TRANSPORT & DOMICILE: an architectural intervention to integrate transport infrastructure with housing for Barcelona.
by Efimovich Alina
This publication is dedicated to present the development of master dissertation project research and proposed architectural intervention from the beginning till the last touch. Explanation is supplemented with combination of graphical schemes, drawings and technical information. The following people contributed and guided the development of this project and publication: Kris SCHEERLINCK Layout and editing by EFIMOVICH Alina Cover image by EFIMOVICH Alina Printed and bounded by EFIMOVICH Alina
Copyright Š 2017 by Alina Efimovich All rights reserved. No part of this publication may be reproduced, stored in retrieval system or transmitted in any form or by any means, electronic, mechanical, photocopying, recording or otherwise without the prior written permission of the copyright owner. Contact efimovichalina@gmail.com
This master thesis project was developed within the STREETSCAPE TERRITORIES RESEARCH PROJECT framework proposed and guided by Prof. Dr. Kris SCHEERLINCK.
www.streetscapeterritories.org International Master of Science in Architecture KU Leuven, Faculty of Architecture Campus Sint-Lucas Gent Academic year 2016/17 June, 2017
www.arch.kuleuven.com www.internationalmasterofarchitecture.be page 2
TRANSPORT & DOMICILE: an architectural intervention to integrate transport infrastructure with housing for Barcelona.
Efimovich Alina
Efimovich Alina
With gratitude to cities full of opportunities and inspiration and to people directing on living out a dream
TRANSPORT & DOMICILE: an architectural intervention to integrate transport infrastructure with housing for Barcelona.
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Figure 1 Estació de França railways, Barcelona
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TRANSPORT & DOMICILE: an architectural intervention to integrate transport infrastructure with housing for Barcelona.
Efimovich Alina
Efimovich Alina
Transport is indeed the maker and breaker of cities (Clark, 1957)
TRANSPORT & DOMICILE: an architectural intervention to integrate transport infrastructure with housing for Barcelona.
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TRANSPORT & DOMICILE: an architectural intervention to integrate transport infrastructure with housing for Barcelona.
Efimovich Alina
Efimovich Alina
FOREWORD Master of architecture Streetscape territories City of Barcelona Historic time line
10 10 11 13
RESEARCH On site research and data mining Analysis of the area Research question
16 20 22
CONCEPTUAL FRAMEWORK Conceptual framework Transport and urban development Visual connections depending on space configuration Case studies Crucial image
26 27 35 36 48
URBAN STRATEGY Spatial analysis Spatial delimitation Multiple spaces Urban strategy
52 53 61 63
ARCHITECTURAL STRATEGY Intervention area Spatial configurations Concept section study Volume strategy Volume development
68 70 71 82 85
ARCHITECTURAL INTERVENTION General Floor plans Apartment types Sections 3D impressions Scenarios
94 96 110 113 116 120
ACCOMPANYING STUDIES Structure Acoustic, Noise and Vibration Materials Detail development Safety and accessibility Ventilation Fire regulations Sun, daylight and shading Wind and rain
138 140 142 143 150 151 151 152 154
AFTERWORD The notion of sustainability and resilience End note Bibliography Figures list Credits Notes
159 161 162 164 169 171
TRANSPORT & DOMICILE: an architectural intervention to integrate transport infrastructure with housing for Barcelona.
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Passeig de Sant Joan Figure   2 Passeig de Sant Joan
1 FOREWORD
AN INTRODUCTION ABOUT THE MASTER DISSERTATION PROJECT, ITS MAIN FRAMEWORK AND THE CITY OF BARCELONA
MASTER OF ARCHITECTURE This reflection paper is dedicated to present the development of Master Dissertation project research and proposed architectural intervention from the beginning till the last touch, supplemented with combination of graphical schemes, drawings and technical information. The project is elaborated from the main perspective of approach defined by the International Master of Architecture program framework: “Architecture: Resilient and Sustainable Strategies”.
STREETSCAPE TERRITORIES The Master Dissertation project is developed within the international Streetscape Territories research project as a main framework. “The research deals with the way architectural elements, property structures and their inherent permeability models, together with emerging programmatic adjacencies, configure streetscapes and how their inhabitants can read and give meaning to them” (Scheerlinck, 2015). The research framework is based on 5 essential concepts: territorial depth, collective space, proximity, spatial delimitation and functional indetermination. These concepts were defined by different researches in theory of architecture and urban planning. The concept of territorial depth was described by J. Habraken as “a number of boundary crossings needed to move from outer space to innermost territory” (1998). Second concept of collective spaces deals with spaces that “are not strictly public or private, but both simultaneously. These are public spaces that are used for private activities, or private spaces that allow for collective use, and they include the whole spectrum in between” (de Solà-Morales, 1992). The concept of proximity considers sets of relative distances in urban spaces such as breakpoints, intermittent spaces, gaps and structural voids within depth configurations, while concept of spatial delimitation refers to the way properties are defined with explicit boundaries. The last concept of functional indetermination refers to spatial tolerance and openness. It considers the discussion on development of the project based more on the spatial qualities and relation with the urban context than on functional over programming of an ideal human behavior in urban space.
Figure 3 The city of Barcelona page 10
TRANSPORT & DOMICILE: an architectural intervention to integrate transport infrastructure with housing for Barcelona.
Efimovich Alina
Developed Master Dissertation project is considered as an answer to abovenamed essential topics corresponding the main framework, which resulted in an architectural intervention for the studied area in the city of Barcelona, Spain.
CITY OF BARCELONA
The first and only city-recipient of Royal Gold Medal for Architecture Barcelona has an intense history of urban and architectural development. Since the city of Barcelona was able to grow and extend its borders, the metropolitan area started to have a huge impact on the city itself. Intense development of Barcelona was stimulated by different events which were held in the city: Exposiciรณ Universal de Barcelona in 1888 and 1929 as well as Olympic games of 1992. Analyzed site around Park de la Cuitadella has undergone significant changes being reshaped for 1888 and 1992 events. Firstly Park de la Cuitadella took its shape (1872) and beautiful pavilions and military houses along Carrer de Wellington were built (1887). Secondly the Olympic Village was developed together with the coast line which since that time was considered as important part of city not only for a port, but also as a recreational space for people. Besides above mentioned transformations, urban redevelopment of this part of the city included rebuilding existing transport infrastructure meaning Estaciรณ de Franรงa construction and renovation of rail network and La Ronda motorway construction. Through the time the area of study was developed in parts. This resulted in fragmented space constituted of parts of developments from different time periods, voids and intermittent spaces created by infrastructure networks where proposed architectural intervention takes place.
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Estació de França
Zoological park
Figure 4 Historic map, 1859
Carrer de Wellington
Figure 5 Historic map, 1903
1859
1903
1888
1936
1929
Exposición Universal de Barcelona
Exposición Internacional de Barcelona
1872
citadel
Park de la Cuitadella took its shape
1892
zoo
Zoological park is opened which allows free passage
1872
housing
rail
Figure 6 Historic map, 1936
1927
Zoo starts to charge admissions and does not allow free passage anymore
Carrer de Wellington is built
1848
The first railway line is launched and Estació de França first opened
1903
Large tram network
1929
1936
Coastline is mainly occupied by informal housing settlements
Estació de França Expanding of rail is re-built and re- network opened in nowadays form and shape
cars
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TRANSPORT & DOMICILE: an architectural intervention to integrate transport infrastructure with housing for Barcelona.
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aquarama
Figure 7 Aerial photo, 1965
dolphinarium
La Ronda
Figure 8 Aerial photo, 1972
1965
HISTORIC TIME LINE
Figure 9 Aerial photo, 1992
1972
1992
1992
Olympic Games
1981
Park de la Cuitadella is not accessible for cars
1968
The dolphinarium and aquarama projects are built
1986 - 1992
1974
Construction of L4 metro line
1972
Cars occupy all available space
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1992
Development of the Carrer de WellingOlympic Village ton still accessible City has an accessi- for cars ble coast line Estació de França is renovated, rails are partly covered with park La Ronda (B-10) motorway is completed
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Estació de França railways Figure 10
Estació de França railways
2 RESEARCH
ON SITE RESEARCH, GENERAL ANALYSIS OF THE NEIGHBORHOOD, DEMOGRAPHY AND DEVELOPMENTS
ON SITE RESEARCH AND DATA MINING In November, 2016 a study trip to the city of Barcelona was organized as a part of the Master Dissertation program, complemented with lectures, site visits and working sessions. Besides introduction to the Master Dissertation project, its framework and main guidelines by academic promoter Kris Scheerlinck, several lectures about Barcelona were given by professors: “Urban Strategies of Barcelona” by Eualia Gomez, “Current study projects in the framework of master design studios in Barcelona” by prof. Enric Serra, “Urban development and guidelines for renovated metropolitan periphery” by prof. Amador Ferrer as well as presentations about current and previous projects of architectural practices in Barcelona.
