About Eastwood City

Eastwood City is the state-of-the-art residential, business, retail and entertainment

center in the metropolis. Located at the heart of Manila, the capital city of the
Philippines, Eastwood City is designed to be a metropolis of its own. Designed and built
by Megaworld Properties, Inc., Eastwood City is seen as the community of the future.
Self-sufficient and self-contained, it allows you to live your life to its best potential. Live
in any of the luxurious residential properties in Eastwood. Work in the state-of-the-art
Cyberpark. Dine in any one of the speciality restaurants and cafes. A world-class
graduate IT school allows you to Study as well. And youll never run out of places to
Play. Whether you like shopping, dining, lounging or listening to live music, here you will
get the best that any city can offer all in one safe and fun micro city.
Map of Eastwood City

Live
Eastwood City lets you live every minute of your life to the fullest. Because your work
and play options are always only a few minutes away, you waste zero time commuting
and gain more quality time to enjoy. Here you live as you please. Young professionals
can enjoy the amenities of a compact service apartment unit at Eastwood Lafayette.
Working couples can raise their children in the pleasingly secure domain of Olympic
Heights. This micro city lets you work where you live, and live where you work. Because
home and work areas are wired to each other, your home becomes an extension of your
office.

Properties
Theres a choice of 12 condominium towers within Eastwood City which offers variety of
living and differing levels of costs. The rent you pay will depend on the building you
decide to live in and how long you intend to stay. Generally youll get a much cheaper
rate for taking a longer lease such as 6 months minimum.
Based on a minimum lease period of 6 months, for a fully furnished unit, youll be
looking at about 20-25,000 PHP per month for a 1 bedroom unit and 30-40,000 PHP per
month for a 2 bedroom unit.

Work
Eastwood City CyberPark is the countrys first information technology ecozone.
Specifically designed to effectively meet all your needs and demands as an IT company,
it combines four powerful business solutions to guarantee the smooth operation and
vitality of your business: (1) accessibility to the IT workforce; (2) uninterrupted
work/leisure environment; (3) cutting-edge technology and (4) cost-efficiency.
Situated at the centerpoint of the C-5 Road which links the North and South Luzon
Expressways, Eastwood City CyberPark connects your business to vital destinations in
the Ortigas and Makati central business districts and to the countrys premier
universities including two international schools, all of which provide an excellent pool of
highly-trained human resource.

As part of an urban center, the CyberPark guarantees a highly-stimulating work

environment for IT professionals. Office buildings provide support facilities and services
that allow for continuous workflow 24 hours a day. Residential enclaves are wired to the
corporate block so that the home can become an extension of the office. Plus, at the
core of the CyberPark is a commercial center that will cater to the dining and
entertainment needs of IT professionals round-the-clock.

Study
Megaworld and the University of Asia and the Pacific have collaborated to establish this
world-class graduate school for IT professionals in Eastwood City.
ICITE will offer degree programs and certification and distance learning courses in an
environment where students can freely interact with established professionals in the
field. A leading US learning institution specializing in IT will provide technical assistance
to ICITE through curriculum design and development as well as faculty training.
With an end goal of upgrading the quality of IT human resources in the country and the
region, the graduate school will provide a ready pool of expert manpower for the
CyberPark locators and serve as an incubation ground for new ideas as it attracts local
and foreign professionals to pursue higher studies and conduct research and
development in the IT park.
Although there is no school within Eastwood City itself, there are a few very close by
such as Reedley international school and BriteSparks international school.

Fun
With the launch of the Eastwood Mall, there are now many events held in that area such
as free movie screenings in the open park on their large outdoors LED screen.
However, most events in Eastwood City, such as live music, are still held in the central
Plaza area.
Most events are sponsored by large companies or subsidised by Eastwood City (to
draw in visitors). This means that you can attend most events without any charge.
However there are some occasions when paid events are held, such as the Wolfgang
live concert.

Safety
Eastwood City is a safe place to live, work and study. With security posts at both the
entrance and exit of the city, check points throughout the city itself and regular patrols
by Megaforce security, Anti Crime Force, Quezon City Police and K-9 dog units.

http://www.philippinestuffs.com/eastwood-city/

Eastwood City
This 18-hectare township masterpiece is the first-ever and most successful integrated
township project that offers complete facilities, amenities, and establishments for living,
working, playing, and shopping in the Philippines.

