Ostermundigen’s herz und vene by Brian Nap

AQUA TERRA URBAN DESIGN BRIAN NAP | 4116852 2 JULY 2015

FROM BERNSTRASSE TO

OSTERMUNDIGEN’S HERZ UND VENE

INTRODUCTION

This booklet is about the design proposal for the redesign of the main village street of Ostermundigen, Switzerland. This redesign integrates a new tram system connecting the village to Bern, a new materialization of the street, more public space and greenery, a new storm-watermanagement proposal and new urban densification projects in the town. All these design proposals form a new heart for the villages which struggles with it’s development from the past and an unclear view for the future. The town has troubles with it’s own identity moving between town and sub-urban city and fearing densification and new big towers. By creating an uniform new town street with new public space, a town square and surrounding dense but low rise building we can accomplish a new and clear structure for the town, unifying it. This booklet is made for the course Aqua Terra, for this course it’s extra important to integrate design related to the subsurface and use it in the design in a smart way. In this design it’s done by looking at where underground parking is, where the stormwater can infiltrate, who the pipes/cable network relates to the section of the Bernstrasse. By integrating storm-watermanagement, the cables/pipes, the new electric road/tram-track and greenery we can create a smart street design. During the course we had a trip to the case city of Ostermundigen there in groups a short design proposal was made in that few days. This gave me the inspiration to continue working on the case since it was an active debate and the design proposal led to the idea which is now elaborated further in this design proposal. This booklet starts with an introduction to the problems and history of the village of Ostermundigen. And how the Bernstrasse is the center of the town but is not fit for people/pedestrians. Then the applied literature and theory will be explained. Then the design elements will be explained before going to the final design with new sections and zoning plan. Also 3 locations have been worked out to show the integration of new buildings, tramsystem and public space. Besides the design also some references will be given and images of the new design will be shown. I hope you’ll enjoy reading it and will inspire for a new future for Ostermundigen’s heart and vein. As said the town-street has many problems most are related to the organization, materialization and public-private relation of the street. On the next page are given some examples of spatial problems around the Bernstrasse.

CONTENT

• SPATIAL PROBLEMS • HISTORY • LAYERED SUBSURFACE • BERNSTRASSE AS CENTER • CARS AWAY, PEOPLE BACK • THEORETICAL FRAMEWORK • NEW CONCEPT FOR OSTERMUNDIGEN • SIX KEY PRINCIPLES • DESIGN ELEMENTS • RETROFITTING STREET • RETROFITTING SIDE-ROADS AND ALLEYS • RETROFITTING INTERSECTIONS • NEW RULES • THE NEW STREET-SCAPE • GREEN THE STREETS AND RETAIN THE WATER • THE TECHNICAL STREET FOR THE FUTURE • SPACE FOR THE PEOPLE, AND TRAM • SECTIONS BERNSTRASSE • MATERIALISATION BERNSTRASSE • OVERVIEW, PLANVIEW, ZONING PLAN BERNSTRASSE • LOCATIONS • REFERENCES • TIMELINE • LITERATURE • COLOPHON

PRE-DESIGN

Before the booklet an analysis and design have been made during a field trip to Ostermundigen. Parts of this pre-design formed the inspiration for the end result. The design was based on 3 themes, expand, mitigate and enjoy. Here is part of the text which is used in the booklet for the pre-design: The strategy is to separate different types of commuting speed, with car oriented traffic to the north (brown line), preference for pedestrians and public transport on the main street of the city and primary connection with the city of Bern, the Bernstrasse,. Finally, slower traffic, for pedestrian and bicycle along the park / quarry. In addition, the north-south green axis aim to organize connectivity with the north cities (Ittigen and Bolligen that have a historical relation with Ostermundigen) and the green areas in between. The points where the green axis and the Bernstrasse intersect are identified as good places for TOD densification. The objective is that densification comes as a natural consequence of the profile transformation of these streets towards a more local and mixeduse character that helps create identity and interdependency for the city. During this fieldtrip also some of the problems of Ostermundigen and it’s attitude are made clear: This vision and strategy tackles the idea that change is a bad thing, the Municipality needs to move forward and should not be standing still in a time where changes are necessary as well as a great opportunity to become more liveable. However, it also shows the Municipality that the community needs more than just the option of ‘yes’ or ‘no’ in regards to new proposals. With easy access to referenda in Switzerland, the chance of success of a project (thought of top-down) is only 50% (either ‘yes’ or ‘no’), and there will always be people who (fully) disagree with it. The residents in Ostermundigen have the power to stop, pause or continue a project, to increase the chance of success and personal attachment, residents should be able to articipate from the start of the process and a variety of options should to be proposed. These elements formed a foundation to elaborate on with this booklet. It showed insight in the existing situations and gave a nice design made in a few days. The biggest element this booklet elaborates on situation around the Bernstrasse since it seems to hold the most potential in the new plan of Ostermundigen. The themes of Expand, Mitigate and Enjoy can still be found in parts of this booklet although the concepts of these categories have been altered from the predesign phase.

SPATIAL PROBLEMS

• Buildings and street are not connected • Is the street an empty parking lot?

• Is the parking lot the last shared space? • Public transport infrastructure can be meeting point

• Car dominates, bike takes over but what is left for the people? • Car only streets

• The blind street • Fenced of or hedged space

• No use of public space • No room for space claiming for people or shops 5

HISTORY 2015

Ostermundigen’s spatial problems come mostly from it’s history and it’s relation to Bern. During it’s development it’s visible that the Bernstrasse has always been the most important. During it’s development the street got littered with urban developments form different times and went from a cozy town-street to a cluttered area where cars dominate and the struggle between town and city becomes visible in it’s architecture and public space. Ostermundigen has always had an important relation with Bern. The historical city center of Bern is built form berner sandstein from the quarry from Ostermundigen. The Bernstrasse has always been one of the mayor streets, the other being the Untere Zollgasse and Obere Zollgasse. The streets meet on the Zollgasse. This forms the center of the village, it is also the point where it history is visable although it is a bit hidden. The water source is shown as a small element between overgrown trees, same as the old train which transported the stone from the quarry.

