Graduation report Anna Ioannidou by Anna Ioannidou

Green flows: connecting the post - industrial riverfront of Belgrade with the city Flowscapes: Infrastructure as Landscape - Landscape as Infrastructure

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“Green flows: connecting the post - industrial riverfront of Belgrade with the city”

Landscape Architecture Graduation Studio: "Flowscapes: Infrastructure as Landscape / Landscape as Infrastructure"

Graduation report 03. 07. 2014

Anna Ioannidou Student No: 4180615 e - mail: anna_ioannid@yahoo.com 1st Mentor (Landscape Architecture): Daniel Jauslin 2nd Mentor (Urbanism / Architecture): Anne Loes Nillesen

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Contents 1. Introduction 2. Problem statement 2.1. Historical and spatial development of the city 2.1.1. 2.1.2. 2.1.3. 2.1.4. 2.1.5. 2.1.6.

Geomorphology City growth Industry location Infrastructure Land use Accessibility

2.2. Research question and aim of research 3. Research approach and methodology 3.1. Introduction 3.2. The involvement of 'creativity' in the 'design - based' approach 3.3. Examples 3.3.1. Bernard Lassus's design methodology as an example of the 'creative' approach ('inventive analysis' and 'minimal intervention') 3.3.2. Application of the ‘creative' stance into the case of Belgrade’s riverfront 4. Context analysis 4.1. Positive traits 4.2. Problems 4.3. Opportunities

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4.4. Neighborhoods 7.

Design Application

5. Precedents study 7.1. Master plan 5.1. Case studies 7.2. Selected Areas 5.1.1. Toronto central waterfront 5.1.2. Hafencity 5.1.3. Bordeaux rive droite 5.2. Strategies 5.2.1. 5.2.2. 5.2.3. 5.2.4. 5.2.5.

Parallel connection Perpendicular connection Fill – in / matrix strategy Anchor points Connecting existing green spaces

6. Ecology study

7.2.1. 7.2.2. 7.2.3. 7.2.4. 7.2.5. 7.2.6.

Industrial Port – existing situation Public spaces on the water edge (Industrial port) - proposal Marina Dorcol - existing situation System of public squares for the neighbourhood (Marina Dorcol) - proposal Touristic harbor (Concrete Hall) - existing situation Green parking terrace on the Concrete Hall (Touristic harbour) - proposal

8. Reflection 8.1. Motivation and relevance 8.2. Relationship between the theme of the studio and the subject / case study chosen within this framework (location / object)

6.1. Introduction 6.2. Ecological relevance of the design for Belgrade’s riverfront (Green infrastructure master plan, application problems and possible solutions) 6.3. Conceptual background 6.3.1. 'Patch - corridor - matrix' model 6.3.2. Corridors and connectivity 6.3.3. (Urban) Green infrastructure 6.4. Application of the theoretical concept into the design proposal for Belgrade's riverfront as a typology of corridors 6.4.1. 6.4.2. 6.4.3. 6.4.4.

Riparian zone Riparian zone typology Urban green corridors Urban green corridor typology

8.3. Relationship between the methodical line of approach of the studio and the method chosen by the student in this framework 8.4. Relationship between research and design 8.5. Reflection on methodology

9. Conclusions 9.1. Conclusions on methodology 9.2. Conclusion on ecology

10. References 11. Appendix – Neighborhood analysis

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1. Introduction The case of the city of Belgrade constitutes a challenging interface for waterfront redevelopment. The capital of Serbia and Former Yugoslavia, is going through a transitional phase, while adopting a European perspective. The intention of the European Union to interconnect all countries of the continent with each other through transportation corridors, intersect in the territory of Belgrade through two Pan - European Corridors, corridor VII (Danube - Rijn waterway) and corridor X (rail and highway). The above plans, trigger and support all kinds of future spatial and economic development for Serbia and Belgrade. In addition to that, the city's nomination as European Capital of Culture for 2020, supports its European perspective and places the cultural sector and consequently the touristic development of the city as one of the city's main starting points for development. The city of Belgrade has been facing several socio – political problems during the transitional post - war period which have an effect on the riverfront. Some of these problems are the migration of populations which resulted in illegal building and urban sprawl and the privatization of the public companies (especially of the industrial zone on the riverfront). As a result, these areas are in a transitional state, waiting to be privatized, so they cannot be immediately redeveloped and re – used. Consequently, the above socio – political problems are reflected in the image of the city, which is currently an interesting, diverse and complicated mix of various architectural styles from different periods and various uses. Belgrade and particularly its most neglected part, the riverfront present an interesting mix of natural river landscape, diverse architectural and urban forms and most importantly consists in a large part of industrial remains, buildings and monuments as well as infrastructural elements (such as a dense network of railway lines, the industrial port, river bridges etc.) In its current state the city is lacking in structure and can be described as neglected, although it holds a lot of potential of becoming an attractive place, with an intervention which will highlight some of its positive qualities. This thesis is a proposal for a landscape design intervention for the public space on the central riverfront of Belgrade, which highlights the hidden potential of the neglected riverfront and in that way, improves the image of the whole city in general.

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Landscape

City

Industry and Infrastructure

Image 1: Belgrade The city and the riverfront Landscape, city, industry and infrastructure â&#x20AC;&#x153;Green flows: connecting the post - industrial riverfront of Belgrade with the cityâ&#x20AC;?_"Flowscapes: Infrastructure as Landscape / Landscape as Infrastructure"_Anna Ioannidou_P a g e 9 | 110

2. Problem statement One of the main obstacles towards the future development of the city of Belgrade in spatial terms, is the city's lack of effective connection with its riverfront, something which is caused and related with the city’s historical and spatial development, since its foundation. This disconnection presents itself in many different forms (geomorphology, railway and road barrier, land uses, accessibility, ownership etc.)

2.1.

Historical and spatial development of the city

The disconnection between the riverfront and the city of Belgrade originates from the way the city developed through time. A short description of the city’s historical and spatial development is needed in order to understand the connection between the city’s structure and its history. 2.1.1. Geomorphology Initially, the first settlement of the city appeared on the area where today lies the Kalemegdan hill and fortress. It was located there, because of the natural ground relief of the area, which served as a natural defense barrier from the water, which was then considered a threat and a source of danger for potential attacks. 2.1.2. Development of the city Later, as the city grew bigger, it developed again in a direction opposite to the direction of the waterfront, through the creation of radial boulevards. When, after the Second World War, the area of New Belgrade was constructed, in the opposite shore of the river Sava, the city was oriented towards its west riverfront. The connection with that part became stronger, on the Sava riverfront, leaving the riverfront east of the Kalemegdan fortress undeveloped.

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2.1.3. Industry location

2.2.

Eventually, this undeveloped part near the river (Danube) became the area where the industrial zone of the city was placed, because of its proximity both to the city center and to the water.

Therefore, the proposal for the redevelopment of Belgrade’s riverfront, starts with the following research question:

2.1.4. Infrastructure

“How can we spatially establish a connection / relation between the city of Belgrade and its riverfront?”

Consequently, the presence of industrial uses on the waterfront, had as a result that the area became even more isolated from the city core, due to the railway infrastructure and street network which surrounded it.

The aim of this design research has been focused on finding ways in which the city can relate / become connected to its riverfront through a landscape architectonic approach.

Research question and aim of research

2.1.5. Land Use Further disconnection was caused because of the above historical spatial development of the riverfront zone. The lack of planning for this zone led to it being occupied by very different kinds of uses, currently combining industrial, infrastructural, residential, commercial and green – recreational uses. This variety causes further fragmentation and disconnection. 2.1.6. Accessibility The most difficult factor which causes today more than ever a great degree of disconnection is the current state of certain parts of the riverfront in relation to their degree of accessibility for the public. Currently, the degree of accessibility of the several parts of the riverfront zone varies from completely disconnected and inaccessible to the public, to open and accessible. The reasons behind the lack of accessibility are related to ownership problems which are caused by the still ongoing process of privatization of the transitional period, which has not been entirely completed yet after the war and the dissolution of the social state.

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a’

Section a – a’ Image 2: Natural ground relief (2.1.1.) The first settlement was located in the intersection of the two rivers (Sava and Danube), because of the natural ground relief of the area. It served as a natural defense barrier from the water, which was then considered a threat and a source of danger of potential attacks.

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b’

Section b – b’ Image 3: City location (2.1.1.) Initially, the first settlement of the city appeared on the area where today lies the Kalemegdan hill and fortress. It was located there, because of the natural ground relief of the area. “Green flows: connecting the post - industrial riverfront of Belgrade with the city”_"Flowscapes: Infrastructure as Landscape / Landscape as Infrastructure"_Anna Ioannidou_P a g e 14 | 110

Image 4: Radials (2.1.2.) Later, as the city grew bigger, it developed again in a direction opposite to the direction of the waterfront, through the creation of radial boulevards. â&#x20AC;&#x153;Green flows: connecting the post - industrial riverfront of Belgrade with the cityâ&#x20AC;?_"Flowscapes: Infrastructure as Landscape / Landscape as Infrastructure"_Anna Ioannidou_P a g e 15 | 110

Image 5: Connection with New Belgrade (2.1.2.) When, after the Second World War, the area of New Belgrade was constructed, in the opposite shore of the river Sava, the city was oriented towards its west riverfront. â&#x20AC;&#x153;Green flows: connecting the post - industrial riverfront of Belgrade with the cityâ&#x20AC;?_"Flowscapes: Infrastructure as Landscape / Landscape as Infrastructure"_Anna Ioannidou_P a g e 16 | 110

Image 6: Undeveloped part of the riverfront on Danube (2.1.2.) The connection with that part became stronger, on the Sava riverfront, leaving the riverfront east of the Kalemegdan fortress undeveloped. â&#x20AC;&#x153;Green flows: connecting the post - industrial riverfront of Belgrade with the cityâ&#x20AC;?_"Flowscapes: Infrastructure as Landscape / Landscape as Infrastructure"_Anna Ioannidou_P a g e 17 | 110

Image 7: Industry location (2.1.3.) Eventually, this undeveloped part near the river Danube became the area where the industrial zone of the city was placed, because of its proximity both to the city center and to the water. â&#x20AC;&#x153;Green flows: connecting the post - industrial riverfront of Belgrade with the cityâ&#x20AC;?_"Flowscapes: Infrastructure as Landscape / Landscape as Infrastructure"_Anna Ioannidou_P a g e 18 | 110

Image 8: Railway network (2.1.4.) The presence of industrial uses on the waterfront, had as a result that the area became even more isolated from the city core due to the railway infrastructure which surrounded it. â&#x20AC;&#x153;Green flows: connecting the post - industrial riverfront of Belgrade with the cityâ&#x20AC;?_"Flowscapes: Infrastructure as Landscape / Landscape as Infrastructure"_Anna Ioannidou_P a g e 19 | 110

Image 9: Highway barrier (2.1.4.) The highway which runs parallel to the water separates further the riverfront zone from the city. â&#x20AC;&#x153;Green flows: connecting the post - industrial riverfront of Belgrade with the cityâ&#x20AC;?_"Flowscapes: Infrastructure as Landscape / Landscape as Infrastructure"_Anna Ioannidou_P a g e 20 | 110

Green & Recreation Industry & infrastructure Residential use

Commercial & business use Image 10: Land use (2.1.5.) Further disconnection was caused because of the above historical spatial development of the riverfront zone. The lack of planning for this zone led to it being occupied by very different kinds of uses, currently combining industrial, infrastructural, residential, commercial and green – recreational uses. This variety causes further fragmentation and disconnection. “Green flows: connecting the post - industrial riverfront of Belgrade with the city”_"Flowscapes: Infrastructure as Landscape / Landscape as Infrastructure"_Anna Ioannidou_P a g e 21 | 110

Accessible Medium accessibility

Mainly inaccessible Image 11: Accessibility (2.1.6.) Currently, the degree of accessibility of the several parts of the riverfront zone varies from completely disconnected and inaccessible to the public, to open and accessible. The reasons behind the lack of accessibility are related to ownership problems which are caused by the still ongoing process of privatization of the transitional period, which has not been entirely completed yet. â&#x20AC;&#x153;Green flows: connecting the post - industrial riverfront of Belgrade with the cityâ&#x20AC;?_"Flowscapes: Infrastructure as Landscape / Landscape as Infrastructure"_Anna Ioannidou_P a g e 22 | 110

3. Research approach and methodology The process was framed in the initial stages of the graduation project, during the course AR3LA020: Research Methodology in Landscape Architecture (Tutor: Steffen Nijhuis) The explanation of the process below is a summary of the essay “The role of creatively - generated knowledge as a methodological approach towards landscape architectural design”. The essay was written for the above course, in order to serve as input for the methodological process of the graduation project for Belgrade’s riverfront.

