Towards an Attractive City; Tønsberg by Hanna Husum

To w a r d s a n attr a cti v e c it y TĂ¸nsberg

30 ECTS Master thesis in Landscape Architecture Spring 2016 Hanna Grimsrud Husum VGM599 Department of Geosciences and Natural Resource Management, Faculty of Science University of Copenhagen Supervisor Peter Lundsgaard Hansen

â&#x20AC;&#x2DC;something happens because something happens because something happensâ&#x20AC;&#x2122; -Jan Gehl

iii

A c k n o w l e d g e m e nt

This 30 ECTS thesis is the final project of the Landscape Architecture Master programme with the Urban Design specialization at the University of Copenhagen, Faculty of Science. Towards an attractive city: Tønsberg argues for a development of a dense city with recreational public space in a middle-sized city in Norway. By using the opportunities created by industries on the threshold of moving out, the project proposes a development of the canalscape as the carrying landscape element for a strengthened city centre. I want to thank my supervisor Peter Lundsgaard Hansen for supervision, critique and inspiration. Thanks to Nina Ambro Knutsen, Øyvind Søfteland and Turid Vongraven at the Norwegian Public Road Administration for sharing their knowledge about Tønsberg and providing GIS material. Thanks Tønsberg municipality for discussion and maps. Thank you Oskar, Jens and Leonor, for great feed back sessions and proofreading. Thanks to Ingeborg Skålnes, Sophie Andrews and Frederikke Fossum Thurø Møller for your help with text, structure and proofreading. Last but not least, a big thanks to the other thesis students for the discussion and support through the process.

University of Copenhagen, August 2016.

Hanna Grimsrud Husum

SAMMENDRAG

Over ett strekke på 2,5 km langs kanalen i Tønsberg, Vestfold, fra Danholmen i nordvest til Stensarmen i sørøst, ligger flere store industriområder sentralt beliggende i forhold til Tønsberg sentrum. Kanallandskapet har siden industrialiseringen blitt dominert av storskala industri og logistikk. Industriene er i dag på terskelen til å flytte, og åpner muligheten til en nytenkning av Tønsberg sentrum.

Dette prosjektet foreslår en strategisk plan for utviklingen av sentrum mot en mer attraktiv by, hvor kanalen brukes som det bærende landskapselement. Ved å utnytte potensialet langs kanalen, fremmer forslaget en sammenhengende rekreativt bylandskap for mennesker som grunnlaget for bysenterets utvikling. Det er fokusert på god tilgjengelighet, sammenheng og opphold for gående og syklende, gjenbruk og isenesetting av ikoniske bygninger som ledd i Tønsberg industrielle kulturarv og å bruke utviklingen av kanallandskapet som katalysator for sentrumsutviklingen.

Samtidig er Tønsberg en del av Oslofjordregionens store vekst. 20 000 nye innbyggere er beregnet til å flytte til Tønsbergregionen de neste 25 år (Tønsberg Kommune, 2014). Manglende areal til utbygging av nye boligområder i kommunen og den brede politisk vilje for sentrumsutvikling gjør industriområdene naturlige lokasjoner å se mot.

A b str a ct

Along the edge of Tønsberg canal, Norway, is a large industrial areas in the close proximity to Tønsberg city centre, spanning 2,5 km from Stensarmen in southeast to Danholmen in northwest. The canal landscape has since the industrialisation been dominated by large-scale industry and logistics. Several of the companies are on the threshold of closing or moving abroad, leaving large sites central to the historical centre

This project proposes a master plan design for the development towards an attractive bicycle city by using the canal as the carrying landscape element. By using potential sites along Tønsberg canal, the proposal aims at a coherent urban recreational canalscape for people, as the base for future growth. In the design, the focus is on public access to and along the canal, to reuse the existing industrial buildings as cultural heritage

open for discussion.

as well as giving identity to the new districts, and use the new canal landscape as a catalyst for urban development.

At the same time, Tønsberg is a part of the Oslo fjord region facing a large population growth. Within the next 25 years, the city is expected to grow by approximately 20 000 people (Tønsberg Kommune, 2014). Having no more available sites for the classical residential areas and a new political will of developing the city centre, the centrally industrial sites are evident locations to carry out the transformation.