Also known as Philippines first cyberpark, Eastwood City has 19 completed luxury
condominium towers, 10 first-class corporate office buildings, seven ongoing residential
projects, 500 commercial and retail shops, three malls, and a modern IT Park. The
community is also home to more than 22,000 residents and 55,000 workers to date.

https://www.megaworldcorp.com/townships/eastwood-city/

Townships: Cities within Cities

Living in Metro Manila and other metro cities in the Philippines, with poor transport
system and horrendous traffic, can make the average commuter go through hours of
just being on the road. And commuters do not just mean employees who sometimes
have to commute from one end of Manila to another. It also includes students whose
places of residence are often far from their schools.
In the United States, decades ago, I already appreciated the concept of suburbs. They
were self-contained communities that included small businesses, entertainment places,
restaurants, schools and even churches and hospitals. But suburbs were located
outside the city proper. Employees who lived in the suburbs still commuted to the
business district (of course, their transport systems were often very good so there was
no great inconvenience).
In recent years, we have seen the concept of suburbs taken to a higher level in the
form of urban townships. And this time, the townships are located within city proper.
Concept of Township

A township revolves around several key components: Live, Work, Play, Learn, Eat (and
should I add, Pray?). Designed by master urban planners, townships' vision
usually revolve around self-contained living and working environments where residents
would not have to go far. This concept has been supported also by the mushrooming
growth of IT-BPOs which locate within such townships. In addition, accreditation by the
Philippine Economic Zone Authority (PEZA) of such cyberparks make the business of
townships not just good businessbut convenient for residents.
One of the earliest townships I have seen is Eastwood City which is roughly
18.5 hectares. Located in Libis, it continues to evolve and expand as new buildings and
shopping areas sprout.

Eastwood City Vicinity Map (taken from Eastwood City website)

In its beginnings, sometime in the early 2000s, I remember Citywalk (the part of the
vicinity map above showing red roofed buildings) as comprising most of Eastwood City.
It was the place where restaurants were found right beside each other with lots of inner
walkways away from cars and traffic. The high-rise buildings there
weremostly BPOs. Citibank was also one of the first high-rise corporate buildings in that
area.

Walking around Citywalk was reminiscent of some places I loved abroad -- quaint
haunts where people could just walk around cobbled streets, surrounded by restaurants
and trees that provided shade. It was a family place. The mall nearby provided the
shopping convenience of a one-stop place.
Then as years went by, other high-rise condominiums began sprouting around. They
became mixed-use condos -- fancy restaurants, shops and convenience stores on the
ground floor and upscale residences or offices on the upper floors. A new, more modern
Eastwood mall was built on the other side of the road. The plaza facing the mall
features fountains, bridges and lots of seating places where people (and their pets, too,
because Eastwood City is pet friendly) can hang out and socialize. This is one place
where I can go into a mall and not be surprised to see dog breeds of all sorts walking
alongside their humans.
Living in a township is the best of all worlds -- for professionals who work in companies
located within the township area; young married couples who are raising kids and want
to have enough family time rather than fighting traffic commuting from home to work and
back; and are even ideal places for retired folks who want everything they need within
walking distance. When most everything you need is self-contained in a township, life
really does get so much easier and more relaxed. Work no longer becomes such a
burden because the stress of the commute is eliminated. Play and Eat become so much
more pleasant when one starts out already in a relaxed mood.

Up to this date, Eastwood City is not yet totally developed, which is good urban
planning. I like slow development. It gives residents and workers time to get used to the
changing landscape as people and vehicle traffic implications are studied, tweaked and
improved.
That reminds me. It's nearing Christmas and I just love Christmas in the air! I should find
some time to pay a visit again to Eastwood City and other townships in the metro and
see what the Christmas atmosphere is like there now
http://thephilippinebeat.blogspot.com/2014/11/townships-cities-within-cities.html