3.1.

Introduction

'Academic research' is based on a discursive process, where a 'hypothesis' is being made, questions are formulated and from there the research process follows a certain path. Although, discursively – generated knowledge is often also found in the design disciplines, it is not always the rule. But, then, the question is “what is the role of 'creativity' in this process and how can we find ways to engage with it while dealing with a design assignment”. In some cases of design - research, the process of design is usually not as linear and rational as the process of traditional 'academic research'. Nevertheless, several non - academic disciplines which fall under the category of 'design' can be perceived as 'research', especially if we adopt a broader definition of what the term means. By definition, ‘research’ is "original investigation undertaken to acquire new knowledge [...] directed principally towards a specific practical aim or objective" (Nijhuis, Bobbink, 2012, p. 2). Meanwhile, 'design'1 can be simply defined as an action which takes place "when we succeed in achieving something new through creatively bringing about change" (Seggern, Werner, 2008, p. 35). But, as ‘research’ may be perceived as the process of trying to discover or invent something new, its meaning starts to come closer to the otherwise practical act of design.

especially while referring in landscape architecture or other relevant disciplines, such as architecture and urbanism “Green flows: connecting the post - industrial riverfront of Belgrade with the city”_"Flowscapes: Infrastructure as Landscape / Landscape as Infrastructure"_Anna Ioannidou_P a g e 23 | 110

Consequently, 'design', in landscape architecture, or in other relevant disciplines, can be perceived and conducted as a form of 'research', as long as it satisfies several requirements in terms of methodology. "The landscape architectonic design can be considered practical - academic research when it is aimed at the systematic acquisition of knowledge directed to specific practical objectives" (Nijhuis, Bobbink, 2012, p. 2). Therefore, there is an analytical description of the distinction between different types of methodology which can be applied into research, with a special focus on the ‘design as research’ approach and particularly in the ways that creativity is involved in this process. Furthermore, there is an exemplification of the above methodologies, through the examination of the strategies of the 'inventive analysis' and 'minimal intervention', introduced by the work of Bernard Lassus, and an analytical description of an 'individualized' approach, which is the application of the ‘creative stance’ for the case study of Belgrade’s riverfront. Furthermore, there is a reflection on both the advantages of the 'creative' approach and the role of 'intuition' in the creative process, followed by conclusions.

3.2.

The involvement of 'creativity' in the 'design - based' approach

In order to explain the choice of the creative (‘design – based’) approach for the case of Belgrade’s riverfront, first, there is a description of the concept of 'design as research' and the two opposite directions (paths) that a designer can follow: the research - based approach and the design - based approach. Secondly, there is a detailed explanation of the creative approach as a form (sub - category) of the broader design - based family of methodologies. Usually, the choice of methodology can differ, according to the specific requirements of each particular case. These requirements can be divided into those which are related with the particular ‘object’ (or objective) of the research, the ‘context’ (or the initial information which is available), as well as the ‘subject’ of the research, the researcher himself / herself, in terms of his / her attitude, abilities and - most importantly - simply his / her preference. On the one side of the methodological dilemma, is the ‘research – based’ design approach. For this type of approach, the designer applies a methodology where the "research feeds the design process with the ultimate objective to improve the quality of the designed object and increase its credibility" (Nijhuis, Bobbink, 2012, p. 14). It is a straightforward approach with relatively distinct stages. It

follows breaking down complex problems into sectors or themes which can be then studied separately, sometimes even by different disciplinary fields (Nijhuis, Bobbink, 2012, p. 10). This method may be described as a 'goal - oriented' and 'object - oriented' approach, it can be perceived as a relatively linear analytical process, which is closer than others to the purely academic notion of 'research'. This design method is more suitable for cases where the objectives are chosen in the beginning of the process. The counterpart of the above approach and on the same, the chosen methodology for the case study of Belgrade’s riverfront is the ‘design – based’ research. In this kind of methodology, "design - or the process of designing - are used as a vehicle to make spatial problems visual and spatial ('framing') and to generate solutions" (Nijhuis, Bobbink, 2012, p. 14). The action of 'designing' acquires here a more predominant role compared to the 'research - based' approach and it becomes the basic tool of 'research'. In this case, 'design' serves as a way of understanding what the fundamental problems are in the current situation. From there, it assists the designer in forming and framing his objectives, in clarifying his / her intentions and in posing his / her research questions. It is used in order to "explore the spatial consequences or possibilities, ..., in a visual way" and it is "regarded as a reflective inquiry or a journey to discovery" (Nijhuis, Bobbink, 2012, p. 14). In general, the process of designing has an inherent ability in exposing to the researcher's consciousness facts which are not visible or consciously understood at first sight. As a result, when a research question is not initially posed, the design process reveals it in the form of a visual image and makes it readable. The result, in this case, is that the 'design' becomes the actual 'research' itself. It is important to acknowledge the advantages of 'design' not only as a way of composing facts, but also as a way to analyze them. In the initial phases of a design project, the act of designing may be used in order to investigate the territory and determine the objectives, as a form of applied analysis. Nevertheless, although we say that the 'design - based' approach uses the design as an analytical tool, it is better to characterize the method as a 'composition - based' one, rather than 'analysis - based'. Its goal is to explore all the underlying layers of the context at an early stage, in order to compose a design which answers to the previously design generated problems. In that way, as the design process proceeds, on the same time the designer comes closer to defining what both the problems and the objectives are, in a

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parallel process. The researcher becomes aware of the design problem and formulates a specific problem statement gradually as the design proceeds towards its final form. Objectives and result, analysis and composition, evolve then hand in hand, in a parallel sequence. By definition, design problems belong to the category of 'ill - defined' problems. Therefore, they present the opportunity to approach them in a creative way that does not limit the possibilities of new discoveries from the initial stages. On the other hand, the difficulty of this methodological approach, lies is the fact that it is very closely related with the necessity of using one's ability of 'intuition'. Although there is a difficulty in finding a satisfactory answer to the question of "how does intuition happen", it is necessary to acknowledge the role it plays into the whole process as another type of perceptive ability2.

3.3.

Examples

As the 'creative' approach, is a much more practical process compared to a 'discursive' approach, it is difficult to grasp its principles only through a theoretical description. For that reason, it would be useful to add - at this point - a description of landscape architecture examples which were generated through creative processes. For this purpose, first, an analytical description of the most common practices which appear in the work of the landscape architect Bernard Lassus was chosen (those of the 'inventive analysis' and ' minimal intervention'). Secondly, there is a description of the personalized approach, which incorporates principles derived from the creative stance, as it was applied in the design proposal for Belgrade's riverfront. There is an analytical explanation of the distinct stages of the design process, as an attempt to find out in which ways creativity can be involved into the design process. 3.3.1. Bernard Lassus's design methodology as an example of the 'creative' approach ('inventive analysis' and 'minimal intervention')

The unorthodox, according to some, but also personal and unique approach of Bernard Lassus is a characteristic example which fits the description of the 'creative' approach in terms of methodology. The main concepts which Lassus introduced and worked with were those of the ‘inventive analysis’ and 'minimal intervention'. In his work, the (inventive) analysis, is used as the fundamental 'discovery' process, in order to develop the spatial concepts behind his designs. The function of 'inventive analysis' is to recognize the problem and to ask the right questions, while approaching a new design. (Lassus, 1998, p. 109). According to Lassus, “the landscape is nature interpreted”. (Lassus, 1998, p. 50). Therefore, the right interpretation is an important stage in his design process, something which can be achieved by the use of an 'inventory'. The purpose of inventorization here is to maximize the possibilities of coming up with insights which correspond to the character of the place (Von Seggern, 2008, p. 69). The reason for this connection between spatial inventory and the discovery of an idea, is that it creates a stronger bond between the designer and the place. The act / process of 'inventorization' during the initial stages, helps the designer to become more engaged with the deeper essence of a place (the 'genius loci') and acquiring a better understanding of the existing situation. The next step in Lassus's process is that of 'minimal intervention’. It is an idea which is very close to the concept of explicitly expressing and revealing the ‘genius loci’ (after having discovered it during the stage of inventive analysis). The process starts with spotting the most important characteristics of the site and later these become the starting point for the formation of his design concept. In that way, he respects the historical evolution of each area, while on the same time he is enhancing it with something new. 'Minimal intervention', or in other words 'a more subtle transformation of the landscape', benefits the integration of the new design into the already existing inherit essence of a place. For example, an application of the strategy of 'minimal intervention' is Lassus’s proposal for the new design of the Tuilleries garden. There, he emphasizes the multiple strata of the garden’s distinct historical phases. With this proposal he wants to enable the visitors in understanding the development of the garden

See also paragraph 8. Reflection (The advantages of the 'creative' approach: 'creativity' and 'intuition' as solutions to complex and large - scale design) “Green flows: connecting the post - industrial riverfront of Belgrade with the city”_"Flowscapes: Infrastructure as Landscape / Landscape as Infrastructure"_Anna Ioannidou_P a g e 25 | 110

through time. Although, his work is based on thorough historical analysis, he is not interested in a 'conservation' approach. The interventions to the landscape are as little as possible ('minimal'), in order to reveal how the garden went through all these historical stages. Although this approach was considered too revolutionary in its time for it to be realized, it is - in reality - a well-balanced moderate choice between the two opposite radical solutions, the 'preservation' stance and the complete 'transformation' of the site. To conclude, Lassus's strategy of 'minimal intervention' shows that the ideal design should aim in making the essence of the place visible, through adding to the landscape only what is necessary in order to highlight what is already there. In short, Lassus's method can be summarized as seen below: - Lassus’s design process consists of two fundamental design stages, the stage of 'inventive analysis' (analysis) and the stage of 'minimal intervention' (design). - Analysis should be used as the fundamental 'discovery' process, in order to later develop a spatial design concept. - The use of 'inventive analysis' is to recognize the problem(s) and to formulate the research question(s) in the initial stages of a design. - The purpose of using the 'inventory' tool is to maximize the possibilities of coming up with insights which better interpret the character of the place. - The strategy of 'minimal intervention’ is suitable for explicitly expressing and revealing the essence of a place (the 'genius loci’). - The use of the strategy of 'minimal intervention' is a way to respect the historical evolution of space, while on the same time creating something new. - 'Minimal intervention', is the only way to integrate the new design with the 'genius loci' of the place. - A design should add to the landscape only what is necessary in order to highlight what is already there. 3.3.2. Application of the ‘creative' stance into case of Belgrade’s riverfront The approach of Lassus falls under the category of the 'creative' approaches, a term which incorporates in its meaning the freedom to develop a personal, individualized approach. In the same direction, the following approach, follows the basic principles of the creative approach, while on the same time it differentiates itself, in an attempt to serve the purposes of the specific design study

of Belgrade’s riverfront in a customized way. The analytical description of the stages of the design process explains in which ways 'creativity' was involved into the design process. The process consists of 4 stages which involve 'creativity' in different degrees and ways, as seen below. Stage 1: Defining the problem In stage 1, the function of design is to bring the unconscious observations into a conscious state and to assist the designer in defining the problem and forming the main design concept, by making as much use as possible of the tool of 'design'. According to Von Seggern, the phases of a creative process can be described with the following sequence: “preparation, incubation, illumination and verification” (Seggern, 2008, p. 69). The term 'incubation' describes precisely the initial process of the design investigation, which is successfully followed by the phase of 'illumination' or in other words of the discovery of the basic concept. Stage 2: Supporting the initial hypothesis with evidence (involving 'rational' analysis) In stage 2 ('rational' analysis), the research proceeds further with a more grounded analysis, in order to support the initial, intuitively - generated concepts. The difference here is that this kind of rational analysis does not come first, as it may be expected in more 'rational' and 'discursive' forms of methodology. The analysis comes after the first intuitive and creative design attempt, in order to inform, test and verify whether the first intuitively - generated inspirations were valid. Stage 3: Refining the design through 'trial - and - error' technique In stage 3 ('trial - and - error'), the design is being elaborated and refined. The final result will emerge through a type of persistent 'trial - and - error' method. Once the first abstract design has been shaped (in the first stage) and verified (in the second), the design enters the phase of ‘realization’, where the initial intuitively - generated concepts are being modified, in order to become more concrete. This

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stage, is the main design stage, where small variations are being tested with the intention of finding the final, preferable design solution. Stage 4: Presenting / Communicating the final design and process In stage 4 (presentation and communication), the designer is supposed to be fully conscious (in contrast with the beginning) of his decisions regarding the design. It should not be seen only as a non - creative stage. On the contrary, it can function as a stage when the designer tests whether he satisfied his first choices and a small degree of modification can occur in the design which is informed by the findings of this stage. It is the stage of ‘verification’. Finally, since we are not dealing with a strictly linear process, it is possible that the above steps overlap occasionally and a previous or a next stage may be introduced temporarily in some point during the process.