Figure 11
Group photo
On site research resulted in formulating a starting summary of conceptual framework for the master thesis project in first crucial image which acts as a personal guide along the project development. The idea of presented collage rises from Carrer de Wellington, the most beautiful and unique (in author's opinion) part of the site. Two contrasting perspectives (in meaning of direction, spatial qualities and functional use of space) of the street are shown on the image highlighting main issues of the analyzed site.
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TRANSPORT & DOMICILE: an architectural intervention to integrate transport infrastructure with housing for Barcelona.
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Figure   12
First crucial image
BEHIND THE IMAGE
The studied site is where several unique neighborhoods come together and create a multilevel urban context space. It is fragmented and undeveloped, separated with different borders and complemented with absence of housing. The first motive is to reconnect spaces with different configurations reinforcing their strengths and offer housing development to invite local people to the site as well as the coast line.
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CARRER DE WELLINGTON Wellington street appeared on the map of Barcelona in 1886 when series of military housing blocks were erected there as a compensation to the army, which ceded land in the interior of the Ciutadella to raise pavilions of the Universal Exhibition. Houses had a patrician facade outward and exterior iron galleries playing with military motives (cast iron pillars, curved beams that hold up floors and railings). In 1992 redevelopment of the street and barracks started and more than 100 families were affected when Pompeu Fabra University (UPF) acquired the complex, except one building that still remains standing by the effort of one family. In spite of the abandoned state of the buildings, inhabited floors are well preserved and back galleries with columns and wrought iron are a small hidden treasure. The back of the park, before the great transformation of the area with the Olympic Games, was dark, strangled between the tracks and the industrial wall of the avenue of IcĂ ria that until the 1992 transformation concealed the sea.
Figure   13
Carrer de Wellington
Carrer de Wellington with its unique atmosphere, textures and space relations was a source of inspiration for conceptual framework development and formulating the research question of the Master Dissertation project. page 18
TRANSPORT & DOMICILE: an architectural intervention to integrate transport infrastructure with housing for Barcelona.
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ON SITE INTERVIEWS
During on site research week interviewing people in the street was done to get a different perspective and opinion about the site from people living / working / visiting the area.
Students Noisy? Yes, especcially during the summer. And then a lot of tourists are on the beach. We don’t really go there.
Student It is nice that we have park here, but there is not much, even from the library you see just the wall and a bit of trees.
Tourists Resident with a dog
How can we get to the beach?
Office employee Lots of people come here. Railways.. we always had it. But it’s nice to have highway underground so that you can walk. This area is very very touristic. Everybody is from another country. And also offices. But nothing else.
Student I rent an apartment here. I use bicycle to get to the university. It’s weird to go around and doesn’t feel safe.
Connection on both sides is extremelly bad: you don’t see the bridge, then you go zigzag on the ugly staircase... It could be nice to have a better passage People also don’t use this one because there is noting in here and there are better pathways from transport stations to the coastline.
Resident Area in between is occupied by homeless people, there is nobody else there, but it’s quite safe, they do not interact with you. They live in their own world. There are many tourists here especially during the season. Many apartments are rented, but local people also live here.
Residents with children
Owner of bicycles for tourists Lots of tourists use this service. Barceloneta is mostly touristic now and of course during summer. There are not many local people living there.
Figure 14
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Since 1992 people enjoy places created for them along the coast. We go there with children when there is not so many tourists. We can walk around, it’s not a problem, maybe just weird along the railways and highway.
Interviews map
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ANALYSIS OF THE AREA LOCATION
The site is located in Cuitat Vella on the border of El Born, La Barceloneta and Villa Olimpica districts.
DENSITY, POPULATION, LAND USE
Population of Barcelona is about 1.6 M people within city limits. Urban area extends beyond the administrative city limits and forms a population of around 4.7 M people on an area of 636 sq km with an average density of metropolitan of 5 060 inhabitants per sq km. Population density of the city of Barcelona is 15 926 inhabitants per sq km with Eixample as a most populated district. Land distribution is extremely uneven. Presented schemes show that analyzed area is less populated and has less housing density in comparison to neighboring streets. There is a tendency of population outflow. The area allows further densification. It is decided to provide social housing development to create living space for young generation which are not able to afford living in the city close to university campuses and other facilities located around the site.
Figure 16
Figure 15
Population age
key to map older
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Moving population
key to map younger
–
+
inhabitants
TRANSPORT & DOMICILE: an architectural intervention to integrate transport infrastructure with housing for Barcelona.
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Figure 17
Population density
Figure 18
key to map
key to map
–
+
Figure 20
inhabitants
Commercial ground plan
key to map –
Housing density
+
–
Figure 19
density
Land use
key to map +
commerce area
office
commercial
industrial
cultural
sports
residential
religious/health
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RESEARCH QUESTION
The first encounter with the city, the area of study and its contradictions as well as Carrer de Wellington as a source of inspiration, led to formulating the main research question for the project: HOW CAN AN ARCHITECTURAL INTERVENTION TRIGGER TRANSPORT INFRASTRUCTURE AND DOMICILE TO COEXIST IN EXTREME PROXIMITY?
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TRANSPORT & DOMICILE: an architectural intervention to integrate transport infrastructure with housing for Barcelona.
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Figure 21
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Estació de França reconstruction, Barcelona, 1990
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View from train platform of Estació de França Figure 22
View from train platform of Estació de França
3
CONCEPTUAL FRAMEWORK
DEVELOPMENT OF THE MAIN CONCEPTUAL FRAMEWORK OF THE PROJECT, ACCOMPANYING ANALYSIS OF CITY INFRASTRUCTURE AND ENVISIONED INTERVENTION AREA RELATED CASE STUDIES
CHANGE OF PERSPECTIVE “The spatial task is no longer to embed the road in the landscape, but to design a mobility landscape, in which infrastructure, urban development and landscape are combined”. Paul Meurs Looking at the city out of the transport gives completely different views on the urban environment. Speed, windows framing scenes, change in height of terrain when the road goes up and down open new perspectives not accessible for pedestrians and are as important and crucial aspects of mobility as movement itself.
CONCEPTUAL FRAMEWORK Contemporary urban planning and architecture tend to be focused on designing a city from the pedestrian point of view without any respect to those who look at the city from the transport infrastructure network. Completed according to all the regulations and requirements, transport infrastructure is buried underground, locked in tunnels, hidden and distant from as many places with possible interaction with pedestrians as possible. This is due to the noise pollution, safety and accessibility. However transport infrastructure is being used by the same people and hiding it takes away possibility of looking at the city from a different perspective as well as masks one of the most essential parts of contemporary metropolitan life – mobility. Mobility is inseparable part of the city life nowadays. “A system of transport is a necessity, which, like the respiratory system of the body, we take entirely for granted as long as it is working well” (Clark, 1957). Infrastructure facilitates city growth and development, but at the same time asks for space, maintenance and cuts urban fabric into ill-connected parts where voids and intermittent spaces created by transport networks become hardly appropriate for people and have no social life. The change of the space is noticeable not only for a pedestrian observer, but also for the one using transport infrastructure. Main intention of this project is to rethink an existing relation between mobility network and buildings and recreate a streetscape in a complex housing model existing in close proximity to urban transport infrastructure. Railway corridors of Estació de França are considered as an area of intervention. It is proposed to reuse and develop remnant spaces within dense urban context. There are additional points of attention in the project framework: - to provide urban social housing developments (to keep neighborhood inhabited by local people); - to improve mobility system (to reduce the load on road infrastructure and make use of existing tunnels and railroads) and its accessibility for people; - to increase accessibility of the transport network; - to improve connection between the coastline and the city; - to create continuous environment appropriate for pedestrians; - to develop a housing model existing in close relation with the transport infrastructure.
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TRANSPORT & DOMICILE: an architectural intervention to integrate transport infrastructure with housing for Barcelona.
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The Streetscape of the project is designed from the point of user of transport infrastructure and pedestrian both. Conceptual framework takes into consideration Transit Oriented Development approach which is oriented on urban development of within walking distance of public transport to deal with the matter of accessibility of transport infrastructure. Within conceptual framework of this project 6 mobile groups were distinguished depending on the type of mobile network they are using: tram, train, metro, car, bicycle and pedestrian. Detailed analysis of each group and its network with a relation to the site is given below under transport and urban development chapter.
TRANSPORT AND URBAN DEVELOPMENT
Since the beginning of the urban planning of Barcelona one of the main aspect was “the modern role of avenues and infrastructures as dimensional regulators of the city and its blocks” (de Solà-Morales, 2010). The Ensanche is defined by street intersections as Cerda plan for Barcelona is defined by infrastructure (Figure 23).
