Urban planning competition by Aleksandra Kudriashova

Final Model Project report Traffic, landscape and urban planning competition: Highway B3, S端dschnellweg, Hannover.

Landscape road city

Aleksandra Kudriashova Matriculation number: 115190 Bauhaus University Weimar Winter Semester 2015 - 2016 Project Partner: orange edge Urban Research and Marketing Dr. Stefanie Bremer Henrik Sander

Contents Introduction............................................................................ 3 1. Analisys................................................................................ 4 Hannover today.................................................... 4 Transport infrastructure.................................... 5 Competition area.................................................. 6 Rural structure...................................................... 6 Urban structure .................................................... 7 8 Transport accessibility....................................... Parking availability.............................................. 8 Bicycle connection.............................................. 9 Nature and Landscape protection................. 10 Flood protection................................................... 10 Future development............................................ 11 2. Task. ..................................................................................... 12 3. Final proposal.................................................................... 14 Idea............................................................................. 14 Rural part................................................................. 16 Urban part............................................................... 18 Bike highway......................................................... 20 Phases of construction....................................... 20 4. Evaluation........................................................................... 22 5. Bibliography ..................................................................... 24 Project partner....................................................................... 26

Introduction.

In September 2015 the Lower Saxony State Authority for Road and Transport (germ. Niedersächsische Landesbehörde für Straßenbau und Verkehr) with cooperation of the Federal Ministry of Transport and Digital Infrastructure (germ. Das Bundesministerium für Verkehr und digitale Infrastruktur) have announced a competition on reorganization of Südschnellweg area as a part of the federal programm “Hannover 2020+”, in which team of Orange Edge GBR was participating. The title of the competition “Landscape - Road - City” (germ. Landschaft-StrasseStadt) highlights the particularity of the place and role of the highway as a morphogenetic element in the landscape and in the city. Due to interdisciplinary tasks of the competition, final proposal was made by Orange Edge GBR in collaboration with the Planungsbüro DTP Landschaftsarchitekten GmbH from Essen and Büro Stadt Verkehr from Hilden. Work on the project was divided between companies according to their profile.

analysis 1.1. Hannover today. Over the last ten years Hannover has quietly established itself as a location with a permanent place amongst Germany’s Top Ten property markets. The starting shot was the EXPO 2000 World Exposition, in the course of which a great deal was invested into infrastructure and properties. A package of new projects, mainly developed at existing sites, provided the basis for the city’s repositioning – in terms of retail, in research, in logistics, in residential properties and in the office market. Hannover is now successfully attracting the attention of international investors. Hannover Region is consist of the state capital of Hannover plus 20 towns and municipalities in the surrounding area, with an overall population of 1.13 million. Hannover is situated at the intersection of Germany’s major north-south and east-west traffic axes, and benefits both from its central position and its function as a hinterland inland shipping hub.

1.2. Transport infrastructure developed the city? Though negotiations between residents, politics and investors for the downtown redevelopment of Hannover city the long dialog was hold, which resulted in the urban workshop and the multidisciplinary competition in the year 2010. Ten open presentations with up to 800 members each were held preceding this. Concrete ideas were produced to update Hannover’s city and consolidate the residential function. An appealingly planned internal city with effective vitality development ventures and recently outlined open spots (squares) associated with an open space and green configuration of the Leine river bank is proposed to increase the quality of living within the City. The central issue of the programm is the future direction of initiated by Rudolf Hillebrecht reconstruction started in 1950‘s (Hannover City 2020+ )

With more than 60 national and international Messes Hannover today is an important exhibition spot. Hannower’s congress center holds more than 500 congresses and smaller events every year. The city is known for facilitating tremendous Hanover Fair, the CeBIT (world’s largest computer fair), the Schützenfest (world’s biggest Marksmen’s Fun Fair), and the world’s second biggest Oktoberfest, the Oktoberfest Hanover. After hosting Expo 2000, Hannover became the biggest exhibition ground on the planet, Including 496,000 m² of indoor space, 58,000 m² of outside space, 27 lobbies and structures and Convention Center with its 35 function rooms, and etc.

