Renovating Reykjavik

Renovating Reykjavík Public Transit as a Generator for Urban Redevelopment in Reykjavik

Gísli Rafn Guðmundsson Spring 2014

Degree Project in Sustainable Urban Design Department of Architecture and Built Environment LTH 1

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Renovating Reykjavík Public Transit as a Generator for Urban Redevelopment in Reykjavik

Degree Project in Sustainable Urban Design Department of Architecture and Built Environment LTH Spring 2014

Author: Gísli Rafn Guðmundsson Supervisor: Niels de Bruin Ólafur Árnason Examiner: Peter Siöström

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Many thanks to:

Niels de Bruin Ólafur Árnason and EFLA consulting engineers Þráinn Hauksson and Landslag landscape architects Peter Sjöström Andreas Olsson Harrison Fraker and the SuDes family

1. Austurvöllur in Reykjavík. Early may 2014 6

Contents INTRODUCTION

DESIGN PROPOSAL

Statement of Purpose

11

The spirit of Reykjavík

13

Towards a Sustainable Future

15

The Development Axis

17

NEW PUBLIC TRANSIT IN REYKJAVIK New Public Transit System

23

Benefits of a Tramline

25

Materializing the Development Axis

29

THE SITE Elliðavogur

41

The Site’s Context

45

From Site

46

Háubakkar Geological Monument

47

Design for Cold Climates

51

Masterplan

52

Diagrams

53

Detailed Drawings

60

CONCLUSION

75

IMAGES

76

BIBLIOGRAPHY

79

8

INTRODUCTION 11

Statement of Purpose

13

The Spirit of ReykjavĂ­k

15

Towards a Sustainable Future

17

The Development Axis

9

10

Statement of Purpose The new masterplan of ReykjavĂ­k city in Iceland puts an emphasis on densifying the city within its current edges. This policy is a radical change from previous masterplans. The aim of the project is to contribute towards the densifying policy by bringing in the layer of public transport which can act as a driver for urban redevelopment in the city.

The public transit system is analysed and improvements proposed along a 10 km long public transit axis that will connect different parts of the city. The design site is a former industrial area in Iceland (west side of ElliĂ°aĂĄrvogur). A new proposal is presented for the site. The proposal consists of a new tramstation, new housing for residentials, offices and commercial space. Site spesific qualities according to findings in the analyses part are strengthened in order to create an identity and a strong feeling of place.

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4. Reykjavik’s variety in Architecture 12

The Spirit of Reykjavík The lack of planning rules in the past for neighborhoods in Reykjavík City has resulted in a variety of architecture - the city has become sort of a showroom for various types of architecture.

As to some, this might seem a fault, but it has however become the main factor in creating the spirit of Reykjavík.1

1

Hjörleifur Stefánsson (2008) 13

The Arctic Circle

5. Reykjavik’s location

6. Density in Iceland

7. Volcanic Activity

Location

Density

200.000 people live in the

Volcanic Actitivity

The island’s volcanic

North Atlantic ocean, just

Reykjavík municipal area,

activity is a well known

Sout of the arctic circle.

or 2/3 of the total number

fact, the city of Reykjavík

of inhabitants.

is however thankfully

Iceland is located in the

located out of the most active zone.

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Towards A Sustainable Future

8. A car-dependant city

9. Sustainable future

The city is aiming for a sustainable future. It has however not brought forward a strategic plan for the future, that considers a sufficient public transit system.

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N 10. The Development Axis 16

The Development Axis The Development Axis and the Existing Urban Structure The city’s current master plan aims to densify the city in several areas is illustrated on the left, within the existing city boundaries. This is the biggest change from previous masterplans, as most new building plots were developed outside of the current city boundaries in the past. This new densifying strategy in Reykjavik is expected to result in a more sustainable city, economically, environmentally and socially2.

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AĂ°alskipulag ReykjavĂ­kur 2010-2030 (2014) 17

N 11. Suรฐurlandsbraut versus Miklubraut 18

Densifying Reykjavík city Development axes Miklubraut versus Suðurlandsbraut?

Suðurlandsbraut versus Miklabraut

The Suðurlandsbraut axis (red) unfolds possibilities for more developments than Miklubraut (blue)3.