Small community
DEFINITION
Community is a word always used in two different contexts. First, it is the name of a
particular kind of local population group. Our description of that local group is a few
hundred or a few thousand people living within an area of a few square miles . The
second, and more important context, defines the qualities of society. These qualities
include social traits such as mutual trust, mutual confidence and mutual obligation along
with loyalty to general principles. It is the qualities of people raised in the tradition of
the small local community that is the important factor in the definition.
HOW MANY ARE THERE - AND WHERE ARE THEY?
A century ago almost every community in America was a small local community. Today
approximately 80% of the population lives in urban areas. About 20% (approximately 55
million people) live in small towns or communities. 2,000 counties in the country have
been identified as rural, which is one way to describe small local communities. There
are between 10,000 and 15,000 towns and villages that fit the pattern of small local
communities. They are distributed around the country, fewer in the densely populated
coastal states and more in the middle of the country as well as in the less densely
populated coastal areas.
WHAT KINDS OF COMMUNITIES ARE THERE?
A century ago, almost all small communities were farming communities. At that time half
the population was farmers. Today only 2-3% of the population are farmers. Still 20% of
the people live in small towns. Obviously, the small community now is more varied than
the farming communities of old. In addition to farming communities, one finds small
communities that are the locations of colleges and universities. Many small communities
do manufacturing. And, as service workers become an ever more increasing percentage
of the work force, service communities have evolved. The center of the economic life of
some communities is involved with some agency or arm of the federal or state
government. Finally some communities have become the residencies of people in

poverty, dependent on some form of welfare support. The demographic variety of small
communities has increased rapidly since the days when small was associated with
farming.
WHY ARE THEY IMPORTANT?
Many Americans think that what is small and local is unimportant - bigness is the
measure of significance. Yet it is the details and particulars of ordinary living that
determine the quality of our lives. The small community is important because it has in it
the basic values, particularly in terms of our relationships with others, which are eternal
and universal. The history of America throughout the 20 th century was the movement of
people from rural life to urban life. In that sense the populations of small communities
were the emigrants to the larger community and, just as European emigrants set the
pattern for various cities, so rural immigrants set the values for the cities. As more
generations are born into the cities, problems arise - showing up as violence,
competition and individualism. The small community has historically represented the
best of the culture of character for the nation.
WHAT IS THEIR SIGNIFICANCE TODAY?
During the period of the depression, it was common for many people who were suffering
economic difficulties and job loss to return to the homes of their parents. There was
security and welcome there. It brought them in contact with values that had been lost in
the famous period of the Roaring 20s. Today, there is a similar need for many people to
return home. People need an option to the current trends of industrialization,
urbanization, globalization and rugged individualism. Environmental degradation,
financial scandals, and a threatening world situation require a different mode of life one that optimizes both physical and human resources. This option is the Small Local
Community,

Mixed-use development
Mixed-use development is a type of urban development that blends residential,
commercial, cultural, institutional, or industrial uses, where those functions are
physically and functionally integrated, and that provides pedestrian connections. Mixeduse development can take the form of a single building, a city block, or entire
neighborhoods. The term may also be used more specifically to refer to a mixed-use
real estate development projecta building, complex of buildings, or district of a town or
city that is developed for mixed-use by a private developer, (quasi-) governmental
agency, or a combination thereof.
Traditionally, human settlements have developed in mixed-use patterns. However, with
industrialization as well as the invention of the skyscraper, governmental zoning
regulations were introduced to separate different functions, such as manufacturing, from
residential areas. In the United States, the heyday of separate-use zoning in the U.S.
was after World War II, but since the 1990s, mixed-use zoning has once again become
desirable as the benefits are recognized. These benefits include:

greater housing variety and density

reduced distances between housing, workplaces, retail businesses, and other
destinations

more compact development

stronger neighborhood character

pedestrian and bicycle-friendly environments

History
Throughout most of human history, the majority of human settlements developed as
mixed-use environments. Walking was the primary way that people and goods were
moved about, sometimes assisted by animals such as horses or cattle. Most people
dwelt in buildings that were places of work as well as domestic life, and made things or
sold things from their own homes. Most buildings were not divided into discrete
functions on a room by room basis, and most neighborhoods contained a diversity of
uses, even if some districts developed a predominance of certain uses, such as
metalworkers, or textiles or footwear due to the socio-economic benefits of propinquity.
People lived at very high densities because the amount of space required for daily living
and movement between different activities was determined by walkability and the scale
of the human body. This was particularly true in cities, and the ground floor of buildings
was often devoted to some sort of commercial or productive use, with living space
upstairs.
This historical mixed-used pattern of development declined during industrialisation in
favor of large-scale separation of manufacturing and residences in single-function
buildings. This period saw massive migrations of people from rural areas to cities drawn
by work in factories and the associated businesses and bureaucracies that grew up
around them. These influxes of new workers needed to be accommodated and many
new urban districts arose at this time with domestic housing being their primary function.
Thus began a separating out of land uses that previously had occurred in the same
spaces. Furthermore, many factories produced substantial pollution of various kinds.
Distance was required to minimize adverse impacts from noise, dirt, noxious fumes and
dangerous substances. Even so, at this time, most industrialized cities were of a size
that allowed people to walk between the different areas of the city.
These factors were important in the push for Euclidean or single-use zoning premised
on the compartmentalization of land uses into like functions and their spatial separation.
In Europe, advocates of the Garden City Movement were attempting to think through
these issues and propose improved ways to plan cities based on zoning areas of land
so that conflicts between land uses would be minimized. Modernist architects such
as Le Corbusier advocated radical rethinking of the way cities were designed based on
similar ideas, proposing plans for Paris such as the Plan Voisin, Ville
Contemporaine and Ville Radieuse that involved demolishing the entire center of the
city and replacing it with towers in a park-like setting, with industry carefully sited away
from other uses.
In the United States, another impetus for Euclidean zoning was the birth of the
skyscraper. Fear of buildings blocking out the sun led many to call for zoning

