it easier for
pedestrians to cross De Boelelaan
at various points will promote the
integration of Buitenveldert, the
VU University Amsterdam campus
and Zuidas. It may be appropriate
to reroute slow-moving traffic on
Roeskestraat onto the ‘green route’
alongside the Zuider Amstelkanaal.
Better traffic flow distribution from
the Amstel and Nieuwe Meer
junctions will facilitate throughflow
onto the A10 Zuid and will enhance
access to Zuidas itself. The most
future-proof traffic management
solution for Zuidas is one in which
there are adequate access and exit
routes at all four corners of the
district. The Dokstraat concept will
ensure that local traffic is kept off the
main road network to the greatest
extent possible.
61
 High-quality parking facilities capable of alternative future use Canary Wharf: car parks converted into shops

62
ZUIDAS VISION | NETWORKS

Parking acter, with a wide range of uses and

Zuidas has long since adopted the
parking norms established by the
city authority in 2001. In the case of
residential usage, this means that
there will be 1.25 parking places
per unit. Offices within 800 metres
of a station would have one park-
ing space per 250 m2, while those
further from a station will have
one parking place per 125 m2. In
principle, public amenities are to
be allocated one parking place per
100m2 , although this figure will be
re-examined on an individual basis
depending on the precise function
of the amenity in question.
The high ambitions in terms of sus-
tainability have prompted a revision
of the plans for parking facilities. The
aim is to achieve a 20% reduction in
the number of parking places that
would be required according to the
norms stated above (10% between
2008-2018 and 10% between 2018
and 2028).
users. The exception is the Dokstraat
access road, which will be designed
specifically with cars in mind.
These developments may well result
in reduced demand for parking
places in future, whereupon the lim-
ited space within Zuidas can be put
to alternative use. Accordingly, those
parking facilities which are created at
this stage must be flexible to allow
adaptation at a later date. It is, for
example, appropriate to impose a
minimum ceiling height requirement
for the indoor car parks. Similarly,
some parking places should be at
surface level on the urban streets.
Not only will this encourage greater
use of the functions in the adjacent
buildings’ plinths, it will also create
greater flexibility within the street
profiles.

As stated in Section 5.1 (‘Public

Transport’) the current proportion of
transport movements undertaken
by private car is approximately 30%.
This is a relatively low figure and
can be reduced yet further. The
concept of urban streets in which
the throughflow of motorized traffic
is not a key priority (as described
in Section 4.2: ‘Streets’) is seen as
appropriate in this regard. Such
streets will be multifunctional in char-

63
Programme
Chapter 4 describes the frame-
work within which the programme
for Zuidas is to be developed.
The business case included in the
1998 Prospectus was based on
the starting situation at that time,
and on the developments and
projects proposed by the Zuidas
Master Plan of the same year. In
other words, it was concerned
entirely with the future.
The subsequent Vision Docu-
ments attempt to give a broader
picture, taking into account the
programme which had been
realized prior to 1998 and the
fact that a certain volume of the
existing buildings would have to
be demolished to make room for

6
the new developments.
66
ZUIDAS VISION | PROGRAMME

6.1 Position within Amsterdam Several complementary components

can already be seen in the current
Among the larger centres of public situation. The western part of Zuidas
amenities in Amsterdam, Zuidas is dominated by VU University
will assume a distinctive position. Amsterdam and VU Medical Center,
Unlike Amsterdam Zuidoost, Tel- the eastern part by the RAI confer-
eport Sloterdijk, Amsterdam Noord, ence centre, and the central area by
Amstelveen and Schiphol, it has the business district which focuses
a mixed programme to create an on the World Trade Center.
international business centre with
a large proportion of housing and
public amenities.
In terms of quality, the ambition is
to occupy a position in the highest
segment. This is particularly true in
terms of offices, science and educa-
tion, culture and retail amenities.
Zuidas will stand apart from other
urban centres by virtue of its strong
international orientation.

One of Zuidas’ greatest strengths is

that it will not become yet another
‘cloned’ international business
district. It is firmly embedded
between some of the most prosper-
ous residential districts in Amster-
dam, with major urban amenities
including the Concertgebouw and
world-renowned museums close at
hand. By exploiting this location to
create a commercial and residential
environment of the highest quality,
Zuidas will complement the exist-
ing city centre, both physically and
emotionally, whereupon the districts
will gradually meld into each other in
every respect.

67
 Current Programme Zuidas
The ‘current programme’ refers to that
since the publication of the 1998 Master
Plan. It is the additional programme
(business case) excluding the existing
buildings and required demolition. The
upper limit for this programme has been
set at three million square metres.

Total Programme Zuidas

The ‘total programme’ is the additional
programme including everything that
was realized prior to 1998.