Possible developments (m2) within 200 m from axes

Development axes Suðurlandsbraut versus Miklabraut

1.049.500

Possible developments (m2) within 200 m from axes

663.500

1.049.500

1.855.580 663.500

1.215.250

1.855.580 1.215.250

Suðurlandsbraut

Suðurlandsbraut

Miklabraut

2030+ 2030+

23,5 %23,5 %

15,0 %

2010

19,0 %

12,5 %

2010

19,0 %

Miklabraut 15,0 % 12,5 %

Proportion of residents and jobs (according to possible developments)

Proportion of residents and jobs (according to possible developments) 3

Aðalskipulag Reykjavíkur 2010-2030 (2014) 19

20

NEW PUBLIC TRANSIT IN REYKJAVIK 23

New Public Transit System

25

Benefits of a Tramline

29

Materializing the Development Axis

21

N 13. The Public Transit System 22

Timeline

New Public Transit System

1.

Tram

By densifying the city, more need for a productive public transit system is

2030

created. A public transport system is therefore proposed and is shown on the left with a 400 m radius, wich is suitable walking distance. 1 (red) and 2 (blue) will be tramways but 3 (black) will be bus rapid transit system due to it’s lower construction cost (half of the cotst for tramsystem) as it will be longer and be

2.

placd parallel to existing motorway with fewer stops. 1 and 2 will be placed in

Tram

smaller streets and with stops on a more frequent level.

2040

3.

2050

BRTS*

*Bus Rapid Transit System 23

15. AusturstrĂŚti pedestrian street in ReykjavĂ­k. Early may 2014 24

Benefits of a Tramline Advantages of a tram over traditional buses are many. One is that efficiency is greater, but a guarantee for the permanence of the line is created since establishing a tramline is expensice. Because it is such an investment, tramstops- and lines usually remain unchanged for decades. Favourable 16. Tramstation

investment opportunities are therefore created near a proposed tramline. It is furthermore evident that hotels might be too many in the old city-center of Reykjavik, but establishing an efficient public transit system is a fundamental key in order to spread accommodation options over the city.

Positive aspects of a tramline are summorised below: Increases possibilities for densification

17. Urban Form

Supports various transport choices Generates investments Increases number of pedestrians Creates a setting for increased life on the street More human friendly environment Reduced travel time

18. Urban Qualities 25

Tramway References

19.

22.

Tramline 26

20.

23.

21.

24.

25.

26.

27.

28.

29.

30.

Tramstops

Trams 27

N 31. Materializing the Development Axis 28

Materializing the Development Axis The public transport stretch, along the development axis (apporoximately 10 km). The stretch will have the qualities of a city-street, with most density and mixed use close to the tramstations4

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AĂ°alskipulag ReykjavĂ­kur 2010-2030 (2014) 29

Examples of Implementation of Tramline in a City - Street The inplementation of a tramline in a street can be categorized into the following:

Tramline is implemented on existing road,

Tramline is implemented on existing road, with

sharing the street with cars on the same lane.

cars prohibited on street after implementation, sharing the street with pedestrians and cyclists.

Tramline is implemented on existing road,

Tramline is implemented on existing road,

where cars, tram, pedestrians and cyclists all

where cars, tram, pedestrians and cyclists

have a seperate lane.

all share the same space; “shared space concept�.

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A: Mýrargata

Before

After

Traditional street with narrow sidewalks and oversized car lanes.

Tramline is implemented on existing road, sharing the street with cars on the same lane.

A

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B: Hverfisgata

B

32

Before

After

Modern street design, newly renowated. Seperated lanes for pedestrians, bicycles and cars.

Tramline is implemented on existing road, with cars prohibited on street after implementation, sharing the street with pedestrians and cyclists.

C: Laugavegur

Before

After

Traditional street from the sixties, with a car-orientated design.

Large spaces are taken under roads and parking for cars, with a newly built lanes for cyclists and pedestrians.

Tramline is implemented on existing road, where cars, tram, pedestrians and cyclists all have a seperate lane. Buildings are added in the street in order to densify the city.

C

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D: Suรฐurlandsbraut at Laugardalur

P

Before

After

Traditional street from the sixties, with a car orientated design. Pedestrian walkway and a newly built bicycle track goes along the street, sheltered with vegetation and facing the Laugardalur green park area.

Tramline is implemented on an existing road, where cars, tram, pedestrians and cyclists all have a seperate lane. Buildings are added on one side of the street, framing the new street and creating a shelter from the busy street towards the Laugardalur green park area.

D

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E: Suรฐurlandsbraut at Skeifa

P

P

Before

After

Typical Plan within the city, where space is used in an unsufficient way. Pedestrians and cyclists are seperated from the car traffic. A fence prohibits any passing for pedestrian traffic over the road, creating a barrier between the two sides of the road.

Tramline is implemented on existing road, where cars, tram, pedestrians and cyclists all have a seperate lane. Buildings are added on both side of the street, and the space created is used to form a vibrant urban city-street.

