Streets for Living - Master Thesis

MASTER THESIS

STREETS FOR LIVING An approach for lively public space

CLÉANTHE FRANÇOISE MALEKAKIS

Streets for Living An approach for lively public space November 2016 Malekakis ClÊanthe Françoise Student ID: rcx893 kleliamalx87@hotmail.com Master Thesis: 30 ects Landscape Architecture and Urban Design Department of Geoscience & Natural Resource Management University of Copenhagen Supervisor: Ellen Marie Braae Department of Geoscience & Natural Resource Management

ABSTRACT The 20th century has posed challenges for the development of Athens. In a hundred year timespan the residents of Athens increased dramatically and car ownership inflated. The city that until then remained compact, had to evolve fast. The new urban reality, a sea of apartment buildings replaced the single family houses with courtyards, and the streetscape has fallen to the dominance of cars. As a consequence, the Athenians are now confined into small sized apartments with low share to public space. Changes in societal needs have led to the experience of a new shift towards human-centralized design and sustainable mobility. The use of public space must be reconsidered, in order to accommodate everyday live. The existing infrastructure of an Athenian suburb is analyzed, and furthermore it is investigated how it can be changed in order to be car independent and transform to a sustainable and livable community.

Fig 1. *Athenian spread. A sea of multistorey apartment buildings.

CONTENTS INTRODUCTION The Project Athens Insights Area of Study S I T E A N A LY S I S Defining the Study Area Site’s Histor y Urban Nature Urban Climate Land Use Urban Fabric Mobility Social Structure Using Public Space Mapping the Programs Summary PROBLEM Car Dominance VISION Activating Public Space STRATEGY Public Flow Trails Traversing Complementary ZOOM IN Kifisou Avenue CONCLUSIONS REFERENCES FIGURES ACKNOWLEDGEMENTS

01 03 07 09 11 13 21 23 25 31 33 35 37 39 41 43 45 47 49 51 55 57 60 62

Introduction

THE PROJECT The 20th century has posed challenges for the development of Athens, the capital of the Greek state since 1834. In a hundred year timespan (1990-1996) the residents of Athens increased dramatically from 100.000 to 3.1 million. The city that until then remained compact had to evolve fast in order to be able to accommodate the population influx.

Thereafter, the introduction of private vehicular transportation mode (car), during the early 60s’, car ownership rapidly increased. Athens was forced to proceed in an unplanned urbanization.

The city expanded rapidly, both vertically and horizontally, and at the expense of the natural environment, without considering its necessity both for the balanced functioning of the urban ecosystem as well as for the citizen’s well-being. The new urban reality, a sea of apartment buildings with small balconies replaced the single family houses with courtyards, and the streetscape’s previous image of trees, people strolling, greeting each other and children’s playing has fallen to the dominance of cars.

As a consequence, nowadays, the residents are still confined into small sized apartments with low share to public space. The streets are overcrowded by cars, and the sidewalks are inaccessible, narrow, and overloaded by various urban elements. Open green spaces are few and sparse, usually leftover land that has not been built. Although they are desired green areas, they are poorly designed for public use which makes them unused and therefore their maintenance is rarely considered.

Nowadays, detachment from car dependency due to its drawbacks in combination to the evolving public transportation system and the changes in societal needs has led to the experience of a new shift towards human-centralized design and promotion of sustainable mobility. The use of public space in dense populated areas must be reconsidered, in order to be able to accommodate the everyday live.

This project focuses on an Athenian suburb’s section, situated at the south of the Athenian agglomeration, 6km southwest from Athens city center and 3km east of Piraeus city port. The Moschato-Tavros municipality was formed in 2011, by the merging of the two former municipalities, Moschato and Tavros.

1.

Living streets * Introduction

PERSONAL INTERESTS ƩƮƵƯƸƫ ƵƬ Ƹƹƺƪƾ ƧƷƫƧ

FAMILIARIZATION ƱƴƵƼƲƫƪƭƫ ƩƵƲƲƫƩƹƯƵƴ

DATA

METHODS

ƹƮƫƳƫƸ %QPVGZV *KUVQT[ 0CVWTG %NKOCVG .CPF WUG 7TDCP HCDTKE /QDKNKV[ 5QEKCN UVTWEVWTG 2WDNKE URCEG WUCIG 2TQITCOU #EVQTU

Ƶƴ ƸƯƹƫ ƻƯƸƯƹ 1DUGTXCVKQPU 0QVGU 2JQVQITCRJ[ ƫƖƹƫƷƴƧƲ ƸƵƺƷƩƫƸ /CRU .GIKUNCVKQP 2WDNKE UGTXKEGU /WPKEKRCNKV[ 5GCTEJ GPIKPGU .QECN DNQIU 2JQVQ UJCTKPI CRR

WRAPPING UP ƱƴƵƼƲƫƪƭƫ ƩƵƴƩƫƴƹƷƧƹƯƵƴ ƪƫƲƯƳƯƹ ƹƮƫ Ƹƹƺƪƾ ƧƷƫƧ /CRRKPI 8KUWCNK\CVKQPU

FOCUSING ǞƷƵƨƲƫƳ ƻƯƸƯƵƴ ƭƵƧƲƸ ƸƹƷƧƹƫƭƾ 7TDCP V[RQNQI[ CU C VQQN

LITERATURE REVIEW ƹƮƫƵƷƾ ƨƫƸƹ ǞƷƧƩƹƯƩƫƸ ƩƧƸƫ ƸƹƺƪƯƫƸ

DESIGN ƩƲƵƸƫ ƺǞ ƧǞǞƲƯƩƧƹƯƵƴ

CONCLUSIONS Fig 2. Methodology

C.F Malekakis * Master thesis

2.

ATHENS INSIGHT The study site is located in Athens, the largest city and capital of Greece since 1834. The city is recognized for its geo-strategic location and its long history as one of the world’s oldest cities. There one can visit one of the UNESCO world heritage sites known as the Acropolis of Athens, an ancient citadel located at an imposing location on a flat-topped rock above the city of Athens.

Fig 3. *Cityscape and the Acropolis of Athens, view from Lycabettus Hill.

Fig 4. Greece in continent scale (above).

Attica region with dark color and the city of Athens in cycle (below).

Legend

Greece is a popular international destination among people all over the world with an average of more than 17 million tourist’s arrivals in the years 2010 to 2014. More specifically, Athens concentrates the 9.1% of the total country’s touristic activities. One can visit the historical city from abroad by air travel through the Athens International Airport, as well as by cruises, through the city’s port Piraeus.

Visitors that are already on Greek mainland ground can come in Athens traveling from the northern Greece through the Motorway 1 (A1), the principal north-south road connection in Greece that links the country’s capital Athens with the regions of Thessaly and Macedonia, as well as the country’s second largest city, Thessaloniki. Travelers with origin the southern mainland can travel through Attiki Odos (A6).

road of transregional importance 1st metropolitan importance 2nd metropolitan importance rest Metro line 1 Metro line 2 Metro line 3 railroad tracks tram tracks terminal bus station passenger train station Piraeus passenger station Athens International Airport commercial railway station commercial port other airport

3.

Living streets * Introduction

วน วน

West Attica

North Athens

West Athens

Central Athens Piraeus

South Athens

East Attica

6kM SCALE 1:250.000 Fig 5. Transport organization map of Attica

C.F Malekakis * Master thesis

4.

ATHENS INSIGHT capital of modern state The city of Athens retained a small size from the ancienty until the War of Independence from the Ottoman empire in 1834, when it was designated as the capital of the new Greek state.

In the early 20th century the car was introduced and in 1923 an influx of Greek refugees who were expelled from Asia Minor, resulted in the rapid and haphazard growth of Athens, with incongruent juxtapositions of classic and modern. After the World War II during the 50’s and 60’s the population bursted which in combination with the car ownership rapid increase altered the until then image of the city in both horizontal and vertical directions. From this point forward, all city planning actions have been done at the expence of the quantity as well as the quality of the public space. Single family houses with private gardens were replaced by multistorey apartment buildings with balcony, and streets which were once a vibrant public place, are now the exclusive domain of cars.

Fig 6. *Growth of Attica region and consequent displacement of natural environment during the years. From left to right 1893, 1951, 1988.

5.

Living streets * Introduction

ns City Cent e e th

r

A raft of infrastructure projects were concluded prior 2004 in order to accomodate the Olympic Games. These included a variety of sports facilities and transport infrastructure with most notably the desirable metro system. In addition, the historical 19th century center of Athens, defined by Syntagma square in front of the Hellenic Parliament, Omonia square and Keramikos archaeological site, have been rejuvenated with pedestrianised streets, carefully renovated neoclassical buildings and attractive lighting.

A

Olympics 2004 facelift

Omonia Sq. Keramikos Hellenic Parliament Acropolis

Fig 7. Sights at Athens city center.

way of life The hot-weather of the Mediterranean region makes open-air life a necessity, and the extended sunshine even during the winter period offers a pleasurable experience throughout the year. Fortunately most apartment buildings have generous balconies. There you can glimpse at the Athenians emerging from their afternoon siesta to read the newspaper or water their plants. Moreover, every district has its own small, leafy square where people gather for chat and coffee. The traditional taverna’s offerings are still as popular as ever, even in these straitened times.

Fig 8. Balcony with colorful awning for shading.

Athens/Attica 2021 Twenty-three years after the first strategic plan for Athens in 1985, there have been observations of structural deficits regarding the strategic planning of spatial development and arragement, as well as a shift on the development and function of the building sector. The Organization of Athens for planning and environmental protection has been assigned to generate the new Strategic Plan for Athens (SPA2021) taking into consideration the current economical, social and environmental context, which was ratified in 2011.