Hannover postwar reconstruction, between many German cities became famous as the most progressive and innovative model. “The high reputation of the both the city and its planner Rudolf Hillebrecht rested in remarkable cooperation between citizens and the planning department, a model inner city housing project, but chiefly on Hannover’s traffic planning.” (Diefendorf, 1993, p.207) In the Second World War Hannover was one of the major targets of the strategic bombing, due to its industrial importance. Consequently, in 1945 almost 90 % (Bachtold, 2013, p. 83) of the city were destroyed; housing as well as production buildings, were laying in the ruins. In 1948 Rudolf Hillebrecht assumed the office of Hannover’s director of urban development department (germ. Stadtbaurat) and began working on the reconstruction plan for the whole city. He organized public competition to collect ideas to find new approaches for the inner city redesign. “The competition addressed a number of issues, including land use and question of form, but traffic considerations weighed most heavily” (Diefendorf, 1993, p. 207). Concept of the new Hannover’s urban grid was created, with careful con-

sideration and analysis of the competition proposals. Meaning of Hannover not only as a capital of the Lower Saxony, but also as an important transport hub, was strongly underlined. Street structure was reorganized by eliminating heavy traffic from the city-core, and creating new non-crossing highways in the outskirts, with the high speed lines on the upper street level (bridge construction). Nowadays Hannover’s road map represented by radial system of two road rings: inner and outer. The network of the high level roads, essential elements of regional and federal highway system forms outer ring in the outskirts of Hannover. It consists of the highway A2 (Berlin-Dortmud) on the North, highway A7 (Hamburg- Wützburg) on the East, and Schnellweg structure (Südschnellweg – B3/B6/B65; Messeschnellweg – A37/B3; Westschnellweg- B6) and used mainly as a by-pass, in order to avoid heavy traffic in the historical center. Radial streets, such as Vehrenwalder straße, Bremen Damm, Lavesalle, Hildesheimerstraße and Marienstraße, connect it with the center of Hannover and the inner „city“ring.

Expo 2000 was also important point to start a new traffic and urban development programm “Hannover city 2020+”, with the gradual implementation of changes and improvements in the period of 20 years. Besides building construction and refurbishment of existing areas, it includes renovation of the traffic infrastructure, roads and highways, as well as public transport modernization. In the inner city programm introduced by redesigning important streets and public spaces, improvement of their quality. The new approach, entitled “Hannover city 2020+” aiming to answer who and how should Figure 1: Hannover today. Source: bidding documents

Figure2: The overall road network (Source: Masterplan Mobility 2025)

1.3. Competition area. Südschnellweg is a part of the federal highway system B3, B6 and B65. It was built in the south of Hannover in 1954 according to Rudolf Hillebrecht‘s reorganization plan, together with West- and Messeschnellweg. B3 highway has important functions as a commercial corridor, but also as recreational and leisure linkage. It also serves as a commuter’s way, the main connection to the city hall. Südschnellweg starts west in Hannover – Ricklingen district in the Landwehrkreisel roundabout on the Frankfurter alley and goes to the east direction. The highway crosses the river Leine, the Ricklinger Kiesteiche (gravel ponds) – protected landscape area, Hildesheime strasse, meets Messeschnellweg at Seeholster Kreuz, then leads till the Hoversche strasse and connects with federal highway A7 ( Hannover – Antwerp) The competition area includes 3,8km part of the B3 highway and eight bridge-constructions which needed to be replaced, due to their poor structure condition. It also comprises neighboring areas, natural environment and urban structures. Competition zone divided in two parts, which can be easily observed on the map, according to it building structure: rural and urban. Rural part included west side of the road, which goes through protected landscape meadow and significant recreational areas – Ricklingen gravel ponds. Eastern part can be seen as an urban area, mainly comprises of Döhren district of Hannover. Work on the competition has started with a field visit of Hannover and Südschnellweg area, meeting with the partner teams and dividing the task within

1.5. Urban structure the group. The historical and development context of the city were explained and illustrated by the site- visit and materials provided by Lower Saxony State Authority for Road and Transport. For all of the participants series of meetings with the authority representatives were made in order to clarify emerging issues. My tasks contained analysis of the existing territory (including transport situation, urban grid structure and existing uses) and developing design ideas for the final presentation

1.4. Rural structure Hannover’s district Ricklingen, which B3 highway goes through in the South of the city represented mainly by natural landscape. Südschnellweg extends from the North to the South until Schnellen Graben and Ohendamm, and connects Maschsee with the urban part of Riclingen. Riclinger gravel ponds – natural attraction of the whole area. In the Middle Ages territory mostly contained Forests, until rapid industrialization changes in the beginning of 20th century. Massive mining of sand and gravel was operated on this land for 50-60 years until the 50’s and as a consequence Riclinger ponds had emerged in the present form. In 70’s southern meadow of the river Leine turned in to recreational zone and former gravel shank converted into natural stream. Nowadays the entire district with the exception of Riclinger Aegir outdoor pools and private garden territories is being preserved as a natural conservation area “Obere Leine“.*

