FROM JUNK TO JUNCTION AN URBAN DEVELOPMENT OF AN INDUSTRIAL ENCLAVE MARIO VAHOS FALL 2011 BJARTE LYKKE
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CONTENT
INTRODUCTION
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MOBILITY 12 LANDSCAPE 28 URBAN STRUCTURE 34 PROGRAMME 54 IMPLEMENTATION 66 SOURCES 74
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strategies
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DYNAMIC PROGRAM Sluppen will become a dense, sustainable and vivid district with a mixed program of offices, residential units, commercial activities, public services and recreational areas.
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ENERGIZING PUBLIC TRANSPORT JUNCTION Accessibility creates energy and life. With Sluppen as the second major public transport junction in Trondheim, the district is ensured maximum connectivity to every corner of the city.
CONNECTING TO THE LANDSCAPE Sluppen has an untapped resource in connecting to the surrounding recreational areas of Nidelva, Smidalen and the Fredly valley.
HIT ARC
MOBILITY
How do you transform the most central site in Trondheim from an industrial enclave to an sustainable urban community?
MME GRA O PR
active city
Sluppen is not like any other brown field waiting to be transformed as the density of the urban centre slowly pushes against its borders. One factor which make Sluppen especially interesting are the upcoming establishment of a public transportation junction at its location. Another feature is the immediate proximity to the recreational corridor along the Nidelva. This is at the present an untapped resource for Sluppen and its neighboring communities. But the most interesting is probably the fact that the area is on its way to being developed by several independant private owners. The need for a masterplan seems cruicial, to ensure a holistic approach. If not one are in danger of cementing the district as a car-dependent office park.
low emission
PROBLEM
WHY SLUPPEN?
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Sluppen is for most Trondhjemmere a nomans land. “You are doing your diploma on Sluppen you say? Are you finally going to fix the traffic solution and get the bridge done?“ Traffic is what most people think about when they hear the name. The most the average citizen regularly see of Sluppen is what you see from the highway passing it in 80 kmph. And if thats not challenging enough, every trønder born before 1960 still remembers the place as a junk deposit.
URBAN STRUCTURE
INTRO
W va hat om lue ’s o es s w ur to he pla n nn ing ?
INTRODUCTION
4km
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EXISTING DENSE AREAS
FUTURE DENSE AREAS
DENSIFICATION ALONG ¨KOLLEKTIVBUEN¨ The city of Trondheim has, as all other cities, the intention to reduce emissions caused by traffic. 58% of all travels in Trondheim are done with the use of car. In the state-funded ‘Miljøpakken’ the city states as goal no.1: “CO2 emissions from transport will be reduced by at least 20% in Trondheim in 2018 compared to 2008 levels.“ It also set the goal of reducing the use of private car to 50% within 2018. To achive this the city administration aims that future development of Trondheim, more specificly 60% of all workintensive businesses are to be located along the ‘Public Transportation Bow’ (kollektivbuen). Sluppen is the southern endpoint of this corridor. Today Sluppen is not fully part of the Bow. Between Sluppen and the city lies the highway, forming a barrier not compatible with an urban extention from the city to Sluppen. Because of problems with congestion of buses and cars in central areas there has been conducted studies to find out if a superbus or tramline is a viable solution for Trondheim. A final conclusion has not yet been made, but we propose as a premise for our thesis that the city invest in a light rail system, enhancing the citys public transportation capacity along its main urban corridor with, of course, Sluppen as a natural endpoint.
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HOUSING CONCENTRATION
WORKPLACE CONCENTRATION
HOUSING CONCENTRATION
WORKPLACE CONCENTRATION
The housing concentration on a city-scale reveal certain patterns. For example do areas like Møllenberg, Tyholt, Flatåsen, Kolstad and Tiller have quite high density, while industrial/commercial districts such as Lade, Leangen, Brattøra, Marienborg, Rosten, Tempe and Sluppen have very little or no housing. This is of course because the zoning forbids it. What characterizes these areas are that they have very good accessibilities for private cars, while poor access for public transport. Sluppen/Tempe area is however an exeption as it is potentially very accessible for both means of transportation, in addition to having a extremely central location in the Trondheim geography. We think that this calls for rezoning, tranformation and densification.
The workplace concentration however gives almost an inverted map. Areas of high concentration are: the city centre, Lade-Leangen, Tempe-Sluppen, Fossegrenda, Heimdal and Rosten. The ambitions of the city planning office is ‘proper activity at the proper location’, (ABC-planning). This means, among other things, work-intensive businesses in areas with high public transportation accissibility, supported by choking of private car-traffic and parking. Sluppen is already work-intensive, but has, as a traffic junction, the potential to house many more workplaces. This, combined with the introduction of housing, gives Sluppen the potential to be an accessible, urban, lively and sustainable district in the heart of Trondheim.
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RISVOLLAN
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Risvollan senteret
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FOSSEG RE N D A
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SITE LIMITATIONS
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The site we choose to focus on have quite clear boundaries. On the east side one find a homogenous residential area consisting mostly of detached houses. The fragmented
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ownership structure would greatly complicate densification or transformation. On the south side the forest of Smidalen sets a clear border. Any transformation south of this
should take into account all of the industrial land in Fossegrenda. On the west side the river defines the site clearly, while the north side is the only smeared border, since the
Tempe area also is under transformation. To try to limit the focus we choose to set an unclear border where the site narrows around Siemens.