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Analytical description of individualized approach:

a possible application of the ‘creative stance’

Stage 1: a. A specific analysis comes after the first intuitive – creative design attempt, …

Defining the problem, searching for ideas and concepts,

“the beginning of the process”

, in order to inform, test and check out whether the first intuitively - generated ideas were valid.

Stage 2: Supporting the initial ideas, hypothesis etc. with "scientific" evidence:

c. The final result emerges through a trial and - error method. Small variations are being tested with the intention of finding the final, design solution.

“involving rational analysis”

d. This stage will help the researcher to modify the initial intuitively - generated concepts, in order to make them more concrete and grounded.

Stage 3: “Refining the design” through trial - and - error technique

e. The design process comes to an end as it has reached its final form.

Stage 4: Presenting and communicating the final design and the design process

f. The main purpose is to verify the previous choices that were made by the designer. He clarifies the steps that he followed, tests whether he satisfied his first choices, while on the same time a small degree of modification can occur in the design which is informed by the findings of this stage.

Image 12: Application of the ‘creative' stance into the current case study for Belgrade’s riverfront (3.3.2.)

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4. Context analysis The context analysis was divided into two parts. The first part of the analysis is related with the overview of the whole city and examines the relation between the city and the riverfront in whole (paragraphs 4.1., 4.2. and 4.3.). First, the analysis of the whole riverfront zone shows the reasons why this area was selected and why it is suitable for the design interventions that will connect it to the rest of the city. It presents an overview of positive traits, problems and opportunities for further design elaboration which aim in connecting it to the city, followed by a critique to the existing future redevelopment plans that have been made for the area. This brief description of the future plans which are proposed for Belgradeâ&#x20AC;&#x2122;s riverfront is needed in order to indicate the tendencies and the views / visions which are dominant at the moment as an indication of how the local stakeholders and professionals (planners, etc.) view the future of this area. The second part of the analysis is focused in a more detailed analysis of the different neighborhoods which form the riverfront zone along the river (paragraph 4.4.). The analysis of the existing situation, through the use of diagrammatic maps, sections vertical to the waterfront and pictures, provided a way of identifying the basic problems and forming the main strategy. Furthermore, this method provided clues in order to specify the location and type of interventions which will connect the city to the riverfront more effectively.

4.1.

Positive traits

The existing positive qualities of the riverfront are the presence of various cultural - historic sites, monuments and green spaces. As seen in the following

diagrams, the majority of the cultural sites of all kinds (industrial, archaeological and architectural monuments as well as urban green spaces and peri - urban natural areas) are concentrated into the selected part of the riverfront or at very close proximity to it, in the part of the city which is located next to it. Nevertheless, there are also problems associated with the structure and fragmentation of the above mentioned green spaces.

4.2. Problems The problems which are identified in the riverfront and are related with the issue of disconnection is the lack of structure and connection of the above mentioned green spaces and the presence of certain economic activities which are unsuitable for that specific area, such as industrial uses and heavy infrastructure. The green spaces which are located on or near the riverfront do not manage to reach the necessary degree of connection in order to effectively connect the river to the city. They are too small and fragmented in order to be of any ecological value (with the exception of the Kalemegdan area). They are on the same time disconnected from the river and from each other. This is the case both in their present situation, as well as in the one which is planned for the future as seen in the city’s master plan for 2021. The current presence of economic activities of industry and heavy infrastructure (railway, highway) which are located on or on the border of the riverfront zone are two of the most serious problems for the riverfront and for the part of the city which is located nearby (especially for the residential areas). The activity is certainly reduced currently compared to the past situation, but nevertheless, industrial uses and heavy infrastructure are incompatible uses for this part of the city and cause the most severe degree of disconnection between the riverfront and the city. 4.3. Opportunities Nevertheless, despite the above problems, the area currently presents certain opportunities, which are related to the future relocation of different kinds of transportation infrastructure. The redevelopment of the transportation network is one of the main priorities for the city of Belgrade at the moment. Projects of all kinds are being planned in order to transform the transportation system of the city into a more modern and efficient network. This results in the relocation of some of the main lines further from the center and the riverfront, in order to liberate the congested old part of the city from the unnecessary and outdated heavy infrastructure. For example, the relocation of the central railway station of Belgrade, on the banks of river Sava, will free up a space of significant size on a very privileged location (on the Sava amphitheater location). The railway station is no longer as

related to the industrial zone as it used to be, since most of the industrial activity of this area has either stopped, or has been significantly reduced. In addition to that, also the industrial port of the city (Luka Beograd), located on the banks of the river Danube, is going to be relocated on the opposite side of the Danube, for similar reasons as the railway central station. Finally, a highway by – pass is being planned to divert the traffic away from the main highway which now crosses and disconnects the riverfront as well as a big part of the city center. This highway is also the pan – European highway which connects the city of Belgrade with other cities within Serbia (e.g. Novi Sad) and also with other European cities (e.g. Vienna etc.) The above projects will benefit the riverfront and the city center, since they create free spaces as well as opportunities for further redevelopment. For some these free spaces, several master plans were proposed (mainly for the railway station area on Sava and the industrial harbor on the Danube). These projects show a specific tendency and mentality, in the way that the local stakeholders and planners envision the future of these areas. Looking at them with a critical attitude, we can identify a failure to respond to the problem of disconnection which the waterfront faces as a whole. Briefly, there is no general master plan which connects the whole central waterfront. Furthermore, the percentage of built area is very high in comparison to the area which is given to green and recreational spaces and the green spaces remain fragmented. While the personal position of this design research project is to develop the area in a different way (with the landscape as primary focus), still it is important to be aware of these tendencies and incorporate some of its principles into the strategies which will be used. This will be further explained in the design elaboration stage (paragraphs 5 and 7). 4.4. Neighborhoods The majority of the industrial sites and brownfields of Belgrade occupy the most privileged part of the city, its waterfront and create a zone around the old city center. This zone is not a continuous spatial sequence and has a diverse character in all its length, where distinct separate units can be identified (mainly divided into the industrial zone, on Danube, and the recreational zone, on the Sava River). In between the two zones lies the landmark of the city, its fortress, while the two

“Green flows: connecting the post - industrial riverfront of Belgrade with the city”_"Flowscapes: Infrastructure as Landscape / Landscape as Infrastructure"_Anna Ioannidou_P a g e 32 | 110

poles are defined by a recreation island on the south - west (Sava) and an undeveloped natural zone on the north - east (Danube). The separate neighborhoods were analyzed, in order to find out which ones are the most suitable for applying connecting strategies and design interventions, from which the whole riverfront and the city will benefit and be influenced. These areas were analyzed through sections and according to specific criteria (such as proximity, location, state, use etc.)3. The central waterfront zone is found to be divided into the following 10 neighborhoods: 1. 2. 3. 4. 5. 6. 7. 8. 9.

Ada Ciganlia (recreation & sports island) Belgrade fairground Central station Touristic port (“Concrete Hall”) Kalemegdan fortress Dorcol residential area Marina Dorcol Industrial port Ada Huja peninsula (natural area mixed with industrial uses)

For the detailed analysis of all 10 neighborhoods, see the appendix (paragraph 11) “Green flows: connecting the post - industrial riverfront of Belgrade with the city”_"Flowscapes: Infrastructure as Landscape / Landscape as Infrastructure"_Anna Ioannidou_P a g e 33 | 110

Cultural heritage of Belgrade Cultural historic sites and Monuments Major cultural heritage anticipated for strictest protection Cultural heritage of extreme importance, anticipated for level I protection The Topcider spatial cultural historic complex Cultural heritage of great importance, anticipated for level II protection Entities established as cultural heritage, anticipated for level III protection

Preliminary protected complexes, anticipated for level IV protection Protection of facilities of industrial archaeology Archaeology areas anticipated to have strictest protection Archaeology areas anticipated for grade III protection Proposals for areas to be protected

Natural heritage of special value Protected natural heritage â&#x20AC;&#x201C; natural complexes

Areas and facilities with contemporary architecture Areas and facilities with contemporary architecture

Green areas on the plan territory Urban green areas Woodlands out of the continual construction of parts of the city Green areas with recreational sites

Significant areas Potential areas for cultural and other significant contents, aimed at protection and promotion of urban identity of Belgrade Main points of urban identity

Important views Basic standing point Angle view Border of General Urban Plan (1985)

Image 13: Cultural historic sites and monuments (4.1.) Archaeological, architectural, industrial monuments etc. â&#x20AC;&#x153;Green flows: connecting the post - industrial riverfront of Belgrade with the cityâ&#x20AC;?_"Flowscapes: Infrastructure as Landscape / Landscape as Infrastructure"_Anna Ioannidou_P a g e 35 | 110

Image 14: Fragmented green spaces (4.1.) Urban parks, peri - urban natural areas â&#x20AC;&#x153;Green flows: connecting the post - industrial riverfront of Belgrade with the cityâ&#x20AC;?_"Flowscapes: Infrastructure as Landscape / Landscape as Infrastructure"_Anna Ioannidou_P a g e 36 | 110

Existing situation

Master plan for 2021

Image 15: Fragmented green spaces (4.2.) Lack of structure and connections of green spaces Neglected, Fragmented, Disconnected (from the riverfront, from each other)

Existing situation

Master plan for 2021

Image 16: Lack of structure and connections of green spaces (4.2.) Next to residential areas, Next to the city center, Opportunity for land use change

Beovoz station Railway station Old railway junction New railway junction Metro (proposed) Main road Freeway Bypass

Waterways Build area Industry Administration Rail infrastructure (railway freight & passenger terminals, engine and carriage overhaul, railway depots) Airport Parks & recreation Cultural heritage

Image 17: Relocation of transportation infrastructures (4.3.) Future plans which influence the riverfront: Industrial port relocation (a.), Central Railway Station relocation (b.), Highway by - pass construction (c.)

Architecture Faculty & Urban Planning Institute of Belgrade_Open Competition 2007

Daniel Liebeskind - City on the Water

AAS Predrag Milosevic - Open Competition 2007

DAB_Belgrade Architects Association_Open Competition 2007

Sava Amphitheater - Redevelopment Masterplan

Image 18: Future redevelopment (master) plans (4.3.) Lack of connecting strategies, Lack of green structure â&#x20AC;&#x153;Green flows: connecting the post - industrial riverfront of Belgrade with the cityâ&#x20AC;?_"Flowscapes: Infrastructure as Landscape / Landscape as Infrastructure"_Anna Ioannidou_P a g e 40 | 110

5. 4.

