Final thesis work: Paris "little belt" reactivation

Temporary architecture as a tool to revitalize disused places through the case study of Paris former circular railway

Anouck Badina Politecnico di Milano School of Architecture Urban Planning Construction Engineering Master of Architecture and Urban Design

Master graduation work June 2020 Supervisor: Maria Chiara Pastore

1

Vacancy in the urban fabric

Cities are a continuous flow of exchanges, people, goods and services. Urbanists and architects are constently working on new developments and buildings. However, in this process of development some areas are left behind. Indeed, most cities contain places that are underused and far from attaining their full potential. The causes behind this phenomenon are numerous and often due to deeper change in society and management.

Infrastructures

Disuse

Vacancy in the urban fabric

Former factory, Detroy

Former factory, Budapest

Vacant space, Budapest

Vacancy in the urban fabric

Unused infrastructure, Paris

Urban wasteland provide us with the opportunity to improve our cities, with a great potential for public life. Indeed, in modern cities open and green spaces have become increasingly dificult to provide for the growing population.

When re-activated, urban voids become generators of public life for the community where people can engage in social activities that will then affect the surrounding context in term of redevelopment and regeneration.

Urban wasteland potential

2

Temporary architecture

Each cities having its good share of vacant places, many authorities are now facing the problem of revitalisation and redevelopment of those urban areas. Unfortunatly most of them are facing a lack of resources, power and control to implement formal masterplans. Instead, some are experimenting with looser planning vision, involving smaller actions easily implemented, often containing temporary initiatives. At the same time, citizen-led initiatives have emerged as temporary “claims� over the city, taking the form of spontaneous and alternative actions.

This emerging form of interventions is raising questions. Could temporary use be an effective way of apprehending the urban space? Are temporary uses allowing the city to be more dynamic, flexible and responsible to new needs?

Residual space

Temporary projects

Temporary architecture

Les Bouquinistes, Paris

World’s fair 1900, Paris

Temporarity in architecture

Temporary beach, Paris

Free flow Stand in

Impulse Free flow Co-existence

Consolidation Impulse Free flow

Consolidation

Impulse

Stand in

Free flow

Impulse Parasite

Co-existence Consolidation

Stand in

Free flow Co-existence

Consolidation

Impulse Free flow

Impulse

Consolidation

Impulse Parasite

Pioneer

Co-existence Co-existence

Consolidation

Parasite Co-existence

Consolidation Impulse

Consolidation Pioneer

Parasite Co-existence

Pioneer

Co-existence

Pioneer

Parasite Subversion

Parasite

Consolidation

Parasite

Co-existence

Co-existence

Pioneer Parasite

Subversion

Displacement

Pioneer Parasite

Subversion

Displacement Subversion Pioneer

Temporary use Permanent use

Subversion

Displacement

Temporary uses typologies

Parklet, San Francisco

Lentspace project, New york

Temporary installations

Space buster

Infratructures

Disuse

Temporary projects

Revitalization

As expressed, temporary approach to urban interventions provides a viable answer to the challenge of urban development and regeneration as it allows more collaborative and participatory ways of designing. It also opens up possibilities and allows to test scenarios, making it valuable in the long-term.

Concept

3

Paris former circular railway

In order to illustrate how temporary architecture can be a great tool to revitalized disued places, the case study of Paris former circular railway will be analysed.

Indeed, it is underused in an urban context and has an interesting relation withing the urban fabric.

Its location will have a great impact in the temporary development as it lost its function, remains a mostly empty area and is forgotten by most.

“La petite ceinture” which can be translated to “the little belt’ was a 32 km circular railroad line surrounding Paris built during in the second half of the 19th century). It is the first railway network “intra muros”. The railway was implemented all along the current “périphérique”, the highway which goes around Paris and marks the border between the inner city and its suburban area.

However, the railway activity has completely stopped in 1993.

Nowadays, it is mainly inaccessible and fades away behind new buildings and parks. With its location all around the inner city of Paris, it passes in various district and crosses many different urban situations. Therefore it allows various architectural responses and makes a interesting case to be re-activated.