E

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F: Stรณrhรถfรฐi

P

P

Before

After

Former industrial area, with oversized road system for cars.

Pedestrian walkway is only on one side of the road, and very narrow.

Tramline is implemented on existing road, where cars, tram, pedestrians and cyclists all have a seperate lane. Some former industrial buildings are renovated and become part of the urban street. Car parkings have a permeable area, allowing stormwater to soak back into the ground water.

F

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G: Grafarhรถfรฐi

P

P

Before

After

Unbuilt area within the city. By densifying some of those areas, more favourable conditions are created for public transport system.

Tramline is implemented from the start of a new development, to increase chances that the new residents will develop a car - free lifestyle. Cars, tram, pedestrians and cyclists all have a seperate lane, and vegetation is in the forefront, resulting in an attractive street.

G

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THE SITE 41

Elliðaárvogur

45

The Site’s Context

46

From Site

47

Háubakkar Geological Monument

15 minutes biking distance

N 50. 15 minutes biking distance from site

Elliรฐaรกrvogur Largest densification area along the development axis, with 2500 housing units (7400 inhabitants) and 100.000 m2 office space The layer of public transport is somewhat missing in the discussion for the new local plan Most challenging site for implementation of tramway along the development axis, due to large interchange and big height difference in elevation The implementation of tramway will be shown in detail on the site, along with a detailed design proposal for the site.

N 51. Elliรฐaรกrvogur

52. Aerial photo of the site. Photo obtained from Alta consultants

The Voga Development As the city is planning to develop various densifying areas within the city the aim of this project is to look into one of those areas and show how it could be realised with the public transport system as a starting point. The largest area to be developed in the near future is the area of Vogabyggð, which is part of the development axis, and will be the design site in this project. The area will be used as case study for how public transport system could be realised in the city of Reykjavík, and become a pilot-project for the whole Reykjavík capital area.

The site is furthermore relevant because the planning office in Reykjavík is currently working on issuing a new local plan for the area on the site.

Site

N 53. Location of the Site

Elliรฐaรกrdalur

As large areas of the site are manmade landfills made of excess soil from construction sites, garbage, used cars and other waste is not feasable to build on the area inside the dashed line. It is however an extension from a green corridor that goes through the city. The corridor is usually known by the name Elliรฐaรกrdalur.

1965

1971

1979

2013

Site

N 58. The Green Recreational Spine 44

The Site’s Context

EXISTING URBAN CONTEXT

The Site is located west of a recreational resort named Geirsnef. Residential area is on the west, on the other side of the street Suðurlandsbraut. To the north and east there are industrial areas.

Large interchange is on the south of the site.

Suðurlandsbraut

URBAN REDEVELOPMENT

RECREATIONAL / OUTDOOR ACTIVITIES Geirsnef

URBAN REDEVELOPMENT

TRA

MW AY

Large Intersection

N 59. The Site’s Context 45

From Site

Usable Buildings

60. Naustavogur

61. Dugguvogur

N 62. Súðarvogur 46

63. Usable Buildings

Hรกubakkar Geological Monument Unique beds of marine and terrestrial sediments The sediments tell a story of climate and sea-level oscillations during the latter stages of the Ice Age A variety of fossils are found in the sediments

64. Hรกubakkar geological monument

N

65. Location of the Hรกubakkar geological monument 47

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DESIGN PROPOSAL 51

Design for Cold Climates

52

Masterplan

53

Diagrams

60

Detailed Drawings

49

Pedestrian protection

Public transit

50

Solar access

Overhead shelter systems

Vegetation to create shelter

Heat absorbing materials

Sheltered public spaces

Multi-use buildings

Microclimate

Higher densities

Design for Cold Climates (Design Principles) Lengthy exposure to bitter cold, wind-chill effects, snow-covered or icy surfaces, are not only perceived as great inconveniences but they can also be highly dangerous and stress-inducing, specially for disabled people such as the elderly. It is therefore very important to develop and apply development policies and landscape planning based on micro-climatic principles to moderate the severity of climate on outdoor patterns and to create indoor like, and protected or sheltered spaces for human activities in winter cities5.

Such “winter citiesâ€? can be defined as those exposed to prolonged periods of cold temperature (normally below freezing), precipitation (usually in the form of snow and where water is frozen), restricted hours of sunshine/daylight, and which experience seasonal variation. As for ReykjavĂ­k, the restricted hours of sunshine/daylight, wind and precipitation (rain/snow) are the most critical factors. In many situations occurring throughout the winter season, daily activities are greatly curtailed and, for some, such as the elderly, handicapped and very young, considerable hardships are created within the city. Before formulating action strategies for reorganizing the ways in which activities are distributed on various parcels of urban land, it is of high importance to identify a spectrum of critical issues requiring high priority attention to be addressed by both the private and the public sectors within the built environment5.