7. 8. 6. 9.

10.

1. Ada Ciganlija (recreation & sports island) 2. Belgrade fairground 3. Central station 4. Savamala 5. Touristic port (Concrete Hall) 6. Kalemegdan fortress 7. Dorcol residential area 8. Marina Dorcol 9. Industrial port 10. Ada Huja (natural area mixed with industrial uses)

Image 19: Neighborhoods (4.4.) â&#x20AC;&#x153;Green flows: connecting the post - industrial riverfront of Belgrade with the cityâ&#x20AC;?_"Flowscapes: Infrastructure as Landscape / Landscape as Infrastructure"_Anna Ioannidou_P a g e 41 | 110

Recreational riverfront

Industrial riverfront

10. Ada Huja (natural area mixed with industrial uses)

6. Kalemegdan fortress 5. Touristic port

4. Savamala 9. Industrial port

3. Central station

8. Marina Dorcol 2. Fairground 1. Ada Ciganlija (recreation & sports island)

7. Dorcol residential area

Image 20: Spatial analysis. Sections. (4.4.)

Industrial riverfront Recreational riverfront

2. Belgrade fairground

1. Ada Ciganlija (recreation & sports island)

3. Sava Amphitheater railway

4. Savamala

terminal – central station

5. Touristic port

6. Kalemegdan fortress

7. Dorcol residential area

9. Industrial port

8. Marina Dorcol

10. Ada Huja (natural area mixed with industrial uses)

Image 21: Qualitative analysis. Pictures. (4.4.) “Green flows: connecting the post - industrial riverfront of Belgrade with the city”_"Flowscapes: Infrastructure as Landscape / Landscape as Infrastructure"_Anna Ioannidou_P a g e 43 | 110

5. Precedents study The analysis of precedent examples of waterfront interventions, which aim in revitalizing and reconnecting the waterfront with the surrounding urban areas, reveals different kinds of concepts, principles and strategies, which were applied also in the design for Belgrade’s riverfront.

5.1.

Case studies

The case studies which were analyzed were the central waterfront of Toronto (designed by West 8), the Hafencity in Hamburg and the riverfront of Bordeaux (designed by Michel Desvigne). The examples were selected according to their similarities to the condition of Belgrade’s riverfront. They are all located in the former industrial part of the riverfront near the city center. Other similar characteristics with the case of Belgrade are the length of the project (for two of them: Toronto and Bordeaux). Furthermore, they present a variety of different strategic approaches and design principles. 5.1.1. Toronto central waterfront The design of Toronto’s central waterfront is a mix of multiple layers which aim to create a continuous accessible path along the water and on the same time connect it to the city center, which is located along the north edge of this zone. The design consists of the main waterfront, the floating waterfront and vertical connections – accesses to the city. On the same time characteristic elements (called “wave decks”) are placed on important intersections of the parallel and the perpendicular connections, in order to create flexible public spaces for multiple uses next to the water edge. 5.1.2. Hafencity The Hafencity in Hamburg is a network of multiple squares and public spaces, which form points of attraction for the public on the water edge. Nevertheless, these anchor points are not explicitly connected with each other in the design. The most characteristic part of the design is the use of steps – levels on the embankment, so that the water edge changes according to the different levels “Green flows: connecting the post - industrial riverfront of Belgrade with the city”_"Flowscapes: Infrastructure as Landscape / Landscape as Infrastructure"_Anna Ioannidou_P a g e 45 | 110

to the seasonal changes in water levels. Furthermore, the design of the public spaces here has an urban character. 5.1.3. Bordeaux rive droite The design for Bordeaux right bank is based on the concept of filling – in the remaining empty space between the water and the city edge with a forest grid. The planting of rows of trees is being made in phases, so that all the stages of the growth of the trees can be observed on the same time. Furthermore, the design for Bordeaux’s right bank has a more natural character, compared to the two other chosen case studies.

5.2.

Strategies

5.2.2. Perpendicular connection The strategy of perpendicular connection aims at connecting parts of the waterfront (next to the water or further away from it) with parts in the city’s urban tissue. In that way the city gains access to the water. The strategy of perpendicular connection between the waterfront and the city is applied in different ways in the examples of Toronto and Bordeaux. 5.2.3. Fill – in / matrix strategy This strategy consists of filling - in the remaining empty spaces with a new matrix (for example, in the case of Bordeaux’s riverfront with a newly – planted grid forest).

Each example is a combination of connecting strategies, with one or more of them being the main strategy (-ies) and one or more of them being secondary strategy (-ies). The connecting strategies which were identified in the above examples are those of parallel and perpendicular connection, the fill – in or matrix strategy, the strategy of creating anchor points and the strategy of connecting the existing green spaces.

5.2.4. Anchor points

5.2.1. Parallel connection

5.2.5. Connecting existing green spaces

This strategy aims in creating one or more continuous and accessible path(s) along the waterline (either next to the water or further away from it), so that the fragmented zone of the waterfront can become a continuous entity. Two different examples of how to apply the strategy of parallel connection along the waterfront, are found in the cases of Toronto and Bordeaux.

The already existing green spaces along the riverfront are being connected with each other through green corridors (which consist mainly of rows of trees). They provide a new green structure for the riverfront. An application of this strategy is found in the case of the Toronto central riverfront.

The strategy of creating anchor points in specific parts of the riverfront, aims in creating reference points which give identity along the riverfront and attract a more intensive use from the public. The above strategy is applied both in the cases of Toronto (“wavedecks”) and the Hafencity (for example, the Magellan and the Marco Polo terraces).

“Green flows: connecting the post - industrial riverfront of Belgrade with the city”_"Flowscapes: Infrastructure as Landscape / Landscape as Infrastructure"_Anna Ioannidou_P a g e 46 | 110

Primary waterfront

Parallel connection

Toronto Urban corridors Perpendicular connection Bordeaux Floating waterfront Hamburg

Fill – in / matrix strategy Buildings (existing & proposed

Bordeaux

Parks

Landscape elements

Anchor points

Connecting existing green spaces

Hamburg

Toronto Image 22: Case studies and connecting strategies “Green flows: connecting the post - industrial riverfront of Belgrade with the city”_"Flowscapes: Infrastructure as Landscape / Landscape as Infrastructure"_Anna Ioannidou_P a g e 47 | 110

6. Ecology study The design proposal for Belgrade’s riverfront was based on the ecological theoretical and conceptual background of green infrastructure and green corridors (corridor – matrix model). The above concepts were studied and analyzed during the course AR3LA030: Design with Ecological Processes (Tutor Team: Sjef Jansen & Steffen Nijhuis). The following chapter is a summary of the essay “Transforming the green blue dynamics of Belgrade through ecological processes: An application of the 'patch - corridor - matrix' model for Belgrade’s riverfront”, written for the above course.

6.1.

Introduction

"Ecology is generally defined as the study of the interactions among organisms and their environment." (Forman, 1995, p. 19) Since the field of landscape design revolves around the 'natural' environment, taking into account the function of natural / ecological processes and implementing their principles into the design is essential. Therefore, aside from other parameters which influence the design (such as spatial, historical and social conditions), ecological (and environmental) parameters are equally – if not more important. Due to the dynamic and uncertain nature of ecological - natural processes, the attempt to use them into the design requires a different understanding than spatial planning. Therefore, it is required to find a way to express these dynamic processes in a spatial and visual way. In paragraph 6.3, there is an analysis of the main conceptual / theoretical background (the 'island theory' and its translation into the 'patch - corridor - matrix' model as described by Richard Forman in 'Landscape Mosaics'), a description of the corridor element and its functions in relation to the principle of connectivity and, finally, the strategy of 'green infrastructure' (in general as well as - specifically - in relation to the urban context). Furthermore, in paragraph 6.4, there is a detailed description of the application of the above models into the proposal for Belgrade's riverfront in the form of a corridor typology. Finally, in paragraph 6.5, there is a “Green flows: connecting the post - industrial riverfront of Belgrade with the city”_"Flowscapes: Infrastructure as Landscape / Landscape as Infrastructure"_Anna Ioannidou_P a g e 49 | 110

more analytical elaboration of the above typology (introduced in paragraph 4), with specific design examples, followed by conclusions (paragraph 6.6).

6.2. Ecological relevance of the design for Belgrade’s riverfront (Green infrastructure master plan, application problems and possible solutions) Although Belgrade is situated in the confluence of two major river axes (the Danube and the Sava) the city is not (yet) effectively connected with its riverfront (due to various reasons), something which is one of the main obstacles towards its future development in spatial terms. In order to overcome the obstacles of disconnection and develop a design which will be based on ecological principles that will provide solutions for Belgrade's neglected (also in an environmental sense) riverfront, the strategy of urban green infrastructure was chosen. Therefore, the design proposal for Belgrade's riverfront aims to partially restore the natural condition of the riparian zone (especially in the transition between the water and the embankment), while transforming the riparian zone into an ecological green - blue corridor. Furthermore, this strategy aims to connect the riparian zone of the riverfront with the existing green spaces in the city (through the application of perpendicular green corridors). The application of the ecological principles of urban green infrastructure is an attempt to resolve the spatial and ecological disconnection that is found in the territory of central Belgrade, especially between the river and the city. Nevertheless, while these problems will be resolved partially by the application of the 'patch - corridor - matrix' model, there are still obstacles which prevent the effective integration of these principles into the context. One of the basic obstacles for successfully applying the green infrastructure strategy in Belgrade's riverfront are caused by the urban structure of the city itself. The density of the built space in the city of Belgrade combined with other obstacles, such as infrastructure lines (highway, rail), and also other types of restrictions (such as for example, the complicated ownership system), create restrictions in achieving total connectivity and continuity for the urban green corridors. In general, the strategy of green infrastructure is intended to be applied in the “natural” landscape (and not within an urban context). This is one of the

reasons which make it difficult to apply the above strategy in an urban environment. In the case of urban environments there is a need to address several other design requirements on the same time. Nevertheless, ecological continuity does not equal spatial continuity. Therefore, although spatial continuity is hard to achieve in such natural, spatial and social conditions, ecological continuity is still possible. Consequently, in the urban environment where it is inevitable to avoid gaps while designing a green corridor, it is important to know that (some) animals can still inhabit and move through not continuous green patches or corridors. "The ability of an animal moving along a natural - vegetation corridor to cross a gap or break in the corridor especially improves as gap length relative to the spatial scale of species movement shortens, and with more suitable conditions in and around the gap." (Forman, 2008, p. 231) Furthermore, the fact that an urban green corridor is not entirely continuous, does not prevent other environmental - ecological benefits for the city, such as microclimatic benefits (mitigation of the heat - island effect, ventilation etc.). Therefore, providing ecological services for the city and creating better microclimatic conditions for its inhabitants is possible through the use of urban green corridors, even if they have a low degree of continuity and connectivity. There are different ways of applying a variation of the strategy of green infrastructure into urban environments. An example of such a variation is to apply a system of stepping stones in a linear form, instead of a continuous corridor. The benefits will be smaller, but it is still better than no corridor at all. "For species movement between two large natural patches, a row of stepping stones (small patches) or a poor quality corridor is normally better than no corridor, but a cluster of stepping stones with an overall linear alignment provides alternative routes and likely to be more effective" (Forman, 2008, p. 231) In practice, there are different degrees of difficulty into applying the above strategy, between the two different areas of intervention (the riparian zone and the urban zone). For the first area, a high degree of connectivity is possible, especially near the embankment area, which is not built. For the second area (the city center) a lower degree of connectivity is applied (sometimes only in the form of tree lines along the streets).

“Green flows: connecting the post - industrial riverfront of Belgrade with the city”_"Flowscapes: Infrastructure as Landscape / Landscape as Infrastructure"_Anna Ioannidou_P a g e 50 | 110

6.3.