The SPA2021 reports “10+1 priorities” with most important, regarding the current project, the enchancement of sustainable mobility through the provision of accessible public transportation, organization of transport modes to complement each other, promotion of soft mobility modes such as cycling and walking, and finally improvement of the system from revenues.

Facts about Athens The Metropolitan region of Athens contains more than the 1/3 of the total country’s population.

There is a correspondence of 0.96m2 of vegetated open spaces per resident. On the same subject, 6m2 and 4m2 were available per resident for the years 1960 and 1977 respectively.

The natural drainage network of Athens consisted of 700 streams, rivers and torrets functioned in harmony with the man-made landscape until the late 19th century. The development of the modern city resulted at their infilling. By 1999 the number of the watercourses was less than 70 and today they do not exceed 50.

C.F Malekakis * Master thesis

6.

AREA OF STUDY Following the contemporary trends of population growth that have been observed at the majority of the world’s metropolitan areas, so too Athens metropolitan region showed a concentration of population influx in the suburbs, during the last century.

We can distinguish a shift from the city of Athens (historical city center) towards the Athenian suburbs. Since 1950, the population of Athenian suburbs has been raised by 2.2 milion new residents.

The Athens metropolitan region consists of 58 dense populated municipalities, that spread around the historical city core towards every direction. Depending on their location relative to the city center, the suburbs are divided into four zones: the northern, southern, eastern and western suburbs.

More specifically the area of study regards an Athenian suburb’s section, situated at the southern suburbs, 6km southwest from the city of Athens and 3km east of Piraeus Port. The MoschatoTavros municipality was formed in 2011, by the local government reform known as “Kallikratis law”, that led to the merging of the two former municipalities, Moschato and Tavros.

Land Use water mainland residential area industrial area, airport, cemetary park forest Road Network highway metropolitan importance rest existing waterways future waterways* Icons

ǹ

highway identity Acropolis of Athens Chalandri

Peristeri

ǹ

Egaleo

Eleonas

Athens ǹ Zografou

Piraeus Kallithea

Phaleron Bay

3kM SCALE 1:160.000 Fig 9. The area of study and neighboring regions

7.

Living streets * Introduction

Pireaus

Parnitha Moschato SNFCC

Acropolis

Pentelicus

Hymettus

Phaleron Bay

Saronic Gulf Fig 10. *Location of the study site in the Attica Basin.

The reason behind the selection of this specific area of Athens was foremost its interesting geographical location as it is for the most part surrounded by water.

While it is set on such an ideal setting, the urban growth has left the area with only few amount dedicated to public space and moreover the expansion of the vehiclular infrastructure network has resulted in segregation from the waterfront.

Moreover. there is a planned reclamation project for the region’s coastal front that provides opportunities for the reconsideration of the current state.

Legend Moschato-Tavros Municipality Municipal unit of Tavros Municipal unit of Moschato Area of study Fig 11. Municipality’s divisions and area of study

C.F Malekakis * Master thesis

8.

Site Analysis

DEFININGTHE STUDY AREA Prior to the site analysis, there is a need to define the study area. It is important to note that the area is delimited by the site’s edges which in the case of the study area are very strong, as they are continious and can be visually distinguished with ease.

Ilisos (East) Ilisos River acts as a natural boundary (physical limit) delimiting the border with Kallithea municipality. Ιt originates at the mount Hymettus from the converging of multiple seasonal creeks, and since 1948 its course is mainly channeled under the road infrastructure. It comes again at the surface at the northeast boundary of the study area and flows into the Saronic Gulf in the center of Phaleron Bay. Fig 12. *Ilisos river in winter and summer time.

Cephissus (West) Cephissus (channeled) River acts as a natural boundary (physical limit) delimiting the border with Piraeus municipality and more specifically the district of Neo Faliro. Today the river acts as a flood preventing channel and flows under Kifissou Avenue which was constructed in 2002 as part of the city’s infrastructure development for the Olympic Games of 2004.

Neo Faliro

Moschato

Fig 13. *The coverage of the Cephissus river and the construction of the elevated highway as part of the Olympic Games infrastructure projects. From left to right the three steps: prior 2002, in 2002, and after 2004 respectivelly.

9.

Living streets * Site Analysis

Metro Line 1 (North) The Metro Line 1 connects Pireus port to the northern suburb Kifisia. It is the oldest of the three Athens Metro lines as it first operated on 1869, by the Athens & Piraeus Railway Company and later on merged into the Athens Metro network in 2011. It operates mostly above ground and therefore acts as a physical boundary delimiting the border between the residential area and the industrial park area located north of the study site.

Fig 14. The tracks are dividing the residential from the industrial area.

Fig 15. *Danger, do not trespass” sign on the railway’s protective fence.

Seafront (South) Recent developments at the surrounding area including the expected development of Moschato’s coastal front associated with the newly built Stavros Niarchos Foundation Cultural Center (SNFCC) are generating new recreational and cultural destinations for the Athenian residents. This gives the region of Moschato a chance to become a “stepping stone” that will connect the city with the seafront. Multiple benefits can derive from this: an opportunity to revice the aging urban structure, enchance the community spaces and in the same time boost the local economy.

The most significant technical works of this project concern the displacement of Poseidonos Avenue, which currently constitutes a major barrier, 90m towards the sea, 3m underground and the creation of a green rooftop [46].

Fig 16. *The SNFCC planned by Renzo Pianno and financed by nearly 600m € from the SNF. It includes the National Library of Greece (NLG), the national Opera (GNO), and the 210.000m3 Stavros Niarchos Park. .

Moschato

Neo Faliro

Kallithea

SNFCC

Phal Ph aller eron on o n Bay ay

Paleo Faliro Fig 17. *Seafront plan by SNF.

C.F Malekakis * Master thesis

10.

SITE’S HISTORY The historical data available about the area of study are based on archeological discoveries and documentations from ancient Greek historian writers. Supplementary information on modern times (16th - 19th century) is derived by travellers who visited the area.

The area which is now known as Moschato, was located between the city of Athens and its port Piraeus. The necessity of the city to be in communication with the port, as well as the fear of invasion has led to the construction of the “Long Walls” which protected the city of Athens during its time of glory. Segments of the southern long wall foundations have been discovered recently during the work carried out under the project of Metro line 1 tracks renovation [22].

Fig 19. *Girls tailoring at inner courtyard in the early 30’s.

Fig 20. *Men of various social classes and ages gathered at a traditional cafe in the 30’s .

Fig 18. *The long walls that where connecting Athens to its port at Piraeus which were constructed in the mid 5th century BC..

As the time passed by, the area became deserted. In the 18th century we encountered testimonials about the region by the name “Mesias” (meaning: the one between). This name was probably given to the region due to its geographical location, as it is situated between two rivers: Cephissus and Ilisos.

It is unknown when and how the name “Moschato” was established as a contemporary name, it is however assumed that the name originated from the vine species “Muchat” as in the 19th century the area was used for agriculture and had many vineyards.

11.

Living streets * Site Analysis

Fig 21. *Men harvesting the fields in the early 40’s.

Fig 22. *Men fishing at Cephissus River when it had plentiful fish (60’s).

POPULATION DATE

EVENT

Modern History - Timeline Agricultural lands - Cultivation of Vitis vinifera and Olea europea

early 19th c 1882 1897 1914 1924

First settlement north of Piraeus Street named “Shacks” (Paragkes) Construction of electric railway station 5VCTVWR QH VJG ƒTUV VYQ UOCNN KPFWUVTKGU Establishment of Moschato Moschato becomes part of the city plan Recognition of Moschato community Intense population growth due to influx of refugees from Minor Asia

First local school building erection result of local church council exhortation

1934

12.913 [1941]

1944 1954

1964

1974

Toponyms NAME DATE Growth of industrial sector

1984

Troy

5th c. BC

Xypeti

18th c. AC

Mesias

leads to workforce settling in the area

Construction of Poseidonos Avenue results in segregation from the waterfront

21.138 [1981]

unkown

1st Strategic Plan for Athens unkown

Moschato

22.039 [1991]

1994

23.153 [2001]

2004

Law establishment: “Integrated Rehabilitation Faliro Bay” project Moschato- Tavros Municipality merging Master Plan for Faliro Bay

40.413 [2011]

Renovation of Moschato’s station and incorporation in Metro line 1 Construction of Cephissus Avenue

2014

2nd Strategic Plan for Athens (SPA2021) Faliron Bay remodel project administrative transfer to Attica prefecture Inundation events, related to the neighbouring urban torrents

C.F Malekakis * Master thesis

12.

URBAN NATURE Topography Geologically, the study area “emerged” from the Saronic Gulf through human intervention. During the past, the Cephissus River mouth was in the ancient port, the present commercial port Piraeus. In order to avoid the harbor’s embankment, the Athenians redirected the river’s estuary to the east, where the study site is located. The progressive debris deposition resulted in the rapid silting of Phaleron Bay, which eventually formed the area that is now known as Moschato.

The low-lying plain where Moschato is located, changed dramatically as a result of rapid urbanization and residential development growth during the 60’s. Although, along with the neighboring regions of Paleo Faliro, Kallithea and Neo Faliro, Moschato is considered a member of the residential unit that consitutes the link between the Athens city center and the waterfront, the large-scale public works that during the 70’s were considered as “progressive development”, resulted in segregation from the waterfront.

20.5 19.1

2 0m

17.5 15.1

17.0

19.5

17.0

21.5

19

15.0

13.2

13.9

17.5

11.0

21.5

11.0

9.3

15.0

29.3

11.1

9.2 7.8

19.8

23.8 21.7

8.8

21.1

13.0 9.7

19.7

6.8 5.6

8.3

6.8 5.8

5.1

11.0 17.5

7.1

11.1

1.8

4.9

6.7

3.5 1.8

1.0

3.8

1.1

1.8

29.9

3.7

3.0

25.2

Maximum terrain elevation of 0.32%

8.9

5.4 3.4

4.2 3.0

1.8 2.5

2.2 3.8

1kM SCALE 1:42.500

13.