regulations, particularly in New York City. Zoning regulations, first put into place in
the 1916 Zoning Resolution, not only called for limits on building heights, but eventually
called for separations of uses. This was largely meant to keep people from living next to
polluted industrial areas. This separation, however, was extended to commercial uses
as well, setting the stage for the suburban style of life that is common in America today.
This type of zoning was widely adopted by municipal zoning codes.
With the advent of mass transit systems, but especially the private automobile and
cheap oil, the ability to create dispersed, low-density cities where people could live very
long distances from their workplaces, shopping centres and entertainment districts
began in earnest. However, it has been the post-second World War dominance of the
automobile and the decline in all other modes of urban transportation that has seen the
extremes of these trends come to pass.
In the 1920s, the U.S. National Zoning Enabling Act of 1923 and a series of National
Subdivision and Planning acts in English-speaking countries first set forth standards
and practices of single-use zoning to be adopted by every municipality, which soon
became the standard for all post-World War II development. These laws enforced and
codified standards for modern suburban design as it is known today, which have been
exported to many other countries through planning professionals and transportation
engineers. The resulting bills progressively included restrictions on alleyways, minimum
road widths, restrictions on cross streets for major arteries, buffer zones between
separate areas, and eliminating mixed-use in all new developments, resulting in a
moratorium on traditional urban development which remains in place in most areas that
are not specifically zoned as "mixed use" or "general urban development", a common
term for grandfathered urban areas. In addition, some existing urban areas commonly
cited as mixed-use have been rezoned in such a way that, if demolished, they could not
be rebuilt as such; for example, post-flood redevelopment areas in the 18th-century city
of New Orleans.
Throughout the late 20th century, it began to become apparent to many urban
planners and other professionals that mixed-use development had many benefits and
should be promoted again. As American, British, Canadian and Australian
cities deindustrialized, the need to separate residences from hazardous factories
became less important. Completely separate zoning created isolated "islands" of each
type of development. In most cases, the automobile had become a requirement for
transportation between vast fields of residentially zoned housing and the separate
commercial and office strips, creating issues of Automobile dependency. In 1961, Jane
Jacobs' influential The Death and Life of Great American Cities argued that a mixture of
uses is vital and necessary for a healthy urban area.

Zoning laws have been revised accordingly and increasingly attempt to address these
problems by using mixed-use zoning. A mixed-use district will often serve as the
"downtown" area of a local community, ideally associated with public transit nodes in
accordance with principles of transit-oriented development and new urbanism. Mixeduse guidelines often result in residential buildings with streetfront commercial space.
Retailers have the assurance that they will always have customers living right above
and around them, while residents have the benefit of being able to walk a short distance
to buy groceries and household items or see a movie.
Benefits
Benefits of mixed-use development include

greater housing variety and density, more affordable housing (smaller units), lifecycle housing (starter homes to larger homes to senior housing)

reduced distances between housing, workplaces, retail businesses, and other

amenities and destinations

better access to fresh, healthy foods (as food retail and farmers markets can be
accessed on foot/bike or by transit)

more compact development, land-use synergy (e.g. residents provide customers

for retail which provide amenities for residents)

stronger neighborhood character, sense of place

walkable, bike-able neighborhoods, increased accessibility via transit, both
resulting in reduced transportation costs