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THE NEED FOR A MASTERPLAN A masterplan is a term and not a plan by the Planning and Building Act. The masterplan can however be a tool to help a wide range of actors to work collectively. By designing a masterplan with a holistic concept one can at the same time give long-term strategic guidelines for development. The large investments in the undertunneling of the highway, as well as the controversy around the use of Smidalen is some of the many challenges one need to adress to achive the development we envision for Sluppen. By drawing the “ideal� scenario for the district we can open the eyes of politicians, developers, tenants and the population in general. Different actors will need different incentives to commit to the plan, and work collectively against a common goal; an urban sustainable district and an attractive traffic hub.
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1. 2. 3. 4.
MOBILITY SLUPPEN lies at the tip of what is called the “Public Transportation Bow”. In addition it is the geographical centrepoint of Trondheim. In term of accessibility for the inhabitants of the city by the use of private car it is the best location. This fact has become both a fortune and a curse for Sluppen. The accessibility is very attractive for office-based businesses trying to attract employees. This has created very good conditions for a growing business park. However while the number of employees in Sluppen has increased, the public transportation service has remained poor, and the district has become an almost entirely car-dependant enclave. Sluppen is home to many workplaces, and are going to be home to many more in the near future, due to Kjeldsbergs great investments in office buildings. The district is however greatly car-dependant, which causes a conflict of interest between the political right and left wing in the city council. Workplaces in Sluppen is mainly focused in the “new economy” meaning computer and mechanical engineering. These types of businesses are in lack of qualified personnel. Their best incentive to attract staff is offering free parking. The design of a new masterplan for Sluppen will address this situation and aim to create a more sustainable community where the public transportation, bikes and pedestrians are given higher priority. An important premise for our project is our proposal for undertunneling the E6. This is in our opinion a prerequisite for a successful development in Sluppen. Today the highway is seperating the district from both the river and the urban tissue streching from the city centre, and is supporting the car-dependancy of the area by working as a barrier for pedestrian movement. The substantial noise and air pollution generated makes outdoor movement further unattractive. When the highway is put underground things can start happening on the surface. What this can look like, and what the qualities of this can be we will discuss further in this thesis.
5. PRIORITIES: The different groups of transportation are in constant conflict with eachother. It is time that the private car loses its hegemony on the road, as it is obstructing the flow of more enviromentally friendly means of transportation.
UNDERTUNNELIG OF THE E6 We cut away a large part of the barrier that the highway represent. Now things can really start happening in Sluppen!
LIKE A LEAF The street network have through modernistic traffic planning been designed as a tree, where “everybody” should drive their own car and have their own ‘cul-de-sac’ at the tip of the outmost branch. If one wishes to maximise mobilty without the use of car, the city structure should look more like a leaf. Many connections makes it easier to walk and bike around the city, while the public transportation follows the main arteries.
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EUROPA VEI
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RIKSVEI
FLYKESVEI
KOMMUNAL VEI
BIKE PATH
EXISTING ROAD NETWORK_CITY SCALE
EXISTING BIKE NETWORK_CITY SCALE
Sluppen is located along the E6, which is the main north-south route in Norway. The site lies ontop of the junction where the road splits into two where one continues through the centre of Trondheim with reduced speed, while the other becomes a bypass-road that cuts through the city on the east side. A northern bypass-road have recently been constructed, while a western route is under construction, also this taking off from the mainroad at Sluppen. The site is calculated to be the most accessible point in all of Trondheim by the use of private car. This is today a challenge, since most of the people working in Sluppen drives their car to work, and have parking spaces provided by their workplace. The reduction of car-dependancy in Sluppen must be a careful process of improving the public transport while throating the access to free/inexpensive parking.
In a map, the bike network in Trondheim appears to be connecting the entire city in a network, but this network is only partially continuous as it does not provide the bikers a seperate path for most of the routes. Mostly the network share the road with pedestrians, and sometimes also with cars. This is causing conflict between the different groups, as well as limiting the effectiveness of the bike as a mean of transportation. ‘Miljøpakken’ have a goal to upgrade the bike-network for the amount of 800 mill. NOK, which should improve the conditions, however Trondheim has a long way to go to have a holistic and coherent bike network.
JUNCTION
COMMERCIAL CENTRE
BUS ROUTE
MAIN PUBLIC transportationCORRIDORS
PUBLIC TRANSPORTATION BOW
EXISITING PUBLIC TRANSPORT_CITY SCALE
NEW PUBLIC TRANSPORT_CITY SCALE
The public transport system in Trondheim is very centre-oriented, meaning all bus routes lead to the centre. The network is in a way shaped like an opctopus, where the centre is the head, and the buslines are linear arms streching out to the suburbs. This is a result of a car-oriented development in the 60-70s, and today the public transport system is struggling to serve all the districts of the city in an effective way. Crossing the city from for example east to west or east to south is very time consuming compared to using the private car. A paradox is that the location of the two large shopping areas is very poorly served. Sluppen however is very accessible from the north and the south, however coming from the east or west side one might need to change bus in the centre.
To increase the efficiency of the public transport system we propose that one introduces ringbound routes to complete the bus network. A circular bus route combined with strenghtening of the junctions this generates would simplify the east-west, east-south, west-south journeys, thus increasing the competitiveness of the public transport against the private car. “Kollektivbuen� are already maximizing its capacity to run buses during rush hour, and will require different measures than increased departure frequency. Super-bus and light-rail studies have been conducted, and the possibility is there to invest in an efficient and attractive light-rail system. This will greatly boost the capacity in the area the city is aming to densify, without carbon emmission, and with the predictability that the businesses demand and need.