*Die Verordnung zum Schutze des Landschaftsteiles «Obere Leine» (LSG-H 21) vom 30. April 1969 (Nds. MBI. Nr. 36, S. 843 vom 10.09.1969)

Figure 3: competition area. Source: bidding documents

Urban area on Südschnellweg east represented by the Döhren district. It was an independent town until the massive Hannover enlargement in the beginning of 20th century, when Döhren and 10 municipalities were incorporated to the city. Agricultural tendency was displaced by the industrial development and farms transformed into workers housing. For workers of Döhren Wollscouting company (germ. Döhrener Wollwäsherei and Woolkämmerei) “Döhrener Jamner” settlement was built to the west of Hildesheimerstraße to Leineinsel. Typical for that time redbrick semi-detached houses with the small gardens on the front nowadays forms an important historical evidence of the district development. The settlement is an outstanding example of the housing and living conditions during industrialization period of Hannover. The territory on the opposite site of Südschnellweg, between Willmersstraße, Schützenalle, railroad and Hildesheimerstraße was former industry, where of the wool factory and Friedrich Willers brick production “Döhrener Dampfziegelei” were located. Majority of the buildings were completely destroyed in the Second World War. Currently the area seen as a priority for future redevelopment. On the east of Hildesheimerstraße it mainly used by car- oriented commerce, such as car dealer buildings (Renault), automobile service centers, gas station and carwash “Clean Car”. It also contain some recreational usages: bowling center am Maschsee and the restaurant McDonalds. Only cobblestone street pavement on the Wagenfeldstraße reminds previous Döhrem brick production. Street is presently is used by heavy commercial cars, within the area and also serves as an entrance way to the small residential area on the North, consisting predominantly of one or two floor detached housing . Territory to the south of Südschnellweg between Schützenalle and Hildesheimerstraße formed in quarters of the 19th century apartment housing (germ. Alt-Bau) of 3-4 floors, with the gardens in front. Center of this residential area is Fiedeplatz square, located between Bernstraße and Querstrase. It was fully redesigned in 2001, with the inspiration of historical essence of the Döhren district. Its open space with multifunctional lawn used for weekly

market, street food festivals, playgrounds. Fiedeplatz is the one of attractive points of the whole area, surrounded by small shops and cafes, restaurants and bars, it seen as the most livable place. In the 1960s territories to the east of Hildesheimerstraße huge residential area was constructed. It represented by high-storey panel buildings (up to 9 floors) and also necessary public buildings, such as school, kindergarten and etc.

Figure4: Willmerstraße on the east side

Figure 5: Residential development on the south to Willmerstraße

1.6. Transport accessibility

1.8. Bicycle connection.

Figure 6: Public transportmap. Source: bidding documents

Tram connection.

Analyzing area has good public transport connection and tendency of its development. Döhren district connected directly with the Hannover city center by the tram lanes 1, 2 and 8 (to the main train station) which go through Hildesheimerstraße with the 10 minutes interval. Tram tracks run on the street level, in center position, separate from pedestrian ways by two car lanes from each side. Nearby to the redesigning B3 highway two important tram stops are located: “Döhremer Torm” on the North and “Fiedelstraße” to the South. Both stops made on the ground level, designed as a Hochbahnsteig (made higher than the car route). The crossings Hildesheimerstraße in these points are controlled by raffic lights and safe for pedestrians and bicyclists.

S-bahn connection.

The rail tracks can bee seen on the North of Südschnellweg: lines S1, S2, S5 and the railway lines operated by German railways (Deutsche bahn) currently is used, without stop in the Döhren area. According to the plan of Hannover’s development, by the year 2022 new S-bahn station should arise in the intersection of Bregen and Hildesheimerstraße. Leading from Wunstorf to Lehrte railway line is frequently used. It relieves Hannover central station from the transit use 8

by connecting western and southern districts of the city. It also connects area to the city center. Construction of the new stop will create new opportunities for development and will influence not only Döhren but also surrounding areas.