68
ZUIDAS VISION | PROGRAMME
6.2 Programme
Three distinct areas or ‘zones’ can
be identified within the current
situation. Within an area as large as
Zuidas, the aim of achieving diversity
and recognizability can be pur-
sued by building upon the specific
character and qualities of these
zones: Zuidas West with VU Univer-
sity Amsterdam and VUmc, Zuidas
Centre with its business cluster and
Station Zuid, and Zuidas East which
centres on Europaboulevard and
RAI. In practice, of course, these
zones are not clearly demarcated:
there is some overlap between
them. However, their individual
nature is clearly reflected within the
overall programme.
Basic programme
In 2007, the buildings of Zuidas
offered total floorspace of approxi-
mately 1.5 million square metres.
This figure includes all existing
buildings within the urbanized area
(RAI, VU/VUMC, construction prior
to 1998 and that completed since
1998).
The programme details as updated
in 2007 form the basis of the ‘current
programme’, being the newbuild
potential less those buildings demol-
ished since 1 January 1998 and
those earmarked for demolition. The
current programme is also the basis
for the Environmental Impact Assess-
ment (EIA). In some development
areas, the current Vision Document
therefore differs from the original
business case (which considered only
the newbuild capacity.
The programme sets out the propor-
tion of commercial, residential and
amenity usage for Zuidas as a whole
and the three identifiable zones.
There are differences between the
zones, with a relatively small propor-
tion of residential usage in Zuidas
Oost, for example. Across the district
as a whole, however, the aim of
achieving a roughly equal balance of
business and residential usage is to
be achieved.
Total programme
Since the very start of Zuidas’
development, the aim has been to
develop the residential and busi-
ness functions in roughly equal This ‘total programme’ for Zuidas as Rather than seen this as a weakness,
proportion, with approximately 10% a whole comes even closer to the in fact, building upon the existing
of floorspace devoted to public concept of a fully multifunctional, characteristics and qualities is likely
amenities. In other words, Zuidas is mixed usage urban centre than to provide added value for Zuidas as
to become a fully multifunctional, the current programme alone. It a whole.
mixed usage urban centre. This is represents a broadly equal balance
clearly demonstrated by the current between the three functions: busi-
programme. ness, housing and public amenities,
It is interesting to examine what with each function accounting for
the actual situation could be if the approximately one third of the avail-
existing buildings are also taken into able floorspace.
consideration alongside a number of When the three zones are examined
zones (e.g. VU, VUmc and RAI) which individually, we can see that the
fall outside the current programme. functions are less equally repre-
The resulting programme would sented. In Zuidas West, for example,
then encompass a total floorspace in VU University Amsterdam and VUmc
excess of 4.2 million square metres. are particularly dominant, while the
RAI dominates the eastern zone.
69
 Zuidas West
In Zuidas West, described as the
‘Knowledge Gateway’, the possibility
of incorporating the university into
a mixed environment which also
includes housing, business, bars and
restaurants, offers opportunities for
interaction and ‘cross-pollination’
between the academic world and
the private sector. The extent and
success of such interaction will
depend to a significant degree on
the form of public spaces. Meeting
spaces, both indoors and outdoors,
are required.
70
Zuidas Centre
Zuidas Centre, the ‘downtown area’,
is the most densely built-up district
of Zuidas. Incorporating a relatively
high proportion of residential usage
will open up new opportunities to
create a mixed-usage area with
offices, homes and public amenities,
with a strong emphasis on high-end
retail outlets. The focal point of this
district is Station Zuid, which will
take on growing significance for
Amsterdam as a whole.
ZUIDAS VISION | PROGRAMME

Zuidas East
Zuidas East (the ‘Gateway to the
Amstel’) is more fragmented and
less cohesive than the other zones. It
will include major public attractions,
such as the existing RAI conference
centre and the planned Van den
Ende theatre. The bundled infra-
structure will continue to dominate
this zone to a greater degree than
the others. The challenge here is to
improve the connections between
the various fragments, alleviating
the barrier effect of the infrastructure
and strengthening the physical and
perceptual links with the outlying
Amstel landscape.

71
72
ZUIDAS VISION | PROGRAMME

6.3 Discretionary development

The division of the programme

between the three zones is very
much in line with their existing
characteristics and qualities. At the
same time, it is indicative of future
development. The division of the
current programme is based on a
continuation of the planning and
development thus far, some aspects
of which have been finalized by
means of concrete implementation
processes. In one reasonably large
area, on the other hand, the pro-
gramme allows considerable ‘wrig-
gle room’ for changes, more formally
termed ‘discretionary development’.
This area is shaded (cross-hatched)
on the accompanying map and
involves approximately 1.5 million
m2. Here, the challenge is to exploit
the room for discretion to create an
urban environment which is as vital,
vibrant, healthy and cohesive as
possible. In other words, it must be
a sustainable and successful urban
centre.

73
 Minimum percentages housing

Density bandwidth expressed as gross FSI

(Floor Space Index)

