Public space is the place to play, move and meet. This applies to our rich city center with all its shops and restaurants, but just as much to residential areas. But how can we make these public spaces even more attractive for all types of users?
At the beginning of February, students from TU Delft, The Hague University of Applied Sciences, and Inholland University of Applied Sciences developed various ideas for the public space in the Tanthof district. In various teams, the students have investigated how existing routes or routes to be designed can be provided with ‘stopping points’: places where you can rest for a while, look around and chat with other residents.
During this meeting of Delft Design, these design sketches will be briefly explained and we would like to discuss these design sketches with you and, among others, Tako Postma (City Architect of Delft), Eveline Berghout – van der Schee (urban designer, City of Delft), Maurice Harteveld (researcher, Design of Public Spaces, TU Delft), Ben Kuipers (landscape architect) and Flip Krabbendam ( architect) in a discussion about the preconditions for successful public space.
The discussion starts with a lecture on Designing Domestic Places by Maurice Harteveld
Afterward, there is an opportunity to chat and view the different designs. This while enjoying a snack and drink. The challenge is organized by Delft Design in collaboration with the City Deal Kennis Maken Delft, study association POLIS and architect Flip Krabbendam.
De openbare ruimte is dé plek voor spelen, bewegen én ontmoeten. Dat geldt voor onze rijke binnenstad met al zijn winkels en horeca, maar even zo goed voor woonwijken. Maar hoe kunnen we deze publieke ruimten nog aantrekkelijker maken voor alle type gebruikers?
Begin februari hebben studenten van de TU Delft, De Haagse Hogeschool en Hogeschool Inholland verschillende ideeën uitgewerkt voor de openbare ruimte in de wijk Tanthof. In verschillende teams hebben de studenten onderzocht hoe bestaande of nieuw te ontwerpen routes kunnen worden voorzien van ‘halteplaatsen’: plekken waar men even kan uitrusten, kan rondkijken en een praatje kan maken met andere bewoners.
Tijdens deze bijeenkomst van Delft Design worden deze ontwerpschetsen kort toegelicht en gaan we graag met u en onder andere Tako Postma (stadsbouwmeester van Delft), Eveline Berghout – van der Schee (stedebouwkundige. City of Delft), Maurice Harteveld (onderzoeker, Design of Public Spaces, TU Delft), Ben Kuipers (landschapsarchitect) en Flip Krabbendam (architect) in gesprek over de randvoorwaarden van succesvolle openbare ruimte.
De discussie wordt geopend met een lezing over Het Ontwerpen van Huiselijke Plekken door Maurice Harteveld
Na afloop is er gelegenheid tot napraten en het bekijken van de verschillende ontwerpen. Dit onder het genot van een hapje en drankje. De challenge wordt georganiseerd door Delft Design in samenwerking met de City Deal Kennis Maken Delft, studievereniging POLIS en architect Flip Krabbendam.
The Public Space as Meeting Place De Openbare Ruimte als Ontmoetingsplek
where: Prinsenkwartier en online
when: 2 March 2020 open 19.30, start 20.00 untill 22.00
City Deal ‘Kowlegde Making Delft’ is organising a challenge about the use and design of public space for ambitious students who would like to push their boundaries. How can we make the public space more attractive for all types of users as a place to play, move and to meet?
Port cities are a particular type of territory and are often long-standing examples of resilience, bringing opportunities, wealth, and innovation to their nations and their citizens. They have developed at the crossroads of international trade and commerce and the intersection of sea and land. Flows of people through trade and migration have played a key role in their spatial, social and cultural development. Their strong local identities share legacies of diversity and cosmopolitanism, but also of colonialism and segregation. The Qingjing Mosque in Quanzhou, Fujian speaks of the exchange between Arabia and China along the maritime silk road. Hanseatic cities stand as an example of far-flung networks with districts for foreign traders—think of the German merchants who established Bryggen, the German dock, in Bergen, now a UNESCO world heritage site.