Railway location

e

1862 1851

1900

1869 1862

Construc�onOpening of the Construc�on of the first of the first part started last part, metropolitan lineclosing the loop Start of traveler Start of traveler service service

1900 1869

Construc�on the Opening of theoffirst last part, closing metropolitan linethe loop

1900 1934

Opening End of ofpassenger the first metropolitan service line

1900

1934

Opening of End the first of passenger metropolitan line service

Railway history

1960

Destruction of the Auteuil viaduc, loop continuity broken

1934

1960

1934

End of passenger Destruction of the End of passenger serviceAuteuil viaduc, loop service continuity broken

1993

1960

End of commercial Destruction of the use in the Auteuil southern viaduc, loop and western continuity part broken

1993 1960

EndDestruction of commer useAuteuil in the south viadu and continuity western pb

Railway history

RER C stations

sd

eB

Henry

Railway typologies

hape lle La C

Ornano

ois

ly

po

In use Boi

t de n o P

ll va Le

uil

Abandoned

n

lle

Ne

Destroyed

St Oue

re ntu cei elle urc Co

e urc Co

Train stations

s

dre Flan

rte

illette

M

e- V llevill

Be

ail

lot

oul

tant n o ilm Mén

ogn e

Martin

nne o r ha

Passy la m

C

uette

Visible Tunnel

Avron Auteuil

Vincennes

Lost

Glacière

is Mon tsour

Mon troug e

st-ce intu re Oue

cy er

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Vau gir ard

ne lle

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pé

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Current situation

son Mai

Transport

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Promenade

Cla Ra

Uses

Gre

Po int

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ou r

Bel air

ec ae

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Open trench in Montsouris park

Street level in Charonne station

Relation with the city

Viaduc above Vincennes road

Tunnel

Open trench

Street level

Bank

Viaduc

Tunnel

Bank

Open trench

Viaduc

Street level

Railway typologies

Railway

Built

Park

lateral visual openings to the circular railway

Park

Railway

Public

Built

Tunnel

Public

Surroundings typologies

Pont de Flandres station

Montsouris park

Ourcq canal

Avenue Corentin Cariou

Photography angle

Relation with the city

Pont de Flandres station

Montsouris park

Ourcq canal

Relation with the city

Avenue Corentin Cariou

Repurposed train station

Railway tracks

Promenade

RER C stations

Tunnel

Transport

Actions in place

With the eastern part of the former circular railway currently used by the RER C, twenty three kilometers are available for re-purposing. For a long time, the whole area had been left abandoned, without any use.

However, over time several uses developed, on and along the railway. With the effort of the city of Paris and the national railway company who owns the tracks, several sections were able to be opened to the public as promenades. Very often the tracks are being covered to allow walking on top.

Unfortunatly most of the open section do not contain any infrastructure, they have merely been opened. Moreover, the existing accesses are still neglected, as new prefabricated staircases have been implemented instead.

Repurposed train station

Promenade

Access

Regarding the former train stations present along the railway, six of them are used by private investors, who opened cafĂŠs, restaurant and multifunctional places. Except for La Recyclerie, all the rehabilitation do not include the railway into their development.

The train stations are used as separated buildings, without connection between the urban tissu and the former circular railway sections.

4

Strategy to rehabilitate the railway

Continuity

Nature

Goals

Uniqueness

Now

Phase 1

In a few months

Phase 2

In a few years

Phase 3

Rehabilitation phases

In order to engage the re activation of the area, the development will be in three phases. First the goal is to make the area accessible. Secondly, it is to develop relatively short-term uses and activities in strategic zones. The last phase appears in the long term, as a result of what temporary architecture can achieve in terms of re activation of this area. In a few years, the different impact on the urban environment will be observed not only on the railway directly but also on a larger scale with positive impact on its surroundings.

A

As part of the strategy phase two, three zones have been selected and will be opened to the public and temporary installations will be implemented.

