Digital Baroque in the Red-Light District: Pedestrian Bridge in Amsterdam
In the Old Town of Amsterdam, the world's first steel bridge manufactured by means of 3D printing is to be erected in just a few months. The design comes from Joris Laarman Lab and the Arup engineering office. At the start-up company, an industrial robot welded the bridge construction point by point. Now, only the banks of the canal must be prepared.
This project was announced long ago; now it is (hopefully) ready for implementation. In the Old Town of Amsterdam, the world's first stainless-steel bridge manufactured with 3D printing is to be erected next year. The City of Amsterdam commissioned the Joris Laarman design studios and engineering office Arup with the design of a bridge construction to span the Oudezijds Achterburgwal, a canal in the red-light district of the Dutch capital.
The bridge, which is 12 metres long, was manufactured at Amsterdam's start-up MX3D, which specializes in a technique known as wire arc additive manufacturing. The company combines the necessary industrial robot with a welding machine that can process most weldable alloys. Metal welding wires are used as raw material. For the most part, the bridge deck consists of components around 1 m in length; these are individually extruded and subsequently welded together. However, the robot also made some longer sections, for which it was mounted directly onto the bridge deck.
In the planning phase, the geometry of the bridge had to be changed many times: originally, delicate mullions would have transferred the bridge's load to the supports. Now, the balustrades found to either side of the bridge, which are shaped like biomorphic box girders, will bear most of the load. Furthermore, because it was not clear how the piece-by-piece welded material would respond to tensile stress, the design is such that it is primarily compressive forces that will act on the bridge.
Before the bridge in installed in situ, the banks of the canal must be restored. The engineers want to use this time to equip their structure with a large number of sensors. The measurements will serve to optimize design and calculation processes for similar bridges in future.
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Sursa: detail-online.com (https://www.detail-online.com/article/digital-baroque-in-the-red-light-district-pedestrian-bridge-in-amsterdam-33468/)
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Glass and Steel in Bridge Form: Longest Glass Suspension Bridge in China
The beauty of the three gorges by Lianzhou was described by a poet from the era of the Tang Dynasty. This new suspension bridge will harmoniously coexist with its natural surroundings even though it has several highly technical components.
The canyons in the Huangchuan Three Gorges Scenic Area are already known as a must-see. Rivers meander among forested mountains before flowing into the Pearl River Delta. In order to promote local tourism, the world's most recent longest glass suspension bridge has been built here. It supersedes its predecessor, also Chinese, which only a few years before had superseded yet another Chinese predecessor in its turn. A certain preference for these Chinese tourist attractions can be evinced.
The two towers in vibrant red make the bridge an unmistakable landmark. The main cables are also in the same vivid colour. As typhoons are frequent in this area in the summer months, an additional cable system has been installed for lateral stability. It runs beneath the earth and is fixed to concrete anchors in the cliffside, a task made more difficult by the karstification of the stone and the high proportion of silt. The design features significant wind resistance thanks to wind-tunnel testing of 1:1 models during the design process.
Visitors to the attraction can now stroll a length of 526.14 m. They will enjoy not only an unobstructed view of the waterfalls beside the bridge, but also of the gorge beneath their feet. The deck consists of three layers of a particularly transparent glass. It has been coated and tempered to withstand the load of 500 people and yet ensure an optical transmission factor of 99.15 %. In four places, the bridge widens to 8.80 m, creating small platforms or niches where visitors can rest and take photos without disturbing the flow of traffic. The stainless-steel handrails and the suspension cables, onto which double-T profiles have been mounted to form the subconstruction of the bridge, are visually reticent. They have been optimized primarily for purposes of future maintenance so that the bridge may bask in its record-breaking glory a while longer.
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Sursa. (https://www.detail-online.com/article/glas-und-stahl-in-brueckenform-laengste-glaeserne-haengebruecke-in-china-1/)
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Quote from: nenea_hartia on November 07, 2021, 01:45:25 AM
^ Mulțumesc, știrea e fantastică (eu sunt câmpinean :)), dar:
- începând de pe aici (https://www.google.com/maps/place/45%C2%B008'09.8%22N+25%C2%B045'01.0%22E/@45.1360489,25.7497328,187m/data=!3m2!1e3!4b1!4m6!3m5!1s0x0:0x0!7e2!8m2!3d45.1360475!4d25.7502802?hl=ro-RO) și până la gara Telega (Zorile), șinele au fost deja demontate din teren, iar terasamentul e o junglă prin care nu se poate trece;
- oameni tâmpiți, dar mai nou puternici politic, vor să facă pe acolo o șosea (https://clubferoviar.ro/guvernul-da-aviz-negativ-pe-desfiintarea-liniei-campina-telega/);
- din păcate, simpla clasare ca monument istoric în România nu salvează de la ruină, distrugere sau chiar demolare.
În orice caz, felicitări din tot sufletul Asociației ,,Suntem România", deși nu înțeleg de ce se opune transformării liniei într-un traseu pietonal și velo. Dimpotrivă, cred că linia ar putea fi salvată dacă s-ar circula pe ea, nu dacă ar rămâne un muzeu nepăzit. Pe principiul că acolo unde e trafic e mai greu să furi sau să vandalizezi, iar autoritățile pot fi mai ușor convinse să întrețină sau să repare. Iată aici (https://ro.wikipedia.org/wiki/Linia_126_(Infrabel)) un exemplu de cale ferată desființată. Cea mai mare parte a ei a fost convertită în pistă de biciclete, podurile și tunelurile (https://ro.wikipedia.org/wiki/Tunelul_R%C3%B4mont) au fost astfel salvate și reabilitate, iar unele din fostele halte au fost renovate (https://ro.wikipedia.org/wiki/Halta_Modave-Village) în scopuri turistice. Într-adevăr, o parte din fostele gări au fost vândute unor persoane private, dar cumpărătorii sunt obligați să păstreze aspectul clădirilor și indicatoarele (exemplu (https://ro.wikipedia.org/wiki/Halta_Fourneau), alt exemplu (https://ro.wikipedia.org/wiki/Gara_Huy-Sud)). În anumite locuri au fost păstrate inclusiv câteva zeci de metri de șine, un exemplu fiind aici (https://ro.wikipedia.org/wiki/Gara_Les_Avins_en_Condroz). Da, aceea este o locuință privată! Ce diferență față de fosta gară Telega (Zorile) (https://commons.wikimedia.org/wiki/File:Calea_ferat%C4%83_C%C3%A2mpina%E2%80%93Telega_37.jpg), vândută unor foști ceferiști, acum cu cotețe-anexă, berze ornamentale din gips și balcoane de termopan.
Sunt cel mai mare susținător al promovării patrimoniului industrial, ar trebui urgent clasate cât mai multe foste sau actuale ateliere, uzine, mine, ocne, saline, gări, șamd, dar cred că păstrarea în teren a kilometri întregi de șină fără asigurarea unei circulații feroviare măcar turistice este puțin utopică. Însă pot fi păstrate cât mai multe elemente punctuale (poduri, podețe, halte, cantoane, borne kilometrice, componente de semnalizare) și convertită linia propriu-zisă în traseu pietonal și de biciclete. Astfel de proiecte primesc imediat finanțare europeană, mai ales în această perioadă. Și ar fi fantastic dacă, printr-un astfel de proiect, ar fi reabilitat și frumosul pod peste Doftana (https://ro.wikipedia.org/wiki/Podul_feroviar_peste_Doftana_de_la_Zorile) al lui Elie Radu.
Pornind de la descrierea lui @nenea_hartia (căruia îi mulțumesc pentru prezentare :cheers:), am găsit asta:
Rail-trails are former railway lines that have been converted to paths designed for pedestrian, bicycle, skating, equestrian, and/or light motorized traffic. Most are multiuse trails offering at least pedestrians and cyclists recreational access and right-of-way to the routes. The characteristics of abandoned railways—flat, long, frequently running through historical areas—are appealing for various developments. The term sometimes also covers trails running alongside working railways; these are called "rails with trails". Some shared trails are segregated, with the segregation achieved with or without separation. Many rail trails are long-distance trails.
A rail trail may still include rails, such as light rail or streetcar. By virtue of their characteristic shape (long and flat), some shorter rail trails are known as greenways and linear parks.
In a number of cities disused rail tracks have been converted into linear parks. One example is the High Line (also known as "High Line Park"), a 1.45-mile-long (2.33 km) elevated linear park created on an elevated section of a disused New York Central Railroad. Inspired by the 3-mile-long (4.8 km) Promenade plantée (tree-lined walkway), a similar project in Paris completed in 1993, the High Line has been redesigned and planted as an aerial greenway and rails-to-trails park.
Rail trail conversions can be complex for legal, social, and economic reasons Railroads in North America were often built with a mix of purchased land, government land grants, and easements. The land deeds can be over a hundred years old, land grants might be conditional upon continuous operation of the line, and easements may have expired, all expensive and difficult issues to determine at law.
Railroad property rights have often been poorly defined and sporadically enforced, with neighboring property owners intentionally or accidentally using land they do not own. Such encroachers often later oppose a rail to trail conversion. Even residents who are not encroaching on railway lands may oppose conversion on the grounds of increased traffic in the area and the possibility of a decline in personal security. Because linear corridors of land are only valuable if they are intact, special laws regulate the abandonment of a railroad corridor. In the United States, the Surface Transportation Board (STB) regulates railroads, and can allow a corridor to be "rail banked" or placed on hold for possible conversion back to active status when or if future need demands.
While many rail trails have been built, other proposals have been cancelled by community opposition. The stature of the conversion organization, community involvement, and government willingness are key factors.
On the other hand, there are a growing number of cases where existing rails and infrastructure, in service or not, are being called to be torn up for trails. Two cases of this are in New York State, against the Catskill Mountain Railroad in Kingston, New York, and the Adirondack Scenic Railroad in Old Forge, New York. In Connecticut, the not-in-service section of track on the Valley Railroad has been proposed by locals to be converted to trail. Though perceived by residents to be, as it has not carried a train since the 1960s, the railroad has never been formally abandoned. The Connecticut Department of Energy and Environmental Protection acquired the line from Penn Central in 1969, and subsequently signed a long-term lease with the railroad. The railroad has been continually working to bring this section of the line back into service. Both Departments strongly support the preservation of the line, and have provided support to the railroad with property encroachment from abutters and the provision of railroad ties. All three of these examples are heritage railroads, which serve to protect the history of the railroad. Their primary revenue is tourist operations, so rail traffic is seasonal; though all three have been granted rights to carry freight, should customers show interest.
Though rare, there are several cases in which trails convert back to active railroads. One example occurred in 2012 in Clarence, Pennsylvania, where the R.J. Corman Railroad Company received permission to rebuild 20 miles (32 km) of railbanked line to serve new industries. Conrail had ceased operating over the line in 1990, and 10 miles (16 km) was converted to the Snow Shoe Rails to Trails.
Most original rail lines were surveyed for ease of transport and gentle (often less than 2%) grades. Therefore, the rail trails that succeeded them are often fairly straight and ideally suited to overcome steep or awkward terrain such as hills, escarpments, rivers, swamps, etc. Rail trails often share space with linear utilities such as pipelines, electrical transmission wires, and telephone lines.
Most purchase of railway land is dictated by the free market value of the land, so that land in urban and industrial cores is often impractical to purchase and convert. Therefore, rail trails may end on the fringes of urban areas or near industrial areas and resume later, as discontinuous portions of the same rail line, separated by unaffordable or inappropriate land.
A railroad right-of-way (easement) width varies based on the terrain, with a 100 feet (30 m) width being ample enough where little surface grading is required. The initial 705 miles (1,135 km) stretch of the Illinois Central Railroad is the most liberal in the world with a width of 200 feet (61 m) along the whole length of the line. Rail trails are often graded and covered in gravel or crushed stone, although some are paved with asphalt and others are left as dirt. Where rail bridges are incorporated into the trail, the only alterations (if any) tend to be adding solid walking areas on top of ties or trestles, though bridges in poorer condition do receive new guardrails, paint, and reinforcement. If paved, they are especially suitable for people who use wheelchairs.
Where applicable, the same trails used in the summer for walking, jogging, and inline skating can be used in the winter for Nordic skiing, snowshoeing, and sometimes snowmobiling.
In United States:In North America, the decades-long consolidation of the rail industry led to the closure of a number of uneconomical branch lines and redundant mainlines. Some were maintained as short line railways, but many others were abandoned. The first abandoned rail corridor in the United States converted into a recreational trail was the Elroy-Sparta State Trail in Wisconsin, which opened in 1967. The following year the Illinois Prairie Path opened. The conversion of rails to trails hastened with the federal government passing legislation promoting the use of Railbanking for abandoned railroad corridors in 1983 which was upheld by the U.S. Supreme Court in 1990.[4] This process preserves rail corridors for possible future rail use with interim use as a trail. By the 1970s, even main lines were being sold or abandoned. This was especially true when regional rail lines merged and streamlined their operations. As both the supply of potential trails increased and awareness of the possibilities rose, state governments, municipalities, conservation authorities, and private organizations bought the rail corridors to create, expand or link green spaces.
In Germany:Germany has the largest number of rail trails in Europe, with 677 rail trails with a total length of 5,020 kilometres (3,120 mi) (as at February 2015). 80 more projects are being planned or under construction. Some of the longest rail trails are in the state of Rhineland-Palatinate. These are the Maare-Mosel-Radweg with 39 kilometres (24 mi) on the old rail track, the Ruwer-Hochwald-Radweg with 44 kilometres (27 mi) on the old rail track and the Schinderhannes-Radweg with 36 kilometres (22 mi) on the old track of the Hunsrück Railway. Up to date, the 23 km long Nordbahntrasse in Wuppertal is still the rail trail with the highest standard in Germany and is a prime example of conversion of an abandoned railway track into a multiuser cycling path.
In United Kingdom:With almost 150 tracks in use, the United Kingdom has the second-largest network of rail trails in Europe after Germany. The development of rail trails in the United Kingdom grew after a major programme of railway line closures in the 1960s known as the Beeching cuts. The scheme, named after Dr. Richard Beeching the then chairman of British Railways, decommissioned approximately 5,000 miles (8,000 km) of railway lines all over Great Britain. Many rural and suburban lines were closed along with selected main line trunk routes. Since then, approximately 1,200–2,200 miles (1,900–3,500 km) of disused railway lines in Britain have been converted to public leisure purposes, and today the majority of rail trails are maintained by either the local authority or charitable organisations such as Sustrans, the Railway Ramblers or Railway Paths.
Many of these former railway lines form part of the British National Cycle Network, connecting with long-distance paths and towpaths along Britain's extensive network of canals. For example, the Milton Keynes redway system runs throughout Milton Keynes in Buckinghamshire, England, in parts using the former trackbed of the defunct Wolverton to Newport Pagnell Line (closed 1962) and the Grand Union Canal towpath. Together, these paths form part of the long-distance National Cycle Network Route 6 and Route 51. Other urban and suburban rail trails include the Fallowfield Loop Line in Manchester, the Middlewood Way in Cheshire and the Ebury Way in Watford. Notable rural rail trails include the Dava Way, running along the route of the former Highland Railway between Grantown and Forres in the Scottish Highlands, and the High Peak Trail in the English Peak District. In London, a more unusual scheme has been proposed to convert some disused London Underground tunnels into subterranean rail trails under the city, but this scheme has not been officially approved.
In Spain:With more than 2,500 kilometers of rail trails (Via Verde) in a network of 117 cycling and walking itineraries, Spain ranks high in the European greenways scene. The trails are managed or coordinated by the Spanish Railways Foundation, an institution created in 1985. Many of the converted tracks were originally built for the mining industry, connecting remote mountain sites with port locations on the coast, now offering picturesque rides from wild interior landscapes to the seaside.
In Ireland:Cuts to Ireland's once expansive rail network in the mid 20th century left Ireland with a vast network of disused railways. While many lines were ripped up and the sections of the land acquired by private owners, a number of former railways do exist intact, thus providing the option for the development of many rail trails in the future.
The rail-trail on the former Westport to Achill Island line, known as the Great Western Greenway, was completed in 2011. Much progress has been made on the development of a rail-trail on the former Limerick to Tralee/Fenit line, in the form of the Great Southern Trail. As of 2013, a 36-kilometre (22 mi) section from Rathkeale to Abbeyfeale has been completed.
Planning permission has been granted to redevelop the former Galway to Clifden railway into a greenway, but negotiations are still underway with landowners regarding its routing. A section of the Waterford, Limerick and Western Railway railway line, from Claremorris to Collooney has been touted for redevelopment as a greenway, but has met with some recent opposition from groups wishing for the redevelopment of the former railway itself.
In Belgium:The RAVeL network in Belgium combines converted tracks, byways and towpaths, adding up to a total of 1,200 km (750 mi) , a significant figure considering the size of the country. The gradient is never more than six per cent, and the tracks are open to all forms of non-motorised travellers, including cyclists, horse-riders, hikers and even roller-bladers. There is also the Vennbahn, which runs along an unusual border between Belgium and Germany.
Mai multe detalii. (https://www.railstotrails.org/)
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Mai multe poze (de la @nenea_hartia). (http://forum.peundemerg.ro/index.php?topic=2899.msg330038#msg330038)
Dafne Schippers Bridge in Utrecht
https://www.youtube.com/watch?v=_05rQ5o-d4Y&t=1s
The long jump, sprint and heptathlon are the specific disciplines of Dutch track-and-field superstar Dafne Schippers. Broad spans, short paths and multifunctionality also characterize this bridge in Utrecht, which bears her name. The Dafne Schippers Bridge connects the western residential area of the city with the Leidsche Rijn urban expansion zone on the other bank of the Amsterdam-Rhine Canal.
Next Architects and Rudy Uytenhaak have brought together three elements − a bicycle path, a park and a school − as a cohesive whole in their design. A section of the access ramp leading to the bridge, which forms a large hairpin curve, runs directly over the roof of the school. At the same time, it marks the separation between a public park farther to the north and the more intimate schoolyard.
Next Architects is an international architecture studio that has been working at the intersection of research and design in the areas of urban planning, architecture, interior design and infrastructure since its inception in 1999. Above all, the studio has made a name for itself with bridges and traffic infrastructure featuring added value in terms of both function and design.
The studio is based in Amsterdam; the branch there is directed by three partners: Bart Reuser, Marijn Schenk and Michel Schreinermachers. Since 2005, Next Architects has also been operating an office in Beijing under the leadership of John van de Water.
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Sursa. (https://www.detail-online.com/videos/video-article/dafne-schippers-bruecke-in-utrecht-1/)
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Un alt model de ,,rail-trail":
Obstructed Views at High Line Park
New York City's High Line Park, which was completed in three phases between 2009 and 2014, is not merely an architectural highlight, but also one of the city's greatest attractions. However, it is being increasingly hemmed in by pushy investor architecture.
In a way similar to what has already happened in London, the world's super-rich have now discovered the potential of New York's real-estate market for investment and speculation. Outrageously expensive luxury apartment complexes and towers are currently springing up like mushrooms; entire districts are changing thanks to a dramatic gentrification process that is, to a significant extent, displacing local populations and small businesses. Nowhere in the city is this development as drastic as it is in the area of High Line, which was designed by architects and landscape planners Diller Scofidio + Renfro and James Corner Field Operations.
The phenomenon is particularly exemplified by the part of Chelsea where a few months ago the address at 520 West 28th Street, designed by Zaha Hadid Architects, was occupied by an expressive shell of organically formed stainless-steel elements. The most expensive apartment here is said to have gone for just under 50 million dollars. However, kitty corner to 520 West 28th, this price has been surpassed by a 930-m² unit that takes up three floors of a glass cube by Peter Marino.
Apart from various other complexes that are currently approaching completion, the structural work of Bjarke Ingels' Twisting High Line Towers is rising about a kilometre south of the Chelsea development. As with the Zaha Hadid design, it is their spectacular shape that takes centre stage. In comparison, the new buildings coming up against the north end of the park appear rather bland. This is where the largest urban development project in the history of New York, known as Hudson Yards, is currently underway. The massive mountain of diversely shaped skyscrapers that shimmer in a uniform blue-grey extends right to the park trail. Indeed, their various perspectives now form the background for visitors to the park. The enormous new development area will be loosened up by Thomas Heatherwick's somewhat idiosyncratic sculpture Vessel, a honeycomb of interconnected stairways, as well as by a project already widely admired although it will not be completed until 2019: Diller Scofidio + Renfro's The Shed, a structure that will be characterized by its retractable roof that is to open and close by means of huge rollers. This structure of steel and membrane, which will stand at the foot of a high-rise by the same planners, will be a multipurpose space for cultural events and the art scene. It, too, will extend all the way to the edge of the park. Whether this gigantic, high-tech building by the architects of High Line itself will later be seen as a threat or an architectural highlight that enhances the neighbourhood will be determined after its completion.
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Sursa. (https://www.detail-online.com/article/obstructed-views-at-high-line-park-33386/)
Sau așa (deși aici nu a existat o cale ferată, acest parc se integrează foarte bine în peisajul urban):
Green Meets Grey: Hunter's Point South Waterfront Park in New York
In cooperation with Arup, the architects from SWA/Balsley and Weiss/Manfredi have completed the second and final phase of Hunter's Point South Waterfront Park. Against the impressive backdrop of the Manhattan skyline, 45,000 m² of local recreation space have been created near the water.
The park lies directly on the East River, with panoramic views of Manhattan. It develops along the riverbank in the form of a diverse landscape that extends to the southern spit known as Hunter's Point. As its name suggests, the park also provides flood control. A planted wetland and floodplain measuring around 6,000 m² serves to protect the land from erosion, improve water quality and offer a home for wildlife.
Many walking paths crisscross the park, leading through a diverse planted topography. Strategic access points are connected and lie like a dynamic net over the recreation space. While in some places, the path makes a slight zigzag through Hunter's Point South Waterfront Park, a continuous trail meanders through the grounds on the slight embankment.
Landscaping features such as stairways and terraces are found throughout the park. Seats that invite visitors to linger a while line the paths, as do areas for sports as well as playgrounds. A jutting viewing platform of steel offers the opportunity for park-goers to rest their eyes on the view over Manhattan.
(https://i.imgur.com/NTslj9s.jpg)
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(https://i.imgur.com/FkQoiXi.jpg)
(https://i.imgur.com/EoWGXgI.jpg)
Sursa. (https://www.detail-online.com/article/green-meets-grey-hunters-point-south-waterfront-park-in-new-york-33598/)
Și un model de planificare a unui parc:
Chapman Taylor unveil 80 hectare masterplan for third largest Polish city
The functions for the World Horticultural EXPO in Lódz, are arranged around four themed zones and developed in consultation with the city and more than 50 other organisations
The 80 hectare project is the first of its kind because, whereas all previous World Horticultural EXPO developments were created in remote, undeveloped areas, in Łódź it is located in the heart of the city centre, not far from the main railway station and surrounded by urban fabric. The site includes two existing parks, as well as the areas adjacent to the city's Medical University.
Chapman Taylor's masterplan concept represents a stepchange for EXPO, with an intensive focus on regenerating, restoring, recycling, repurposing and reusing.
The theme of 'Nature of Leisure' details that May the 3rd Park represents forest and lake environments, offering family recreation as well as sport and fitness options for people of all ages within the park's restored and enhanced spaces, designed with respect for its history.
The 'Nature of Living' theme; Baden Powell Park will host the main EXPO programme, including the Polish Pavilion, the City of Łódź Pavilion surrounded by Gardens of Four Cultures, the international participants' National Gardens, an amphitheatre, a viewing tower and exhibition halls.
Additionally, 'Nature of Health'; the Zieleniec area includes environmentally friendly design solutions combined with EcoUMed Health Academy's horti therapy programme, Gardens of Healthy Food, Clean Air and Water, Gardens of Senses and the Circular Village.
Lastly, 'Nature of Business' where the Zatorze area will host conferences, seminars, science meetings and business networking, with a focus on the exchange of ideas for improving quality of life.
In addition, an overall "Nature of Us" theme combines elements of all the others to reflect a modern city that provides employment, facilitates rest and recharging in green surroundings, showcases cultural diversity and provides daily close contact with the environment, providing significant physical and mental health benefits.