Conceptual background

The spatial master plan for Belgrade's riverfront is strongly influenced by ecological theories such as the 'island theory' and its translation into the 'patch corridor - matrix' model (as described by Richard Forman in 'Landscape Mosaics'), the concept of 'connectivity' and the strategy of 'urban green infrastructure'. A more detailed analysis of the above theories is necessary in order to understand further the ecological benefits that are applied to the design. First, in paragraph 6.3.1., there is a description of the 'patch - corridor matrix' model ('island theory'). Secondly, in paragraph 6.3.2., there is a detailed description of the corridor element of the corridor (definition, functions, benefits and types), with a special focus on its basic function, that of connectivity. Thirdly, in paragraph 6.3.3., there is a description of the strategy of 'green infrastructure' with a main focus on its application on the urban context. 6.3.1. 'Patch - corridor - matrix' model The main theoretical - conceptual background which lies behind the ecological principles of the design proposal for Belgrade's riverfront is the 'corridor - patch - matrix' concept, which is also known as the 'island theory'. The 'patch - corridor - matrix' model is a theoretical model which describes landscape mosaics in a systematic way and is based on the conception that any land mosaic is composed only of these three types of spatial elements. Every point within a landscape is either within a patch, a corridor, or a background matrix. (Forman, 1995, p. 6) Particularly important in this model are the linear elements (the corridors) because of their specific function and ability to connect and form green infrastructure networks.

are those of conduit, filter (or barrier), source, link, and habitat. (Forman, 2008, p. 231) It is possible to categorize corridors according to the following parameters: width, degree of connectivity and shape (Forman, 2008, p. 231). In that way, corridors can "vary from wide to narrow, high to low connectivity, and meandering to straight" (Forman, 1995, p. 7) The degree of connectivity for each type of green corridor depends on the type and density of the vegetation they consist of. The difference in types of vegetation influences the corridors' potential for connectivity and consequently their ecological value. In general, the more dense the vegetation, the richer the habitat in biodiversity. There are the following possibilities of green corridors: low, medium and high vegetation (for example grass, shrubs, trees) and their combinations (grass and shrubs, grass and trees, shrubs, trees and grass, shrubs and trees). In short, grass, shrubs, and trees together with their combinations, can form in total 7 different variations of green corridors - habitats. The function of corridors as a connecting element is particularly suitable in order to resolve the disconnection between the city of Belgrade and its riverfront. Therefore, the concept of connectivity, which is dominant in both the concepts of the 'patch - corridor - matrix' model and in the strategy of 'green infrastructure' is explained further below. 'Connectivity' is the "measure of how connected or spatially continuous a corridor, network or matrix is. (The fewer the gaps, the higher the connectivity)". This concept is also related to the structural connectivity concept, while functional or behavioral connectivity refers to how connected an area is for processes, such as an animal moving through different type of landscape elements. (Forman, 1995, p. 38) It is important to point out at this point that the notion of connectivity is probably the most suitable ecological model which can be easily conceived as a spatial image and directly translated into a design.

6.3.2. Corridors and connectivity 6.3.3. (Urban) Green infrastructure A corridor is "a strip of a particular type that differs from the adjacent land on both sides" (Forman, 1995, p. 38). The main functions that a corridor provides

The fairly recent and evolving concept of green infrastructure4 is mainly based on the principle of 'connectivity'. (Pauliet, p. 272) 'Green infrastructure' is

or 'green structure' according to others â&#x20AC;&#x153;Green flows: connecting the post - industrial riverfront of Belgrade with the cityâ&#x20AC;?_"Flowscapes: Infrastructure as Landscape / Landscape as Infrastructure"_Anna Ioannidou_P a g e 51 | 110

defined as an "interconnected network of protected land and water that supports native species, maintains natural ecological processes, sustains air and water resources and contributes to health and quality of life" (Pauliet, p. 272). The concept of green infrastructure combines ecological functions with spatial and social benefits. Applying a green infrastructure strategy enhances the sense of place for a community and stimulates people to actively care for it, since "the intertwining of built structures and green spaces that persist over time creates a place that people care for and remember" (Forman, 2008, p. 238 - 239). On the other hand, sometimes, green infrastructure is "accused of diluting the ecological principles among other benefits", although there is evidence that it can actually work as a bridge between ecology and spatial planning. Furthermore, "the concept of green infrastructure can help to build bridges between different disciplines" and it can hold considerable potential to advance the adoption of ecological practice in urban planning and design. (Pauliet, p. 274, 285) The strong relationship between the concept of green infrastructure planning and ecological theories is evident, since it is based on the concepts of multifunctionality, ecosystem services, habitat connectivity and complementarity. (Pauliet, p. 284) Multifunctionality, is especially suitable and beneficial for urban green spaces, who can have on the same time ecological as well as other kinds of functions. For example, a sports' field (or recreational space in general) contributes to resolving problems such as stormwater infiltration or mitigation of the heat island effect). "However, there may also be limits to multifunctionality, as it cannot be expected that small greenspaces in densely built areas provide for intensive recreational use and at the same time be species rich habitats - particularly for disturbance - sensitive species" (Pauliet, p. 273). Particularly within the urban environment, the concept of green infrastructure can be translated into an interconnected park system. The ecological function of this park network will be combined with other functions, such as recreation, etc. In that way, "providing routes for movement of people and / or species among parks changes a group of parks into a park system, with consequent benefits to both nature and people" (Forman, 2008, p. 234). Apart from the spatial and social benefits mentioned above, a special focus needs to be given into the exact ecosystem services which are usually provided when applying a system of green spaces which are interconnected with each other

in an urban context. These ecological benefits are related to the climate, water and biodiversity and are the following: Climate -

Urban climate adaptation: cooling, mitigation of the heat island effect and ventilation of the city (Forman, 2008, p. 237, 273)

Water - Restructuring and management of waste and stormwater systems: providing a city with a more sustainable urban drainage system. - Flood prevention: reduce rapid - runoff peak - flow flooding, potential for urban green spaces to become part of a co - ordinated flood prevention system. - Groundwater recharge (Forman, 2008, p. 237, 273). - Water infiltration: reduce pollutant levels reaching water bodies, by removing impurities from runoff and - possibly - 'grey water' output from buildings before joining water courses (Kircher, p. 215 - 216). The above are done by limiting the amount of impermeable - surface area. - Water storage (in wetlands) (Kircher, p. 215 - 216) Biodiversity - Providing complementary habitats for wildlife and enhancing species dispersal (Pauliet, p. 273 & 282). - Improvement of fish populations. This is done by limiting the amount of impermeable surface areas which reduce pollutant levels reaching water bodies. (Forman, 2008, p. 237, 273)

6.4. Application of the theoretical concept into the design proposal for Belgrade's riverfront as a typology of corridors The master plan for Belgrade's riverfront is an application of the theories which were analyzed in paragraph 6.3. (the patch - corridor - matrix model and green infrastructure). On a first level, the design consists of two different zones and

types of corridors. These two types are the riparian zone (type 1) and the urban corridors, which connect the river and the riverfront to the rest of the city (type 2). First, there is a description of the structure of the riparian zone as applied in the master plan for Belgrade’s riverfront, followed by a detailed analysis of the typical riparian zone morphology, something which provides information on what are the possible design variations (in the profile sections) which will be applied in the transition between water and riparian zone. Secondly, there is a description of the structure of the urban green corridors which connect the existing green spaces within the city center, followed by a more detailed elaboration and description of the structure and design of the perpendicular green corridors (type 2) and their possible variations. 6.4.1. Riparian zone The riparian zone includes the main ecological elements. The application of the green infrastructure strategy aims to make a continuous green zone with different types of landscapes and vegetation, parallel to each other, starting from the embankment threshold and ending at the city’s edge. This zone (type 1) is different from the second one (urban corridor - type 2)) in terms of ecological value. The first type (riparian zone) provides the city with a parallel ecological connection (along the waterline), while the second type provides the perpendicular - vertical connection which is missing, between the city and the riparian zone. On a second level, this zone consists of 4 distinct sub – zones with different types of vegetation (wetland, forest, a zone with intermediate vegetation between the wetland and the forest and urban park zone). 6.4.2. Riparian zone typology "A stream or river corridor is a strip of vegetation that encloses a channel with flowing water." (Forman, 1995, p. 209 - 210) In general, a stream or river corridor may only include the active channel and its adjacent banks, or may be wide enough to include five types of linear habitat: a floodplain, hillslopes, and adjacent strips of land, which is the typical structure of the vertical profile of river corridors. (Forman, 1995, p. 208, 210)

In the case of Belgrade’s master plan, the adjacent banks are occupied by the wetland sub – zone, the floodplain is occupied by the intermediate zone and the forest zone. The border between the floodplain and the hillslopes is occupied by the urban park (the artificial watercourse separates the riverfront – floodplain – riparian zone from the city – hillslope zone) and the hillslope area is occupied by the perpendicular green corridors. One of the principles of natural rivers' morphology which is used in the design application for Belgrade's riverfront is something which is a result of the variations between the relative height of soil surface and water table which results into a variety of habitats which are naturally found in a river section,. "Different types of wetlands are commonly present, differing in the average number of months per year in which water is at or above the soil surface. With progressively less inundation (or lower water table) the following habitats are often present: marsh or bog; shrub swamp or thicket; forested swamp; and vegetation on poorly - drained, but rarely - inundated, soil of levees, ridges, and domes (hummocks)" (Forman, 1995, p. 237). Since "plants are the great interpreters of site conditions and accurately reflect and mirror what might be minute changes in soil type, topography, climate and management", the variation of water height is visible in the vegetation which can be found in the river's profile section (Dunnet, p. 98) And since "the greater the diversity of plant species in a unit of vegetation the greater the diversity of other types of organisms" this difference in vegetation, creates a difference in biodiversity. (Dunnet, p. 101) One of the basic ecological aims of the design proposal is to provide a variety of habitats along the river line of Belgrade. Based on the principle that 'variety in the gradient form results into having a variety in habitats', then applying the most effective gradient in ecological terms in the section profile of the embankment zone becomes important. The following variations differ between each other according to several parameters. These parameters differentiate the gradient of the river profile vertically in: 'shape', ‘distances’ & 'sizes' and in 'direction'. 6.4.3. Urban green corridors The second type of ecological corridors, the urban green corridors, connect the riparian zone (type 1) with the rest of the city. They provide the perpendicular connection which is missing between the city and the riparian zone and they follow

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the course of some central and important existing infrastructure lines (highways or main roads in the center of Belgrade). The width of these corridors is narrower than the width of the riparian zone and has a less dense vegetation. They create a type of streetscape with a more artificial - urban image in comparison to the 'natural' character found in the riparian zone. 6.4.4. Urban green corridor typology Outside the riparian zone of the riverfront, within the existing urban tissue, the green corridors (type 2) connect the green structure of the riparian zone with smaller existing green spaces (patches) within the city. Because of various obstacles and lack of space, in most of their length, these fingers act as stepping stones and assist the continuation of the green zone of the riverfront by "expanding" it in the city. The ecological value of these fingers is mainly focused on providing microclimatic comfort for the inhabitants. Furthermore, although the potential of tree these corridors within an urban matrix in enhancing the urban biodiversity is low, there is still an opportunity of creating better urban habitats, not only for the inhabitants, but also for some species. As mentioned before (in paragraph 6.3.2.), there are different categories of corridors, which vary as far as the degree of connectivity is concerned. This depends on whether they consist of low vegetation (e.g. grass), middle vegetation (e.g. shrubs) or high vegetation (e.g. trees) or a combination of the above. The degree of connectivity of this category of corridors depends on the type of vegetation they consist of. The more dense the vegetation, the richer the habitat in biodiversity. Therefore the aim of the design was to apply all types in order to have more variety, both in ecological terms as well as in spatial - aesthetic terms. Outside the limits of the riverfront zone, entirely continuous grass and shrub corridors are not possible to achieve. For that reason the most common type of corridor which will be used in this part of the intervention is that of trees in a row. Nevertheless, grass and shrub corridors, although they will not be entirely continuous within the urban environment of Belgrade, they will still add to the ecological quality of the city. The simplest type of urban green corridor consists of a line of trees (see image). The second step is to add to that a layer of low vegetation. In order to

provide an even richer and more effective habitat, the third step is to add a layer of shrub vegetation. In addition to that, a final step is to add a layer of water. Furthermore, there is another kind of typology which illustrates the process through which the urban corridors, are connected with other existing or new green spaces in the city (see image). The first elements which are added to the design is a line of trees. The next step is to connect this line of trees to the adjacent existing green spaces (parks etc.). The third step is to identify other possible small areas which exist in close proximity to the corridor and connect them to this network. These green niches can be either public or private (for example a house courtyard or an empty unbuilt plot). In that way, extensions to the green network which make its habitat effectiveness higher are created.