Fig 23. Topography of study site and surrounding environment.

23

18.2

Living streets * Site Analysis

Fig 24. *“The Parthenon from Phalerum Bay” watercolor painting, created in 1861 by Johnson, H.J. Fig 25. *Birds view of the study area and its surroundings.

Fig 26. View from the Cephissus avenue (West border) towards the mount Hymettus (East border).

Fig 27. Panoramic view of Posidonos Avenue.

Fig 24.

THE NATURAL TERRAIN OF THE GREEK CITIES REVEALS A COMPELLING DIVERSITY, PROVIDES IMPORTANT QUALITIES RELATED TO HUMAN SCALE AND OFFERS INTERCHANGING IMAGERY AND IMPRESSIONS.

Fig 25.

Fig 26.

Seafront

Posidonos

Posidonos

Tram

Posidonos

Fig 27.

C.F Malekakis * Master thesis

14.

URBAN NATURE Rivers The Athenians reminisce about their long lost rivers. Historical photographs and engravings of painters who captured their beauty are nowadays keepsakes. While the Athenian region contains a stretch of about 550km of streams, the majority flows buried under the city. As the city expanded, the rivers were treated as a problem rather than an opportunity.

More specifically, the area of Moschato is situated between the two rivers Cephissus and Ilisos, that during the ancient times were worshiped as gods. Both deities were kind to man providing them with fresh fish and water for the irrigation of the fields, as well as furious with them from time to time causing flooding. The urban expansion and the industrial development in the recent history, exploited the rivers as drain systems, causing environmental degradation especially at the Phaleron Bay wherein the rivers flow. Consequently, this situation facilitated the state’s position to consider the rivers as “reclamation projects” allowing their convertion into sewer systems. The “ancient gods” were captured in conrete cages and highways have been built over them in sake of the “progressive development”.

Ceph issu s

Fig 28. The river ecosystems related to the study area.

1kM SCALE 1:42.500

15.

Living streets * Site Analysis

so Ili

s

Discharge rates Cephissus: 1400m3/s Ilisos: 330m3/s Fig 29. *Ilisos River during a torrential rainfall that caused extensive flooding in Athens in February 2013.

Fig 30. Cephissus River’s estuary at Phaleron Bay. Fig 31. *Among other birds of prey, the Falco tinnunculus persists on visiting Cephissus and Ilisos estuaries.

Fig 32. Cephissus: the concrete river & illustration of Cephissus god’s form which can be seen on the west pediment of the Parthenon.

Fig 29.

Fig 30.

Fig 31.

Fig 32.

C.F Malekakis * Master thesis

16.

URBAN NATURE Seafront Greece is a country with a long stretch of shoreline (16.300km). Consequently, the seafront is intertwined with the majority of the Greek cities and has played an important role in their development. However, the aesthetic and functional dialogue between the urban entity and the seafront is not always evident.

In the same context, by 1969 Moschato was a coastal municipality with undisturbed access to the coast. In the following years, the coast was backfilled and a new elevated highway, the Posidonos Avenue and a tram line has been constructed resulting in both visual and physical segmentation from the seafront. Since then, the seafront of 240.000m2 which is located between the Cephissus and Ilissos rivers estuaries, has been left unexploited, although several uses have been proposed. Their main motive was the private benefit and therefore they were opposed by the local community. Nowadays, the locals wish for the area, the creation a public park, a seaside grove with tall vegetation.

Fig 33. The seafront related to the study area.

240.000m2 coastal zone

1kM SCALE 1:42.500

1 7.

Living streets * Site Analysis

Fig 34. Spatio-temporal shifts of the Phaleron Bay coastline.

Fig 35. Panoramic view of the coastal front of Phaleron Bay. Fig 36. Residents of the coastal municipalities gathered at a cycling event at the claimed coastal area of Phaleron Bay.

1960 1972 1987 2004 Fig 34.

Fig 35.

Fig 36.

C.F Malekakis * Master thesis

18.

URBAN NATURE Vegetation Green areas provide a variety of environmental benefits which are highly desirable in the urban environment. Some of these assets regard air pollution reduction, noise reduction, wind protection, biodiversity protection, influence of the microclimatic conditions as well as aesthetic improvement. Additional assets regard social and economic factors such as health, education, recreation and work opportunities. The psychological well-being and social cohesion benefits deriving from contact with nature are also well known [16].

A study [15] on the amount of green and blue spaces of European cities revealed that Greek cities contain of the lowest shares of nature areas. Forty percent of Greek cities contain 20% to 29% of green and blue areas, while the rest 60% contain less than 20%. Regarding the study site, the areas designated as green spaces are punctal, few and sparse covering 5% of the total surface.

However, an empirical assessment conducted for this report, showed that 11% of the study site surface is covered by tree canopy, much of which are linear sidewalk trees.

Fig 37. Tree cover of the study area.

Tree canopy covers 11% of the study area

1kM SCALE 1:42.500

19.

Living streets * Site Analysis

Fig 38. Building facade with decorative flowerpots on the sidewalk.

Fig 39. Linear vegetation at both sides of the street.

Fig 40. Green public space with tall vegetation.

Fig 41. At Kifisou Avenue, the trees are planted on a narrow sidewalk. They dispose not enough space for development while they limit the space left for pedestrian movement.

Fig 38.

Fig 39.

Fig 41.

Fig 40.

C.F Malekakis * Master thesis

20.

URBAN CLIMATE The area has a subtropical Mediterranean climate, which can be subdivided into two main seasons.

mild and rainy season [OCTOBER - MARCH]

Long stretches of consecutive rainy days are infrequent in Greece, even during the winter, and the sky does not remain cloudy for more than a few days in a row. “Bad weather” days in winter are often interrupted, during January and the first fortnight of February, with sunny days, known as ‘Halcyon days’ since ancient times.

relatively warm and dry [APRIL - SEPTEMBER]

During the warm and dry period the weather is usually stable, the sky is clear, the sun is bright and there is generally no rainfall. There are, however, infrequent and brief intervals of rapid rain or thunderstorms chiefly over mainland areas.

Moreover one can experience extended periods of sunshine throughout most of the year.

Urban Heat Island The site, as well as some other areas in Athens are affected especially during the warmer seasons of the year. by the urban heat island (UHI) effect. This UHI is caused by the concentration of human activity, and leads to the alteration of the local temperatures compared to the surrounding rural areas, and with detrimental effects on energy usage, expenditure for cooling and health.

Climate Change Projections A gradual increment of the regional warming is expected in the future, ranging depending the examined scenario from 1°C to 3°C in the near-term (2010–2039), 3-5°C in the mid-century period (2040-2069) and 3–7°C in the long-term (2070–2099) [26]. Projections regarding the temporal precipitation variability in the Mediterranean, predict a decrease in mean annual precipitation as well as in the annual days of rain (CHP). However, past time series (41-year period) have shown a positive trend in temporal variability of the mean annual rainfall intensity, which are attributed to the UHI. Furthermore, hazardous events such as flash floods, sea level rise, inland flooding, rising land temperature, increasing frequency and intensity of extreme heat and UHI effect, droughts and other are expected [18].

The region of Attica exhibits increased exposure to both floods and droughts. This suggests that actions such as adaptation measures should be taken in the near term future in order to reduce the risk, vulnerability and exposure/ increase adaptive capacity and ensure future resilience.

21.

Living streets * Site Analysis

MONTHLY TEMPERATURE

MONTHLY AVERAGE WIND SPEED & DIRECTION

[25]

4.5

35

4

25

M Av ax er ag M e in

20 15 10

Wind Speed (m/s)

30

Temperature (oC)

[25]

5

3.5 3 2.5 2 1.5 1 0.5

0 JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC

MONTHLY AVERAGE HUMIDITY

0

JAN

FEB

MAR APR

MAY

JUN

JUL

AUG

SEP

OCT

NOV

DEC

MONTHLY AVERAGE PRECITIPATION & DAYS OF RAIN

[25]

[25]

60 55 50 45 JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC

Autumn Equinox Spring Equinox

N

Winter Solstice

E

zon Hori

S

W

60

12

50

10

40

8

30

6

20

4

10

2

0

Fig 42. *Sun’s path across a day in different seasons projection for the study area.

Total & diffused solar radiation (kWh/m2)

Do

e

14

JAN

FEB

MAR

APR

MAY

JUN

JUL

AUG

SEP

OCT

NOV

MONTLY AVERAGE SOLAR RADIATION

Summer Solstice m

70

DEC

0

[25]

225

18

200

16

175

14

150

12

125

10

100

8

75

6

50

4

25

2

0

JAN

FEB

MAR

APR

MAY

JUN

JUL

AUG

SEP

OCT

NOV

DEC

C.F Malekakis * Master thesis

0

Monthly mean daily sunshine (h)

Precipitation (mm)

65

Sk y

Humidity (%)

70

Monthly days with precipitation

75

22.

LAND USE Land use is a tool which enables the functional activation of the space and is foreseen by the spatial context and the overall spatial and urban planning framework. The municipality has variety of land uses, with predominant the general housing area followed by industrial park. These are generally clustered especially in the municipal unit level, however with the merging of the two areas into one municipality, the industrial park area might be considered as a dividing region.

400M SCALE 1:20.000

DOMINANT LAND USE MUNICIPAL UNIT OF MOSCHATO

town center

10%

general housing green space

41% 5%

education

2%

sports

2%

industrial park other Fig 43. Land Use diagram of the study area (red contour) and its surroundings.

23.