The city of Hannover is highly interested of bicycle usage. According to official statistic data bicycle share was a bit more than 19% in 2011 and expected to increase till 25% by the year 2025. In 2002 Hannover has developed “Netzkonzept für den Radverkehr” network of the bicycle routes through the whole city. The goal of the 2002 developed network concept was to improve the cycling infrastructure in Hannover. With the update notes that further action lines have been defined, which can be considered in the planning and implementation of concrete measures in its turn. As part of the network concept cycling infrastructure with main routes and alternative secondary lines was analyzed in terms of usability. The focus of this review were planning aspects: These included mainly the respective widths and conditions of cycle paths. The side areas and ancillary facilities of roads, traffic signs and traffic lights at intersections were reviewed. As a result, In close cooperation with the 21 local authorities, Hannover Region has developed a “Cycling Region”, a network of cycle tracks with a total length of 1,000 kilometers. No fewer than 15 signposted routes start from Maschsee Lake in the

center of Hannover, spreading out in a star-shaped pattern to destinations throughout the region and on to the neighboring areas. The 160-kilometre “Green Ring” is an interesting round trip for cyclists, while the 100 kilometers of the Deister circuit climb to impressive heights in some places. (“Fortschreibung: Netzkonzept Radverkehr,” n.d.) Competition area includes 5 mail bicycle routes from the North to the South: - Extention of Muhlenholzweg between Riclinger gravel ponds under the Leiner Bridge. - Route among the river Leine - Route among Schützenalle - Routes among the Hildesheimerstraße, separated on the both sides of the street Area also contains several secondary routes in the east-west direction, among them route parallel to Südschnellweg on the both sides of the Willmersstraße. East-west routes are not connected to each other and it leads to the necessity of improving bicycle network within the area as it seen as an attractive recreational area.

1.7. Parking availability. Currently the area under the bridges between Pagenstraße and Brückenwiderlager is used for parking. Around 210 parking places for the recidents are provided. Parking is not organized or controlled by the city, it is chaotic, road marking do not exist. It doesn’t contradict any traffic regulations but needed to be reorganized or relocated in order to improve the quality of the place. There are different possibilities for parking within competition area: - Parallel parking is allowed on the Hildesheimerstraße , on the south of the crossing with Südschnellweg highway - Semi-parking on the sidewalks inside the historical residential quarters - Municipal parking garage for the visitors of recreational and sport facilities to the west of Schützenalle - Schützenalle and Willmersstraße are kept free from parking possibilities Figure 7: Bicycle network. In magenta color shown main bicycle routes. In pink - secondary routes. Source: bidding documents

1.9. Nature and Landscape protection. Geographically competition area is a transition zone between typical for Lower Saxony types of the landscape: Geest- and Moorlanschaften (moorlands) on the North, and Börem (fertile lowlands) on the South, which connected by the river Leine. Altogether they form particular biotope, with the specific natural character. Watercourse of Leine, gravel ponds and their surroundings protected by the state according to §30 BNatSchG (Federal Nature Conservation Act § 30 Legally protected biotopes, germ. Bundesnaturschutzgesetz § 30 Gesetzlich geschützte Biotope) It is important habitat for many rare, endangered plants, animals and their communities. South of Hannover is also rich by toads, frogs and newts, thus it attracts many visiting birds, as a feeding point. (“Landschaftsinformationssystem der Naturschutzverwaltung Rheinland-Pfalz,” n.d.) Water of the river Leine and Riclinger ponds is a habitat for more than 20 types of fishes. For example species such as eel, european chub and roach inhabit the Umflutgewässer* permanently, at the same time species like brown trout and barbell only come in sprawling periods.

1.10. Flood protection. The entire area within Leine watercourse between Landwehrkreisel and Schützenallee has developed efficient flood protection system. Since 1954 Ricklingen dike protects the residents of surrounded territories, from annual natural floods, caused by snow melting. Ricklingen dike was constructed after the flood in February, 1946. When more than 50% of the district were submersed and water level raise 1, 7 meter higher. 14 days flood entailed various problems, among them massive traffic failure and area destruction. In order to secure residential area and highway system of the dikes was developed. Ricklingen dike has typical earth construction 4-6 meters high. It crosses by the Düsternstraße nearby Ricklingen district. To avoid water penetration, this crossing also highly protected by the gates, which allowed to react immediately in emergency cases. Currently Ricklingen dike is important engineering facility. The extension of the dike till Südschnellweg is approved by the authorities and should be finished by the end of 2016. As a result B3 highway acquires new function. (“Der Ricklinger Deich - Ein Deich mitten in der Stadt?,” n.d.)