vii

viii

c o nte nts

INTRODUCTION p. 1

THE CANAL

p. 51

Introduction p. 2

Districts along the canal

p. 52

p. 6

Districts neighbouring the canal

p. 54

Problem p. 8

Boundaries, transitions and connections

p. 56

Aim p. 9

Public destinations p. 58

An attractive city p. 10

Characteristic buildings and elements

p. 60

Method p. 12

Existing promenades and inaccessible areas

p. 62

Understanding the site p. 14

Summary p. 64

REGISTRATION p. 17

THE SITES p. 67

Panorama p. 18

Site comparison p. 68

TĂ¸nsberg in a regional context

p. 20

Danholmen p. 70

Regional terrain and landscape

p. 22

Ollebukta p. 74

The city by the canal

p. 24

Stensarmen p. 78

Motivation and scoping

Historical development p. 26 ANALYSIS OF THE CITY

p. 29

VISION AND PROPOSAL

p. 33

Prelude p. 86

Urban typology p. 34

Vision p. 88

Nature and urban recreational space

p. 36

The concept p. 90

Industry and large-scale commercial areas

p. 38

Masterplan p. 92

Main road system p. 39

Detail plans p. 96

City centre and residential areas

Soft traffic infrastructure

p. 40

Bicycle lanes p. 41

Materials and vegetation

p. 85

p. 125

Phases p. 128

On-going processes p. 43 Summary p. 46

PROJECT DISCUSSION

p. 130

PROCESS REFLECTION

p. 131

REFERENCES p. 133

I ntr o d u cti o n

INTRODUCTION

Tønsberg is a middle sized city in southern Norway, located in the inner Oslo fjord. The city is awaiting a large population growth at the same time as central industries are moving abroad. This creates a potential of an attractive accessible canal landscape using urban space as the driver in strengthening the city centre.

by TNS gallup in 2014 showed that in the 13 biggest cities in Norway, the majority of the population would like the municipalities to focus on livability and attractive city centres (Bypakke Tønsberg regionen, 2016). Another aspect in Tønsberg development is the car dependency. The city centre is small, and very few people live here. The majority lives in the

The sprawl of single family house residential areas have taken up the majority of the hinterland, which is not agriculture-, nature- or recreational areas protected by law. This means the development has to take place in existing city structure (Tønsberg Kommune 1995). This creates the potential of an urban development through transformation and densification of Tønsberg’s central areas.

residential areas around the city, driving into the centre for work and shopping. The last 30 years of development has established large shopping and offices at the periphery of the centre, decreasing the number of every-day users of the city centre. Today, there is a political and public wish for a more environmental friendly means of transport, where electrical bicycles and cars are more and more frequent in the townscape.

In Norwegian tradition, the recreational outdoor life is strong. People enjoy skiing, bicycling, With this background, the potential for walking and just being in nature. The weekends developing the canalscape both as a new public are spent in the cabin, in a boat or a stroll in the space and a development of the city centre sets nearby countryside. The use of urban recreation is the premise for the development of Tønsberg. It less utilized. Urban life is something experienced provides attractive public space to an increased on weekend trips to Oslo, Copenhagen and other number of people living and working in the city big European cities. However, there has been an centre. increased interest in urban qualities in the cities in Norway the last few years. A survey conducted

TĂ¸nsberg city centre and the canal.

The cityscape is a mnemonic device for memory (Herrington, 2009). The industrial areas that are closing can be seen as more than mere potential development sites, but as potential new cultural heritage, giving the places meaning (Braae, 2015). The sites suggested opened and developed into public realms in this thesis adds to TĂ¸nsbergs ability to convey its industrial history, a new layer in the cityâ&#x20AC;&#x2122;s history as trade centre and historical town.

M oti v ati o n a n d s c o p i n g

The idea of this thesis originates in a wish for The central part of the city is small, consisting of a more bicycle friendly city. In the preliminary a dense historical town with culture, restaurants work preparing for the thesis I investigated and shops. As a doughnut surrounding the city the present conditions of the bicycle network, core, large-scale shopping and office complexes concluding that the network was great in the are established along the main infrastructure countryside, and terrible in the city centre. arteries. In the combination with the majority Therefore the start of the thesis work focused on of inhabitants living in single-family houses in improving and implementing bicycle lanes of the residential areas outside the city and abundant city centre. parking possibilities throughout the city, the car ends up being the most convenient means of In the process of understanding the bicycleability transport in a hectic everyday life. The utilisation of a city, I asked myself why the bicycleability of of the populated areas leaves a density at 1923 TĂ¸nsberg is so poor. It does have great potential, persons/sq-km. As a result, there is not enough located in a region where 70% lies below 150 people to support an active urban city for the m above sea level and in Norwegian context has reach of the city. Such a structure does not mild winters. In addition, the main residential encourage people to take the bicycle. If there areas lie within 7 km from the city centre, with is not something to bicycle to, bicycle lanes are a total ascent of maximum 60 m. Out of 80 irrelevant. The bicycleability is not down to one 000 inhabitants in the TĂ¸nsberg region, 25 000 dimension, the transport infrastructure itself, it is can bike to the main square in 15 minutes, and a much broader, complex issue. 40 000 can reach the square in 20-25 minutes (Bypakka TĂ¸nsbergregionen, 2016). Based on these factors, the project focus became to look at a way to strengthen the city centre, The first hypothesis of why the bicycleability is by making the city a more attractive place for so bad was that there is so few and poor bike- everyday life. Places that people spend time lanes, leaving no space for the bicyclist in the outdoors in the public space because they are streetscape. This is a part of the story, however, inviting and interesting to be in. the main reason I found was the structure of the city.