1940

1915

Until the industrial revolution the city was nothing more than a few farm towns. During the 1900’s it changed into a small city with factories. The city grew to 700 to 2.400 in 1910. After the industrialization the relation with Bern became more important people stated to live in the city and work in it’s surroundings. With big extensions to the town the amount of habitants grew to 17.000 in 1980. This had big consequences for the town. Here the struggle with it’s position being a city or a town and how to deal with it’s history and dependency. Nowadays most people (¾ of total amount of inhabitants) still work outside the village, because of this the public transport system is overloaded. The buses to Bern is to it’s capacity even while running every 3 minutes. The busline uses the Bernstrasse, showning it’s importance once more for the village. The village now wants to densify and house more people as well have an better connection to the city of Bern but it doesn’t want high-rise or lose it’s town-like character. Although there are plans for a high rise building near the train station and there’s a debate going on about a possible tram connection to Bern. But is this highrise development what we want in this town? So the Bernstasse has become a mess with buildings from different times, space is cluttered by cars en public transport and the center of the town, Zollgasse, is a intersection with overgrown trees. It struggles with it’s future and needs a new clear identity.

SITUATION NOW

{3D}

No.

Description

Date

Owner

Unnamed

LAYERED SUBSURFACE

BUILD AREA

PLOTS

GREEN

PIPES NETWORK

UNDERGROUND PARKING GARAGE

PERMEABILITY SOIL

GROUNDWATER

To understand the town it’s also important to look at the subsiol of the town. By looking at it we can look at chances and oppertunities to link the underground netwerk to the above one. So can trees not grow on places with underground parking and we can let water infiltrate where the soil is permibale. Also it is possible to reorganize pipes and cables to make them more findable but also possible use each other, like using heat from wastewater pipe to heat houses or the road. Or integrate the electric cables for the tram in the subsiol making catenary and above ground wires obsolite. By integrating the subsiol in the design we can add more quality in the public space and create a more pleasant and sustainble center of the town. Build Area includes all the build envoirment and mass it’s important to know this layer for the composition of masses but also how it influence the space, creating shadow and affecting the wind. Also it affects the subsurface with foundations and decreases the amount of permeable soil (since on buildings the water can’t infiltrate to groundwater logically). Plots are very important to show the relation between private-public space, especially in Swiss where people need to let water infiltrate on their own land and most land is not owned by municipality but by private holders creating possible difficulties in redevelopment. For this the POP-space () can form a solution. The term of “Privately Owned Public Space” was first invented in 1960s in New York City. “The invention of this policy is based on the

principles of light and air on the ground level and control overall bulk mass. It aimed at creating better and instant public spaces integrated with the urban development so as to improve the pedestrian experience. This mode of development facilitates cooperation between the private and public sectors.” (Luc, 2009) This method has been used multiple times mainly in the US. This proven a very successful tool when applied good, creating for example valuable pocket parks in New York (Paley park or IBM Plaza).

The most popular and most visually apparent type of POPS are the outdoor spaces – plazas, residential plazas and urban plazas, sometimes called “bonus plazas.” The provisions allowing for these outdoor spaces have evolved immensely since 1961; starting from very modest design requirements to more finetuned standards that require well-designed amenities that benefit the public. (NYC Planning, 2016)

Green shows all the trees, this is useful since the generate many benefits to their local microclimate, buffer sound, hold rainwater, clean the air, generate cooling by shadow and evaporating. But the also have big influence in the underground, with their extensive roots. Pipes network are all the gas and water pipes but also other utilities like electricity, internet and telecoms. It’s important to know their main structure to prevent accidents with hitting cables and offers the opportunities to be redesigned to smart networks and combinations. Also tree-roots and cables don’t mix well. The underground parking shows were already existing underground parking facilities are, this is useful to further utilize their use and expand from them but also to know with water infiltration and greenery since no big trees can grow on top of them (or should be designed such so they can) and water can’t directly infiltrate from the surface to the groundwater. The permeability of the soil shows how easy the water can infiltrate through the subsoil. It doesn’t show the paved surface or the top layer but the earth underneath it, this is important to know when using infiltration as stormwater management tool. If it can’t infiltrate the water will remain on the surface. Groundwater is to underground flow of water this is an important water system often used for drinkwater. It can be used in combination with the permeability of the soil to redirect rainwater to the subsoil, balancing the ecosystem. So it’s clear that each layer has it’s functions and technicalities but in the end if you stack them and create linkages you can generate useful interactions between them or get the understanding how a design decision in one layer affects another. This understanding is important for the successful implementation of the design

BERNSTRASSE AS CENTER

TRANSPORT FLOW

BUSLINES AND STOPS

SHOPS AND SERVICES

As said the Bernstrasse is the center of the town this is shown when looking flow of traffic through the town, the buslines and the locations of shops and services. These all are related to the bernstrasse and form a few culsters which can be seen as centers along the main axes. These are Zollgasse, Bahnhofstrasse, Wegm체hleg채ssli and Mitteldorfstrasse. By upgrading the road for slow traffic (pedestrian and bike) and public transport and downgrading for trucks and cars we can stimulate their use and create more pleasant street space. Also by slowing traffic down and creating less intersection for cars they will be diverted making walking, biking and public transport more attractive to use.