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Europavei
Fylkesvei
KOMMUNAL VEI
PRIVATE ROAD
PLANNED ROAD
EXISTING ROAD NETWORK_ The traffic volume around the Sluppen area is one of the busiest, if not the busiest, in Trondheim. ADT-measurings show that 59 000 cars pass by on the E6 every day, on average. 48 000 of these use the E6 bypass road running along the north edge of the site. This traffic is relatively high speed, running in 70-80 kmph. Bratsbergveien (Fv 885) passes through the site from south to north, It carries also a high amount of traffic with 25 000 cars per day, while Sluppenveien, which is the only access road to the site, has a quite small traffic volume with only 5000 cars per day. Sluppen is a low-trafficated island surrounded by important access routes. This makes the area on one hand a very accessible and well-connected district, but on the other hand,
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a remote and detached piece of land. The challenge when aiming to inhabit the site with a broader spectrum of urban functions will be to minimize the negative effects of the highway, such as traffic noise and pollution and reduced walkability. If the E6 should remain as it is today, it counteracts an urban development in Sluppen both as barrier between Sluppen and the rest of the city, and as an unattractive and noise-generating element. Our proposal to undertunnel the E6, would eliminate both the noise and the barrier between Sluppen and the city., and provide a much better enviroment for developing Sluppen as an urban quarter, as well as an attractive and efficient public transport junction.
motorway 70-80 kmph
DISTRICT ROAD 50-60 KMPH
NEW ROAD NETWORK_ With the E6 underground, conditions are more suitable for designing city structures for people. Since the majority of traffic (48 000 ÅDT) continues onto the bypass-road, we say that the tunnel should channel this traffic. The traffic going towards the city centre (20 000 ÅDT) needs to get off after the Kroppan bridge before entering an urban boulevard. This transition sets a clear beginning of the ‘city’ of Trondheim. “This is where the city begins.” The street network in Sluppen is made up of a clear hierarchy of road categories.The main traffic arteries passing through the site Holtermanns gt., Bratsbergveien is designed for
LOCAL ROAD 30-40 KMPH
INTERNAL ROAD 10-20 KMPH (SHARED SPACE)
underground parking
parking entrance
higher volumes and speeds, while conditions change as you enter the internal road network. These streets are designed as shared space, meaning the cars, bikes and pedestrians have to share the same street surface. The principle of shared space is that the concern for yourselves and others help you adapt your speed, and respect others, regardless of their mean of transportation. You no longer need complicated signposting or light control. Neither cars or pedestrians need to wait for the green light. The traffic flows in a slow-moving interaction. The status of shared space must, however, be introduced in a later stage of the development, as it requires a certain balance in the
DELIVERIES ONLY on-street parking
amount of cars and pedestrians for it to work. Parking is solved by having large underground parking on the outskirts of the site open for the public, while residents and businesses might access underground parking in certain building blocks throughout the cityscape. Some on-street parking should also be available. Both “private” and public parking should be subject to high fees/extra cost. The idea is, however, that Sluppen will be so well connected in terms of public transportation that one will not necessarly need to own a private car to work or live here.
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BUS ROUTE
PROPOSED “PUBLIC TRANSPORT JUNCTION�
EXISTING PUBLIC TRANSPORT_ The public transport service in Sluppen is not the worst. The bus stops on the highway have a very high frequency, and will take you very efficiently to any district south of Sluppen or towards the city centre. The problem is, however that the use of the bus stops requires quite long walking distances from most of the workplaces, due to the complex road system of the highway. The county-owned public transportation company AtB are adressing the problems in Sluppen by planning to establish a public transportation junction. These plans
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are however quite low-budget and are limited to establishing some new bus stops with access ramps on the highway 300 m north of their present location. The solution will give quite long walking distances between different stops. As urban planners we state that a public transportation junction is more than four busstops linked with a pedestrian bridge. We believe that for a public transprtation junction to become an efficiant and attractive location it needs to have space for the urban function that tend to cluster at such nodes.
BUS ROUTE
LIGHT RAIL ROUTE
COVERAGE RATIO
NEW PUBLIC TRANSPORT_ The development of a whole new sustainable urban community needs to be supported by an efficient and accessible public transport. Regular buses traveling in the Public Transport Corridor along the city cannot absorb the expected growth. One will most likely need to choose between a light rail and a ‘super bus’. To ensure predictability for businesses and developers it is preferable to invest in the most efficient and comfortable light rail system. This would in our scenario have a natural endpoint at Sluppen, however could be extended further south sometime in the unfore-
seeable future. This new tramstop will be the public transport junction that the city need. Here buses can arrive from all corners of the city. Some should continue their present route into the centre, but some should give transfer to the more efficient and frequent light rail system. The urban district of Sluppen can also provide facilities for park-and-ride, relieving the centre outer more. The junction square will be an increadibly important location in Sluppen, being the point of arrival and departure for most of the workers and residents. Accessibility in
pedestrian-scale is therefore important, so in Sluppen; “all roads lead to the junctionsquare.”