Collage used to investigate and narrow down the problem.

Problem

How can the development of recreational public space act as a driver for an attractive lively city?

The city centre does not have enough public space or inhabitants to make it an attractive city. There is a discord between the reality of the city and the envision of the city. Tønsberg’s sprawl and development of larger road network and car based shopping can be described as an outward development. To increase its attractiveness, it needs to look back towards its city centre and strengthen it.

The problem is that the urban life people want does not have the premises in the city structure as it is today. •

There is not enough urban qualities to make the centre interesting for people.

• •

People drive to all destinations. People live in the outskirts and not enough use the city centre in the everyday life. There is a need for variation in the public spaces, not only cafés, shops and streets. There is a lack of recreational urban spaces. The canal acts as a barrier between the residential areas and the city centre.

• • •

Recent years outward development

Aim

The aim is to use the visions for the city, combined with the potentials found to create a strategic landscape masterplan of a strengthened city centre. By looking at the city as a whole and work with a strategic approach towards a more attractive city, opens the opportunity to utilize the opportunities within the canalscape for a coherent city centre. By focusing on access, public space, pedestrian and bicycle connections,

is one of the main landscape elements in the city, and can act as the carrying element for a coherent development of the city centre, crucial in reaching the visions for the city.

thus letting the urban space set the premises for the development.

inhabit their city shall both secure urban spaces in future development and act as a catalyst for a strengthened city centre along the canal. This coherent urban landscape evolves towards a more attractive city for people.

The project aims for a masterplan design that creates a large urban space along the canal and opens up for new districts to develop. Establishing access and urban space for people to

Looking at the problems and opportunities in the existing urban fabric, the canalscape offers the best potential for such a structure. The canal

Design proposal: central development

A n attr a cti v e c it y

Attractivity has in recent years become an Within the term quality of place, Gehl (2010) important dimension in the Norwegian city- refers to four concepts that have to be present and town development. The use of urban space for a city to be attractive: 1, a lively city that has during the 20th century shifted from being encourages people to walk, bicycle and stay in dominated by necessity, such as work related the public space. 2, a safe city where there is a activities to a domination of optional activities coherence in the city structure, short walkable (Gehl, Gemzøe, Kirknæs, Søndergaard, 2006). distances and mixed functions. 3, a sustainable This shift is a consequence of the movement city where means of transport has low emissions of functions such as trade, news and transport and 4: a healthy city where activity is a part of indoor (Gehl et al., 2006). The optional activities everyday movement patterns. are passive, such as sitting on a bench, stairs or café to observe others or enjoy the weather, and By using these concepts as tools to develop the recreational activities like running, skateboarding, city, an attractive urban environment can occur ball games etc. (Gehl et al., 2006). The optional which can strengthen the image of the city, and activities demand a high quality of the urban make it more competitive. Hence, the city is space to take place, they need to be attractive and attracting people to settle and establish new inviting so people want to spend time in them. jobs, reinforcing and contributing to attractive public spaces, which again makes the city as a A report on planning for attractive urban whole more attractive for its residents and as a environment (Ruud, Swensen, Larsen, Fyhri, destination. Karvel, 2012) defines an attractive urban environment as a combination of quality of place, a city’s ability to compete and the image of the city.

Photo from Aalborg harbour. People deciding to stop and stay indicates an attractive urban space

M e th o d

Registration, analysis and investigation

Design by references Design by models Design by drawing Design as we speak Repeat

In the design process from idea to plan, I have worked with hand drawn sketches, collages, model making and digital drawing. In the initial stage, a reference collage was used to identify sites and imagine possibilities. The references was translated into a model, creating a discussion reflecting the decisions being made. The model was transferred to a digital drawing, where new issues came up. This process was done over and over again, to mould the idea. Parallel to this

process, inputs came from my supervisor and my fellow thesis students, and research, analysis and investigation of the city was conducted. As I have worked alone, dialogue created between model and drawing has been important for me.

U n d e r sta n d i n g th e s ite

The process of analysis, decision-making and site definitions can be illustrated by Burn’s and Kahn’s theory of site (2005).

In this framework, the analysis is divided into the area of effect; in this project understood as the city of Tønsberg, the area of influence as the canalscape and the area of control being the three sites Danholmen, Ollebukta and Stensarmen.

“Conceived over time, the site has three distinct

areas. The first, most obvious one, is the area of control,

The analysis of the city informed the decision of focus area, being the canal. The analysis of the canal defined the sites. The sites as the area

easy to trace in the property lines designating legal metes and bounds. The second, encompassing forces that act upon a plot without being confined to it, can be called the

of control hence have an influence and effect beyond the site border stipulated in this project.

area of influence. Third is the area of effect- the domains impacted following design action.”