CARS AWAY, PEOPLE BACK

UPGRADE

DOWNGRADE

LITTLE SPACE FOR THE PEDASTRIAN

73,8%

26,2%

DISTRIBUTION OF STREET SPACE

73,5% 2,1

10-9m

0,5

24,0% people

B To see how the Bernstrasse is built up spatially sections of important places have been made, these 7 sections show how the space is divided between different modes of transportation as the road winds through the village. These sections form an important tool to analyze the spatial problem of the Bernstrasse. The domination of the car becomes visible when looking at the sections of the street. The division of space between cars and slow traffic show the unbalance between them. The pedestrian is sticked to the walls being pushed away by parked cars and traffic. Bikes need to share the space with the cars but by unclear route zones and speed differences creates dangerous situations. Because of the abundance of space cars have the tendency to drive faster, thus increasing the chance of dangerous situations. When the division of space is shown in a percentage it shows the inequality. Almost ¾ of the space is claimed by cars. Because of the surface being mostly paved there’s little to no space for trees and greenery and if there is it’s inaccessible since it’s leftover spacing between road-lanes. When we want to change the image of the street we would need to reshape the street section and create a balance between car, bikes and pedestrian favoring the last two as they contribute to the lively street we want to create.

24,0%

33,3% 66,7%

2,5

33,3% people

66,7% car

31,4% 68,6% 3-3,5

11,5-12m

2,5

31,4% people

68,6% car

75,5% 2,5

13m

24,5% people

2,8

73,5% car

75,5% car

22,3% 3,2

77,7%

1,5

22,3% people

2,5 77,7% car

25,1%

2,2

3,8m

4,7

25,1% people

52,1%

52,1% car

22,8%

16,4%

39,7%

2,3

1,6

22,8% people

3,5

16,4% bike

1,5 2 39,7% car

SPACE FOR CARS SPACE FOR PEOPLE SPACE FOR BIKES

THEORETICAL FRAMEWORK: THEORY SEATTLE – PUBLIC SPACE PUBLIC LIFE GEHL ARCHITECTS, 2009

An important element of the future of the town is the build environment. When reshaping the Bernstrasse we can also think about the building guidelines and possible densification. Theory of R. Venturi, Learning from Las Vegas can help to create building volumes and spaces more fitting to the town’s of scale and speed of walking and biking. Also the theory by Gehl on the speed related to the facade. Creating more active facades for slow traffic, pedestrian, to interact with. By applying this in the building guidelines more doors, windows and storefronts can be sided towards the road and the mass can be more diverse and react on the street creating corridors, halls and squares.

REET TO QUALITY PUBLIC SPACE

ents of creating quality ADAPTIVE STREETS ht-of-way? You can start J. & SCHWINDELLER, M. , 2014 LEWIS, SITE scale and develop an ite considerations. CONSIDERATIONS hese into account, you SCALE SAFETY ow the site can be used. CONTEXT ramming that is adaptive, CLIMATE ACCESSIBILITY nd to user needs and VIEWS k at the detail scale and s that provide a safe PLACE IDENTITY SENSORY EXPERIENCE ations for human use and MULTIFUNCTIONALITY

Other literature used is NATCO’s Urban Street Design Guide, this book shows the possibilities for reshaping the street and the how it can be implemented from a temporarily solution to a permanent design. This forms the theoretical base for the design. From this the concept the new face of Ostermundigen is derived to make a tailor made design.

HABITAT

MAINTENANCE

TRAFFIC CALMING

FESTIVALS

QUALITY PUBLIC SPACE

MATERIALS LIGHTING

COMMUNITY SPORTS

SEPARATION

STREET CLOSURES PERFORMING ARTS

PAVING

PLAY EQUIPMENT SIGNAGE

ative Commons : David Graus, City borhood Buildings: atman, Eye: Andy s: Juan Pablo Bravo, senger Loading: Kirk Saxophone: Jakub Initiative, Climate: listed.

FARMERS MARKETS EVENTS

PHYSICAL ELEMENTS

WATER

FURNITURE

FOOD PLANTS

URBAN FARMING

To create a living vibrant street with the human scale we can use literature and theory to found the foundation of the design making it more likely to succeed as a design. Important theory is the research done by Jan Gehl, Gehl Architects, to look at which elements create public life. According to Gehl Architects public life has a few criteria which increase livability of public life, sustainable, attractive, healthy, lively and safe. Design has a big influence in the implementations, or lack of, in the street-scape. Other literature used on public space is framework created for Adaptive street, based on Site considerations, Physical and Activity. Combining these two frameworks gives us an useful insight in the tools we can implement to create a vibrant city heart.

ACTIVITY PROGRAMMING

THEORETICAL FRAMEWORK: LITERATURE

LEARNING FROM LAS VEGAS VENTURI R. , SCOTT BROWN D. AND IZENOUR S. , 1977

URBAN STREET DESIGN GUIDE NATIONAL ASSOCIATION OF CITY TRANSPORTATION OFFICIALS, 2013

SEATTLE – PUBLIC SPACE PUBLIC LIFE GEHL ARCHITECTS, 2009

BERNSTRASSE AS NEW FACE OF OSTERMUNDIGEN

The concept for the new Bernstrasse design is based on a few principals and layers these together from a new network which makes the Bernstrasse to the heart of Ostermundigen. It consists of 3 new public transportation stops, a few public spaces connection to the Bernstrasse and at Zollgasse the space is upgraded to really form the heart of the town where the two main axises meet and form a vibrant heart of the community offering space for leisure and activities, while traffic is diverted around it. The new Bernstasse uses 6 principles being efficient public transport spline, a pedestrian friendly boulevard, a connector not only to the rest of the town but maybe even more importantly to Bern an Deisswil offering regional mobility, an iconic street so itâ&#x20AC;&#x2122;s recognizable and readable for inhabitants and visitors as one space, and it connects the valuable space along the Bernstrasse making them more accessible and usable for the inhabitants. It contains 4 layers, the build environment with the new densification, new greenery and nature along the street, new uniform materialization which shows the new importance of slow traffic also linking to itâ&#x20AC;&#x2122;s history. And the new tramline with 3 new tram-stops going to Bern and Deissweil, which create hubs along the Bernstrasse

