Eindhoven, The Netherlands.
While Eindhoven has allways been famous for its car-oriented urban fabric and infrastructure the need for a new city entrance for public transport increasingly grew attention.
Currently, Eindhovena Central Station area is the part of the city centre were all kind of public problems seem to emerge. Pedestrians facing enormous barriers before even thinking of walking into the city centre, unsafe bicycle routing caused by not continuous sightlines, completely unclear routing, back-entrance approach towards the station itself and the hundreds of random stored bikes. Everywhere.
The current coat of Eindhoven Central Station is becoming increasingly tight compared to the growing amount of daily visitors. The growing amount of visitors is not the only aspect that is receiving negative attention. A combination of di erent aspects are the cause of the fact that Eindhoven is ready for a new city entrance.
Personal fascination was found very quickly by the conducted research into city entrances, city branding and place marketing. However, implementation of these elds of research into the eld of architecture was not as easy as it seemd. Currently not enough scienti c research has been conducted into the eld of city branding in order to create a clear link to the eld of architecture. Although the fact that this did not complete the goals of the research, a few remarkable aspects were found: the image, identity and ambition of a city. These three aspects would in a later phase of the project turn out to be of great importance for the design.
Extended research into Japan, the location and the history of Eindhoven lead to a very clear concept of three main principles. The first principle is to spread people more e cient to the city. Secondly, people should be brought as close as possible to their nal destination. The last principle is about creating a barrier-free connection between the di erent ways of public transport.
This concept has been translated into an urban masterplan. The masterplan features an improved routing for pedestrians and a neat connection to the urban fabric. Three main volumes were derived from the masterplan, all belonging to the same architectural family but with clear hierarchy. The urban masterplan also served as starting point for the architectural design. The final design is more than just a station building; it became a true connection between two parts of the city. A large connecting volume from the south to the nortern stationhall froms the roof for all functions in the station. At the same time, it is also balancing on the merge of the momuntal part of the station and the newly designed part. To conclude it can be said that the new station is giving birth to a new connection between the northern and southern part of the city, between monumentality and modernity and between the station and the city.
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