Bushes and trees are habitat for many protected bird species, which listed in Red-book, such as Kingfisher and Eurasian penduline tit. Riclinger forest hosts an important bat population. All of the birds use the space over the Südschnellweg highway as natural air corridor, and needed to be protected carefully from the gas emissions and possible traffic flow (“Südliche Leineaue,” n.d.) The landscape part also fulfills important functions for the ecosystem performance. It serves for groundwater recharge as well as Hannover climatic compensation, producing fresh and cool air, compensating emissions and CO2 produced in downtown. Due to its size and geographic scope on the southern edge of the city with the good connection to the center, area is extensively used for leisure activities. It is one of the most attractive recreation areas of Hannover.

1.11. Future development. New bypass (B3 new) New road through Hemmingem district is planning to relieve residential area from B3 traffic flow. New bypass is planned to improve transport capacity also in the nearby districts namely Arnum and Westerfeld. It starts to the south of Landwehrkreisel and turns to the right on the crossing with Göttinger Chaussee and runs west afterwards, in order to avoid high level of traffic flow. According to press information of the Lower Saxony Road Traffic Department (germ. Niedersächsische Landesbehörde für Straßenbau und Verkehr) 2,9 kilometer Bypass segment from the beginning on Landwehrkreisel till its crossing s planned of 4 traffic lanes , 2,75 meter each (germ.RQ20). Planner’s calculation considered this part as a highway with a big traffic volume and required noise protection, special wall construction and noise barriers. For the leftover segment, 4.6 km long different cross-section is going to be applied. It is planned ,15.5 meters wide, with only 3 traffic lanes, working on 2+1 schedule.( germ .RQ 15.5) This section runs far away from the housing area, thus noise protection is optional but not necessary) B3 NEW (germ. – B3 neu) is a federal project, processed by the Lower Saxony Road Traffic Department. Bypass work construction has started in 2014 and is planned to be finished by the end of the year 2019. (“Nds. Landesbehörde für Straßenbau und Verkehr,” n.d.) It is insignificantly affecting Landwehrkreisel and as a consequence has influence on Südschnellweg highway. New S-bahn station.

Figure 7: Ricklingen gravel pond. Source: hannover-park.de

New additional S-bahn station is going to be built by the year 2022 in the Döhren district. Lines S1, S2 and S5 will receive new station on intersection Bregenand Hildesheimerstraße, with opportunity of changing public transport type, as the tram stop is situated in 200 meters from the planning spot. Platform of the station is designed in form of the street bridge over Hildesheimerstraße, to provide easy access for pedestrians without traffic interruption.

Figure 8: New B3 -Bypass. Source: bidding documents

*Umflutgewässer - German term for watercourses and connected areolae of river Leine , Riclinger ponds and river Ihme

TASK With the competition of ideas, the Lower Saxony Road Traffic Department wanted to identify developing opportunities for the Südschnellweg highway in the future, with concern of the expected traffic demand. Proposal should have contained information on viability of both traffic related claims and environmental concepts, requirements for healthy living conditions in the residential sector. Landwehrkreisel and rail tracks are not the subject of the competition, should be kept as they existing. The expansion of the highway in its turn should be based in the existing route, with small interventions in order to improve the surroundings. Elevation and cross - section of the road had no strict requirements, but needed to be proved by planning calculations. Residential area between Schützenalle and Hildesheimerstraße on the south from Südschnellweg was excluded from the competition task. In addition to the concept for the future reorganization of the Südschnellweg, proper subordination with the surrounding and analysis of the possible building phases during the construction period was expected. Competition assignment required to work carefully with the existing situation emphasized main problems and necessities of the area, such as: - Links between build up areas , structural disorder of the industrial area The territory on the North site of Südschnellweg, between Willmersstraße, Schützenalle, railroad and Hildesheimerstraße main potential for improvements. Creation of mixed-used area, with the usage of different time frame was preferable in the competition task. Design should have reflected on existing surroundings, on the natural as well as urban environment. Sense of place, connection with the historical identity of the former settlements was important to show. -Lack of the proper connections for pedestrian an cyclists roads Existing cyclist/pedestrian routes among an across Südschnellweg highway need to be improved with the concentration on present and future usage (traffic flow prognoses, weight, connections, crossings, barrier- free design)