74
ZUIDAS VISION | PROGRAMME
Density
The room for discretion allowed
by the programme is subject to a
number of conditions relating to
density and the mix of functions.
High density results in a greater
number of users, which will help
to create the necessary client base
for the urban amenities. No fixed
parameters have been set with
regard to density but margins have
been indicated. The programme at
one particular location can therefore
include more than that at another.
The ‘centres of gravity’ will be
around the Dok and Station Zuid,
while density will be somewhat lower
in the northern section of Zuidas.
The fact that surrounding neighbour-
hoods have a high proportion of
low-rise buildings will be taken fully
into account with a view to spatial
and visual assimilation.
Mixed functions
The effectiveness and vitality of an
urban area depends entirely upon
the mix of functions. In practice, this
means that each construction zone
must include offices, housing and
public amenities.
In principle, offices can be built
virtually anywhere. Somewhat more
stringent requirements apply to
residential units, given the impact of
traffic noise and air quality. It is no
coincidence that a lower proportion
of housing is planned for the areas
close to the tunnel entrances. At the
same time, it must be remembered
that some residential usage is an
essential requirement of a truly
‘mixed’ urban environment.
The residential function is also sub-
ject to some discretionary develop-
ment within predetermined margins.
It is essential to ensure that the
total proportion of residential usage
does not fall below 25% of the total
programme in any one zone. If the
percentage is lower, the quality of
the human environment is at risk. If it
is higher than 75%, residential usage
will become too dominant. The
marked difference between these
two parameters demonstrates that
it is possible to create very varied
environments.
It is important that over 40% of the
‘current’ programme is devoted to
the residential function. This will
ensure an optimum mix of functions
and that the demand for housing of
all types can be met.
6.4 Programme composition
Employment opportunity
Working in Zuidas means working
at one of the world’s top economic
locations. There is space for office
development of over 1,130,000 m2.
Together with the existing buildings,
this will offer direct employment for
some 73,000 people, with a marked
spin-off effect for the subsidiary
sectors. The emergence of Zuidas as
a top international economic loca-
tion will give a new impulse to the
economic development of the entire
Amsterdam metropolitan region.
Office usage will focus on high-end
financial and legal services, and the
knowledge-intensive sectors. For
multinationals, international acces-
sibility is a priority, while a ready
supply of qualified staff is probably
in second place on the ‘wish list’.
Other requirements include an
attractive housing market, cultural
amenities of high standard, green-
ery, opportunities for recreation, and
room for growth and development.
Zuidas has the potential to meet all
such demands.
Amsterdam has been one of the
world’s major financial centres for
many centuries. This position is now
to be reinforced as Zuidas develops
an extremely combination of finan-
cial and legal service provision at the
highest international level. These
sectors have seen a marked spatial-
economic dynamic in recent years,
creating a demand which Zuidas, the
Amsterdam and the Netherlands will
be able to satisfy, thus strengthening
their respective international profiles.
Of course, not everyone working
in Zuidas will be senior managers
within the office-based segment.
Countless new jobs will be created in
catering, hospitality, facility manage-
ment and cleaning services. Close
cooperation between the private
sector and local colleges will result in
the creation of new training courses
and work experience placements.
Housing
Zuidas will eventually be home to
over 20,000 residents living in a
particularly modern and vibrant
setting. They will enjoy all benefits of
a fully urbanized environment, close
to the city centre and to greenery,
a location between the elegant
Amsterdam Zuid and prosperous
Buitenveldert, and numerous cultural
amenities on the doorstep. Its inter-
national qualities, location, unrivalled
accessibility and high standard of
amenities will make Zuidas the obvi-
ous location for homes in the top
market segment. At the same time,
approximately 30% of the stock will
be in the affordable (starter) seg-
ment with some social housing.
The key to the residential quality
of Zuidas is that it will welcome
a broad diversity of people, with
varying lifestyles and various require-
ments. They will include specific
target groups such as students and
seniors. Comfort and a wide choice
of housing types are important
criteria for prospective residents. In
practice, this calls for flexibility of
design, a high standard of finishing,
a standard ceiling height of 3.30
metres, special services and facilities,
greenery and parks, a high degree
of privacy, adequate sunlight and
private outdoor space.
75
76
ZUIDAS VISION | PROGRAMME
There is potential for the develop-
ment of over 1,130,000 m2 floor-
space for residential usage in Zuidas.