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MOHOLTRUTA
KLÆBURUTA
HEIMDALSRUTA
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KLÆBURUTA
HEIMDALSRUTA
Cycle path (recommended route)
Footpath (can be used for cycing)
Local path
EXISTING BIKE+PATH NETWORK_ The area of Sluppen is busy in terms of bike traffic as well as cars. A bike count shows 1150 daily passing bikes on the Sluppen bridge in the summer season. The main bike traffic move along Tempeveien and Bratsbergveien towards the city centre and workplaces along the main axis Holtermannsveien/Elgesetergate. The bike network does however lack a seperate pathway, and are in constant conflict with pedestrians on mixed pedestrianand cycle pathways. The bike network is made up of certain ‘routes’, for instance “the Mo-
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holt route” leading eventually to the district of Moholt. The different routes are signposted, however their pathway are of very varying quality, regularly shifting from sharing the road with cars, on a narrow sidewalk to mixed pedestrian- and cycle pathways. A coherent and continuous bike network with a seperate pathway would surely enhance the status of the bike as a mean of transportation.
MOHOLTRUTA
KLÆBURUTA
HEIMDALSRUTA
KLÆBURUTA
HEIMDALSRUTA
Cycle path (recommended route)
Local path
Footpath (can be used for cycing)
NEW BIKE NETWORK_ In Sluppen the bike goes where the car goes in a seperate pathway. Along all major streets and boulevards the bike lane runs between the sidewalk and the car road. In the internal roads the bikes are free to travel, however this is on the condition of the pedestrians. The paths along the river and in the forest of Smidalen are excellent bike trails for an exhilarating workout.
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BARRIER SURFACES
FENCES
BARRIERS Surrounded by traffic infrastructure and nature, Sluppen has become an industrial enclave within the city structure. The highway E6 in the north and west define the area very clearly and restricts the connection to the river and the neighbouring areas. This physical barrier isolates Sluppen from the city structure extending from Midtbyen all the way to Sorgenfri. On the south Sluppen is bordered by the Smidalen forest, which due to its bad conditions works more like a barrier than a recreational and meeting area. There are no clear paths into the forest from neither the north nor the south side, and the industry and office buildings along it discourage pedestrians to use it. This highway also prevents the direct contact to the river and the pedestrian path running along. The only passage is a path along the trafficated highway E6 which leads down to the river.
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The overall situation is similar within the district. Due to the high number of warehouses, workshops and other industrial facilities in the area today, the area hard orientate and to move around. Roads and parking areas can also be taken as barriers. Considering the amount and size of the vehicles driving along Sluppenveien and the state of the few sidewalks, walking and cycling is an unpleasant sometimes dangerous experience. Most people even prefer to use private car when moving within the area. This situation has also consequences in the probability of people using public transport, since the access to bus stops is interrupted by diverse elements along the way.
pedestrian corridor
PEDESTRIAN NETWORK_ Today the car reigns in Sluppen, but the pedestrians shall conquer the land. An urban development means: fragmenting the existing industrial parcelling, densifying the land, designing for a variety of programme, shops in the windows, happenings in the squares, children in the park. When Sluppen no longer is an unorganised and enclaved district, and the public transportation junction give the residents ultimate accessibility to the entire city, conditions are perfect for developing a community for walking. The street network in Sluppen gives the pedestrians first priority and makes sure that the shortest route be-
tween to locations are safe, comfortable and with variations in rythm and pace. Most of the car streets are ‘shared space’, however an extensive path network makes it also possible to vary the choice of route. The pedestrian corridors have different character for different situations. The major corridors leading to and from the junction square are either fully pedestrian zones, or broad sidewalks with high capacity. SIderoads are shared with cars, and should be designed with ‘speed constraining ‘materials, such as cobblestones or concrete tiles. The recreational zones are accessed with more narrow foot paths for a more inti-
mate and natural experience, and should be kept in a natural ground surface such as earth or gravel. The new design for Sluppen uses its extensive path network to connect both to the river and to the existing community of Nidarvoll and Stubban.
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LANDSCAPE Our masterplan portray a Sluppen that integrates the landscape within the city with the intentions to provide high quality living conditions for all demographic segments of society. The district of Sluppen provides its residents with free, accessible and varied recreational zones. In the future Sluppen, the landscape and green zones plays a active part in the city life. The area’s vegetation should be a continuous element and give a clear experience of a green city. Existing and new trees should emphasize urban space and reflect the seasons of the year. The green areas should invite to physical activity and recreation - in sports, play and movement through the district. Planting and the natural green corridors can also offer contemplative opportunities as variation and completion of the dense city activities.
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WILDLIFE HABITATS VERY IMPORTANT
IMPORTANT
WILDLIFE INTERESTS
GREEN STRUCTURES_EXISTING Sluppen has an untapped resource in the proximity to the recreational areas along the river and the enclosing forest. This natural landscape is already developed with an extensive path network stretching all the way from Nedre Leirfoss to Valøya, and may in the future be extended further towards the city centre. These areas are already being used for different recreational activities. The great potential for Sluppen lies in connecting to this recreational resource, which may greatly enhance the qualities of working and living in Sluppen.
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GREEN STRUCTURES_ Sluppens somewhat remote location in relation to the city centre will for many defend the use of private car when moving between the two places. The long distance is today made even longer due to little attractive bike and pedestrian paths. A development in Sluppen and Tempe should to come with an upgrading of this network to make the journey along the city both efficiant, eventful and full of impressions.
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GREEN SURFACES
FOREST / TREES
BUILDING
HARD SURFACES
ROADS
EXISTING GREEN STRUCTURES_ Concerning natural vegetation, Sluppen is a place of great contrasts. On the southern part of the site the forest grows freely, and serve as a natural habitat for the wildlife along Nidelva. The forest is somewhat overgrown and a little bit too dense to serve as a very attractive recreational zone. It was however before prepared and maintained with a lighted jogging/skiing track, but this is no longer maintained, and are becoming overgrown. The forest consist only of deciduous trees and mainly grey alder.