Image 23: Green corridors â&#x20AC;&#x153;Green flows: connecting the post - industrial riverfront of Belgrade with the cityâ&#x20AC;?_"Flowscapes: Infrastructure as Landscape / Landscape as Infrastructure"_Anna Ioannidou_P a g e 55 | 110

Image 24: Green corridors

Image 25: Embankment typology

Image 26: Urban green corridors typology

7. Design application 7.1.

Master plan

7.2.

Selected Areas

7.2.1. Industrial Port – existing situation 7.2.2. Public spaces on the water edge (Industrial port) - proposal 7.2.3. Marina Dorcol - existing situation 7.2.4. System of public squares for the neighbourhood (Marina Dorcol) – proposal 7.2.5.

Touristic harbor (Concrete Hall) - existing situation

7.2.6. Green parking terrace on the Concrete Hall (Touristic harbour) - proposal

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Ecological corridors Wetland Forest Intermediate zone Urban park (with watercourse) Perpendicular green corridors Slow movement recreational corridors Pedestrian path Bicycle path Tram network Watercourse City extension

Image 27: Master plan

City extension

Ecological corridors: Perpendicular green corridors

Perpendicular connection strategy

City extension

Slow movement recreational corridors: Watercourse

Connecting existing green spaces strategy

Slow movement recreational corridors: Tram Slow movement recreational corridors: Bicycle

Fill – in / matrix strategy

Slow movement recreational corridors: Pedestrian Slow movement recreational corridors: Wetland Forest Intermediate zone (together with watercourse) Master plan: All layers

Parallel connection strategy

Anchor points strategy

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Parallel connection

Riparian zone

Perpendicular connection

Green corridors

Connecting existing green spaces

Image 29: Master plan Main zones â&#x20AC;&#x153;Green flows: connecting the post - industrial riverfront of Belgrade with the cityâ&#x20AC;?_"Flowscapes: Infrastructure as Landscape / Landscape as Infrastructure"_Anna Ioannidou_P a g e 63 | 110

Parallel connection

Wetland

Forest

Perpendicular connection

Urban park Fill – in / matrix strategy

Intermediate zone Perpendicular connection Ecological corridors

Perpendicular green corridors

Wetland Forest Intermediate zone Urban park (with watercourse) Perpendicular green corridors

Image 30: Master Plan Ecological corridors

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Pedestrian path

Parallel connection Bicycle path Tram network Watercourse

Slow movement recreational corridors Pedestrian path Bicycle path Tram network Watercourse

Image 31: Riparian zone Slow movement recreational corridors / paths

‐

Fill – in / matrix strategy

Image 32: Riparian zone City edge extension

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Marina Dorcol

Touristic port

Industrial port

Image 33: Selected areas

Pedestrian path Bicycle path Existing railway tracks Watercourse Tram network Street Wetland ecological corridor Forest ecological corridor Public square Floating structures

Danube 9 .

7 . 5

10 12

21 15

3 22

13 17

20 18

3 19

18 17

1. Silos 2. Secondary pedestrian path on the existing rail tracks 3. Bicycle tunnel 4. Existing buildings 5. Main bicycle path 6. Secondary bicycle path 7. Main pedestrian path 8. Secondary pedestrian path 9. Green axis – connection to the city’s central square (Terazije) 10. Deck 11. Swimming pond 12. Cracks on the deck 13. Extension of the green axis – sitting areas 14. Peer structure 15. Floating ponds 16. Marina 17. Flexible public space 18. Cracks watercourses 19. New buildings – new edge 20. Cranes 21. Natural edge 22. Peers

Image 34:

Public spaces on the water edge Proposal - Plan

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emptiness / monumental industrial heritage / unrefined / raw / out of human scale - proportion

Image 35: Public spaces on the water edge (Industrial port) Existing situation and analytical diagrams (application of connecting strategies)

3 5

7 12 10 11 9

Section Scale 1: 500

10 11 12

Section Scale 1:100 Image 36: Public spaces on the water edge – Industrial port Proposal Sections

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Image 37: Public spaces on the water edge – Industrial port Proposal Perspective view

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Dissolving the borders between land and water / cracks / re – use of industrial heritage (cranes, silos, buildings etc.)

Image 38: Public space on the water (Industrial port) Dissolving the borders between land and water / cracks / industrial heritage, buildings, silos etc. References

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Pedestrian path Bicycle path Existing railway tracks Watercourse Tram network Street Wetland ecological corridor Forest ecological corridor Public square Floating structures

Danube

1. 2.

1 16

3 5

5. 6. 7.

12 11 13

1 8

8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20.

Public square Floating steps on the water edge Main pedestrian path (along the water) Secondary pedestrian paths – connections with the city Grass Forest Forest following the existing railway tracks New tram network Main bicycle path Secondary bicycle path Marina Peer Existing buildings Single trees on the public square Streets New buildings – new city edge Playground square Restaurants and cafes square Open market square Square in front of the old power plant

Image 39: Network of public spaces for the neighborhood (Marina Dorcol) Proposal Plan

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small scale / industrial monument / marina / historical neighborhood / views

Image 40: Marina Dorcol Existing situation and analytical diagrams (application of connecting strategies)

1. 2. 3. 13

1 20

2 11 12

4. 1 3 14 18

10 6

14 1 17 2

5. 6. 7.

Section Scale 1:500 Image 41: Network of public spaces for the neighborhood (Marina Dorcol) Proposal Section

8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20.

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Image 42: Network of public spaces for the neighborhood (Marina Dorcol) Proposal Perspective view

small scale / connection between water and land / steps - levels / urban public spaces / orientation to the water

Image 43: Network of public spaces for the neighborhood (Marina Dorcol) small scale / connection between water and land / steps - levels / urban public spaces / orientation to the water

References â&#x20AC;&#x153;Green flows: connecting the post - industrial riverfront of Belgrade with the cityâ&#x20AC;?_"Flowscapes: Infrastructure as Landscape / Landscape as Infrastructure"_Anna Ioannidou_P a g e 78 | 110

Pedestrian path Bicycle path Existing railway tracks Watercourse Tram network Street Wetland ecological corridor Forest ecological corridor Public square Floating structures

Sava

3 18

4 5 11

10 17

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12.

13. 14. 15. 16. 17. 18. 19.

Kalemegdan fortress Main pedestrian path Bicycle path Street Parking spaces Floating structure in the river Touristic port Existing tram junction park Existing railway tunnel – New tram Grass Green terrace Medium vegetation (shrubs) Benches Existing building Concrete Hall Watercourse Connection to the fortress Stairs and ramps Tram line

Image 44: Green parking terrace on the Concrete Hall Proposal Plan

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Image 45: Green parking terrace on the Concrete Hall Existing situation and analytical diagrams (application of connecting strategies)

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12.

Section Scale 1:500 Image 46: Green parking terrace on the Concrete Hall Proposal Section

13. 14. 15. 16. 17. 18. 19.

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Image 47: Green parking terrace on the Concrete Hall Proposal Perspective view

Image 48: Green parking terrace on the Concrete Hall References

8. 8.1.

Reflection Motivation and relevance

The close connection between waterfronts, and industrial development, is a characteristic which many industrially developed cities around the world have in common. Nowadays, in the post - industrial age, these cities share the common problem of de - industrialization and on the same time, the challenge of how to re - use, re - develop and re - design their waterfronts so as to adapt them to the present urban spatial and socio - economic conditions. There are various efforts of intervening and revitalizing such areas worldwide. Nevertheless, the ecological value of the waterfronts, as natural places within the cities, is not given the attention that it deserves, in the vast majority of these examples. Therefore, from a landscape architectural point of view, there is still room for research in order to formulate alternative ways for future post industrial redevelopment on urban waterfronts, towards a more ecological and sustainable perspective. This thesis is part of this field of research.

8.2. Relationship between the theme of the studio and the subject/case study chosen within this framework (location/object) The Flowscapes studio (Infrastructure as landscape and landscape as infrastructure) “seeks to explore infrastructure as a type of landscape and landscape as a type of infrastructure (cf. Strang, 1996). The hybridization of the two concepts seeks to redefine infrastructure beyond its strictly utilitarian definition, while allowing landscape design to gain operative force in territorial transformation processes” (p. 12). The studio provides a broad framework which revolved around the themes of flow, movement, landscape and infrastructure while relating them with ecological, social and spatial aspects. Within the general framework of Flowscapes, the specific theme of green infrastructure is chosen as a strategy which can be applied in the territory of Belgrade’s former industrial waterfront in order to increase its accessibility and its public use, while on the same time provide the ecological link which is currently missing. “Green flows: connecting the post - industrial riverfront of Belgrade with the city”_"Flowscapes: Infrastructure as Landscape / Landscape as Infrastructure"_Anna Ioannidou_P a g e 84 | 110

“The studio was framed around the Rhine – Danube corridor, integrating and defining Europe between the North Sea and the Black Sea. Along the Rhine Danube corridor various case studies have been selected based on their strategic and integral nature and potentiality to become a landscape architecture design based case study” (p. 34). Within the general spatial framework of the Rhine – Danube corridor, the city of Belgrade was selected as the general case study area and more specifically Belgrade’s disconnected former industrial riverfront was the exact location of the design application. The reason for the selection of this specific context was the fact that that it constitutes an interesting case for applying the strategy of green infrastructure into an urban and socio – politically complicated context. Also, the fact that we were dealing with a former industrial zone in a transitional stage created a suitable environment for applying green infrastructure strategies, in an otherwise densely built urban context.

8.3. Relationship between the methodical line of approach of the studio and the method chosen by the student in this framework The methodical line of approach of the studio varied according to the specific choice of project. In general, the students were encouraged to choose their own methodical line of approach within the Flowscapes studio and build it around the specific nature of their own project (during the course AR3LA020: Research Methodology in Landscape Architecture). Further theoretical input related with ecological principles and theories was acquired through the course AR3LA030: Design with Ecological Processes. Nevertheless, the basic stages of research were followed in general in the following order (problem statement, research question and aim of research, context analysis, diagnosis, precedents study, design proposal). Within this framework, the choice of a design – based approach was possible, but this included a lot of overlapping throughout the stages. The fact that design – based approaches are not as linear as the above order suggests, resulted into some uncertainty in the initial stages of defining the problem statement and the aim of research. So, it was possible to draw a defining line between research and design only at a later stage. Nevertheless, the size of the context and the multiple themes that needed to be addressed within the specific case study, still justify this method as a suitable choice for this specific case study.

Finally, while the process which was chosen was based mainly on design research, it was combined with research - based approaches at certain stages (for example, precedents’ study and context analysis). This combination of the two approaches, each one in its appropriate moment, led successfully to the final product.

8.4.