Criticism
Mixed use development is often seen as too risky by many developers and lending
institutions because economic success requires that the many different uses all remain
in business. Most development throughout the mid to late 20th century in the United
States was single-use, so many development and finance professionals see this as the
safer and more acceptable means to provide construction and earn a profit. Christopher
B. Leinberger notes that there are 19 standard real-estate product types that can obtain
easy financing through real estate investment trusts. Each type, such as the office
park and the strip mall, is designed for low-density, single-use zoning. Another issue is
that short-term discounted cash flow has become the standard way to measure the

success of income-generating development, resulting in "disposable" suburban designs

that make money in the short run but are not as successful in the medium to long term
as walkable, mixed-use environments.
Mixed-use commercial space is often seen as being best suited for retail and small
offices. This precludes its widespread adoption by large corporations and government
facilities.
Construction costs for mixed-use development currently exceed those for similarly
sized, single-use buildings; challenges include fire separations, sound attenuation,
ventilation, and egress.
Additional costs arise from meeting the design needs. In some designs, the large, highceilinged, columnless lower floor for commercial uses may not be entirely compatible
with the smaller scale of the walled residential space above.
Single-use developments are commonplace at high, medium, and low urban density,
but low-density mixed-use developments are rare. Where density is high and transport
is by automobile, parking space requirements (often mandated by the same subdivision
act requirements that restrict mixed-use) are likely to exceed those of low density
residential development, and the large number of parking spaces may be difficult to
finance. Note that this is equally true for any other higher-density development remote
from public transport; however, compared to residential zones, this may be a drawback
due to the required higher initial investment that only amortizes over the medium and
long term. On the other hand, in denser areas, owning an automobile might be
considered a luxury rather than a necessity, especially where there is good public
transport. Therefore, others argue that mixed-use neighborhoods need less parking
space and are more efficient (see Donald C. Shoup, The High Cost of Free
Parking). Manhattan is an example of an unusually high density leading to relaxation of
standards in this matter.

Types of contemporary mixed-use zoning

Some of the more frequent mixed-use scenarios in the United States are:

Neighborhood commercial zoning convenience goods and services, such

as convenience stores, permitted in otherwise strictly residential areas

Main Street residential/commercial two to three-story buildings with

residential units above and commercial units on the ground floor facing the street

Urban residential/commercial multi-story residential buildings with

commercial and civic uses on ground floor

Office convenience office buildings with small retail and service uses oriented
to the office workers

Office/residential multi-family residential units within office building(s)

Shopping mall conversion residential and/or office units added (adjacent) to

an existing standalone shopping mall

Retail district retrofit retrofitting of a suburban retail area to a more village-like

appearance and mix of uses

Live/work residents can operate small businesses on the ground floor of the
building where they live

Studio/light industrial residents may operate studios or small workshops in

the building where they live

Hotel/residence mix hotel space and high-end multi-family residential

Parking structure with ground-floor retail

Single-family detached home district with standalone shopping center

Examples
Traditional mixed-use

Town planning (18th19th century): Paris, France, Bath, England, Annapolis,

Maryland, New Orleans, Louisiana

Town planning (China): the hutongs of Beijing and Shanghai associated

with courtyard urban design

Partial (pre-war zoning): Manhattan, New York; parts of Los Angeles and
other streetcar suburbs

Traditional (informal): Portland, Oregon; Favelas, Rio de Janeiro; North End,

Boston, Massachusetts; Old City, Jerusalem

National Trust Main Street Program (U.S.)

Main Street Programs in the United States

Street car neighborhoods (Pre-automobile mixed-use neighborhoods)

Too many to list. See the articles categorized as "streetcar suburbs".
Mixed-use zoning
The following examples are areas of cities that are zoned mixed-use but are not single
projects:

HafenCity, Hamburg, Germany

Hercules, California

Huntersville, NC

Davidson, NC

Mixed-use development projects

Examples of individual projects that include three or more different use types (e.g.,
residential, retail, office) include:
The Netherlands