The possible access points are a key part of the development. Giving passers-by the opportunity to reach the railways tracks will change its dynamic. A strategic location will allow a natural flow of people. When the former infrastructure is still present, it can be rehabilitated in order to connect the streets to the railways.

B

In those three zones, we can observe different types of connections with the urban fabric, railway typologies and infrastructures. In each sections, the railway has a singular connection with its surroundings. Sometimes in plain sight, the railway then disappears under constructions built over the years to reappear promptly above the urban fabric. Those various typologies are what make the circular railway so peculiar in its insertion within the city. This particularity allows and encourage various architectural responses.

C

Selected zones

Zone A

19th district

The zone A goes from the passenger terminal called “Gare de Flandres” to the Buttes-Chaumonts park.

The railway section is in viaduc in the train station then in open trench in the ButtesChaumonts park and finally going underground after the park.

The total lenght of the circular railway in this zone is 2 kilometers long, including 250 meters underground and 1750 meters in the open.

The two main landmarks are first the villette park, in the eastern part, which host the conservatoire, the Philarmonique, a museum, exhibition center and the cité des sciences et de l’industrie. The second one is the Buttes Chaumont park, located on a hill.

Following the 2017 program for the circular railway, the Flandres station has been securised and accesses are currently being built. A section of 230 meters will be open to the public. The rest of the little belt is unfortunatly unaccessible and do not meet the security standarts.

Pont de Flandre M

Coren�n Cariou

La Ville�e

Crimée M

Ville�e

Halls

Philharmonic

Ourcq bridge

Porte de Pan�n M

Jean Jaurès hospital

sin

a eb � e l

Ourcq M

L

il aV

Laumière M La Ville�e cemetery

Avenue Corentin Cariou Jaurès

Danube M

Botzaris M

Buttes Chaumont park

M

Zone A plan

Pont de Flandre M

Coren�n Cariou

Zone A

19th district La Ville�e

The section will be accessible from the Ourcq canal bridge to the end of the park, before the railway enters the tunnel leading to the Père Lachaise Cimetery in the 12th district.

First, several accesses will be enabled, along the Ourcq canal, avenue Corentin Cariou and along the Buttes Chaumont park.

Crimée M

Secondly, temporary installations will be implemented on strategic zones. The railway section avenue Corentin Cariou is key as it has great visual connections. Those are a very important point as per the revitalization of the whole area. Indeed, with the possibility of witnessing activities on the railway, we attract the curiosity of passers-by.

Then, the main infrastructure will be implemented along the Buttes Chaumont park. It this section, the temporary structures take advantage of the large openings and the visibility from the street level.

Ville�e

Halls

Philharmonic

Porte de Pan�n M

Jean Jaurès hospital

sin

La

a eb � ille

Ourcq M

V

Laumière M La Ville�e cemetery

Jaurès Access Access Secondary development

Danube M

Secondary development Main development Main development Visual connec�ons Botzaris M

Visual connec�ons Main infrastructure Main infrastructure Secondary infrastructure Secondary infrastructure

M

Rehabilitation strategy

Main development area

Zone A

19th district

The main development area in this zone is the section next to the Buttes Chaumont park. This area is in open trench. It is visible from the streets, when walking next to it.

However, there are absolutely no access towards the area.

The first installation, the “gradins”, is carefully placed in between the street and the path in the park. As its name implies, it is mainly composed of gradins to sit on withing the unit structure. The installation acts as a connection between the street level and railway level. It creates a natural flow towards the railway.

The second installation, “the agora” generates a piazza with its location, defining the boundaries.

The third one, “the belvedere” allows a connection to the park at the end of the section’s promenade. It also provides a view to the railway when the area was previously completely hidden by vegetations.

Furthermore, several resting units have been placed along the section and in covered part next to the agora.