SIX KEY PRINCIPLES DEISSWIL

ZOLLGASSE

BERN

EFFICIENT TRANSPORT SPINE

PEDESTRIAN BOULEVARD

LINKING TO TOWN ASWELL BERN AND DEISSWIL

LEGIBLE SPLINE AND HEART OF TOWN

ICONIC STREET

CONNECTING NICE PUBLIC SQUARES

DESIGN ELEMENTS 01

TRAM CONNECTION

BIKING ROAD AREA

TRAM STOP

BIKE PARKING FACILITIES

ELECTRIC ROAD

WALKING AREA

UNDERGROUND PARKING

RE-USE DENSIFICATION PROJECT

UNIFORM PAVING

NEW DENSIFICATION PROJECT

NEW URBAN FURNITURE

(WORK)SHOP SPACE

NEW GREENERY

TOWN SQUARE

INFILTRATIONZONE

HISTORIC TRAIN

DENSIFICATION & NEW BUILDINGS

NEW PUBLIC SPACE AND GREENERY

NEW UNIFORM WARM MATERIALIZATION

PUBLIC SPACE OR POP-SPACE

CENTERS OF COMMUNITY AND PUBLIC TRANSPORTATION

DESIGN ELEMENTS

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RETROFITTING STREET

PILOT SIDEWALK EXTENSION

TEMPORARY BIKE CORRAL

TEMPORARY BIKE LANE

PERMANENT SIDEWALK EXTENSION

TRANSIT STOP

BIORETENTION CELL

PERMANENT BIKE LANE

Based on the Adaptive streets book there are multiple design interventions which can be done to reform the existing street. These consists of both temporarily and permanent solutions. Often these measurements are about replacing parking spaces for other uses such as bikelanes, transit stops, bioretention cells (or bioswales) or side walk extensions with possibly parklets. These design options can be mixed and combined to result in new street-scape. By implementing temporarily solutions first they can be tested in the field often they require little investments and can be changed back to the original situation quick if necessary or to a permanent design if itâ&#x20AC;&#x2122;s a success. The Bernstrasse will be reshaped and for this a concept is made for materialization, technicalities and space. In the illustration next to it is shown how these are combined.

RETROFITTING STREET INTEGRATES OVERHEAD WIRING AND POWERING OF THE TRAM UNDERGROUND VIA INDUCTION.

SYSTEM IS USABLE FOR CHARCHING ELECTRIC MODES OF TRANSPORTATION:

ELIMINATION OF WIRES AND POLES NO OVERHEAD LINES CLEARS THE CITYSCAPE

• • • • •

CARS BUSES VANS TRUCKS TRAMS

ENHANCEMENT/ BUFFER ZONE

FRONTAGE ZONE PEDESTRIAN THROUGH ZONE

SPACE RECLAIMED BY THE PEOPLE AND BUILDINGS

THE STREET IS THE RED CARPET OF TOWN RECOGNIZABLE MATERIALS WITH HISTORIC CONTEXT

One of the big design interventions is the new implementation of the tram. But as said the tram is a topic of debate people wondered how it would fit within the Ostermundigen. But instead of making the tram a threat we can make the new mode public transportation a bringer of change and progress. By smart integration and implementation we can offer new values to the town. One of the features is the integration of the power supply for the tram in the ground, this way it makes aboveground wires obsolete and also adds the possibility to charge not only the tram but also electric cars, trucks and buses adding also benefits for inhabitants and shopkeepers. Because the road will be narrowed down more space will be available for the pedestrian. The sidewalk will be divided in to 3 types of spaces, frontage zone, pedestrian through zone and enhancement/buffer zone. By creating these 3 categories we can apply rules to them and also offer possibilities for bussinesses to extend their space into the public space creating a more interactive and fluid border between public and private. This also stimulates interaction of passersby with the business and adds diversity offering space to stroll, sit, enjoy, meet or work. The frontage zone offers the oppertunity to be build upon, although it needs to have an active relation with the public space. This can be a (work) shop extension, entrance to above housing or other possibilities. The through zone is to guarantee people a minimum free zone of objects creating a pleasant boulevard to walk along and pass each other. By having the two other zones we have room for activities which makes it so we can keep this zone free for movement. The enhancement/buffer zone is as the name says a zone where there is space to add quality to the street-scape. In this space public functions will be added. These arrange from bioretention cells to manage stormwater to public seating, bike parking and few parking places for temporarily parking and logistics. Also the Bernstrasse will be fitted with a new materialization scheme. This will be elaborated on page 36. But the principle will be that the street will be converted in a bike street where cars are the guest. By having a very different type of materialization and narrow character of the road we can stimulate car drivers to drive more carefully and give bike users more space.

RETROFITTING SIDE-ROADS AND ALLEYS ALLEYS BECOME BLUE-GREEN LUNGS OF THE STREETS

Alleys and intersection will be reshaped to be more pedestrian friendly. Often alleys they are now dark and unpleasant spaces while the can form a fine network of shortcuts to the streets. Intersections with the Bernstrasse cut through the pedestrian space cutting up the spaces and favoring car use, by closing the intersections for cars and reshaping them we can stimulate slow traffic use, since they will be able to pass and demotivate car use since their travel time will increase due to detours. The new space of the intersection can be designed to different types of space which will be discussed on page 22. Alley can be designed to blue green lungs, managing stormwater and housing greenery, bushes and trees. Also itâ&#x20AC;&#x2122;s possible to make them places of art. By doing this along the Bernstrasse a network of interesting shortcuts can be created and the detour of cars can be enforced. This can be done early in the design phase since it can be created easily with temporarily elements such as bollards and planters, with some chairs or boxes you already created an temporarily space. If the closing of an intersection is a success a permanent design can be implemented. Alleys can be painted simply and have some green, by also removing the cars a far more pleasant space is easily created.

STREET PARK CREATED BY CLOSING ONE END OF THE STREET TO CARS

RETROFITTING INTERSECTIONS

In Adaptive Street Design they talk a Street Park being ‘a portion of a non-arterial street into a pocket park space. This street transformation strategy works well on quiet residential streets and maybe suitable for streets that have been identified as neighborhood greenways.. A Street Park can be designed to provide safe bicycle connections while diverting automobiles from these streets.’ There are multiple design solutions for the new formed space. These design interventions can enhance the public quality. Slow traffic island – favors shortcuts for walking and biking, while cars need to detour. This can include also bike stands and parking. Urban lounge – it offers a place to sit down, this extension is great to combine with leisure activities (such as restaurants or bars). Urban farm – Here communities can farm local products, it also adds to the biodiversity, retains rainwater, is sustainable and could stimulate the meeting. Pocket park – a small public space to add to biodiversity, retain rainwater but it can also be combined with functions such as a playground.