Depending on the average size of
each unit, this equates to between
8,000 and 10,000 homes. The area
around the Dok will have at least
4,000 units. The first homes in Vivaldi
have already been completed and
occupied. In Gershwin and Mahler,
some 53,000 m2 are currently under
development.
Amenities
Several ‘centres of gravity’ can be
seen within the plans for the devel-
opment of amenities. They include
the integration of VU University
Amsterdam into the west of the
district, a commercial (retail) cluster
in the central zone and the integra-
tion of the RAI into the eastern
zone by building upon the theme of
entertainment. Interaction between
the zones will result in further ‘cross-
pollination’.
Basic amenities
Zuidas must offer good basic ameni-
ties from the outset. ‘Basic amenities’
are those which meet the everyday
requirements of employees, residents
and visitors. In addition to the baker
and hairdresser, they will include
health and welfare facilities, educa-
tion and sport. Given the hustle and
bustle of Zuidas, a meditation centre
may also be a welcome addition.
There must be space for new forms
of service provision. The supra-local
basic amenities, such as one or more
secondary schools, must be coordi-
nated with the distribution pattern of
Zuideramstel. The city authority has
retained an option on over 80,000
m2 floorspace for social amenities, of
which just over half will be supra-local
in nature. The rule of thumb will be
that the realization of the basic amen-
ities will run parallel to that of offices
and homes. This will ensure good
physical distribution. Some amenities
also require outdoor space, such as
schools, childcare facilities, sports
and playgrounds. This outdoor space
is not always available, whereupon
forms of dual or shared usage must
be sought.
Amenities of wider significance
Some amenities will rely on a client
base larger than that provided by
Zuidas alone. There is to be a mix of
high-quality cultural, retail, hospital-
ity and leisure facilities. Zuidas can
complement the city centre in this
regard. Exclusive retail outlets with an
international allure will be particularly
appropriate to the ambitions of the
district. They may include the major
fashion houses, specialist shops
and the major department stores
which are not yet represented in the
Netherlands.
Bars, cafés and restaurants are
particularly important in encouraging
people to stay in Zuidas longer and
in creating opportunities for social
interaction. They will be the focal
points of social life, while pavement
terraces will enhance the vitality of
the streets. The development of
Zuidas must also reserve space for
special events and temporary ameni-
ties which will enhance the quality
and international reputation of the
district.
Retail facilities
Zuidas is to be a ‘top’ location for
all functions, including shopping.
This is entirely appropriate to the
ambitions of Amsterdam as a whole.
In this instance, ‘top’ refers to retail
formulas and chains which are unique
in the Netherlands, are exclusive
and/or international, and which add
something new to the existing retail
facilities of the region. Various studies
suggest that there are promising
opportunities, provided a critical
mass of at least 15,000 m2 sales area
is achieved. In addition to this ‘top’
segment, a new urban development
such as Zuidas will also generate
local demand for retail facilities in
the basic and middle segments.
The intention is to devote a further
15,000 to 25,000 m2 to these ‘corner
shop’ facilities, excluding those at
Station Zuid for which a maximum of
10,000 m2 is to be reserved.
Zuidas offers the exclusive, interna-
tional, high-quality ambience which
the top retail segment demands. The
focus will be on outlets within the
buildings’ plinths, varied in character,
size and stock, interspersed by bars,
restaurants and other public ameni-
ties. Indoor shopping centres in the
American ‘mall’ style are not appro-
priate to this concept. Beethoven-
straat offers excellent opportunities,
sandwiched as it is between the
busy Minerva Axis and Station Zuid
on one side and the more tranquil
Ravel district on the other. Ravel itself
will provide a good starting position
during the first phase, while the Dok
is still under construction.
Science and education
Zuidas already includes leading insti-
tutes in health and education. Their
presence can bring about a further
strengthening of the knowledge
infrastructure. New forms of coopera-
tion between the private and social
sectors can generate great added
value in terms of employment,
education, sport, culture and innova-
tive ability. Zuidas can offer the space
and amenities required to encourage
such cooperation.
Art and culture
Art and culture will be part of the
very fabric of Zuidas. They will
enhance the quality of life and
strengthen the identity of the district.
Art must be given a permanent place
within the planning from the very
outset.
The opportunities for new cultural
amenities must be further explored
and developed if they are to form a
substantial component of the pro-
gramme. The Zuidas Virtual Museum,
Platform 21 and the Joop van den
Ende Theatre (for which preparations
are now underway) represent a good
start.
77
 2007-2012 2012-2017/18