Area of control

Area of influence

Area of effect

R e g i str ati o n

Ă&#x2DC;rsnes brygge Residential (2010-2016)

Kaldnes brygge Residential (2005)

Danholmen: Agility group offshore industry

Stensarmen: Norbetong Concrete industry

Church

City centre

Slottsfjellet Ruins from 1100 AC

Wetland reserve

Picture taken from Husvik towards TĂ¸nsberg canal

Hamar

Lillestrøm Oslo

1 t 21 min

Asker Drammen 53 min

Kongberg

Moss

Horten

1 t 18 min

25 min

Tønsberg

Porsgerunn Skien 1 t 3 min

Nøtterøy

Frederikstad

Sandefjord 25 min

Halden

Tjøme

Larvik

Strømstad

SWEDEN

Tønsberg in a regional context Tønsberg is a part of the Oslofjord region, the fastest growing region in Norway. Oslo is the fastest growing capital in Europe (Juven, Mikalsen, 2015). For the last decade, policy makers have focused on flerkjernet utvikling (multiple core development), to both strengthen the largest cities/city-clusters in the region, as well as relieve some of the pressure on Oslo (Osloregionens styre, 2016). Tønsberg is one of the cores in this strategy. Several people commute to Oslo for work, while they enjoy living in a single-family

house for the same price as an apartment in Oslo. The development of an InterCity train gives both opportunities for a larger labour market and more competitive cities in the region, however, to avoid an increase in commuters and long commutes to Oslo, it is important that the cities in the region are attractive for creation of new jobs and settlement (Osloregionens styre, 2016).

Inhabitants

City

958 378

Oslo

250 420

Bergen

210 874

Stavanger/Sandnes

175 068

Trondheim

113 534

Drammen

108 636

Fredrikstad/Sarpsborg

91 737

Porsgrunn/Skien

60 583

Kristiansand

50 917

Ålesund

50 806

TØNSBERG

45 586

Moss

43 909

Haugesund

42 690

Arendal

42 650

Sandefjord

39 750

Bodø

33 883

Tromsø

23 715

Larvik

21 403

Nøtterøy

20 164

Horten

4 927

Tjøme

(SSB,2016 a)

Population projection: 2016 National growth:

Norway

Tønsberg

2040 Middle

Low

High

5 213 985

6 331 000

5 827 000

7 008 000

(SSB,2016 b)

42 276

54 100

49 800

59 800

(SSB,2016 c)

Tønsberg

Oslo fjord

Equidistance: 20 m 1:200 000

The regional terrain The landscape is characterized by a hilly terrain inland, gently sloping pastures and farmland and a coast landscape with scattered islands. Tønsberg’s location is defined by the landscape’s premises. The city lies protected in a side fjord of

the Oslofjord, where the shore enabled building a harbour. The site is protected from wind and stormy ocean by the islands surrounding it, and access to a fertile farm and forest hinterland.

Forest

Farmland

TĂ¸nsberg

Oslo fjord

1:200 000

The regional landscape The utilization of the landscape is a reflection of the terrain. Forest is situated in areas with hills and sloping terrain, while farmland is in the valleys and lowlands. TĂ¸nsberg is located by the

west coast in the Oslo fjord, with warm summers and mild winters.

Slottsfjell

Church

West bank

Torget

East bank

Tønsberg and the canal, ca 1947

The city by the canal Tønsberg developed historically on the eastern in between. As the terrain rises, the building bank of the canal, in between the two hills, mass decreases, and the recreational area Teie Slottsfjell and Haugar (Butenschøn, 2012). Forest creates a green curtain in the back. Due Archaeological findings of urban structures dates to the industry, large parts of the canal front are back to 900 AC (Gulliksen, 2016). With the first inaccessible. canal bridge opened in 1735 (Kulturminnesok, 2016), the establishment of Reperbanen in 1795 The historical city centre and the iconic (Fadum, 2000) and Kaldnes mekaniske verksted Slottsfjellet, a geological formation peaking out of in 1899 (Lardex, 2007), the west bank was put the surrounding flat terrain, is located on the east into play and became the industrial counterpart bank. The small-scale wooden buildings ranging to the city (Butenschøn, 2012). from 1 to 3 floors with a few newer buildings in between define the small dense city core. The west bank is still characterized by the large-scale industry, with new developed areas

The east bank canal front and the iconic TĂ¸nsberg brygge connecting to the main square

The west bank is characterized by new development at the old ship wharf, parking and industry.

H i sto r i c a l d e v e l o p m e nt

1868: Map of Tønsberg. The main strip, ‘Brygga’, Slottsfjell, Nedre langgate, Storgata and the main square are clear. Ollebukta and Stensarmen is yet to be reclaimed land.

1883: A new railway is built through Slottsfjell to the harbour. Red buildings indicate brick buildings, yellow buildings made of wood.

1904: A new railway is built on the eastern side of the city, with Stensarmen as its destination.

1904: Kaldnes is included in the maps of TĂ¸nsberg and Ollebukta is filled in.