BEFORE STREET PARK TRANSFORMATION

These are only a few of the possibilities also some can be combined and maybe changed through time. By mixing them the can be tailor made to be fit to the neighborhood. Also it possible to first create a temporarily design before creating the permanent solution.

SLOW TRAFFIC ISLAND

URBAN LOUNGE

URBAN FARM

POCKET PARK

NEW RULES FOR ALLEY

Often alleys are under-utilized, sometimes dirty and unsafe. Not many activities take place in the space and it’s often a leftover space. In Seattle – Public Space Public Life, 2009, they reshift the focus on sustainability, making them blue-green lungs. They can work on small ecological system on their own adding more greenery, adding biodiversity, drainage and (in)filtration of water. Besides an ecological function the can also be combined with art and temporary events. It can create an opportunity to contact with nature with natural drainage elements and local flora. Activities can be added which enhance the town experience which can brings safety, activities and can play with seasons and time.

CREATE ALLEYS IN BUILDING BLOCK TO PREVENT BUILD WALL TROWARDS STREET

EXISTING ONES CAN BE UPGRADED SEATTLE – PUBLIC SPACE PUBLIC LIFE

HTTP://ISSUU.COM/GEHLARCHITECTS/DOCS/565_SEATTLE_PSPL

NEW ONES CREATED AS GREEN-BLUE LINES

SEATTLE – PUBLIC SPACE PUBLIC LIFE

HTTP://ISSUU.COM/GEHLARCHITECTS/DOCS/565_SEATTLE_PSPL

NEW RULES FOR PARKING

In the existing housing situation the parking lots take a big share of the footprint. Also there are shortcuts for cars hindering pedestrians and favoring cars. In the new design implementation parking will be integrated in the underground or in the building. Shortcuts will be only available for slow-traffic by placing bollards. The new free space can be used to hold stormwater, although it canâ&#x20AC;&#x2122;t infiltrate on the underground parking it can buffer. Also it can hold small greenery, it can be sport fields, communal space or possible urban farm. If itâ&#x20AC;&#x2122;s not possible to implement all parking spaces underground it can also be integrated in groundfloor of the building on the backside (not side along the Bernstrasse)

PARKING LOTS AND SHORTCUTS FOR CARS

GREENSPACE FOR THE PEOPLE AND SHORTCUTS FOR SLOW TRAFFIC 25

NEW RULES FOR BUILDINGS OLD SITUATION

NEW SITUATION

INTERACTION

CARS AWAY FROM THE STREET

DIVERSITY IN BUILDING VOLUMES AND MASSES 26

Besides the street itâ&#x20AC;&#x2122;s also important to change the build environment. By implementing them we can change the attractiveness of the space over time. These rules are based on Learning on Las Vegas and Jan Gehls theory on facade design in Close encounters with buildings. By using these rules we can get a more human scale in the street-scape. To create more interesting sight lines balconies can be created which are inward or outwards. By doing this interaction between people can take place, since often public life is a game of looking and being looked at. To create the more activity cars need to be removed from the Bernstrasse. By opening up the facade on the street side the street becomes more vibrant. The cars can be moved to the backside, of the building integrated or underground parking. The openings of the streets can be based on Close encounters with buildings by Gehl and more modified to the speed of walking and biking trying to prevent dead or inactive facade. And by creating diversity in building volumes it becomes more interesting for the eye, it creates not only interesting composition on ground level but also between the different buildings. This prevents that the facade becomes a horizontal wall. Horizontallyoriented facades make a walk feel longer and more tiresome. By diversity in heights itÂ´s also offering more space to use the roofs for private or communal space. Also this can help with preventing big shadows. This is also way we need to try and prevent highrise within Ostermundigen, since it casts a big shadow on the village. By densifing close to the ground the space will be filled up. And we can prevent new highrise projects which form big debates in Ostermundigen. Also by adding these new housing typologies new inhabitants can settle in the town.

THE NEW STREET-SCAPE

All these rules contribute to the new spatial character of the Bernstrasse. The transformation of the street is shown in the illustration. It shows a typical section of the street with the implementation of a few general design proposals. Here itâ&#x20AC;&#x2122;s visible how they will change the street-scape. The street will become more vibrant with more green elements. The road is narrowed down and pavement is changed. This gives it a more warm feeling also it alerts the users that cars are guest. By giving more space for the private-public edge shopkeepers can extend into the public space. This offers opportunity to create more valuable space for shopkeepers and inhabitants. New furniture adds to the character of the street and offers opportunity for leisure and stroll along the Bernstrasse. The street moves from a mobility artery to shared space where the town comes together making the road an uniter for the village Ostermundigen.

ENHANCEMENT/ BUFFER ZONE

FRONTAGE ZONE

PEDESTRIAN THROUGH ZONE

The technical part is elaborated on page 29 and 31, showing how the new spatial design is linked to the subsoil and the technical elements in the road section such as new separated wastewater system and retrieving heat from sewage water.