Exhibitors and participants are expected from 43 countries, including international organisations, sponsors and partners. It is anticipated that 4.5 million visitors will attend EXPO during the six months in which it will be open.
After EXPO completes, some facilities will remain, while others will be converted to new uses such as permanent exposition spaces as well as business and administration, cultural, educational, healthcare, sport and leisure, recreational and gastronomic facilities, all within a mostly retained and carefully maintained, landscaped green environment. Some pavilions, structures and installations will be moved to other locations within the city, mainly its public green areas, parks and squares.
Horticultural EXPO is part of the city's longer term development strategy, incorporating substantially more green space within the city's urban fabric as an engine of urban regeneration, creating pocket gardens, woonerfs (living streets) and a network of over 120km of green trails as the core elements of the "Blue-Green Network", a spatial development strategy connecting the city with its green surroundings, natural parks and forests, rivers, water reservoirs and trails.
Chapman Taylor was awarded the public tender to create the Łódź EXPO masterplan concept in December 2018. In 2018, the city of Łódź in central Poland was awarded Horticultural EXPO (Green EXPO), an international exhibition devoted to the use of greenery and landscaping in urban environments. A 30 strong multidisciplinary team worked intensively under the direction of Associate Director Mariusz Wróblewski, in collaboration with the City and other stakeholders, to deliver this innovative design in December 2019. Originally scheduled for 2024, the COVID-19 pandemic has led to the Łódź event being rearranged for 2029.
(https://i.imgur.com/47gswsMh.jpg) (https://i.imgur.com/47gswsM.jpg)
(https://i.imgur.com/E0Q88UKh.jpg) (https://i.imgur.com/E0Q88UK.jpg)
(https://i.imgur.com/xaRzNNDh.jpg) (https://i.imgur.com/xaRzNND.jpg)
(https://i.imgur.com/tnhqB0Vh.jpg) (https://i.imgur.com/tnhqB0V.jpg)
(https://i.imgur.com/Xf3af2lh.jpg) (https://i.imgur.com/Xf3af2l.jpg)
(https://i.imgur.com/B9DkIXKh.jpg) (https://i.imgur.com/B9DkIXK.jpg)
(https://i.imgur.com/QvVRgTsh.jpg) (https://i.imgur.com/QvVRgTs.jpg)
(https://i.imgur.com/aTfgpNsh.jpg) (https://i.imgur.com/aTfgpNs.jpg)
(https://i.imgur.com/NIupqHyh.jpg) (https://i.imgur.com/NIupqHy.jpg)
(https://i.imgur.com/dBvPExhh.jpg) (https://i.imgur.com/dBvPExh.jpg)
(https://i.imgur.com/TBiFvgqh.jpg) (https://i.imgur.com/TBiFvgq.jpg)
(https://i.imgur.com/kpCpB94h.jpg) (https://i.imgur.com/kpCpB94.jpg)
(https://i.imgur.com/7OjZoGSh.jpg) (https://i.imgur.com/7OjZoGS.jpg)
(https://i.imgur.com/HQLwyEyh.jpg) (https://i.imgur.com/HQLwyEy.jpg)
Sursa. (https://www.worldarchitecturenews.com/article/1730776/chapman-taylor-unveil-80-hectare-masterplan-third-largest-polish-city)
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Radovi na izgradnji šetališta uz rijeku Moraču i radovi na adaptaciji Njegoševog parka, 10.11.2021 (Translate: Lucrări de construcție a promenadei de-a lungul râului Morača și lucrări de adaptare a Parcului Njegoš):
https://www.youtube.com/watch?v=VGsXNCP2fVU
"Baana": pedestrian and bicycle corridor
A deep railway cutting which slices through the urban fabric has been converted into a pedestrian and bicycle corridor in a resource-saving collaborative process that also respects the memory of an industrial past.
Previous state:
In 1894 a railway line was constructed on the outskirts of Helsinki, running between the central station and Länsisatama ("West Harbour" in Finnish). The infrastructure required the excavation of an uncovered canyon of some seven metres deep and almost a kilometre and a half long. Helsinki subsequently expanded, surrounding the cutting which, although crossed by seven bridges, still constituted a gash in the urban fabric. In 2008, the cargo port was moved to the Vuosaari neighbourhood and work began on a new residential zone in Länsisatama. The railway connection which had been used to transport goods between the port and the station was no longer necessary and the future of the cutting was uncertain.
Aim of the intervention:
Covering the man-made canyon to make an underground tunnel would restore continuity to the urban layout, but this option is expensive and will take time. Meanwhile, another plan which has been in the pipeline since 2003 took the form of a process involving residents, university students and a range of municipal departments. This led to a call for entries in a competition for architecture, art and design students in order to bring together proposals which were then presented to residents for their criticisms and suggestions. International workshops were also organised with a view to enhancing the cutting with art works, and there was also an open competition to decide the most appropriate name.
Description:
The track, which was opened in 2012 after three years of work, was finally named "Baana", which means "rail" in colloquial Finnish. It links the new residential zone of Länsisatama with the Helsinki city centre by way of a series of landscaped and garden areas full of suggestive railway motifs. The northern section begins near the Parliament building at street level and almost immediately drops down into the cutting which runs between two old masonry retaining walls. The bike lanes have been asphalted and access has been provided from both sides, although an effort has been made to conserve as much as possible the original structures and materials. The somewhat gloomy ruggedness of the cutting contrasts with the new sports and artistic installations in colours as bright as those of the goods containers that used to move along the track. The seven bridges crossing the cutting have also been renovated and equipped with new lighting. The already-existing wild plants have now been supplemented with flowering creepers, several varieties of tall grass, and different types of bushes with perennial foliage to give an individual touch to each section of the cutting. At the southern end, near the new residential Länsisatama district, the cutting emerges at street level once again, now into a large, open space equipped with basketball courts, pétanque pitches and ping-pong tables.
Assessment:
The option of this austere, versatile and resistant project of recycling the railway track has been so enthusiastically received by very different kinds of users that the authorities are now considering widening the bicycle tracks and even introducing a network of similar Baana routes throughout the city. Fruit of a complex process of cooperative endeavour involving the administration, academics and residents, this example of temporary urban planning safeguards industrial memory, saves resources for the future, and also establishes a non-commercial shared space. Given the success of this exercise in balancing costs and benefits it would seem that the eventual project of covering of the cutting can wait.
Înainte:
(https://i.imgur.com/hpNvexe.jpg)
După:
(https://i.imgur.com/czNUHL1.jpg)
(https://i.imgur.com/3hNqYzBh.jpg) (https://i.imgur.com/3hNqYzB.jpg)
(https://i.imgur.com/NK9Q63O.jpg)
(https://i.imgur.com/eJpbTVl.jpg)
(https://i.imgur.com/aRlA7jI.jpg)
(https://i.imgur.com/iIGbfr5.jpg)
(https://i.imgur.com/o7vTeBd.jpg)
(https://i.imgur.com/SqZyF0u.jpg)
Sursa. (https://www.publicspace.org/works/-/project/h241-baana-pedestrian-and-bicycle-corridor)
Powered by API/PUM imgur uploader (https://proinfrastructura.ro/poze.html)
Public Baths in the Port
Bathing piers built over the waters of the beautiful Faaborg fjord endow a previously neglected area of the port with a recreational, inclusive dimension.
Previous state:
In 2007, as a result of the most recent Danish territorial reform, several towns in the south of Funen Island were united in the municipality of Fåborg-Midtfyn. The largest of these, Faaborg, is on the coast and has a population of just over seven thousand. It has a port in the fjord, Faaborg Havn, where ferries depart for Bjørnø and Avernakø islands, which are visible on the horizon. Industrial and mercantile activity continues in the port although, nowadays, it also has two leisure boat marinas.
The larger one, on the western side opens onto a totally privatised strip of the coast where luxurious mansions have gardens going all the way down to the sea and even private jetties giving access to their properties. The smaller marina on the eastern side where the ferry terminal is located adjoins the old town centre. Unlike the former, this section of the coast does have a public footpath running between private properties and the water. A narrow track, suitable for walkers and cyclists only, it leads to the port after crossing a large grassy field and an asphalt car park. Although the last section of the path crosses an open space with marvellous views, the area was run down and had failed to make the most of the opportunity to structure the relationship between Faaborg and the Baltic Sea.
Aim of the intervention:
With the aim of improving this relationship, the Fåborg-Midtfyn municipal council called for entries in a competition with a view to installing more than two thousand square metres of public baths in an area next to the grassy field. Financed with more than two and a half million euros, the winning project had the help and support of local residents and sports clubs. In a series of workshops they listed, mapped and discussed the needs and wishes of future users, and it was decided that different zones should be devoted to the needs of specific activities and age groups. The workshop participants also expressed their determination that the construction and functioning of the public baths should be sustainable and environmentally friendly.
Description:
Palm-shaped in layout, the new Faaborg public baths consist of four elongated platforms radially extending from a central trunk like fingers from a hand. They spread out over the open sea of the fjord at different heights and are separated by angular bays which offer a variety of relationships with the water. They all are covered with wooden decking that rise to form ramps, tiered seating and steps.
In the central trunk next to the grassy field near the port the decking rises to cover two separate buildings, thus forming lookout terraces with good views of the town and the fjord. Thanks to this gesture, both buildings are perfectly integrated into the general volume of the baths. The larger building houses public facilities, dressing rooms, storage space for rowers and divers, and a small café with a terrace. The other, located further out to sea, is a sauna for winter swimmers. The easternmost of the four radial platforms, which has the smallest surface of the four, abuts the wharf of the coastal footpath where it provides a ramp leading up to the baths. The next finger, the biggest one, has a children's swimming pool and a play area with equipment for experimental water games. The third and longest platform, an extension of the trunk, rises at the end in tiered seating which, at the top doubles as a high diving board. The westernmost platform is used as a solarium and also as a jetty for kayaks and other nautical activities.
The design of the whole complex is highly sensitive to people with seeing and mobility disabilities. Moreover, from beginning to end, the process of constructing the baths was inspired by the cradle-to-cradle principle, a biomimetic approach going beyond the premises of classical environmental thinking —reduce, reuse, recycle— to establish regenerative cycles attentive to all the phases of each component of the construction —extraction, processing, use, reuse and recycling— closing them with a positive energy balance.
Assessment:
With its public baths, Faaborg holds out a hand to the sea. This is more than a metaphorical gesture with the hand-shaped structure of its platforms. What was once a disused, run-down space is now attractive and full of life. The intervention represents a change of attitude towards city port areas. It is true that with deindustrialisation and obsolescence of their installations, many urban ports are losing their mercantile and productive nature and taking on a purely recreational dimension. But it is also true that this reconquest of such zones for leisure purposes usually entails the creation of exclusive, excluding spaces, as occurs with luxury marinas and wharves for cruise ships, which are not only inaccessible to many people but also represent a highly unsustainable model that squanders energy and generates a vast amount of waste materials. The Faaborg baths, however, offer inclusive use of the port area and are accessible to all people, whatever their age or physical and economic condition. Moreover, they are also a meeting place where people can come together in a way that is sustainable and respectful of the marine ecosystem. Thus, these baths draw attention to a colossal truth: the sea belongs to everyone, both those who enjoy it today and those who will inherit it tomorrow.
Înainte: (GPS) (http://maps.google.com/maps?q=55.093,10.243)
(https://i.imgur.com/usodi4Zh.jpg) (https://i.imgur.com/usodi4Z.jpg)
După:
(https://i.imgur.com/Nxg2vsbh.jpg) (https://i.imgur.com/Nxg2vsb.jpg)
(https://i.imgur.com/3LnNZpRh.jpg) (https://i.imgur.com/3LnNZpR.jpg)
(https://i.imgur.com/bgDtxySh.jpg) (https://i.imgur.com/bgDtxyS.jpg)
(https://i.imgur.com/RheNI0ch.jpg) (https://i.imgur.com/RheNI0c.jpg)
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(https://i.imgur.com/SlIWMuhh.jpg) (https://i.imgur.com/SlIWMuh.jpg)
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(https://i.imgur.com/1CDZIK7h.jpg) (https://i.imgur.com/1CDZIK7.jpg)
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(https://i.imgur.com/OwhOH0uh.jpg) (https://i.imgur.com/OwhOH0u.jpg)
(https://i.imgur.com/6uk6Fvth.jpg) (https://i.imgur.com/6uk6Fvt.jpg)
(https://i.imgur.com/cPSMlB2h.jpg) (https://i.imgur.com/cPSMlB2.jpg)
(https://i.imgur.com/pDOqcX3h.jpg) (https://i.imgur.com/pDOqcX3.jpg)
Sursa. (https://www.publicspace.org/works/-/project/j176-public-baths-in-the-port)
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A8ernA
Layout for the space covered by motorway A8, in the historic centre of Koog aan de Zaan.
Previous state:
Koog aan de Zaan, eleven kilometres north-west of Amsterdam, is a small city on the banks of the River Zaan. In the 1970s, as part of a rough territorial organisation of the region, the river banks were densely built up and the city, was assimilated into the new municipality of Zaanstadt with six other urban nuclei.
At the same time the A8 was built, which passes through the city centre on stark seven-metre high pillars just after crossing the river. In an ironic application of the modern separation between state and church, this dramatic slashing of the urban fabric passed over the High Street leaving the church on the south side and the town hall on the north side. For over thirty years, beneath the slab of the monumental infrastructure there remained a strip about forty metres wide and four hundred long at the mercy of badly parked cars and partially occupied by a small shooting range.
Aim of the intervention:
In 2003, Zaanstadt City Council decided to carry out a town planning intervention to restore the connection between the two sides of the city and enliven the strip covered by the motorway, returning to it the condition of public space for the community. In a highly participatory process, a document entitled A8ernA was drafted, containing the citizens' demands and establishing a programme of uses that had to include a connection with the River Zaan, a park, an exhibition space understood as a 'graffiti gallery', a car park for 120 vehicles, a supermarket and a flower and pet shop. The conservation of the small shooting range was also required.
The project proposed is based on an optimistic attitude which views the monumental presence of the infrastructure as an opportunity rather than an obstacle. The opportunity lies in the fact that, owing to its morphology and its central location close to the river, the slab of the motorway can be understood as a large civic arcade perfectly capable of housing all the citizens' programmatic requirements and even extending them.
Description:
Two intercrossing streets divide the large arcade into three differentiated zones. In the central one is a covered square where we find the supermarket, the flower and pet shops, some letter boxes and a luminous fountain. At the eastern end, crossing the High Street, there is a 'sculptural' bus stop and a small harbour with a panoramic platform. The harbour brings the water as far as the High Street and fills the ceiling of the new public space with light reflections when it is sunny. The panoramic platform provides the citizens with an exceptional window over the River Zaan which, given the high density of industrial buildings on the banks, had until now been left out of the public domain. At the western end there is a children's and teenagers' playground consisting of a 'graffiti gallery', a skateboarding park, a break dance stage, some football and ping-pong tables, a seven-a-side football pitch, a basketball court and the 'lovers' benches'. The skateboarding park consists of a series of large semi-spherical concavities built with a sophisticated technique using blocks of polystyrene cut to measure with a computer-controlled saw and coated with concrete.
There was also work done outside the space covered by the motorway, at the height of the covered square, on both the town hall and the church sides. It generated a succession of public spaces following an axis perpendicular to the motorway and parallel to the High Street. In front of the church, it was decided to free the square of the existing greenery to make the space flexible for housing open air fairs and celebrations. On the paving of the refurbished square, with a change in the colour of the blocks, the urban fabric that preceded the building of the motorway is redrawn. From time to time pieces of wood set into the paving point to the position of the living rooms of old demolished houses. On the town hall side there is a new park with topographical features that adds a little green to the intervention. The park includes a bowling ground, a small grassy hill planted with birch trees, a space for barbecues and a football pitch surrounded by a metal fence. The shooting range has been kept beneath the motorway exit ramp.
Assessment:
The outstanding merit of this intervention–both the commission and the resolution–lies in the treatment of a great paradox. With no modification to its morphology, the motorway, which before was an impenetrable town planning barrier, has now become a large threshold which reunites the city in two senses: first by bringing its three parts back in touch: the south, the north and the River Zaan; second by bringing the citizens together under a single roof which covers the host of uses they demanded and proposed.
In this sense A8ernA is an occupation rather than a work or a construction, to be understood as a reinterpretation of the way to inhabit a pre-existing space. With an attitude which is unusual in interventions on the public space, the solution proposes a new content instead of a new container. As if it were a matter of furnishing an unfriendly house to make it into a home, the pieces are juxtaposed in an amalgam of heterogeneous objects. This deliberately eclectic and fragmentary arrangement counteracts the unitarian character of the monumental presence of the porticoed slab.
David Bravo Bordas, architect
Înainte:
(https://i.imgur.com/D8ooSjlh.jpg) (https://i.imgur.com/D8ooSjl.jpg)
După:
(https://i.imgur.com/JgTkBFlh.jpg) (https://i.imgur.com/JgTkBFl.jpg)
(https://i.imgur.com/ZbSZ7BYh.jpg) (https://i.imgur.com/ZbSZ7BY.jpg)
(https://i.imgur.com/YpUKcYhh.jpg) (https://i.imgur.com/YpUKcYh.jpg)
(https://i.imgur.com/cxtZI2th.jpg) (https://i.imgur.com/cxtZI2t.jpg)
(https://i.imgur.com/dLcS0qsh.jpg) (https://i.imgur.com/dLcS0qs.jpg)
(https://i.imgur.com/MR370lKh.jpg) (https://i.imgur.com/MR370lK.jpg)
(https://i.imgur.com/8aHO4sfh.jpg) (https://i.imgur.com/8aHO4sf.jpg)
(https://i.imgur.com/JWOWBlrh.jpg) (https://i.imgur.com/JWOWBlr.jpg)
(https://i.imgur.com/XJ0xDA5h.jpg) (https://i.imgur.com/XJ0xDA5.jpg)
(https://i.imgur.com/tDa5M37h.jpg) (https://i.imgur.com/tDa5M37.jpg)
(https://i.imgur.com/Egejdvth.jpg) (https://i.imgur.com/Egejdvt.jpg)
(https://i.imgur.com/SMvV5kih.jpg) (https://i.imgur.com/SMvV5ki.jpg)
Sursa. (https://www.publicspace.org/works/-/project/d046-a8erna)
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Sea Organ
Sea organ on the new marine parade of the Zadar peninsula (Croatia)
Previous state:
On the Adriatic coast of the Dalmatia region, the city of Zadar is familiarly known to its inhabitants as the 'stone vessel' because it occupies a small elongated peninsula. During the Second World War the city became the headquarters of a German garrison and was bombed seventy-two times by British and American planes.
When the war ended the chaotic reconstruction of the city resolved the north-western seafront of the peninsula, the prow of the 'stone vessel', with an indifferent concrete wall that did not correct its neglected state. In spite of the superb sunset over the Adriatic Sea–described by Alfred Hitchcock as 'the most beautiful in the world'–the spot was hardly visited by the citizens of Zadar.
Aim of the intervention:
In 2004, given the incipient tourist activity in Croatia, the Zadar Port Authority, with the support of the Municipal Government, decided to undertake the reconstruction of that segment of the seafront and equip it as an arrival jetty for the cruise ships. And so the 'stone vessel' would be rescued from negligent municipal oblivion and become the gateway to the city.
This new arrival point made clear the need for a marine parade that would resolve the route to the city. But the place would not have a merely vestibular function, exclusively aimed at receiving tourists; the citizens of Zadar had to definitively make it theirs.
Description:
Finished in 2005, the new arrival jetty for the cruise ships occupies the far north-western tip of the peninsula with a large corner platform where the marine parade that follows the south-western shore begins. It is at the confluence of the platform and the parade that the sea organ extends along a seventy metre front. The solution adopted consists of resolving the meeting with the water gradually, by means of a flight of broad white marble steps that go down beneath the waves.
The steps are made up of seven parallel flights, each one ten metres wide. The seven flights are juxtaposed in such a way that at each change of flight there is a difference of one step; that means that the steps both at the junction with the parade and at the water's edge the flights present a staggered silhouette. The first three are the longest; they consist of six steps and descend about two metres, which is the highest level of the cruise ship arrival platform. From the fourth flight, the height of the parade gently approaches the water level, so that each new flight loses one step. The last flight, which has reached the definitive level of the parade, has only two steps above the water.
But the proper adaptation to the topography of the parade is not the only explanation for the variations in the dimensions of the flights of steps. There is another which establishes a clear formal analogy with the variations in dimension and arrangement of the parts of a musical instrument. A series of polyethylene tubes of different diameters run along the inside surface of each flight of steps, connecting the submerged part with a gallery that runs along beneath the parade. With the variable force of the waves, the water penetrates the lower end of the tubes and is carried into the subterranean gallery, which collects it and returns it to the sea. In this process the air of the interior of the conduits is pushed to orifices that connect the gallery with the surface of the parade, generating sound vibrations which, given the variations in the diameter and length of the tubes, cover a broad range of musical tones.
Assessment:
Despite the existence of a previous sea organ, built in 1986 in San Francisco Bay by Peter Richards, the Zadar sea organ excels for its formal simplicity. Avoiding the abruptness of the common jetty, understood as a rectilinear platform elevated above the water level, the Zadar steps allow the dissolution of the border between land and water and preserve a dilated transit space between the two. In that way the jetty is no longer an unexpected barrier that protects but distances man from the sea; it summons, like a beach, the coming and going of the waves. The section of the flight of steps makes it a perfect grandstand for watching the sunset over the sea and the outline of the neighbouring island of Ugljan, while listening to the musical compositions played by the sea itself. Inevitably these two great attractions have not passed unnoticed by the citizens of Zadar, who have now really appropriated this public space with general devotion.
David Bravo Bordas, architect
(https://i.imgur.com/J8WoaTYh.jpg) (https://i.imgur.com/J8WoaTY.jpg) (https://i.imgur.com/MGFFBiJh.jpg) (https://i.imgur.com/MGFFBiJ.jpg)
(https://i.imgur.com/Dkbg2Plh.jpg) (https://i.imgur.com/Dkbg2Pl.jpg)
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(https://i.imgur.com/G3BeyH5h.jpg) (https://i.imgur.com/G3BeyH5.jpg)
(https://i.imgur.com/i9uP9Teh.jpg) (https://i.imgur.com/i9uP9Te.jpg)
(https://i.imgur.com/8WzRObPh.jpg) (https://i.imgur.com/8WzRObP.jpg)
(https://i.imgur.com/Ui0v6LHh.jpg) (https://i.imgur.com/Ui0v6LH.jpg)
(https://i.imgur.com/MSG0Y5fh.jpg) (https://i.imgur.com/MSG0Y5f.jpg)
Sursa. (https://www.publicspace.org/works/-/project/d078-morske-orgulje)
Powered by API/PUM imgur uploader (https://proinfrastructura.ro/poze.html)
Exemplu de promovare și de valorificare a patrimoniului industrial:
Recovery of the ENCI Quarry
The anthropic landscape of the ENCI quarry which supplied the Netherlands with cement for more than a century has been restored in the form of a large peri-urban park with spaces evoking water and vegetation.
Previous state:
The ENCI quarry, in operation since 1926, has supplied the Netherlands with cement for more than a century. The excavation, remarkable for its size, has created a unique artificial landscape which has now been transformed into an impressive natural reserve. The site of the quarry is Mount Saint Peter, one of the few peaks standing out on the flat Dutch countryside. Thanks to its outstanding natural attributes, it has now been listed as a Natura 2000 site which is remarkable for its visible industrial formation within a system of underground caves of some 150 km in length. This has led to unique geological discoveries and has favoured the existence of biotopes that are very unusual for the country.
If the quarry generated work and income, its relationship with the citizens of Maastricht was tense from the very start owing to the huge scale of the excavation, the question of permissible emissions, and transport of products.