2018-2025 2025-2033

78
ZUIDAS VISION | PROGRAMME
6.5 An ongoing process of growth
To expand and move the existing
bundled infrastructure into the
underground ‘Dok’ is a massive
undertaking. The phasing of this
project will determine the develop-
ment of Zuidas as a whole. At any
given moment between 2012 and
2024, at least one part of the cen-
tral zone will be an open construc-
tion site. It will not be possible to
create the envisaged urban centre
in one fell swoop. Zuidas must grow
into that capacity, proving its value
and enhancing its image as it does
so. The overall development falls
into four main phases.
Phase 1: pre-Dok
The current phase, due for comple-
tion around 2012, involves those
developments further to the plans
for the various zones in the ‘pre-
Dok’ stage. Urban life is restricted
to a few isolated locations which
enjoy little or no interaction. Only
Zuidplein, some areas of Mahler
(notably Mahlerplein) and Gershwin
have thus far achieved a reasonable
user-density. The current Station
Zuid, although not of the required
quality or capacity, provides the
main link between north and south.
Phase 2: Dok under development
Phase 2, from 2012 until 2018, will
see work begin on the realization
of the underground Dok. Develop-
ments in the individual districts will
still be conducted on a project-by-
project basis. Although the A10 tun-
nels will remain in use and the new
railway line will be under construc-
tion, there will be an opportunity
to build (at least part of) the new
Station Zuid during this phase.
Beethoven and Ravel will be devel-
oped, to include a high proportion
of residential units, a museum and
the first high-quality retail outlets.
One of the main interventions in
this stage is the lowering of Strawin-
skylaan to allow the redevelop-
ment of the northern zone and the
transformation of Beethovenstraat
to become a fully fledged urban
street with a wide range of public
amenities. The development of the Die Rote Box temporary information centre, Berlin
VU University Amsterdam Quarter
will also be undertaken, to include of urban living, both planned and the construction process, atten-
the relocation of the VU campus. unplanned, will emerge. Some may tion will be devoted to maintaining
Connections to the north and south subsequently disappear. the safety and, wherever possible,
can be established, although pos- attractiveness of the district. Nui-
sibly of a temporary nature. Phase 4: the complete urban sance will be minimized and efforts
centre will be made to ‘make a virtue of
Phase 3: the central zone under Phase 4 results in a recognizable necessity’. This is, after all, a par-
development urban centre, the project phase ticularly impressive development
Phase 3 can begin around 2018, having been completed. Zuidas will process. In Berlin, the famous Rote
whereupon a network of amenities now have its own dynamic and its Box on Potzdammerplatz became
will be established in the central own position within Amsterdam and a tourist attraction in its own right.
zone of Zuidas and the envisaged the world. The RAI and Law Courts A similar information centre is
urban centre can begin to evolve. may well have undergone modifica- desirable in Zuidas. With tempo-
The connection with the VU Quarter tions or redevelopment. rary amenities or public events at
will be established. The Dok zone strategic points, the development
will still be under development, However, there can be no ‘finished’ process can itself give a boost to
but Zuidas as a whole will begin to Zuidas: it will remain an area under the urban lifestyle of Amsterdam.
take on its own dynamic. ‘Hotspots’ development. At all times during
79
Construction approach
The main streets and squares
form the framework of the public
space. In between lie the develop-
ment zones, most of which are so
large that a substructure of side
streets and smaller open areas is
required. All must be designed
and structured to form a cohesive
urban tissue. An area which com-
prises only a series of individual
buildings, no matter how good
those buildings are, will have no
cohesion. Exceptional buildings
and other landmark features will
only stand out if they are recog-
nizable as such. Accordingly, unity
and harmony must be sought in
both the public spaces and the
surrounding buildings.