THE NEW STREET-SCAPE

GREEN THE STREETS AND RETAIN THE WATER BIORETENTION CELL STORMWATER MANAGEMENT

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i ect d ir

C Ov er

r Sto flo w

fa c

ilit

rd ate mw

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PLANTING

When reshaping the Bernstrasse there’s also the opportunity to reshape the watermanagement system. By creating a separated system we can drastically increase the capacity of the sewage water system and retain the water better. By also creating infiltration zones instead of directly getting rid rainwater we create a more sustainable system when there is too much rainfall there’s an overflow in which rainwater can be redirect to the small water stream. Because of this we not only make the local environment more sustainable but also make it adapt better to future climate challenges. By seeing how the groundwater flow and where the soil is permeable we can see where to make infiltration zones along the street and the outlet for the overflow water. Besides making the zones where the surface is permeable along the street also flora is added suited for the intake of water and adding to the biodiversity and livability. This plants will be placed accordingly to how wet their soil can/will be. By having these zones we also further increase biodiversity, these plants are based on the plants given in Suburban Street Stormwater Retrofitting (2015). The new greenery will have an important function in the new rainwater system. The principle scheme of the stormwater retention cell or bioswale is shown in the illustration with underneath it all the different types of plants and trees with their corresponding planting zone. This creates a variety of possibilities to play with the different plants and create colorful pockets along the road. Also it is possible to play with seasons so in different times the street will have a different atmosphere. Besides rainwater the section also houses other cables and pipes. By adding greenery we also add roots of trees and plants which have a big effect on the subsoil. If not designed correctly they can interfere, such as trees destroying pipelines or trees not growing since their roots haven’t got the space to extent. This will be explained along the technical section on page 31.

Suburban Street Stormwater Retrofitting: An Introduction to Improving Residential Rights-of-Way, 2015, p. 34-35

THE TECHNICAL STREET FOR THE FUTURE EXISTING SITUATION P

26-BJ-45

05 01

26-BJ-45

05 01

As said itâ&#x20AC;&#x2122;s important to well design the technical section of the Bernstrasse only then can the different components enhance each other. The section of the existing Bernstrasse is based on a few images found and a standard section of a Swiss street. Also the information from the infoflyer about the tramline through Ostermundigen and booklet Techniek van het stadslandschap (2014). This forms the base on the existing situation but also the lead to the design proposal. Also it shows how the electrification of the tram is solved in the ground without aboveground wiring. Underneath the section is a plan-view to show how pipes are designed around the trees and green-zones. It also shows the bundling of different cables/pipes depending on their depth in soil and the connection to the private plots. By bundling cables we can make it easier to intervene in subsoil and bring structure to underground of maze of pipes and cables. On the next page the section has been enlarged to show all the different technicalities in the subsoil and which is which.

DESIGN SECTION OF BERNSTRASSE TRAM STATT BUS AUF DER LINIE 10: OSTERMUNDIGEN, 2014

NEW SITUATION

EXAMPLE OF SECTION WITH CABLES AND PIPES TECHNIEK VAN HET STADSLANDSCHAP, 2014

THE TECHNICAL STREET FOR THE FUTURE

Here the section is shown with all the pipes and cables labeled, also the infiltration flow is shown and the heat exchanger from sewage water. This technical section ensures that the Bernstrasse will be equipped for the future and easier to modify when necessary. The heat exchanger is interesting since it shows how by smart design we can regain energy we normally waste. Sewage water always has a warmer temperature this warmth contains energy we normally throw away by implementing this heat exchanger along the sewage tube we can reclaim the heat from the water and by upgrading it with a heat pump we can use the extracted heat to heat possibly new housing/building developments along the Bernstrasse. With this system 100 houses can be heated with 150m of tube. It does require enough houses being connected to the grid to supply enough warm wastewater to extract heat from. By creating multiple of these systems a few hundred new houses can be heated with energy from the wastewater of the rest of Ostermundigen. In this way we can not only replace the outdated water-network but also upgraded to provide energy.

Tramway

Telecom/internet

Tree roots

Heat exchanger

Sewage

Stormwater

Groundwater

Elctro, water, gas

This system is still in development but it shows great potential (Hydrea Thermpipe). This in combination with the new rainwater-management and electric road can make Ostermundigen and the Bernstrasse a living lab for new technologies to create a new smart street. So besides being aesthetic value for the town it can also generate attention with itâ&#x20AC;&#x2122;s sustainability technologies, piloting them.

SPACE FOR THE PEOPLE, AND TRAM Besides the technical ingenuities the street will also re-shift the proposed modes of transportation. When comparing the sections of the proposed design to the existing situation the shift becomes clearly visible giving far more space to the pedestrian. The percentage of space for the pedestrian increases from 26,2% to 58,1% more than doubling the original amount. Also the narrower road requires more attention of the driver and enforces the speed limit.