ArenaPoort, Amsterdam

Kop van Zuid, Rotterdam

Nieuw Binckhorst, The Hague

Oosterdokseiland, Amsterdam

United States

Bay Street Emeryville, Emeryville, California

Birkdale, Charlotte

CityCenter, Las Vegas

City Creek Center, Salt Lake City, Utah

Country Club Plaza (1907), Kansas City, Missouri

Eddy Street Commons, South Bend, Indiana

Excelsior and Grand, St. Louis Park, Minnesota

Glenwood Park, Atlanta

Mayfaire, Wilmington, NC

Miami Midtown, Miami

Orenco Station, Hillsboro, Oregon

Southpark, Charlotte

Santana Row, San Jose

Time Warner Center, New York City

Zona Rosa, Kansas City, Missouri

Eagleview, Pennsylvania

Weatherstone, Pennsylvania

Market Common, Myrtle Beach, SC

Other countries

Argentina: Puerto Madero, Buenos Aires

Georgia: Green Lisi Town

Russia: Moscow: Moscow City, Zagorodny Kvartal, Moscow

United Kingdom: Bed ZED (Beddington Zero Energy

Development), Hackbridge, London

See also

Activity centre

Automobile dependency

Edge city

Main Street

New Urbanism

Principles of Intelligent Urbanism

Public Space

Single-use zoning

Smart Growth

Sustainable development

Third Place

Transit-oriented development

Urban Design

Urban Sprawl

https://en.wikipedia.org/wiki/Mixed-use_development

Arena Gate West

Chapter 1 Introduction
1.1 Background
The zoning 'Arena Gate West' gives concrete expression to the current, spatial policy for this area of
the municipality of Amsterdam Southeast district. The planning area was formerly part of the Centre
Area Southeast, "which is also the part located at shopping the east side of the track included The
Amsterdam Port. Although both areas are still together form the central region of Southeast, the
planning areas are divided and is the former name changed to 'Arena Gate. It's located west of the
track, designated as metropolitan, region and subsequently was given the name 'Arena Gate West. For
the eastern part, which is designated unlike Arena Gate West not as metropolitan area, the district
council on December 20, 2011, adopted the zoning plan 'Amsterdamse Poort'.
For the preparation of a new zoning plan for the planning area 'Arena Gate West', the following
considerations have played a role.

Legal obligation updating

the Spatial Planning Act contains statutory obligation to update plans every ten years. The zoning
applicable to this planning area are older than ten years.

The need for revision and updating of spatial programmatic framework

Arena Gate has over ten years ago used the way to develop a large-scale multifaceted urban center
area. Of the Anton de Kom to the Villa Arena Arena Gate is a vast central area with public towing
services in the middle the new Amsterdam Bijlmer ArenA in 2007. On the west side is realized ArenA
stadium big eye-catcher in 1996. Afterwards the area is arranged around the stadium and build largescale shopping and entertainment facilities. With the recent expansion of the main stadium ArenA, the
building of the Ziggo Dome and the adjacent square with a hotel, an office and an amenities building,
the planning area Arena Gate West has become a full-fledged city area with offices, entertainment,
sports, retail and events as the main themes. The area is home to a wide variety of local, urban and
metropolitan amenities, some with international appeal. Also, on the other side of the track is changed
much over the last ten years. There are offices and schools come into the vicinity of the track, the
shopping center The Amsterdam port has been renovated and includes a number of places, including
Hoekenrode where space is designed for catering and entertainment, and built to the east the Anton
de Kom with the district office the new sports center, Bijlmerparktheater and the police.
Arena Gate will consolidate in the coming years as existing urban areas. That does not mean there will
be no movement. In terms of quality of life and pleasant residential area, the area can continue to
improve.The intention to update the current plan regime Arena Gate West, is the perfect time to after
a period of intensive development to take stock for Arena Gate and to provide the basis for an updated
spatial framework for the next decade.
In chapter 4, which deals with the spatial and urban planning framework and the desired
developments for the planning area, is discussed in more detail.

1.1.1 Crisis and Recovery

The Crisis and Recovery (CHW) is intended to bring about an acceleration in the development and
implementation of regional projects in order to contribute to the fight against the economic crisis.
For this purpose temporary changes in land declared procedures (eg zoning) applicable to different
types of projects. For example, the treatment time shortened by the Division of the State Council and
adapted the concept of interested party. The projects to which this applies are listed in Annex I and II
of the CHW.
The current zoning does not provide for a project listed in Annex I and II of the CHW, CHW is therefore
not applicable to this plan.

1.2 Powers
By decision of the municipal council of February 1, 2006 are the areas Amstel III, Centre Area
Southeast (now called West Gate Arena) and the AMC site designated as metropolitan project. It is
inter alia, that in areas designated as metropolitan area Amsterdam City is authorized to determine
zoning and taking planning decisions. That also applies to the present zoning.