Figure 23 Cerda planning unit
Cerda plan came up as a forward-minded solution which is still consistent with demanding requirements of the contemporary city. It proved that well-functioning transportation network is essential for the city and that it can generate diverse urban environment. However nowadays Barcelona is starting to face different problems common for most of modern cities: overloading with private vehicles, air and noise pollution. The city of Barcelona is implementing various solutions to decrease the amount of private transport, improve public infrastructure services and develop urban environment in sustainable and resilient manner. Within this project an improvement of public transport infrastructure is considered essential as well as well-though development of remnant spaces shaped by infrastructure net. Further research is done on different mobile networks of Barcelona on the scale of the site and metropolitan level both.
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TRAIN Development of railroad infrastructure in Barcelona started in 1848 when the first railway was launched and Estació de França was first opened. It remained one of the most important stations in the network and was re-built and re-opened in nowadays form and shape in 1929 before International Exhibition. Later the terminal was renovated for Olympic Games in 1992. Up to this day the station was one of the busiest for regional and long-distant traveling. However after forthcoming completion of Estació de la Sagrera the amount of traffic here will decrease. 7 platforms with 12 tracks are accommodated in the station being the final destination for R2 Sud suburban train, a connection to R13, R14, R15, R16 and other regional trains. Underground system of tunnels provides a direct connection with inner-city La Sagrera Estació, Passeig de Gràcia Estació and Sants Estació.
Figure 24
Regional train services map
Project proposes: - to improve connection of Estació de França with Barceloneta metro station by opening the building in South direction;
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TRANSPORT & DOMICILE: an architectural intervention to integrate transport infrastructure with housing for Barcelona.
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Figure 25
Estacio de Franca interior space
- to keep train connections with the outskirts of the city; - partly use the station for the tram. It is important to increase permeability of the building and simplify connections with other means of transport so that it obtains a function of transport hub. Estació de França is monthly used for different markets and events. Due to the fact that station will not be busier it is worth to keep this events for people.
Figure 26
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Model train market
Figure 27
Lost & Found market
TRANSPORT & DOMICILE: an architectural intervention to integrate transport infrastructure with housing for Barcelona.
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TRAM In 1872 first tram service was opened in Barcelona. Tram networks have been rapidly developed up to 1920 when struggle between tram and motor vehicles appeared. Company crisis of the following years and the Civil War left a mark on tram network operation with the lack of investments and highly degraded tram infrastructure stopped operating in 1971. Remarkably the tram was reintroduced in 1997 as a solution for dense areas remained outside the metro plan. 29 km of the tram network is operating nowadays on the opposite sides of the city waiting to be connected. However the problem of inserting the tram line on the most congested part of Avenida Diagonal did not give it a chance to be implemented. Project proposes 3 extensions of the tram network: - connect independent parts of the tram system with underground tunnels of R2 sud train, which will be less intensely used in upcoming years; - extend the tram network to the coast line to increase accessibility to public transport infrastructure for districts located on the coast line; - continue existing T4 line until Estació de França which will be partly used as final Tram station and transformed into an open and accessible transport hub (metro / tram / train).
Figure   28
key to map page 30
Transport network on metropolitan level relevant for urban strategy tram
train
tram network extension
TRANSPORT & DOMICILE: an architectural intervention to integrate transport infrastructure with housing for Barcelona.
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METRO
The first metro line was launched in Barcelona in 1924. The network was growing intensely with the city expansion and later stimulated by disappearance of the tram. Nowadays the metropolitan of Barcelona has 12 lines with nearly 130 km of rail lines. Metro proved itself as one of the most efficient way of transportation in the city of Barcelona with more than 300 M passengers a year. The yellow L4 line of metro going through the site underground was opened in stages. In 1976 Barceloneta station started to be used, in 1977 the next part of the metro was opened. On combined aerial views from 1992 and 1974 position of the underground tunnel can be seen precisely. Open method construction was used to develop part of the metro network located on the analyzed site. It resulted in rather low depth of location which should be considered when developing an architectural intervention proposal for the area.
Ciutadella | Vila Olimpica station
Barceloneta station
Figure   29
key to map
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Aerial view 1974 | 1992
metro L4
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CAR AND MOTORCYCLE The car and, even more, motorcycle are the most popular means of transport in Barcelona. However, due to the air and noise pollution as well as lack of parking space and increasing amount of traffic jams, the city is developing plan to reduce an amount of private vehicles in the metropolitan area. The project takes into account the need of private vehicles, however, considers public rail transport the main means of sustainable transportation. In the closest proximity to the site B-10 motorway well known as Ronda Litoral is located. It was opened in 1992 being part of the area redevelopment for Olympic games. The intervention area takes into consideration an open part of the highway parallel to the train lines as it creates one of the strongest borders on the site and tears apart the urban fabric into ill-connected parts.
key to map capacity –
Figure 30
+
Speed and capacity of road network
key to map vehicles 10 km/h 30 km/h 60 km/h 80 km/h train 40 km/h Ronda Litoral
Figure 31
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Speed limit of transport infrastructure
TRANSPORT & DOMICILE: an architectural intervention to integrate transport infrastructure with housing for Barcelona.
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INFRASTRUCTURE IN LEVELS
Analyzed site is a place where different transport infrastructure networks interweave and overlap with each other. They are located in different levels above and under ground. The scheme presented below shows location, configuration and relations between above and under ground rail networks and La Ronda highway. tram train La Ronda metro L4
above ground ground level under ground Figure   33
Above and underground transport networks model | scale
Besides transport network the site is penetrated by underground technical infrastructure networks which have a significant impact on urban planning of this area. So that the biggest sewage tunnel forces La Ronda to cross it above ground which creates the strongest border in the analyzed area. Precise location of the underground metro Estacion de Ciutadella | Vila Olimpica can be seen on the map, which offers an opportunity to create the second access entrance to the station to increase accessibility of metro and make a direct link with proposed extension of tram network and housing development. Metro tunnel is located close to the ground surface so it is possible to create openings to allow daylight enter the metro station. Gas and electrical infrastructure networks are considered when positioning building volumes of architectural intervention.
key to map sewage gas electricity basement 1 fl basement 2 fl Estacion de Ciutadella | Vila Olimpica proposed 2nd entrance Figure   32
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Map of underground structures
TRANSPORT & DOMICILE: an architectural intervention to integrate transport infrastructure with housing for Barcelona.
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BICYCLE The city of Barcelona is developing a vast network for cyclists. Within design basis cycling paths are provided to improve and simplify connections between districts.
key to map existing path proposed path
Figure   34
Bicycle paths of Barcelona
PEDESTRIAN Within developed project framework pedestrian is considered to be the part of the urban mobility system, representing one mobile group. Main aspects of this group are described below to make this category comparable to others (above ground and underground rail infrastructure, roadway network, etc.). Firstly, it is important to mention that pedestrian is the same human being as one in the car, metro, train, etc., but much more vulnerable in comparison to them. In relation to other means of transport one has the lowest speed, the highest accessibility, independent decision-making and has possibility of using other types of mobility system. Walking is the most efficient means of travel when considering CO2 emissions, but illustrates a spatially inefficient mode of transportation. In the thesis framework walking is considered as way of transportation on relatively small distances or as a rest and refreshment tool. Consequently, sequences of views, direction, accessibility and visibility are the subject of in-depth study for designing the streetscape of the project.
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VISUAL CONNECTIONS DEPENDING ON SPACE CONFIGURATION
Different variations of visual connections between users of transport infrastructure we explored during research to understand how type of vehicle influence the perception of space.
spatial feeling and possible visual connections depending on the type of transport
various spatial and visual experience interaction with other mobile group
private vehicle
noise vibration no visual connection
visual connection route could be chosen
limited visual connection route decisions must be made at the starting point
public transport tram
metro
Figure   35
Types of visual connections
train
pedestrian
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CASE STUDIES
Relevant case studies and reference projects supporting conceptual framework were explored in projects from all over the world.
Figure   36
key to map
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World map with case studies locations concept project
existing project
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SPATIAL RELATION BETWEEN TRANSPORT INFRASTRUCTURE AND HOUSING
Close relation of transport infrastructure and housing is widely discussed in the world of architecture but hardly implemented in real life. Due to this fact the research is done using realized and concept projects both. To understand relations between transport infrastructure and domicile the classification of spatial relations was developed. It is based on how both components relate to each other. In each case the closest possible relation is considered as an example. transport infrastructure network . . . the building
beside
under
is
inside
on top of
surrounded by
around
Figure   37
Spatial configurations
Case studies were selected so that they would include interaction between transport infrastructure and the housing within building limits.