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As for the rest of the site it is relativley sparsely vegetated. The trees are with some exeptions located along the main roads, forming alleys and serving as buffers between the traffic and its surroundings. Distinct alleys are the southern part of Sluppenveien and the east side of the private road leading towards the Siemens complex. Besides these alleys the properties of Trondheim Kraft and Nidarvoll skole have a considerable amount of trees spread out in a more random fashion, forming small park-like landscapes within the site.
FOREST
PARK/GARDEN
WATER
URBAN WATER
NEW TREELINE
EXISTING TREELINE
EXISTING SOLITARY TREES
GREEN + BLUE STRUCTURES The main corridors such as Holtermannsgate, Sluppenveien and Bratsbergveien should be celebrated and emphasized by becoming double-sided alleys which maintains the streets as the most significant and formal throughfare. Other important side roads used primarly as pedestrian streets, as well as the big squares are defined by single tree lines. The green corridors connect the highlights of the streetscape and make walking around a pleasant affair. The primary green corridors are the
newly opened Fredly creek traversing the site from east to west, connecting the river to the residential areas of Nidarvoll/Stubban, and the corridor going north-south which enchances the access to Smidalen. The district offers a range of different ‘green-zones’. The city squares provide an urban floor with green ‘furnitures’, the opening of the Fredly creek creates a corridor which offers a lush city park with trickling water, the Smidal offers both a dense and secretive forest as well as more prepared activity zones
such as a football-field and jogging/skiingtrack. The Nidelv corridor is once again accessible and sets the frame for a wide range of recreational activities, such as sunday walks, salmon fishing, jogging, trail cycling, kayaking etc.
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URBAN STRUCTURE Sluppen´s strategic location as an enclave next to the highway and the monofunctionality of its program has made it a low-density area of infrastructure and industry. However, the existing building structures in terms of low durability, as well as its relatively clear ownership structure and central location in Trondheim give the district a great potential for transformation. The new urban fabric is connecting the neigboring areas to Sluppen with a network of corridors and urban spaces. Three main public spaces lie at the heart of the district: the junction square (Trikketorget), the central square (Sluppentorget), and the Post plaza. (Postplassen) These areas become in a planning level ¨local organizers¨ for the development, ensuring a coherent structure and hierarchy and strenghtening the identity of the different zones. They will be the focal points, housing the main public buildings and thus, sites of interest and meeting points for locals and visitors. A number of smaller squares throughout the district work as local arrival points and hangout zones. The new urban tissue is decided by enhancing the existing natural corridors and important throughfare-streets and axial views and connecting them to a fine-grained network of pedestrian corridors and squares. This then creates the framework for the plots, ensuring a well interconnected district that incentives walking and biking and aims to increase the number of public transport users. The plots needs to come with a set of rules, ensuring a certain quality of urban space, while counteracting the development of monolithical megastructures. Rules must, however, be made with care, since urban development has a long time frame, and need a certain level of flexibility. Experience shows also that to strict rules often lead to dispensations, followed by more dispenations.
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ALLOWS EXTENTION OF THE URBAN TISSUE Sa denit re aus, seressuncem que quosse ego vives hors iam factatis perdius M. Opimuro rtebatius nondius merri pere factordi, mus, num quemum publiuremqua entiam ia ium veri potiam sen Itabem ut ceraectorei
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INDUSTRIAL CITY
URBAN TISSUE The unreadable and scattered urban structure of the site is the result of a monofunctional and car-based program which incentives motorized traffic and low density structure over pedestrians and a dense urban tissue. This lack of a holistic approach is visible in the irregularility and lack of hierarchy in built and open spaces. The new urban fabric aims for a denser city where corridors and public areas become the frame for the future built plots. This will ensure the high quaility of public realm and a transforming district characterizes by compactness and complexity; a place to live, work, play and discover.
DENSE CITY
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MISSISAUGA
BARCELONA
COPENHAGEN
LONDON
NEW YORK
PARIS
ROME
SAN FRANCISCO
TORONTO
Nolli map of known world cities
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800 M 800 M DISTRICT SIZE A sustainable, walkable and complete neighborhood has the approximate size of 800 meter by 800 meter according to urban expert Serge Salat. Sluppen has then the perfect size and the geographical conditions to create a varied environment where urbanity and nature interrelate to create dynamic urban spaces of great variety and quality. Its location along the river and the forest as well as to the highway, make Sluppen an ideal transformation site. In order to realize the unnumerable possibilities, we have compared our site to other areas in Trondheim and around the globe within the same size. From the strict and urban plan of Cerda for Barcelona with a density of ..... to the more organic and ... plan of the residential area of kolstad in Trondheim, Sluppen proves have a high potential for development. The key to this is to create a masterplan that both opens up to the surrounding areas while at the same time exploit the local resuources found on site.
38
BRØSET
MIDTBYEN
SAUPSTAD
BARCELONA
PARIS
NEW YORK
39
EXISTING URBAN STRUCTURE The current assortment of buildings convey an industrial image characterized by big scale structures in form of warehouses, workshops and office buildings arranged in a pragmatic but not planned manner. The plot is dominated by modern warehouse blocks, however you can find a variety of buildings of all styles and building years. Office buildings are in average 5 to 6 floors, While workshops and services are found in buildings with an average of 1 to 2 floors, however large footprints.