Living streets * Site Analysis

35% 5%

Regarding the area of study, the predominant land use is of a general housing area, with educational instritutions, sport fields and green spaces scattered in the urban fabric. The city center is dominating the central city artery (Stratigou Makrigianni) as well as the front of the coastal road (Poseidonos Avenue).

Birds Eye images of the land use categories in the study area

Fig 44. *The town center exhibits a concentration of retail market and services on the building’s ground floor. Other building floors may contain business offices or dwellings.

Fig 46. *The few and sparse green spaces are primarily vegetated public areas.

Fig 45. *General housing area is predominantly used for housing purposes.

Fig 47. *School building with sport activities.

Fig 48. *Sports fields and indoor gym.

Fig 49. *Industrial park, north of the study area. Industrial parks are areas of reception of any industrial and crafting activity of medium and low disturbance.

C.F Malekakis * Master thesis

24.

URBAN FABRIC Roads Roads were once in the old compact cities an essential public place, the front yard of the small crowded households. The deliberate choices, however, which have shaped our communities around private car ownership, have promoted the roads to a necessary infrastructure which allowed their growth, while repulsed people on the margin (sidewalk). Streets are still an important place for collective life, and contribute to the perception of the city’s image. They constitute an extension of the dwellings, the paths where people move on and the place where most of the daily trips start and end as walking trips.

Every road in the study area is a one-way direction, providing space at both sides for parking and a narrow or more spacious sidewalk. They are mainly linearly engraved (Hippodamian system) with north-south and east-west direction and perpendicular to each other. The roads at the northeast of the area are an exemption, as they follow a radial arrangement.

Fig 50. Road network diagram.

1kM SCALE 1:42.500

25.

Living streets * Site Analysis

Fig 51. Zoom in of the road network diagram showing the sections cuts.

Fig 52. Sections and images of Cephissus Avenue (a-a’), Stratigou Makrigianni Street (b-b’), and Ilisou Street (c-c’).

a’

b b’ c’

venue - M uA os o s

ato ch

c

Ki fi

a

Fig 51.

Piraeus Moschato

Cephissus River

SCALE 1:500

Original Cephissus River Bed

SECTION #a-a’: KIFISOU AVENUE

St r

Ilis

S ou

krigianni Str e et

a .M

treet

SECTION #b-b’: STRATIGOU MAKRIGIANNI

Moschato Kallithea

Ilisos River

Fig 52.

SECTION #c-c’: ILISOU STREET

C.F Malekakis * Master thesis

26.

URBAN FABRIC Buildings Regarding the residential building envelope in municipal level, two building types are encountered. Prevalent type is multistorey block of flats (greek: polykatikia), accounting for the 93.53% of the dwellings. Typical features are the balconies with awnings that are used for shading and privacy, the untapped flat rooftops, the minimal use of color, and finally the lack of transition with the public space. Newer building erections have show an improved level of construction, as well as functional, aesthetical and architectural quality, meeting the requirements of modern resident-user. Contemporary apartment buildings may also include a “pilotis� at the ground level, which serve to cover the extensive parking needs. The second building type is the single family houses, remnants from the past, which account for the 6.47% of dwellings. Single family houses are retaining the transition with the public space through a vegetated courtyard and they usually have an inner parking space. They are primarily clustered at the west border of the area of study, however some can be encountered within the inner urban fabric.

Fig 53. Building placement diagram.

1kM SCALE 1:42.500

2 7.

Living streets * Site Analysis

Fig 54. *Buildings with direct access to the streetscape.

Fig 55. Single family house at Kifisou Avenue.

Fig 56. Dwelling relationship with public environment. Sample a: transition zone through a garden patch. Sample b: direct entry to the public space.

Fig 54.

Fig 55.

ple

sam

b

EXCLUSIVE USE BUILDINGS [27]

Residence : 3.404 Church-monastery: 11

a ple

sam

Hotel: 7 Factory-Industry: 218 School building: 25 Shop-Office: 348 Car Park: 9 Hospital: Other use: 133

Fig 56.

DWELLINGS BY CONSTRUCTION PERIOD

RESIDENCES BY SURFACE (M2)

After 2006 10.4%

120 +

6%

2001 - 2005 10.4%

110 - 119

4%

100 - 109

8%

1991 - 2000 11.7% 1981 - 1990 12.8%

90 - 99

10%

80 - 89

21%

1971 - 1980 24.0%

70 - 79

17%

1961 - 1970 18.3%

60 - 69

10%

1946 - 1960 9.5% Before 1945 3.0% 0%

50 - 59

13%

40 - 49

6%

Under 40 5%

10%

15%

20%

25%

6% 0%

5%

10%

15%

20%

25%

C.F Malekakis * Master thesis

28.

URBAN FABRIC Blocks The building blocks are organized in such a way that buildings are placed circumferentially, leaving open space in the center which is occasionally linked with the public space via a walkway.

In order to avoid the complete land consealment of the urban areas by artificial impervious surfaces, and ensure natural building ventilation and insolation, all apartment buildings in Greece have by legislation an non-buildable area known as “coverless” (akaliptos: ακάλυπτος). Although rarely, this space is being used as parking or common garden.

Nowadays, due to the lack of open public space in dense populated urban areas, the value of these coverless areas has been increasingly recognized. The “new building regulation act” (law 4067/2012) [39] states that with a majority decision, 2/3 of the residents, it is allowed to consolidate the coverless spaces of a building block or part thereof.

Fig 57. Diagram of blocks

1kM SCALE 1:42.500

29.

Living streets * Site Analysis

Fig 58. Buildings are placed circumferentially, leaving an uncovered open space at their center.

Fig 59. Zoomed section of the blocks diagram with different level of details.

Fig 60. *The “Akalyptos 2.0” project, envisioned by the Micromega architecture and strategies office. The project made an open call for the expression of interest for the transformation of a building block’s uncovered space to a shared neighborhood space. It had more than 80 responses, but none from the study area.

Fig 59.

Fig 58.

Fig 60.

C.F Malekakis * Master thesis

30.

MOBILITY According to a research conducted by the Urban Transport Organization (1995) regarding the journeys that start from the study area, 15% were inter-municipal while cross-municipal journey destinations had Athens (20%), Piraeus (17.5 %) and the Kallithea (10%) as their destination [51].

Regarding the inter-municipal mobility, an increased use of cars is observed, primarily at the NE and NW region, where there is lack of public transport coverage and the distance to the Metro station is longer (Âą1.5km).

S.T

S.T

S.T

Stations Car park bike sharing Metro line 1 tram S.T

suburban train bus Motion freeway major arterial collector streets local streets external arterial & collector existing cyclepath planned cyclepath metro line 1 suburban train tracks

Fig 61. Road transport network diagram.

31.

Living streets * Site Analysis

MONTHLY TICKET FOR ALL

PUBLIC TRANSPORT MODES: FULL PRICE 30€ REDUCED PRICE 15€

THE MILD CLIMATE ALLOWS OUTDOOR EXPERIENCE FOR THE MOST MONTHS OF THE YEAR

Fig 62. The two platforms of Moschato Metro Station that serve Fig 63. *Bikers and pedestrians are enjoing the metthe Metro line 1 which has a daily ridership of 450.000 passengers. ropolitan bike trail along Ilisos River.

Since the integration of the electric railway to the Metro system (line 1) in 2004, the passengers’ number commuting with that mean has increased. Simultaneously, Moschato became an intermediate platform between Piraeus and the northern suburbs. From the station, one can find correspondence with the trolley and several bus routes, which have as principal movement axis the commercial street (Stratigou Makrigianni).

A research [57] conducted by the EU, reveals that Greece has the lead in Europe using motorbikes, as 11% of the interviewees responded that they ride a motorbike daily, comparatively to the average 2.9% of the EU. The reason that explains this choice is the fact that motorbikes are more affordable than cars, they move faster in the usually congested streets, and their use is supported by the region’s mild climate.

While transportation on two wheels has a long tradition, the biking trend halted in the 60’s when the living standards were evaluated and motorized means gain preference. Only until recently the biking culture started to gather new followers. Nowadays, following the lead of the other European countries, Athens began in 2014 to take actions for the construction of the first metropolitan bike trail. The trail coincides with the Metro lines and serves transit needs at Metro stations. Moreover, it constitutes the spine (27km) to which local municipal networks can hinge.

The first section (11km) of the project is partially hosted by the area of study, linking Athens old city center with Phaleron Bay. Completed in 2015, it has been highly appreciated by the local communities, although there is an evident ignorance regarding the use of it, that are attributed to design choices. In order to generate the bike trail, space was withheld from roads as well as from sidewalks. The sidewalk’s width has been diminished and urban equipment has been placed on it. Pedestrians are therefore enjoying their walk on the bike trail. While some conflicts may be encountered, at the moment it does not seem as a grave problem as the trail is used mainly for recreational purposes and bikers rarely develop high speeds. The second part (16km) of the metropolitan bike trail will eventually connect Athens old city center with the northern suburbs (Kifisia). Moreover, in response to increased demand for bicycle transportation, the track-based public transportation modes allow the transportation of 2 bicycles per ride.

C.F Malekakis * Master thesis

32.

SOCIAL STRUCTURE An analysis at the Municipality of Moschato-Tavros population structure has been conducted, by analyzing data deriving from the census that has been conducted for Greece in 2011. The merging of the two municipalities caused changes in census data and therefore we can not compare to previous census results. The results are illustrated below.

Total Residents OF Moschato-Tavros Municipality

[27]

40.413 (in census 2011) 0,37% of the total country population 82nd most populated out of total 325 municipalities

[

]

Municipal Unit of Moschato 25.441 residents per 2.325km2 ≈ 11.000/km2

Municipal Unit of Tavros 14.972 residents per 2.125km2 ≈ 7.000/km2

The gender ratio of the residents is balanced, with prevailing the Greek nationality. Out of the 9% of residents that are foreigners, only 1% is from a country member of the EU. The majority of the residents are adults (≈81%), with 21% being elderly [54]. The rest (19%) are underage that have not started or are still under education.