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transport infrastructure network . . . the building
beside
Extreme examples of the most classic relation illustrate how close people can agree to live and work with an infrastructure network. In both cases the railway strongly influences lifestyle of the neighborhood. Daily routine in many ways depends on the time schedule of the train. inside
under
is
Urban design approach of a shared street seeks to minimize the segregation of pedestrians and vehicles. Amsterdam and Lisbon tram streets illustrate how street motion space can become public without disturbing actors of movement. on top of
surrounded by
around
Figure 38 Macklong railway market, Thailand
Figure 40 Tramway line, Lisbon, Portugal
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Figure 39
Railway line, Hanoi
Figure 42
Railway line, Hanoi
Figure 41 Leidsestraat, Amsterdam, Netherlands
TRANSPORT & DOMICILE: an architectural intervention to integrate transport infrastructure with housing for Barcelona.
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transport infrastructure network . . . the building
beside
The suspension monorail is a Wuppertal's essential means of transport and a historical landmark. Passengers use it daily to travel through the city without any junctions or traffic jams with a top speed of 60 km/h. inside
under
is
The Chiba urban monorail in Japan is the most extensive suspended monorail in the world developed to improve transportation network. More than 45 000 passengers use the system every day. on top of
surrounded by
around
Figure 43
Figure 44
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Figure 45
Chiba monorail, Japan
Figure 46
Chiba monorail, Japan
Figure 47
Chiba monorail, Japan
Wuppertal, Germany
Wuppertal, Germany
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beside
under
is
inside
on top of
surrounded by
transport infrastructure network . . . the building
beside
under
is
Edgar Chambless Roadtown 1910 is a is an example of living in close proximity to transport infrastructure with a possibility of direct access to it from any point, without disturbing actors of interaction and also without wasting land to build infrastructure networks.
Mono railway, China. Due to lack of space and complex terrain it was decided to put the network through the building. System produce only 40 dB of noise and offers residents a station platform inside the building.
Figure 49
Figure 48
inside
on top of
surrounded by
around
around
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Edgar Chambless
Mono railway, China
The Mountain 2007, Copenhagen is 2/3 parking and 1/3 living. Two functional parts are connected with bridges and diagonal elevator. Corridors of the housing block are facing the parking.
The highway in Osaka goes through the building, however does not offer any interactions except visual connections.
Figure 50
Figure 51
The Mountain, BIG
Osaka, Japan
TRANSPORT & DOMICILE: an architectural intervention to integrate transport infrastructure with housing for Barcelona.
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beside
under
is
beside
under
is
inside
on top of
surrounded by
inside
on top of
surrounded by
Le Corbusier proposal for Algiers is 14 story, 15km long building with a highway on top. Main features of the projects was close proximity and easy access to transport infrastructure and wonderful view on the landscape available for all people living in the building.
Pedregulho Social Housing, Rio de Janeiro was built in 1947-52. The building has 272 housing units. Project was inspired by Le Corbusier unbuilt plan for Rio de Janeiro. One of the floor with the ramp is used as a direct connection for bicycles and motorcycles with the building.
Figure 53 Algiers
Le Corbusier proposal,
Figure 55
Pedregulho Housing, Rio de Janeiro, Brazil
Figure 54 Algiers
Le Corbusier proposal,
Figure 52
Pedregulho Housing, Rio de Janeiro, Brazil
around
In comparison to the examples of locating infrastructure under the building being on top additionally offers more advantages such as various views from the road.
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around
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PHOTOGRAPHY
Figure 56
Under the Third Avenue Elevated, Weegee, New York, 1938
“But there is beauty along this street of forgotten men... it lies in the patterned black and gold along the trolley tracks where the morning sun breaks through” (International Center of Photography, 2017).
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Figure   57
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Street musicians, Weegee, New York, 1956
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MOVIES
Figure   58
Metropolis, 1927
Figure   59
The Adventures of Sherlock Holmes and Dr. Watson, 1987
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Star Trek Beyond
5th Element
Minority Report
Total recall
Star Trek Beyond
5th Element
Minority Report
Total recall
Star Trek Beyond
5th Element
Minority Report
Figure 60
5th Element, 1997
Figure 61
5th Element, 1997
Figure 62
5th Element, 1997
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Total recall
private space
collective space
public space
motion space
indication of physical connection
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Total recall
Figure 63
Total recall, 2012
Figure 64
Total recall, 2012
Figure 65
Total recall, 2012
Star Trek Beyond
tramway
Figure 66
Total recall, 2012
tramway
Figure 67
key to map
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Total recall, 2012 private space
collective space
public space
motion space
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Total recall
Star Trek Beyond
5th Element
trainway
Figure 68
Star Trek Beyond, 2016
Figure 69
Star Trek Beyond, 2016
trainway
Figure 70
Star Trek Beyond, 2016
inside ground way
Figure 71
Star Trek Beyond, 2016
Figure 72
Star Trek Beyond, 2016
key to map
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private space
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public space
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CRUCIAL IMAGE
Figure   73
Crucial image: Conceptual Streetscape
Developed conceptual framework resulted in two images: conceptual streetscape and view from the window.
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Figure   74
Crucial image: View from the window
Images illustrate how transport infrastructure could be integrated with housing on different levels of the project.
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La Ronda Highway Figure   75
La Ronda Highway
4 URBAN STRATEGY
THE MAIN FOCUS OF THE URBAN STRATEGY INFLUENCED BY SPATIAL ANALYSIS OF THE NEIGHBORHOOD AND STUDY ON EXISTING BORDERS IN THE INTERVENTION AREA
SPATIAL ANALYSIS IMAGE OF THE CITY For the first mapping of the image of the site (Figure 76) the method of K. Lynch was taken. It reveals visible features of the site that are forming it. The method is focusing on distinguishing borders, paths, landmarks, nodes and districts which form the image of the city on the level of observer. Lynch defines path as “a channel along which the observer customarily, occasionally or potentially moves”; edge as “linear element, not considered as path: usually, but not always, boundaries between 2 kinds of areas”; district as “relatively large city area, which observer can mentally go inside of and which have some common character”; node as “strategic foci into which the observer can enter, typically either junctions of paths or concentrations of some characteristics”; landmark as “the point reference considered to be external for observer, simple physical elements which can vary widely in scale” (Lynch, 1960).
key to map major element minor element Figure 76
path path
edge
district
node
landmark
edge
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Mapping the image of the site
Presented above scheme illustrates spatial organization of the site and uncovers its main problem of extreme level of spatial delimitation along Estació de França railways. Clear paths are interrupted by the borders. Another remarkable feature of the site is presence of landmarks of different scale. They can guide observer through the site if there is a path.
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SPATIAL DELIMITATION
Further analysis is done on spatial delimitation to reveal types of borders forming space on the site. Developed classification defines two groups: borders that cannot be crossed by observer (no physical connection, no visual connection and no physical connection, visual connection) and those that could be crossed but still act as a border in the city (metaphorical border with visual connection, physical connection and weird path when final destination is not clear for observer, the space is disoriented). It is worth to emphasize that in case the first group of strong borders disappear it is important how second group form types of spaces in between and relate to them and what kind of the city image is formed. The more borders, even though they can be crossed, present in one space the less structured and clear the space is for observers.
section 3 section 2
section 1
Figure   77
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Map of analyzed sections of the site
Section drawings presented further show border structure of the analyzed site.
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SECTION 1
COULD BE CROSSED
1 CANNOT BE CROSSED
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SECTION 2
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COULD BE CROSSED
border no visual connection no physical connection
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CANNOT BE CROSSED
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STRONG BORDERS PRESENT ON THE SITE
Figure 79
Carrer del Dr. Aiguader
Figure 78
Passeig de Circumvaŀlació
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MULTIPLE SPACES
Analyzed explicit borders such as fences, walls, La Ronda highway, different height of terrain delimit urban space. Streetscape Territories research classification is used to reveal multiple types of spaces present on the site and to understand reasons of lack of social life and appropriation by users (Figure   80).
key to map types of spaces
%
codified domestic visual motion green split delimitated ordinary emergent immediate intermediate intermittent
Figure   80
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Multiple spaces defined by explicit borders
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CONCEPTUAL SCHEME ON THE METROPOLITAN LEVEL Development of the urban strategy for the site started with analyzing main axises of the city fabric which lead to the coastline.
key to map Figure   81
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major intersection
Conceptual scheme on the metropolitan level
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URBAN STRATEGY
Proposed general urban strategy is oriented on development of transport infrastructure and shows potential sites for housing developments in close proximity to transport. They are intermittent and remnant spaces surrounding the intersection of railways, tram lines and metro. Located in the city center close to the coastline they represent a big potential for densification and growth of the city within its borders.
