Heritage of the Week | Amsterdam Autostad

Amsterdam Autostad

In October 1896, notary Johan Backx becomes the first person to drive a car—a Daimler Victoria—through Amsterdam, marking the cautious beginning of the automobile’s rise in the city. Initially a luxury item, cars were rare on the streets. However, 20th-century urban expansions took this new mode of transport into account. For example, the streets of Plan Zuid were designed wider than those in earlier neighborhoods. In post-war districts like Nieuw-West and Zuidoost, dedicated motorways and ample parking spaces were even incorporated. Residents of the honeycomb-shaped flats in the Bijlmer had access to underground parking garages. In the city center, the growing number of cars from the 1960s onward led to a shortage of parking spaces, traffic jams, congestion, and accidents. From the 1980s, the municipality began implementing measures to regulate car traffic. Even earlier—in the late 1960s—(playful) protests against cars emerged. But first, the car was given free rein, as seen in the buildings constructed for it.

(Con)structing for the car

From the early 20th century, buildings were specifically designed and constructed for cars. In the city center, small garages were built for repairs and maintenance. On the outskirts, large specialized garages appeared, such as the Citroën garages at Stadionplein and the Renault garage at Prins Bernhardplein. These buildings were designed in contemporary architectural styles, reflecting the car as a symbol of progress. For instance, the southern brick Citroën garage with its showroom and office, built in 1932 by architect Jan Wils, features characteristics of the Amsterdam School and De Stijl. The ochre bricks were later whitewashed. Wils had designed the Olympic Stadium just four years earlier, in 1928.

The northern Citroën garage, built in 1960, was designed in a functionalist style—also by Wils—and constructed with a reinforced concrete skeleton and large glass facades. Access to the upper floors was provided via ramps.

The buttocks of Zanstra: car buildings in the 1960s and 70s

The 1960s and 70s saw a surge in car-related architecture. A prime example is the Autopon building at the start of the Overtoom, where drivers entered the city. Commissioned by Pon Automobielen, the Dutch Volkswagen dealer, architects J.B. Ingwersen and C. de Geus designed this concrete building on stilts in 1961, reminiscent of the architecture of French architect Le Corbusier. The semi-circular structure housed a showroom and workshops on the ground floor. A notable feature was the protruding display window on the first floor, designed to showcase the latest Volkswagen models. The upper floors contained 56 residential apartments, accessible via rear galleries. Pon vacated the building in 1977 due to reduced accessibility. Today, a gym occupies the ground and first floors.

As car ownership increased, parking garages were built near the city center. In the Marnixstraat, Europarking was constructed in 1972, designed by Piet Zanstra for Amsterdam garage owner and slumlord Hendrik Tabak. The reinforced concrete building with a prefabricated facade accommodated 700 cars. The ground floor was elevated to allow buses to park there as well. Its spiral-shaped curves (with on- and off-ramps) earned it the nickname “the buttocks of Zanstra.”

In recent years, Amsterdam has focused on building underground parking facilities. A recent example is the Albert Cuypgarage beneath the Boerenwetering near De Pijp, designed by ZJA Zwarts & Jansma Architects, with space for 600 cars.

The AutoRAI

In 1961, the Rijwiel en Automobiel Industrie (RAI) received a congress and event complex at Europaplein in Amsterdam Zuid, designed by Alexander Bodon. The functionalist complex was expanded several times, including the Amstelhal, also designed by Bodon in 1969. It is best known for hosting the biennial AutoRAI car show until 2015. Since then, the venue has hosted a variety of events, such as the annual KunstRAI art fair.

The Witkar and Stop de Kindermoord

By the late 1960s, criticism of the car’s dominance in the city grew, expressed through playful actions and protests. One such initiative was the Witkar, a car-sharing project conceived by designer and politician Luud Schimmelpennink. Like his earlier White Bicycle Plan, it aimed to address traffic issues. He designed a small electric shared car for two people, available for rental at five locations. The Witkar was in use from 1968 to 1986, far ahead of its time.

Protests also took shape. In 1973, the pressure group Stop de Kindermoord (Stop the Child Murder) was founded, demanding measures from the municipality to protect young road users. Alongside actions—such as occupying busy intersections—the group organized the National Street Play Day, gaining international media attention. In 1993, the group changed its name to Kinderen Voorrang (Children First).

Cyclists also made their voices heard. On June 4, 1977, a bike blockade was held at Museumplein, where hundreds of cyclists laid down their bikes.

From car city to cycling city

In recent years, Amsterdam has become known as a cycling city, even earning the title of the world’s cycling capital. Cyclists have priority thanks to cycling streets, where cars are merely guests. One-way traffic systems and the recently introduced citywide 30 km/h speed limit have further improved traffic safety. Underground parking garages have reduced the car’s presence in the streetscape. Yet, the car has left a significant mark on Amsterdam. Looking ahead, the balance between cars—including electric ones—and bicycles will remain a key issue for the city.

Heritage of the Week

In the Heritage of the Week section, each week a special archaeological find, site, object, monumental building, or historical location in the city takes center stage. Through the website amsterdam.nl/erfgoed, Open Research Amsterdam, Instagram @monumentenarcheologie, and Facebook, the heritage experts from the Bureau of Monuments and Archaeology share the city’s heritage with Amsterdammers and other interested parties. This article was written by Ellen van Kessel.

Banner photo: parked cars on Amstelveld, August 1972. | Photo: Amsterdam City Archives ( B00000010293 ).