40
In comparison to the surrounding residential areas the morphology of Sluppen has a much bigger scale. It is part of a belt of commerce and industry zoning stretching from Sorgenfri/Tempe to Fossegrenda. The existing situation in Sluppen is somewhat ‘inhumane’ with large undefined spaces and large walking distances.
PROPOSED URBAN STRUCTURE The new urban tissue has a more comprensive approach towards built and open spaces. The rationality of the urban structure is based on an interconnected network of urban spaces varying in quality, size and form. This new hierarchy of rooms provide a more readable and coherent space where a wide variety of activities can take place. The heart of the site becomes the most frequented zone, and plays an important role distributing the flow of the masses to the rest of the area. For this reason it is well defined
by the built structure, making it both easy to read, highly permeable and accesible to/from any point within the district. The typology and size of the buildings in this part are planned to house mainly offices and labs, while the ground levels must be flexible enough to house public services. As the built structure approaches recreational areas , it gradually changes in form and program from large-scale urban blocks blocks to smaller groups of private homes in form of row houses.
41
B
A
A´
B´
Sluppen district seen from a little birds perspective
Snitt A- A´
Snitt B- B´
42
43
2,2m
B
C
0,3m
0,3m 1,8m
5,4m 10,0m
44
2,2m
0,3m
5,4m 10,0m
0,3m 1,8m
3,5m
0,3m
3,4m
10,0m
0,3m
2,5m
3,5m
0,3m
3,4m
10,0m
0,3m
2,5m
D
7,3m
0,3m
0,3m 2,0m 3,25m
3,25m 25,0m
0,3m 0,3m 2,0m 2,0m
4,0m
45
E
1,5m 1,5m
3,25m
3,25m
3,0m
6,0m 30,0m
46
3,0m
3,25m
3,25m
1,5m 1,5m
47
F
3,25m
2,2m
0,3m
3,2m
0,3m
3,25m 25,0m
48
3,25m
0,3m
3,2m
0,3m
2,2m
3,25m
A
4,0m
0,15m 2,2m
4,0m
4,0m
0,15m
5,5m
20,0m
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G
1,0m 3,0m 2,0m
4,0m
1,5m
1,5m
0,5m
0,5m
3,0m
2,5m
1,5m
3,5m
2,0m
4,0m
3,0m 39,0m
50
4,0m
2,0m
7,5m
5,0m
Fredly valley seen towards the central square.
51
ADAPTABLE HEIGHTS Facades towards main streets have a maximum height of 6 floors. This will ensure a clear definition of the street as an urban element and also act as a sound barrier protecting the inner spaces.
PARCEL SUBDIVISION Urban blocks will be divided into independent parcels in order to achieve a great variety in design and function. This strategy allows for individual development of the parcels, thus giving maximum flexibilty for the order of transformation of the site.
TYPOLOGY RULES
PERMEABLE STRUCTURE Public accessibility to the city spaces will be ensured by a permeable urban tissue. Large urban blocks must be open in two sides, providing public access to internal courtyards and in this way extending the network of corridors and urban spaces.
VIEW IS IMPORTANT FOR HOUSING Residential buildings face south, allowing daylight into residential units as well as achieving sunny common spaces. They also open towards recreational area extending their common spaces and making it more attractive to live in Sluppen.
Taking the common urban block as a starting point for the urbanization of Sluppen, a set of building guidelines were created in order to provide the area with a holistic development aproach that both safeguards the human scale, provides attractive urban spaces, reduces motorized traffic, offers safer streets and creates an active street life. MIXED-USE TYPOLOGIES Ground floors must have a minimum height of 4 meters and allow maximum program flexibilty, ensuring the public character of the street . Facades towards main streets will house office and commerce, providing them with maximum exposure towards pedestrians, while residential will face south and recreational areas for maximum sun-exposure and privateness.
52
HYBRIDS ARE COOL Hybrid urban blocks will allow a wider variety of program and users and give life to new activities and creating a more interesting urban skyline.
ACTIVE FACADE
OPEN FACADE
enCLOSED FACADE
ACTIVE PRIVATE FACADE
GROUND FLOOR FACADE ACTIVITY Sluppen is planned from the desire of an active district. The buildings interaction with squares and corridors is one of the most important parameters for city life. The openess of the facade determine our impressions and line of events when moving through the city. The facade design has the ability to focus the street life in certain areas where one wants a high level of activity. The map above show the desired level of activity in the facades of the city. The character of the ground floor facade is determinated by its location, the traffic situation, solar exposure, etc. its proxi-
mity to public nodes etc. We have divided the facades in four categories: Active facades: Central shopping and culturedistrict, busy pedestrian corridors. Borderzones that make use of the street/square Open facades: Along trafficated corridors, transit spaces, streets between destinations Narrow borderzones, if any.
Active private facades: Enclosed gardens for private neighborhoods. large borderzones for private use. The characterization does not decide what function that should be there, only to what extent the facade invites the public to interact with it.
Enclosed facades: Low trafficated streets, economy access.