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Urban strategy map
Main focus on urban strategy:
- to provide spatial links; - to make use of landmarks to guide pedestrians through the space; - to reuse and extend existing transport network; - to transform Estacio de Franca into transport hub of tram/train/metro and open it in different directions; - to reate a short link to metro; - to create various spaces on the transport routes (Figure   35). Efimovich Alina
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URBAN STRATEGY MODEL
Figure   83
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Urban strategy volume model | scale 1:5000
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Railways going underground from Estació de França Figure 84
Railways going underground from Estació de França
5
ARCHITECTURAL STRATEGY DEFINING AREA OF THE ARCHITECTURAL INTERVENTION AND ANALYSIS OF SPATIAL RELATIONS BETWEEN TRANSPORT AND DOMICILE WITHIN A BUILDING
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INTERVENTION AREA
Developed approach is tested on the intervention area located in the southeast part of the city adjoining Citadel Park on the north-west, Estacio de Franca on the west, district of Barceloneta on the south and Poble Nou district on the north. Intervention area takes into consideration spaces along the old train infrastructure network up to the point when in goes underground. Estacio de FranÄ?a with its railway corridors is considered as the area of intervention. General framework of urban development for this site is proposed as well as designed architectural intervention is deliberated and examined in the context of the area.
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SPATIAL CONFIGURATIONS
Throughout the conceptual framework of the project study of spatial relations within housing block was done. Presented below schemes illustrate relations between spaces around and within a building depending on how people could use it. Space, used by transport infrastructure, which traditionally is not expected to be appropriate for pedestrians (motion space) is considered as one of the main points of attention. The idea of developed architectural strategy and intervention is to integrate motion and collective spaces in various configurations of the streetscape. Examples of such interrelations can be found in Carrer de Wellington on the site in Barcelona as well as in other explored cases. Architectural intervention includes an elevated passage which connects different parts of the site and is penetrated by housing blocks. This passage is considered not only as a circulation area, but also as a system of collective spaces located in close proximity to transport infrastructure around and within a building.
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CONCEPT SECTION STUDY WITH INDICATION OF SPACE RELATIONS WITHIN A BUILDING
typical street
Carrer de Wellington
possible spatial configurations
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Figure   86
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In between. Spatial coexistence of mobility networks and domicile
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Figure   87
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Exaggeration Spatial organization of mobility groups in extreme proximity
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Figure   88
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Visual connection. Elevated passage and railway network
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Figure   89
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Convergence of mobility and domicile. Elevated passage penetrating the building above railway network
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Figure   90
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Physical connection Pedestrian slope-canopy connecting tram stop on the ground level with elevated passages
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Figure   91
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In between. Interconnection of public and motion spaces on the ground level
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Figure   92
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Together. Spatial coexistence of different mobility groups.
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Figure   93
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Invisible presence Spatial organization of mobility networks in different levels
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Figure   94
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Together Spatial organization of mobility groups in extreme proximity
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Figure   95
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View from the inside Peaceful proximity of domicile and city infrastructure
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VOLUME STRATEGY Spatial links, necessity of direct and clear connections for different types of transport played a major role in developing concept volume proposal for the intervention area. After providing links for all mobile groups building areas were determined. Concept volume was developed to reinforce and frame transport corridors and to provide housing units in close proximity to transport infrastructure.
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Figure   96
Conceptual drawing
Figure   97
Conceptual volume model | scale 1:2000
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Figure   98
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First conceptual configurations of building volumes on the site
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VOLUME DEVELOPMENT
section 2
sec. 8 sec. 7
section 1
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sec. 5
Figure   99
Map of conceptual sections of the site
The volume concept proposed for the area of intervention includes different functional and spatial relations between spaces in each block. Strategic sections presented below show how concept section relations were implemented in building volumes.
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SECTION 1
SECTION 2
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elevated platform
concept volume
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speed limit 60
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elevated platform
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Each building illustrates different type of spatial configurations and relations between spaces depending on the position on the site, available area for construction on the ground level and type of transport located in the closest proximity. Building volumes are positioned on the site to meet requirements established on the level of urban strategy for the area: spatial links for different mobility groups, visual connections with landmarks to guide people through the site and easy access to transport infrastructure.
Figure   100
Study volume model | scale 1:500
Architectural intervention includes elevated passage which connects different parts of the site and is penetrated by housing blocks. Elevated passages are considered not only as a circulation area, but also as a system of collective spaces for people, living in the block as well as circulation path between different blocks and parts of the building.
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Estació de França railways, intervention area Figure 101
Estació de França railways, intervention area
6
ARCHITECTURAL INTERVENTION
FINAL DESIGN PROPOSAL
GENERAL Proposed architectural intervention is a residential development comprising 109 apartments in four 5-story buildings connected with exterior circulation galleries and collective spaces for residents offering a view on dynamic infrastructural space and Park de la Cuitadella. The project seeks to provide a setting for sustainable living in dense urban environment of Barcelona. Totaling 12 079 sq m with 8 373 sq m residential, 1 134 sq m commercial and 903 sq m of accessible green roof space.
Slope 3 % Main passage
Slope 7 %
Slope 7 %
Tram stop Staircase & elevator Slope 3 % Main passage
Tram T4
Tram stop Staircase
Metro station Staircase & slope 3% La Ronda
Figure   102
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Exploded scheme of the intervention area volume proposal
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EXPLODED SCHEME
Vertical circulation of the building
Housing
Groundfloor Tram to the coast line | Elevated level
Circulation between transport networks
Tram to the Station Metro L4 Train
Figure   103
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Exploded scheme of the developed architectural intervention
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GROUND FLOOR PLAN
Scale 1:400
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ELEVATED LEVEL PLAN
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2 010 sq m 1 461 sq m | 20 apartments
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2 646 sq m 2 109 sq m | 29 apartments
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2 754 sq m 2 042 sq m | 26 apartments
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5TH FLOOR PLAN
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2 646 sq m 722 sq m | 8 apartments 1 743 sq m
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APARTMENT TYPES
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SECTION 2
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3D IMPRESSION BUILDING VOLUME
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3D Impression
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3D Impression
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3D Impression
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AXONOMETRIC SCHEMES
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Figure   107
SCENARIO 1
Axonometric section 1
collective spaces interacting with transport infrastructure
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Figure   108
SCENARIO 2
Axonometric section 2
collective spaces interacting with transport infrastructure
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SCENARIO 3
Axonometric section 1
collective spaces interacting with transport infrastructure
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FINAL MODEL STREETSCAPE
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Final model | cardboard | scale 1:200
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Figure   111
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Figure   112 Final model | cardboard | scale 1:200 Metro entrance
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Figure   113
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Final model | cardboard | scale 1:200 Tram stop
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Final model | cardboard | scale 1:200 Tram stop
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Final model | cardboard | scale 1:200 Elevated tram stop
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Figure   121
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Train and Layers of ransport Estació de infrastructure França Figure 122
Layers of ransport infrastructure
7
ACCOMPANYING STUDY
RESEARCH AND DETAIL DEVELOPMENT OF RELATED TOPICS: - STRUCTURE - CONSTRUCTION AND MATERIALS - ACOUSTIC, NOISE AND VIBRATION - SAFETY AND ACCESSIBILITY - SUN, DAYLIGHT AND SHADING - WIND AND RAIN - VENTILATION - FIRE REGULATIONS - BUILDING ELEMENTS
STRUCTURE As proposed building volume should provide a corridor for the tram line, the main load bearing system is a skeleton of columns and beams. Comparison of building materials suitable for this system was made to provide best performance.
STEEL
+ light construction + quick assembly - transports vibration - acoustically bad - needs permanent maintenance if used in exterior - needs fire resistant coverage
CONCRETE
- high load on foundation - RCC - time consuming, expensive + pre cast concrete - cheaper, quick assembly + bigger building mass extinguish vibration + better acoustic performance + does not need permanent maintenance after construction + min fire resistance of 1 hour
As a result of comparison prefabricated concrete was taken as the main construction material of columns, beams and slabs due to the best acoustic performance as well as sufficient impact noise insulation and vibration resistance, load bearing ability, and high level of fire resistance. Column grid of the building is appropriate for free floor plan configuration and allows various types of apartments. RCC concrete is used for cantilever parts construction.
1,000
Figure   123
1,000
Structural scheme
Hereby structural scheme of the building is a main load bearing and spatially stable concrete skeleton (8m x 10m grid) by prefabricated elements, filled with prefabricated timber exterior and interior walls. Wood was selected for wall construction because of the low sound transmittance, sufficient air permeability level allowing natural exchange of air between spaces and unique surfaces and textures.