A n a lys i s o f th e c it y

TĂ¸nsberg and surrounding terrain

The city of TĂ¸nsberg and surrounding countryside, 1930.

Eik

Skallevold

Sem Tolvsrød

Solvang

Ringshaug

Hogsnes Presterød

centre Vear

Vallø

Teie Vestskogen

Husvik

Jarlsø

Husøy Føynland

1:60 000 5

City centre and Residential areas Tønsberg is the centre for approximately 80 000 As illustrated by the map from 1930, the city used people, with a density of 1923 persons/sq-km. to be a dense town, with farms in the countryside. The residential areas expand in a radius of 5 km, Due to the past 50 years of urban sprawl, the and are characterized by single-family houses and city has expanded and is now covering all land some town houses. that is possible to build on, without touching agriculture-, nature- or recreational areas protected by law, resulting in car-dependency.

u r b a n t yp o l o gy

Commercial centre

Torget

Nedre Langgate

Kaldnes brygge

Apartments Nedre slottsgate

High rise Dronning Ă&#x2026;sas vei

Strandheimveien

Row houses Sundveien

Dense residential

Apartments Prestegaten

Single-family houses

BĂ¸dtkers gate

Semi-detached

GyldenlĂ¸vsgate

Emil Olsens vei

Enggaten

Fagerheimgaten

Ramberg terrasse

Town houses

Grevinneveien

Industrial

Slagenveien

Stensarmen

Rambergveien

Frodåsen

Ilene wetland reserve

Slottsfjell

Byfjorden

Gjestehavna

Presterødkilen wetland reserve Gunnarsbøparken

Teie hovedgård Teie forest

Nature and Urban recreational space The map above shows the green spaces in the city, public buildings as library, church, indoor swimming hall, shopping district and restaurants.

formation just north of the city centre. There is little access along the canal, however, the city centre and the parts of the canal that is accessible are well connected.

The main green spaces are the forests north and south of the city centre, and the Slottsfjell

Map of existing trees, parks, churchyards, playgrounds and sports fields 37

FV 308

FV 406

FV 300

Commercial

FV 311

City centre

Industrial

Commercial

Industrial

Commercial + industrial

Industrial

1:25 000

FV 308

Industry and large-scale commercial areas The large scale shopping centres and industries are located along the canal and in close relation to the main roads to the city centre, creating a ring of car based shopping and industry around the city centre.

Frodåsen

Korten

Kilen

City centre

1:25 000

Main road system The road system is the most important the mainland, and the main bridge, Kanalbroa, infrastructure for mobility in Tønsberg. The city carries about 30 000 cars a day (Ramslien, 2013). does not have trams, tube or light rail; hence The traffic jam issues have in recent years been all public and private motorised transport is handled by increasing the road capacity. Large conducted on the roads. 68 % of all daily travels road projects at Korten, a tunnel through are conducted by car (Ellis,Haugsbø, Johansson, Frodåsen and intersections at Kilen have been 2015). There are two bridges between Nøtterøy built. However, the result is an increase in car and Tønsberg. One for all traffic and one traffic and still traffic jam. pedestrian bridge. These two bridges are the only connections from the island Nøtterøy and 39

Train station Bus terminal

1:25 000

Soft traffic infrastructure There are well developed sidewalks throughout the city, and 18 % of all daily travels are on foot (Ellis,HaugsbĂ¸, Johansson, 2015). The train station is located centrally and trains leave every 30 minutes north towards Oslo and south to Sandefjord and Larvik. Local public transport

is a bus network, connecting the centre and residential areas. 6 % of all daily travels are by bus (Ellis,HaugsbĂ¸, Johansson, 2015). An important point to note is the lack of bus stops in the city centre and along the canal.

bicycle lane

City centre

1:25 000

Bicycle lanes The gentle terrain and mild winters (in Norwegian terms), offers great conditions for bicyclists. 6 % of the transportation in TĂ¸nsberg is by bike (Ellis,HaugsbĂ¸, Johansson, 2015), and the trend

is increasing. In addition, the use of electrical bikes is growing. The bicycle lanes are poorly developed, and navigability for this transport group needs attention.

On-going processes

The central part of Tønsberg is undergoing several development projects, including, but not limited to: •

Gatebruksplanen: A part of “Bypakke Tønsberg”, looking at the potentials and opportunities for the central streets in the city. The aim is to evolve into an environment friendly city by reducing traffic and open up

•

Findus: The area of Findus foods is open for urban development

•

Jernbanetomta: Jernbaneverket is planning to move the station out of the city or below ground, leaving space for urban development. Timeframe is uncertain.

•

Stensarmen: Norbetong is moving out of the

for pedestrians, bicyclists and urban life. •

area, leaving the potential for development.

New mainland connection: A new connection will decrease the traffic through the city centre. The location for the new connection is not determined.

•

Main axis for bus and bicycles: A coherent system for bicycles and public transport.