7
82
ZUIDAS VISION | CONSTRUCTION APPROACH
7.1 Typology
Zuidas will have a particularly high
density, even by Amsterdam stand-
ards. It will also have an extremely
varied mix of functions, and a
complex, rather lengthy develop-
ment process. A great diversity in
that development may be expected,
resulting in a unique character
(compared to the neighbouring
districts). This is entirely in line with
the belief that Zuidas should not
merely offer ‘more of the same’,
but should complement that which
already exists in Amsterdam. At the
same time, it must become a fully
integrated part of the city, reflecting
traditional Amsterdam qualities in its
own special way.
It is therefore extremely important
to define exactly where and how
cohesion is to be created. Doing
so will ensure a good interconnec-
tion with the city, and will greatly
enhance the quality of Zuidas itself.
A town, city or urban district is more
than a collection of buildings. This is
why the ‘Map of Zuidas’ in Section
8.3 presents a unified and cohesive
framework of streets, canals, open
spaces and construction zones.
Guidelines for the buildings them-
selves are included in the Welstand-
snota Zuidas (policy document on
architecture and aesthetics.)
The underlying concept is that the
urban streets should represent cohe-
sion and continuity by virtue of the
buildings’ plinth, which houses vari-
ous public functions and provides a
clear visual and perceptual relation-
ship with the neighbouring areas.
The plinth should contribute to the
quality of the public space. The net-
work of urban streets demarcates the
development zones, the buildings
of which form recognizable cohesive
ensembles. Those ensembles in
turn form part of the greater whole.
Multifunctionality and flexibility
(allowing alternative uses in future)
are important points with an eye
to future value. A number of public
buildings must stand out as ‘icons’
within their ensembles. Cohesion
must also be sought in the parkside
areas and by the tunnel mouths. But
regardless of the type of building,
one of the main points for attention
is the interrelationship between that
building and the public domain. This
relates not only to physical factors
such as architectural design or wind
nuisance, but also to social factors
such as (semi-) openness, flexibility
of usage and rental opportunities.
83
 Closed construction element Semi-open construction element
Stand-alone building

84
ZUIDAS VISION | CONSTRUCTION APPROACH

Flexible usage building (open interior)

Vital plinth

85
 EC4

Bank of America, New York (LEED
Platinum): constructed using recy-
cled and recyclable materials, with
re-usage of rainwater and a ventila-
tion system from which the expelled
air is cleaner than the air taken in.
The building therefore functions as a
‘green lung’ in the city.
New St Square, London EC4 Forum Building, Zuidas: 50% more energy efficient than the standard on completion;
(BREEAM Excellent): carefully assimi- good interior climate resulting in reduced absenteeism due to illness. The building
lated into the immediate surround- would achieve a LEED ‘Gold’ rating.
ings. The developers (Land Securities,
British Land and Hammerson) have
committed to achieving a BREEAM
‘Excellent’ rating.

“Every project development in Zuidas should strive to achie-

ve a level of sustainability and quality which is equivalent to
a LEED ‘Platinum’ or BREEAM ‘Excellent’ rating.”

86
ZUIDAS VISION | CONSTRUCTION APPROACH
7.2 Sustainability
Zuidas aspires to be among the Top
Ten sustainable urban centres by the
year 2030. This means that certain
requirements must be imposed on
the building performance and con-
struction methods. There are assess-
ment systems under which buildings
score points for the various aspects
of sustainability. The advantage
of establishing clear sustainability
targets in this way is that the systems
themselves are not static; they grow
in line with technological and social
developments. A list of specific
requirements dated 2007 would very
soon be out of date.
The assessment system most com-
monly used in the Netherlands is
Greencalc. In the case of Zuidas,
however, a more international system
seems preferable. The BREEAM (BRE
Environmental Assessment Method)
was developed in the United
Kingdom but is now widely used
elsewhere. Since it was introduced in
1990, some 500,000 buildings have
been BREEAM-certified. Another
system, LEED (Leadership in Energy
and Environmental Design) was
introduced by the US Green Building
Council in 2000. It is largely based
on BREEAM. Buildings assessed
using this method can be certified
as ‘ Silver’, ‘Gold’ or ‘Platinum’,
according to their scores in catego-
ries which include location, water
management, energy efficiency,
materials, interior climate and inno-
vation. Zuidas has committed itself
to achieving the very highest ratings:
a LEED ‘Platinum’, BREEAM ‘Excel-
lent’ or equivalent.
Buildings of this quality cannot be
realized overnight. Although very
difficult to quantify (a non-certified
building could prove more expensive
than a certified building, depend-
ing on the principles applied), it is
highly probable that substantial extra
investment will be required to meet
the high ambitions. The greatest
added value per euro invested
would be in the mid-segment (Silver
and Gold) rather than in the very top
segment (Platinum) which represents
the apex of sustainability.
However, the perceived feasibility
of the ambitions can change rapidly.
Only a few years ago, an Energy
Performance Coefficient (EPC) of
less than 1.0 seemed impossible to
achieve. Today, it is the standard.
Moreover, extra investments in some
areas are offset by cost reductions
in others, although the return-on-
investment period may be longer
than usual.
The foregoing entails that the Devel-
opment Corporation itself must take
an active part in creating a starting
position which will greatly enhance
the feasibility of achieving the high-
est level of ambition. (See Chapter 8:
‘Implementation’). It may, for exam-
ple, opt to implement a communal
district heating and air-conditioning
system (and Zuidas does have just
such a system). It could also offer
incentives to render the longer
investment horizon more attractive.
Average cost reductions in sustainable
buildings (USGBC)
87
88
ZUIDAS VISION | CONSTRUCTION APPROACH
7.3 Building height
Buildings have a great influence
on the microclimate in the public
spaces. If a building is designed
solely as a feat of architectural prow-
ess, the direct effects on the public
domain are likely to be ignored.
Examples can already be seen in
Zuidas. In every new construction
project, the effects on the micro-
climate must be considered as a
matter of priority. The design of the
marginal zones and the plinths is
also of importance in this regard.
The majority of buildings in Zuidas
will comprise a substructure of 30
metres in height, surmounted by
high-rise towers. This concept ena-
bles a high density to be achieved.
Applying the maximum height of 30
metres ensures that inner courtyards
will enjoy ample natural light.
The maximum height of the towers
is restricted by the fact that Zuidas
is immediately below the flight
path to and from Schiphol Airport.
Accordingly, the provisions of the
Luchtvaart Indeling Besluit (Avia-
tion Zoning Directive; LIB) are to be
applied in most cases.
However, because Schiphol’s air
traffic control relies on a sophisti-
cated Instrumental Landing System
(advanced radar), it is possible to
make a limited number of excep-
tions, as shown on the map. Agree-
ments were made with central
government in 2002, whereby
several towers of up to 105 metres
in height may be built in the central
zone of Zuidas. However, the deci-
sion whether to permit extra height
will always be made on a case-by-
case basis.
The overall result is that Zuidas,
when seen from a distance, will
present a skyline of high-rise build-
ings. This will be an impressive
feature of the city and surrounding
region, serving to emphasize the
dynamic of Zuidas itself. It is pos-
sible that the ensemble will include
a number of particularly conspicu-
ous landmarks which are taller than
105 metres. These will be in certain
locations (yet to be determined) in
the very centre of Zuidas, close to
Station Zuid and/or in the transition Important conditions for construction
zone between the station and the
VU University Amsterdam campus.
In addition, the site to the north of
the railway line (by Station RAI) is
prominent enough to warrant the
inclusion of a landmark building. The
maximum height of these buildings
is to be determined by means of
impact assessments. Once again,
sustainability factors – the buildings’
location, form and use of materials
– will determine in part whether spe-
cial dispensation is to be granted.
89
Implementation
The Zuidas Vision Document sets
out the ambitions for the future, as
held in 2007. It is not a ‘blueprint’
but a ‘programme agreement’.
The Development Corporation
must refine and elaborate these
ambitions to form concrete plans.
During this process, it may become
appropriate to update the Vision
Document in line with changing
viewpoints or developments within
the economic or social context.
The Zuidas Vision Document
forms the basis for the discussions
between the Development Cor-
poration and central government
with regard to the ambitions. The
procedures for such discussions
are established by a separate
The challenge facing the Develop-
ment Corporation is to refine the
ambitions set out in the Zuidas
Vision Document. This chapter
presents ten avenues of approach
which are seen as particularly
promising. It must be stressed that
the ambition of achieving sustain-
able success can only be achieved
if the Development Corporation
itself actively undertakes certain
tasks. One of the first steps it could
(and should) take is to produce a
full sustainability plan and a visual
quality plan.