1.3 Structure
The zoning consists of rules, an imagination and is accompanied by an explanation. The imagination
are the destinations listed in the plan area. These destinations are related to the legal regime set out
in the rules.
The imagination and the rules form the zoning regulations as established by the City Council. The note
provides the background (relevant policy, results of studies conducted) to the zoning scheme.
The explanation of this zoning consists of 20 chapters. This describes in brief the content of these
chapters.
After this first introductory chapter follows chapter 2 describes the planning framework. Among other
deals with the history, description of the project area as well as the description of the existing
functions. In chapter 3 is a description of the relevant planning policy from the central government,
the province, the region and the municipality. In chapter 5 to 17 describe various environmental and
performance aspects.Chapter 18 explains how the described principles for the planning area and its
setting preconditions have been translated into legal terms. Chapter 19 examines the economic
feasibility. And finally, Chapter 20 deals with the social feasibility (consultations under Article 3.1.1 Bro
and possible participation). Finally, include both the notes and the rules, a number of appendices.

Chapter 2 Framework Plan

2.1 Location and boundaries
The planning area of the zoning 'Arena Gate West' is defined as follows:
North : the municipal boundary of the City of Amsterdam and Ouder-Amstel east : the eastern side of
the embankment of the railway Amsterdam-Utrecht; south : Hoogoorddreef (center of the
road); West : Holterbergweg (heart of the road) .

Figure 1: planning area in its vicinity

2.2 Objective
Given the current legislation it is necessary to bring a zoning process that provides a good
contemporary planning and legal arrangements for the area. This zoning is intended to provide. It
would aim, on the basis of current planning policy and to expect a realistic and desirable program for
the next plan period where necessary to adjust and, where possible, to allow sufficient flexibility and
expansion space.

2.3 Applicable planning framework

The area where this preparation decision concerns currently subject to the following plans:

Zoning Centre Area Southeast, adopted by the City Council of Amsterdam on December 8,
1998 (28);

Zoning Stand Vliet, established on January 29, 1971 by the City Council of ParentAmstel. (These are two small parts plan on the north side of the project area, which are added
after a boundary adjustment to the territory of the municipality of Amsterdam). (24);

Zoning Cinema / Evenementenhal Centrumgebied Amsterdam South East, adopted by the City
Council of Amsterdam on 2 October 1996. (The project area is located on the southeast side of
the Arena Boulevard.) (27);

Zoning Southern Ringspoorbaan adopted by the City Council of Amsterdam on 20 March 1986.
(This section is located on the far north side of the project area.) (25);

Zoning Amstel III, adopted by the City Council of Amsterdam on 25 June 1986. (This is a
section on the south side of the project area.) (26);

Zoning Arena Gate West, Lot 17, adopted by the City Council on July 7, 2010 (This is a plot
directly on the west side of the stadium Amsterdam ArenA.) (31);

Zoning Arena Gate West, loading losdek Lot 17A, adopted by the Council on 29 September
2010. (This is the part along the Holterbergweg on the far west side of the west of lot 17
situated plot 17A) (32).

The current zoning Getz, adopted by the City Council of Amsterdam on November 30, 2005,
which is surrounded in this planning area is not to review at this time far, and for that reason
left out of the planning area. For this, in due course will prepare a separate development plan
(30).

Figure 2: Overview of current plans (Nos 24, 25, 26, 27, 28, 31 and 32).

2.4 Description of the planning area

The planning area 'Arena Gate West' part of the 'Arena Gate. Arena Gate is the name of the urban
area stretching from the Arena Boulevard and the adjacent there Ziggo Dome and Villa ArenA in the
west to the Anton de Kom in the east.

Figure 3: Location Arena Gate West in relation to the entire area Arena Gate

In the eastern part of Arena Gate will focus on local city center functions for Amsterdam South East,
with the potential of a (top) regional appearance. The Amsterdam port is characterized by a mix of
offices, housing, shops, services and restaurants. The offering consists of a mix of local specialists,
large retail chains and the market. In the immediate vicinity of the shopping center are offices, homes
and educational facilities housed. At the Anton de Kom are the district office and the Bijlmer Sports
Centre located. Through the Bijlmerparktheater is the Anton de Kom also the transition from the
district center to the Bijlmerpark.
In the western part of Arena Gate will focus on metropolitan center- and entertainment functions,
often with a regional or national character. Arena Gate West is characterized by leisure and
entertainment, sports, large-scale retail, living theme center, offices and restaurants. Over the past 15