Agora Access Through the gradins

Units along the promenade

Access Through the belvedere

Former circular railway Temporary installations

Main development

Units covered Agora

Access Through the gradins

e

Units along the promenade

Access Through the belvedere

Plan

Zone A

19th district

Agora

Gradins

Belvedere

Long section

Cinema

Walkway

Belvedere Tower

Agora Cinema

Walkway

Gallery Belvedere

Agora

Ligh�ng Gradins

From rue Manin the access to the railway is highlighted by the structure on street level. It then leads to the gradins, between the street and the path. This installation acts as a connection between the street, park and railway. Units are implemented all along the promenade until the belvedere.

Pla�orm

Ligh�ng

View from the street

Gallery

Zone A

19th district

3m 3m 3m 3m 3m 3m 3m 3m 3m

3m

3m

3m

3m

3m

3m

3m

3m 3m

3m 3m

Platforms Gradins Access from the street to the railway

Gradins

3m

3m

3m

3m

3m 3m

Viewing platform Access from the park to the railway

Belvedere

ma

ere

ng

Zone A

19th district

Walkway

Agora

This railway section in open trench has large open areas, visible from the street. In order to revitalize this place, installations have been implemented on both side of Rue de CrimĂŠe, which passes above the railway section.

By the location, those installations not only establish a crucial link with the street but also create a new lively piazza.

Gallery

View from the railway

Zone B

20th district

The zone B goes from the Charonne passenger train station to the Charonne garden.

The railway section is in open trench from the train station and then in viaduc until the gardens.

The total lenght of the circular railway in this zone is 2 kilometers, including 735 meters underground and 1265 meters in the open.

The main landmarks is the Père Lachaise cimetery, in the northern part. It is the biggest one in Paris. On the eastern part, there is the Montreuil gate to the city.

In this section, a natural trail has been implemented. It consists in a path on one of the two tracks (the rails will then be preserved). Metal barriers will also be installed. Unfortunately, the train station is sill abandonned and not connected to the nature trail.

Gambe�a M

Porte de Bagnolet M

Père Lachaise

Père Lachaise cemetery

Charonne station Charonne

Rue des Orteaux Avron

Porte de Montreuil M

Charonne Buzenval M Avron M

Avron station

Zone B plan

Zone B

Gambe�a M

20th district Porte de Bagnolet M

The section will be accessible from the Charonne station to the Charonne gardens.

After this, the railway enters the 12th district of Paris.

First, several accesses will be enabled, through the Charonne station, rue des Orteaux and the Charonne gardens and Avron station.

Père Lachaise

Père Lachaise cemetery

Secondly, temporary installations will be implemented on strategic zones. In order to raise awareness towards the railway, several structures will be implemented in the first development. The aim will be to transform the currently abandoned station into a clear entry point to the railway.

Charonne

Then, some secondary infrastructures will be put in place rue Orteaux and near Avron station. The viaduc rue Orteaux is a strategic location for its high visibility to and from the streets. Futhermore, accesses and temporary units will be implemented rue Avron, giving accessibility to avron station and to the Charonne gardens.

Access Access Secondary development

Avron

Charonne

Secondary development Main development

Buzenval M

Main development Visual connec�ons

Avron M

Visual connec�ons Main infrastructure Main infrastructure Secondary infrastructure Secondary infrastructure

Rehabilitation strategy

Porte de Montreuil M

Main development area

Zone B

20th district

The main development area in this zone is the section next to the Charonne station.

This area is first in open trench, then in street level and finally in viaduc. There will be two accesses, one through the station and the second one next to the bridge. This area aims to be a new gathering place in the district.

Tower

Currently the railway is invisible when passing along Charonne station. Therefore, the first installation will aim to act as a catalyst and highlight this forgotten area. The “tower” is located behind the station, on the railway tracks and contains various installations.

Passers-by will enter through the station in order to access both the tower and railway. In order to increase its visibility the tower’s last floors will be enlighted at night.

The second installation will be a open air cinema, hidden behind the houses along the railway, it will bring attractivity to the place.

Then, as the street goes level goes lower, a part of the railway becomes visible behind the trees. In this part, another installation will be implemented: “the walkway”. This installation is two units high, in order to be seen from the parallel street.