8
document, the Samenwerkings-
overeenkomst (Cooperation
Agreement; SOK). The (minimum)
requirements and preconditions for
the development of Zuidas are set
out in the Programma van Eisen
Stedelijke Ontwikkeling (Pro-
gramme of Requirements for Urban
Development).
 Moving the bundled infrastructure into
the underground Dok offers the opportu-
nity of creating the best possible human
environment in an area which has hitherto
been under severe pressure. The Devel-
opment Corporation must act upon this
opportunity, with the ambition of having
the effects felt throughout Zuidas.

92
ZUIDAS VISION | IMPLEMENTATION
8.1 Corporate Social Responsibility
To achieve the ambitions with regard
to sustainable demands more than
merely establishing criteria for
individual buildings. Aspects which
transcend the level of the individual
project can only be addressed by
the Development Corporation.
There are opportunities to achieve
excellence not only at the micro
level of each building itself, but also
at the macro level of a fully cohesive
district. Of course, doing so will be
greatly facilitated if the individual
projects are indeed exemplars of
sustainability. At the same time, the
substantial investments in the Dok
should produce returns in the form
of high quality in all respects, from
economic success and the comfort
of the residential environment, to
health and general user satisfaction.
Such a result can be termed ‘a zone
of high quality and low emissions’,
to be created in the very centre of
Zuidas where construction is at its
densest.
At the level of the individual build-
ing, the sustainability ambitions
should be quantified in terms of
LEED certification (or equivalent
under a comparable system).
Sustainability at the organizational
level can be pursued by means of an
Environmental Management System,
certified to ISO 14001 standard.
This will serve to establish a respon-
sible and conscientious system
of operational management. The
Development Cooperation must also
issue annual reports which meet all
requirements of the Global Report-
ing Initiative (GRI).
The Development Corporation
must address six specific aspects of
management, each of which entails
one or more ‘tasks’:
1) Mobility management
• To optimize the modal split,
with priority for cyclists and
pedestrians and public
transport. This can be achieved
by anticipating the expansion
of the tram network, by
introducing subsidized (or even
free) bicycle storage facilities,
and by encouraging the use of
transport alternatives such as
telecommuting and carpooling,
etc.
2) Transport and parks manage-
ment
• To create a collective logistic
facility which will restrict the
number of transport movements
(e.g. a centralized goods
receiving depot).
• To streamline waste collection
and processing in order to
avoid a situation in which large
numbers of refuse collection
vehicles must permanently ply
the streets of Zuidas.
• To promote the use of the
communal district heating and
air-conditioning system now
under development in Zuidas.
• To produce a plan whereby the
ecological value of Zuidas will be
enhanced, not through mitigating
measures but by increasing
biodiversity.
• To realize public spaces of the
highest quality, robustness
and cohesion, acting as the
connective tissue of the urban life
of the community.
3) Water management
• To pursue initiatives which will
minimize water consumption.
• To pursue Initiatives which will
maximize the retention and reuse
of rainwater
4) Construction management
• All developers and contractors
working on projects within Zuidas
should be certified to ISO 14001,
as should the development
corporation itself.
• To minimize nuisance throughout
the lengthy development
process (insofar as this point is
not addressed by the individual
certification requirement). The
various individual construction
projects must be properly
coordinated.
• To formulate a ‘zero-accident’
strategy for the construction
phase.
5) Economic management
• To achieve a pay-back period
of no more than ten years for
all environmental and energy
efficiency investments, in
keeping with the general policy
of the City of Amsterdam
and the Rijksgebouwendienst
(Government Buildings Agency).
• To identify the instruments
with which the Development
Corporation can encourage
investments with a longer-than-
usual payback period (including
those with limited commercial
viability), e.g. a ‘Zuidas Fund for
Sustainability’.
6) Social management
• To produce a social plan which
attempts to create a balanced
programme mix throughout
all phases of development,
to include social and cultural
amenities as well as public events
and temporary measures.
• To establish and support a
(temporary) training centre for
construction personnel, especially
in those crafts and professions
which are in short supply.
93
94
ZUIDAS VISION | IMPLEMENTATION
8.2 Tasks
Chapter 6 examines the room for
discretion in the further develop-
ment of Zuidas. When considered
alongside the ambitions set out in
the Vision Document, ten specific
tasks to be addressed by the Devel-
opment Corporation emerge.
1) Strawinskylaan
The current elevated location of
Strawinskylaan is not in keeping
with the concept of the ‘surface city’
which the development of the Dok
envisages. The best way of assimilat-
ing Strawinskylaan into the develop-
ment of Zuidas, which may or may
not require it to be lowered, must be
investigated.
2) Programme shifts
Deviations from the overall pro-
gramme may be required whereby
the proportion of residential usage is
higher in Ravel and lower in the Dok
zone. Ravel could then be devel-
oped in a semi-open block structure,
with (communal) gardens, as far as
the sports fields. This would serve
to define the parkside zone more
clearly, would make better use of
the qualities of the area, and would
reduce the risk of the residential
function dominating the central
zone, whereupon the Station and
urban programme can be better
embedded here.
3) Knowledge quarter
A ‘Knowledge Quarter’ should be
(re-)developed on both sides of De
Boelelaan to form an integrated
district with the university, colleges,
housing and amenities, with particu-
lar attention devoted to interaction
with the private sector (‘cross-polli-
nation’).
4) Assimilation of sports fields
Buitenveldert Sports Club is to
be relocated, its outdoor facilities
forming a social connection between
Buitenveldert and Zuidas.
5) Optimization of Beethoven-
straat
The alignment and profile of
Beethovenstraat are to be optimized
so that existing buildings have space
to orientate themselves on the
street, with a frontage and various
public amenities at ground level.
There will be a ‘new’ Beethoven-
straat with high-end retail outlets as
an extension to the ‘old’ Beethoven-
straat in Amsterdam Zuid.
6) Europaboulevard
The Europaboulevard is to become
a safe urban thoroughfare on each
side of the A10. The construction
of the Dok will call for major modi-
fications to Station RAI and a new
connection to the motorway. This
offers an opportunity to improve the
quality of the underpass, possibly
with some programmatic elements.
7) Beatrixpark Zuidas would reinforce the district’s
Beatrixpark is to be better defined position as an integral part of the
alongside the eastern tunnel mouth. city, while making Amsterdamse Bos
A park pavilion with a high-quality readily accessible by public transport
programme can increase the vitality for the first time.
of the park while also reducing noise
nuisance. General responsibilities
Given the lengthy development
8) Amstelveenseweg metro station period of Zuidas, it is essential to
The accessibility of devote ongoing attention to sched-
Amstelveenseweg metro station uling and coordination. Timely meas-
should be improved. When design- ures can make a key contribution to
ing the western end of the Dok quality and liveability throughout the
Tunnel and its programme, it may be development period.
possible to create a direct connec-
tion with Zuidas. This option should
be examined further.
9) Relationship with surrounding
landscape
The relationship with the Amstel
region and the Amsterdamse Bos
should be strengthened. The restruc-
turing of the motorway junction at
Europaboulevard will create space
which can be used to improve the
connection between Zuidas and
the Amstel, perhaps with a small
yachting marina. A greater number
of finely-meshed connections with
Amsterdamse Bos and the Nieuwe
Meer should also be sought.
10) Rerouting of Tram Line 5
Measures should be taken to ensure
that a future extension and rerout-
ing of Tram Line 5 (to Amsterdamse
Bos) remains possible. The presence
of the ‘typical’ Amsterdam tram in
95
 Indicative profile of Beethovenstraat and Buitenveldertselaan (45m) with public transport stops

