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阿姆斯特丹现在是一个三极无生产力的城市。那么我们如何扭转局势呢?通过挖掘阿姆斯特丹铁路和道路基础设施不可思议的潜力!这个现有的网络和它的节点和剩余的空间显示自己是重新连接城市、港口和机场的理想载体。由富有生产力的村庄组成的网络，每个村庄都有自己的特点，形成了一个以多中心为中心的富有生产力的城市，能够重新引入阿姆斯特丹的循环经济。 Amsterdam now functions as a three-poled non-productive city. So how do we turn the tide? By exploiting the incredible potential of Amsterdam’s rail and road infrastructure! This existing network with its nodes and left over spaces presents itself as the ideal carrier for re-connecting city, harbour and airport. A network of productive villages, each with its own character, resulting in a poly-centric productive city capable of re-introducing Amsterdam’s circular economy. 
和许多欧洲城市一样，阿姆斯特丹最初是一个支持当地经济的村庄。随着时间的推移，村庄和港口一起发展，重叠和交织。运河为船只服务，同时提供了一种运输方式，市政厅前的广场上每天都有集市，铁匠的工作坊在当地剧院旁边。这个城市是一个能够自给自足的多产世界。 Like many European cities, Amsterdam started out as a village in support of a local economy. Over time, the village and harbour developed together, overlapping and interweaving. The canals served the ships while providing a mode of transportation, the square in front of the town hall hosted the daily market and the blacksmith’s workshop sat alongside the local theater. The city was a productive world capable of sustaining itself. 
不幸的是，城市和生产的联姻结束了。1876年，卡纳亚尔号的建造使港口向西驶出城市，逐渐降低了生产水平，变得更像是一艘货物船。此外，在第一次世界大战之后，史基浦机场(Schiphol Airport)的引入，放大了全球化的影响，鼓励阿姆斯特丹将自己重塑为一个创造性的知识经济。 Unfortunately, the marriage between city and production came to an end. The construction of the Noordzee Kanaal in 1876 saw the harbour moving westwards, out of the city, gradually decreasing its level of production and becoming more just a vessel for goods. Furthermore, globalisation, amplified by the introduction of Schiphol Airport after WW1, encouraged the city of Amsterdam to reinvent itself as a creative knowledge economy. 
如今，城市、港口和机场构成了阿姆斯特丹的经济版图，但它们的地理差异阻碍了相互作用，而这是有代价的。例如，电力和热能的能源供应是进口的，依赖化石燃料，回收的废物被减少循环使用，平均一顿饭跑了3万公里。 Today, city, harbour and airport make up Amsterdam’s economic landscape, but their geographical divorce prevents interaction, and this comes at a price. For example, energy supplies for electricity and heat are import and fossil fuel dependent, recycled waste is down-cycled and an average dinner has traveled 30,000 kilometers. 
阿姆斯特丹现在是一个三杆无生产力的城市。那么我们如何扭转局势呢?通过挖掘阿姆斯特丹铁路和道路基础设施不可思议的潜力!这个现有的网络和它的节点和剩余的空间显示自己是重新连接城市、港口和机场的理想载体。 Amsterdam now functions as a three-poled non-productive city. So how do we turn the tide? By exploiting the incredible potential of Amsterdam’s rail and road infrastructure! This existing network with its nodes and left over spaces presents itself as the ideal carrier for re-connecting city, harbour and airport. 由富有生产力的村庄组成的网络，每个村庄都有自己的特点，形成了一个以多中心为中心的富有生产力的城市，能够重新引入阿姆斯特丹的循环经济。 A network of productive villages, each with its own character, resulting in a poly-centric productive city capable of re-introducing Amsterdam’s circular economy. 
Piarcoplein每天的客流量为5万人，是第一个高产村庄的理想试验场。今天，广场上有许多基础设施;一系列美丽的柱子和桥梁。Piarco将这两个关键元素作为空间布局的催化剂，在柱子和桥梁之间编织，打破了场地的广阔，引入了一系列人性化的景观。 With a daily passenger rate of 50,000 people, Piarcoplein is the ideal test ground for the first productive village. Today, the square consists of a landscape of infrastructures; a series of beautiful columns and bridges. Celebrating these two key elements as catalysts for spatial layout, Piarco’s productive village weaves around and between columns and bridges, breaking up the site’s vastness and introducing a sequence of human scale landscapes. “诱导需求”的原理证明了提供停车场只会产生汽车交通。因此，减少停车将减少汽车交通。人类行为的这种变化不是一朝一夕就能实现的，但需要逐步实现——世界上越来越多的城市都采用了这种方法。 The principle of “induced demand” proves that the provision of car parking simply generates car traffic. Reducing car parking will therefore decrease car traffic. This change in human behavior cannot be established overnight, but calls for a gradual implementation – an approach that is adopted by an increasing amount of cities around the world. 
在Piarco改造的每一个阶段，生产村的工作方式会根据停车位的大小而有所不同。利用现有桥梁和未来桥梁之间建设的机会的限制，让村庄可以窥视到训练水平，以宣布自己，并吸引众多旁路者的目光。减少的汽车交通将最终使阿姆斯特丹的高速公路有机会建立 |