Aim of the intervention:
In 2008 the company, the city of Maastricht and the Province of Limburg came to an agreement which limited quarrying rights to ten more years with the aim of working towards ecological recovery of the quarry and its transformation into a place for leisure activities. Accordingly, quarrying ended in 2018 and, one year beforehand, some parts had been opened up to the public. The reason for converting it into a public space was the extraordinary industrial landscape of the site together with the biological diversity of its surrounds. An iterative approach was adopted in order to learn, through the phases, how to carry out a project of creating public spaces without conflicting with the natural reserve. As the work proceeded, it stimulated intense debates between different interest groups over such basic issues as ecology, accessibility, pollution, work, and tourism.
Description:
The project has three main parts, which have been developed in separate phases: the quarry, the transition zone, and the business park. A lookout platform was designed to offer views of the early changes and also to provide access to the place. In the first phase, the quarry was filled with water to create a lake to keep the zone damp. While half the area has dry, nutrient-poor limestone soil which encourages the growth of rare plants and the presence of insects, the other half is a system of plateaus where several watercourses form a wetlands ecosystem. The design of the second phase, centred on the so-called transition zone, an intermediate area between the business park of intensive use and the quietness of the quarry habitat, is inspired by the techniques, elements and textures of quarrying activities. A micro-topography is thus created by means of paths that draw attention to geological and spatial effects as well as a drainage system with hot- and cold-water fountains. The final phase, the business park, which is to begin in 2019, will be a campus devoted to construction materials and forms of renewable energy.
Assessment:
The quarry has been and continues to be a place giving rise to intense debate. A range of groups including environmentalists, entrepreneurs, neighbourhood associations, geologists, palaeontologists, and historians have spoken out for different positions and interests, often clashing but sometimes with mutual benefits. For example, many of the geological and paleontological discoveries would never have been made without the quarrying industry extraction. When the precinct was opened to the public for the first time in 2017 the large numbers of visitors brought about an imbalance between the envisaged symbiosis between people and nature, a situation that required a review of the design for better management in future. However, despite differences of opinion among the groups participating in the development of the project, their concerns have been taken into account in the physical intervention, thus making the quarry a true public space. A space where, to paraphrase Hannah Arendt, citizens become visible when independent and joint actions are combined.
Înainte:
(https://i.imgur.com/iJYpeLS.jpg)
După:
(https://i.imgur.com/405S3t8.jpg)
(https://i.imgur.com/tbyTuam.jpg)
(https://i.imgur.com/CVpXNrc.jpg)
(https://i.imgur.com/lcPTr7O.jpg)
(https://i.imgur.com/rV1sa2B.jpg)
(https://i.imgur.com/chOKGeb.jpg)
(https://i.imgur.com/14mjRqN.jpg)
(https://i.imgur.com/hZkaPc6h.jpg) (https://i.imgur.com/hZkaPc6.jpg)
(https://i.imgur.com/OfbC8lB.jpg)
(https://i.imgur.com/athP0qjh.jpg) (https://i.imgur.com/athP0qj.jpg)
Sursa. (https://www.publicspace.org/works/-/project/k219-enci-quarry-reclamation-and-public-landscape-park)
Powered by API/PUM imgur uploader (https://proinfrastructura.ro/poze.html)
Exemplu de promovare și de valorificare a patrimoniului industrial 2:
Zollverein Park
After two decades of work, an old mining operation which was closed at the end of the twentieth century and subsequently declared a UNESCO World Heritage Site is now a large park combining industrial archaeology, green landscape, leisure installations, and cultural facilities.
https://vimeo.com/277101733
Previous state:
The Zollverein mine is one of Germany's most important industrial relics. Operative after 1847, the complex came to occupy more than eighty hectares in precincts which included coal shafts and a coking plant to supply steel mills. It also produced secondary products including ammonia, tar and crude oil. "Mine Shaft XII", deemed to be a masterpiece of industrial architecture, was designed in 1932 by Fritz Schupp and Martin Kremmer along New Objectivity (Neue Sachlichkeit) stylistic lines influenced by the Bauhaus school. Its characteristic Doppelbock winding tower was soon to become an archetype for subsequent mining installations, to the point of becoming one of the best-known icons of German heavy industry. The complex was left remarkably intact after the Second World War and, soon afterwards, became the country's most productive mining site. Extensions to the mine in the 1970s then situated it as one of the world's leading coke producers. After that, a dropping world demand for coke, the progressive depletion of the most accessible coal deposits, the conversion of the Ruhr valley into one of Europe's most populated metropolitan regions, and the gradual diversification of its economy towards the technological industry and the tertiary sector led to a stage-by-stage closure of the complex, which definitively ended in 1993.
While its destiny was being decided, the premises were closed by a fence around its perimeter to protect it from any intrusion. Surrounded by new urban developments, its huge extension was cut off for several years as a reserve for flora and fauna which were left undisturbed by any human presence. Birch forests and carpets of thicket, moss, and ferns took over the artificial geography made up of ramps, pit heaps, embankments, channels, ridges, and holes in the ground. It is a landscape coated in black substrate, broken by the specular surfaces of the tailings ponds, and dotted with strangely useless objects of industrial architecture, for example ventilation shafts, slender chimneys, refrigeration towers, ovens, engine rooms, electricity poles, and piles of bricks. At one point there was an attempt to sell the coke plant to China, but negotiations broke down and the installations were then in danger of demolition. Fortunately, the state of North Rhine-Westphalia acquired the mine site in 1986, as soon as "Mine Shaft XII" was closed. In 2001, just after it was catalogued and protected by the state, the entire complex was declared a UNESCO World Heritage Site.
Aim of the intervention:
In 2002, the Dutch architect Rem Koolhaas draw up a masterplan for the mining complex, and a year later the French landscaping team Agence TER produced a master plan for the regeneration of its "industrial nature". In 2005, a public entity created by the Essen City Council and the state of North Rhine-Westphalia called for entries in an international competition with a view to converting the site into a metropolitan park. The winning proposal, based on guidelines established in the previous plans, was presented by an interdisciplinary team of architects, landscapers, artists, lighting specialists, and communications professionals. On the one hand, the project aimed to manage the opening of the site to the public by means of several progressive phases, in keeping with a long-term strategy. The proposal aimed to be sufficiently robust as to ensure that it would not be diluted over time, but also flexible enough to be able to respond to unforeseen circumstances, and also to incorporate unanticipated opportunities. On the other hand, the project needed to find a basis of consensus for a mixture of actors with widely diverse needs and interests, among them politicians, residents, tourists, families with young children, elderly people, students, defenders of industrial heritage, ecologists, artists, and technicians.
Description:
The opening of Zollverein Park took place in 2005 in full awareness that the process of its definitive consolidation, if it ever happened, was going to be a long one. Since then, in accordance with the principle of "development through maintenance", the restricted zones have been shrinking to make way for a deliberately unfinished public park which, in this drawn-out process, is becoming accessible with a gradual and continuous contribution of improvements and new elements. The intervention highlights the values of the industrial heritage by means of its ongoing restoration. In 2008, for example, the old coal washing plant was transformed into the new Ruhr Museum, which has a permanent exhibition on the history of one of the world's largest industrial regions. This cultural centre organises workshops, guided tours, excursions in the park, lectures, and audiovisual screenings.
The emphasis given to the pre-existing elements contrasts with the restrained landscaping, limiting the addition of objects and materials as if fearing that, with their presence, the magic of the abandoned place might be lost. However, it is also true that some striking, even sculptural, elements have been added, among them the reception building at the park's entrance. There are also signposting devices which guide visitors through the vast space where it is not difficult to get lost, and which is not fully accessible. Nonetheless, most of the interventions are almost imperceptible and simply aspire to act as a discreet guide for the visitor. In the "track boulevard", for instance, long extensions of concrete trace rectilinear tracks over the ground of a birch forest to show the way to the museum. The "ring promenade" is an asphalted path winding around the industrial buildings to display them from different perspectives. Playgrounds are dotted here and there, among rest areas equipped with street furniture, discreet lookouts, and tucked-away gardens, all of which invite different forms of appropriation by visitors. Without any needless showiness, a lighting system of varying intensity separates the wheat from the chaff, drawing attention only to what is worth highlighting.
Assessment:
Zollverein Park has already become one of the most important points along the European Industrial Heritage Route. But, far from being a mere tourist attraction, the park is also a far-reaching vindication for the residents of Essen which, despite its industrial past is now considered to be one of Germany's greenest cities. The continuing intervention is not limited to making a museum of existing heritage but it has chosen to compose a changing but coherent landscape on the basis of pre-existing elements. The unfinished nature of the site, which is very different from the oppressive, banal determinism of a theme park, is open to intelligent interpretation by the visitor. The park even makes certain concessions to ambiguity and dysfunctionality, by which means it conserves part of the romantic spirit of an abandoned relic of the past. The effort to prolong the transition between closed precinct and open public space has become a good example of unhurried, soft urbanism, less concerned with the glamour of an inauguration than with the everyday needs of maintenance, and thus opting more for a continuous process than the finished product.
Înainte:
(https://i.imgur.com/AAG59EWh.jpg) (https://i.imgur.com/AAG59EW.jpg)
După: (GPS) (http://maps.google.com/maps?q=51.493165,7.051975)
(https://i.imgur.com/KuLKN4Wh.jpg) (https://i.imgur.com/KuLKN4W.jpg)
(https://i.imgur.com/TVeZCkCh.jpg) (https://i.imgur.com/TVeZCkC.jpg)
(https://i.imgur.com/sqFWyq4h.jpg) (https://i.imgur.com/sqFWyq4.jpg)
(https://i.imgur.com/jCR6aQ7h.jpg) (https://i.imgur.com/jCR6aQ7.jpg)
(https://i.imgur.com/E5UjOVph.jpg) (https://i.imgur.com/E5UjOVp.jpg)
(https://i.imgur.com/3Fcdw7fh.jpg) (https://i.imgur.com/3Fcdw7f.jpg)
(https://i.imgur.com/UOuXhhCh.jpg) (https://i.imgur.com/UOuXhhC.jpg)
(https://i.imgur.com/x5o2zbih.jpg) (https://i.imgur.com/x5o2zbi.jpg)
(https://i.imgur.com/SnQMG89h.jpg) (https://i.imgur.com/SnQMG89.jpg)
(https://i.imgur.com/OXDxfIAh.jpg) (https://i.imgur.com/OXDxfIA.jpg)
(https://i.imgur.com/UlEFy3Hh.jpg) (https://i.imgur.com/UlEFy3H.jpg)
(https://i.imgur.com/RupynUhh.jpg) (https://i.imgur.com/RupynUh.jpg)
(https://i.imgur.com/aRr6Zk8h.jpg) (https://i.imgur.com/aRr6Zk8.jpg)
(https://i.imgur.com/XHSAtY3h.jpg) (https://i.imgur.com/XHSAtY3.jpg)
(https://i.imgur.com/zv9cTvPh.jpg) (https://i.imgur.com/zv9cTvP.jpg)
(https://i.imgur.com/TRnmqmmh.jpg) (https://i.imgur.com/TRnmqmm.jpg)
(https://i.imgur.com/3iP5sLoh.jpg) (https://i.imgur.com/3iP5sLo.jpg)
Sursa. (https://www.publicspace.org/works/-/project/k127-zollverein-park)
Powered by API/PUM imgur uploader (https://proinfrastructura.ro/poze.html)
Cuyperspassage
A new underground tunnel, more than a hundred metres long and decorated with Delft Blue tiles representing fragments of Dutch naval history, provides cyclists and pedestrians with a connection from the old city centre to quays on the IJ River waterfront.
https://vimeo.com/277288512
Previous state:
With 162,000 passengers every day and fifteen international railway connections, the Amsterdam Central Station is the second largest in the Netherlands. It is situated between the old centre of the city and the south bank of the IJ River where there is a quay for ferries crossing to Amsterdam North. Opened in 1889, the railway station is one of the country's most visited heritage buildings. The neo-renaissance vestibule opening out to the city is the work of the architect Pierre Cuypers, who also designed the Rijksmuseum. The roof sheltering the platforms, which are situated along the river bank, is a cast-iron structure forty metres high. For decades, the station's location parallel to the river and the construction of a highway along the bank complicated the connection between the old city centre and the quay. Cyclists and pedestrians were obliged to go around the building and face heavy traffic, or cross through the bustling vestibule spaces which are full of kiosks, cafeterias and restaurants.
Aim of the intervention:
Since 1997, the station has been undergoing major renovation work in order to provide platforms for tracks that still do not have them, and to make space for a new underground line crossing the city from north to south. The project aims to transform the station into a major multimodal transport hub which would integrate the old building into a new complex consisting of a city and intercity bus station, the ferry terminal, three underground lines, and footbridges connecting travellers with an existing tunnel for vehicles. In 2008, taking advantage of the scale of the operation, the Amsterdam City Council commissioned the construction of a direct, safe connection overcoming the barriers presented by the station in order to expedite pedestrian and bicycle traffic, which constitutes a very important part of the city's mobility. This meant adding to the complex work of renovating the station an underground tunnel for slow traffic, a project with a budget of nearly twelve million euros which, open twenty-four hours, would accommodate some 15,000 cyclists every day.
Description:
Named "Cuypers Passage" in homage to the designer of the old station, the new underground tunnel is rectilinear in shape, 110 metres long, ten metres wide and three metres high. The tunnel section is divided into two approximately equal halves. One is occupied by a slightly raised footpath for pedestrians where the ground, the side wall and the roof are rounded off in such a way as to create a continuous surface covered with Delft Blue tiles which, forming an artistic mural created by the graphic designer Irma Boom, represent scenes from Dutch naval history. As the tunnel approaches the river, the classical lines of the images dissolve into pixels breaking them down to become an abstract design in colours ranging from sky blue to navy blue. The mural thus suggests movement from the old city to the new developments of Amsterdam North. It took five years for the supplier to produce—manually—the eighty thousand tiles needed for the passageway.
The other half of the tunnel is occupied by a two-way cycling track. This has a rougher finish with black, sound-absorbing asphalt. Both the side wall and the ceiling are finished with steel gratings which discourage the hanging of posters and graffiti. Round lights embedded in the false ceiling suggest rhythm as cyclists pass through the tunnel. The raised edge of the footpath separating it from the cycling lane has a continuous strip of LED lamps, throwing ground-level light onto the asphalt.
Assessment:
Intensively used all hours of the day, Cuypers Passage is a considerable improvement in the urban infrastructure of a city with such a profusion of bicycles. The tunnel encourages equitable, sustainable mobility by reducing the effort made by pedestrians and cyclists and easing their journey between two essential parts of the city. Unlike many other tunnels, installed with less attention to detail, the interior of this one demonstrates that functional clarity is not incompatible with delicate touches and symbolism. Thanks to the attention given to lighting, acoustics and decoration, it is clean, safe and welcoming. All in all, it is a place of passage with the sensuality of a room in the city. This is especially positive from the gender perspective. All too often women find themselves in unequal, uneasy circumstances because of the insecurity associated with this kind of corridor. Far from wasting money, investing public funds in making such places more people-friendly means democratising public space.
Înainte: (GPS) (http://maps.google.com/maps?q=52.37858888888889,4.897819444444444)
(https://i.imgur.com/UcDKOXQh.jpg) (https://i.imgur.com/UcDKOXQ.jpg)
După:
(https://i.imgur.com/fXT65S1h.jpg) (https://i.imgur.com/fXT65S1.jpg)
(https://i.imgur.com/SAy5SSwh.jpg) (https://i.imgur.com/SAy5SSw.jpg)
(https://i.imgur.com/ZUu0P2Ch.jpg) (https://i.imgur.com/ZUu0P2C.jpg)
(https://i.imgur.com/QGDJLLFh.jpg) (https://i.imgur.com/QGDJLLF.jpg)
(https://i.imgur.com/JaSh0g3h.jpg) (https://i.imgur.com/JaSh0g3.jpg)
(https://i.imgur.com/MtImjSeh.jpg) (https://i.imgur.com/MtImjSe.jpg)
(https://i.imgur.com/NGrXeuyh.jpg) (https://i.imgur.com/NGrXeuy.jpg)
(https://i.imgur.com/aX0bZBQ.jpg)
(https://i.imgur.com/Bfrovxdh.jpg) (https://i.imgur.com/Bfrovxd.jpg)
Sursa. (https://www.publicspace.org/works/-/project/k187-cuyperspassage)
Powered by API/PUM imgur uploader (https://proinfrastructura.ro/poze.html)
Street Square
A series of terraces introduced in a sloping hillside street provides accessible public spaces for the small houses of a former informal neighbourhood built on the top of the Turó de la Rovira.
Previous state:
The Turó de la Rovira is one of the last of the hills of the Catalan Coastal Range before its slopes lose height and flatten out into the plain of Barcelona. It is one of the hills of the Collserola massif which, ranging from between 180 and 260 metres above sea level, rise above the built-up area to offer excellent vantage points for viewing the city. It is likely that this geographic situation favoured the first Iberian settlements in the fourth century BCE. More specifically, since the end of the nineteenth century the Turó de la Rovira, the site of this project, has seen several phases of urbanisation, starting with the installation of the city's water supply and the construction of the first summer residences. During the Spanish Civil War anti-aircraft gun emplacements, installed on the hill because of its strategic location overlooking the city, were essential for the defence of Barcelona. In the post-war years, large numbers of immigrants came to Barcelona from other parts of Spain and many built shacks in a settlement on the Turó de la Rovira which lasted until the 1990s. It was not until 2010 that the zone was recuperated for collective use, thanks to a project—joint winner of the 2012 European Prize for Urban Public Space—which, revealing all the different layers, drew attention to the dense history of the place. However, two streets of the small settlement of Marià Lavèrnia which, at the top of the hill, give access to the site of the project were not included in the intervention. Neglected for years, these houses from different times and of different quality had no public facilities. There was no paving, or lighting, or trees, or sanitation services. Over the years, the spaces that should have been streets became open-air parking areas for cars and motorcycles.
Aim of the intervention:
In recent years, the municipality of Barcelona has been working to create a connection between the Turó de la Rovira and the rest of the urban fabric while also imagining new walkers' itineraries linking the hilltop with some of the city's most significant features like Parc Güell, Hospital de Sant Pau, and the Sagrada Família basilica. These possible routes needed an intervention to improve the access tracks and roads leading from the settlement of Marià Lavèrnia—which is inside a wooded area—to the lookout and site of the old anti-aircraft gun emplacements. The project was part of a larger "Microbarcelones" programme designed by the Urban Habitat Office of the City Hall with the idea that any fragment of the city can be recovered despite the historic difficulties entailed. The aim of the "Microbarcelones" project is to carry out urban renewal operations in areas of the urban fabric which, although they have been neglected, contribute richness and diversity to the city. In the case of the Turó de la Rovira, the aim was to change its peripheral nature while still conserving the urban-fringe character of a semirural area with a domestic feel. This meant achieving a high-quality public space for the residents by means of a plan that would combine harmonious coexistence between visitors and residents in order to achieve the dual aim of a place for people living together there and for people who are passing through.
Description:
The project began by working on the topography of the site with an earth-moving operation. The need to have vehicular access was one of the objectives and this had to fit with the requirement of having small squares consisting of a series of flat areas the same width as the smallholdings and located at different levels down the slope to create a stepped series of horizontal spaces for relaxing lingering and encouraging new open-air activities. Each one of these level areas can be understood as public space on the domestic scale, a space outside the houses to be used by their inhabitants. The project thereby resolves a twofold geometrical challenge, namely giving access at the level of every entrance to the houses, and gradually adapting the natural slope of the land to the project. The roads have been covered with scraped concrete to prevent slippage of vehicles and the small squares are paved in travertine because of its pale colour and irregular texture resulting from its ecological history. Different rug-like patterns were chosen in order to highlight the fact that the place has been inhabited since ancient times. Trees and other plants will play an essential role in the coming years by giving the area the heat and light control necessary to favour outdoor life, and the new trees will help to re-establish continuity between the adjacent green spaces, the street and the peak of the Turó de la Rovira.
Assessment:
The project has greatly improved the street and dignified the life of the local residents after many years of neglect. Now they enjoy all the services offered by the city, including better access despite the complex topography of the hill. For the first time, they have horizontal spaces to extend the limits of their small houses and enjoy outdoor living. However, the new situation has also given rise to new problems owing to a sharp rise in the number of visitors to the Turó de la Rovira lookout, which has affected the quiet, self-contained life of the small neighbourhood. Yet, even faced with the risk of a massive influx of tourists, the project, based on the addition of the small-scale squares, helps to conserve the domestic feel of the place and allows local residents to take over the street as their own space.
In any case, the main conflict lies in the fact that, because of changes in municipal government norms, the idea of demolishing the original constructions and turning the area into a green zone has now reappeared and this would mean obliterating evidence of the settlement's existence. Countering this threat, the project has contributed by showing that the neighbourhood could be a place where residents can enjoy a very good life.
Carrer Marià Lavèrnia before the intervention:
(https://i.imgur.com/6Iv7Jcfh.jpg) (https://i.imgur.com/6Iv7Jcf.jpg)
Carrer Marià Lavèrnia seen from the peak of the Turó de la Rovira after the intervention:
(https://i.imgur.com/L4ACqljh.jpg) (https://i.imgur.com/L4ACqlj.jpg)
The dimensions of the stepped flat areas created by the project are determined by the width of the plots of land and houses:
(https://i.imgur.com/h848Nhfh.jpg) (https://i.imgur.com/h848Nhf.jpg)
The series of horizontal areas has eased the process of appropriation of the street by residents:
(https://i.imgur.com/FT0H09Ph.jpg) (https://i.imgur.com/FT0H09P.jpg)
The sequence of flat areas has given priority to allowing access to every door of the buildings in the street:
(https://i.imgur.com/YR9DqURh.jpg) (https://i.imgur.com/YR9DqUR.jpg)
The squares extend domestic uses into public space. The trees will offer pleasant shade and encourage gradual occupation of the spaces:
(https://i.imgur.com/28dBRaVh.jpg) (https://i.imgur.com/28dBRaV.jpg)
Travertine paving in different patterns differentiates between the small squares in order to give them a domestic feel:
(https://i.imgur.com/isHEDnOh.jpg) (https://i.imgur.com/isHEDnO.jpg)
At the end of the street the squares cascade down near a pine forest:
(https://i.imgur.com/7yRfUQHh.jpg) (https://i.imgur.com/7yRfUQH.jpg)
Axonometric view of the project:
(https://i.imgur.com/E1BMe8Th.jpg) (https://i.imgur.com/E1BMe8T.jpg)
Axonometric view of the project:
(https://i.imgur.com/0lLYc2Ch.jpg) (https://i.imgur.com/0lLYc2C.jpg)
The sloping topography of the street has been turned into a series of surfaces which are now also footpaths:
(https://i.imgur.com/C9vhfKJh.jpg) (https://i.imgur.com/C9vhfKJ.jpg)
Sursa. (https://www.publicspace.org/works/-/project/k293-street-square)
Powered by API/PUM imgur uploader (https://proinfrastructura.ro/poze.html)
"Cykelslangen"
A new bridge exclusively for cyclists snakes between commercial, residential and office buildings thus culminating the first transversal connection above the harbour to be opened in the last fifty years.
https://www.youtube.com/watch?v=By1DoD3X4Go
Previous state:
Kalvebod Brygge (Kalvebod Wharf) is an old port area on the northern side of the canal in the Vesterbro district of Copenhagen and very near the old city centre. For almost a century, a strip of the wharf consisting of land reclaimed from the sea was trapped between the canal and the railway lines coming into the central station. In the 1990s, the area underwent a large-scale process of urban transformation that aimed to save it from marginality and to make the most of its central location. This entailed ceasing its commercial and industrial activities and giving it a more civic character and opening it to the city. However, the urban plan designed with this project in mind ended up being slapdash and ill-conceived. Office blocks, a convention centre with a capacity of 4,000 people, several hotels with hundreds of rooms, and a big shopping centre facing away from the port came together in a messy amalgam of free-standing buildings that had not taken advantage of this chance to create high-quality public spaces.
