Ir. H.G. Vahl, 1969 TH Delft Architecture. Joost Vahl has worked for four municipalities in the Netherlands and as a consultant nationally and internationally: 1 Delft. Designer urban planning department Public Works Department (DOW), 1970-1972. 2 Gouda. Designer urban planning department Public Works Department (DOW) 1972-1977. 3 Lelystad. Head of urban planning/head of urban development ZIJP (Zuidelijke IJsselmeer Polders) 1977-1980, head of urban planning Lelystad municipality 1980-1985. 4 Culemborg. Head of architecture/ public housing 1985,head of urban development 1986-2000. 5 Consultant for ministries, provinces and municipalities at home and abroad. History At the end of the 1960s there was a tendency for more young architects to work for the government in order to come up with and realize new solutions 'from within', as it were, for the problems they saw as socially involved designers. Joost Vahl developed a personal vision and working method in which, from within the municipality, he championed a number of changes. One of the goals was to make cities and villages more usable for cyclists, pedestrians and other vulnerable road users by reducing the dominant role of the car. 'You make the city for people and then the car can go with that.' In addition, he strove for sober, phasable and controllable plan development where traffic and urban planning go together . Delft Changes first arose within the municipality of Delft, where Joost Vahl went to work at the Public Works Department after graduating. In the department and the municipal apparatus, Joost Vahl, Thijs de Jong (head of urban planning) and Klaas Havinga (deputy director) were the boosters of a new policy. Among other things, they succeeded in designing a new grid plan for Tanthof (not implemented), reducing the car, making the city more livable and traffic-safe, and increasing attention to greenery and play. Every problem identified was a reason for seeking a solution. Thus, all (planned) work in the city was seized upon to try out new solutions. By systematically talking to all parties involved and simultaneously working on solutions, support arose and the new solutions were accepted more quickly. It succeeded in contributing to a different way of thinking within the municipality of Delft and influencing decision-making. For Vahl, however, the changes were not fast enough and he left Delft. For a few years at that time, the city served as an example both at home and abroad. Gouda Gouda was a growing city where, in 1972, Joost Vahl was brought in by the young architects Wim van Es, Gijs Snoek and Jaap Bitter because of his experience with alternative solutions to traffic issues, housing and working with Delft residents. Alderman Borgman needed additional support in his fight against the ambitious auto traffic plans of the Public Works Department (Gouda 2000). More attention to slow traffic and nature was desired. An intricate network of trails with recreational green/water strips was created in the newly built Bloemendaal neighborhood. Planned repaving was used for alternative redesigns. Major roads and breakthroughs were reconsidered and not done or done differently. Cooperation with especially the people of the Civil Department of Public Works made that, even under the influence of big financial problems, practical and smart solutions were accepted and implemented. Lelystad Rijksdienst IJsselmeerpolders (RIJP) developed the newly reclaimed Flevopolders and made the new towns. Public Works of the Zuidelijke IJsselmeer Polders (ZIJP) managed the polder and was the forerunner of the municipalities. Around 1977, Vahl was brought to Lelystad by Piet Jellema (director of Public Works ZIJP). For the sake of the municipalization of Lelystad, all the plans of the RIJP (Rijksdienst voor de IJsselmeer Polders) that were yet to be built were reviewed very critically. Realization of these RIJP plans could become a problem for requested housing. Therefore, for each RIJP plan yet to be built, a financially controllable, flexible and phasable proposal was negotiated for the benefit of the new municipality. All neighborhoods yet to be built by the municipality were given a grid layout with limited driving speeds and urban diagonals (short bicycle connections) everywhere. Vahl asked Jan Giskes (traffic engineer) to join the new team for the Lelystad municipality. Together, in addition to the grid plans, they realized many car-speed limiting solutions. They felt it was also necessary to modify the main design of the divided traffic system. Culemborg Jan Giskes, head of the Traffic Department of the municipality of Lelystad (1978-1984), became director of the Public Works Department in Culemborg in 1984. He brought Joost Vahl to Culemborg in 1985. From 1987 to 2000, Vahl was architect/urban planner there. A new development plan for the Goilberdingen neighborhood with neighborhoods along a ring road was transformed into a grid plan with streets, avenues, canals and quays. The plan with a network of paths was incorporated into the polder. This allowed as much affordable housing as possible to be built while eliminating operating deficits. With the help of a City Management Plan, a Culemborg Traffic Plan (VPC) and an alternative green policy, multidisciplinary work was done, over a number of years. The entire city was to be redesigned, with the goal of creating a green utility city; with priority for slow traffic everywhere. Advisor The results in Delft, Gouda and Lelystad attracted attention abroad. Many lectures were held and excursions organized. In Denmark, the experiences were used for publications and an improved housing law. In France the ideas and experiences were brought in and used in the creation and implementation of the inter-ministerial program 'Villes plus sûres' & 'Quartiers sans accidents'. Vahl and Giskes worked in many French towns and villages. In Chambéry a long-term cooperation with the 'Services Publiques' (director Deronzier) developed. Everywhere, large busy traffic routes were converted into 'residential areas'. Desolate large new housing estates were integrally improved. After 1971, the Directorate of Traffic Safety (DVV) of the Ministry of Transport and Public Works, like the Ministry of Culture Recreation Social Work, tried to stimulate and channel the new developments. Joost Vahl worked for them on various projects. CRM brought about the making of his book 'Prikkel in de stedebouw'. The 'Stichting ruimte voor de Jeugd' and various traffic organizations such as the 'VBV' and 'Stop de Kindermoord' were important (NB In 2000, 3VO was formed from a merger of Veilig Verkeer Nederland, the Stichting Kinderen Voorrang (the former Stop de Kindermoord) and the Vereniging voor de Bescherming van Voetgangers, VBV. In 2005, it was decided to change the name to 3VO. As of the end of April 2017, 3VO is again called: Veilig Verkeer Nederland). Afterword Image Stories Throughout his career, Vahl was asked to talk about his work. There were excursions, lectures and publications for colleagues and residents, as well as for schools and universities. The new developments within urban planning, traffic, green and play, and around own initiative became more important. The ideas and practical elaborations were incorporated into customized slide stories. This e.g. to convince officials and politicians that change, especially from within the government, was possible. (see archive number VAHL 539: the booklets 'Verkavelen', 'Groen en Spelen', 'Eigen Initiatief' and many for and about traffic projects in France). Only in Culemborg could the accumulated knowledge of the first 15 years be elaborated and applied. During a relatively short period (1985-2000) extraordinary changes were worked on with a common policy and little money. Examples have been described in stories and picture books. (See among others the booklet "Culemborg as a butterfly on the Lek").