Those issues are demonstrated further in the form of diagrams on the left, which are used as design guidelines in this project.

May

June

July

August

June

July

August

September

By rethinking the urban space, positive microclimatic situation is created.

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Pressman (1988) 51

Parks

Restaurant Recreational Harbor Sailing Sports Club Pedestrian and Cyclists Bridges

Coffeehouse Active Edge Sportsfield Tramstation; Vogasquare Indoor Shopping Square

Natural Playgrounds

N 52

68. Masterplan

Usable Buildings

Functions Commercial Mixed-Use Residential

69. Usable Buildings

70. Functions 53

Wind

Active Edge

Terrace View; Bridge

Coffeehouse Geographical Seawalk Monument

N

Vogasquare V

A

Natural Playgrounds S

71. Wind 54

72. Active Edge

Tram and Streets

Street Grid New Existing

0m

40

73. Tram and Streets

74. Street Grid 55

Typologies

Redeveloped

75. Typologies

Urban Villa

Town-houses

Offices

Apartments

Block Concept

Open Landscape Open Landscape Enclosed Space Buffer

Leaves landscapeview out of the blocks where wind is not a big factor.

Buffer Creates a buffer for sound polution from the busy street of SĂŚbraut.

Enclosed Space Creates a favourable microclimate inside the courtyards.

77. Block Concept 57

78. Existing Section

Section showing the exisitng section from the kindergarden (name) and to the water. Heightening sea level is not expected to have negative affect on the built area, due to the high seafront. 4 meter heightening in sea level rise (light blue) is shown in the section.

79. Proposed Section

Section showing a section of the proposal from the kindergarden (name) and to the water. Heightening sea level is not expected to have negative affect on the built area, due to the high seafront. 4 meter heightening in sea level rise (light blue) is shown in the section.

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30 m

20 m

10 m

0m

30 m

20 m

10 m

0m

59

The Vogasquare The Vogasquare will become the new center in Vogabyggð, a node where the Ellliðaárdalur Landscape meets the Urban fabric. The existing urban context may be seen on the right, and the proposed built structure on the left.

80. Bird’s Eye View of Tramstop, the proposed urban structure and the existing Aerial photo in the back obtained from Alta consultants 60

N 81. Detailed Plan 61

Shared Space and the Vogasquare at the Tramstop The urban design around the tramstop at Vogasquare is expected to create a setting for a vibrant urban life with commercial space, offices, apartments and mixed use developments. These qualities are then connected with landscape qualities by the active Edge on the seafront, linking Elliรฐaรกrdalur, the Vogasquare and the seafront in the new Vogabyggรฐ neighborhood.

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83. Section of indoor shopping node, Vogasquare and the tramstation

84. Detailed Plan showing Tramstation

N 63

Public 85. Section showing the proposed urban structure and courtyards.

N 86. Detailed plan 64

Private

Private

Semi - Private

Private

Private

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N 87.

88.

66

89.

90.

By introducing the boardwalk on the active edge, access is created to Hรกubakkar, a geological monument.

67

N 91.

92.

68

93.

94.

The boardwalk has a strong connection to the proposed urban fabric.

69

N 95.

96.

70

97.

98.

A pedestrian and cyclists bridge connects the new neighborhood to Elliรฐaรกrdalur.

71

N 99.

100.

72

101.

102.

Wooden terrace allows access to the water and creates possibilites to go swimming in the ocean.

73

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Conclusion It is evident that the public transit system proposed in this project can have a huge impact on the future development of Reykjavik. The way we move around in cities is a big influator on how we perceive an urban experience. In this project it is shown graphically how a public transit system can work as a generator for urban redevelopment. It can be used as a red thread through the city, and act as a focus point on where to add value in placemaking, creating meeting points and other important nodes through the city. It is imortant and useful in many aspects, such as architecture, urban design, landscape architecture, politicians, developers, investors, the tourist industry, and the future planning of the city.

The public transit system is therefore a successful tool, not only in the aspect of moving people from one place to another, but also on creating value within the urban context, by forming meeting places and variety, that each stop is different from another and has something special to offer that is different from the rest of the city.

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Images All images are my from author except otherwise cited.