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PROGRAMME MIXED USE DEVELOPMENTS Mixed-use environments have existed throughout most of human history, and it was in the past determined by the need for walkability and the scale of the human body. This pattern changed radically with the invention of the car which opened up the possibility for ¨unlimited¨ mobility and thus large separation of functions. However, in the later years these monofunctional modernistic developments have proved to be unsucessful, creating urban structure sprawl and a car-based society reliant on fossil fuels. The need to develop more sustainable cities has reopened the neccessity for denser and mixed areas where living, working, playing and shopping again can take place within a walkable radius. It has also intensified the discussion around more efficient public transportation solutions that can substitute the use of private cars while keeping the high levels of mobility required by the modern citizen. This whole process aims for a reorganization of the city from monofunctional entities into more multifaceted urban spaces with high levels of integration. Our goal for Sluppen is to create a selfsustaining intersection point, a city within the city, where urban, economical and social diversity merge to create a viable and attractive district. 54
HOUSING
OFFICE
COMMERCE
55
OFFICE
INDUSTRY
COMMERCE
HOUSING
EXISTING ZONING As a result of the monofunctional program of office and production acitvities, Sluppen is an introverted homogenic area with clearly defined users, activity times and urban structure. Activity time is reserved to indoor areas during office hours leaving the site empty during the rest of the day. The urban tissue features low buidings, extensive parking lots and low quality public spaces, discouraging the use of outdoor areas and reinforcing the image of a ¨no man´s land.¨
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On the other hand, the potential it has to become a central point is great, taking in consideration it is located along a primary road and surrounded on the north west by residential areas in Nidarvoll and Nardo.
PUBLIC
OFFICE
INDUSTRY
COMMERCE
HOUSING
PUBLIC
PROGRAMME Sluppen will become a dense, sustainable and vivid district with a mixed program of offices, residential units, commercial activities, public services and recreational areas. This conglomeration of functions will attract a varied type of users and encourage social interaction, creating life throughout the day and making it attractive both to live and work in the area. Having all the neccessary services at walking distance will make it easier for residents and visitors to function without the use of private cars. All neccesary
activities such as delivering children at the local kindergartens, walking or taking the bus to work, eating at the local restaurants, and buying groceries can be done within a limited radius. The heart of the neighborhood, featuring the traffic node, becomes the busiest part of the district and has therefore a predominant business program with office areas on the upper floors and commercial activities at the ground level. Residential areas, on the other hand, are located closer to natural areas
such as the Fredly creek, Smidal forest and Nidelv river. This will ensure a higher degree of privateness as well as quality recreational spaces. The transition between these two areas should happen as uniformly as possible.
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TOTAL AREA 830.000 m2
CHOSEN SITE 540.000 m2
FOOTPRINT
LAND USE AND PROGRAM DISTRIBUTION Sluppen´s central location calls for as a dense urban district with high levels of mobility A coherent distribution of the plots, taking in consideration the permeability of the area and the relation location/programme, and a high FAR (Floor Area Ratio) are the main strategies to safeguard the functionality of the district and create a suficient flow of people
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GROUND
540.000 m2
FOREST
290.000 m2
PLOTS
363.000 m2
OPEN
177.000 m2
FOOT PRINT
155.880 m2
OPEN
384.200 m2
TOTAL DISTRIBUTION 6
3
15
1
2
4 5 7
8 11
9
10
OFFICE
50 %
HOUSING
35 %
PUBLIC / SERVICES
15 %
25 M2
PER PERSON
12 14 13
25 M2
WORKPLACE
OFFICE
12 000 WORKERS
13
PUBLIC
PLOT NUMBER
LOCAL DISTRIBUTION PLOT
8500 RESIDENTS
HOUSING
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. TOTAL
TOTAL
FOTPRINT 13500 13500 18500 30000 7000 35000 26600 23500 52765 49742 21500 33700 16500 20500 7000
2300 3500 7300 13635 3400 13800 7900 18000 14875 26684 11900 11436 7150 10600 3400
369307
155880
RATIO % 17,037037 25,9259259 39,4594595 45,45 48,5714286 39,4285714 29,6992481 76,5957447 28,1910357 53,6448072 55,3488372 33,9347181 43,3333333 51,7073171 48,5714286
OFFICE
%
BOLIG
%
SERV/PUB
%
FAR
0 0 28800 18500 14425 37140 0 12768 9120 84035 31070 13865 10620 34940 10585
0 0 89,026 30,328 69,501 57,905 0 31,002 18,303 72,541 64,068 33,817 41,527 77,619 73,456
6885 10180 0 37000 3560 24500 24180 20520 35235 0 12790 22150 12864 3375 1000
100 100 0 60,66 17,15 38,2 89,23 49,83 70,71 0 26,37 54,02 50,3 7,498 6,94
0 0 3550 5500 2770 2500 2920 7896 5472 31810 4635 4985 2090 6700 2825
0 0 10,97 9,016 13,35 3,898 10,77 19,17 10,98 27,46 9,558 12,16 8,172 14,88 19,6
0,51 0,75407 1,74865 2,03333 2,965 1,83257 1,0188 1,75251 0,94432 2,32892 2,25558 1,21662 1,54994 2,19585 2,05857
305868
50,66
214239
35,5
83653
13,9
1,6776
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VERTICAL PROGRAM DISTRIBUTION - AXONOMETRIC
60
B
G
E A
F
D
C
A
B
C
E
D
F OFFICE
G INDUSTRY
COMMERCE
HOUSING
PUBLIC
61
62
63
NATURAL FOREST
URBAN PARK
MAIN URBAN FLOOR
PUBLIC ACTIVITIES The present Sluppen is a foreign place for most people, even those who live close by. Restricted industrial compounds and office buildings does not really interact much with the local community. However, the Sluppen of tomorrow should be an open and inviting district full of public activities and services. Different surfaces of the city spaces allow for different kinds of ourdoor activities, while a dense community, and a busy traffic junction enables a broad spectre of public facilities. Sluppen is primarily a local alternative to the city centre, however, the accessibility for both car and bus makes it an option for cultural happenings for all of the city. Today Brattøra is being launched as the new ‘grand hall’ of Trondheim with venues such as a Rockheim, Clarion Congress Hotel, a public fjord park and possibly a new art gallery. Brattøra is, however, and will probably always be a quite unaccessible location as long as the train station is at its current location. Brattøra is currently activized by the northern bypass road, were no bus routes travel. Sluppen appear to us as a much more sustainable solution. Here, there is too the flexibility to establish quite voluminous public venues, however in a more central and accessible location.