Port cities are places that accommodate change —and often thrive as a result. As logistical patterns, economic organization, spatial structures and technological devices have evolved, port cities have consistently provided spaces and institutions to host changing social, cultural and demographic needs and have built their local identities around them. Chinatowns, for example, are emblematic of many port cities worldwide. For many centuries, traders and merchants depended on the interaction between local traders and short- and long-term migrants of all classes. To maintain and facilitate shipping, trade or organizing defenses, traders, workers, and citizens have come together and developed long-term strategies and inclusive governance systems. Built around trade, these shared practices have not always benefitted everyone. Colonial port cities hosted the buying and selling of enslaved people as well as minerals, animals and opium. Many workers lived in squalid conditions in walking distance to the port. The degree of tolerance and inclusion depended on the extent of ethnic diversity overall, the degree of spatial and social segregation in the city, and the economic structure of the urban economy.
Waterfronts have been and in some (smaller) cities still are contact zones of people from diverse backgrounds: public spaces bring together dockworkers, displaced people, casual labourers, and trans-migrants waiting to board ships for overseas travel. However, waterfronts have been looked upon as places of otherness in need of social reform even at the turn of the twentieth century. Since the 1960s, container districts and offshore ports further increased the separation between ports and cities. Following containerization, waterfront regeneration has become a worldwide tool to overcome the range of social, cultural and public health issues associated with the nineteenth century waterfront. Urban renewal and gentrification have been central to many of these programs that took off beginning in the 1980s in most European port cities. Rebranding has been an essential part of bringing new capital and new people into neighbourhoods next to former dock areas, which normally would not have been of interest to private investors. In select cases—such as HafenCity Hamburg—planners and politicians have consciously opted for spatial and social inclusion.
Rotterdam as a port city reflects the long-term history of migration traditionally related to shipping and trade in all aspects, but since the 1970s the working port is no longer a decisive pull factor. Other international, national and local factors have changed the city’s population characteristics. The past decades have seen increasing diversity in ethnic groups and religions but also increased variation in socio-economic statuses among inhabitants with a migration background. Rotterdam hosts so many ‘minority’ migrants that it is now considered a superdiverse city where 52%, and in some districts, almost 70% of the population have a migrant background.
Rotterdam’s hyperdiversity—a term meant to acknowledge the multiple causes of diversity—has challenged existing local integration policies. The city government’s development strategy focusses on a balanced composition of the population and regeneration programs in combination with new residential, sustainable urban planning and branding strategies aim to assure integration. Like other cities with major waterfront revitalization activities, Rotterdam is witnessing a gap between cosmopolitan aspirations boosted by international capital and symbolic waterfront architecture and the existing reality of a hyperdiverse population inhabiting the urban fabric. Redevelopment projects of former waterfront port areas, such as Lloyd Quarter, RDM and M4H stand as examples. Yet, like other cities with major waterfront revitalization activities, the question arises: to what extent is Rotterdam widening the gap between diverse neighbourhoods and gentrified port-city redevelopment projects? There is a potential risk of economic segregation as authorities, educational and cultural institutions aspire to build the post-industrial economy on the port industrial foundations of the past, neglecting those areas where a linkage to the maritime mindset of Rotterdam as a port city is hardly felt let, alone visible.
Rotterdam needs to find ways to come to terms with political, economic, social, and cultural dimensions of its port city. That is one of the major challenges for Rotterdam in becoming an inclusive city. What is needed to connect Rotterdam’s migration narrative (and that of other port cities) to further the inclusive city ambition, using its present hyperdiversity, and acknowledging the value of diversity for creativity, innovation and making the next port city? Exploring the key values of an inclusive post-industrial, hyperdiverse port city drives the research agenda of our multidisciplinary LDE PortCityFutures program.
The Leiden-Delft-Erasmus PortCityFutures program employs multi-disciplinary methods and longitudinal perspectives to understand and design political, economic, social, and cultural dimensions of spatial use in port city regions. It explores how the flows of goods and people generated by port activities intersect with the dynamics of the natural environment, hydraulic engineering, spatial planning, urban design, architecture, and heritage. It examines the spatial impact of competing interests among port-related and urban spatial development needs and timelines. It explores creative solutions and design measures to problems and considers their implications for the future use of limited space that will allow port, city, and region to thrive.
Privacy & Cookies Policy
Necessary cookies are absolutely essential for the website to function properly. This category only includes cookies that ensures basic functionalities and security features of the website. These cookies do not store any personal information.
Any cookies that may not be particularly necessary for the website to function and is used specifically to collect user personal data via analytics, ads, other embedded contents are termed as non-necessary cookies. It is mandatory to procure user consent prior to running these cookies on your website.