years, Arena Gate West has become a major destination for major events in the Amsterdam ArenA,
the Heineken Music Hall and the Ziggo Dome. Additionally Arena Gate West remains an attractive
location for work. Many offices have been recently renovated, equipped with additional features and
virtually fully leased despite the crisis. Contrary to the general perception, the vacancy rate in Arena
Gate West thus relatively low, especially compared to other office locations in Amsterdam and the
region.
The Amsterdam Bijlmer ArenA and the adjacent square Hoekenrode forms the central link between
West and East Gate Arena. Thanks to the good metro links to the center of Amsterdam, a direct
connection to Schiphol Airport and Utrecht and quick bus links into the region's Arena Gate excellent
accessibility by public transport. Cars may Arena Gate good reach from the motorways A2, A9 and A10
and then park in one of the many parking garages in Arena Gate or within walking distance in areas in
the vicinity.

Chapter 3 Policy
3.1 Government policy
3.1.1 Infrastructure and Spatial Planning
The new Infrastructure and Spatial Planning (SVIR) defines the political responsibility of the
government on spatial planning and mobility. This responsibility will cover basic standards in the field
of environment, living environment, (water) security and protecting unique spatial values; (Inter)
national grids and spatial conditions for strengthening the economic structure. The structure will
replace the Mobility, the National Spatial Strategy, the Mobility Approach and Randstad 2040. The
SVIR was adopted on March 13, 2012.
The Amsterdam Metropolitan Area International has a strong economic position. Schiphol is the main
place of business conditions for international companies, corporate headquarters, and knowledge and
critical to attracting business functions in the areas of research & development, sales and logistics for
almost all key sectors in the Netherlands (including the creative industries around Amsterdam /
Brainport Southeast Netherlands, the business services in the cluster Zuidas and the top sector Life
Sciences & Health). Besides the Mainport Schiphol wearing the Port of Amsterdam, Lelystad Airport
and the economic sectors, trade and logistics, business and financial services (including especially
South Axis), Agro & Food.
Ambitions and national interests

The government formulates goals for the Netherlands to respond to the (inter) national developments
which determine the spatial and mobility challenges towards 2040. The government sets within the
spatial and mobility policy by:

competitiveness; accessibility; Liveability and safety

for the medium term (2028), this leads to the following main objectives: increasing the
competitiveness of the Netherlands by strengthening the spatial-economic structure of the
Netherlands; improve, maintain and spatial ensure accessibility where the user is paramount; ensuring
a viable and safe environment in which unique natural and cultural heritage values are preserved.
The main objectives have been translated into 13 national interests. A number is addressed below.
The strengthening of the spatial economic structure focuses largely on the urban regions around the
main ports, brainports and greenports. For these areas be set up area-based programs. But also on
other fronts is searched for an enhanced spatial-economic structure, such as an improvement in the
main network for a (renewable) energy and space for transport of (hazardous) substances via
underground pipelines.
Accessibility is another target of the government policy. To that end should be achieved, inter alia, a
robust main network. This refers to roads, rail and waterways. In addition, the government also is
committed to making better use of our existing infrastructure.
A secure environment will continue to be central to the new policy. To this end the government wants
to improve the environment and protect us from noise and external security risks. But a safe living
environment consists of more. Therefore, for example, the government also focuses on flood
protection and the preservation of unique cultural, historical and natural qualities into our country.
spatial planning
Regarding our spatial planning is in addition to the previous interests mentioned a specific
interest. The aim is to careful consideration and transparent decision-making at all spatial plans. For
the benefit of careful use of space in urban developments is a "ladder" Sustainable urbanization
included in the Spatial Planning Decree (Bro). This works with the following steps:

Findings governments concerned whether the proposed development provides a regional,

inter-municipal demand for industrial sites, offices, residential areas and other urban facilities;

If the proposed development provides a regional, inter-municipal demand, governments

concerned whether it can be achieved within existing built-up area by using restructuring or
transformation Sites;

If restructuring or conversion of existing built-up area offers enough possibilities to be

developed at the regional, inter-municipal demand to meet, review relevant authorities of this
question in locations that are appropriate accessible multimodal or be developed as such.

http://ftp.ruimtelijkeplannen.amsterdam.nl/DRO/plannen/NL.IMRO.0363.T1201BPGST
-/NL.IMRO.0363.T1201BPGST-VG02/t_NL.IMRO.0363.T1201BPGST-VG02.html