The third action on this section will be units placed carefully on the viaduc, with high visibility from and to the railway. In this part an access will also be re-activated.

Access Through Charonne station

Open air cinema Walkway

Units on the viaduc Access Through existing stairs

Former circular railway Temporary installations

Main development

Access Through Charonne station Tower

Open air cinema

Walkway

Access Through existing stairs

Units on the viaduc

Plan

Zone B

20th district

Tower

Open air cinema

Long section

Walkway

Tower

Cinema

Walkway

Belvedere

Agora

In this section of the railway, the promenade is protected from the street. Only the tower rises up in the urban fabric, acting as catalyst towards the railway. Inside the tower there are plenty of spaces to gather and rest.

On the fourth floor a cafĂŠ has been implemented with its terrace on the fifth floor. The last floors of the structure are not accessible, they shed light at night, making the tower a attraction point from the street.

Gradins

View from the railway

Zone B

20th district 3m

3m

3m

3m

3m

3m

3m

3m

3m

3m

3m

3m

3m

3m

Viewing platform Terrace CafĂŠ Link with the former station Sitting area Book exchange

Tower

Tower illumination

Zone B

20th district

Cinema

Belvedere

Walkway

The walkway is strategically positionned where the street level goes down. In fact, it allows a view to the railway between the section in open trench and the one in viaduc. The installation is two units high to allow visibility. It contains furnitures to relax and the top part is covered with fabric. Its lenght allows a shaded passage along the promenade.

Agora

View from the street

3m 3m 3m 3m

3m 3m

3m 3m

Resting area Passage in the promenade

Walkway

Zone B

Gradins

Belvedere

20th district

Units

Following the idea of revitalizing the railway, it needs to be highlighted in the urban context. Therefore, units are been implemented in key areas. Here, rue Vitruve, the railway in viaduc is clearly visible from the street. Moreover, thanks to the temporary installations, life has been brought back to the railway section. In addition to that, an access has been re-implemented along a former SNCF building.

Pla�orm

View from the street

Ligh�ng

Zone C

14th district

The zone C goes from the former Montrouge station, nowadays a restaurant, to Didot street. Then the railway goes underground until the 15th district.

This railway section is in open trench except for the small tunnel section after the train station.

The total lenght of the railway in this zone is 2 kilometers, including 900 meters underground and 1100 meters in the open.

This zone is right after Montsouris park, on the eastern part, the biggest one in the 14th district. On the western part are the railway tracks from Montmartre train station.

Following the 2017 program for the circular railway, the Montrouge station has been renovated. A shared garden has been implemented along the track, on street level.

Even though the railway is not accessible yet, the city aimed to open them in 2020.

Pernety M

Plaisance M Mouton-Duvernet M

Plaisance

Rue Didot

Philharmonic

Alésia M

Pe�t Montrouge Montrouge

Porte d’Orléans M

Shared gardens

Montrouge cemetery

Montrouge

Montrouge station

Marie de Montrouge M

Zone C plan

Pernety M

Zone C

14th district Plaisance M

This section will be accessible from behind the Poinçon restaurant. The existing stairs will be enhanced and a temporary platform will be added. This platform will at as a connector between the former station, the street and the railway level.

The second installation will be implemented inside the tunnel area. It will contain lighting, making the area accessible and lively.

Moreover, taking advantage of the current structure, street art panels will be in place inside this covered area.

Mouton-Duvernet M

Plaisance

Philharmonic

Alésia M

Then the main development will be next to the existing shared gardens. Those gardens are curently implemented along the railway but do not provide a connection. Therefore, an infrastructure wil be added, connecting the gardens to the railway. This infrastructure will contain a green house and some parts dedicated to workshops and exhibitions about the biodiversity along the circular railway.

Pe�t Montrouge Montrouge

Porte d’Orléans M Montrouge cemetery

Access Access Secondary development Secondary development Main development Main development

Montrouge

Visual connec�ons Visual connec�ons Main infrastructure Main infrastructure Secondary infrastructure Secondary infrastructure

Marie de Montrouge M

Rehabilitation strategy

Main development area

Zone C

14th district

The main development area of section starts from the former Montrouge train station, today’s Poinçon restaurant. Behind the station, the railway is in open trench for a few meters before being covered by a later added residential building.