- Parking spaces under the bridges , their reorganization and relocation 210 parking lots originally placed under the bridge construction could be replaced by the less amount, with better urban structure integration, localized in the areas of high demand, such as residential and public. - Protection of flora and fauna New buildings in the natural landscape are shoul have been avoided. Construction work and all interfereance had to respect existing species and, if it is possible, improving protection of the area. - Noise/ flood protection of the highway and its harmonious integration As Südschnellweg is a part of a flood protection system, construction should have been done with concerning possible high water levels. For the bridges higher border was needed to be developed. For the citizens connection with the natural environment should have been improved, in order to increase amount of visitor in the recreational zones. - Construction phases. Concept of construction was required as a part of the competition documentation. Südschnellweg is an important transport arteria; that is why limitation of its usage due to the construction processes should be minimized, with the high attention to urban connectivity .

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Final proposal 3.1. Idea.

For the main concept line we have chosen idea of the “Volume in the city”. People often considered volume as something which categorizes the quality of the place. “Home” is often defined “quite” and “cozy”, and city in its turn “loud” and “full of life” . Volume can be seen as a sign of vitality , strength and joy and, at the same time helps to distinguish zoning: from public to private, from natural to urban. Concept of understanding the level of volume can be seen through the whole project development, as a line between city structures and their connection to the natural environment: pounds and river.

Figure 9: Volume concept. Orange edge competition proposal

3.2. Rural part It was necessary to save landscape area untouchable and improve environmental conditions of the place. The path line of the S端dschnellweg has been slightly moved, which helps to protect trees and surrounding territories, and see their particular character. The new bridge, passes over the pounds covered by simple glass construction, which creates sense of presence in the nature, but at the same time protects flora and fauna. Under it, new bicycle path is suggested. Thus for cars, bicyclists and pedestrians connection with landscape improved. Constructions implemented in the bridge, innovative notice protection minimize influence of the high-speed flow and keep Volume in the natural levels of the environment.

Figure10: Plan of the rural area. Section. Orange edge competition proposal

3.3. Urban part One of the important task of the competition was improving existing quality of the residential area and provide noise protection. To achieve that eastern part of the Südschnellweg is slightly shifted to the Nord. Necessary distance between old residential area and noisy highway is formed. On the edge of the old structure we have proposed to create a new building, which can be a connection between existing territory and intervention area, but also serve as a passive noise protection to keep the territory in the “low” homevolume level. The building is quite long, divided in the rhythm of existing urban grid of residential quarter, underlining historical presence. It organized to undertake specific needs of the residents and improve quality of life. It can be for example, apartments and loft-studios, small or medium commercial units (medical practice, law companies, and etc.) architecturally well integrated garages for the citizens. Willmerstraße, previously high speed street nearby to the housing area, converted to quiet, well-design residential street, with improved pedestrian paths. Between the Spartansstraße and Hildesheimerstraße, oneway regulation is intended to prevent vehicles from crossing Hildesheimer Straße / Südschnellweg. The bicycle can use the road freely, due to the low speed limit.

place, such as visibility (both levels car-pedestrian), high traffic flow and produces large street oriented architecture with the elements of media facade and big glass structures. Buildings on the north of the highway focusing on the automobile needs and proposed as a reorganized structure for the existing players (Brillux, DLRG, Clear car wash, Renault show-room and office, and etc.) Form of the buildings and idea of using the direction of the traffic flow and creates strong viewpoints, which serves as new identification of the place. As a result city –friendly “Auto-mile” is presented. Public open space between buildings are also reorganized, to make territory friendly for every user, by creating shared area.

The Wagenfeld road on the north-west of the urban part, has old cobblestone pavement, which is planned to be restored, and thus, historic connection with the previous image of the Döhren district can be achieved. It means that heavy-traffic access on the territory needs to be reorganized. Another benefit of new traffic - scheme is better conditions for the small residential area next to Waldorf kindergarten on the Heuerstraße / Güntherstraße, which also protected from the nonresidential uses. Additional implementation of the landscape forms, helps to keep the volume on the residential level, at the same time save connectivity within the area. According to the site observations, opposite side of the highway, mainly car oriented. OE team has made a small research on the best practice examples decided to safe this function but improve its walkability, in order to create people-friendly atmosphere and show that people and cars can share spaces in successful way. Südschnellweg gets new structural partners, who in their design use specific aspects of the 18

Figure 11: Plan of the urban area. Section. Orange edge competition proposal

3.4. Bicycle highway The reorganization of Südschnellweg is used to create a new bike highway in east-west direction. The bike path is a byproduct of the conversion, by shifting the street require width of 4 meters can be achieved. It begins near the Landwehrkreisels and led through new flood bridge on the south side of Südschnellweg. On the north side it continues to the Hildesheimer Straße. Between Schützenallee and Heuerstraße the bike path is accompanied by green alley, with the implementation of landscape design.