Less than half (48%) of the population are economically active, a group that includes people with employment and people seeking for job. Prevalent occupation is that of service provision workers and vendors, followed by entrepreneurs. On the other hand, 52% are economically nonactive, a group that contains students, rentiers, people occupied with housekeeping and finally the pensioners. These percentages are at accordance with the corresponding values of the whole country. Moreover, regarding to unemployment in connection with nuclear families, 38% of these families have only one member working, while 27% have no one.

Regarding living conditions, the majority lives in residences with floor area between 15m2 and 29m2 per person, which is less than the median 31m2/capita of the EU member countries [13].

Furthermore, a significant proportion of the households (31%) do not own a car, and 67% of the households do not have a private parking space.

33.

Living streets * Site Analysis

GENDER

AGE GROUPS

8k

[27]

7k

17%

6k

20.973

19.440

4k

52%

15%

5k

3k

48%

14%

13% 10%

12% 9%

9%

2k 1k 0

NATIONALITY EU 1% Greece 91%

Rest 8%

0-9

20-29

10-19

30-39

40-49

50-59

60-69

70 +

EDUCATION LEVEL Born after 1/1/2005

7%

Pre-elementary education

9%

Elementary school

18%

Secondary / Vocational edu.

14%

High school / Post-secondary edu.

Higher Education

OCCUPATION 9.28% at M-T

Rest House- 7% keeping 11%

19% 0

2k

4k

6k

Students Seeking 15% job 9%

>15m2 15-29m2

12k

14k

39%

30-44m2

EMPLOYED MEMBERS PER FAMILY

26% 32% 0%

10%

CARS PER HOUSEHOLD 27% Without

38% One

10k

4%

45+m2

35% Two or more

8k

AVAILABLE RESIDENTIAL SPACE PER RESIDENT Employed 39%

Pensioners 19%

34%

2+ 19% 1car 50%

No cars 31%

20%

30%

40%

50%

PARKING PER HOUSEHOLD None 67%

1+ 33%

Note: While the project focus is a section of the Municipal Unit of Moschato, the census data analysis has been conducted for the whole municipality of Moschato-Tavros.

C.F Malekakis * Master thesis

34.

USING PUBLIC SPACE For the purpose of this report, public space is defined as the ensemble of the city’s common areas. The elements that constitute this public space are the squares, streets, green spaces and the waterfront. These spaces offer a variety of potential exchanges between people, such as exchange of goods, services, culture and knowledge, social support and even friendship. These spaces compose the urban grid, where the community gathers and their structure can influence the flow and amount of the daily human interaction.

Fig 64. *Moschato’s main public square and landmark (Metamorfosi Square), located on the main street (Stratigou Makrigianni Street) 300m from the local Metro Station.

TYPES

OF PUBLIC SPACE 35.

Living streets * Site Analysis

Plazas Streets Green spaces Waterfront

Outside the everyday routine, the streetscape is also used by the residents for a variety of weekly and yearly events.

Like all Greek urban regions, Moschato streets shelter in weekly basis an open street market, which is known as “laiki agora” meaning “people’s market”. These street markets were established in 1929 by the political leader E. Venizelos and have been very popular since then. It is a regular basis morning market, where one can find foodstuffs usually produced by local farming cooperatives, as well as flowers and plants household items, clothing and trumpery are often available. Moreover, as these event takes place in within a small linear area on a limited timeframe (8am-2pm) and the majority of the city’s inhabitants visit the same marketplace there are opportunities for social meetings and interactions.

Fig 65. *People shopping groceries at their local street market.

The limited space offers many opportunities for social meetings.

During the 5th of August, the eve of the christianic religious celebration of the local cathedral known as Metamorfosi Sotiros (Tranformation of the Saviour), the local community is involved in festivities which include an annual street market known as panigyri. Taking place around the church’s streets during the evening it has a festive character, often involving attractions and food stalls. The goods sold range from clothing and accessories to household items, furniture, toys and trinkets.

Fig 66. *Carnival celebrations occupy the city’s main street.

The community of Moschato has established (since 1987) yearly Carnival celebrations that last about two weeks and are held approximately nine weeks before the Orthodox Easter Sunday. Residents and visitors of all ages can participate to festivities that are held throughout the town. Teenagers have the opportunity to take part in a large Scavenger Hunt which takes place throughout the celebration period, engaging them into city wide treasure hunts, games, singing contests, mascarade competitions with the chance of winning various prizes.

C.F Malekakis * Master thesis

36.

MAPPINGTHE PROGRAMS 400M SCALE 1:20.000

Concentration of administrative buildings in the central artery (Stratigou Makrigianni).

PUBLIC SERVICES city hall post office library police station rest green space Fig 67. Public services diagram.

Concentration of retail market, cultural buildings and recreational services in the central artery (Stratigou Makrigianni).

CULTURE & RECREATION open space - plaza cultural center conservatory summer cinema church rewarding recycling retail market green space Fig 68. Culture and recreation diagram.

3 7.

Living streets * Site Analysis

Concentration of sport activities at the east of the area with few exceptions.

SPORTS public sport field sport organization schoolyard sport field sports Fig 69. Sports diagram.

Dispersion of educational institutions throughout the region.

There are fewer playgrounds for ages 2.5 to 12 at the south of the area.

EDUCATION state nursery kindergarten elementary playground 300m radius secondary & highschool education Fig 70. Education diagram.

C.F Malekakis * Master thesis

38.

SUMMARY

POTENTIALS

The study site, the residential section of the municipal unit of Moschato, is located on an idyllic location, surrounded by water. However, the actions that the public authorities have chosen to promote resulted in severance with these natural systems. The pollution of the riparian ecosystems constituted grounds for the construction of infrastructure created to facilitate vehicular movement.

This eventually led to the site to be segregated from its surroundings.

Regarding the structure of the urban fabric, the outcome of the housing blocks setting, generated a grid of perpendicular linear public space (the streets), which have the potential to facilitate the orientation within the city. Nonetheless, during the site’s development there had been no consideration on designating areas of public green space and therefore these are sparsely encountered.

The mild climate of the Mediterranean region and the extended periods of sunshine permit the exposure to the outdoor environment during several months, midst which the elevated temperatures dictate open-air activity under shade.

Projections over future climate foresee a climatic variability with gradual rise of temperatures.

The area is served by a variety of public transportation modes with reasonable fares, providing thus affordable travels for all. However, when the journey with the public transport ends, it is necessary to continue on foot which is a hard as coffee tables, urban equipment and various vehicles that are placed on the sidewalk cause an obstruction and inhibit the independence of many vulnerable people.

About 20% of the population is young people, accounting for the 38% of the nuclear families members. Moreover, the aging population accounts for 21% of the total population. Both these age groups require special attention regarding the design of the public environment. Safety conditions, accessibility, stimulations and frequent resting areas are recommended for allowing a pleasant experience.

There is a long tradition of using public space for a variety of cultural as well as political events. From demonstrations, to celebrations and religious customs, all these events usually take place in the city’s squares and streets. These spaces are designed to accommodate an abundance of people during these events, but they display however a lack of seating options for the everyday use.

39.

Living streets * Site Analysis

!!

CHALLENGES

Magnet Points

??

NEAR???FUTURE

transport culture education sports

Fig 71. Points of attraction.

C.F Malekakis * Master thesis

40.

Problem

CAR DOMINANCE When there is a lack of public green spaces within the urban fabric and no more plots for the creation of new ones, there is an increasing need for reconsidering public space. An alternative solution can be found on the transformation of the streetscape. However, the construction of road infrastructure in combination with the increase in car ownership observed during the second part of the 19th century has led to an increase in traffic. At the end of the day, all these cars are accumulated within the residential area; occupying the public space and transforming it in a massive parking. Nowadays, due to the financial crisis we increasingly observe that many cars are abandoned or temporary immobilized, and moreover there is a growing public dissatisfaction regarding cars due to the multiple drawbacks (noise, pollution, speed, accidents, time consuming, cost).

All travels start on foot. Walking is the mean that begins and ends every journey, whichever intermediate vehicle used. Journeys within the study area are of distance that can be covered on foot. However, a comfortable walking experience requires the appropriate infrastructure, safety conditions and environmental quality. When the streetscape is brimming with cars, then the resident avoids walking and cycling as it is neither safe nor comfortable. So too, when residents are forced to use their car, it then creates conditions that force others to resort to it, leading to a vicious circle. Nonetheless, with the appropriate design, the streetscape can become a safe, secure, and attractive public realm.

Residential streets dominated by cars Increase in car use

Hostile - unpleasant public environment Discourage soft mobility

fear - unsecurity

Suitable public environment

Increase in physical activity

Lesser car use

Fig 72. Current situation and turnaround to a desired state.

Fig 73. Current condition at Kifisou Avenue. The cars park on the pavements, causing a major concern to the people that are obliged to walk on the street.

41.

Living streets * problem

C.F Malekakis * Master thesis

42.

Vision/Goals

ACTIVATING PUBLIC SPACE The vision for the area regards the configuration and improvement of the streetscape so as to create a network of urban spaces where people of all ages can use them for their daily trips and other activities. This can be achieved by providing a pedestrian ambiance that ensures personal safety and an attractive and interesting walking environment, leading to the creation of a healthy, efficient and sustainable community where people choose to walk. By increasing public health, active transportation and pedestrian links, the goal is to eventually increase the number of people walking in the city. Focus is given on access to educational and community institutions, recreational and leisure opportunities and employment and retail services.

Based on the observed potentials and challenges, new goals have been set with main goal to create a coherent identity and invite residents and visitors of Athens to cross the area by using soft mobility modes instead of private vehicular options.