At the turn of the century, the complex was completed with an artificial island separated from the wharf by a narrow canal. The new addition included a series of residential buildings, which brought to the zone a mixture of uses and more local activity outside working and trading hours. Moreover, a bicycle and pedestrian bridge was constructed in order to connect the island with the harbourfront area of Islands Brygge (Iceland Wharf) with the other side of the canal and Amager, Copenhagen's most populated island. Yet the complex was still badly connected with the rest of the city's urban fabric.p>
Aim of the intervention:
In 2010, the City Council announced its goal of turning Copenhagen into the "best city for bicycles". The aim was that, in five years, this means of transport would improve its figures for home-to-work trips from 38% (2010) to 50% (2015). The announcement was part of the holistic "CPH 2025 Climate Plan" which envisaged contributing to the struggle against global warming and, by 2025, becoming the world's first carbon neutral capital.
Among other measures, the plan aimed at a considerable drop in the use of private cars, to such an extent that 75% of urban trips would be done on foot, by bicycle, or with public transport. In addition to responding to the climate crisis, the plan also sought to promote a healthy lifestyle by encouraging physical exercise—and hence mobility based on walking or pedalling—and reducing noise and atmospheric pollution. Incentivising the use of bicycles meant that cyclists had to feel safer and a drop in numbers of injured cyclists, from 120 in 2005 to fewer than 40. One of the best ways to achieve this was to offer cyclists safe lanes and better infrastructure for overcoming topographic and architectural obstacles. In this regard, there was a clear demand for an exclusive bicycle lane that would complete the route along the length of the port, from Islands Brygge to Kalvebod Brygge. Just after the Brygge Bridge, which was already in use, cyclists were faced with the laborious climb up an incline of more than five metres high in order to reach Kalvebod Brygge. Hence, in 2010, the City Council called for entries in a competition to construct a bicycle bridge with a discreet presence and easy slope.
Description:
The winning proposal was called "Cykelslangen" (Cycle Snake) and cost five million euros. This is a bridge which, with subtle curves, winds along 230 metres to cover the five-metre gap with a gentle rise. Far from being random, its undulations avoid buildings, reduce the slope of the ramp, and ease the speed for cyclists on the way down. Almost five metres wide, the bridge is protected by stainless steel railings equipped with low-consumption LED lights. Surfaced with orange asphalt, the bridge flooring is supported by a longitudinal steel beam resting on metal pillars every seventeen metres. The spacing between and slimness of these vertical supports let pedestrians move freely under the bridge safely and without obstacles.
Assessment:
Opened in 2014, the "Cykelslangen", together with the pre-existing bridges, represents the culmination of the first transversal connection with the port of Copenhagen to be opened in the last fifty years. The strategic value of this connectedness explains why 12,000 cyclists use it every day. This success in terms of numbers of users, and its pleasing undulations have made it one of the most outstanding icons of the "best city for bicycles". It is one more lively example of the collective benefits of "Copenhagenisation", a term used by Danes to refer to policies that make cities more accessible for pedestrians and cyclists, and less dependent on cars. Too many cities still fall into the traps of the automobile industry which, thanks to its hegemony in terms of propaganda, is taking over the concept of "sustainable mobility" with supposedly ecological alternatives like the electric car. Fortunately, Copenhagen has shown the way to real sustainability with solutions like "Cykelslangen", which are not only more ecological and just, but also more economical, viable and enjoyable.
The area before:
(https://i.imgur.com/bTp9GERh.jpg) (https://i.imgur.com/bTp9GER.jpg)
Prior to the intervention. In the 1990s the area of Kalvebod Brygge underwent a sweeping process of slapdash, ill-conceived urban transformation. Office blocks, a convention centre with a capacity of 4,000 people, several hotels with hundreds of rooms, and a big shopping centre facing away from the port came together in an messy amalgam of free-standing buildings that had not taken advantage of this chance to create high-quality public spaces:
(https://i.imgur.com/TogVY3Ph.jpg) (https://i.imgur.com/TogVY3P.jpg)
The new bridge:
(https://i.imgur.com/pWeH1zYh.jpg) (https://i.imgur.com/pWeH1zY.jpg)
Detailed bridge plan:
(https://i.imgur.com/fbfbSxRh.jpg) (https://i.imgur.com/fbfbSxR.jpg)
Elevation lower starting point:
(https://i.imgur.com/j9euTZwh.jpg) (https://i.imgur.com/j9euTZw.jpg)
Section lower starting point:
(https://i.imgur.com/iK66HB3h.jpg) (https://i.imgur.com/iK66HB3.jpg)
Section upper starting point:
(https://i.imgur.com/YD4fSZkh.jpg) (https://i.imgur.com/YD4fSZk.jpg)
Typical cross section:
(https://i.imgur.com/Pwk2Ra2.jpg)
Elevation upper starting point:
(https://i.imgur.com/Y2Abgxvh.jpg) (https://i.imgur.com/Y2Abgxv.jpg)
General plan:
(https://i.imgur.com/BIB1Gdnh.jpg) (https://i.imgur.com/BIB1Gdn.jpg)
Walking under the bridge:
(https://i.imgur.com/YaxYynAh.jpg) (https://i.imgur.com/YaxYynA.jpg)
An elevated bikeway:
(https://i.imgur.com/nPgJ0sth.jpg) (https://i.imgur.com/nPgJ0st.jpg)
A winding course:
(https://i.imgur.com/9gPn5JOh.jpg) (https://i.imgur.com/9gPn5JO.jpg)
Marathon gateway:
(https://i.imgur.com/akEVi7uh.jpg) (https://i.imgur.com/akEVi7u.jpg)
Bikers on the bridge:
(https://i.imgur.com/qObGqnNh.jpg) (https://i.imgur.com/qObGqnN.jpg)
Under the bridge:
(https://i.imgur.com/U7KN0joh.jpg) (https://i.imgur.com/U7KN0jo.jpg)
Pedestrians under the bridge:
(https://i.imgur.com/zLUDITDh.jpg) (https://i.imgur.com/zLUDITD.jpg)
View from the water side:
(https://i.imgur.com/kvetQZXh.jpg) (https://i.imgur.com/kvetQZX.jpg)
The bridge by night:
(https://i.imgur.com/DFbMD1eh.jpg) (https://i.imgur.com/DFbMD1e.jpg)
Bikers above the water:
(https://i.imgur.com/1IQyEvE.jpg)
Sursa. (https://www.publicspace.org/works/-/project/j193-cykelslangen)
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Network of Footpaths and Cycling Routes on Cape Santa Pola
A network of paths and bridges for walkers and cyclists has rescued from deterioration and neglect historical sites and natural areas on the rocky massif separating the town of Santa Pola from the Gran Alacant residential area.
Previous state:
With cliffs more than a hundred metres high looking over the sea, Cape Santa Pola is a rocky massif of some twelve square kilometres. This geographic formation, described as a first-order geodesic vertex, is abundant in geological, ecological and anthropic treasures. Since it has one of the Mediterranean's very few coral reefs of biotic origin the Government of Valencia has catalogued it as a Site of Geological Interest. Moreover, it has extensive green areas of pine stands and a considerable variety of flora and fauna, as well as elements of historical and archaeological interest. In the sixteenth century a watchtower was built, taking advantage of the elevated position and, much later, the high land of the cape was used during the Spanish Civil War for emplacements of antiaircraft guns and military quarters cut into the rock by the Republican Army. There is also an eighteenth-century lighthouse as well as several large water tanks from the same period which, until well into the twentieth century, supplied the town of Santa Pola at the foot of the promontory with drinking water.
Between the cliff and the coast there is a road running alongside a series of small coves linking, from south to north, Santa Pola with Gran Alacant and Arenals del Sol, two residential zones which, with the speculation of the last few decades, have been steadily eating into the forested land of the massif. A large number of pensioners spend a good part of the year here, together with summer visitors who enjoy walking and nature sports. However, this has also drawn attention to the fact that, when these activities are large-scale and unregulated, they are harmful for the environment. Until 2013, the only attempts to mitigate the damage took the form of superficial repair of some of the paths and clearing unauthorised rubbish tips and rubble dumps.
Aim of the intervention:
The Santa Pola Town Council then decided to rehabilitate the landscape of the zone in order to regulate and consolidate its access and routes. The intervention, for which more than two hundred thousand euros were allocated, aimed to connect the old centre of Santa Pola with the residential zones on the northern coast by means of a series of cycling routes giving access to different points of interest. Understandably, the strategy for regulating and rehabilitating such a large area of land could not be exhaustive. Rather, it meant a series of subtle projects that would regulate human presence in the anthropic parts of the landscape in order to conserve its biotic parts.
Description:
After consulting several cycling associations and groups working to safeguard the natural environment and protect heritage, a project was drawn up to organise the different uses of the territory, to adapt the new routes and accesses to the pre-existing network of paths, and to respect the small scale of a large number of spots which still conserve crosses and monuments. The network of cycling tracks consists of six itineraries uniting both parts of the municipality. As it passes close by the lighthouse, the route along the coast takes the form of a sinuous cantilever bridge giving a close-up view of the fossil structure of the cliffs. It also acts as a magnificent lookout over the Mediterranean with views of Nova Tabarca Island which lies just over four kilometres off the coast. The Manyo water tank has been restored, as have the three antiaircraft gun emplacements dating from the Civil War. Several information points and signposts indicate the historical value of these and other monuments as well as guiding walkers. Facilities have been installed throughout the zone so that visitors can rest and enjoy the scenery.
Assessment:
The plan to open up a new network of cycling routes on Cape Santa Pola was highly controversial in both the media and social networks. Many people feared that consolidating access points would encourage more visitors and accelerate the ecological deterioration of the zone. Others complained that standardising signposting and marking out routes would tame the wild magic of this once marginal landscape. Others spoke out in favour of the respectful subtlety of the project, which has rehabilitated a large area of land at a relatively low cost. In any case, there can be no doubt that such natural areas adjoining towns and residential areas are constantly under threat. However, when they are opened up to the public with a view to educating citizens about their natural and historical values, people are encouraged to see them as their own, respect them, love them and even defend them in future against further damage caused by aggressive urbanplanning.
Prior to the intervention. Pensioners spend a good part of the year here, together with summer visitors who enjoy walking and nature sports. However, they also draw attention to the fact that, when these activities are large-scale and unregulated, they are harmful for the environment:
(https://i.imgur.com/uK8I7ICh.jpg) (https://i.imgur.com/uK8I7IC.jpg)
When marginal areas are opened up to the public with a view to educating citizens about their natural and historical values, people are encouraged to see them as their own, respect them, love them and even defend them in future against further damage caused by aggressive urban planning:
(https://i.imgur.com/p7qkH9eh.jpg) (https://i.imgur.com/p7qkH9e.jpg)
The footbridge acts as a magnificent lookout over the Mediterranean with views of Nova Tabarca Island which lies just over four kilometres off the coast:
(https://i.imgur.com/kdsl7ubh.jpg) (https://i.imgur.com/kdsl7ub.jpg)
The three antiaircraft gun emplacements from the Civil War have been restored:
(https://i.imgur.com/x6FGfHMh.jpg) (https://i.imgur.com/x6FGfHM.jpg)
Map of Cape Santa Pola and the newly opened network of itineraries:
(https://i.imgur.com/osSbhc1h.jpg) (https://i.imgur.com/osSbhc1.jpg)
With cliffs more than a hundred metres high looking over the sea, Cape Santa Pola is a rocky massif of some twelve square kilometres:
(https://i.imgur.com/wmPC8UHh.jpg) (https://i.imgur.com/wmPC8UH.jpg)
Several information points and signposts indicate the historical value of the monuments:
(https://i.imgur.com/VHLitmNh.jpg) (https://i.imgur.com/VHLitmN.jpg)
View of the bridge from below:
(https://i.imgur.com/daoavz1h.jpg) (https://i.imgur.com/daoavz1.jpg)
By means of this intervention, for which more than two hundred thousand euros was allocated, the aim was to connect the old centre of Santa Pola with the residential zones on the northern coast by means of a series of cycling routes giving access to different points of interest:
(https://i.imgur.com/p62t27Sh.jpg) (https://i.imgur.com/p62t27S.jpg)
The cantilever bridge offers close-up views of the fossil structure of the cliffs:
(https://i.imgur.com/zezqNAWh.jpg) (https://i.imgur.com/zezqNAW.jpg)
As it passes close by the lighthouse, the route along the coast takes the form of a sinuous cantilever bridge:
(https://i.imgur.com/x1srT4Ah.jpg) (https://i.imgur.com/x1srT4A.jpg)
Sursa. (https://www.publicspace.org/works/-/project/j082-network-of-footpaths-and-cycling-routes-on-cape-santa-pola)
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Temporary Bridge over the Charleroi Canal
An non-profit urban festival claims the connection of two districts of uneven social conditions on both sides of the canal by means of an ephemeral bridge made with the standard components of a construction crane.
Previous state:
The Charleroi Canal marks the western side of Pentagone, the formerly walled historic centre of Brussels. For all the centrality of the site, few bridges cross the canal and are located more than seven hundred metres apart. Hence the watercourse of about fifty metres across has become a socio-spatial barrier between two very different cities. A district rich in tourist attractions, monuments, expensive boutiques, pedestrian zones and impressive real estate extends from the south-eastern bank, while the opposite bank marks the municipal boundaries of Sint-Jans-Molenbeek and Laeken, an amalgam of poor, stigmatised neighbourhoods with large immigrant populations and not exempt of social conflict.
For decades, the industries located on this bank have been moving to the larger and distant spaces of the periphery, leaving behind run-down, abandoned factories. In recent years this industrial landscape has been undergoing a process of transformation in which many of the old factory sites have been renovated as venues for new activities. The "Tour & Taxis" complex, which now houses book and antique fairs, a design market and big music festivals, is one example. The regeneration of the sector is encouraging the spread of the cultural and third-sector activities of the old centre across the canal and into spaces of the opposite bank. Nevertheless, the apparent improvement also runs the risk of initiating a process of gentrification. As has happened in other European cities since the 1980s, the increasing number of attractive features in the zone could bring about higher rents and the expulsion of lower-income residents and small-scale businesses.
Aim of the intervention:
Given this danger, the "Platform Kanal" was founded in 2008 as a citizens' non-profit initiative concerned with encouraging reflection and debate about the challenges and opportunities entailed in the transformation of this sector. Starting in 2012, the Platform decided to hold the "Festival Kanal" every two years, in the summer, with a view to filling the area with temporary activities in order to call for a strategy of urban improvement which, apart from forestalling gentrification, would be truly inclusive.
In 2014, the organisers commissioned the architect Gijs Van Vaerenbergh to design the main stage for the second "Festival Kanal". However, Van Vaerenbergh made a counterproposal which, while it may have been less practical, was certainly highly symbolic and in tune with the basic aims of the Festival. His idea was to use the budget set aside for the stage—approximately €50,000—to build a different kind of temporary structure that could connect, even if only for a short time, the two banks of the canal.
Description:
For four days, the transitory footbridge provided pedestrians with an unprecedented connection between the two banks of the Charleroi Canal. Spanning a distance of fifty metres, it consisted of two symmetrical slightly angled sections converging at an obtuse angle with the vertex over the centre of the canal. Apart from making a more resistant structure, this double slope produced sufficient clearance to ensure that the bridge would not obstruct the usual boat traffic along the canal. The middle point also became a lookout with hitherto unseen views along the course of the canal. Moreover, the slope concealed the pedestrians on the other side of the bridge in such a way that it appeared shorter, a visual effect akin to that of the bridges of Venice.
The two identical sections were recycled, reusable elements consisting of rented components of the main tower mast of a typical building-site crane. Framed by lattices of yellow metal bars, the vacant square section of this prismatic tower gave the footbridge resistance, transparency and sufficient width for the movement of people inside the structure. Of the four sides, the two vertical edges served as balustrades, the upper side as an open ceiling and the lower side, covered with a wooden platform, provided the flooring.
Of the whole structure, the only components especially designed for the occasion were the joining pieces. On each side of the canal, a metal structure anchored the two sections to foundations made of piles of prefabricated concrete blocks. In the centre of the bridge, four identical metal pieces fixed the two prismatic sections at an angle. The day the bridge was put in place, a large crane truck on one of the banks lifted the two sections, once joined in the middle, and set the structure in place so that it crossed the canal. At the end of the "Festival Kanal", the bridge was removed as easily as it had been installed, leaving no trace of its existence on the canal-side wharves.
Assessment:
Where the bridge did leave an imprint which lasted much longer than four days, was in the collective consciousness. In fact, the "Festival Kanal" footbridge gave rise to discussion about the need to connect the two banksindefinitely. However, this raised more questions. Would such a connection remedy the marginal status of Sint-Jans-Molenbeek and bring the outsider municipality closer to the centre of Brussels? Or, rather, would gentrification cross the bridge in the other direction? It would not be the first time that the result of a well-intentioned project to improve an urban area was heightening its appeal as real estate, only to end up expelling the residents with lower acquisitive power. Raising these kinds of contradictions is very much in keeping with the theme of gentrification which dominated the "Festival Kanal" debates.
Also in tune with this discussion is the provisional nature of the bridge, which recalls structures deployed by the military in emergencies. The fact is that, in the Old Continent, there is an increasingly alarming phenomenon of historic city centres which are now losing one of their most singular and authentic characteristics, namely the profusion of local residents and small businesses. All around Europe, the tourist industry and the real-estate market are driving the gentrification of urban areas to the point of destroying the social fabric. It is more and more evident that, rather than revamped public space, these neighbourhoods require public policy to produce emergency solutions. Yet this could give rise to a final paradox: in order to deal with the gentrification of a neighbourhood, would it not be better to provide it with a good stock of public housing before dissipating energy and effort on festivals and temporary structures? The answer is no. Culture, as a tool for social transformation, is absolutely essential for consciousness-raising among citizens. And all too often citizens, even when they risk being expelled themselves, oppose the idea of having public housing in their neighbourhoods. Hence the need for symbols denoting emergency.
Prior to the installation of the intervention. The day the bridge was put in place, a large crane truck on one of the banks lifted the two sections, now joined in the middle, and set the structure in place so that it crossed the canal:
(https://i.imgur.com/Veg3N5Dh.jpg) (https://i.imgur.com/Veg3N5D.jpg)
Apart from making a more resistant structure, this double slope produced sufficient clearance to ensure that the bridge would not obstruct the usual boat traffic along the canal:
(https://i.imgur.com/pBjt3IPh.jpg) (https://i.imgur.com/pBjt3IP.jpg)
The designer of the footbridge suggested using the budget set aside for the stage—approximately €50,000—to build a different temporary structure that could connect, even if only for a short time, the two banks of the canal:
(https://i.imgur.com/zUaeNHkh.jpg) (https://i.imgur.com/zUaeNHk.jpg)
The slope of the flooring concealed the pedestrians on the other side of the bridge in such a way that it appeared shorter, a visual effect akin to that of the bridges of Venice:
(https://i.imgur.com/6WlgIpBh.jpg) (https://i.imgur.com/6WlgIpB.jpg)
Bottom: Plan of the site. Top: Lateral section of the bridge:
(https://i.imgur.com/RyNiY6Kh.jpg) (https://i.imgur.com/RyNiY6K.jpg)
On each side of the canal, a metal structure anchored the prismatic sections to foundations consisting of piles of prefabricated concrete blocks:
(https://i.imgur.com/UyyGMUgh.jpg) (https://i.imgur.com/UyyGMUg.jpg)
Axonometric drawing of the temporary footbridge consisting of two slightly sloping prismatic sections converging in an obtuse angle with the vertex over the centre of the canal:
(https://i.imgur.com/HhODY9oh.jpg) (https://i.imgur.com/HhODY9o.jpg)
The empty square section of the bridge gave the footbridge resistance, transparency and sufficient width for the movement of people inside the structure:
(https://i.imgur.com/dNyre6Kh.jpg) (https://i.imgur.com/dNyre6K.jpg)
The provisional nature of the bridge recalls structures deployed by the military in emergencies:
(https://i.imgur.com/lrZ1561h.jpg) (https://i.imgur.com/lrZ1561.jpg)
Of the four sides, the two vertical edges served as balustrades, the upper side as an open ceiling and the lower side, covered with a wooden platform, provided the flooring:
(https://i.imgur.com/QTqD9jTh.jpg) (https://i.imgur.com/QTqD9jT.jpg)
Detail of the underside of the flooring of the bridge:
(https://i.imgur.com/My8tfLxh.jpg) (https://i.imgur.com/My8tfLx.jpg)
Over a period of four days, the transitory footbridge provided pedestrians with an unprecedented connection between the two banks of the Charleroi Canal:
(https://i.imgur.com/gWYMEeTh.jpg) (https://i.imgur.com/gWYMEeT.jpg)
The two identical sections were recycled, reusable elements made from rented components of the main tower mast of a typical building-site crane:
(https://i.imgur.com/D7hdjWLh.jpg) (https://i.imgur.com/D7hdjWL.jpg)
(https://i.imgur.com/QdFerBWh.jpg) (https://i.imgur.com/QdFerBW.jpg)
Sursa. (https://www.publicspace.org/works/-/project/j310-temporary-bridge-over-the-charleroi-canal)
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Recovery of the Irrigation System at the Thermal Orchards
The orchards around the town are the focus of an integral project of restoration which restores the old irrigation system of thermal waters, reactivates agricultural activity and opens up a network of pedestrian pathways.
https://vimeo.com/174802910
Previous state:
The place name Caldes, which probably originated in the Latin Aquae Calidae (hot waters), is loaded with a sense of antiquity and respect for water. This medium-sized town, located just over twenty-five kilometres from Barcelona, grew around some Roman thermal springs which are among the best-conserved in the Iberian Peninsula. For centuries, its mineral water, which flows from underground at a temperature of 74º C—one of the highest temperatures of all of Europe's hot springs—has attracted outsiders seeking cures and rest. This explains the large number of centuries-old spas in the town and, accordingly, its consolidation as a tourist attraction and summering place.
The waters of Caldes were used not only for medicinal and recreational purposes. From ancient times, the leftover water from the hot springs was piped off for public laundries and, after that, as irrigation water for the Hortes de Baix (Lower Orchards) when the stream was dry. This heritage space, almost four hectares of irrigated land, occupies three tiered terraces at the bottom part of the parish of Santa Maria on the western side of the old town centre. However, one of the mainstays of the irrigation system, a channel with three-metre stone walls, was badly affected by the construction boom at the end of the twentieth century. The Caldes stream was covered over, after which a good part of the town's sewage was tipped into it, whereupon it flowed down to the main irrigation channel where the bad smell testified to this health risk to the orchards which, neglected and now difficult to reach, were soon to become the last ones left in the town. Dispirited, ageing and with no prospects of a new generation to take over, the agriculturalists put down their tools and the community of people who had once worked the irrigated land fell apart.
Aim of the intervention:
The social and environmental decline of the Hortes de Baix dragged on until 2012 when the Municipal Public Space Committee responded to demands for clean water, reactivation of local horticulture, and better connection between the old town and the agrarian heritage of its surrounding lands. The first requirement coincided with the imminent appearance of a European regulation requiring municipalities to ensure that any water being tipped into waterways should be of the same quality as the water originally extracted. It was understood that, once rescued from oblivion and neglect, the old orchards could constitute, besides productive territory, an educational public space which would also offer contact with nature.
Description:
Over a period of two and a half years, some seventy market gardeners took part in a participative process which, from the very beginning, had the effect of uniting and empowering the community of orchardists. Helped by architects, they began to map out their blocks of land and to diagnose the state of the irrigation system. They quickly saw the need to channel off the sewage flowing in from the river in order to put an end to the contamination in the main irrigation canal. Since it was no longer possible to count on rainwater, they had the idea of using waste water from the spas which, though it was suitable for irrigation, had previously been wasted when mixed with sewage.
When the water was clean it still needed to be cooled and its course organised to meet the different peaks of demand of the irrigation system. Hence, a community pond was constructed on the upper terrace with a view to its being shared equally among all the blocks of land with two shifts of irrigation every week. A series of floating pots containing aquatic plants which assimilate organic material constitutes an innovative system of natural water purification, thus guaranteeing the quality of the stagnant water in the pond.