3.5. Phases of construction. The easy route installation provides great advantages for the construction process. It creates space for temporary lanes and opportunity to replace bridges. Thus, uninterrupted traffic on the B3 can be guaranteed. The traffic flow is planning to be redirected only for three months on the weekends. According to calculation made by OE partners, in the slightly more than two years of construction, the conversion of the Südschnellweg can be finished

Figure 12: Uses diagramm. Orange edge competition proposal

evaluation Urban design practices differ from city to city, from country to country, although the principles and ideas of “winning back public spaces” and bringing “life in between buildings” (Gehl, Life between Buildings) to the people remain constant, regardless of geographic location. “The way we design our cities and lifestyles, as well as our social and practical processes and institutions” (Gehl, Life between Buildings) needs to match distinctive patterns of place, in order to achieve sustainability through diversity. Urban design itself can be defined in the different ways. It is not only the design of the “spaces between buildings” (even if practically it might be represented as a design of squares, streets, pedestrian routes, parks and etc.), but also a formation of the life of the city stage. According to Peter Buchanan “Urban design is not just about physical form, but lived experience as well. It has a social and psychological dimension. The breakdown of the physical fabric of our towns and cities has been mirrored by social breakdown. At its best, urban design is about feeling at home in the world: creating a sense of continuity and authenticity”. Good urban design works as the specific knots which connect the city parts together, both socially and physically, in order to help shaping the build environment as a whole integral organism. These knots are different: from small “punctual interventions”, which activate the places “by making connections” inside the city and serve start points for the “catalyzing other interventions” (Ellin, Integral Urbanism); to the huge city projects, which involve contribution from various sectors and “concentrates resources to breathe new life into a large number of city spaces” (Gehl and Gemzøe, New City Spaces) of the whole city area.

and bicycle, and promote new type of shared spaces. With the proper design ideas parking converted into a public space, which can be used in a different ways: not only for the intended purpose but also for recreation, public events, and etc. On the building level it is also important to develop structures visible on different perspectives and volumes. With attention to the speed difference; multifunctional facades offer visual differentiation. Bigger scale and media constructions on the structures work directly with the traffic flow, and on the other hand serves as a shelter for residential areas through passive noise protection. Simultaneously on the lower scale another type of function is provided, oriented for bicyclists and pedestrians.

Bykeability and walkability in the city are also cornerstone keys to creation urban efficiency. It leads to improvement health conditions of people by physical activities, raise of social interactions, diminishing crime rates, increasing economic conditions. Bicycle usage as well as walking are “the most common type of activity done for both transportation and recreation purposes, different aspects of the environment are believed to be related to walking and other physical activities done for each of these purposes” (Dannenberg, Frumkin, and Jackson, Making Healthy Places). After analysis of Hannover bicycle strategy, Orange edge worked on improving networks between existing bicycle and pedestrian routes, in order to improve requirements

for walking/cycling, such as well-functioning street connectivity, mixed land use and suitable street conditions for these physical activities. By the example of Südschnellweg competition it can be seen how specific urban design strategies work to bring life the city, shift from private to pubic levels, and help in some ways the city to function as a whole organism. Advocating pedestrian use, while respecting the historical value of car oriented spaces and improving pedestrian amenities, utilitarian cycling, and green development strategies becoming more prominent in many neo-traditional cities; and undoubtedly this approach should be taken into consideration.