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structural concrete skeleton
1,000
1,000
foundation beam
foundation pile
prefabricated concrete floor slabs GSPublisherVersion 0.16.100.100
1,000
1,000
structural walls for horizontal stability GSPublisherVersion 0.16.100.100
Figure   124 Efimovich Alina
Axonometric structural scheme
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ACOUSTIC, NOISE AND VIBRATION The highest sound pressure level of airborne noise on site is generated by the train. To achieve lower noise level and higher safety for other mobility groups the speed of the train on the distance of 570 meters (from the train station to existing underground tunnel) is limited to 20 km/h when the maximum generated sound level is 80 dB. Presented table shows sound pressure level for the train on octaves. Sound pressure level, dB Frequency, Hz
Train at 20 km/h at15 m
63
125
250
500
1000
2000
4000
8000
81
88
80
76
72
73
69
65
dB 80
Table 1 Maximum sound pressure level on the site
According to the regulations on the allowable sound pressure level in housing units maximum value is 40 dB from 7 AM till 11 PM and 30 dB between 11 PM and 7 AM. The table given below presents allowable sound pressure level on the same frequency levels as for the train so that it is possible to make an average calculation on required sound transmission loss of each building element. Sound pressure level, dB Frequency, Hz 500 1000 2000
63
125
250
Housing / day (7 AM - 11 PM)
63
52
45
39
35
Housing / night (11PM - 7 AM)
55
44
35
29
25
dB
4000
8000
32
30
28
40
22
20
18
30
Table 2 Required sound pressure level in housing units
In this project a simplified system of calculating the sound pressure level and transmission loss was used, in which reflections of sound from surfaces outside and inside the building are not taken into account. To meet regulation requirements the level of noise inside apartments must be lower than presented in the table figures. This means that higher values of transmission loss for each part of construction (window, exterior wall, floor slab) improve sound insulation. Mentioned values should preferably be roughly equivalent to achieve better performance. Today Estacio de Franca train and tram networks do not operate during the night, although as the required sound pressure level in apartments during the night is lower, the project provides calculations on required levels of the sound transmission loss for the night time so that possible changes of the operation time will not disturb residents.
Housing / night
63
125
Required transmission loss, dB Frequency, Hz 250 500 1000 2000 4000
26
44
45
47
47
51
49
8000
dB
47
Table 3 Required transmission loss according to calculations
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Manufactures provide different solutions of soundproof building elements. The table below shows construction of selected elements and their transmission loss which meets project requirements. Additionally floating floor construction insulates inner space from the impact noise produced by the tram passing through the building volume.
63
Transmission loss, dB Frequency, Hz 500 1000 2000
125
250
4000
Window 8 | 0.51 PVB | 8 [20 AS] 10 | 0.51 PVB | 10
37
42
46
50
55
58
Floor slab pre fab 200 | floating RCC 50
38
44
52
55
60
65
Exterior frame wall
timber
38
50
53
65
77
80
Partition wall
timber
8000
Rw, dB
STC
OITC
50
50
41
55
57
58
44
55 52
Table   4 Transmission losses of selected construction elements
NOISE AND VIBRATION ENGINEERING FOR RAIL TRANSPORT
Sound pressure level and vibration can be reduced not only by protecting receiving structure, but also by improving systems of the transport infrastructure network. Manufactures provide various types of solutions for each aspect (airborne noise, impact noise, vibration, etc.) which could occur in rail constructions as well as in brake system of the train | tram. On the basis of the fact that noise study is done to ensure that required levels of noise inside the building will be achieved even in extreme conditions which could possibly happen on the site, only essential for the project installations are mentioned: rail groove fillers, under ballast mats and track damping systems. Aside from listed systems, noise pollution could be reduced to a greater degree by using recent developments in engine and brake arrangements as well as maintaining existing systems and keeping facilities in required conditions.
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MATERIALS Selection of finishing materials was made through presented below matrix in which material samples are distributed from the most solid and monumental to permeable and transparent ones. This matrix is corresponding to main conceptual framework of the project. Transparent and permeable materials for circulation corridors and staircases, windows and shading are selected to indicate speed, movement and variability of transport as well as change of the type of space in the building. Load bearing structure and housing units represent stationary transport network and stations in monumental and solid building materials.
WOOD
GLASS
CERAMIC
PERMEABILITY TRANSPARENCY
MONUMENTALITY SOLIDITY
CONCRETE
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DETAIL DEVELOPMENT
Detail 1 Detail 2
Detail 3
Detail 4
Detail 5
Detail 6
Detail 7
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ROOF DETAIL | 1:15
Concrete paver Steel support structure Filter fabric High compressive strength drenaige composite Waterproof membrane Rigid insulation 140 mm Vapour barrier Prefabricated concrete structure
200
5
140
5
20
100 5 10
30
1,100
ersion 0.15.100.100
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ROOF DETAIL | 1:15
200
5
140
5
20
100 5 10
30
Prefabricated concrete structure Waterproof membrane Insulation 100 mm Vapour membrane Exterior LMS 100 mm 700
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100
100
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5 50 50 10 5
WALL DETAIL | 1:15
200
300
Movable wooden shading Horizontal timber cladding facade Waterproof membrane Insulation 100 mm Vapour membrane Exterior LMS 100 mm
Double-laminated IGU 8 | 0.51 Saflex Q | 8 [20 AS] 10 | 0.51 Saflex Q | 10
80 dB
30 dB
200
5 50 50 10 5
Floor finish Floated screed 50 mm Foam layer Mineral wool insulation Acoustic layer Pre fab hollow core slab 200 mm Steel angle
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Floor finish Floated reinforced concrete slab 50 mm Foam layer Mineral wool insulation with neoprene mountains Pre fabricated hollow core slab 200 mm Air gap Sound absorbing wooden perforated panel
10 50
300
200
100 50 10 5
Acoustic edge strip
WALL DETAIL | 1:15
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SLAB DETAIL | 1:15
Concrete pavement slab Filter fabric High compressive strength drenaige composite Roofing mebrane Structural slab RCC
Concrete layer Under ballast elastic, versatile polyurethane mat 20 mm Cast in situ reinforced concrete slab 300 mm
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PAVEMENT DETAIL | 1:20
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SAFETY AND ACCESSIBILITY
Architectural intervention is developed in close proximity to transport infrastructure which makes safety one of the main points of attention. Higher level of safety on the ground floor and elevated levels was achieved by creating visible and open plan from the view point of the pedestrian and driver both. Required visually open distances were taken from the calculation of the braking distance of each type of vehicle based on the maximum allowed speed in the zone of development. It is considered that the maximum speed limit on Passeig de Circumvaŀlació is 25 km/h and maximum speed of the tram and train on the site is 20 km/h. Braking distance of the train with the speed of 20 km/h in extreme conditions with the lowest braking coefficient could reach 150 meters. This is to understand the minimum length of visibility corridors on the boundaries of which mobility participants are able to see each other. Volume proposal was developed considering mentioned requirements, which resulted in visually open ground floor planning of the site. In addition to architectural solutions, technical installations are implemented on the main crossings with the train lines to indicate approaching vehicle with the light and sound. Tram network does not create a hazard for pedestrian mobile group due to the short braking distances on the low speed which are also compatible with braking distances of cars. However to achieve higher level of safety these networks and, particularly, points of their interaction were designed with the use of same principles of high visibility and openness. To achieve higher safety level for bicyclists and wheelchairs groove fillers could be applied in points of tram and sidewalk intersection. Filler profiles are being used to close up the groove to eliminate a safety hazard for vehicles crossing tracks. All elevated platforms, passages, slopes, balconies, terraces, exterior staircases and galleries are equipped with safety railing.
Developed project is accessible for different mobility groups (pedestrians, cyclists, etc.) as well as for disabled people. Main access ramps connecting Parc de la Ciutadella and Parc de la Barceloneta have a slope of 3%, short ramps on Carrer de Wellington and Carrer del Dr. Aiguader have a slope of 7% suitable for cyclists on short distances and are equipped with elevators and staircases.
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VENTILATION
Tram passage penetrating the building volume divides it into to parts. All housing units above railway corridor have a double side orientation which allows natural cross ventilation, moreover vertical ventilations shafts are provided for washing rooms and kitchen. Ground floor areas located under the tram passage are equipped with mechanical ventilation system.
FIRE REGULATIONS
Developed building volume is divided into 4 blocks according to fire regulations on the facade length of the building. Main load bearing structure is out of prefabricated concrete elements which meet required fire resistance for proposed building type. Fire escape routes are in exterior circulation galleries and staircases located in each block with the most distant route to fire escape of 25m.
BUILDING ELEMENTS
Circulation galleries within a building are considered not only as transit paths, but also as spaces where collective activities could take place. Therefor study on configurations of galleries within a building block is presented. As a building element galleries function as a sun shading tool which is a necessity for Mediterranean climate.
Figure   125
Variations of circulation galeries configurations within a building block
Integrated LED lightning
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There is a lot of daylight in Mediterranean climate of Barcelona which causes overheating of the building during the day. According to the daylight analysis shading systems are required on the south building facades to prevent overheating.
