V Bar & Lounge ( Park Plaza Vondelpark )

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V Bar & Lounge ( Park Plaza Vondelpark ) Amsterdam

V Bar & Lounge ( Park Plaza Vondelpark )

Koninginnenweg 34-36

1075CZ Amsterdam Nederland

0206446111

vbarlounge@pphe.com

Restauranthouder? Klik hier

Algemene Indruk: 6.0
Bereikbaarheid: 7.3
Bediening / Service: 5.0
Prijs / Kwaliteit: 5.6
Sfeer: 7.2
Wijnkaart: 3.6
Kwaliteit eten: 4.7
Hoeveelheid eten: 3.9
Presentatie eten: 5.9
Tafelpresentatie: 5.9
Toiletten: 4.1

5.4

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V Bar & Lounge ( Park Plaza Vondelpark ) zelf beoordelen

tot 30,- p.p.
V Bar & Lounge, mooie wijnen en sprankelende cocktailsrn rnDe V bar & Lounge van Park Plaza Vondelpark, Amsterdam beschikt over een rijkelijk gevulde wijnbar. Ons vaste wijnassortiment bestaat uit een 25-tal mooie wijnen. Daarnaast bieden wij u tweewekelijks een speciale aanbieding waarbij een van onze fijne wijnen u wordt aangeboden voor slechts Euro 3.50,- per glas en 15.00,- per fles. rn rnUiteraard kunt u ook genieten van een lekkere kop koffie, een sprankelende cocktail en bijbehorend appetijtelijke hapjes. In de middag bieden wij u een smakelijke lunch en in de avonduren bieden wij een varieteit aan finger food. rn rnMet uitzicht op het Vondelpark zorg de V bar & Lounge voor een gevoel van ruimte en rust midden in de drukke stad. Deze locatie leent zich dan ook uitstekend voor de vrijdagmiddagborrel, een zakelijke afspraak of om gewoon even bij te komen van een wandeling in het Vondelpark. rn rnHet interieur van de V bar & Lounge van Park Plaza Vondelpark biedt een combinatie van Europese design klassiekers en Nederlandse gezelligheid. Denkt u aan Design stoelen als de Bubble chair van Eero Aarnio, Igloo van Cappellini en Showtime van Jaime Hayon in combinatie met gezellige hoekjes en een open haard. rn rnLoop gerust binnen voor een warm welkom. De V bar & Lounge van Park plaza Vondelpark, Amsterdam is dagelijks geopend van 11.00 uur tot 00.00 uur. Voor meer informatie of voor het reserveren van uw bedrijfsborrel belt u met Park Plaza Vondelpark, Amsterdam Koninginneweg 34-36 1075 CZ Tel: 020-664 6111 of stuurt u een e-mail naar bookamsterdam@pphe.com.rn rnGraag tot ziens!

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V Bar & Lounge, mooie wijnen en sprankelende cocktailsrn rnDe V bar & Lounge van Park Plaza... lees meer
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Beoordelingen (10): V Bar & Lounge ( Park Plaza Vondelpark ) (Bekijk alle beoordelingen)


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V Bar & Lounge ( Park Plaza Vondelpark ) Amsterdam
V Bar & Lounge ( Park Plaza Vondelpark ) Amsterdam

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In de buurt van V Bar & Lounge ( Park Plaza Vondelpark )
NaamStraatAfstand
Bond  Valeriusstraat 128b  0,07 Km
Scala della Pasta  Valeriusstraat 90  0,12 Km
Tapa Feliz  Valeriusstraat 85  0,19 Km
Bella Vista  Johannes Verhulststr...  0,21 Km
il Boom!  Emmastraat 29  0,22 Km
Tootsie Coffeeshop  Valeriusplein 4/A  0,23 Km

Beoordelingen van V Bar & Lounge ( Park Plaza Vondelpark )