24,0% 73,5% 2,1

10-9m

0,5

24,0% people

2,8

P 52-BJ-84

73,5% car

2,1

26-BJ-45

3,2

29,1% tram

2,1

31,1%

31,1% car

33,3% 66,7%

34,0%

2,5

33,3% people

66,7% car

66,0% 1,1 2,1

2,4

3,6

66,0% people

39,8%

39,8% people

29,8%

01 06

2,1

2,3

34,0% car

31,4% 68,6% 3-3,5

11,5-12m 31,4% people

2,5

51,9%

68,6% car

48,1%

P 5 2-BJ-84

1,8 1,2 7m 48,1% people

24,5% 75,5% 2,5

13m

24,5% people

75,5% car

39,8%

22,3% 3,2

77,7%

41,9% 58,1%

1,5

22,3% people

2,5

1,2 1,8

2,8

77,7% car

60,2% people

60,2%

2,4 1,8 0,6 39,8% car

22,6%

25,1%

24,2% 2,2

3,8m

4,7

25,1% people

52,1%

52,1% car

22,8% 16,4%

39,7%

2,4

26-BJ-45

1,8 2 3,2 53,2% people

2 6m 22,6% tram

2,3

1,6

3,5

16,4% bike

1,5 2 39,7% car

2 3,2 24,2% car

1,8

30,0%

26-BJ -45

1,5 30,0% people

22,8% people

53,2%

P 5 2-BJ-84

DISTRIBUTION OF STREET SPACE

1,7 1,8 51,9% car

1,5 70,0% car

70,0%

SPACE FOR CARS SPACE FOR PEOPLE SPACE FOR TRAM SPACE FOR BIKES

SECTIONS BERNSTRASSE A

The section offer more space for activities and street life adding up to the public life. In the section vertical buffer elements (e.g. street trees) define the pedestrian domain and mitigate trafic noise and create a perception of closeness. The section offer more space for activities and street life adding up to the public life. The trees add the the livability of the street providing shadow, fresh air and a sound buffer. In the sections the different zones (frontage zone, pedestrian through zone and enhancement/buffer zone) can be seen working together as one space. Facilitating enough space for the pedestrian to stroll but offering newly won space for activities and public life. Sections of the 2 new tram-stops at the Bahnhofstrasse (section A) and the Wegm체hleg채ssli (section D) are drawn showing how the are placed on the road and how there is enough space for the people around to easily acces it. By making the road as narrow is possible the gap is thighten providing easier acces and decaeasing traffic speed. Along the road new urban furniture is placed to light the area, provide seating opportunists and stimulate bike use by increasing places for bike parking. This last thing is important design choice to increase bike use and decrease car use by implementing less parking for cars. The street will feel more narrow and cozy by the new materialization, greenery, urban furniture and scale of the streets. Here is where the new public space quality is shown and the elements of the theory of Gehl come back in the design.

MATERIALISATION BERNSTRASSE

To fit with the new design the materialization of the Bernstrasse needs to be updated. Here it’s important the new materials fit with the new character. One of the important attributes is the bike road, this is a concept which is already used in the Netherlands and Belgium but is unused in Switzerland. Here it is important that the material is readable as bike-road and is distinctive therefor red asphalt is chosen it’s texture is because of the maintenance and price. But by altering the color to the distinctive red which is often use for cycling paths the shared space is made clear to it’s users. The sides of the roads and details are done with berner sandstein this links to the quarry in the town and unusable quarry parts can be used as street stones. The stone is not usable as large scale pavement since it’s not economical feasible with maintenance and wear of the stone, so the pavement will use brick pavers in red tint linking to the road tone and giving an warm feeling also the pavers are more permeable than the now used asphalt. The tram stop and town square have old smaller stone pavement this forms a contrast to the rest of the materialization and gives the square an authentic feel. On page 39 a zoning plan is shown here the new spatial devisions of the Bernstrasse are shown. Housing/retail category 1 is an high urban townstreet profile here multistory mixed use buildings are mixed with small apartment buildings. These zones work together with the POP-space, building rights from the POP-space can be transfer to the building developments of zone 1 offering higher and more building mass, in exchange public space will be realized on private plots This will be explained further with the POP-space. The zone 1 developments are placed around transport nodes based around the TOD-principles (Transport Orientated Development). Zone 2 is focused on housing development with new urban typologies, like urban tenement housing. By using the building rules interesting mass plans can be made using the sun and street to interact with. Zone 3 is the POP-space (privatively owned public space) here public space is realized on private plots, to facilitate this building rights can be added to other plots to maker buildings with a bigger footprint, more mass and height. In Ostermundigen this can stimulate the development of public space in a system where most of the plots are privately owned. By generating benefits for private developers to make these POPspace the inhabitants can benefit greatly from it and even add possibilities to increase land value.

OVERVIEW BERNSTRASSE

OLD SITUATION {3D}

No.

Description

Date

Owner

Unnamed Project number Date

www.autodesk.com/revit

Project Name

Drawn by Checked by

0001

Author Checker

A101

Issue Date

Scale

29-7-2015 11:56:10

PLANVIEW BERNSTRASSE

ZONING PLAN

Ostermundigen Bernstrasse: zoning plan Housing/retail redevelopment (cat.1) Housing redevelopment (cat.2) Privately owned public space development (cat.3) Public space development Protected village view

Village square Housing

LOCATIONS

DESIGN LOCATIONS OF BERNSTRASSE

LOCATION:

ACCESSIBILITY

The Bahnhofstrasse will be reshape to a more dense character and mixed typology. The existing buildings are on the point that the need to be renovated or redeveloped so it offers the opportunity to decide in the design quality. The already existing underground parking can form a base for more underground parking and aboveground development. In the existing situation there are already some interesting alleys leading to a more intimate space inside the build plot, this can be enhanced. In the concept the alleys for pedestrians are shown linking both the streets and the (privatively owned) public space. The Bahnhofstrasse is an important place for Ostermundigen with (work)shops, offices and retail. The space is a shared space with the new tram-stop and a lot of vibrant activities, some new buildings are added to increase density. The alleys connect the street to the public spaces between the buildings. On the next page all the design elements are shown on the isometric.

POP-SPACE

ACTIVE FACADES (RETAIL/WORK/LEISURE)

LOCATION: BAHNHOFSTRASSE

LOCATION: ZOLLGASSE

ACCESSIBILITY

TOWN SQUARE AND POP-SPACE

The Zollgasse is the most important reshape of the Bernstrasse, it will form the heart of the new face of the village. Here the history of the town is shown and the people can meet and join. It will be a green oasis. Now the space is fragmented, the road cuts through the space, with the reshaping of the street we can also make this place a valuable space. By redirecting the cars and traffic around the square. The square offers place for the old train which ran to the quarry linking back to it’s rich history. And on the square there’s also a water spring but now it’s only a small object. In the new design a water-element can show the source in a fun and playful way. Besides that it helps to create a more comfortable micro climate in combination with greenery. The greenery forms a buffer between the street and the square buffering air and sound. The square is walled by the buildings creating a room which is readable for the spectator and users. The space will be a real town square in it’s layout and feel, based upon squares in mountain village found in Swiss, Italy and France. On the square occasionally the tram passes but since it requires no wires it doesn’t clutter the space. The new buildings will bring proportion to the square, visually enclosing it and creating also a new corridor to the school square, this can be re-shaped to a playground and focus more on childlike-elements. The new buildings offer space for some square related shops with terraces in the sun on the square and housing with visual relations with the space creating a play of see and being seen around the Zollgasse. On the next page all the design elements are shown on the isometric.