The network of smaller canals watering the blocks of land was repaired. These still operate on the principle of gravity and are fitted with manually operated floodgates without any need for mechanised systems. Based on recycling and constructed by the local people, all the renovation endeavours respect both the material heritage of the orchard and the intangible heritage of managing it, which is the responsibility of the community of orchardists. The spigots of the distribution tanks, the thick ceramic tiles set side by side to form the upper borders of the channels, and the woven wire fencing separating the blocks of land once more give an impression of unpretentiousness that is very much in keeping with a true market garden landscape. In order to make the orchard zone accessible so that everyone can enjoy it, a footbridge has been installed over the main channel, respecting the original stone walls. Besides giving easier access to the orchards it offers views of them from above and connects the church square with the outskirts of the town.
Assessment:
Although it is fruit of simple, subtle operations, the recovery of the Hortes de Baix has benefitted Caldes de Montbui by means of a complex superimposition of different dimensions. At the urban level, it converted a tangle of disjointed properties, which were hidden and tucked away behind the town, into a major public space which makes contact with nature available to everyone. At the productive level, the intervention has breathed new life into barren land and, thanks to a municipal plan for its use, has rescued from unemployment and frustration people who have been strengthened by the values of working together and self-management of the project.
In an increasingly globalised world, conserving this kind of agricultural activity encourages exploration of the possibilities of food sovereignty based on sustainable production and responsible consumption of local, seasonal foodstuffs. At the cultural level, the intervention not only makes it possible to recognise the heritage value of the horticultural landscape. It also contributes by testifying to the intangible wealth of almost lost traditions from which some very useful lessons may be drawn for future generations, for example that of sensible use of water. It should never be forgotten that water is life.
Prior to the intervention. Neglected and difficult to reach, the Hortes de Baix wereeventually becoming the last horticultural gardens in Caldes de Montbui:
(https://i.imgur.com/jovgr9ph.jpg) (https://i.imgur.com/jovgr9p.jpg)
So that everyone could enjoy the views across the vegetable gardens and orchards a footbridge, respecting the original stone walls, was built across the main irrigation channel:
(https://i.imgur.com/r9iBdz7h.jpg) (https://i.imgur.com/r9iBdz7.jpg)
At the productive level, the recovery of the Hortes de Baix has breathed new life into barren land and, thanks to a municipal plan for its use, has rescued from unemployment and frustration people who are now strengthened by the values of working together and self-management of the project:
(https://i.imgur.com/eZ4bL5Hh.jpg) (https://i.imgur.com/eZ4bL5H.jpg)
Once rescued from oblivion and neglect, the old orchards constitute, besides productive territory, an educational public space which also offers contact with nature:
(https://i.imgur.com/twiERN7h.jpg) (https://i.imgur.com/twiERN7.jpg)
The spigots of the distribution tanks, the thick ceramic tiles set side by side to form the upper borders of the channels, and the woven wire fencing once more separating the blocks of land give an impression of unpretentiousness that is very much in keeping with a true market garden landscape:
(https://i.imgur.com/JI1GgtGh.jpg) (https://i.imgur.com/JI1GgtG.jpg)
A series of floating pots containing aquatic plants which assimilate organic material constitutes an innovative system of natural water purification, thus guaranteeing the quality of the stagnant water in the pond:
(https://i.imgur.com/366BM6Kh.jpg) (https://i.imgur.com/366BM6K.jpg)
Based on recycling and self-construction, all the work done in the project respects both the physical heritage of the gardens and orchard and the intangible legacy of their management, which is now the responsibility of the community of gardeners and orchardists:
(https://i.imgur.com/Z38fICAh.jpg) (https://i.imgur.com/Z38fICA.jpg)
The new communal pond makes it possible to share the irrigation system equally among all the blocks of land with two shifts every week:
(https://i.imgur.com/jNTQa7Gh.jpg) (https://i.imgur.com/jNTQa7G.jpg)
A communal pond was built on the upper terrace in order to cool the leftover spa waters and organise the flow of water in keeping with the levels of demand for irrigation:
(https://i.imgur.com/5csm9Moh.jpg) (https://i.imgur.com/5csm9Mo.jpg)
Path leading to the Hortes de Baix from the north:
(https://i.imgur.com/6AlUn08h.jpg) (https://i.imgur.com/6AlUn08.jpg)
At the urban level, the project of recovering the orchard and vegetable gardens converted a tangle of propertiesthat were disconnected, inaccessible and hidden behind the town into a major public space which makes contact with nature available to everyone:
(https://i.imgur.com/ylOrq2Oh.jpg) (https://i.imgur.com/ylOrq2O.jpg)
A footbridge installed over the main channel gives easier access to the gardens, offering views of them from above and connecting the church square with the outskirts of the town:
(https://i.imgur.com/6r0W2X0h.jpg) (https://i.imgur.com/6r0W2X0.jpg)
Over a period of two and a half years, some seventy market gardeners took part in a participative process which, from the very beginning, had the effect of uniting and empowering the community of orchardists:
(https://i.imgur.com/5hMrP19h.jpg) (https://i.imgur.com/5hMrP19.jpg)
Diagrams of the process of recovery of the Hortes de Baix. Top (left): The traditional system of clean-water management was sustainable. Top (right): the industrial model contaminated the irrigation system with sewage and wasted the water left over from the spas. Bottom: phases of the project, consisting of (1) channelling off the sewage into a water purifying plant; (2) making good use of the leftover spa water for irrigation; (3) building a pond with a natural purifying system to store and cool the water; (4) drawing up a map of the plots of land in order to optimise the irrigation shifts; and (5) improving accessibility to the gardens by way of a footbridge:
(https://i.imgur.com/jbUBTRhh.jpg) (https://i.imgur.com/jbUBTRh.jpg)
Proiecția axonometrică a recuperării Hortes de Baix, un spațiu de patrimoniu de aproape patru hectare de teren irigat sub formă de trei terase trepte sub biserica parohială Santa Maria de la marginea de vest a centrului vechi al orașului:
(https://i.imgur.com/ls0hY1xh.jpg) (https://i.imgur.com/ls0hY1x.jpg)
O pasarela instalata peste canalul principal ofera acces mai usor in gradini, oferind privelisti ale acestora de sus si facand legatura intre piata bisericii de la marginea orasului.
(https://i.imgur.com/aYqqsK9h.jpg) (https://i.imgur.com/aYqqsK9.jpg)
Sursa. (https://www.publicspace.org/en/works/-/project/j279-recovery-of-the-irrigation-system-at-the-thermal-orchards)
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Recovering of the right bank of the River Vistula
A footpath and three beaches equipped with games areas, public baths, sports fields and barbecue zones have enabled citizens to reclaim the right bank of the Vistula River, which had been neglected, inaccessible and used as a rubbish dump for years.
Previous state:
The Vistula is Poland's biggest river. Navigable from its upper reaches all the way to its mouth, it was for centuries a crucial means of transport in the country. Nevertheless, after the nineteenth century, its importance in this regard soon dwindled as road and rail transport was increasingly used and, when the river transport of goods and people declined, riverbank cities like Warsaw, Kraków, Gdansk and Toruń turned to face away from it. Warsaw's break with the river took a particular form. The left bank, adjoining the administrative and nerve centre of the city, was eventually filled with motorways and road junctions which interposed a barrier between the urban fabric and the riverfront.
The right bank underwent another kind of separation from the Praga-Południe district, one of the oldest and most densely populated in the city. Until the beginning of the twentieth century the river offered sandy beaches which filled with bathers in the summer but in the following decades, with two world wars, municipal negligence and general indifference, the riverfront lapsed into marginality and oblivion. Owing to ignorance about the area and absence of visitors it was used as an informal tip for rubble from demolitions occurring all around the city. This had the effect of artificially blocking the flow of the water, leading to many floods. Meanwhile, the riverside forest, infested with invasive species, grew wild over the rubble dumped on the bank. Dense foliage and unattended undergrowth made the river even more inaccessible, a deplorable situation given its proximity to such a densely populated area.
Aim of the intervention:
In 2007, the Warsaw City Council decided to take action to rectify this situation. A special unit was created within the structure of the municipal government, the director of which acted as the mayor's proxy in any matter concerning the river. With an early aim of recovering the right bank of the Vistula as a leisure space for citizens, the new entity worked with ecologist groups and other NGOs to draw up a strategy that sought to reconcile a range of different interests. Another concern was to ensure that frequent flooding would not damage any improvements made to the riverbank. Moreover, the plan was to conserve the natural character of the zone while also providing better access to it and revitalising it by offering uses and facilities that would make it appealing to citizens. The project represented an investment of one and a half million euros, 90% of which was to come from the municipal coffers. It also achieved European funding to defray costs associated with attracting tourists and re-establishing the natural habitat of two species of native birds. Moreover, the project was supported by some private investors.
Description:
The first phase of work consisted of cleaning tasks. The riverbed was cleared of rubble in order to improve the flow of water and lessen the risk of flooding. The riverside forest was also cleaned up to offer easier access to the water. Between 2009 and 2011, thirty-seven hectares of forest were cleared of weeds, thicket, fallen tree trunks and invasive species of willows. This opened up a path of eight kilometres along the river. In winter the new track is used for cross-country skiing and, the rest of the year, by cyclists and walkers. It is signposted with information concerning the natural elements along the way and distance markers for runners.
The riverside walk links three sandy beaches equipped with deck chairs, umbrellas, barbecues, public toilets, sports fields, games areas and information points. Saska beach, adjoining a residential area of the Praga-Południe district, is the southernmost one and it begins just after Łazienkowski Bridge. In 2013 a pavilion housing a cafeteria, sanitary infrastructure and a shop hiring sports equipment was constructed here. Downstream, between the Poniatowski and Średnicowy bridges, is Stadium Beach which, as its name suggests, is near the new installations of the Polish national football team, which were opened in 2012. Further north, between the Slasko-Dabrowski and Gdański bridges, is Praga Beach, named after the nearby nineteenth-century Praga Park, home to the Warsaw Zoo. Each of the three beaches has a free ferry service for cyclists and walkers, connecting them with the western bank of the river.
Assessment:
There can be no question about the fact that, since the renovation, the right bank of the Vistula River has recovered its lost popularity. This was confirmed with a municipal survey in 2013, when the work was finished, with the aim of assessing how well the aims of the project had been achieved. It is also demonstrated by its nomination for the "Stolek", an award presented by the editorial board of a well-known Warsaw newspaper. However, the popularity of the place has drawbacks as well. The local press has reported the typical controversy over the impact of large numbers of people on such a fragile natural space.
Intensive use of the beaches has generated large amounts of rubbish, including glass from broken bottles, which has caused some problems. The City Council, working with several NGOs and local businesses, has launched campaigns to educate people about the need to respect and conserve the river's natural character. In any case, the problems of the river when it was an ignored and neglected place were much more serious than they are now, proof that accessibility is the key to making a marginal space known, enjoyed and appreciated by everyone. The best protection a fragile place can have is becoming part of collective consciousness.
Forest zone near Średnicowy Bridge before the intervention. The riverside forest, infested with invasive species, grew wild over the rubble dumped on the bank. Dense foliage and unattended undergrowth made the river even more inaccessible:
(https://i.imgur.com/qrnexGgh.jpg) (https://i.imgur.com/qrnexGg.jpg)
The new riverside walk. Background: Średnicowy Bridge:
(https://i.imgur.com/mPXpxXth.jpg) (https://i.imgur.com/mPXpxXt.jpg)
The three sandy beaches are equipped with deck chairs, umbrellas, barbecues, public baths, sports fields, games areas and information points. Background: Poniatowski Bridge seen from Stadium beach:
(https://i.imgur.com/YQ8I4A9h.jpg) (https://i.imgur.com/YQ8I4A9.jpg)
In winter the new track is used for cross-country skiing. Background: Swetokrzyski Bridge:
(https://i.imgur.com/WjijWMoh.jpg) (https://i.imgur.com/WjijWMo.jpg)
Origami workshop organised on one of the beaches:
(https://i.imgur.com/2TNZbmWh.jpg) (https://i.imgur.com/2TNZbmW.jpg)
Between 2009 and 2011, thirty-seven hectares of forest were cleared of weeds, thicket, fallen tree trunks and invasive species of willows. This opened up a path of eight kilometres along the river:
(https://i.imgur.com/V4ABM2Qh.jpg) (https://i.imgur.com/V4ABM2Q.jpg)
Each of the three beaches has a free ferry service for cyclists and walkers, connecting them with the western bank of the river:
(https://i.imgur.com/ITR6ITxh.jpg) (https://i.imgur.com/ITR6ITx.jpg)
Stadium beach lies between Poniatowski Bridge (left) and Średnicowy Bridge (right). As its name suggests it is near the new installations of the Polish national football team, which were opened in 2012:
(https://i.imgur.com/AwHNOAVh.jpg) (https://i.imgur.com/AwHNOAV.jpg)
The riverside route is signposted with distance markers for runners. A race is held once a year, organised by the City Council and police force:
(https://i.imgur.com/bLSJbwDh.jpg) (https://i.imgur.com/bLSJbwD.jpg)
In 2013 a pavilion housing a cafeteria, sanitary infrastructure, and a shop hiring sports equipment was constructed near Saska Beach:
(https://i.imgur.com/RTpMpqJh.jpg) (https://i.imgur.com/RTpMpqJ.jpg)
The local press has reported the typical controversy over the impact of large numbers of people on such a fragile natural space:
(https://i.imgur.com/sDzr5vsh.jpg) (https://i.imgur.com/sDzr5vs.jpg)
Games area at Saska beach:
(https://i.imgur.com/3gmYVzzh.jpg) (https://i.imgur.com/3gmYVzz.jpg)
Aerial view of the Vistula River as it flows through Warsaw, showing the section of the new riverside walk on the right bank. Foreground: Poniatowski Bridge, followed by Średnicowy Bridge, the two limits of Stadium Beach:
(https://i.imgur.com/bJcfPklh.jpg) (https://i.imgur.com/bJcfPkl.jpg)
General plan of the intervention, showing the section of the riverside walk and the location of the three new beaches it links. Left (north): Praga Beach, between Gdański and Slasko-Dabrowski bridges; centre: Stadium Beach, between Średnicowy and Poniatowski bridges; right (south): Saska Beach, between Poniatowski and Łazienkowski bridges:
(https://i.imgur.com/gbMahymh.jpg) (https://i.imgur.com/gbMahym.jpg)
The residents appreciate the natural character of this area:
(https://i.imgur.com/GSYA3Ulh.jpg) (https://i.imgur.com/GSYA3Ul.jpg)
Sursa. (https://www.publicspace.org/en/works/-/project/h106-recovering-of-the-right-bank-of-the-river-vistula)
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"The Braided Valley"
A braided network of paths and footbridges have transformed the bed of the Vinalopó River into a linear park that re-stitches together the neighbourhoods through which it passes, connecting them with natural spaces to the north of the city.
Previous state:
The Vinalopó River is reduced to little more than a trickle when it crosses the city of Elche. Irrigation upstream and very irregular rainfall mean that water only flows in any abundance in autumn, when sudden flooding can occur. This has cut out a riverbed with steep sides, mainly as a result of landslides. In the 1970s, major channelling work prevented further flooding but it also eliminated the network of paths by means of which residents on the right bank could reach the adjoining Palmeral, a vast palm grove which is inscribed in the UNESCO World Heritage List. The channelling divided the city into two halves, which were only connected by a few bridges that were too far apart. Relegated to the condition of a peripheral rubbish tip, the watercourse became a forsaken pit from which both sides of the city faced away.
Aim of the intervention:
In 2009, the City Council called for entries in a competition to turn the river bed into a three-kilometre linear park with a surface of sixty hectares. Managing the project was complex since it required agreement between the Council with other branches of the administration that were very different in their nature and scope, for example the Xúquer Hydrographic Federation, different ministries of the Government of Valencia, the Sèquia de Marchena Irrigators' Community and the water company Aigües d'Elx. In the transversal sense, the idea was that the geographic formation, a gully of forty metres deep, should cease to constitute a barrier between the two banks. On the other hand, in the longitudinal sense, the aim was to create a corridor that would offer the inhabitants of Elche the opportunity of moving quickly and easily to the northern end, where they could enjoy some natural settings of very high environmental quality.
Description:
The first phase of the work was completed on the upstream section where the social deterioration of the neighbourhoods and scarcity of bridges made improvement most urgent. A temporary office established next to the river collected data on the areas of movement that were most frequently requested by future users. A network of paths was thus planned and the zone came to be named "El Valle Trenzado" (The Braided Valley) because they criss-cross on both sides of the river, which were also replanted with autochthonous species of vegetation and reinforced against landslides. Before reaching the banks of the watercourse the paths rise up to form two footbridges in a Y-shape. These are constructed in the same concrete with sides that form part of the structure. Resting on clusters of metal pillars which resemble tree trunks, the concrete footbridges give an impression of lightness.
Assessment:
The municipal elections of 2011 left the remaining phases of the project in abeyance. Before completing the first phase, the new city council stopped work on the project it had inherited but did not embrace as its own. "The Braided Valley" has not been officially opened yet, although local residents have spontaneously made it theirs. With similar spontaneity, the riverside paths and bridges disregard the orthogonal nature of the urban layout and anticipate tracks which a pedestrian's common sense might leave on a badly situated parterre or on the ground of a city after a snow storm. It is to be hoped that common sense will prevail and that work on this park, which already stitches together the neighbourhoods through which it passes and connects them with natural spaces to the north of the city of Elche, will soon proceed anew.
Prior to the intervention. The Vinalopó riverbed from south of the railway bridge:
(https://i.imgur.com/ckghpYp.jpg)
The two footbridges constructed so far in "The Braided Valley", seen from the railway bridge to the south:
(https://i.imgur.com/uDlxRf9.jpg)
Access points on the sides of the canal:
(https://i.imgur.com/eirvH7o.jpg)
A series of bollards, which can also be used as seats, prevent drivers from taking cars on to the footbridges:
(https://i.imgur.com/LECZlbl.jpg)
The footbridges rest on clusters of metal pillars which resemble tree trunks and give lightness to the structure. In he background is the railway bridge:
(https://i.imgur.com/Y1C7TYH.jpg)
View from the northern footbridge with the Palmeral (Palm Grove) in the background:
(https://i.imgur.com/Ph3R9J7.jpg)
View from the southern footbridge, with the Puente del Bimilenario (Bimillenary Bridge) in the background:
(https://i.imgur.com/idDyXwf.jpg)
The northern footbridge with the Casablanca neighbourhood in the background:
(https://i.imgur.com/StnrpuO.jpg)
The northern footbridge, with the Puente del Bimilenario (Bimillenary Bridge) in the background:
(https://i.imgur.com/6xvkzu9.jpg)
The slopes of the river Vinalopó have been replanted with native vegetation:
(https://i.imgur.com/Cg6Dlnm.jpg)
Before reaching the banks of the watercourse and joining to cross the riverbed, the paths of "The Braided Valley" rise up in a Y-shape forming two footbridges:
(https://i.imgur.com/7nLH1ah.jpg)
General plan of the intervention. Above (east), the Palmeral (Palm Grove). Right (south), the railway bridge. Bottom (west), the Casablanca neighbourhood. Left, the natural landscape to the north of Elche:
(https://i.imgur.com/SjGy3kQ.jpg)
Sursa. (https://www.publicspace.org/en/works/-/project/h190-the-braided-valley)
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Rearrangement of Ljubljanica riverbanks
Renovation of the banks of the River Ljubljanica in the section flowing through the old city centre, a collective effort that concentrates resources in a range of specific interventions.
Previous state:
After entering the capital of Slovenia from the south, the River Ljubljanica describes a pronounced loop around the northern slope of Castle Hill, after which it moves away from the city centre in an easterly direction. In the eighteenth century, the Gruber Canal (Grubarjev prekop) was opened up in an attempt to remedy frequent flooding, cutting through the southern end of the promontory and thus confining the old city centre on an island. Exceptionally well preserved, this isolated historic area has accumulated a generous repertoire of architectural styles which, from the Baroque era through to the Vienna Succession, reflect the position of Ljubljana as a cultural and geographic crossroads between the Latin south and the Germanic north. Once the river had been tamed, it was possible to expand northwards thanks to the construction of a considerable number of bridges.
Some of the most remarkable of these bridges, such as the Triple Bridge (Tromostovje, 1932) and the Cobblers' Bridge (Čevljarski most, 1931), are work of the architect Jože Plečnik who, after the 1930s, marked the river's course with a profuse and varied collection of buildings, squares, canals, embankments and riverside parks. Recognising the structural role of the river and endowing it with a welcoming and cultured monumentalism, Plečnik aimed to transform Ljubljana into a new Athens, an enlightened model city. With this objective, he used the archetype of the stoa to organise the right bank by means of the portico of the Tržnica market, and the model of the agora to construct Congress Square (Kongresni trg) on the left bank.
By the beginning of the twenty-first century, however, the river had lost the spirit that Plečnik had managed to give it, to the extent of being divested of its leading role as the city's preeminent public space. Lacking up-to-date infrastructure, the majority of river spaces had been subordinated to vehicular traffic and indiscriminate parking, while very few were exclusively pedestrian. This drastically undermined the appeal of the old centre which was also suffering from the economic effects of a decline in business activities and abandonment by a population that preferred to go and live on the outskirts. The combination of circumstances threatened Ljubljana with all the damaging consequences of urban sprawl.
Aim of the intervention:
After 2004, the Ljubljana City Council, working with a number of municipal enterprises, decided to make an ambitious public investment of more than twenty million euros in order to redress this situation. In a remarkably brief period of time, it coordinated several teams of local professionals who worked on a series of specific, realistic and viable interventions which, however, were organised within one large-scale urban system.
The River Ljubljanica, as the guiding principle of this system, was to resume the role it had been given by Plečnik. It was expected that an improved quality of open-air life in the environs of its waters would foster sociability and stimulate the old city's economic revival. In brief, the aim was to enhance the city centre's power of attraction in order to combat the negative trend towards urban sprawl.
Description:
Covering more than two kilometres of riverbank spaces, the intervention begins upstream at the point where the original course of the River Ljubljanica flows away from the Gruber Canal. A new footbridge (2010) links the Botanic gardens of the University of Ljubljana, Slovenia's oldest scientific and educational institution, with the new Špica (City Park, 2010), a green riverbank space that adds a finishing touch to the southern point of the island on which the city centre is located. A landscaping project along the first three hundred metres of the left bank of the canal highlights both its natural character and its accessibility.
The Trnovo embankment has also been renovated (2010) on the left bank of a reach of the river which, seven hundred metres downstream, flows into the Gradaščica River, a branch of the Ljubljanica. The meeting of this smaller river with Barjanska Road, a main thoroughfare providing access to the city, has been resolved by means of a new bridge (2008), which bears the road's name, and a riverbank park (2008), also known as the Špica. The new viaduct is not far from the centrepiece of the Trnovo district, the Trnovo Bridge, which was built by Plečnik.
Downstream on the River Ljubljanica, a short distance from the junction with the Gradaščica River, the banks take on a more urban appearance. At this point, the old Hradecki Bridge has been renovated (2011), as have the Krakovo and Breg embankments (both in 2010) on the left bank. The Breg embankment has steps leading up to the Nova Square (Novi trg), which is also scheduled for renovation. This is one of the city's oldest squares and it adjoins the National and University Library, which was also built by Plečnik.
A hundred and fifty metres further on, in the direction of flow and still on the left bank, are the Hribarjevo embankment and the Dvorni Square, both of which were renovated shortly before this intervention. On the opposite bank and perpendicular to the Cankarjevo embankment is Ključavničarska Street (2009), which leads up to Castle Hill. This street has also been restored. On the left bank, after Triple Bridge, the Petkovškovo embankment has been refurbished with a pavilion built out over the river with projecting steps constructed with the aim of offering a fine view of Castle Hill. The new, exclusively pedestrian Butchers' Bridge (2010) links the centre of the Petkovškovo embankment with the stoa that Plečnik built as the riverfront façade of the Tržnica market. Some four hundred metres downstream, the intervention finishes with the introduction of the new Grain Bridge (2010), which has projecting steps connecting with a floating pier.