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PEDESTRIAN CORRIDORS
HEALT CARE INSTITUTION
HOSPITAL/ DOCTOR
SCHOOL
KINDERGARTEN
GYM STUDIO
JOGGING TRACK
PLAYGROUND
KAYAK
SOCCER FIELD
CINEMA
CONCERT
HAIRDRESSER
HOTEL
CAFE/RESTAURANT
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IMPLEMENTATION: The transformation of previously industrial nodes into urban areas has become a common issue for many cities worldwide. Trondheim is not an exception and has in the last decades experienced an increase in population resulting in the need of available areas for residential and commercial activities. This process has put a great preassure in centrally located areas. Districts such as Nedre Elvehavn have gone from being deserted brownfields with little or non activity to dynamic mixed use neihgborhoods. This urbanistic trend has extended to other areas such as Ilsvika, Nyhavna and Brattøra, which are also undergoing important changes in program, structure and accessibility. Sluppen is also experiencing this pressure from the real state market, and due its high levels of accessibility it is becoming an even more attractive area for companies and investors. Single plans have already been drawned for the partial transformation of the area into a business centre; however, they dont include a hollistic approach that can exploit the potential of the are to become a subcentre within the city. Our proposal studies the possibility some major infrastructural changes that will connect this part of the city back to the urbanized axis and make it an important urban junction point for public transport. The realization of such a project requires a huge public and private investment, in terms of infrastructure and building works, and involves a high number of stake holders. These parameters make such projects a fairly long term adventure, creating the neccesity for a complex phasing developement in order to achieve success. The preservation, transformation and/ or demolition of buildings has to be done through democratic mechanisms that take in consideration environmental, economical and social issues. It is therefore important to involve all the interested parties on an early stage , so that interests and conflicts can be negotiated and alternative solutions can be withdrawn.
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60.000 m2
UNDERTUNNELING THE E6 Based on the analysis of the site and feedback from authorities and users of the E6 highway, the existing road infrastructure needs to be upgraded in order to meet the future needs of motorized traffic. Many half way solutions have been proposed, but all of them end up are temporary solutions which only increase the number of lanes but dont solve the overall problem. We therefore propose the simple but most expensive solution, the undertunnelig of the E6 from the bridge and up to roundabout closest to Siemens. Such a move will require a major investment from the authorities, about 500 mill. , something they are not willing to take. For that reason we propose that this project should be a cooperation together with private investors where the area which can be freed from the ground level, approx. 60.000 m2, can be built and in that manner cover some of the investment.
PUBLIC OWNERSHIP
PRIVATE OWNERSHIP
KJELDSBERG
PLOT OWNERSHIP The chosen working area belongs to 24 land owners. This number is small taking in consideration the size and location of the area along one the citys most trafficated junctions. Kjeldsberg Eiendom, Trondos, Posten and Trondheim kommune own the biggest and most attractive build plots, and a possible cooperation among them will make it possible to create a holistic masterplan for the site. However, they are also dependent on the active participation of Statens vegvesen, since they own most of the traffic infrastructure. Especially the highway undertunneling is dependant on the will of Statens Vegvesen. They do not have a history in oper-
ating as real estate developer, and will be reluctant to let such project diminish the future flexibility of the traffic situation.
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1
14
2
3
15 4
63
5
60
17
16 6
62
18
7
64
61
59 19
8 9
58
20 24
10 11
48
25
12
27
28 29
13
52
44
42 41
43
40 39
36
30
50
51
46
45 38
53
54
49
47
26
56
55
21
22
23
65
57
37
32 31
35 34 33
66 68
75
69 70
PRESERVED B
PRESERVED C
PERMANENT
TRANSFORMATION 71
73
72
BUILDINGS TO KEEP Featuring a large assorment of building types, materials and sizes, the urban structure at Sluppen is characterized by big scale warehouses and office buildings dating all the way from the early 60s to the late 2000s, Many of the storage buildings are lightweight structures that can be replaced, demolished or transformed in the short-term, while some of the office buildings have a more permanent character and should be included in the transformation process of the site. This will also be done to meet economical restraints and keep some of the identity of the area.
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74
67
76 REPLACEMENTE LONG_TERM
REPLACEMENTE SHOR_TERM
PERMANENT
69
MANY PARTIES INVOLVED...
70
Trondos Trondheim K
Kjeldsberg
Trondheim K
PHASE 1 (CONTROLLED AREA)
PHASE 2 (FRAGMENTED OWNER STRUCTURE)
PHASE 3 (GEOTECHNICAL RESTRICTIONS + POSSIBLE SCHOOL RELOCATION)
PHASE 4 (UNDERTUNNELIG OF E6)
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Working & LIVING
Landscape
Sluppen Statensvegvesen Region midt. Sluppen - Stavne. Trafikale forhold og arealbruk 22.02.10. (page 45)
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LITTERATURE
Transport
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