•

Danholmen: Landowner opens up for urban development at the industrial area where Agility Group today produce components for the oil industry

•

Two studies has been carried out: potentials in Nedre Langgate and the canal by Dyrvik arkitekter and PlanUrban.

The expected population growth, lack of areas for housing development, industry moving out and a wish for a sustainable urban development has opened up for a bold vision for the city centre, and opens up to rework the city centre instead of expanding the city.

JernbaneomrĂĽdet

Gatebruksplan

Danholmen

Stensarmen

Findustomta 1:25 000

The landscape has set the premise for TĂ¸nsbergâ&#x20AC;&#x2122;s establishment, development and potential throughout history. The inherent qualities of the long and protected coastline cutting through the cityscape give unique potentials for a modern attractive city.

Areal view of PresterĂ¸dkilen wetland reserve (Gulesider.no)

Summary

The analysis of the city depicts a middle-sized city with seemingly endless single family house areas and car-based shopping areas. In the light of the desired development of the city towards an attractive city, it has become clear that the city centre needs to be strengthened and expanded, with housing and public spaces.

Looking at inherent landscape qualities and possible sites, the canal is an overtly potential for the development.

49 Photo of the Brygga, where the city centre meets the canal

Th e c a n a l

Tourist marina

Parking

‘Brygga’ Main strip

Nedre langgate Street Ollebukta Marina area

Danholmen Industrial area

Stensarmen Industrial area

Temporary stdios

Commersial area

Kaldnes brygge harbour development area from early 2000 Parking

Museum Scanrope industries

High school Ørsnes harbour development 1:12 500

Districts along the canal The banks along the canal can be divided into districts. The main use of the area is industry, marina and residential area.

pedestrians on both sides of the canal. The industry on Danholmen and Stensarmen is on the threshold of moving, creating opportunities close to the city centre.

The area with most life is ‘Brygga’, in close proximity to the Main Square and shopping centre. Kaldnes brygge has been put into play after the pedestrian bridge connected the two districts in 2005, resulting in an increase of

a: Tourist marina b: Parking c: ‘Brygga’ main strip d: Nedre langgate e: Ollebukta marina f: Industrial area g: Commercial area h: industrial area i: Temporary studios j: Kaldnes brygge k: Parking l: Scanrope industries

m: High school n: Kystkultur museum o: Ørsnes harbour development

Old town

residential blocks

City centre

residential blocks Park

Large scale shopping

1:12 500 Industry

Single family houses

Office area

Music school and park

Districts neighbouring the canal The areas neighbouring the canal is mainly residential areas in different characteristics. The access to the canal from these areas is limited by the use of the canal front.

Industry

a: Old town Nordbyen b: Residential area c: City centre, main square d: Residential blocks e: GunnarsbĂ¸ park f: Large scale shopping g: Industry h: Single family houses i: Offices j: Culture house Teie hovedgĂĽrd k: Industry, Findus

Visual connection to tower

Visual connection to church

transition point

fence

defined boundary

fence

soft border Visual connection

1:12 500

Boundaries, transitions and connections Important to notice is how the boundaries in the centre are soft and allows for transition, while the industrial areas have strong boundaries and few access points. The canal acts as a strong defining boundary. Two important views are the ones from Danholmen to the tower at Slottsfjell and the church spire.

a: View to the church along industrial buildings at Danholemen b: View to Slottsfjell from Danholmen c: Nedre Langgate as transition from centre to ‘Brygga’ d: Nedre Langgate as barrier e: Fences creates barriers to the canal at

Stensarmen f: The canal bridge is the main connection between Tønsberg and Nøtterøy g: Kaldnesveien as boundary h: Danholmen is fenced off

Kindergarden

Museum

Kindergarden

Train st.

Slottsfjell tower

Sports club

Retirement homes Hospital

Kindergarden

Chappel

High school

Bus terminal Shopping mall Church

Tourist marina

Kindergarden Kindergarden

Tourist information

CafĂŠâ&#x20AC;&#x2122;s

Art museum

Congregation

a rs

Cinema

res

Nursing home

an tur ts

Library

Church

Kindergarden

Primary school

Hotel and conference centre Concert hall

Swimming hall

Boat club

Museum

High school

Music school Techincal school Sports club

1:12 500

Public destinations The majority of public destinations are located east of the canal, clustering in proximity to the historical centre.

a: The tower at Slottsfjell b: ‘Brygga’ restaurant and bar district c: Farmandstredet shopping centre d: Library e: Indoor pool f: Church g: Klubben hotel h: Oseberg hotel and conference centre i: Støperiet concert hall

Quay Crane removed

Crane Verkstedhallen

ramp

Quay Brygga

removed

Rope industrial elements Quay removed Canal bridge

Silo

removed

Bird watchtower

conveyor quay

Crane

1:12 500

Characteristic buildings and elements + torn down buildings Some elements and buildings are more important than others along the canal, either because of their historical function, architecture or present use. The quays, cranes and boat ramp along the canal are structures in the landscape that can convey

a historical use of the place. The promenade along in conjunction with the collection of bars, restaurants and city centre is the main image of the city today.

