What consequences will the development of Verdi have on traffic levels?
We conducted a study in 2019, looking specifically at the issue of traffic in Verdi for the next 15 years. This also took account of all future developments in this area. It not only covers plans for Verdi itself, but also the construction of Zuidasdok and other building work around Verdi. The results showed that it will become busier, but within reasonable limits. To ensure this, we will also take measures to deter cars.
If measures are to be taken to deter cars, what kind of mobility will replace it?
In the whole of Zuidas, in other words also in Verdi, we are placing the priority on bikes and public transport. If necessary, this will be at the expense of cars. For this reason, we intend to improve the existing cycle lanes and footpaths and install new bike and pedestrian links. In concrete terms, for example, that means we will be widening Piet Kranenbergpad, which connects Zuidas to Amstelveen. We are already seeing this path being used a lot, but it will of course become even busier when we start building more. This means that we will need to take action in good time. For the IJsbaanpad, we are exploring options for ultimately providing more space for bikes (and greenery), at the expense of space for cars. Verdi will demonstrate that we are giving priority to facilities for slow traffic.
Is the city taking extra measures to ensure car traffic can run smoothly?
Whatever happens, there will be no additional roads for cars. However, we will explore whether it is necessary to introduce changes to promote traffic flow on the roads. That could include changes to the traffic lights, with the light staying on green for a longer or shorter period for a specific direction. We are also exploring whether an improved layout is possible for the IJsbaanpad/Amstelveenseweg junction. Otherwise, we do not intend to provide any additional encouragement for car traffic: the parking availability ratio will be 0.3 parking spaces for each newly-built home. A lower parking availability ratio will also apply for new offices, which will be allowed only limited parking. The idea is that limiting the number of parking spaces will act as a deterrent for car use, as people are more likely to opt for another mode of transport.
Will there be more public transport in Verdi?
This is not part of the plans, because there is already plenty of public transport in Verdi. But we are hoping that the extension of the North/South line from Amsterdam Zuid station to Schiphol goes ahead. If that happens, there will be an additional fast connection from the centre to Verdi, alighting at the Amstelveenseweg metro stop. In addition, we will be investigating whether we can also facilitate access to this stop via Piet Kranenbergpad and, if so, how. Trams and regional buses also go past the area. However, people often still have quite a walk from the stop to their ultimate destination. By adding more footpaths and lighting and making green areas less difficult to navigate in some places, we hope that people will feel safer when they have to walk a little in the evenings.
The plans for Verdi
In recent years, we have drawn up plans for the development of Verdi. The basic principle involves connecting, consolidating, and making things greener. This previously resulted in subplan 1, outlining the first urban design developments for the northern part of Verdi. We aim to make the area livelier and more accessible by adding offices, homes, and a primary school. Subplan 2, available for consultation until 25 November, focuses primarily on the development of the north-western part of Verdi. This plan covers the construction of a residential district with 500-600 new homes, new sports facilities, a new building for the Van Detschool, and a range of amenities.