Assessment:
The renovation of the riverside areas of the River Ljubljanica as it flows through the old centre of the capital is fruit of a collective effort which, concentrating available resources in specific operations and optimising coordination between different developers and authors, has embraced Plečnik's humanist dream and given it continuity. The banks are wholly accessible, both in the longitudinal sense of their embankments and in the transversal sense that the project establishes with the different types of adjoining urban fabric. A unitary public space and yet, at the same time, one that that is endowed with a profusion of special parts, the river now gives the old city centre sufficient power of attraction to counteract the centrifugal effects of urban sprawl.
Image of Nova Square (Novi trg) prior to the intervention. Most of the river spaces had been subordinated to vehicular traffic and indiscriminate parking while very few were exclusively pedestrian:
(https://i.imgur.com/G2cpBqqh.jpg) (https://i.imgur.com/G2cpBqq.jpg)
Image of Nova Square Nova (Novi trg) after its renovation:
(https://i.imgur.com/VD2kjbX.jpg)
General plan of the intervention. The project brought together and coordinated several teams of local professionals who worked on a series of specific, realistic and viable interventions which, however, were organised within one large-scale urban system:
(https://i.imgur.com/bL7CxKuh.jpg) (https://i.imgur.com/bL7CxKu.jpg)
View of the old Hradecki Bridge after renovation:
(https://i.imgur.com/dpdw5sTh.jpg) (https://i.imgur.com/dpdw5sT.jpg)
Pedestrians on Hradecki Bridge:
(https://i.imgur.com/G1Oyc25h.jpg) (https://i.imgur.com/G1Oyc25.jpg)
Ground plan, elevation and details of the old Hradecki Bridge, which has been renovated:
(https://i.imgur.com/R38kNbCh.jpg) (https://i.imgur.com/R38kNbC.jpg)
Night-time view showing the footbridge over the Gruber Canal in profile:
(https://i.imgur.com/H3T4ybxh.jpg) (https://i.imgur.com/H3T4ybx.jpg)
The new Grain Bridge has projecting steps connecting with a floating pier:
(https://i.imgur.com/EqCykEWh.jpg) (https://i.imgur.com/EqCykEW.jpg)
Image of the floating pier of Grain Bridge:
(https://i.imgur.com/bOkZbjwh.jpg) (https://i.imgur.com/bOkZbjw.jpg)
People enjoying the new pavilion on the Petkovškovo embankment:
(https://i.imgur.com/0uP4aTwh.jpg) (https://i.imgur.com/0uP4aTw.jpg)
The new pavilion on the Petkovškovo embankment is built out over the river with projecting steps:
(https://i.imgur.com/gWfUFZph.jpg) (https://i.imgur.com/gWfUFZp.jpg)
The new pavilion on the Petkovškovo embankment offers one of the best views of Castle Hill:
(https://i.imgur.com/IIgeatHh.jpg) (https://i.imgur.com/IIgeatH.jpg)
The new pavilion on the Petkovškovo embankment:
(https://i.imgur.com/Qz6gIQah.jpg) (https://i.imgur.com/Qz6gIQa.jpg)
New park by the Gradaščica River:
(https://i.imgur.com/jYif2THh.jpg) (https://i.imgur.com/jYif2TH.jpg)
The Breg embankment after renovation:
(https://i.imgur.com/sQH0gaYh.jpg) (https://i.imgur.com/sQH0gaY.jpg)
The new, exclusively pedestrian Butchers' Bridge links the centre of the Petkovškovo embankment with the stoa that Plečnik built as the riverfront façade of the Tržnica market:
(https://i.imgur.com/WRMtX5Lh.jpg) (https://i.imgur.com/WRMtX5L.jpg)
Detail of Butcher's Bridge:
(https://i.imgur.com/ntjJNz3h.jpg) (https://i.imgur.com/ntjJNz3.jpg)
Plan of the intervention between Triple Bridge, on the left, and Grain bridge on the right. In the centre is Butcher's Bridge:
(https://i.imgur.com/H5tivdyh.jpg) (https://i.imgur.com/H5tivdy.jpg)
Running perpendicular to the Cankarjevo embankment is Ključavničarska Street (2009), which leads up to Castle Hill. This street has also been restored:
(https://i.imgur.com/3pF9BzAh.jpg) (https://i.imgur.com/3pF9BzA.jpg)
New park by the Gradaščica River:
(https://i.imgur.com/5CQLbSMh.jpg) (https://i.imgur.com/5CQLbSM.jpg)
Plan of the intervention near the Gradaščica River, a branch of the Ljubljanica. The meeting of this smaller river with Barjanska Road, a main thoroughfare providing access to the city, has been resolved by means of a new bridge and a riverside park:
(https://i.imgur.com/dOxZ6n9h.jpg) (https://i.imgur.com/dOxZ6n9.jpg)
Pergola in the Špica (City Park):
(https://i.imgur.com/26P0cNjh.jpg) (https://i.imgur.com/26P0cNj.jpg)
The Trnovo embankment after renovation:
(https://i.imgur.com/GDw66yjh.jpg) (https://i.imgur.com/GDw66yj.jpg)
Tiered seating in the Špica (City Park):
(https://i.imgur.com/YWVK5kth.jpg) (https://i.imgur.com/YWVK5kt.jpg)
The new Špica (City Park, 2010), a green riverbank space that completes the project at southernmost point of the island on which the city centre is located:
(https://i.imgur.com/8TVNEqfh.jpg) (https://i.imgur.com/8TVNEqf.jpg)
The Trnovo embankment after renovation:
(https://i.imgur.com/g1NY005h.jpg) (https://i.imgur.com/g1NY005.jpg)
New riverside walk along the Gruber Canal:
(https://i.imgur.com/WFUimM5h.jpg) (https://i.imgur.com/WFUimM5.jpg)
New riverside walk along the Gruber Canal:
(https://i.imgur.com/9270mnRh.jpg) (https://i.imgur.com/9270mnR.jpg)
Ground plan and elevation of the footbridge over the Gruber Canal:
(https://i.imgur.com/vMgnvBzh.jpg) (https://i.imgur.com/vMgnvBz.jpg)
Aerial view of the footbridge over the Gruber Canal, which links the Botanic Gardens of the University of Ljubljana with the new Špica (City Park, 2010):
(https://i.imgur.com/5tf0y0mh.jpg) (https://i.imgur.com/5tf0y0m.jpg)
Photo of detail from the footbridge over the Gruber Canal:
(https://i.imgur.com/PyKxe5qh.jpg) (https://i.imgur.com/PyKxe5q.jpg)
Transversal section of the new pavilion built on the Petkovškovo embankment:
(https://i.imgur.com/ER20hJgh.jpg) (https://i.imgur.com/ER20hJg.jpg)
Sursa. (https://www.publicspace.org/en/works/-/project/g072-preureditve-nabrezij-in-mostovi-na-ljubljanici)
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"Shared Surface" in Exhibition Road
A main road in one of London's cultural districts has been repaved and rid of architectural barriers, while vehicular traffic has been regulated by means of a "shared surface" system that achieves a balance of consensus between traffic and pedestrians.
Previous state:
Owing its name to the Exhibition of 1851, Exhibition Road is a main street of some eight hundred metres in length and approximately twenty-five metres wide in the area of Albertopolis. As the site of many major cultural and educational facilities, for example the Victoria and Albert Museum, the Natural History Museum, the Science Museum and Imperial College of London, it attracts some eleven million visitors every year. Besides reputable business establishments and some places of worship, it concentrates thousands of residents, among whom students account for a significant proportion.
Since the 1960s, the road had been divided into two lanes for vehicular traffic, two rather narrow footpaths, and three rows of parked vehicles, one on either side and one in the centre. It was difficult to cross owing to a scarcity of pedestrian crossings and, in general, its appearance was cluttered, unattractive and not very worthy of its prestigious institutions.
Aim of the intervention:
The Royal Borough of Kensington and Chelsea called for entries in a competition aimed at redressing this situation. It was necessary to guarantee that Exhibition Road met more exigent requirements of accessibility, and it was stipulated that pedestrians should be able stroll there peacefully, while enjoying the monumental facades of its buildings.
Description:
The intervention essentially consisted of the physical unscrambling of the street's surface and traffic. Pedestrians and vehicular traffic now share the space in keeping with a "shared surface" model with a reduced speed limit. The ground has been cleared of footpaths, obstacles and architectural barriers so that pedestrians, people in wheelchairs and with baby buggies can move freely. Black cast-iron drainage channel covers run along both sides of the road, four metres away from the buildings. Edging the covers is a band of rough paving especially designed for the visually impaired.
High quality natural stone was the paving choice with a view to long-term maintenance of the surface, which has been covered in a broad diamond pattern in pale granite on dark. The interlocking paving stones are joined with flexible mortar over a slab of fibre-reinforced concrete. The paving stones are held in place by stainless steel and concrete nubs which prevent movement under the wheels of vehicles. The night-time street lighting is achieved by twenty-six masts of twenty metres in height and set at intervals of twenty-five metres along the centre of the road, with illumination especially designed for the space.
Assessment:
The formal simplicity of the surface design contrasts with the complexity of its possible uses and different kinds of movement. Indeed, the intervention favours versatility over specificity while trusting in a capacity for coexistence between respectful drivers and prudent pedestrians. As a result Exhibition Road serenely accommodates the intensity of movement associated with a main thoroughfare.
Aerial view before work started:
(https://i.imgur.com/omx6ZbLh.jpg) (https://i.imgur.com/omx6ZbL.jpg)
Aerial view when work complete:
(https://i.imgur.com/mRU0xCsh.jpg) (https://i.imgur.com/mRU0xCs.jpg)
The Exhibtion Road project workforce:
(https://i.imgur.com/UMVU95Ch.jpg) (https://i.imgur.com/UMVU95C.jpg)
Council leaders removing the first kerb:
(https://i.imgur.com/fkz93Gph.jpg) (https://i.imgur.com/fkz93Gp.jpg)
Hand laying the granite setts:
(https://i.imgur.com/VKko1Aah.jpg) (https://i.imgur.com/VKko1Aa.jpg)
Testing the delineator:
(https://i.imgur.com/zTssau1h.jpg) (https://i.imgur.com/zTssau1.jpg)
Specially designed corduroy tactile delineator:
(https://i.imgur.com/Sf4E3wMh.jpg) (https://i.imgur.com/Sf4E3wM.jpg)
Exhibition Road outside Imperial College:
(https://i.imgur.com/xmJpshzh.jpg) (https://i.imgur.com/xmJpshz.jpg)
Exhibition Road outside the Natural History Museum:
(https://i.imgur.com/43mRozbh.jpg) (https://i.imgur.com/43mRozb.jpg)
Night time lighting in Exhibition Road:
(https://i.imgur.com/ctCgtO6h.jpg) (https://i.imgur.com/ctCgtO6.jpg)
Southern end of Exhibition Road:
(https://i.imgur.com/76tEZlGh.jpg) (https://i.imgur.com/76tEZlG.jpg)
Sursa. (https://www.publicspace.org/en/works/-/project/g069-exhibition-road)
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Park am Gleisdreieck
Conversion of land once occupied by an old railway crossing into a large urban-scale metropolitan park.
Previous state:
Just over a kilometre south of Potsdamer Platz, near the left bank of the Landwehr Canal, an extensive, triangular-shaped area of waste ground once separated the neighbourhoods of Kreuzberg to the east and Schöneberg to the west. Known as Gleisdreieck, meaning "triangle of rails", it was formed by the intersection of different railway lines that had entered Berlin from the south since the mid-nineteenth century. Railway lines, sheds and warehouses of three old railway stations located in very close proximity ─Dresdner Bahnhof (1875-1882), Potsdamer Bahnhof (1838-1944) and Anhalter Bahnhof (1839-1952)─ accumulated on a raised platform of some twenty hectares at a height of four metres above the city level.
As the infrastructure gradually ceased to be used the whole area became increasingly run down and neglected, to the point of being used as a rubbish tip after 1945. Meanwhile, vegetation took over, turning it into a surprising natural enclave in the middle of built-up territory. The closeness of the Berlin Wall also contributed to the fact that Gleisdreieck was for decades clearly identified as no-man's-land. Only the homonymous U-Bahn station in Berlin's underground railway system testified to its existence through its name. Shortly before the fall of the Berlin Wall, however, the German Museum of Technology was installed in the north-western third of the sector, attracting large numbers of visitors and giving visibility to the site. Nevertheless, it was the unification of the city that gave the zone more centrality, whereupon finding a destiny for it became an imperative need.
Aim of the intervention:
After 2006, the State of Berlin put forward the proposal of converting Gleisdreieck into a large urban park that would integrate the different urban zones which converged there. The problematic, decades-long disconnectedness imposed by the enclave now presented an opportunity for joining the southern area of Potsdamer Platz with Kreuzberg and Schöneberg. The creation of the park would trigger one of the biggest urban expansions inside Berlin, all within a framework of many uses, tempos and social realities. It was necessary to stimulate the development of sixteen new hectares of productive neighbourhoods that would be capable of integrating different generations and social strata around a model of the sustainable city and in harmony with nature. The need to adapt these goals to preserving the pre-existing railway heritage also appeared following intense discussion with local proprietors and residents.
Description:
Once the terrain of the park had been submitted to a process of clearing away the undergrowth and decontamination, it was then organised by means of a combination of extant and added elements. The project as a whole was planned around a large central meadow, crossed from east to west by a concrete footpath and from north to south by a pair of railway lines. Once a month, a train slowly crosses these lines, travelling from its shed to the German Museum of Technology. The concrete footpath, which is a continuation of one of the main Kreuzberg boulevards, starts in the east, clearing the four metres difference in height of the platform by means of a stairway, and suddenly ends in the west on reaching the U-Bahn lines.
On the northern side of the meadow there is a large concrete slab of rounded edges and sufficiently thick for its perimeter to be used as a place to sit. Well oriented to the south, it functions as a big sunny terrace, full of benches complete with footrests. In the south, the meadow looks over the gap of Yorckstrasse, an underpass crossed by more than fifteen bridges over which the trains once arrived in the nearby stations. On the eastern side of the meadow there is quite a dense forest of pre-existing maples, oaks, birches and lemon trees as well as new trees of these species. At this point, a couple of large metal frames hold two swings. The edges of the park are finished with a collection of distinctive spaces, for example a nursery, sports fields, concave surfaces for skateboards, stages for tango dancing, community gardens or simple areas covered in gravel taken from the place itself.
Assessment:
Not exempt from disagreement between people who were in favour of safeguarding the railway heritage and others who wanted to regenerate the adjacent neighbourhoods, Gleisdreieck Park was opened to the public in September 2011. The heart of Berlin now has a new green lung in which the sensuality of small corners with very different atmospheres fits neatly into a large-scale, wide-ranging, rugged and robust general order. This has been possible precisely because the intervention was not limited to restituting industrial vestiges in order to promote railway history. As if it also wished to bear in mind the six decades of human absence in which nature had its way, the park has been able to conserve to some extent the spirit of the non-place that preceded it.
Image prior to the intervention. Photo map from 1943. The Gleisdreieck railway triangle took shape between the neighbourhoods of Kreuzberg and Schöneberg:
(https://i.imgur.com/IzWZEyth.jpg) (https://i.imgur.com/IzWZEyt.jpg)
Aerial view of the project zone. The State of Berlin put forward the proposal of converting Gleisdreieck into a large urban park that would integrate the different urban zones which converged there:
(https://i.imgur.com/0mYSAuhh.jpg) (https://i.imgur.com/0mYSAuh.jpg)
Concave surfaces for skateboards:
(https://i.imgur.com/5wpFFEIh.jpg) (https://i.imgur.com/5wpFFEI.jpg)
The project as a whole was planned around a large central meadow, crossed from east to west by a concrete footpath and from north to south by a pair of railway lines:
(https://i.imgur.com/TjYbL22h.jpg) (https://i.imgur.com/TjYbL22.jpg)
General plan of the spatial organisation:
(https://i.imgur.com/YXEybuyh.jpg) (https://i.imgur.com/YXEybuy.jpg)
Park am Gleisdreieck - Eastpark // Within the park frame, paths made of different materials and for different speeds of movement connect the park entrance:
(https://i.imgur.com/Dm2egU5h.jpg) (https://i.imgur.com/Dm2egU5.jpg)
Park am Gleisdreieck - Eastpark // View on entrance "Yorckstraße":
(https://i.imgur.com/TLLXiZzh.jpg) (https://i.imgur.com/TLLXiZz.jpg)
Park am Gleisdreieck - Eastpark // Large format concrete slabs circuit the wide lawn directly at its edge:
(https://i.imgur.com/pM2Hjx2h.jpg) (https://i.imgur.com/pM2Hjx2.jpg)
Playground in the forest:
(https://i.imgur.com/94Rc6amh.jpg) (https://i.imgur.com/94Rc6am.jpg)
Park am Gleisdreieck - Eastpark // View on entrance "Yorckstraße":
(https://i.imgur.com/DLkeCxdh.jpg) (https://i.imgur.com/DLkeCxd.jpg)
Park am Gleisdreieck - Eastpark // The four 80 meters long benches on the terraces form a large sculpture that characterizes the site:
(https://i.imgur.com/bDGowhMh.jpg) (https://i.imgur.com/bDGowhM.jpg)
Park am Gleisdreieck - Eastpark // The contrast between "grown" nature and artificially built vegetative elements is purposely put in scene:
(https://i.imgur.com/AWks47oh.jpg) (https://i.imgur.com/AWks47o.jpg)
Park am Gleisdreieck - Eastpark // View from the entrance "Museum of Technology" on the central lawn "Kreuzberger Wiese":
(https://i.imgur.com/7mD09VNh.jpg) (https://i.imgur.com/7mD09VN.jpg)
Park am Gleisdreieck - Eastpark // LITTLE BIRCH FOREST The integrated, wild railway "nature" is a another historical relict and witness of the turbulent past of the location:
(https://i.imgur.com/XfLzzALh.jpg) (https://i.imgur.com/XfLzzAL.jpg)
Park am Gleisdreieck // ACTION FIELDS The location of the playing areas develops from the interaction between the type of utilization and urban context:
(https://i.imgur.com/6jvvWk9h.jpg) (https://i.imgur.com/6jvvWk9.jpg)
A couple of large metal frames hold two swings:
(https://i.imgur.com/7yoXJZzh.jpg) (https://i.imgur.com/7yoXJZz.jpg)
Park am Gleisdreieck - Eastpark // POETICAL AND ROBUST Three different playgrounds round up the range of possibilities for leisure activities:
(https://i.imgur.com/6msMKpth.jpg) (https://i.imgur.com/6msMKpt.jpg)
On the northern side of the meadow there is a large concrete slab which, well oriented to the south, functions as a big sunny terrace, full of benches complete with footrests:
(https://i.imgur.com/8mPxg9qh.jpg) (https://i.imgur.com/8mPxg9q.jpg)
On the eastern side of the meadow there is quite a thick forest of pre-existing maples, oaks, birches and lemon trees as well as new trees of these species:
(https://i.imgur.com/R13duhDh.jpg) (https://i.imgur.com/R13duhD.jpg)
View of the park from the concrete terrace:
(https://i.imgur.com/SGKzzL9h.jpg) (https://i.imgur.com/SGKzzL9.jpg)
Park am Gleisdreieck - Eastpark // TRIBUNE AND TANGO The Park am Gleisdreieck facilitates Berlin's creativity and performing arts:
(https://i.imgur.com/XiLai4gh.jpg) (https://i.imgur.com/XiLai4g.jpg)
Park am Gleisdreieck - Eastpark // As a true Berlin-Park there is plenty of space for creativity, such as acting, dancing and other performances:
(https://i.imgur.com/RMHOJ73h.jpg) (https://i.imgur.com/RMHOJ73.jpg)
Once a month, a train slowly crosses these lines, travelling from its shed to the German Museum of Technology:
(https://i.imgur.com/cUehNQgh.jpg) (https://i.imgur.com/cUehNQg.jpg)
The concrete footpath leads into a dense forest on the western side:
(https://i.imgur.com/iexhsNkh.jpg) (https://i.imgur.com/iexhsNk.jpg)
Park am Gleisdreieck // Plan of East Park & West Park:
(https://i.imgur.com/sfrwO5Oh.jpg) (https://i.imgur.com/sfrwO5O.jpg)
The transversal concrete footpath starts in the east, clearing the four metres difference in height of the platform by means of a stairway:
(https://i.imgur.com/jzrb1moh.jpg) (https://i.imgur.com/jzrb1mo.jpg)
The project as a whole was planned around a large central meadow, crossed from east to west by a concrete footpath and from north to south by a pair of railway lines:
(https://i.imgur.com/eArGIhZh.jpg) (https://i.imgur.com/eArGIhZ.jpg)
Park am Gleisdreieck // ACTION FIELDS The park frame is completed by a variety of playing and sports grounds for all age groups:
(https://i.imgur.com/0zxwAQDh.jpg) (https://i.imgur.com/0zxwAQD.jpg)
Sursa.
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Foarte interesant proiectul din Ljubljana, poate se autosesizeaza si PMB
Nu doar în București, ci și în restul orașelor care sunt traversate de cursuri de apă.
Stassfurt Relinquishing the Old Centre
The creation of an artificial lake in the site that was once the medieval centre of Staßfurt commemorates its total collapse due to rash exploitation of its underground salt mines.
Previous state:
Staßfurt arised in the Middle Ages by a ford in the River Bode and reached the height of its economic activity in the latter half of the nineteenth century thanks to systematic exploitation of underground salt beds. Once it was discovered that it was possible to process potassium nitrate to obtain, besides gunpowder, potent fertilisers, the town became one of Germany's main saline producing spots. Far from limiting its activity to the primary extractive sector, the town managed to wrap itself with many chemical plants which produced valuable derivatives from the potash very close to its point of extraction.
However, the town was to pay a very high price for this prosperity. Ignorance as to the composition of the subsoil and its groundwater led to errors in drilling which, given the proximity of the river, had tragic consequences. The water flooded the mine shafts, dissolving saline masses and causing the collapse of many subterranean caverns. The town's medieval centre gradually subsided to the extent that, after some decades, it had dropped more than six metres and was now below the water table. By the 1960s, some eight hundred buildings, including the Town Hall and the church, were so damaged they had to be demolished in order to avoid their sudden collapse.
The area that should have been the heart of Staßfurt was left as a vacant, nondescript space. The instability of the ground and the magnitude of the catastrophe meant that it was not feasible to restore what had been lost. In addition, the mining and chemical industries left the zone and the town lapsed into serious economic and demographic decline. Once the referential and gravitational pull of the old town was gone, the slight subsequent urban growth has been disperse and erratic.
Aim of the intervention:
Over the years it has become evident how necessary the survival of an intact and representative historic centre is for the collective sense of identity of the inhabitants of a city or town. Staßfurt, too, needed a unifying and organising urban nucleus around which any future development might revolve. After 2004, the Town Council embarked on a participative process that brought the town's residents together around a challenge in the form of accepting the physical loss of the old centre but without renouncing the need to preserve it in the collective memory. In brief, something had to be done in order to heal the shocking emptiness that had been left in the old centre.
Description:
Acceptance of the loss began to take shape in 2005 when the groundwater was allowed to flood part of the cone formed by the subsided ground in order to create a lake. The shores were lined with stone-filled banks in allusion to the salt crystals that once brought so much prosperity and calamity to Staßfurt. A new footbridge acts as the continuation of Kottenstraße, a road that was cut with the appearance of the lake. On the other hand, Marktgasse Alley stops at the water just after forming a stairway that doubles as tiered seating which turns into a small lakeside quay. On the opposite shore, some angled steps indicate the point where the alley would emerge from the water to continue on its way.
The lake is circled by a paved path and, on the eastern side, there is a continuous stone bench fitted into the base of a grassy bank. On the south side, the track embraces a rectangular field which, raised a metre and a half above its surrounds, covers the old cemetery and indicates its original level. In the centre of the field, an area delimited by metal sheets, filled with earth and planted with grass, outlines the base of the old bell tower of the church which, famous just before it disappeared for the pronounced angle at which it was leaning, had been the most representative element in Staßfurt's profile for five centuries. A little further to the south, a rectangular esplanade reveals the former location of the town market. This space is bleak, free of any vegetation and only occupied by a semicircular concrete bench.