Relationship between research and design

Throughout almost all stages of the research and design process, a design – based approach was mainly applied, while in some stages of the process, this approach was temporarily enriched by research – based additions. First, in the initial stages of forming the problem statement (disconnection of the city of Belgrade from its riverfront) and defining the aim of research (How can we spatially establish a connection / relation of the city of Belgrade with its riverfront?) were based on design research. During the analysis phase, the separate parts of the riverfront were studied through the use of sections on specific parts of the riverfront in order to become aware of the different characteristic qualities of each part (location, proximity, access, state, use, spatial characteristics etc.). This helped the decision making process (in the stage of diagnosis) related with choosing among them the most suitable areas for a more detailed and specific design elaboration in three areas (touristic harbor and Concrete Hall, marina Dorcol and industrial harbor), according to certain criteria (suitability & differentiation). A separate part of the process, which was not based on a design approach, was the study and analysis of precedents, on other former industrial waterfronts (Toronto central waterfront, Hafencity in Hamburg and Bordeaux rive droite) with similar issues and problems (disconnection). Through this stage, five possible connecting strategies (parallel, perpendicular connection, fill – in / matrix, anchor points and connecting existing green spaces) were defined. The above stage directly influenced the design stage. The 5 strategies were applied into the master plan for the whole waterfront, as well as into the design of the three selected areas, in different ways. Looking back, the choice of basing the research process to design – based methodology, while on the same time involving rational research – based analysis on specific points) was beneficial into different ways. Firstly, it was crucial for the definition of the general problem of disconnection on the large scale. This approach

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helped with becoming directly more familiar with the area, before even having the opportunity to visit it. Furthermore, it helped in overcoming to a certain degree the uncertainties caused by the lack of accessibility in a large part of the site. To conclude, the design – based approach helped into establishing a better balance between the final design and the existing condition of the area and achieve a design which is more integrated into the spatial reality of the area. The area is currently in an unstable and dynamic / transitional phase. The aim of the design was to integrate elements from the past of the site with the future plans of development for this area, in a subtle way. Therefore, with this method, it was made possible that the final design combined the preservation of some characteristic elements found in the urban and industrial landscape of Belgrade’s riverfront with the new interventions which connect it with the city.

8.5.

Reflection on methodology

"Design as an approach that specifically incorporates intuition and emotion, allows us to identify an image of the whole' at a relatively early stage in spite of the degree of complexity, and thus to formulate a first idea" (Von Seggern, Werner, 2008, p. 51). There is a certain connection between specific types of design assignments and the choice of a particular methodology. At this point, it is important to point out the advantages of the creative approach and how 'creativity' and 'intuition' can contribute into the design process in terms of methodology. By acknowledging that - in their majority - design problems are more complex than other academic problems, we become aware of the necessity of the 'creative' approach. Furthermore, it is important for the quality of every design that it is integrated to its context. Without doubt, the choice of the 'creative' approach offers exactly that - a strong connection between the analysis of the existing situation and the final result of the design elaboration. 'Scale' is also an important factor which directs the choice of the most suitable methodology. It can be argued that the larger the scale, the more abstract the design process. The more the designer “zooms out”, the more he / she is in need of using his / her ability to think in an abstract sense. The complexity which rises by analyzing so many different uncontrollable and immeasurable factors (such as topographical, spatial, social, environmental,

economic, historical etc.) which shape and influence the landscape is - on the same time - difficult and time - consuming. If the researcher analyzes and breaks down into small pieces a complicated context from the beginning, there is a risk that he / she may become lost in the details instead of focusing in the larger picture. Although it is necessary to do that at some point of the process, it can be quite discouraging to start in such a way. Therefore, the designer should definitely consider the possibility of relying on intuitively - driven approaches such as the 'creative' methodology (at least in the initial stages of a design process). Furthermore, the 'creative' approach, can be described as an effort to unlock the researcher's 'intuition' in the initial stage of the research. "Intuition is a capability not to be confused with the feeling, for a direct comprehensive and holistic grasp, cognition and perception of intellectual contents, connections of meaning and essences, but also sensory data and facts and circumstances. One thereby experiences them as creative ..." (Von Seggern, Werner, 2008, p. 41). Consequently, 'intuition' is not an emotional function, but mainly a cognitive one, therefore it is mistakenly considered to be irrational and consequently not suitable for academic research. Intuition, is based on facts and rational thought, though not in a discursive, linear and self - evident way. In a way, we could describe this function of the human brain as 'unconscious rationality'. On other terms, this function could be described as a 'shortcut' through a long discursive line of thinking. The researcher "skips" a few steps and comes to a conclusion quicker than if he would have used a discursive line of thinking. Finally, in the later stages, intuition usually loses importance against more conscious ways of decision - making.

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9. Conclusions

9.1.

Conclusions on methodology

“Understanding is creativity and is thereby a means of creating knowledge” (Von Seggern, Werner, 2008, p. 77) To conclude, the design process can be perceived as research, both when it is 'research - based', but also in the case of the 'design - based' approach, as long as the methodological process meets certain criteria which make it more systematic. Although the creative processes are usually more intuitive and less systematic in general, compared to the rational ones, the example of Bernard Lassus's, proves the possibility of finding systematic strategies within a creative process. His strategies of the 'inventive analysis' and 'minimal intervention' provide a more solid ground for 'design - based' research, while on the same time they do not prevent the designer from operating in creative ways. Furthermore, the methodological approach which was used in the case study for Belgrade’s riverfront, shows that creativity, if it is introduced at specific points in the design process and combined with other techniques, can offer a systematic design process. Therefore, if systematic, the 'creative' approach provides credibility to the design process and makes it a legitimate form of 'research'. On the other hand, a small part of paragraphs 3 and 8.5. of this report (which refer to the methodological approach) are a critique towards the 'rational' approach. This is done in order to emphasize that it is not always possible to rely only in 'research - based' methodological approaches, when it comes to large - scale and trans - disciplinary design problems (both are found very often in the field of landscape architecture). For this scale and degree of complexity, the 'creative' approach is more suitable as it offers a strong connection between the existing situation and the final result. Although it is a legitimate critique (in order to prove the advantages of the opposite approach), it is probably necessary to clarify at this point that in reality, both approaches incorporate qualities which are quite complementary to each other. After all, it is unrealistic to expect that a designer can adopt a purely 'academic' or a purely 'creative' approach. A personalized and balanced approach, which includes elements from both stances, with a conscious decision, based on the needs of each stage of the design process, about when it is preferable to “Green flows: connecting the post - industrial riverfront of Belgrade with the city”_"Flowscapes: Infrastructure as Landscape / Landscape as Infrastructure"_Anna Ioannidou_P a g e 88 | 110

abandon the one and begin with the other, seems to be the optimum solution (as it was applied in the case of Belgradeâ&#x20AC;&#x2122;s riverfront) (Von Seggern, Werner, 2008, p. 37).

9.2.

Conclusions on ecology

To conclude, implementing ecological principles into a landscape design can be translated into a spatial design. First, in relation to the problem of connection between ecological and spatial planning, there is proof that it is possible to express the dynamic character of the ecological - natural process in a spatial and visual way, through various applications of the strategy of green infrastructure. Furthermore, the notion of connectivity is the most suitable ecological model to be conceived as a spatial image and directly visualized and translated into a design. Also, there is evidence that green infrastructure can actually work as a bridge between ecology and spatial planning. The above point is proven also by the example of Belgrade's riverfront, whose spatial design is an application of the following ecological theories: the 'island theory', the 'patch - corridor - matrix' model, the concept of 'connectivity' and the strategy of 'urban green infrastructure'. The above concepts are particularly suitable for the case of Belgrade, since the function of corridors as connecting elements becomes a way to resolve the problem of disconnection between the city and its riverfront. Secondly, in relation to the problem of applying ecological strategies in the urban environment, there is evidence that the application of the strategy of green infrastructure in an urban context is possible if applied in a specific way. One of the reasons for the above point is that urban green spaces can be multifunctional and have on the same time ecological as well as other kinds of functions. More specifically, within the urban environment, the concept of green infrastructure can be translated into an interconnected park system, whose main function will be ecological, while on the same time, it can be combined with recreation, etc. Furthermore, the ecosystem services which are usually provided when applying a green infrastructure network in an urban matrix are numerous (cooling, mitigation of the heat island effect, ventilation of the city, restructuring and management of waste and storm - water systems, flood prevention, water

infiltration, water storage, groundwater recharge, conservation or creation of habitats for species dispersal and improvement of fish populations in streams etc.). In relation to the problem of applying the strategy of green infrastructure in the urban environment, there is no doubt that there are obstacles in achieving total connectivity and continuity for green corridors. These obstacles include the density of the built space, infrastructure lines which function as barriers (e.g. highway, rail lines), complications caused by ownership problems, etc.). Consequently, in the urban context, entirely continuous green corridors are not possible to achieve. The above point is proven also by the design example for Belgrade's riverfront, where there are different degrees of difficulty into applying the strategy of green infrastructure between the riparian section and the urban section. For the first area, a high degree of connectivity is possible, especially near the embankment area. For the second area a lower degree of connectivity was achieved. Nevertheless, it is possible to deal with the above problems of limited connectivity, especially since ecological continuity does not equal spatial continuity. The fact that an urban green corridor is not entirely continuous in an urban environment, does not prevent other environmental - ecological benefits for the city, such as providing ecological services for the city. Even if corridors are not be entirely continuous within an urban matrix they will still add to the ecological quality of the city. Furthermore, there are effective solutions which can be found in applying a variation of the strategy of green infrastructure into an urban environments (such as a system of stepping stones in a linear form). The benefits will be amplified, but it is still better than no corridor at all. Finally, in relation to the effectiveness of different corridor typologies, it is a fact that the degree of connectivity for each type of green corridor depends on the type and density of the vegetation they consist of. The difference in types of vegetation influences the corridors' potential for connectivity and consequently their ecological value. In general, the more dense the vegetation, the more effective the habitat and the richer the biodiversity.

Infrastructure

Natural landscape

Infrastructure and landscape

Urban landscape

Industry

Industry and landscape

Image 49: Conclusions Balance between natural and urban landscape Industry and infrastructure as part of the city’s history and landscape “Green flows: connecting the post - industrial riverfront of Belgrade with the city”_"Flowscapes: Infrastructure as Landscape / Landscape as Infrastructure"_Anna Ioannidou_P a g e 90 | 110

10. References Baltălungă, A. A., Dumitrescu, D., 2008, "The Role of the Danube River as the Main Waterway of Central and South Eastern Europe. Geopolitical and Economic Aspects." Bursać, B., 2006, "Identifying and creating the identity of Belgrade" City of Belgrade, 2010, "Beograd - European Capital of Culture 2020. Program Study. The Main Conceptual Design of the City of Beograd Application Program. Conceptualization, Program Framework, Strategic Model and Organizational Plan" Douglas, I., Ravetz, J., "Urban Ecology: the bigger picture", In: Niemela, J. et al. (eds.) (2011), "Urban Ecology. Patterns, processes, and applications" Dunnet, N., "The dynamic nature of plant communities: pattern and process in designed plant communities", In: Dunnett, N., Hitchmough, J. (eds.) (2008), "The Dynamic Landscape. Design, Ecology and Management of Naturalistic Urban Planning" Forman, R., 1995, "Land Mosaics: The Ecology of Landscapes and Regions" Foucault, M., 1967, "Of Other Spaces: Utopias and Heterotopias" Forman, R. (2008), "Urban Regions: Ecology and Planning Beyond the City" Franklin, C., "Fostering living landscapes", In: Thomson, G. F., Steiner, F. R. (1997), "Ecological Design and Planning" Gligorijević, Ž., 2012, "Belgrade Planning in a New Cycle of Transition" Grozdanic, M., 2008, "Belgrade - European metropolis, transformations through space and time" Jansen, S. (2012), "The spatial conditions in ecosystems and plans", Lecture Jong, T. M. d., “Context – analysis”, In: Jong, T. M. d., Voordt, D. J. M. v. d. (eds.) (2002), "Ways to Study and Research Urban, Architectural and Technical Design" Kircher, W., "Wetlands and water bodies", In: Dunnett, N., Hitchmough, J. (eds.) (2008), "The Dynamic Landscape. Design, Ecology and Management of Naturalistic Urban Planning" Kovács, P., 2011, "Role of the River Danube in the Spatial Development of Central- and South-East Europe" Lassus, B., "Minimal intervention / 1981, Conference at Gibellina - Nuova, Sicily, September", In: Lassus, B., (1998), "The Landscape Approach" “Green flows: connecting the post - industrial riverfront of Belgrade with the city”_"Flowscapes: Infrastructure as Landscape / Landscape as Infrastructure"_Anna Ioannidou_P a g e 92 | 110