CITY & NATURE

EXTERNAL

CONNECTIVITY

INTERNAL

CONNECTIVITY

Fig 74. Project goals.

THE URBAN GRID For achieving the goals that have been set, the urban fabric’s typology is being employed as a strategic tool that will operate at different levels:

S

XL

43.

• reinforcement of individual neighborhoods • connect neighborhoods to larger districts • define a city wide structure, and • render the area a stepping stone towards the seafront.

Living streets * Vision/Goals

PERSONAL

EXTRAVERSION

VERSITY

• AC

CE

SS IB

Y•

UL TI

FU

People’s Needs:

TY • DI

IT

C

USA

BI L

• PLACEM

IT

•

Y Y PROXIMIT

Y

UIT

TIVIT Y •

EQ

H

T FE

OI CE

•M

NNEC CO

SA

Y

N

CT

ALI N IO

IL

Live Work Play Quality

G IN K A

VISION

C.F Malekakis * Master thesis

44.

Strategy

PUBLIC FLOW TRAILS THREE APPROACHES TARGETING TO PROMOTE SOFT MOBILITY MODES AMONG RESIDENTS AND VISITORS. The city-sea connection is envisaged by the “Rehabilitation of Phaleron Bay” project. However, it was considered that the linking of Moschato and the seafront has not been achieved to the fullest since the inclusion of major importance axes has been omitted.

Three routes of different character on the North-South axis were selected to serve as: • links with Piraeus and Athens, • fill the gap regarding the city-sea relationship, and • a suitable environment for the development of soft mobility modes of transportation.

1

Kifisou avenue

A multi-Use trail that accommodates all users and a variety of activities.

2

Stratigou makrigianni

The city’s major street and economic lifeblood. Coexisting with vehicles.

3

ilisou

Section of the metropolitan cycle path linking Athens center with the seafront.

The individual analysis of each trail displayed that Kifisou Avenue is of greater need for intervention. The street has kept its original form as car associated infrastructure even after the abruption of the urban river and the rise of the elevated highway, although the failure to discharge its vehicular flow to the central road arteries.

NORTH-SOUTH AXIS Targeting scale • Regional • Municipality • Neighborhood

Basic Function

• Public space • Commuting • Recreation/Retail • Environment

45.

Living streets * Strategy

LINK WITH ATHENS CITY CENTER

LINK WITH PIRAEUS PORT CITY 1

2 3

C.F Malekakis * Master thesis

46.

TRAVERSING GENERATION OF LINKAGES ON THE EAST-WEST AXIS; FACILITATING INTER & CROSS MUNICIPAL MOVEMENT. Large proportion of the trips that start in the study area are destined for the same or the neighboring municipalities. The current situation of public ambient discourages pedestrian movement and encourages car usage.

Three primary routes of similar character on the East-West axis were selected to serve as: • links with the neighboring regions Neo Faliro and Kallithea, • linking elements between the primary routes on the North-South axis, • a suitable environment for the development of soft mobility modes of transportation, • areas with organized functions such as pedestrian movement, vegetation, car parking, waste and recycling bins.

a

Solomou

b

Lamprou Katsoni

c

Fleming

The routes are strategically set to ease cross-municipal movement between the East-West borders and shall include different functions.

The “Rehabilitation of Phaleron Bay” project is planned to generate an E-W movement at the south of the study area through the displacement of Posidonos Avenue. The proposed routes have the potential to serve as supplementary east-west axis facilitators. Basic concept is the street layout organization for various functions such as pedestrian movement, vegetation, car park, waste and recycling bins, and the repurpose of one of the curbside parking lanes to provide contra-flow bike lane.

EAST-WEST AXIS Targeting scale • Regional • Municipality • Neighborhood

Basic function

• Pedestrian mobility • Cycling • Organized parking

4 7.

Living streets * Strategy

a b

Neo Ne o Fa Falililiro o

Ka Ka alllllllit lit ithe hea he a

c

SNFC SN FCC FC C

C.F Malekakis * Master thesis

48.

COMPLEMENTARY

a b c

3 2 1

49.

Living streets * Strategy

NODES The nodes are selected spaces at the junctions of the N-S and E-W axis. The objective is the creation of public space for use by the residents and visitors of all ages. The extent of design and type of intervention depends on their associated environment.

Targeting scale

People that use public space are a highly diverse group, with varying abilities, needs and preferences. Therefore, when designing for movement, the value of resting and pausing areas should be also highlighted. When staying in a place, one can passively enjoy the urban space as he glimpse at the life around him. Moreover, opportunities for social meetings and cultural exchanges might arrise.

Targeting scale

There are two types of voids, public and private. Green public spaces provide desired environmental qualities but they are rarely used as they lack activities. Inviting urban cooperatives can lead to an increase in people that use these areas and moreover provide working opportunities.

On the other hand, private gardens and common coverless spaces can be especially usefull in providing environmental qualities such as water detention and retention, or they can even be used as green parking lots.

Targeting scale

• Municipality • Neighborhood

Basic function • Safety • Wayfinding • Placemaking • Recreation

STASIS • Municipality • Neighborhood

Basic function • Resting • Placemaking

VOIDS • Municipality • Neighborhood • Block/Building

Basic function

• Environment • Placemaking • Alternative parking

C.F Malekakis * Master thesis

50.

Zoom in

KIFISOU AVENUE Even after the abruption of the urban river Cephissus and the subsequent rise of the elevated motorway, the Kifisou Avenue has kept its original form as motorized transportation infrastructure. However, the failure to intergrade it to the urban road network and discharge the vehicular flow to the central road arteries resulted in traffic evaporation. The area is rarely used by cars, even during peak hours, and the only attribute that serves is of a car park. By connecting Kifisou Avenue with the linear green area located north of the area alongside the Metro line 1, and the coastal zone of Moschato, Kifisou Avenue has the potential to become a commuting artery for pedestrians and cyclists, while incorporating public space and activity hubs.

STRENGTHS

WEAKNESSES

Neighborhood intimacy Mental connection with the past Vacant lots Rhythm Large surfaces - urban canvas

Degraded environmental quality Sunless concrete channel Barrier: low physical & visual connectivity Lack of active Lack of variation

OPPORTUNITIES

SWOT

Αbundance of educational institutions Linking areas of public interest Linear pedestrian/biking avenue Reinvent relationship with the seafront

51.

Living streets * Zoom in

THREATS

Pollution, UHI Vandalism No man’s land → No use other than parking Climate Change→ floods, droughts Financial & social crisis

ENVIRONMENT ANALYSIS

^Ŋ

MOVEMENT ANALYSIS

^Ŋ

SHADOW ANALYSIS 21 Mar.

±6074dB

Tracks Physical Barrier

1.

Point of interest

Discharge

Pedestrian paths

21 May

2.

View

Stagnant

Nodes 3.

21 Sep.

±79dB

21 Dec.

4.

Water intrusion

HighwayPhysical Barrier

At 08,10,12,14,16,18H

C.F Malekakis * Master thesis

52.

KIFISOU AVENUE The project sugests the redistribution of the malfunctioned road space for non-car modes. By doing so, the reclaimed urban space has the potential to become a vibrant place for the residents. Vegetation and other attractions act as a psychological traffic calming method by reducing the forward visibility which will discourage the development of high speeds. Of high importance for the creation of a secure environment is the existance of several educational institutions in the area, where childer should be able to walk or bike home safe.

Green car

Leave your park car before entering home.

53.

Living streets * Zoom in

Green Park

Green ParkCoffee stall

+12.11

Cephissus

Pedestrian, bike, car movement : 30km/h

Median

Median

Public/Private Property

WATER

revail

PEOPLE

CAR

TRAIN

Multipurpose Venue

A cold coffee for refreshment!

Entran nce e Entrance

The sole industrial building that escaped the industrial park limits.

C.F Malekakis * Master thesis

54.

CONCLUSIONS This thesis project focused on a coastal area at the south of Athens. The planned reclamation project for the region’s coastal front offers opportunities for the reconsideration of the current state. The choice of this particular area was triggered by the many potentials as well as challenges that it poses. While it is located on a favorable geographical location, the access to the natural ecosystems is severed by the infrastructure development. At the time that Seoul decided to restore the Cheonggyecheon Stream with a massive urban renewal project, Athens covered its major natural flowing watercourse in order to create an elevated highway. Although segregated from its natural ambient, the analysis of the area showed that there is an additional lack of public green spaces, which are known for providing plentiful environmental and social benefits.

The reclamation of the urban streetscape has been identified as a compensating measure for the lack of green spaces; however, the most prevailing problem that has to be addressed is the dominance of cars.

The 19th century was marked by the massive infrastructure development and increase in car ownership. By turn this led to an extensive amount of cars being accumulated within the residential area, occupying the public space and transforming it in a massive parking. When the streetscape is brimming with cars, then the residents avoid walking and cycling and prefer to use their car. So too, when people are forced to use their car, it creates conditions that force others to resort to it, leading to a vicious circle. However, nowadays, an increasing public dissatisfaction regarding cars is observed, due to their multiple drawbacks.

The vision for the area regards the configuration and improvement of the streetscape so as to create a network of urban spaces where people of all ages can use them for their daily trips and other activities. The main goals are the connection of the city with the nature, the crossmunicipal and inter-municipal movement facilitation and finally, the provision of a pedestrian ambiance that will allow people to spend time outdoors, creating thus a healthy, efficient and sustainable community where people choose soft mobility modes over the car.

The urban fabric typology is being employed as a strategic tool that will affect the city on different scales, from the individual neighborhood, to the whole region. Furthermore, the focus has been set at Kifisou Avenue, which is part of the “public flow trails� strategy, and has been identified as of greater need for intervention.

55.

Living streets * Conclusions

C.F Malekakis * Master thesis

56.