Figure 126 Shading study | June, 21 | before noon
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SUN, DAYLIGHT AND SHADING Shading study is done on the base of daylight analysis. Shading degree of proposed volume is tested in two different conditions (July, 21 and December, 21) with the longest day, highest sun latitude and shortest day, lowest latitude thereafter.
Figure 128
Daylight hours|July, 21
Figure 127 Shading study | June, 21 | after noon
Figure 129
Daylight hours|December, 21
As a result of analysis height of buildings on the South side of the site is reduced to achieve better insolation of the space in between proposed volumes. In addition points of attention were indicated on building facades where orientation of living and sleeping rooms should provide better insolation.
Different types of wooden shading systems presented below were tested in the model. Choice preference was made for vertical system. It allows diffused light to penetrate the building deeper during daylight time in comparison to horizontal system which does not provide sufficient shading for the low and is completely blocking high sun stream. Final option of shading system implemented in circulation corridor is presented on the Figure 132.
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Figure 130
Test of horizontal shading system
Figure 131
Test of vertical shading system
Figure 132
Final option for shading system
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WIND AND RAIN
Presented scheme shows that South wind is prevailing for Barcelona climate, West, North-West and North-East winds are with the same strength but happen twice less often than South wind. Direction of prevailing winds and their effect on proposed volume are tested in schemes.
Figure   133
Wind rose of Barcelona
Prevailing type of wind helps to form a clear image of the rain impact on the proposed volume. Study of the rain and wind shows which parts of the building should have a higher level of protection from the rainwater due to rainstorms specific for Mediterranean climate.This study is particularly important for places where people spend a lot of time such as exterior terraces, as well as for exterior circulation galleries and staircases, tram stops and metro entrances.
Figure   134
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Scheme of wind in prevailing direction and wet surfaces
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Estació de França Figure 135
Estació de França
8 AFTERWORD
PERSONAL REFLECTIONS ON THE NOTION OF SUSTAINABILITY AND RESILIENCE END NOTE
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THE NOTION OF SUSTAINABILITY AND RESILIENCE
Presented Master Dissertation project is developed within the main program framework: "Architecture: Resilient and Sustainable strategies". Sustainable Development was defined in the Brundtland report (United Nations, 1987) as "development that meets the needs of the present without compromising the ability of future generations to meet their own needs". In 2005 the United Nations referred to "interdependent and mutually reinforcing pillars" of sustainable development: economic development, social development and environmental protection. In authors opinion, sustainable architecture comprises more complex and pervasive notion than these three aspects and because of that sustainability and resilience became one of debate issues in contemporary architecture and urbanism. Developed Master Dissertation project deals with various issues on sustainability. Important decisions were made on different stages of the project from conceptual framework to the final proposal for the area which resulted in architectural intervention model integrated in the transport infrastructure network of Barcelona. This architectural intervention responds to all 3 main pillars of sustainability, by reusing natural sources in the building, the use of prefabricated structure, well thought ventilation and insulation to provide healthy living environment and many other implementations and techniques. But more importantly, in authors opinion, are social, cultural and time aspects of sustainability, which cannot be solved by implementing systems, but should be well-thought and functioning. The project responds to contemporary needs of the city with an architectural intervention for a territory, used by infrastructure networks in the city center which can benefit the city and residents both by creating a socially sustainable living environment. Domicile and mobility are inter-weaved on the level of streetscape as well as on the different height levels within a building. This interplay defines systems of spaces which allow various use and provide a healthy living environment in the dynamic metropolitan of Barcelona allowing flexibility in future.
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END NOTE
This Master Thesis project was a great experience and pleasure for me. I would like to thank my academic promoter Kris Scheerlinck for guidance through this project with an endless optimism and professionalism, encouraging free thinking outside the box and helping to concentrate on essential aspects of the project, which turned out into an adventure.
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BIBLIOGRAPHY
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17.
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Research Allen, S. (2010) Infrastructure as architecture: Designing composite networks. Edited by Katrina Stoll and Scott Lloyd. Berlin: JOVIS Verlag. Busquets, J. and Busquets Grau, J. (2006) Barcelona: the urban revolution of a compact city. Rovereto: Nicolodi. Clark, C. (1957) Transport: maker and breaker of cities. Town planning review, 28, pp. 237-250. de Solà-Morales, M. (2008) Ten lessons on Barcelona: urbanistic episodes that have made the modern city. Barcelona: Collegi d’Arqutectes de Catalunya. de Solà-Morales, M. (2010) Cerdá/Ensanche. Barcelona: Escola Tècnica Superior d'Arquitectura de Barcelona. de Solà-Morales, M. (1992) Public and Collective Space: The Urbanization of the Private Domain as a New Challenge. In Oase, nº 33. Habraken, N.J., Habraken, J.N. and Teicher, J. (1998) The structure of the ordinary: Form and control in the built environment. Cambridge, MA: MIT Press. Hall, P. and Pfeiffer, U. (2000) Urban future 21. 1st ed. London: Taylor & Francis. Houben, F. and Calabrese, L. (2003) Mobility: A room with a view. Rotterdam: NAi Publishers. Institute, M.B.V., D’Architecture, I.F., Hrsg, Maas, W. and Fundació Mies van der Rohe (2003) MVRDV - Five minutes city. Architecture and (im)mobility forum & workshop Rotterdam: 2002. Rotterdam: Episode Publishers. International Center of Photography. (2017) Weegee. [online] Available at: https://www.icp.org/browse/archive/constituents/weegee?all/all/all/all/0 [Accessed 12 Jun. 2017]. Lloyd, S.; Katrina Stoll, K. (2010) Infrastructure as Architecture. Berlin: Jovis Verlag. Lynch, K. (1960) The image of the city. Cambridge, MA: M.I.T. Press. Scheerlinck, K. (2013) Collective Spaces Streetscape Territories Notebook. Streetscape Territories Notebooks, 2. Brussels: LUCA School of Arts. Scheerlinck, K. (2015) Common Streetscapes New York Streetscape Territories Notebook. Streetscape Territories Notebooks, 6. Brussels: Faculty of Architecture. Shannon, K., Smets, M. and Shannon, K. (2009) The landscape of contemporary infrastructure. Rotterdam: NAI Publishers. Sort, J.J. (2006) Redes metropolitanas = metropolitan networks. Barcelona: GUSTAVO GILI S.A
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1. 2. 3. 4.
1. 2. 3. 4. 5. 6.
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City of Barcelona Barcelona, À. (2017) Inici - Àrea metropolitana de Barcelona. [online] Amb. cat. Available at: http://www.amb.cat/en/home [Accessed 16 May 2017]. Barcelona.cat. (2017) Barcelona.cat, Barcelona’s official website. [online] Available at: http://www.barcelona.cat/en/ [Accessed 12 Jun. 2017]. Carta Històrica de Barcelona. (2017) Carta Històrica de Barcelona. [online] Available at: http://cartahistorica.muhba.cat [Accessed 5 Jun. 2017]. Geoportalcartografia.amb.cat. (2017) Geoportal de cartografía. [online] Available at: https://geoportalcartografia.amb.cat/ [Accessed 12 Jun. 2017].
Technical information Egan, M. (2007) Architectural Acoustics. 1st ed. J. Ross Publishing. Hush Acoustics. (2017) Hush Acoustic Soundproofing Manufacturers. [online] Available at: https://www.hushacoustics.co.uk/ [Accessed 7 May 2017]. Milgard.com. (2017) Milgard Windows & Doors: New, Custom & Replacement Windows. [online] Available at: https://www.milgard.com/ [Accessed 2 May 2017]. Viracon.com. (2017) Viracon - Your Single-Source Architectural Glass Fabricator. [online] Available at: http://www.viracon.com/ [Accessed 5 May 2017]. ACOUSTIC WOOD by eomac. (2017) PROJECT EDITIONS. [online] Available at: http://www.eomacwood.com/ [Accessed 7 May 2017]. Roxul.com. (2017) ROXUL® | Fire and Soundproofing Insulation - ROXUL®. [online] Available at: http://www.roxul.com/ [Accessed 11 May 2017].