On the western shore, a reticular plantation of cherry trees has taken over the private grounds of an abandoned factory until some more specific activity is undertaken in the space. In the north, the so-called Potash Garden surrounds the tower of an old salt mining shaft. At some points, inscriptions in the paving indicate with figures how much the ground surface subsided. The few houses left in the centre after being saved from sinking have been reinforced and renovated. Between the lake and Steinstraße, the main shopping street, which is located to the east, some vacant lots left by previous preventive demolition work are now being used for new constructions. Several vacated buildings have been restored and new commercial activities are now starting to appear.
Assessment:
The physical and psychological depression of the medieval town centre have been partially remedied by an emphatic, determined intervention that has enabled Staßfurt to accept its history and raise its head to look towards the future. The old centre is now the former centre, in the form of a representative place that does not restore the past but recognises and remembers it. It does not do so with the paralysing sorrow of a memorial confined to contrition but, rather, with the buoyant optimism of a green zone open to leisure activities and aiming to become a meeting point and an organising nucleus of the town.
Before the intervention. Photograph taken from Marktgasse Alley. The zone consisting of the medieval centre of Staßfurt was now a vacant, irregular space:
(https://i.imgur.com/F0gsyZPh.jpg) (https://i.imgur.com/F0gsyZP.jpg)
Marktgasse Alley is cut off by the water just after it forms a stairway that doubles as tiered seating after which it turns into a small lakeside quay. On the opposite shore, some angled steps indicate the point where the alley would emerge from the water to continue on its way:
(https://i.imgur.com/ncJ1F5nh.jpg) (https://i.imgur.com/ncJ1F5n.jpg)
Left: the so-called Potash Garden surrounds the old tower of a salt mining shaft to the north of the lake. Right: the reticular plantation of cherry trees which has taken over the private grounds of an abandoned factory on the western shore:
(https://i.imgur.com/lHF7Vqlh.jpg) (https://i.imgur.com/lHF7Vql.jpg)
The esplanade where the old market used to be is bleak, free of any vegetation and only occupied by a semicircular concrete bench:
(https://i.imgur.com/YMmSTruh.jpg) (https://i.imgur.com/YMmSTru.jpg)
To the south of the cemetery field, a rectangular esplanade reveals the former location of the town market:
(https://i.imgur.com/nki3uNvh.jpg) (https://i.imgur.com/nki3uNv.jpg)
In the centre of the cemetery field an area delimited by metal sheets then filled with earth and planted with grass outlines the base of the old bell tower of the church:
(https://i.imgur.com/d8R5KgTh.jpg) (https://i.imgur.com/d8R5KgT.jpg)
On the southern shore there is a rectangular field which, raised a metre and a half above its surrounds, covers the old cemetery and indicates the original level of the burial ground:
(https://i.imgur.com/4RI1ZClh.jpg) (https://i.imgur.com/4RI1ZCl.jpg)
Where Kottenstraße meets the eastern shore of the lake. In the background, the field where the cemetery used to be and the esplanade of the old market:
(https://i.imgur.com/sLdxGcCh.jpg) (https://i.imgur.com/sLdxGcC.jpg)
Eastern support of the bridge. The lake is circled by a paved path and, on the eastern side, there is a continuous stone bench fitted into the base of a grassy bank:
(https://i.imgur.com/mBLAjtfh.jpg) (https://i.imgur.com/mBLAjtf.jpg)
Detail of the western shore showing the angled steps of Marktgasse Alley and the footbridge crossing the lake:
(https://i.imgur.com/XECDVWQh.jpg) (https://i.imgur.com/XECDVWQ.jpg)
View from the south. The shores are lined with stone-filled banks in allusion to the salt crystals that once brought so much prosperity and calamity to Staßfurt:
(https://i.imgur.com/pXPmUwJh.jpg) (https://i.imgur.com/pXPmUwJ.jpg)
Aerial view of Staßfurt at the beginning of the twentieth century:
(https://i.imgur.com/3TcRjWVh.jpg) (https://i.imgur.com/3TcRjWV.jpg)
General plan of the intervention. In 2005 the groundwater was allowed to flood part of the cone formed by the subsided ground to form a lake:
(https://i.imgur.com/d7mJPDRh.jpg) (https://i.imgur.com/d7mJPDR.jpg)
A brownfield to the west of the lake has been planted with cherry trees, which could be removed again if the site were to be built upon:
(https://i.imgur.com/Uhz88fuh.jpg) (https://i.imgur.com/Uhz88fu.jpg)
Detail of the small pier where Kottenstraße projects into the lake:
(https://i.imgur.com/iuZaGWvh.jpg) (https://i.imgur.com/iuZaGWv.jpg)
A brownfield to the west of the lake has been planted with cherry trees, which could be removed again if the site were to be built upon:
(https://i.imgur.com/VOaRto7h.jpg) (https://i.imgur.com/VOaRto7.jpg)
It is well accepted by the people as a public space. Here you can find children, cyclists, and people out for a stroll:
(https://i.imgur.com/tHpaEVZh.jpg) (https://i.imgur.com/tHpaEVZ.jpg)
The former church tower:
(https://i.imgur.com/Z0z3Pedh.jpg) (https://i.imgur.com/Z0z3Ped.jpg)
A new footbridge gives continuity to Kottenstraße, a road that was cut off with the appearance of the lake:
(https://i.imgur.com/RbbK0SCh.jpg) (https://i.imgur.com/RbbK0SC.jpg)
View of the raised field from the path on the eastern shore:
(https://i.imgur.com/JrHe5wdh.jpg) (https://i.imgur.com/JrHe5wd.jpg)
At some points, inscriptions in the paving indicate with figures how much the ground surface subsided:
(https://i.imgur.com/IJbPAVsh.jpg) (https://i.imgur.com/IJbPAVs.jpg)
The outline of an area, lying slantwise in the grass, marks the former church tower, the so-called leaning tower, that was Staßfurt's symbol for over a 500 years.
(https://i.imgur.com/WKJUFAUh.jpg) (https://i.imgur.com/WKJUFAU.jpg)
Sursa. (https://www.publicspace.org/en/works/-/project/g268-stassfurt-relinquishing-the-old-centre)
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Radovi na izgradnji šetališta uz rijeku Moraču i radovi na adaptaciji Njegoševog parka, 20.10.2021 (Translate: Lucrări de construcție a promenadei de-a lungul râului Morača și lucrări de adaptare a Parcului Njegoš):
https://www.youtube.com/watch?v=9n6lt_Yj6g0
Lucrări de construcție a promenadei râului Morača și a Parcului Njegoš, 30.11.2021:
https://www.youtube.com/watch?v=c68q5ZudyWM
Și pasajele subterane pot arăta bine, să atragă pietonii (și bicicliștii):
Amsterdam: exploring creative illumination for underpasses
Underpasses in the Dutch capital, as in many cities around the world, are not always considered pleasant or safe by pedestrians and cyclists.
That is why the City of Amsterdam is conducting research on what influences people's perception of underpasses (i.e. covered passageways, tunnels and viaducts).
The ability to orient oneself in an underpass is key.:
"We found that the ability to orient oneself in an underpass is key. When entering, you immediately want to clearly see where it ends so that you can continue your journey," explains Hans Akkerman, Senior Advisor Public Lighting in Amsterdam.
The study also found that too much contrast (light, materials, pavement) should be avoided. Since the use of natural light has long been overlooked when designing underpasses, most are illuminated 24/7 with inadequate artificial lighting that creates shadows and dark spaces that decrease the feeling of safety.
Generally sober underpasses can benefit from a more creative form of lighting:
"A good way to improve the situation in existing underpasses is of course through lighting. We find that the generally sober nature of underpasses can benefit from a more creative form of lighting, be it in addition to the existing functional lighting or not," says H. Akkerman.
The city inaugurated two such creative lighting projects in 2018. Contractors had received an open assignment to illuminate selected underpasses in a more attractive way, taking into consideration existing artworks in the underpasses, a modest budget and easy maintenance.
Haringpakkersbrug underpass:
In the Haringpakkersbrug underpass – a low pedestrian passageway that runs alongside a canal near the Central Station – a specially developed ceiling armature utilises the ever-moving water's reflection to create a soothing and appealing visual effect both night and day. It also illuminates the artwork Coming Back Is Not The Same As Staying on the wall opposite the water which was barely visible before.
(https://www.luciassociation.org/wp-content/uploads/2019/09/Haringpakkersbrug-by-Primo-Exposures-9.jpg)
"The underpass is rather low, with wide columns and empty space behind each pillar that was not properly lit, leading to public urination, waste and fallen bicycles. The new lighting, with a customised armature by Marco de Boer of Primo Exposures, has resulted in effective lighting for the entire underpass including the columns, their surroundings and the ceiling," explains H. Akkerman.
(https://www.luciassociation.org/wp-content/uploads/2019/09/Haringpakkersbrug-by-Primo-Exposures-7.jpg)
Here Comes The Sun:
Another successful creative lighting project concerns the much-frequented underpass between the Hortus Botanicus/ Artis Zoo and Hermitage Museum in the Plantage district. "Here too, there were unlit spaces and at times it felt eerie," explains H. Akkerman.
(https://www.luciassociation.org/wp-content/uploads/2019/09/Happy-Tunnel-Copyright-Janus-van-den-Eijnden-16.jpg)
A playful lighting effect named Here Comes The Sun by Happy Tunnel Collective reproduces the visual effect of the sun's rays illuminating the tunnel using dynamic lighting software. Linking to the existing artwork by Lou Heldens featuring fantasised hieroglyphs on the walls of the tunnel, the lighting effect creates rays reminiscent of an Egyptian funerary tomb opened after centuries. "In addition to creating a safer and more playful ambience, the new lighting has given the tunnel's artwork an extra dimension," says H. Akkerman.
(https://www.luciassociation.org/wp-content/uploads/2019/09/Happy-Tunnel-Copyright-Janus-van-den-Eijnden-37.jpg)
Sursa. (https://www.luciassociation.org/amsterdam-exploring-creative-illumination-for-underpasses/)
Challenges of building the world's first 3D printed steel bridge (http://forum.peundemerg.ro/index.php?topic=3072.msg367075#msg367075)
Few would be surprised to hear that building the world's first 3D printed steel bridge presented a series of unique challenges for the team behind the project.
The bridge opened to the public in July. It was printed by robotic arms and equipped with an innovative sensor network, linked to a digital twin computer model that monitors its performance in real-time. Challenges involved in building the bridge in Amsterdam included cost and process and product variability. Imperial College London professor of structural engineering Leroy Gardner told NCE's TechFest conference last week that there are "challenges to overcome" in the development of 3D printing but "that's what makes it exciting".
Cost is one consideration, with the wire and arc additive manufacturing (WAAM) method of metal 3D printing considered best suited to the requirements of the construction industry in terms of scale, speed and cost. Process and product variability provides another challenge, with the approach still a relatively new one. "We've got well-established standards and quality control process for normal steel," Gardner said. "We don't have this for 3D printed material and you need to know this kind of information in order to decide safety factors and so on."
Innovation is also needed to find the best techniques to design the structures. "Geometric freedom is good in a sense but you've got to design it and if you open up Eurocode 3 [Design of steel structures] you're not going to find anything suitable," Gardner said. "We need to think about how to design these structures and it's probably more about sophisticated techniques, finite element modelling, this kind of thing."
Finally, the "over-arching demand" is to ensure the safety of the structures is not compromised, Gardner said. Overall, Gardner said that the ability of 3D printing "to place material in optimal configuration to resist the applied load" and "tailor material properties to meet the particular stress and ductility demands" presents "clear opportunities for reducing material use and waste, as well as increasing automation, in construction". He explained: "For example, high strength steel has lower ductility than normal strength steel and that can lead to problems in things like connections. "If you have the ability to mix your material you can use higher strength in locations where you need it but ductility demands are lower, and lower strength in things like the connections where you need that ductility."
Going forward, the method is likely to complement rather than replace conventional production processes. "The MX3D bridge is a one-off but it shows what can be done and what might be possible in the future," Gardner said. "I think there will be opportunities for wider use of this technology and things like strengthening, connections, stiffeners, increased automation and reduced material use in our sector."
Sursa. (https://www.newcivilengineer.com/latest/challenges-of-building-the-worlds-first-3d-printed-steel-bridge-07-12-2021/)
New study uncovers real reason behind Millennium Bridge wobble
(https://cdn.ca.emap.com/wp-content/uploads/sites/9/2021/12/millennium-bridge-1024x682.jpg)
A new study from an international team of engineers and mathematicians, led by Georgia State University and the University of Bristol, has figured out the true cause of London's Millennium Bridge's infamous 'wobble'.
The pedestrian crossing over the Thames River, between Tate Modern and St. Paul's Cathedral, opened in June 2000, with thousands lining up to walk it. Unfortunately, it was forced to shut down two days later as users experienced a troubling sway in the structure as they crossed.
It remained closed for two years while engineers, Arup, investigated unexpected oscillation. It was eventually concluded that the phenomenon could not be stopped, and instead it was decided that the oscillation would be mitigated by retrofitting 37 viscous fluid dampers – 17 chevron dampers under the walkway to control lateral movement, 16 pier dampers to control lateral and torsional movement and four vertical dampers to control lateral and vertical movement.
Experts at the time claimed that the bridge movement was caused by a phenomenon called synchronous lateral excitation – when the people on the bridge subconsciously start to walk in sync.
However, the new study, published in the scientific journal Nature Communications, says that this is false.
In their report, experts from Bristol and Georgia explain that they have investigated many other bridges with similar oscillations and have found little to no evidence of synchronicity between walkers.
Instead, they assert that the swaying of the bridge is in fact caused by pedestrians trying not to fall over. The pedestrians walking randomly on the bridge provide 'negative damping' whereby the energy from a person's wobbling is transferred to the bridge.
This conclusion was reached through observational and experimental evidence, new rigorous mathematical analysis and detailed computer simulation.
Large oscillations can occur on a range of bridges. Now, armed with this knowledge, future engineers can avoid unwanted oscillation by ensuring that their bridges' frequencies are not aligned with typical pedestrian pace frequency.
University of Bristol's Department of Civil Engineering professor John Macdonald said: "It wasn't the form of the London Millennium Bridge that caused the problem. These large oscillations can occur on virtually any long bridge when carrying a sufficiently large crowd.
"It turns out that the forces from many random left and right footsteps do not cancel out, but positive feedback leads to the vibrations getting out of hand, a bit like when two or more laptops are too close to each other on a Zoom call, which is ironic because most of this work was conducted over Zoom with our collaborators in Cambridge, Atlanta and Wroklaw."
Bristol's Department of Engineering Mathematics professor Alan Champneys said: "This international, multi-university collaboration has been a long story, but shows the unique power of interdisciplinary collaboration between practical engineers, mathematicians and physicists.
"Sometimes the answer is hiding in plain sight, but the wisdom of the crowd has led for many years to an incorrect explanation of what is a very simple idea."
Georgia State University professor Igor Belykh said: "I have long been fascinated by the mathematical theory of synchronisation, and attempted to apply the theory to bridge instability, but it was only after interaction with colleagues at the University of Bristol, that I realised there was a different story, which has been tremendous fun to finally understand together even if, because of the global pandemic, most of our work has been carried out over Zoom."
Sursa. (https://www.newcivilengineer.com/latest/new-study-uncovers-real-reason-behind-millennium-bridge-wobble-15-12-2021/)
Lucrări de construcție a promenadei râului Morača și a Parcului Njegoš, 11.12.2021:
https://www.youtube.com/watch?v=y1xyxQCapFU
Din Norvegia - traseul turistic Hardanger:
(https://assets.simpleviewcms.com/simpleview/image/fetch/c_fill,f_jpg,h_605,q_65,w_1200/https://media.newmindmedia.com/TellUs/image/%3Ffile%3DCA6301E63B6808494902B97CB5F141C4E89F5C69.jpg%26dh%3D600%26dw%3D800%26t%3D4)
How to (Quickly) Build a Cycling City - Parishttps://youtu.be/sI-1YNAmWlk
QuoteIf you've read anything about urban planning online recently, you've probably heard about the changes happening Paris. Mayor Anne Hidalgos has become famous for her pro-cycling and pro-people policies, and for taking away space from automobiles. With a goal of becoming "100% Cyclable" by 2026, Paris is changing quickly.
For this video I took an NJB "Business Trip" to Paris to see these changes for myself.
Olanda: turbogiratie cu supratraversare dedicata pentru biciclisti:
(https://i.imgur.com/ynUdYtY.png)
Zwolle was named the highest ranking city for cycling in the world in this index of 767 cities around the world: https://cityratings.peopleforbikes.org/
The city ranks very high in network, with a 93/100 ranking (average is 26/100). Access is very good, pretty much anything and anywhere is conveniently accessible by bicycle.
Zwolle has a population of nearly 130,000 and it is relatively compact, though not particularly dense, most of the city consists of single family houses. The municipal government recently received some flak for making the city center less attractive to cycling, with more and more streets having a cycling ban. The city center is accessible by car though there are no major thoroughfares within the historic core. Automobile traffic in the city center is limited.
Zwolle is not a very anti-car city though, it's easy to get around, the ring road is a four-to-six lane road with traffic lights and a motorway skirts the city center. Traffic congestion is quite limited (it is one of the lowest-ranking cities in the TomTom Congestion Index).
The city has a lot of bicycle routes that are detached from major traffic flows, so you can get around without having to stop at many traffic lights. Especially in the lower density residential areas the bicycle network is mostly separated from road traffic. It's generally faster to use a bicycle than to take the bus. The bus network has not grown a whole lot over the past few decades.
An example of recently built bicycle infrastructure on the Hessenpoort industrial area:
(https://i.imgur.com/iz6SVIdh.jpg) (https://i.imgur.com/iz6SVId.jpg)
(https://i.imgur.com/rnzICAWh.jpg) (https://i.imgur.com/rnzICAW.jpg)
New vs. old design standards:
(https://i.imgur.com/ygz1v9fh.jpg) (https://i.imgur.com/ygz1v9f.jpg)
Typical bicycle tunnel in Zwolle:
(https://i.imgur.com/Y4qo3Ndh.jpg) (https://i.imgur.com/Y4qo3Nd.jpg)
Bicycle path (reconstructed a few years ago):
(https://i.imgur.com/1UbS9oEh.jpg) (https://i.imgur.com/1UbS9oE.jpg)
A 'bicycle street':
(https://i.imgur.com/kbcVq55h.jpg) (https://i.imgur.com/kbcVq55.jpg)
Loop ramp for a bicycle bridge across N35:
(https://i.imgur.com/j5wsSmBh.jpg) (https://i.imgur.com/j5wsSmB.jpg)
The bicycle parking garage at the railway station in Zwolle:
(https://i.imgur.com/5Wibylih.jpg) (https://i.imgur.com/5Wibyli.jpg)
(https://i.imgur.com/kIab4cOh.jpg) (https://i.imgur.com/kIab4cO.jpg)
Sursa. (https://www.skyscrapercity.com/threads/cycling-in-the-netherlands.1629383/page-59#post-175449521)
Și o filmare cu aceiași parcare:
https://www.youtube.com/watch?v=7beEsqI0Mus&t=1s&ab_channel=BicycleDutch
Powered by API/PUM imgur uploader (https://proinfrastructura.ro/poze.html)
Try it out: Could you pass a Dutch cycling exam? :): (https://www3.bostonglobe.com/2013/09/21/how-much-you-know-about-bike-safety/wBwlu3gHDVl32kqxf0ndDN/story.html?arc404=true) https://www3.bostonglobe.com/2013/09/21/how-much-you-know-about-bike-safety/wBwlu3gHDVl32kqxf0ndDN/story.html?arc404=true
QuoteIn the Netherlands, all children in their last year of primary school must take two tests to earn a bike diploma. First, they sit for a multiple-choice exam on the rules of the road. Then, they head to the streets for a real-world biking test on a course that winds through traffic. The bike diploma is one of the reasons about half of all people in the Netherlands ride a bicycle at least once per day.
Harta pistelor de biciclete din Olanda. - cca. 35000 km. de piste. (https://en.routeplanner.fietsersbond.nl/) Liniile roșii reprezintă pistele separate de drumurile destinate circulației autovehiculelor.
Cum sunt gândite pistele de biciclete din Olanda: https://bicycledutch.wordpress.com/2020/08/12/cycle-lanes-in-the-netherlands/
Pasaje subterane pentru pietoni și bicicliști pe centura orașului Hasselt, Belgia:
https://www.youtube.com/watch?v=aeHr1cLhCI0&t=58s&ab_channel=Goedopweg
Striatus: 3D-printed arched concrete footbridge for Venice Architecture Biennale
Block Research Group and Zaha Hadid Architects Computation and Design Group created the bridge: an unreinforced masonry footbridge composed of 3D-printed blocks assembled without mortar.
Exhibited at the Giardini della Marinaressa during the 2021 Venice Architecture Biennale, the 16m x 12m footbridge combines traditional techniques with advanced computational design, engineering and robotic manufacturing technologies.
The name "Striatus" reflects its structural logic and fabrication process. Concrete is printed in layers orthogonal to the main structural forces to create a "striated" compression-only funicular structure that requires no reinforcement.
Striatus achieves strength through geometry. In arched and vaulted structures, the material can be placed precisely so that forces can travel to the supports through pure compression. This presents opportunities to significantly reduce the amount of material needed to span space as well as the possibility to build with lower-strength, less-polluting alternatives.
Striatus' bifurcating deck geometry responds to its site conditions. The funicular shape of its structural arches has been defined by limit analysis techniques and equilibrium methods, such as thrust network analysis, originally developed for the structural assessment of historic masonry vaults; its crescent profile encompasses the thrust lines that trace compressive forces through the structure for all loading cases.
Steel tension ties absorb the horizontal thrust of the arches. Neoprene pads placed in between the dry-assembled blocks avoid stress concentrations and control the friction properties of the interfaces, echoing the use of lead sheets or soft mortar in historical masonry construction.
The boundaries of the structure form deep arches that transfer horizontal loads; for example, visitors leaning against the balustrades, to the supports in pure compression. Advanced discrete element modelling was used to refine and optimise the blocks' stereotomy, and to check the stability of the entire assembly under extreme loading cases or differential settlements of the supports.
The bridge's 53 3D concrete printed voussoirs were produced using non-parallel print layers that are orthogonal to the dominant flow of forces. This avoids delamination between the print layers as they are held together in compression. The additive manufacturing process ensures the structural depth of the components can be achieved without producing blocks with a solid section, hence reducing the amount of material needed compared to subtractive fabrication methods or casting.
Many new buildings globally are being constructed with reinforced concrete, even though this type of construction generates large amounts of CO2 emissions. Steel and cement are especially problematic in this regard. ETH researchers have now presented a way to reduce both, in a real project.
Compared to typical reinforced concrete flat floor slabs, the new flooring system uses only 30% of the volume of concrete and just 10% of the amount of steel. Because the construction does not need mortar, the blocks can be dismantled, and the bridge reassembled again at a different location. If the construction is no longer needed, the materials can simply be separated and recycled.
(https://i.imgur.com/mpTSu1Ah.jpg) (https://i.imgur.com/mpTSu1A.jpg)
(https://i.imgur.com/z2YEdtkh.jpg) (https://i.imgur.com/z2YEdtk.jpg)
(https://i.imgur.com/1rRK7J9h.jpg) (https://i.imgur.com/1rRK7J9.jpg)
(https://i.imgur.com/cXNqH3wh.jpg) (https://i.imgur.com/cXNqH3w.jpg)
(https://i.imgur.com/bjA6lzuh.jpg) (https://i.imgur.com/bjA6lzu.jpg)
(https://i.imgur.com/XX5JCMMh.jpg) (https://i.imgur.com/XX5JCMM.jpg)
(https://i.imgur.com/XP0oBoWh.jpg) (https://i.imgur.com/XP0oBoW.jpg)
(https://i.imgur.com/DzKEXOFh.jpg) (https://i.imgur.com/DzKEXOF.jpg)
Sursa.