Coverphoto: Reykjavik’s variety in Architecture 1. Austurvöllur in Reykjavík. Early may 2014 2. Iceland’s location on the world map 3. Iceland 4. Reykjavik’s variety in Architecture 5. Reykjavik’s location 6. Density in Iceland 7. Volcanic Activity 8. A car-dependant city 9. Sustainable future 10. The Development Axis 11. Suðurlandsbraut versus Miklubraut (map). Information obtained from Reykjavik Municipal Plan 12. Suðurlandsbraut versus Miklubraut (diagram). Information obtained from Reykjavik Municipal Plan 13. The Public Transit System 14. Phasing of the Public Transit System 15. Austurstræti pedestrian street in Reykjavík. Early may 2014 16. Tramstation 17. Urban Form 18. Urban Qualities 19-21. Tramway infrastructure in Vauban, Germany.

22-24. Tramway infrastructure in Freiburg, Germany.

25-26. Tramway infrastructure in Basel, Switzerland.

27. Tramstop. Searched image google name: www.directenquiries. com.information.Tram.20stop 28. Tram. Searched image google name: http-..commons.wikimedia. org.wiki.File-Eurotram_Strasbourg_Langstross_tram_A_(2004) 29-30. Trams in Germany.

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31. Materializing the Development Axis 32. Tramline is implemented on existing road, sharing the street with cars on the same lane.

33. Tramline is implemented on existing road, with cars prohibited on street after implementation, sharing the street with pedestrians and cyclists.

34. Tramline is implemented on existing road, where cars, tram, pedestrians and cyclists all have a seperate lane.

35. Tramline is implemented on existing road, where cars, tram, pedestrians and cyclists all share the same space; “shared space concept”.

36. Mýrargata before 37. Mýrargata after 38. Hverfisgata before 39. Hverfisgata after 40. Laugavegur before 41. Laugavegur after 42. Suðurlandsbraut at Laugardalur before 43. Suðurlandsbraut at Laugardalur after 44. Suðurlandsbraut at Skeifa before 45. Suðurlandsbraut at Skeifa after 46. Stórhöfði before 47. Stórhöfði after 48. Grafarhöfði before 49. Grafarhöfði after 50. 15 minutes biking distance from site 51. Elliðaárvogur 52. Aerial photo of the site. Photo obtained from Alta consultants 53. Location of the Site

54-57. Satellite photos obtained from borgarvefsja.is, showing the development of the landfills on the site.

58. The Green Recreational Spine. Map obtained from borgarvefsja.is 59. The Site’s Context. Aerial photo obtained from borgarvefsja.is 60. Naustavogur 61. Dugguvogur 62. Súðarvogur 63. Usable buildings 64. Háubakkar geological monument.

65. Location of the Háubakkar geological monument 66. Design for cold climates; diagrams 67. Urban Design in the Arctic North 68. Masterplan 69. Usable buildings 70. Functions 71. Wind 72. Active Edge 73. Tram and Streets 74. Street Grid 75. Typologies 76. Typologies; diagrams 77. Block Concept 78. Existing Section 79. Proposed Section 80. Bird’s Eye View of Tramstop, the proposed urban structure and the existing. Aerial photo in the back obtained from Alta consultants 81. Detailed Plan 82. Persective showing the Tramstop and the Vogasquare.

83. Section of indoor shopping node, Vogasquare and the tramstation 84. Detailed Plan showing Tramstation 85. Section showing the proposed urban structure and courtyards.

86. Detailed plan 87. Masterplan 88. Section showing the Active Edge 89. Section showing the Active Edge 90. By introducing the boardwalk on the active edge, access is created to Háubakkar, a geological monument.

91. Masterplan 92. Section showing the Active Edge 93. Section showing the Active Edge 94. The boardwalk has a strong connection to the proposed urban fabric.

95. Masterplan 96. Section showing the Active Edge 97. Section showing the Active Edge 98. A pedestrian and cyclists bridge connects the new neighborhood to Elliðaárdalur.

99. Masterplan 100. Section showing the Active Edge 101. Section showing the Active Edge 102. Wooden terrace allows access to the water and creates possibilites to go swimming in the ocean.

103. Perspective showing the Tramstop and the Vogasquare in Black and White.

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Bibliography Hjörleifur Stefánsson (2008). Andi Reykjavíkur. Reykjavík: JPV. Pressman, Norman (1988). Developing Climate-responsive Winter Cities. Energy and Buildings, Volume 11. Issues 1-3. Pages 11-23.

Aðalskipulag Reykjavíkur 2010-2030 (Reykjavík Municipal Plan 2010-2030) (2014). Reykjavíkurborg, umhverfis- og skipulagssvið (2014).

Reykjavík: Crymogea.

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Gísli Rafn Guðmundsson gislirafng@gmail.com issuu.com/gislirafn