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FIGURES LIST
Chapter 1
Figure 1 Estació de França railways, Barcelona, by Efimovich Alina 4 Figure 2 Passeig de Sant Joan, by Efimovich Alina 8 Figure 3 The city of Barcelona, by Efimovich Alina 10 Figures 4 - 6 Historic map Figures source: http://cartahistorica.muhba.cat/ [Accessed 12 Jun. 2017] 12 Figures 7 - 9 Aerial photo Figures source: https://geoportalcartografia.amb.cat/ [Accessed 12 Jun. 2017] 13
Figure 10 Estació de França railways, by Efimovich Alina 14 Figure 11 Group photo, by Efimovich Alina 16 Figure 12 First crucial image, by Efimovich Alina 17 Figure 13 Carrer de Wellington, by Efimovich Alina 18 Figure 14 Interviews map, by Efimovich Alina 19 Figures 15 - 19 Maps Information source: http://bcndynamics.300000kms.net/ [Accessed 12 Jun. 2017] 20 Figure 21 Estació de França reconstruction, Barcelona, 1990 23
Figure 22 View from train platform of Estació de França, by Efimovich Alina 24 Figure 23 Cerda planning unit, by Efimovich Alina 27 Figure 24 Regional train services map Figure source: http://rodalies.gencat.cat/ [Accessed 12 Jun. 2017] 28 Figure 25 Estacio de Franca interior space Figure source: https://hastalosmegapixeles.com/886/ [Accessed 5 Jun. 2017] 29 Figure 26 Model train market Figure source: http://www.atlasobscura.com/places/model-train-market-atestacio-de-franca 29 Figure 27 Lost & Found market Figure source: http://www.todobarcelona.org/en/events-barcelona/lostand found-barcelona-flea-market/ [Accessed 12 Jun. 2017] 29 Figure 28 Transport network on metropolitan level relevant for urban strategy, by Efimovich Alina 30 Figure 29 Aerial view 1974 | 1992 Figure source: http://cartahistorica.muhba.cat/ [Accessed 12 Jun. 2017] 31 Figure 30 Speed and capacity of road network Figure source: http://www.300000kms.net/big-data/ [Accessed 12 Jun. 2017] 32
Chapter 2
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Figure 31 Speed limit of transport infrastructure, by Efimovich Alina 32 Figure 32 Above and underground transport networks model | scale, by Efimovich Alina 33 Figure 33 Map of underground structures Figure source: http://www.lavanguardia.com/local/barcelona/20151204/ 30595201212/vida-subterranea-barcelona-plano.html [Accessed 7 Feb. 2017] 33 Figure 34 Bicycle paths of Barcelona, by Efimovich Alina 34 Figure 35 Visual connections depending on space configuration, by Efimovich Alina 35 Figure 36 Types of visual connections, by Efimovich Alina 35 Figure 37 World map with case studies locations, by Efimovich Alina 36 Figure 38 Spatial configurations, by Efimovich Alina 37 Figure 39 Macklong railway market, Thailand Figure source: http://www.jammingthailand.com/amphawa.html [Accessed 12 Jun. 2017] 38 Figures 40 - 41 Railway line, Hanoi Figures source: http://www.amusingplanet.com/2014/06/the-backyard-trains-ofhanoi.html [Accessed 12 Jun. 2017] 38 Figure 42 Tramway line, Lisbon, Portugal Figure source: http://www.worldwanderista.com/reasons-must-visit-lisbonportugal/ [Accessed 12 Jun. 2017] 38 Figure 43 Leidsestraat, Amsterdam, Netherlands Figure source: https://www.flickr.com/photos/maxunterwegs/8631384863 [Accessed 12 Jun. 2017] 38 Figure 44 Wuppertal, Germany Figure source: http://visitheworld.tumblr.com/post/34474325701/ wuppertal-schwebebahn-or-wuppertal-floating-tram [Accessed 12 Jun. 2017] 39 Figure 45 Wuppertal, Germany Figure source: https://www.scoopnest.com/user/archpics/739093870965886976 [Accessed 12 Jun. 2017] 39 Figure 46 Chiba monorail, Japan Figure source: http://www.jtrain.com/photos/miscellaneous/empty_tracks/ chiba_monorail [Accessed 12 Jun. 2017] 39 Figure 47 Chiba monorail, Japan Figure source: https://www.forbes.com/sites/geoffreymorrison/2016/07/30/thehanging-monorail-of-chiba-japan/#3559167552ad [Accessed 12 Jun. 2017] 39 Figure 48 Chiba monorail, Japan Figure source: http://www.all-nationz.com/archives/1054997523.html [Accessed 12 Jun. 2017] 39 Figure 49 Edgar Chambless, Railroad Figure soure: http://arqui-2.blogspot.be/2015/02/la-influencia-de-la-ciudad-lin eal-de.html [Accessed 12 Jun. 2017] 40 Figure 50 The Mountain, BIG Figure source: https://www.big.dk/#projects-mtn [Accessed 12 Jun. 2017] 40
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Figure 51 Mono railway, China Figure source: http://www.news.com.au/travel/travel-ideas/photos-show-amonorail-track-and-station-built-into-an-apartment-block-in-china/news-story/ dc3f1dd17265f935e4ff86f63a02fe80 [Accessed 12 Jun. 2017] 40 Figure 52 Osaka, Japan Figure source: http://weburbanist.com/2011/11/14/japan-drive-thru-officeosaka-gate-tower-building/ [Accessed 12 Jun. 2017] 40 Figures 53 - 54 Le Corbusier proposal, Algiers Figures source: http://www.mediaarchitecture.at/architekturtheorie/le_corbusier/ 2011_corbusier_links_en.shtml [Accessed 12 Jun. 2017] 41 Figure 55 Pedregulho Housing, Rio de Janeiro, Brazil Figure source: https://www.dezeen.com/2016/07/29/eight-modernistarchitecture-landscape-masterpieces-rio-de-janeiro-visit-duringolympic-paralympic-games/ [Accessed 12 Jun. 2017] 41 Figure 56 Pedregulho Housing, Rio de Janeiro, Brazil Figure source: http://denisedentelloarq.com.br/2016/12/cobogos-elementoarquitetonico-de-clima-tropical/ [Accessed 12 Jun. 2017] 41 Figure 57 Under the Third Avenue Elevated, Weegee, New York, 1938 Figure source: https://www.icp.org/ [Accessed 12 Jun. 2017] 42 Figure 58 Street musicians, Weegee, New York, 1956 Figure source: https://www.icp.org/ [Accessed 12 Jun. 2017] 43 Figure 59 Metropolis, 1927 Figure source: 'Metropolis' film directed by Fritz Lang, 1927 44 Figure 60 The Adventures of Sherlock Holmes and Dr. Watson, 1987 Figure source: 'The Adventures of Sherlock Holmes and Dr. Watson' series directed by Igor Maslennikov, 1987 44 Figures 61 - 63 5th Element, 1997 Figures source: 'The fifth element'film directed by Luc Besson, 1997 45 Figures 64 - 68 Total recall, 2012 Figures source: 'Total recall' film directed by Len Wiseman, 2012 46 Figures 69 - 73 Star Trek Beyond, 2016 Figures source: 'Star Trek Beyond' film directed by Justin Lin, 2016 47 Figure 74 Crucial image: Conceptual Streetscape, by Efimovich Alina 48 Figure 75 Crucial image: View from the window, by Efimovich Alina 49
Figure 76 La Ronda Highway, by Efimovich Alina Figure 77 Mapping the image of the site, by Efimovich Alina Figure 78 Map of analyzed sections of the site, by Efimovich Alina Figure 79 Carrer del Dr. Aiguader Figures source: https://www.google.be/maps Figure 80 Passeig de Circumvaŀlació Figures source: https://www.google.be/maps
Chapter 4
50 52 53 60 60
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Figure 81 Alina Figure 82 Alina Figure 83 Figure 84 Alina
Multiple spaces defined by explicit borders, by Efimovich
Chapter 6 All graphical content by Efimovich Alina
Chapter 7
Figure 122 Layers of transport infrastructure, by Efimovich Alina 126 Figure 123 Structural scheme, by Efimovich Alina 128 Figure 124 Axonometric structural scheme, by Efimovich Alina 129 Figure 125 Variations of circulation galeries configurations within a building block, by Efimovich Alina 143 Figures 126-127 Daylight hours Figures source: http://suncalc.net/ 144 Figures 128-129 Shading study, by Efimovich Alina 144 Figures 130-132 Test shading systems, by Efimovich Alina 145 Figure 132 Final option for shading system, by Efimovich Alina 145 Figure 133 Wind rose of Barcelona Figure source: https://www.meteoblue.com/ 146 Figure 134 Scheme of wind in prevailing direction and wet surfaces, by Efimovich Alina 146
61
Conceptual scheme on the metropolitan level, by Efimovich
62
Urban strategy map, by Efimovich Alina 63 Urban strategy volume model | scale 1:5000, by Efimovich
64
Chapter 5 All graphical content by Efimovich Alina
Chapter 8 Figure 135
Estació de França, by Efimovich Alina
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CREDITS
Following people contributed to the development of the Master Dissertation project:
Efimovich Alina
Academic promoter:
Mr. Prof. Dr. Arch. Kris SCHEERLINCK
Acoustic engineering: Structural engineering: Construction:
Ms. Prof. Dr. Monika RYCHTARIKOVA Mr. Pieter OCHELEN Mr. Johan WILLOCX Mr. Jan VAN GASSEN
Support:
Ms. Olga GAVRILOVA
Proof reading:
Mr. Dimitris TRIANTAFYLLOU
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NOTES
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