Lassus, B., "The invention of espace propre”, In: Lassus, B. (1998), "The Landscape Approach" Lehtovuori, P., Ruoppila, S., 2012, "Temporary uses as means of experimental urban planning" Milburn, L. S., Brown, R. D., Mulley, S. J., Hilts, S. (2003), “Assessing academic contributions in landscape architecture” Nijhuis, S., Bobbink, I. (2012), “Design - related research in landscape architecture” Nijhuis St., Jauslin D., de Vries Chr., 2012 – 2013, Flowscapes Graduation Studio (Landscape as infrastructure and Landscape as infrastructure) reader Odum, E. P., Barrett, G.W., "Fundamentals of Ecology" Pauliet, St. et al., "Multifunctional green infrastructure planning to promote ecological services in the city", In: Niemela, J. et al. (eds.) (2011), "Urban Ecology. Patterns, processes, and applications" Rowe, P. G., “Procedural aspects of design thinking”, In: Rowe, P. G. (1987), “Design Thinking” Rijkswaterstaat, InnovatieNetwerk, Deltares en CURNET maken ruimte voor flexibel gebruik, "Tijdelijk Anders Bestemmen" in: http://www.tijdelijkandersbestemmen.nl/ Sola - Morales, I., 1995, "Terrain Vague" Strang, G. L., 1996, "Infrastructure as Landscape [Infrastructure as Landscape, Landscape as Infrastructure]" Tockner, K., Uehlinger, U., Robinson, C. T., 2008, "Rivers of Europe" Von Seggern, H., "Exploration: creativity, understanding and idea", In: Von Seggern, H., Werner, J., Grosse - Bachle, L. (eds.) (2008), "Creating Knowledge. Innovation Strategies for Designing Urban Landscapes" Von Seggern, H., Werner, J., "Designing as an integrative process of creating knowledge", In: Von Seggern, H., Werner, J., Grosse - Bachle, L. (eds.) (2008), "Creating Knowledge. Innovation Strategies for Designing Urban Landscapes" WWF, 2002, "Waterway Transport on Europe’s Lifeline, the Danube, Impacts, Threats and Opportunities"

“Green flows: connecting the post - industrial riverfront of Belgrade with the city”_"Flowscapes: Infrastructure as Landscape / Landscape as Infrastructure"_Anna Ioannidou_P a g e 93 | 110

11. Appendix - neighborhood analysis

2 Marina at the entrance of the island

1’

2’

Green space: high vegetation Green space: low vegetation

Access to Island

Sculpture at the entrance of the island

Building Tram line

Kosutnjak

New Belgrade Sava

Sava

Section 1 – 1’ Ada Cicanglia Shipyard Hippodrome Sava

Sava

Section 2 – 2’

• • •

Program (recreation and sports) Endpoint of the existing bicycle path The entrance to the island is a transition between the urban waterfront and a more natural area in the borders of the city

Artificial lake in Ada Cicanglia Island Image 50: Ada Ciganlia Recreation and sports island “Green flows: connecting the post - industrial riverfront of Belgrade with the city”_"Flowscapes: Infrastructure as Landscape / Landscape as Infrastructure"_Anna Ioannidou_P a g e 96 | 110

3 3’

Natural embankment

Green space: high vegetation Building Tram line Rail line

Sava New Belgrade

Shipyard

Belgrade Fairground

Senjak

Sava

Section 3 – 3’

Narrow bicycle path Blocked access to the riverfront •

•

Location: Between Ada Bridge (Most na Adi) and Old Rail Bridge Parts of the natural floodplain are preserved (ecological value) Narrow cycle path and blocked access to the waterfront.

Floating settlement on Sava riverfront Image 51: Belgrade fairground “Green flows: connecting the post - industrial riverfront of Belgrade with the city”_"Flowscapes: Infrastructure as Landscape / Landscape as Infrastructure"_Anna Ioannidou_P a g e 97 | 110

5 4

7 8 8’ 6’ 7’

Train Depot

4’ 5’ Green space: low vegetation

New Belgrade

Building

Section 4 – 4’

Sava New Belgrade

Tram line Rail line

Vracar Railway area

Vracar

Sava

New Belgrade

Sava

Railway area Railway area

Section 5 – 5’ Vracar

Section 6 – 6’

Vracar New Belgrade

Sava

Railway area

Section 7 – 7’

•

Vracar New Belgrade

Savas

Railway area

Section 8 – 8’ • •

•

Location: Between Old Rail Bridge and Old Sava bridge (Stari Savski Most), including the Gazela Bridge and interchange. Zone prone to flooding Train wagons, rail Bridge and Network of railway lines for potential re – use Good views to the opposite side of the Sava(New Belgrade) Derelict railway network for re-use, infrastructural historical monument, relatively empty area)

Image 52: Central station “Green flows: connecting the post - industrial riverfront of Belgrade with the city”_"Flowscapes: Infrastructure as Landscape / Landscape as Infrastructure"_Anna Ioannidou_P a g e 98 | 110

10 9

10’ 9’ Brankov Bridge

Green space: high vegetation Old Fairground in New Belgrade Green space: low vegetation

Building

City center Sava

Savamala

Section 9 – 9’

Tram line Rail line

Sava Old Fairground in New Belgrade Savamala Sava

Section 10 – 10’ Historical buildings in Savamala •

• • •

•

View of Savamala from the riverfront

Location: Between Old Sava bridge (Stari Savski Most) and Brankov bridge Narrow path on the riverfront Direct access / connection to the city Area of the old center which includes many old, historical – but also neglected and unused – buildings Open views to the opposite side (Old fairground historical area in New Belgrade)

Image 53: Savamala “Green flows: connecting the post - industrial riverfront of Belgrade with the city”_"Flowscapes: Infrastructure as Landscape / Landscape as Infrastructure"_Anna Ioannidou_P a g e 99 | 110

Selected area

13 12

13’

12’ 11’

Re-used warehouses near the port Green space: low vegetation

City center

Usce park in New Belgrade

Building

Sava

Tram line Rail line

Sava

Section 11 – 11’

Kelemegdan park Usce park in New Belgrade Sava

Section 12 – 12’ Kelemegdan park

Usce park in New Belgrade

Sava

Section 13 – 13’

Bicycle path near the port

• •

•

Central / important point Direct access from the city center, Savamala area and Kalemegdan fortress Open views to the opposite side (Usce park in New Belgrade) Busy use because of the touristic port

View of the old city from New Belgrade Image 54: Touristic port (and concrete hall) “Green flows: connecting the post - industrial riverfront of Belgrade with the city”_"Flowscapes: Infrastructure as Landscape / Landscape as Infrastructure"_Anna Ioannidou_P a g e 100 | 110

14 15’ 14’

Kalemegdan hill

Green space: high vegetation Green space: low vegetation Kalemegdan upper town

Building Tram line Rail line

Great war island Kalemegdan lower town

Danube & Sava Confluence

Section 14 – 14’

Sava & Danube confluence

• Sports complex

Danube floodplain Sava & Danube confluence

Embankment on the confluence of Sava and Danube rivers

Kalemegdan

Section 15 – 15’

•

• •

• • Panoramic view of the Great war island from the Kalemegdan embankment on the confluence of

Views to natural areas (Great war island protected natural area) Confluence point of Danube and Sava (views to both rivers) Landmark – Historical Monument Frequently used part of the waterfront with some basic waterfront design qualities (suitable for public use Most central and important part of the city Direct access to the city center and city’s central square, Terazije.

Sava and Danube rivers Image 55: Kalemegdan fortress “Green flows: connecting the post - industrial riverfront of Belgrade with the city”_"Flowscapes: Infrastructure as Landscape / Landscape as Infrastructure"_Anna Ioannidou_P a g e 101 | 110

16’

Residential area & railway Green space: low vegetation

Residential area in Dorcol

Building Rail line

Danube Danube floodplain

Dorcol

Danube

Section 16 – 16’ Railway network • •

•

• •

End of bicycle path End of accessible part of the waterfront for the public It is located on the border with the industrial zone of Belgrade (Danube Port) Railway network Open views to the Danube

Embankment on the Danube Image 56: Dorcol residential area “Green flows: connecting the post - industrial riverfront of Belgrade with the city”_"Flowscapes: Infrastructure as Landscape / Landscape as Infrastructure"_Anna Ioannidou_P a g e 102 | 110

17 18 Selected area D. 17’ 18’ 19’

Electric power plant at Marina Dorcol

Green space: high vegetation Green space: low vegetationDanube floodplain

Danube

Marina Dorcol

Dorcol

Section 17 – 17’

Building Rail line

Danube

Danube floodplain

Danube

Marina Dorcol

Dorcol

Marina Dorcol

Section 18 – 18’ Dorcol

Section 19 – 19’

Embankment on the Danube riverfront

accessible only for pedestrians

• • •

•

Inaccessible Area End of accessible part of the waterfront Industrial monument: Electric Power Plant (listed building) Area in transitional process

Border between accessible and inaccessible areas on the Danube riverfront Image 57: Marina Dorcol “Green flows: connecting the post - industrial riverfront of Belgrade with the city”_"Flowscapes: Infrastructure as Landscape / Landscape as Infrastructure"_Anna Ioannidou_P a g e 103 | 110

20 20’

21 22

Selected are

22’ 21’ 23’

warehouses

Green space: high vegetation Green space: low vegetation

Danube

Tram station

Section 20 – 20’

Danube floodplain

Building Rail line

Dorcol Industrial zone

Dorcol

Danube

Industrial zone Danube

Industrial port

Section 21 – 21’

Danube floodplain Dorcol Danube

Industrial zone

Section 22 – 22’ • • •

Industrial zone

Danube floodplain Danube

Section 23 – 23’ •

Possible direct connection to the city’s main square Inaccessible area Important and characteristic part of the city, very different from any other area Area in transition

Access point to the industrial area from the city Image 58: Industrial port “Green flows: connecting the post - industrial riverfront of Belgrade with the city”_"Flowscapes: Infrastructure as Landscape / Landscape as Infrastructure"_Anna Ioannidou_P a g e 104 | 110

24 25 2627 28 30 29

24’

25’

26’ 27’28’ 29’

30’

Green space: high vegetation Green space: low vegetation Building Rail line

Karaburma

Floodplain

Ada Huja

Section 24 – 24’

Danube

Karaburma Floodplain

Section 25 – 25’

Ada Huja

Danube

Karaburma

Floodplain

Danube

Paper industryAda Huja

Section 26 – 26’ •

Karaburma

Floodplain

Danube

Paper industry Ada Huja

Section 27 – 27’ • •

Karaburma Floodplain

Danube

Ada Huja

Karaburma

Floodplain

Danube

Section 29 – 29’

Ada Huja

•

Section 28 – 28’ • •

Area without use (except some disperse industrial use which is the exception) Natural quality Accessible, but neglected, unstructured and unused Marina Accessible natural peninsula Paper industry in use

Karaburma Floodplain

Danube

Ada Huja

Section 30 – 30’

Image 59: Ada Huja “Green flows: connecting the post - industrial riverfront of Belgrade with the city”_"Flowscapes: Infrastructure as Landscape / Landscape as Infrastructure"_Anna Ioannidou_P a g e 105 | 110

Image 60: Selection method Neighborhood qualities – attributes Criteria: Suitability and Differentiation “Green flows: connecting the post - industrial riverfront of Belgrade with the city”_"Flowscapes: Infrastructure as Landscape / Landscape as Infrastructure"_Anna Ioannidou_P a g e 106 | 110

Image 61: Selection method

Image 62:

Selection method Assessment

Image 63:

Selection method First selection

Image 64:

Selection method Final selection