On the example of Südschnellweg competition, team of the Orange Edge shows, how intervention to the street leads to the conversion of the Döhren district, improving its proficiency and the same time save the historical patterns of the urban grid. It is important to recognize that in the cities like Hannover, created as a transport hub of the region, car oriented functions seen as a priority. However it does not mean that traffic flow has negative influence on the area and needed to be isolated. Orange edge proposal consider equality of the “car” to pedestrian Figure13: perspective view. Orange edge competition proposal

bibliography Bachtold, P. (2013). The space-economic transformation of the city: towards sustainability. Dordrecht: Springer. Dannenberg, A. L., Frumkin, H., & Jackson, R. (Eds.). (2011). Making healthy places: designing and building for health, well-being, and sustainability. Washington, D.C: Island Press. Der Ricklinger Deich - Ein Deich mitten in der Stadt? (n.d.). Retrieved March 6, 2016, from http:// www.ricklinger-deich.de/ Diefendorf, J. M. (1993). In the wake of war: the reconstruction of German cities after World War II. New York: Oxford University Press. Ellin, N. (2013). Integral Urbanism. Hoboken: Taylor and Francis. Retrieved from http://www.123library. org/book_details/?id=112566 Exhibition Capacity - Deutsche Messe. (n.d.). Retrieved March 7, 2016, from http://www.messe.de/ en/deutsche-messe/exhibition-grounds/exhibitionfascilities/exhibition-capacities Fortschreibung: Netz¬konzept Radverkehr. (n.d.). Retrieved March 4, 2016, from http://www.hannover. de/Service/Presse-Medien/LandeshauptstadtHannover/Meldungsarchiv-f%C3%BCr-dasJahr-2014/Fortschreibung-Netz%C2%ADkonzeptRadverkehr Gehl, J. (2011). Life between buildings: using public space. Washington, DC: Island Press. Gehl, J., & Gemzøe, L. (2003). New city spaces. Copenhagen: Danish Architectural Press. Hannover City 2020+. (n.d.). Retrieved March 4, 2016, from http://www.hannover.de/Leben-inder-Region-Hannover/Planen,-Bauen,-Wohnen/ Stadtplanung-Stadtentwicklung/KonzepteProjekte/Hannover-City-20202

Landschaftsinformationssystem der Naturschutzverwaltung Rheinland-Pfalz. (n.d.). Retrieved March 6, 2016, from http://www. naturschutz.rlp.de/?q=gesetzlich_geschuetztes_ biotop Nds. Landesbehörde für Straßenbau und Verkehr. (n.d.). Retrieved March 6, 2016, from http:// www.strassenbau.niedersachsen.de/portal/live. php?navigation_id=20980&_psmand=135 Südliche Leineaue. (n.d.). Retrieved March 6, 2016, from http://www.hannover.de/Media/01-DATANeu/Downloads/Landeshauptstadt-Hannover/ Umwelt/Naturschutz/Landschaftsr%C3%A4ume/ S%C3%BCdliche-Leineaue Sustainable Hannover. (n.d.). Retrieved March 4, 2016, from http://www.agenda21.de/nachhaltigkeit/ sustainable-hannover.html

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Project partner Orange edge urban research and marketing Lüneburger Straße 16 21073 Hamburg Tel. +49 (0)40 839 86231 Mail: office@orangeedge.de www.orangeedge.de

Orange edge STATEMENT Orange Edge works on the border between research, urban planning, transport planning, participation design and project management. We see ourselves as a “Think-Tank for urban transformation”. We support planning processes, where new approaches and ideas into self-supporting processes are going in the real construction. Office supports local governments, public institutions and companies in order to confront complex requirements and develop innovative and efficient solutions.

Team. Orange edge works with an experienced team of employees and freelancers, some of which are active for several years for the office and very familiar with its tasks. In 2015-2016, 16 people were employed - three of them fixed+ 2 interns and twelve people as freelancers on a contract basis. The office uses this new organizational forms and Internet-based systems in order to provide efficiency in their results. For each project, Orange Edge involves experienced urban planners and specialists from various fields (architecture, transport planning, landscape planning, sociology, cultural studies and etc.).

Key topics of work: New approaches in the Urban Mobility - Integration of road and traffic structures in to urban and rural areas - Street design and noise protection - New forms of urban acceptable urban mobility - Bicycle usage in the cities and creation of bicycle highways - Multimodal hubs development - Integrated Mobility Strategies Urban and rural development. - Development of historic towns facing new challenges such as energy efficiency and demographic change - Managing investment and planning processes - Preservation, maintenance and development of cultural landscapes with the transformation pressure - Regional development and digital approaches. - Promoting trans-communal cooperation - Digital techniques implementation, the city of the future concepts - Development of the design guidelines for the city - Concept work for on the regional development Participatory approach and creative economy - Urban development and renewal through various creative processes and empowerment - Participation research: workshops and events open to public - Space observation and spatial analysis - Visualization of trends in scenarios or storyboards - Evaluation of integrated urban development schemes