a: The Verkstedhall is a characteristic building in the cityscape b: one of few last cranes on the quay at Danholmen c: Danholmen quay d: Silo, Stensarmen e: Conveyor, Stensarmen f: Crane and quay at Stensarmen g: Silo, Stensarmen h: boats in Ollebukta

marina i: Bird watchtower, Stensarmen

Ilene wetland reserve

Guest marina

‘Brygga’

Kaldnes brygge Ollebukta marina

Presterødkilen wetland reserve

Bird watchtower

Ørsnes brygge

1:12 500

Existing promenades and Inaccessible areas The canal front has existing promenades along the ‘Brygga’, the guest marina, Ollebukta marina and the newly established Kaldnes brygge. Paths are connecting to Ilene wetland reserve northwest of the guest marina. Ørsnes brygge is under development, and has a more private canal front. Parts of Kaldnes brygge share the private character.

Danholmen, Scanrope and Stensarmen is entirely inaccessible areas along the canal. The canal in itself is a barrier, as the length of 2,5 km only has two crossings.

a: Promenade by guest marina b: Promenade at ‘Brygga’ c: Pedestrian bridge from 2005. d: Promenade along Ollebukta marina. e: Private dock at Ørsnes brygge f: Public promenade south of Ørsnes brygge g: Promenade, Kandnes

brygge h: promenade at Kaldnes brygge i: Lack of interaction with buildings and water at Kaldnes brygge

Summary

The analysis of the canal reveals great variation along the canal as there are several districts with different characters and functions. The city centre is already well connected to the canal and has a few public destinations on both sides with the majority clustered around the city centre. The accessibility is poor at the canal front as large areas are occupied by industry, Nedre Langgate acts as a barrier between the city and the canal

as well as the residential areas at NĂ¸tterĂ¸y, and hence can work as a linking element between them, decreasing distances for bicyclists and pedestrians. The timing is right, as the majority of the industries are on closing or moving out. The sites hold several characteristic buildings and elements that can covey the cityâ&#x20AC;&#x2122;s industrial history as mnemonic elements in a new cityscape.

southeast of the city centre and the lack of bridges across the canal disjoint the city centre from its adjoining residential areas.

In total the analysis of the canal encourages a further development of the canal.

Industrial sites along the canal offers great potential for the city centre development, as they are in close proximity to the city centre

The three marked sites have the potential to expand and connect the city centre and the adjoining residential areas.

Th e s ite s

S ite c o m pa r i s o n

The sites covers a total of approximately 364 000 sqm, a huge area compared to the city centre of approximately 195 000 sqm.

The current city centre is interetingly comparable to two of the sites; Stensarmen and Danholmen. This can give locals an idea of how much more the city centre can be.

Comparing the sites size to other known areas gives an impression of how much they can contain. It does not mean that they should be exploited in the same manner as the compared sites.

TĂ¸nsberg city centre: 195 000 sqm

Danholmen: 165 000 sqm

Aker brygge, Oslo: 127 000 sqm

Ollebukta: 34 000 sqm

Aalborg havnefront: 35 000 sqm

Stensarmen: 165 000 sqm

Sluseholmen + Poppelholmen, Copenhagen: 126 458 sqm

Danholmen

Danholmen is located in the northwest part of the canal and has been an important part of the cityâ&#x20AC;&#x2122;s industrial history and skyline. The industrial site is the remaining part of Kaldnes Mekaniske verksted, established in 1899, that closed in the 1980â&#x20AC;&#x2122;s and from then until today has produced components for the oil rigs. Currently, the landowner wish to open the area for urban development.

characterize the area. There is poor vegetation on site, consisting of some wild grown vegetation and a lawn in the southern part of the site, by the temporary studios, and some wild growing shrubs along the waterfront. The ground cover is gravel. The site is fenced off with the only entrance through a gate at Stalsbergveien. Iron structures within the site fills up the in between spaces and creates an internal infrastructure.

Kald n

Stalsbergveien

Large workshop buildings with no immediate overall structure, a ramp, a quay and cranes

esg

aten

temporary studios Verkstedhall

Photo of existing industrial skyline at Danholmen

a: Danholmen seen from Kaldnes b: Abandoned buildings c: Large open spaces d: Old train tracks at the quay e: Closed industry f: Quay with crane g: Self grown vegetation h: Main building i: View from dock towards building structure

6 578 351 N 236 842 Ø

Koordinatsystem: ETRS89/UTM sone 33N

200 m

Utskriftsdato: 16.07.2016

(format: A4 liggende) 1:5 000 Aerial photo from some time between 1959 and 1979. Kaldnes ship yard is in the right side of the photo. Verkstedhallen is yet to be built and the western part of the area is yet to be filled in. There is a stream running north with its estuary at Danholmen.