96
ZUIDAS VISION | IMPLEMENTATION
8.3 The Street Plan
A firm footing with due flexibility
The ambitions stated in the Zuidas
Vision Document demand enthusi-
asm, perseverance and flexibility in
addressing the many issues which
are likely to arise. The ‘Street Plan’
presents a framework which pro-
vides a firm footing. It establishes
the profile boundaries of the urban
streets which are to represent
a high degree of usage quality
while also channelling future traffic
flows effectively. The Street Plan is
therefore closely aligned with the
Zuidas Reference Model for Traffic
and Transport.
Outline and details
The Street Plan is not a blueprint
and neither is it a traditional urban
planning or architectural design.
It is not possible to produce such
a document. In contrast to the
districts neighbouring Zuidas,
originally developed as ‘expan-
sion areas’ with predominantly
residential usage, Zuidas involves a
complete urban transformation over
many years, with a mixed pro-
gramme and many stakeholders.
What the Street Plan can do is
establish the outline of this transfor-
mation process. It does so as clearly
as possible at this stage. Where it
remains impossible to impose hard-
and-fast requirements, the Street
Plan provides ‘indications’, ‘propos-
als’ and ‘tasks’. Around the Dok, for
example, technical considerations
will largely determine the form of
the development and the depth of
the various levels. In the VU Univer-
sity Amsterdam Quarter, the mod-
ernization of existing buildings and
construction of new buildings will
require the relocation and expan-
sion of sports fields, as well as the
construction of an effective water
network. All such undertakings will
require an individual approach and
careful consideration of various
options. Experience in past urban
transformation projects teaches us
that situations which demand crea-
tive solutions are bound to arise. In
applying that creativity, it is impor-
tant not to lose sight of the outline
provided by the Street Plan.
Urban streets
The urban streets are crucial to the
quality of the district and its inter-
connection with the city as a whole.
Accordingly, a good balance has
been sought between the mixed
usage of the typical Amsterdam
street and modern requirements
such as dedicated cycle paths and
public transport lanes. Wherever
possible, the profile boundaries of
the urban streets have been estab-
lished. The width of Beethoven-
straat, for example, is to be reduced
to 45 metres. This is still wider than
the pre-war section of Beethoven-
straat, but the taller buildings of
Zuidas indicate a comparable ratio
between the street width and the
height of the buildings at street
level (excluding their tower sec-
tions). This profile allows a con-
tiguous plinth to be built along the
entire street. This concept allows
for the future expansion of existing
buildings such as the ABN-AMRO
head office and World Trade
Center, which can also be given a
street-side plinth.
Within the profile boundaries, some
zoning of the carriageway (for cars
and public transport) and pavement
area (cyclists, pedestrians, trees)
has been indicated. This zoning is
intended to introduce greater con-
1 1
3 2
Overview of profiles
tinuity to the street structure itself,
while allowing flexibility in detailing.
Transport priorities or the intensity
of usage may well change over
time. Tram stops, crossings and
pavement terraces also demand
space of their own, and here too
the requirements may change in
future.
The design is in keeping with the
tried-and-tested principles applied
within Zuidas and in the adjacent
districts in particular: an asphalted
roadway with tiled pavement and
verge, either in concrete or granite.
The express aim is to ensure an
unimpeded pavement width of at
least three metres.
1 Beethovenstraat/Buitenveldertselaan
2 Minerva Axis
3 De Boelelaan
97
98
ZUIDAS VISION | IMPLEMENTATION

99
 Indicative profile for Minerva Axis (50m) by Mahlerplein

100
ZUIDAS VISION | IMPLEMENTATION
Strawinskylaan has not been
included as a ‘crucial urban street’ in
the Street Plan. Rather, the options
whereby it can best be assimilated
into the district, as described in
Section 8.2, are being kept fully
open given the potential decline
in its importance as a traffic route
once the Dok zone has been devel-
oped. Mahlerlaan is included in
the Street Plan, given the desire to
extend it as an urban street as far as
the Amstelveenseweg. This would
strengthen Zuidas’ connections on
the western fringe. Of course, the
desirability and viability of doing so
must first be investigated in terms of
the implications for traffic manage-
ment. Again, the exact details will
depend on the final form of the Dok
zone and the connection(s) with the
A10 motorway.
Construction zones
The framework of urban streets
serves to demarcate the construction
zones, most of which are very gener-
ously proportioned. In the detailed
planning phase, it is possible that
a local pattern of streets and open
areas within the construction zones
will be found desirable. It is impor-
tant to select materials which repre-
sent the desired level of cohesion,
both within each zone and with the
surrounding area. Overdesign of the
buildings and public spaces must be
avoided.
Buildings and public spaces are
to complement each other. Every
application for planning permission
must be accompanied by a map
which shows how the plans relate to
the (future) context and strengthen
that context, which includes adjacent
lots, the other side of the street and
all public spaces in the immediate
vicinity. In terms of the relationship
with the public spaces, the applicant
should be able to prove that he has
applied ‘best practices’ in address-
ing the microclimate, especially with
regard to wind nuisance and the
ingress of natural light.
Squares
At various locations, the outline
plans for the construction zones
indicate that an area of public impor-
tance is desirable. There should be
an interplay between public space,
architecture and function (e.g. thea-
tre, museum, university or hospital).
Around Station Zuid, the challenge is
even greater in that a ‘public trans-
port terminal’ must be assimilated
into the spatial context. This will be
addressed during the detailed plan-
ning phase for the relevant construc-
tion zone.
Minerva Axis is of particular signifi-
cance. It is to comprise a series of
contiguous public areas while also
forming an important cycle route.
The design of Minerva Axis takes
priority over that of its side streets,
which may result in a uniform design Of course, greenery can also be
from one end to the other. Minerva used to establish the local qualities
Axis has therefore been included as within the construction zones. It may
a set component of the framework. be appropriate to create communal
courtyard gardens or roof gardens,
Water and greenery while small public parks are also
Water and greenery complement among the possibilities. Again, water
the framework of Zuidas. The main will play a role in that the green
waterways form a network, and areas provide a rainwater buffer and
this prompts the desire to establish regulate drainage.
continuity within the profiles. In the
interests of effective water manage-
ment and the maintenance of water
quality, the waterways must have a
minimum width of eight metres. On
the northern side of Zuidas, this will
also ensure navigability.
The recreational greenery in Zuidas
will be concentrated in a central park
above the A10. Here, the challenge
is to ensure consistent quality, with
a clear relationship between the
existing Beatrixpark and the new
park with its adjacent sports fields.
The relationship between the outer
boundaries of the various construc-
tion zones surrounding the park is
therefore also crucial.
In terms of greenery around the
outer edges of the district, the chal-
lenge is to strengthen the relation-
ship with the adjacent (semi-)rural
areas of Amstelland and Amster-
damse Bos/Nieuwe Meer. Water and
greenery will play a complementary
role in doing so.
101
 Indicative profile for De Boelelaan (43m+15m) at the public transport stop near VU University Amsterdam

102
Colofon

Commissioned by:
Zuidas Amsterdam

Project group:
City of Amsterdam, Physical Plan-
ning Department (DRO)
Arup London

Design and layout:

City of Amsterdam, Physical Plan-
ning Department (DRO)

Ratified by Amsterdam City Council

on 9 September 2009

This document is for information

purposes only. No rights may be
derived from its contents.