REFERENCES

5 7.

[1].

Archaeology of the city of Athens. (n.d.) Retrieved from www.eie.gr/archaeologia/En/chapters.aspx

[2].

Attiko Metro S.A. (2016). Retrieved from www.ametro.gr/page/default.asp?id=4&la=2

[3].

Attiko Prasino. (2008). Moschato>Claimed areas>Waterfront of Moschato. Retrieved from www.attikoprasino.gr/default.aspx?tabid=214&m=Μοσχάτο

[4].

Belavilas, N., & Vatavali, F. (2009). Πράσινο και ελεύθεροι χώροι στην πόλη (translation: Green and open spaces in the city). Athens: WWF Hellas.

[5].

Brown, R.D. (2010). Design with microclimate. The secret to comfortable outdoor space. Washington D.C.: Island Press

[6].

Çelik, Z., Favro, D. G, & Ingersoll, R. (1994). Streets : critical perspectives on public space. Berkeley: University of California Press.

[7].

Chatzidimitriou, A., & Yannas, S. (2015). Microclimate development in open urban spaces: The influence of form and materials. Energy and Buildings, 108, 156-174. http://dx.doi.org/10.1016/j.enbuild.2015.08.048

[8].

Climate Change Post. (2016). Climate Change: Greece. Retrieved September 05, 2016 from www.climatechangepost.com/greece/

[9].

Cutler, L. S., & Cutler, S. S. (1982). Recycling cities for people: The urban design process (2nd ed.). New York: VAN Nostrand Reinhold.

[10].

Cox, W. (2013, April 04). The evolving urban form: Athens. Retrieved from www.newgeography.com/ content/003618-the-evolving-urban-form-athens

[11].

Dobbins, M. (2009). Urban design and people. Hoboken: John Wiley & Sons.

[12].

Dragonas, P. (2010, January 01). RE:Public[space]: Κηφισός. Το απωθημένο ποτάμι [Cephissus, The repressed river]. Retrieved from www.greekarchitects.gr/gr/republic-space/κηφισός-id2784

[13].

Entranze. (2016). Analysis of the structure and dynamics of buildings and related energy systems in EU-27 [interactive online data tool]. Retrieved from www.entranze.enerdata.eu/

[14].

ECTP-CEU. (2003). The New Charter of Athens 2003. The European Council of Town Planners’ Vision for cities in the 21st century. Retrieved from www.ectp-ceu.eu/index.php/en/?option=com_ content&view=article&id=85

[15].

European Environment Agency. (2012). Urban adaptation to climate change in Europe. EEA Report No 2/2012. Retrieved from www.eea.europa.eu/publications/urban-adaptation-to-climate-change

[16].

European Environment Agency and the European Commission’s Joint Research Centre. (2013). Environment and human health. EEA Report No 5/2013. Retrieved from www.eea.europa.eu/publications/ environment-and-human-health

[17].

Erell, E., Pearlmutter, D., & Williamson, T. (2011). Urban microclimate: Designing the spaces between buildings. In Hebbert, M., Jankovic, V., & Webb, B. (Ed.), City weathers. Meteorology and urban design 1950-2010. Workshop. Manchester: Manchester Architecture Research Centre, University of Manchester.

[18].

Field, C.B. et al. (2014). Technical Summary. In C.B. Field et al., eds. Climate Change 2014: Impacts, Adaptation, and Vulnerability. Part A: Global and Sectoral Aspects. Contribution of Working Group II to the Fifth Assessment Report of the Intergovernmental Panel on Climate Change. Cambridge, United Kingdom and New York, NY, USA: Cambridge University Press.

[19].

Fuller, R.A., & Gaston, K.J. (2009). The scaling of green space coverage in European cities. Biology Letters, 5(3), 352-355. http://dx.doi.org/10.1098/rsbl.2009.0010

Living streets * References

[20].

Gill, S.E., Handley, J.F., Ennos, A.R., & Pauleit, S. (2007). Adapting Cities for Climate Change: The Role of the Green Infrastructure. Built Environment 33(1), 115-132.

[21].

Hellenic Military Geographical Service. (2016). Maps of the study area. Retrieved from: web.gys.gr

[22].

Hellenic Ministry of Culture, Education and Religious Affairs. (2010, February 09). Remarkable sections of the Long Walls were discovered in Moschato and N.Faliro [Press release]. Retrieved from www. yppo.gr/2/g22.jsp?obj_id=35685

[23].

Hellenic Ministry of Environment & Energy. (2016). Retrieved from www.ypeka.gr

[24].

Hellenic Ministry of Infrastructure, Transport and Networks. Secretary-general for infrastructure.

Road infrastructure directorate. (2016). Archive studies of Cephissus River.

[25].

Hellenic National Meteorological Service. (2016). Climatic data from Hellinikon station for the period 1955-1997. Retrieved May 10, 2016, from www.hnms.gr/hnms/english/climatology/climatology_region_diagrams_html?dr_city=Athens_Hellinikon&dr_region=ClimAttiki

[26].

Hellenic Republic. Ministry of Environment, Energy and Climate Change. (2014). 6th national communication and 1st Biennial report under the United Nations framework convention on climate change. 6th National Communication to the UNFCCC.

[27].

Hellenic Statistical Authority. (2016). Population and Housing Census 2011. Retrieved from www.statistics.gr/en/statistics/pop

[28].

Ioannou, V., & Serraos K. (2007). Το παρόν και το μέλλον του ελληνικού αστικού τοπίου [The present and Future if the Greek Urban Land-scape]. Aeihoros/Αειχώρος, 6(1), 86-99. www.aeihoros.gr/ article/en/to-paron-kai-to-mellon-tou-ellinikou-astikou-topiou

[29].

Kambezidis, H.D., Larissi, I.K., Nastos, P.T., & Paliatsos, A.G. (2010). Spatial variability and trends of the rain intensity over Greece. Adv. Geosci., 26, 65-69.

[30].

Karsten, L., & van Vliet, W. (2006). Children in the City: Reclaiming the Street. Children, Youth and Environments, 16(1): 151-167. Retrieved from www.jstor.org/stable/10.7721/chilyoutenvi.16.1.0151

[31].

Kent, F. (2000). How to turn a place around: A handbook for creating successful public spaces. New York, N.Y.: Project for Public Spaces.

[32].

Koohsari, M., Mavoa, S., Villianueva, K., Sugiyama, T., Badland, H., Kaczynski, A., Owen, N., & Giles-Corti, B. (2015). Public open space, physical activity, urban design and public health: Concepts, methods and research agenda. Health and Place, 33, 75-82. http://dx.doi.org/10.1016/j.healthplace.2015.02.009

[33].

Koutsogiannis, D. (2002, June 8). Για την κάλυψη του Κηφισού ποταμού [For the cover-up of Cephissus river]. Machitiki of Moschato newspaper/Εφημερίδα Μαχητική του Μοσχάτου

[34].

Lappas, D. (2013, February 22). Μπαζώθηκαν 800 χιλιόμετρα ρεμάτων [800km of streams were infilled]. eKathimerini. Retrieved from www.kathimerini.gr/28901/article/epikairothta/ellada/mpazw8hkan-800-xiliometra-rematwn

[35].

Lasda, O., Dikou, A., & Papapanagiotou, E. (2010). Flash Flooding in Attika, Greece: Climatic Change or Urbanization? AMBIO, 39(8), 608-611.

[36].

Lenzholzer, S., & Brown, R.D. (2013). Climate-responsive landscape architecture design education.

Journal of Cleaner Production, 61, 89-99. http://dx.doi.org/10.1016/j.jclepro.2012.12.038

[37].

Maloutas, T., & Spyrellis, S. (eds) (2015). Athens Social Atlas. Digital compendium of texts and visual material. Retrieved from http://www.athenssocialatlas.gr/en/

[38].

Milakis, D., Vlastos, Th., & Barbopoulos, N. (2008). Relationships between urban form and travel behaviour in Athens, Greece. A comparison with Western European and North American results. EJTIR, 8(3), 201-215.

[39].

National Printing Office, Official Gazette and other provisions. (2016). Government Gazette. Retrieved

C.F Malekakis * Master thesis

58.

from www.et.gr/index.php/2010-01-21-13-05-53

59.

[40].

Novak, C.A., van Giesen, E., & Debusk, K.M. (2014). Designing rainwater harvesting systems. Hoboken: John Wiley & Sons.

[41].

OECD. (2014). OECD Factbook 2014: Economic, Environmental and Social Statistics. Paris: OECD Publishing. http://dx.doi.org/10.1787/factbook-2014-en

[42].

Organization for Planning and Environmental Protection of Athens. (2011). Strategic plan Athens/Attica 2021. Retrieved from www.organismosathinas.gr/Default.aspx?id=16

[43].

Organization for Planning and Environmental Protection of Athens. (2011). Geospatial portal>Land uses. Retrieved from http://gis.organismosathinas.gr/index.php?lang=EN

[44].

Pijpers-van Esch, M. (2015). Designing the Urban Microclimate. A framework for a design-decision support tool for the dissemination of knowledge on the urban microclimate to the urban design process. A+BE | Architecture and The Built Environment, 5(6), 1-308. http://dx.doi.org/10.7480/abe.2015.6

[45].

Schwalbach, G. (2009). Basics, Urban Analysis. Basel: Birkhauser.

[46].

Stavros Niarchos Foundation. (n.d.). Initiatives: SCFCC. Retrieved from www.snf.org/en/initiatives/ snfcc/

[47].

Tonkiss, F. (2013). Cities by design. The social life of urban form. Cambridge: Polity Press.

[48].

United Nations Human Settlements Programme (2013). Streets as public spaces and drivers of urban prosperity. Nairobi: UN-HABITAT. http://unhabitat.org/books/streets-as-public-spaces-and-drivers-ofurban-prosperity/

[49].