THE WALLS OF THE TOWN ROOM

LOCATION: ZOLLGASSE

LOCATION: WEGMÜHLEGÄSSLI

ACCESSIBILITY

POP-SPACE

The Wegmühlegässli is re-shaped to hold more housing, now the existing buildings along the Bernstrasse are low-rise (between 1-3 layers). In the new design multistory tenement housing can be built. Here the link of the neighborhood to the new tramstop is important. It offers the shortcut for slow-traffic to the road. On the next page all the design elements are shown on the isometric.

ACTIVE FACADES (RETAIL/WORK/LEISURE)

LOCATION: WEGMÜHLEGÄSSLI

REFERENCES

REDESIGN OF THE DORPSSTRAAT, CASTRICUM

A good reference for the influence of materialization of space is important is the redesign of the town-street in Castricum, Netherlands. Here the Dorpstraat has been updated to be more pedestrian and bike friendly. The design has greatly improved the quality of the public space. Along the street cars have made place for greenery, bike-stands and urban furniture. On the pictures the effects of the design before and after are shown clearly.

REFERENCES

For the technologies implemented there are some references. The tram technology is mainly based on the principals of Bombardiers Primove and Alimentation par le Sol (APS). APS has been implemented in Bordeaux, France and as shown keeps the space free of wires and poles, focusing more on the urban infrastructure. Primove has been used on small scale but shows great potential the biggest advantage of Primove to APS is that it’s based on induction so also other modes of transportation can use it to charge their batteries in contrary to the APS system. Bioswales are getting more and more common as tool of wastewater management. Besides retaining water the also increase biodiversity and the micro climate. They mitigate the peak flows of water and help to reduce stormwater volume. This makes it so that water system doesn’t need to handle such high capacity water system and make it only blackwater system. In the Urban Street Design Guide and the Suburban Street Stormwater Retrofitting: An Introduction to Improving Residential Rights-ofWay bioswales are further elaborated and design principals are shown.

ALIMENTATION PAR LE SOL BOMBARDIER PRIMOVE

The new sewage system can also be a warmth supplier. Sewage water has a temperature of around 18 °C this warmth is lost when brought to the purification plant, by using this construction heat can be exchanged from the sewage pipe, this warm water can be upgraded to usable warm water using a heat pomp, providing heating to new developing housing. This can save around 20% of the energy and is very sustainable since it reuses the heat. This system requires that the net has 5000 households to the net to have enough capacity to exchange the heat from. A pipe for 150 meter can provide heating for 100 houses, these Hydrea Thermpipe can be implemented multiple times under the Bernstrasse to provide sufficient heat. This methode saves building materials, reduces CO2, is space effecient and saves money.

URBAN STREET DESIGN GUIDE

HYDREA THERMPIPE

REFERENCES

URBAN STREET DESIGN GUIDE

For the spatial quality the Adaptive Street and the Urban Design Guide offer some great references. In New York there are multiple design examples for temporarily public space. They show how car dominated streets can be redesigned with simple tools and principles. Another important design tool can be the parklet this is a construction which is placed on the parking lane or road effectively extending the sidewalk. For this many different designs can be made on the pictures next to this text few of these possibilities are shown. These two tools can be implemented early in the design phase as an temporarily solution ones the design has been accepted it can be transformed to a permanent design solution or if it disrupts the flow of traffic to much put back to the old situation. On page 52 a timeline is sketched of the trajectory of the developments of the Bernstrasse. After that used literature is listed.

ADAPTIVE STREETS

URBAN STREET DESIGN GUIDE

TIMELINE

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LITERATURE

ADAPTIVE STREETS Lewis, J. & Schwindeller, M. , 2014 Ersatz Wasser-, Abwasser-, Gasleitungen Bernstrasse Ostermundigen 2013/14 Gemeinde Ostermundigen, 2011 Expand, Mitigate, Enjoy Streefkerk J. , Wierman G. , La Fleur F. , Nap B. and van Doesburg K. , 2015 Learning From Las Vegas Venturi R. , Scott Brown D. and Izenour S. , 1977 PRIVATELY OWNED PUBLIC SPACE IN HONG KONG AND NEW YORK: THE URBAN AND SPATIAL INFLUENCE OF THE POLICY Luk W. L. , 2009 Seattle â&#x20AC;&#x201C; Public Space Public Life Gehl Architects, 2009 Suburban Street Stormwater Retrofitting: An Introduction to Improving Residential Rights-of-Way American Society of Landscape Architects (ASLA), 2015 Techniek van het stadslandschap van Loon F., Tillie N., Kleerekoper L. and Hooimeijer F., 2014 Tram statt Bus auf der Linie 10: Ostermundigen Projekt Tram Region Bern, 2014 Urban street design guide National Association of City Transportation Officials, 2013 https://en.wikipedia.org/wiki/Ground-level_power_supply http://primove.bombardier.com/ http://www.hydreathermpipe.com/nl http://www.nyc.gov/html/dcp/html/pops/pops.shtml http://www.nyc.gov/html/dcp/html/pops/plaza_standards.shtml http://www.tramregionbern.ch/de/Startseite https://thenounproject.com

COLOPHON

Thank you for reading this booklet. Hopefully it can contribute to a new better spatial understanding of the Bernstrasse and Ostermundigen. It can serve as inspiration and give a scenario of what is possible. Although the project took longer than expected it did generate a more valuable project with a better design and more integrated approach. Hopefully this is shown in the quality of this booklet and itâ&#x20AC;&#x2122;s materials. Images, illustrations and the 3D-model which are made for this project can be requested by contacting the author. Author: Brian Nap (nap.brian@gmail.com) Illustrator: Brian Nap Course study: Aqua Terra, Urbanism, TU Delft Date: 11-1-2016 Pre-design groupmembers: Gustavo Wierman Fillipo La Fleur Brian Nap Kim van Doesburg Jelske Streefkerk Font: Century Gothic, 12pt Myriad Web Pro Online PDF: https://issuu.com/briannap

BRIAN NAP 4116852

AQUA TERRA URBAN DESIGN