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Algemene indruk: 5    Bereikbaarheid: n.v.t.    Bediening / Service: 7
Prijs / Kwaliteit: 1   Sfeer: 3   Wijnkaart: n.v.t.
Kwaliteit eten: 4   Hoeveelheid eten 7   Tafelpresentatie: 2  
Presentatie eten: 10   Toiletten: 6      
            Gemiddeld Cijfer: 5.0110
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noQNdvUX0 beoordeelde als volgt:
Algemene indruk: 9    Bereikbaarheid: 4    Bediening / Service: 2
Prijs / Kwaliteit: 3   Sfeer: 10   Wijnkaart: n.v.t.
Kwaliteit eten: 1   Hoeveelheid eten n.v.t.   Tafelpresentatie: n.v.t.  
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Algemene indruk: 8    Bereikbaarheid: 4    Bediening / Service: 6
Prijs / Kwaliteit: 6   Sfeer: 4   Wijnkaart: 10
Kwaliteit eten: 9   Hoeveelheid eten 1   Tafelpresentatie: 4  
Presentatie eten: 6   Toiletten: 3      
            Gemiddeld Cijfer: 5.5110
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Algemene indruk: 6    Bereikbaarheid: 8    Bediening / Service: 7
Prijs / Kwaliteit: 8   Sfeer: 9   Wijnkaart: 3
Kwaliteit eten: 3   Hoeveelheid eten 4   Tafelpresentatie: 10  
Presentatie eten: 5   Toiletten: 9      
            Gemiddeld Cijfer: 6.5110
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Algemene indruk: 1    Bereikbaarheid: 7    Bediening / Service: 2
Prijs / Kwaliteit: 7   Sfeer: 9   Wijnkaart: 2
Kwaliteit eten: 1   Hoeveelheid eten 8   Tafelpresentatie: 10  
Presentatie eten: n.v.t.   Toiletten: 4      
            Gemiddeld Cijfer: 5.1110
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Algemene indruk: n.v.t.    Bereikbaarheid: 10    Bediening / Service: 8
Prijs / Kwaliteit: 3   Sfeer: 9   Wijnkaart: 1
Kwaliteit eten: 5   Hoeveelheid eten 3   Tafelpresentatie: 6  
Presentatie eten: 2   Toiletten: 2      
            Gemiddeld Cijfer: 4.9110
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Algemene indruk: 8    Bereikbaarheid: 10    Bediening / Service: 5
Prijs / Kwaliteit: 8   Sfeer: 7   Wijnkaart: 3
Kwaliteit eten: 3   Hoeveelheid eten 1   Tafelpresentatie: 4  
Presentatie eten: 8   Toiletten: 1      
            Gemiddeld Cijfer: 5.3110
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Restaurant bezocht: V Bar & Lounge ( Park Plaza Vondelpark ) - Nederlandplace
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May24Paul For some people, it is an artlcie of faith that the Netherlands must serve as a model for other countries' cycling policy. That would be a serious mistake, because the policy is very bad. To recognise just how bad it is, you need to look at the reality, not at stereotypes and preconceptions. So to start with, a question to Paul Martin. Can you give the primary source (research paper, survey, census data) for these assertions: almost everyone in Houten cycles at some point during the week the modal share for cycling in Houten is in excess of 40% – that is all trips, not ‘commuting’ trips most people actually take the train to work from Houten 60% of those who do arrive at the train station by bicycle .It is important to check these things, even it is does not fit the cycling advocacy' profile. David Hembrow, for instance, is reluctant to give the primary sources for the statistics he quotes, and did indeed delete some comments, when I asked for them.Readers in Australia may be mystified by all this, so here is some background. Houten was built as part of a deliberate policy, to move people out of high-density housing in cities, to low-density housing well outside the city. At the time the decisions were taken (late 1950s to 1960s), the environment was a minor issue, and social-democracy was about more cars for the workers. Building Houten was part of the same policy as mass demolition in Utrecht, the abandonment of its tram network, disinvestment in the rail network, and dispersal of employment into the surrounding region. Very similar attitudes continue to drive the growth of Houten: anti-urbanism, anti-environmentalism, anti-collectivism, and anti-statism. There is another factor on the demand side: lower-middle-class people moved to places like Houten, to get away from the Turkish and Moroccan immigrants taking over the cheaper housing in Utrecht. In addition, conservative Christians are over-represented in the population.So Houten is a right-wing town, to put it politely. Not the place you would expect to see much cycling. You would expect to see white Dutch families who use cars, don't use public transport, and don't cycle except for recreation. So if such a place touts itself as a cycling paradise, that is somewhat suspicious. That's why it is necessary to check the statistics http://jnvicsqas.com [url=http://vsdbzunyuak.com]vsdbzunyuak[/url] [link=http://tvqkgqiqm.com]tvqkgqiqm[/link]
jUWfHuojuzo beoordeelde als volgt:
Algemene indruk: 10    Bereikbaarheid: n.v.t.    Bediening / Service: 8
Prijs / Kwaliteit: 10   Sfeer: 5   Wijnkaart: 3
Kwaliteit eten: 10   Hoeveelheid eten n.v.t.   Tafelpresentatie: 4  
Presentatie eten: 7   Toiletten: 9      
            Gemiddeld Cijfer: 7.3110
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Restaurant bezocht: V Bar & Lounge ( Park Plaza Vondelpark ) - Nederlandplace