(https://www.worldarchitecturenews.com/article/1734355/striatus-3d-printed-arched-concrete-footbridge-venice-architecture-biennale)
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Copenhagen is Great ... but it's not Amsterdam:
https://www.youtube.com/watch?v=HjzzV2Akyds
Why Dutch Bikes are Better (and why you should want one):
https://www.youtube.com/watch?v=aESqrP3hfi8
130m concrete bridge connects Vltava River's largest island to land
Petr Tej, Marek Blank and Jan Mourek designed the 130m long ultra-high performance fiber reinforced concrete footbridge in Lužec nad Vltavou.
The construction runs across the river flow between the villages of Lužec nad Vltavou and Bukol and is on the long distance north-south cycle route EuroVelo 7 leading from Sweden to Sicily.
The architectural design is based on the lightness and subtlety that are made possible by the technologically extremely advanced material ultra-high performance fiber reinforced concrete (UHPFRC).
The footbridge was conceived as a suspended structure with one pylon and two fields with spans of 30 m and 100 m. The main field crosses the river with a width of 70 m. The bridge deck is led in a high-rise arch with a radius of 777 m and is composed of directly walking prefabricated segments from UHPFRC. The hinges consist of 17 pairs of locked steel ropes.
The bridge deck was mounted on the fixed ring above the banks, the part above the river was mounted as a free cantilever, and the bridge deck is connected with two free cables.
All elements of the structure are unified and dematerialised by tones of medium gray colour. The footbridge is connected with the landscape by a newly planted oak alley along the road on the Bukol side; the oak trees will grow to the height of the pylon.
(https://i.imgur.com/83dne5Yh.jpg) (https://i.imgur.com/83dne5Y.jpg)
(https://i.imgur.com/zBWtPg6h.jpg) (https://i.imgur.com/zBWtPg6.jpg)
(https://i.imgur.com/DI5lPH0h.jpg) (https://i.imgur.com/DI5lPH0.jpg)
(https://i.imgur.com/cVqThuJh.jpg) (https://i.imgur.com/cVqThuJ.jpg)
(https://i.imgur.com/l8IVZyXh.jpg) (https://i.imgur.com/l8IVZyX.jpg)
(GPS) (http://maps.google.com/maps?q=50.31968666666667,14.395771666666667)
(https://i.imgur.com/s3sP1N7h.jpg) (https://i.imgur.com/s3sP1N7.jpg)
(GPS) (http://maps.google.com/maps?q=50.31942333333333,14.3982)
(https://i.imgur.com/seq8994h.jpg) (https://i.imgur.com/seq8994.jpg)
(GPS) (http://maps.google.com/maps?q=50.319406666666666,14.399256666666666)(https://i.imgur.com/iQqS9uch.jpg) (https://i.imgur.com/iQqS9uc.jpg)
(https://i.imgur.com/OnT0h53h.jpg) (https://i.imgur.com/OnT0h53.jpg)
(https://i.imgur.com/waklwBeh.jpg) (https://i.imgur.com/waklwBe.jpg)
(https://i.imgur.com/ewInsFKh.jpg) (https://i.imgur.com/ewInsFK.jpg)
(https://i.imgur.com/OV89mY9h.jpg) (https://i.imgur.com/OV89mY9.jpg)
Sursa. (https://www.worldarchitecturenews.com/article/1715766/130m-concrete-bridge-connects-vltava-rivers-largest-island-land)
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Pod pietonal din China:
https://www.youtube.com/watch?v=ETawf6FQ0Nc
1. Diferențele dintre o intersecție cu pasaje pentru biciclete și una fără biciclete:
2. Cum este inaugurat un pasaj pentru biciclete în Olanda :):
https://www.youtube.com/watch?v=4MuvT50llaQ
Ride Utrecht Central to Utrecht Overvecht:
https://www.youtube.com/watch?v=p9ECIvf2sL0
Observații:
- locurile de parcare înguste determină îngustarea benzilor pentru biciclete (ideal ar fi ca ele să aibă 2,5 m.);
- chiar dacă semafoarele sunt cu butoane, există o grămadă de oameni care nu le respectă :o.
Lift pentru biciclete în Norvegia:
https://www.youtube.com/watch?v=ec_ujdz-mn0
Genial ciclocablul acesta :lol:
Si ce sistem fain daca il scapi sau daca il ratezi din ceva motiv. Nici o piesa "libera" la suprafata, risc de ranire = 0
ce vorbesti.............si eu stau cu ochii p 104 sau 123 sa nu ma curenteze ......no coment.....sper sa vada si administratia actuala imaginile ca fosta vedea numai idolasi de lemn si piatra pe pereti!! :( :(
Ride on a cycle path on an old air base runway
Whenever I show a cycle route on a former railway line there are always people who bemoan that lost railway. In this case that may be different: Soesterberg has a cycle route on an old air base runway. The entire former strictly closed military Air Base Soesterberg has become a very open public nature reserve (with a military aviation museum) after the province of Utrecht bought that former air base to give it back to nature. The name was changed from Air Base Soesterberg to Park Air Base Soesterberg (Park Vliegbasis Soesterberg).
The former runway turned into a cycle path. It is 45 metres wide and 3077 metres long.
(https://bicycledutch.files.wordpress.com/2021/09/soesterberg01.jpg)
Thanks to multiple entrances and exits the runway cycle path can even be used for meaningful journeys, but most people will use the area for recreation.
(https://bicycledutch.files.wordpress.com/2021/09/soesterberg02.jpg)
More information in the blog post: https://bicycledutch.wordpress.com/2021/09/29/from-air-base-runway-to-cycle-path/
https://www.youtube.com/watch?v=yhcmEWxKuxc
Podul pentru biciclete Sasje din Amersfoort, Olanda:
https://www.youtube.com/watch?v=aPi8uy_j9Mw
Contractor named to transform disused Manchester viaduct into sky park
(https://cdn.ca.emap.com/wp-content/uploads/sites/9/2022/03/mc-construction-manchester-viaduct-sky-park-castlefield-2.png)
(https://cdn.ca.emap.com/wp-content/uploads/sites/9/2021/06/Castlefield-Viaduct.jpg)(https://cdn.ca.emap.com/wp-content/uploads/sites/9/2021/06/Castle-Viaduct-2.jpg)
MC Construction has been appointed by National Trust to carry out the £1.8M transformation of a disused Manchester viaduct into an urban sky park.
The grade-II listed steel viaduct is 330m long and stands 17m above the Castlefield canal basin. It was built in 1892 by Heenan and Froude, who are famed for their work on the Blackpool Tower. The viaduct carried heavy freight in and out of the Great Northern Warehouse, adjacent to the former Manchester Central station. Following the closure of the station in 1969, the viaduct remained unused, but National Trust has maintained it with essential repairs over the years.
Now it is being transformed by MC Construction who will undertake the 12-month pilot phase of the project. This will see a new green space stretch halfway across the viaduct, with trees, flowers and shrubs planted to attract wildlife. There will also be installations, a community space for events and other native planting. Some of the space will remain untouched so that visitors can appreciate how nature has reclaimed it since its closure over half a century ago. The park is set to open in July and initially be open for a year. It will take 100 visitors a day to begin with. Feedback will be taken from visitors and stakeholders on the long-term plan for the viaduct.
The project has been made possible by National Highways Historical Railways Estate Team, which has worked alongside Manchester City Council, Greater Manchester Combined Authority, Transport for Greater Manchester, the local community, businesses and supporters. Two thirds of the funding has come from the People's Postcode Lottery and public donations. MC Construction group operations director Russ Forshaw said: "We are absolutely delighted and incredibly proud to be a pivotal part of the regeneration of Castlefield Viaduct. This project will transform this unused historic space into a green oasis and support the economic growth and social well-being of the local community of Castlefield and beyond. As a local SME which has just celebrated our 50th year in business, we view this as a landmark project, adding to our legacy of works within the city of Manchester."
National Trust director-general Hilary McGrady said: "This is a hugely significant moment in our plans for creating a unique green space to benefit the surrounding community and to bring more nature to people's doorsteps. The project is also a fantastic way to celebrate our industrial heritage, bringing it to life for the 21st century. The pandemic showed us the importance of our local parks and gardens, but it also highlighted significant inequalities in access to green space in urban areas like Manchester. By working with others, we aim to increase access to parks and green spaces in, around and near urban areas, so eventually everyone is in easy reach of quiet places for reflection with wide open skies. We hope that 'greening' the viaduct will become a stepping-stone to other Manchester green spaces and nearby attractions, adding to the city's vibrant, cultural offer."
Sursa. (https://www.newcivilengineer.com/latest/contractor-named-to-transform-disused-manchester-viaduct-into-sky-park-10-03-2022/)
Zhejiang Shenxianju Ruyi Bridge (Chinese: 浙江神仙居如意橋), China:QuoteThis bridge, located in the Shenxianju Scenic Spot in Taizhou City, Zhejiang Province, is named "Ruyi Bridge", with a total length of about 100 meters and a vertical height of more than 140 meters from the bottom of the canyon. The entire bridge body is made up of three wavy bridge decks staggered, like three waves intersecting on the canyon, and the collision formed the shape of the current Ruyi Bridge. If you look closely, it really looks like a jade Ruyi shape, no wonder people call it it. For the "Ruyi Bridge". The entire bridge deck is made of transparent glass. People walking on the bridge are like walking in a rainbow in the sky. Internet celebrity check-in attractions.
A new bicycle bridge was recently completed in a remote area of Almere, it spans the provincial road N305 and the Hoge Vaart, a canal. The bridge is made out of corten steel and has a 242 meter length with a 60 meter span across the canal.
The bridge links the logistics area Stichtse Kant with a forested area. It's also an access to the city-bound bus stop, which explains the elevator, so disabled people can use the bridge as well to cross N305.
(https://live.staticflickr.com/65535/51958696323_c373531bf3_b.jpg)
(https://live.staticflickr.com/65535/51958928809_8a1c513ef5_b.jpg)
(https://live.staticflickr.com/65535/51959216540_e360cd5951_b.jpg)
(https://live.staticflickr.com/65535/51958630236_b86aee49d7_b.jpg)
(https://live.staticflickr.com/65535/51959216435_527c8ff71e_b.jpg)
(https://live.staticflickr.com/65535/51957644672_3846a2ca98_b.jpg)
(https://live.staticflickr.com/65535/51957644612_c3f6a11416_b.jpg)
(https://live.staticflickr.com/65535/51958695948_a307a612b8_b.jpg)
(https://live.staticflickr.com/65535/51958928319_5cb98b49e9_b.jpg)
(https://live.staticflickr.com/65535/51958695863_2c46cc2d7c_b.jpg)
Sursa. (https://www.skyscrapercity.com/threads/cycling-in-the-netherlands.1629383/page-59#post-177985195)
A giant bergamot bridge under construction in Hangzhou, Zhejiang, China:
Rail-trail în Italia:
50 km of lowland, 50 km of the pure essence of Emilia. A straightforward, undemanding route that crosses a land of nihilists and empiricists, eccentrics and artists, of cordial and angry characters like the moody, Naïve painters of the lowlands who depict the plain. This region is a sort of Italy in miniature, a "super-Italy". (Edmondo Berselli, Quel gran pezzo dell'emilia). A 50 km section of the Sun Route constructed on the embankment of the old Bologna-Verona railway, scattered with small old abandoned stations. Crossing the imposing metal bridges of the former railway on your bike is an experience that you will rarely live elsewhere and, whatever your speed, you will always feel like a handsome "Littorina" (legendary steam train) of bygone times.
(https://www.skyscrapercity.com/cdn-cgi/image/format=auto,onerror=redirect,width=1920,height=1920,fit=scale-down/https://www.skyscrapercity.com/attachments/a-jpg.3129286/)
(https://www.skyscrapercity.com/cdn-cgi/image/format=auto,onerror=redirect,width=1920,height=1920,fit=scale-down/https://www.skyscrapercity.com/attachments/b-jpg.3129287/)
(https://www.skyscrapercity.com/cdn-cgi/image/format=auto,onerror=redirect,width=1920,height=1920,fit=scale-down/https://www.skyscrapercity.com/attachments/c-jpg.3129288/)
(https://www.skyscrapercity.com/cdn-cgi/image/format=auto,onerror=redirect,width=1920,height=1920,fit=scale-down/https://www.skyscrapercity.com/attachments/d-jpg.3129289/)
Sursa. (https://www.skyscrapercity.com/threads/cycling-in-italy.1739295/#post-178453963)
Stradă pentru biciclete în Olanda (bicicliștii au prioritate, iar șoferii nu):
Podul Bach Long ("Dragonul Alb"), Vietnam:QuoteThis Saturday, April 30, will see the opening of the Bach Long ("White Dragon") bridge in Vietnam, the world's longest glass-bottom bridge.
The Bach Long bridge has been constructed in Moc Chau Island mountain park and resort, a mountainous tourist destination in Northwest Vietnam.
Bach Long bridge has a length of 632m, with 290m stretching between mountains and a further 342m along the edge of a cliff. The bottom is made of three layers of super-tempered glass panels, each 40mm thick, 2.4m wide and 3m long, provided by French specialists Saint-Gobain. The walkway stands 150m above ground.
The towers at either end of the mountain span are 30m high. The suspension cables are 50mm thick and imported from South Korea.
On the cliff-side portion of the bridge there are two observation decks, each 5m wide and 3m deep.
The Bach Long traverses a thick jungle beneath and the bridge's operator said: "Standing on the bridge, visitors can admire the majesty of the Northwest mountains and forests, feel the nature full of sunshine and wind floating in the magical air."
While crossing, pedestrians are treated to "9D technology", an integrated lighting and sound system with 60 unique simulated experiences that are said to enhance the trip. The walkway will have a limit of 450 people on it at a time for safety.
The price of crossing on a weekend will be 650,000VND (£22.50) for adults and 450,000VND (£15.60) for kids. On weekdays the prices are reduced by 100,000VND (£3.50). Children under 1m in height can cross for free.
The Bach Long bridge follows Vietnam's previous glass-bottom bridges, the 60m long Rong May ("Cloud Dragon") in Lai Chau province and the 80m long Tinh Yeu ("Love") in Son La province.
Guinness has been contacted to officially begin the procedure of naming Bach Long the world's longest glass bottom bridge, which should become official in the next month.
Sursa. (https://www.newcivilengineer.com/latest/worlds-longest-glass-bottomed-bridge-set-for-opening-29-04-2022/)
Ciclismul în Vilnius, Lituania:
Why bike lanes don't make traffic worse | It's Complicated:The Gym of Life:
(https://i.imgur.com/O4YuWxL.jpg)
Sursa: Revista Drive 05/06 2022. (https://assets.img2pdf.club/download/d04c9622-097e-48c8-9fa6-cb58d2554e03/output.pdf)
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Indicatoare noi în Lituania valabile începând de azi:
1. Stradă pentru biciclete:
(https://www.skyscrapercity.com/cdn-cgi/image/format=auto,onerror=redirect,width=1920,height=1920,fit=scale-down/https://www.skyscrapercity.com/attachments/1654083202688-png.3292308/) (https://www.skyscrapercity.com/cdn-cgi/image/format=auto,onerror=redirect,width=1920,height=1920,fit=scale-down/https://www.skyscrapercity.com/attachments/1654083202688-png.3292308/)
2. Nu sunt permise biciclete/trotinetele electrice:
(https://www.skyscrapercity.com/cdn-cgi/image/format=auto,onerror=redirect,width=1920,height=1920,fit=scale-down/https://www.skyscrapercity.com/attachments/1654083560197-png.3292337/) (https://www.skyscrapercity.com/cdn-cgi/image/format=auto,onerror=redirect,width=1920,height=1920,fit=scale-down/https://www.skyscrapercity.com/attachments/1654083560197-png.3292337/)
Semnele rutiere pentru străzile de biciclete au apărut deja în capitală - unde le puteți vedea?
Vara, Vilnius se bucură să fie reînnoită și pregătită pentru circulația fluidă a bicicletelor. În fiecare an, rețeaua în creștere de piste de biciclete va fi completată cu străzi pentru biciclete, al căror format a fost legalizat în Regulile de circulație rutieră prin decizia Ministerului Transporturilor și Comunicațiilor, potrivit unui comunicat de presă municipal.
,,Lungimea pistelor de biciclete din Vilnius nu a crescut cu un procent în ultimii ani, dar uneori ajung într-o rețea reală. Iar indicatorul străzii Dviračių, care a apărut la inițiativa municipiului Vilnius, va permite conectarea acelor secțiuni în care nu există spațiu pentru trasee standard pentru biciclete, dar natura străzii permite bicicliștilor să se deplaseze în siguranță împreună cu traficul, a declarat inginerul șef din Vilnius Antonas. Nikitinas. ,,Nu mă îndoiesc că atunci numărul locuitorilor din Vilnius pentru care mersul cu bicicleta nu este doar un timp liber, ci și un mijloc de transport va crește nu cu un procent, ci uneori cu un timp".
Cum este o stradă de biciclete diferită de una obișnuită? Strada Bicicletelor are trei diferențe principale: bicicletele au voie să circule pe toată lățimea străzii fără a respecta regula mâinii drepte; pentru șoferi, bicicliștii nu trebuie depășiți la intrarea pe banda opusă; este interzis să circuli cu o viteză mai mare de 30 km/h.
Strazi pentru biciclete în Vilnius:
În Vilnius, străzile pentru biciclete sunt instalate conform bunelor practici ale altor țări europene - străzile pentru biciclete sunt deja disponibile în orașele din Belgia, Țările de Jos și Germania, precum și în Letonia vecină.
,,Este foarte distractiv să vezi că în mai puțin de doi ani, ideea specialiștilor companiei a devenit realitate. Acesta este un mare impuls nu numai pentru Vilnius, ci și pentru Lituania, nu am nicio îndoială că străzile de biciclete vor încolți și în multe alte orașe lituaniene. Cred că, pe termen lung, străzile de biciclete vor deveni un aspect important, permițând bicicliștilor să se simtă mai în siguranță și mai confortabil, pentru că atunci când conduceți pe stradă nu va trebui să vă grăbiți spre mașinile parcate, unde ușa se poate deschide în orice moment, sau frica de o mașină de mare viteză", spune Jonas Simutis. ,,Inginer, șeful Grupului de Mobilitate Durabilă.
1 Iunie În Vilnius, primul indicator stradal pentru biciclete a fost instalat pe strada MK Čiurlionio (de la Parcul Vingis până la Palatul Căsătoriei). Semnele stradale pentru biciclete au fost instalate și pe străzile Z. Sierakauskas, Jovaras, P. Klimo și Raseinių din apropiere. Este important de menționat că ,,Zona rezidențială" care a fost până acum pe străzile K. Donelaitis, Nočia și Beržynas va rămâne acolo.
Continuând dezvoltarea acestor străzi, alte străzi din diferite cartiere din Vilnius vor fi reconstruite și adaptate pentru circulația bicicletelor pe timpul verii. Prin adaptarea străzilor planificate la circulația ciclistă sigură, vor exista deja peste 10 străzi în care mersul cu bicicleta va fi convenabil, sigur și rapid.
Străzile care pot deveni străzi de ciclism au fost selectate pe baza mai multor principii. În primul rând, strada este o verigă importantă în rețeaua principală de piste pentru biciclete.
,,În unele străzi, precum MK Čiurlionis, Gerosios Vilties, Šaltkalviai, nu există posibilitatea de a instala o pistă separată pentru biciclete, pur și simplu nu are lățime sau necesită parcare pentru copaci. În acest loc vine în ajutor o stradă de biciclete, care devine o punte între pistele de biciclete și asigură continuitatea mișcării confortabile. Cei care se află în trafic liniștit și se conectează cu anumite atracții ale cartierului: școală, parc, piață etc. sunt, de asemenea, aleși să devină străzile Dviračių ", a declarat Edgaras Stankevičius, expert în mobilitate al companiei ,,Įimo paslaugos".
Experții atrag atenția că, deși indicatoarele stradale pentru biciclete vor apărea deocamdată doar ca o extindere a rețelei principale de biciclete, șoferii ar trebui să fie atenți și respectuosi cu acest vehicul pe alte străzi mai liniștite - numărul bicicliștilor din capitală crește în fiecare zi.
Sursa. (https://www-lrt-lt.translate.goog/naujienos/eismas/7/1708335/sostineje-jau-atsirado-dviraciu-gatves-zymintys-kelio-zenklai-kur-juos-galima-isvysti?_x_tr_sl=lt&_x_tr_tl=ro&_x_tr_hl=ro&_x_tr_pto=wapp)
An upgraded cycle route in the forest, Netherlands:
Gabarit depășit pe un pod pietonal din Mexic:
Din Canada:
Windsor's new e-bikes cost almost as much as a cab, but advocates say to try them anyway
CBC Excerpt
Jun 7, 2022
Electric bikes may be easier on the environment, but they might not have the same effect on your pocketbook.
A few months after Bird Canada launched its e-scooters in May last year, a limited number of e-bikes also arrived in Windsor. This spring the company brought the e-scooters back out on Windsor's downtown streets, along with about 100 e-bikes.
The vehicles are part of a pilot project that was approved by city council two years ago. While there's been some complaints since the launch related to the way the devices are being used or how they are being parked, active transportation and environmental advocates say it's a good start for the auto-centric city.
But, when it comes to cost, the e-bike isn't necessarily cheaper.
CBC News explored how feasible using an e-bike is compared to a cab. An e-bike and cab were taken from the intersection at Riverside Drive West and Huron Church Road, near the University of Windsor, to Wyandotte Street East and Lincoln Road in Walkerville.
The cab fare ended up being about on par with the e-bike, both costing around $12.00 and that's not including a tip for the cab driver. When looking at Uber, the app said the same route would cost $18 — that's also without a tip for the driver.
According to Bird Canada, it costs $1.15 to activate the e-bike and then $0.42 per minute of use, which begins whether you start riding the bike or not.
Sursa. (https://www.cbc.ca/news/canada/windsor/e-bike-cab-cost-environment-1.6479043)
Why We Won't Raise Our Kids in Suburbia:Why City Design is Important (and Why I Hate Houston):
Cycling home after school in Waalwijk (NL):A ride on a cycle bridge in Waalwijk:Dafne Schippers Bridge (the bridge on a school in Utrecht) by night:
Two-way cycle path in De Bilt:
From peaceful greenery to urban vibrancy:
Elveția:- șine de tramvai care protejează bicicliștii;
- transport în comun foarte eficient;
- zone pietonale mai ales în centrele orașelor;
- amenzi scalate în funcție de venit;
- infrastructură pentru ciclism subdezvoltată:
Rezultatele în videoclip:
Podul Rakotz, Germania:
(https://i.imgur.com/eD1Hk3gh.jpg) (https://i.imgur.com/eD1Hk3g.jpg)
(https://i.imgur.com/WUPetlsh.jpg) (https://i.imgur.com/WUPetls.jpg)
(https://i.imgur.com/gSmr29wh.jpg) (https://i.imgur.com/gSmr29w.jpg)
(https://i.imgur.com/zILHRFSh.jpg) (https://i.imgur.com/zILHRFS.jpg)
(https://i.imgur.com/AT6yCjoh.jpg) (https://i.imgur.com/AT6yCjo.jpg)
(https://i.imgur.com/FG8IXp6h.jpg) (https://i.imgur.com/FG8IXp6.jpg)
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Faaborg, Danemarca:
(https://i.imgur.com/djQiMWSh.jpg) (https://i.imgur.com/djQiMWS.jpeg)
VS
Lijiang, China:
(https://i.imgur.com/b8BbPWHh.jpg) (https://i.imgur.com/b8BbPWH.jpeg)
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Râul Rothey, Marea Britanie:
(https://i.imgur.com/g6mHYabh.jpg) (https://i.imgur.com/g6mHYab.jpg)
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Din Danemarca:
(https://i.imgur.com/VNU2zkeh.jpg) (https://i.imgur.com/VNU2zke.jpg)
(https://i.imgur.com/Kd51gYSh.jpg) (https://i.imgur.com/Kd51gYS.jpg)
(https://i.imgur.com/ifJvsbvh.jpg) (https://i.imgur.com/ifJvsbv.jpg)
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Construcția pistei pentru biciclete Garda, Italia:
Rail-trail din Italia: Ciclovia del Sole, inaugurată pe fosta cale ferată Bologna-Verona:(https://i.imgur.com/0Dp6nrF.jpg)
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