Access Through existing stairs

The access will be through the existing stairs behind the stations. In this thigh open trench area, a platform will be added. The aim will be to host occasional performances but mostly as a link between the restaurant and the railway. Indeed, at the moment the restaurant has a terrace at its back but does not take any advantage of the space provided by the former tracks.

Platform

Lighting / street art

In order to make the tunnel part accessible, special feature will be implemented. The temporary structure will contain lighting, to make the space welcoming. Moreover, it will contain places to sit, towards the side walls.

As a matter of fact, those walls are currently covered with street art and graffitis. The idea is to enhance the existing activities, making them more accessible and structured.

Gallery

Units

On the other side of the tunnel, in order to establish a connection between the existing shared gardens and the railway in open trench, a structure will be implemented along the wall, enabling direct access to the circular railway. This structure: “the gallery” will be a complement to the existing shared gardens.

Access Through existing stairs

Former circular railway Temporary installations

Main development

Access Through existing stairs Platform

Lighting / street art

Gallery

Units

Access Through existing stairs

Plan

Zone C

14th district

Platform

Lighting

Gallery

Long section

Gradins

Gradins

Pla�orm

Belvedere

Belvedere

Agora

Pla�orm

Ligh�ng

Ligh�ng

Gallery

Agora

Gallery

The platform has been designed as a connector between the train station, street and tunnel. It can host events such as concerts or performances but also serve as an extra terrasse for the Poinçon restaurant. Moreover, in the tunnel, lighting installations are put in place, allowing promenade in and through the section. On the existing structure, street art will be encouraged, as part of the revitalization process.

View from the stairs

Zone C

14th district

3m

3m

3m 3m 3m

Stage Utilities

Platform

Walkway

Agora

Gallery

The installation next to the gardens contains accesses to the railway. It contains a green house, a workshop area, some hammocks and an exhibition place. Local biodiversity will be enhance on site will information being provided and lectures given. Moreover, gardening will be enhanced along the railway with the implementation of small allotments. This structure will be visible from the nearby streets and therefore boost the railway attractivity.

View from the railway

Zone C

14th district

3m

3m

3m

3m

3m

3m

3m

3m 3m

Green house Workshop Resting area Exhibition

Gallery

Units development

The installations are composed of several standard single units, 3x3m, composed of a wooden structure with steel joints. Cross laminated timber platforms can be inserted between the frames of the modules.

CLT

OSB

Fabric Temporary units

Polycarbonate

Assembly detail

Unit assembly detail

Conclusion

Vacant places are being found in cities for various reasons. Even though their future is being discussed, it can take years before any actions are taken. Those spaces are often forgotten by the inhabitants and have low interest for investors. The challenge is then to re-activate and re-integrate them into the urban environment. In order to do that, temporary architecture is used and it has many perks. It allows to experiment scenarios, open-up possibilities and initiate participatory ways of designing.

In the case of the former circular railway in Paris, official masterplans have been discussed for over fifteen years but the results are very limited. The area was declining and its interest among Parisians very low.

In this context, temporary use has been proposed as a solution in this research. Three areas have been chosen to be developed. Temporary installations were proposed for each site and their particularities. However, they have been designed to be adaptable and to evolve through time. With the implementation of those temporary structure, accesses were enabled and functions were given to the site. The result is a gain in attractiveness in those three areas.

Those three zones aim to act as incubators for the whole circular railway. With those projects, hopefully ideas will emerge for the railway re-development. Moreover, the involvement of citizens would rise, leading to social and cultural development of the place. The ultimate objective is to revitalize the whole area in the long term taking advantage of those temporary uses. In fact, as shown in part two, the value of temporary is indeed in its relationship with long term. Even though the architecture is temporary, the ideas become permanent and the place is forever changed.

Revitalization of the railway