Vlastos, Th. (1989). Οι μετακινήσεις πεζή, ιστορία και προοπτικές [Walking, history and future].

Technika Chronika, 9(1), 187-200.

[50].

Vlastos, Th. & Birbili, T. (2000). Για την ανακατασκευή του δρόμου και την ανάκτηση των χαμένων ποιοτήτων του [On reconstructing the roads and recovering their lost qualities]. Eptakyklos,16-17, 3848.

[51].

Vlastos, Th., & Milakis, D. (2003). ∆ιερεύνηση, με γεωμετρικά κριτήρια, της δυνατότητας εισαγωγής του ποδηλάτου στην Ελληνική πόλη, το παράδειγμα του Μοσχάτου [Planning of a Cycling Network in a Greek City According to Geometrical Criteria. The Case of Moschato]. Tech. Chron. Sc. J. TCG, I, 23(1-2), 35-46. http://portal.tee.gr/portal/page/portal/PUBLICATIONS/SCIENTIFIC_PUBLICATIONS/ SEIRA_I/ETOS_2003/tefhosA/3vlastos_0.pdf

[52].

Vlastos, Th., Barbopulos, N. & Baltas, P. (2005). Nομοθεσία και πολιτικές για την προώθηση του ποδηλάτου στην Ευρώπη . Οι παλινωδίες στην Ελλάδα [Legislation and policy to promote cycling in Europe. The Greek experience]. Environment & law/ Περιβάλλον & ∆ίκαιο, 32, 235-243. https://samos. files.wordpress.com/2008/03/podilato_podilatodromoi_vlastos.pdf

[53].

Whiston Spirn A. (2014). Ecological Urbanism: A Framework for the Design of Resilient Cities. In Ndubisi F.O. (Ed.), The Ecological Design and Planning Reader (pp. 557-571). Island Press/Center for Resource Economics. http://dx.doi.org/10.5822/978-1-61091-491-8

[54].

World Health Organization. (2016). Ageing and life-course. Retrieved from www.who.int/ageing/en/

[55].

Zakintinos, K. (2014, September 20). Ετοιμος το 2015 ο μητροπολιτικός ποδηλατόδρομος στην Αθήνα, μήκους 27χλμ [Ready by 2015 the metropolitan cycle trail in Athens, of 27km length]. Daily Greek. Retrieved from www.imerisia.gr/article.asp?catid=26515&subid=2&pubid=113350579

[56].

Η Ιστορία του Μοσχάτου [The history of Moschato]. (2013, August 19). [Web log post]. Retrieved from www.moschatotavros.gr/news/i-istoria-tou-moschatou-foto/

[57].

European Commission, Directorate-General for Commission. (2013). Attitudes of Europeans towards urban mobility, Special Eurobarometer 406. Retrieved from http://ec.europa.eu/public_opinion/archives/ebs/ebs_406_en.pdf

Living streets * References

FIGURES Fig 1.

Athenian spread. A sea of multistorey apartment buildings. source: Yerolimbos, Y. (2012). http:// en.yerolymbos.com/filter/architectural-photography/Athens-Spread

Fig 2.

Methodology.

Fig 3.

Cityscape and the Acropolis of Athens, view from Lycabettus Hill. source: www.colourbox.com/ image/cityscape-of-modern-athens-greece-image-18947098

Fig 4.

Greece, Attica region and the city of Athens. source: https://freevectormaps.com/

Fig 5.

Transport organization map of Attica. data: [2],[42].

Fig 6.

Growth of Attica region and consequent displacement of natural environment during the years 1893, 1951, 1988. source: Karali, M. (Ed). (2000). Παρεμβάσεις στα αστικά ρέματα, εναλλακτικές προτάσεις σχεδιασμού [Interventions in urban streams, alternative design proposals]. Athens: NTUA.

Fig 7.

Sights at Athens city center.

Fig 8.

Balcony with colorful awning for shading.

Fig 9.

The area of study and neighboring regions

Fig 10.

Location of the study site in the Attica Basin. source: https://en.wikipedia.org

Fig 11.

Municipality’s divisions and area of study.

Fig 12.

Ilisos River in winter and summer time. source: www.instagram.com/p/qoYtcjCBwM/?hl=en; www.instagram.com/p/fxiSRYAGCr/?hl=en

Fig 13.

The coverage of the Cephissus River and the construction of the elevated highway as part of the Olympic Games infrastructure projects (2002, 2002, 2004). source: www.academia.edu/4542023/ Πολεοδομική_Ανάλυση_∆ήμου_Μοσχάτου

Fig 14.

The Metro line tracks are dividing the residential from the industrial area.

Fig 15.

“Danger, do not trespass” sign on the railway’s protective fence. source: www.flickr.com/photos/ nkarytianos/9159396437

Fig 16.

The SNFCC planned by Renzo Pianno. source: www.snfcc.org

Fig 17.

Seafront plan by SNF. source: www.snfcc.org

Fig 18.

The long walls of Athens. source: www.eie.gr/archaeologia/En/index.aspx

Fig 19-22. Historical photographs. source: www.moschatotavros.gr/news/i-istoria-tou-moschatou-foto/ Fig 23.

Topography of study site and surrounding environment. data: [21]

Fig 24.

The Parthenon from Phalerum Bay. Johnson, H.J. 1826–1884 (1861). source: www.artnet.com

Fig 25.

Birds view of the study area and its surroundings. source: www.tripinview.com

Fig 26.

View from Cephissus Avenue towards the mount Hymettus.

Fig 27.

Panoramic view of Posidonos Avenue. source: www.google.com/maps

Fig 28.

The river ecosystems related to the study area.

Fig 29.

Ilisos River during a torrential rainfall that caused extensive flooding in Athens in February 2013. source: https://www.youtube.com/watch?v=eK_TcdkZcZU

Fig 30.

Cephissus River’s estuary at Phaleron Bay (February 2016).

Fig 31.

Falco tinnunculus bird of prey persists on visiting Cephissus and Ilisos estuaries. source: Kostakis, M. (2011). www.ornithologiki.gr/page_cn.php?aID=1400

Fig 32.

Cephissus: the concrete river and an illustration of Cephissus god’s form which can be seen on the west pediment of the Parthenon.

Fig 33.

The seafront related to the study area.

Fig 34.

Spatio-temporal shifts of the Phaleron Bay coastline. data: www.google.com/earth/

C.F Malekakis * Master thesis

60.

Fig 35.

Panoramic view of the coastal front of Phaleron Bay (February 2016).

Fig 36.

Residents of the coastal municipalities gathered at a cycling event at the claimed coastal area of Phaleron Bay. source: www.attiko-prasino.gr

Fig 37.

Tree cover of the study area.

Fig 38.

Building facade with decorative flowerpots on the sidewalk.

Fig 39.

Linear vegetation at both sides of the street.

Fig 40.

Green public space with tall vegetation.

Fig 41.

At Kifisou Avenue, the trees are planted on a narrow sidewalk. They dispose not enough space for development while they limit the space left for pedestrian movement.

Fig 42.

Sun’s path across a day in different seasons projection for the study area. Adapted by Brownson J.R.S. source: www.e-education.psu.edu/eme810/node/534

Fig 43.

Land Use diagram for the study area and its surroundings.

Fig 44-49. Birds view of the different land uses at the study area. Town center (44), general housing (45), green spaces (46), education (47), sports (48), industrial park (49). source: www.bing.com/maps Fig 50.

Road network diagram

Fig 51.

Zoom-in of the road network diagram showing the sections cuts.

Fig 52.

Sections of Cephissus Avenue (#1), Stratigou Makrigianni (#2), and Ilisou Street (#3). data: [24]

Fig 53.

Building placement diagram.

Fig 54.

Buildings with direct access to the streetscape. source: www.google.com/maps

Fig 55.

Single family house at Kifisou Avenue.

Fig 56.

Dwelling relationship with the public environment. Sample a: transition zone. Sample a: direct entry.

Fig 57.

Diagram of blocks.

Fig 58.

Buildings are placed circumferentially, leaving an uncovered open space at their center. source: www.bing.com/maps

Fig 59.

Zoomed section of the blocks diagram with different level of details.

Fig 60.

The “Akalyptos 2.0” project, envisioned by the Micromega architecture and strategies office. source: www.akalyptos-2.org/english/

Fig 61.

Road transport network diagram.

Fig 62.

The two platforms of Moschato Station that serves the Metro line 1 which has a daily ridership of 450.000 passengers.

Fig 63.

Cyclists and pedestrian are enjoying the metropolitan bike trail along Ilisos River. source: www. utopia-landscapes.gr/index.php?category=3&language=english

Fig 64.

Moschato’s main public square (Metamorfosi Sq.), located on the main street (Str. Makrigianni) 300m from the local Metro Station. source: www.attiko-prasino.gr

Fig 65.

People shopping groceries at their local street market. source: Petrou, M. (2015). www.athenssocialatlas.gr/en/article/street-markets/

Fig 66.

Carnival celebrations occupy the city’s main street. source: http://greece.greekreporter. com/2016/03/12/greeces-top-carnival-destinations/

Fig 67-70. Mapping the programs. Public services, culture, recreation, sports, and education.

61.

Fig 71.

Points of attraction.

Fig 72.

Current situation and turnaround to a desired state.

Fig 73.

Current condition at Kifisou Avenue. The cars park on the pavements, causing a major consern to the people that are obliged to walk on the street.

Fig 74.

Project goals.

Living streets * Figures

ACKNOWLEDGEMENTS The author would like to thank Terra – Mapping the Globe Ltd company (www.terra.gr) for providing the necessary cartographic data, and Freepik (www.flaticon.com) for providing all the icons that have been used for this master thesis project.

C.F Malekakis * Master thesis

62.