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May24Paul Cycling does not have a 40% modal share in Houten, nor in other Dutch cities. This and silimar statistics, which you often see quoted on cycle advocacy blogs, are simply false. They are produced by selectively manipulating the data and especially the definitions. Typically, they equate trip share to modal share, and then often within a bounded area, thereby excluding longer trips which are more like to be in a car.Local government officials in places like Houten, do indeed supply this kind of misleading statistics, and claim they promote cycling'. They have a vested interest in doing so: they get national government subsidies for this, and some European Union funding. It's also good for the image of the area, which is probably the main reason for Houten's PR efforts.The issue is not the presence of cycle infrastructure: Houten has excellent cycle paths. The issue is whether this is equivalent to a larger proportion of the population cycling more often , as Richard Tulloch claims. He claims there are benefits in reducing traffic congestion and in making cleaner, quieter, friendlier, happier communities with improved public health . However, that is not what is happening in Houten, or indeed in Assen, which David Hembrow holds up as an example.Cycling in Houten is in long-term structural decline, as it is in the Netherlands as a whole. The main reason is that car ownership is relentlessly rising, and once people have a car they abandon other modes. Cycling, which was a means of transport in the 1950s, is being progressively concentrated into niche segments, as it is in other countries. Cycling to school, which David Hembrow often refers to, is an example or that erosion.This is indeed related to income. Historically, poor people do indeed cycle. Or more correctly, poor people can't afford cars. The historical evidence in the Netherlands is overwhelming: rising income leads to less cycling. Current preferences among middle-class graduates, who might indeed use a bike occasionally, can not be extrapolated into a long-term trend to more cycling as GNP rises. The evidence is overwhelming, that economic growth will ultimately lead to Californian rates of car ownership in the Netherlands. Inevitably cycling will end up in the same niche it has in California or in Australia.What Richard Tulloch implies is that cycling policy in Houten is reversing that trend. (That's a major theme for David Hembrow too). But it isn't. There is no evidence that proportion of the population which cycles is rising. The proportion of the population using a bike regularly for non-recreational purposes is also declining structurally, again because the share of car-owners in that population is rising. Cycle infrastructure in Houten has not reduced traffic congestion, and certainly not reduced traffic, which is rising continually. The money spent on roads in the Utrecht region is far, far in excess, of the money spent on cycling. Even if Houten spent 10 times as much on cycling, it would still have no impact on road traffic in the region.There is no evidence that Houten has contributed to cleaner, quieter, friendlier, happier communities with improved public health . Houten has dramatically increased car commuting, compared to a hypothetical base scenario in which it had not been built, and people had lived in Utrecht instead. The car-based lifestyle which is typical of Houten is also unlikely to improve public health.Some comments here imply that Houten's policy of providing cycle infrastructure has led to increased cycling. That is the well-known build and they will come argument. The situation on the ground in Houten seems to suggest the opposite: no amount of high-quality cycle paths, will induce car users to abandon their cars and their automotive lifestyle.So why are they building the cycle infrastructure? Partly for the image, as noted. Certainly, many of the cycle paths at the edge of Houten, in the business parks, seem to be there for the show. They are automatically included at the planning stage, as part of the landscaping. They are like the ponds and canals, which are also typical of Dutch business parks. Those are not put there for the fish it's just that firms and employees expect an urban-edge business park, to have grass and ponds and trees. So those cycle paths are not really there for cyclists, and they are hugely under-used.Once again: if you come to the Netherlands determined to see a successful cycle policy, then you will. A certain amount of detachment is needed, however, to understand what is really happening.
rqjxISln9UP4 beoordeelde als volgt:
Algemene indruk: 6    Bereikbaarheid: 9    Bediening / Service: 4
Prijs / Kwaliteit: 5   Sfeer: 10   Wijnkaart: 5
Kwaliteit eten: 2   Hoeveelheid eten 3   Tafelpresentatie: 10  
Presentatie eten: 2   Toiletten: 1      
            Gemiddeld Cijfer: 5.2110
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R0XOdrASrE  raadt dit restaurant af!
Restaurant bezocht: V Bar & Lounge ( Park Plaza Vondelpark ) - Nederlandplace
Gerecht gegeten:

roP78OsF

Gegeten met:

9

Aanbevolen gerecht:

VAsZjgKt

Geclassificeerd als:

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May24Paul Cycling does not have a 40% modal share in Houten, nor in other Dutch cities. This and siailmr statistics, which you often see quoted on cycle advocacy blogs, are simply false. They are produced by selectively manipulating the data and especially the definitions. Typically, they equate trip share to modal share, and then often within a bounded area, thereby excluding longer trips which are more like to be in a car.Local government officials in places like Houten, do indeed supply this kind of misleading statistics, and claim they promote cycling'. They have a vested interest in doing so: they get national government subsidies for this, and some European Union funding. It's also good for the image of the area, which is probably the main reason for Houten's PR efforts.The issue is not the presence of cycle infrastructure: Houten has excellent cycle paths. The issue is whether this is equivalent to a larger proportion of the population cycling more often , as Richard Tulloch claims. He claims there are benefits in reducing traffic congestion and in making cleaner, quieter, friendlier, happier communities with improved public health . However, that is not what is happening in Houten, or indeed in Assen, which David Hembrow holds up as an example.Cycling in Houten is in long-term structural decline, as it is in the Netherlands as a whole. The main reason is that car ownership is relentlessly rising, and once people have a car they abandon other modes. Cycling, which was a means of transport in the 1950s, is being progressively concentrated into niche segments, as it is in other countries. Cycling to school, which David Hembrow often refers to, is an example or that erosion.This is indeed related to income. Historically, poor people do indeed cycle. Or more correctly, poor people can't afford cars. The historical evidence in the Netherlands is overwhelming: rising income leads to less cycling. Current preferences among middle-class graduates, who might indeed use a bike occasionally, can not be extrapolated into a long-term trend to more cycling as GNP rises. The evidence is overwhelming, that economic growth will ultimately lead to Californian rates of car ownership in the Netherlands. Inevitably cycling will end up in the same niche it has in California or in Australia.What Richard Tulloch implies is that cycling policy in Houten is reversing that trend. (That's a major theme for David Hembrow too). But it isn't. There is no evidence that proportion of the population which cycles is rising. The proportion of the population using a bike regularly for non-recreational purposes is also declining structurally, again because the share of car-owners in that population is rising. Cycle infrastructure in Houten has not reduced traffic congestion, and certainly not reduced traffic, which is rising continually. The money spent on roads in the Utrecht region is far, far in excess, of the money spent on cycling. Even if Houten spent 10 times as much on cycling, it would still have no impact on road traffic in the region.There is no evidence that Houten has contributed to cleaner, quieter, friendlier, happier communities with improved public health . Houten has dramatically increased car commuting, compared to a hypothetical base scenario in which it had not been built, and people had lived in Utrecht instead. The car-based lifestyle which is typical of Houten is also unlikely to improve public health.Some comments here imply that Houten's policy of providing cycle infrastructure has led to increased cycling. That is the well-known build and they will come argument. The situation on the ground in Houten seems to suggest the opposite: no amount of high-quality cycle paths, will induce car users to abandon their cars and their automotive lifestyle.So why are they building the cycle infrastructure? Partly for the image, as noted. Certainly, many of the cycle paths at the edge of Houten, in the business parks, seem to be there for the show. They are automatically included at the planning stage, as part of the landscaping. They are like the ponds and canals, which are also typical of Dutch business parks. Those are not put there for the fish it's just that firms and employees expect an urban-edge business park, to have grass and ponds and trees. So those cycle paths are not really there for cyclists, and they are hugely under-used.Once again: if you come to the Netherlands determined to see a successful cycle policy, then you will. A certain amount of detachment is needed, however, to understand what is really happening.
R0XOdrASrE beoordeelde als volgt:
Algemene indruk: 1    Bereikbaarheid: 6    Bediening / Service: 1
Prijs / Kwaliteit: 5   Sfeer: 6   Wijnkaart: 2
Kwaliteit eten: 9   Hoeveelheid eten 4   Tafelpresentatie: 3  
Presentatie eten: 8   Toiletten: 3      
            Gemiddeld Cijfer: 4.4110
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