6 579 276 N

A large ship yard was located at Kaldnes and Danholmen in the end of 1800. Photo is from 238 227 Ø around 1947. The majority of Danholmen is still farmland.

O l l e b u kta

Ollebukta is the city centre’s main marina for private small boats. It is located just south of the city centre, connected by a path from Oseberg hotel and conference centre. In the past, the marina and the area behind have been a logistic site. The marina got a makeover in 1999, as a part of a bicycle network program for Nøtterøy and Tønsberg (Miljøverndepartementet, 1999) and a promenade and bicycle path was added. The areas

In the southern part of the marnia there are two buildings for the boat club, a crane and a gas dock. In the northern part is the city’s fire station, a second hand shop, a bed shop and a gas station. Between these two areas is a strip that is used for parking and a road taking you down to the clubhouses. During winter, the space is used to store the boats on land.

behind are mainly used for parking and largescale shopping.

There is a row of Alnus glutinosa along the promenade and Acer platanoides along Nedre Langgate. The green space between the clubhouse and FV 308 has large old Aesculus hippocastanum and some Acer platanoides.

The promenade is connected to the main strip ‘Brygga’ by Oseberg hotel and conference centre in the north, and to the canal bridge in the south. Access by car is through Nedre Langgate. Nedre Langgate acts as a barrier between the marina and the park and residential area behind.

Oseberg

re la

ngg

ate

FV 3

Ned

Photo of existing situation in Ollebukta

a, b, c: d: e: f: g: h:

Ollebukta from Oseberg culture house to the channel bridge Existing harbour walk and fire station Boats stored on land Ollebukta smĂĽbĂĽthavn Nedre langgate by the fire station Parked cars

Ollebukta was used as a logistic site. Storgaten is a clear line from Stoltenbergs gate in the east to the church in west. Nedre Langgate is yet to be developed. Photo from around 1947. 239 333 Ø

6 577 823 N

6 578 748 N

Aerial photo from some time between 1959 and 1979. The Tønsberg båtforening clubhouses and the marina is established by the canal bridge. 237 948 Ø

Koordinatsystem: ETRS89/UTM sone 33N

200 m 1:5 000

(format: A4 liggende)

Utskriftsdato: 16.07.2016

Ste n s a r m e n

Stensarmen is located at the southeastern tip of the canal. After 1945, the port authority constructed the area. The area is defined by the canal in the west, the FV 308 in the north, the Ringroad in the east, and PresterĂ¸dkilen wetland reserve in the south. The waterfront is fenced off as an industrial site for Norbetong producing concrete and the port authority.

ailing trees along the Ringroad and Stensarmen road. Throughout the area, parking is dominant in the streetscape.

The rest of the area is characterised by low but large building mass with plummers, offices, a parking house, car dealerships and large scale shopping. The vegetation is poor with some

also a wish of transforming the remaining area, however, the complex ownership situation makes the process complicated.

Other characteristic elements are the quay, the crane, the concrete conveyor and the silo.

FV 3 0

Currently, Norbetong is on the threshold of moving, opening up the waterfront. There is

Ringroad

Port authority Kaigaten

Stens

arme

n PresterĂ¸dkilen wetland reserve

Norbetong

79 Photo of existing situation along the quay at Stensarmen

a, b, c: d: e: f: g, h, i:

Norbetong seen from W Harbour front senn from channel bridge Waterfront and nature reserve in SE Border of buildt zone and nature reserve Present use of site.

Stensarmen, Tønsberg canal, Ørsnes and the bridge seen from west. Stensarmen is yet to be constructed. Photo taken 1955. 239 849 Ø

6 577 474 N

6 578 399 N

238 464 Ø

Aerial photo from some time between 1959 and 1979. The concrete and gravel industry is 200 m established, as well as the Port authority biulding 0

Koordinatsystem: ETRS89/UTM sone 33N

1:5 000

(format: A4 liggende)

Utskriftsdato: 16.07.2016

83 Photo taken from quay at Danholmen, looking towards the crane and industrial building

Vision and proposal

Prelude

The following pages depict through text, plans, visualisations, sections and diagrams the proposal for a strategical development of TĂ¸nsberg city central areas. A fundamental premise for the plan is the way urban space is utilized as a driver for the development, conveying the industrial history by putting characteristic buildings and elements along the canal into play and create a connected coherency for pedestrians and bicyclists. Through transformation and densification, the fundament is set for an attractive city centre for people.

Photo of working models

V i s i o n s f o r th e c it y

To be a 24 hr city for work and leisure

Connect residential areas and city

Increase residents in city centre

Stimulate green mobility

The three sites have great potential to strengthen the city centre by creating new districts that increase number of inhabitants in the city centre, connects the existing residential areas and the

city, encouraging green mobility and offer both urban and recreative spaces for the city to live 24/7.

Str ate gy f o r th e c a n a l

Open up the canal landscape

Link existing promenades to a coherent canal promenade

Act as catalyst for development

Re-use existing structures as identity-makers

Combined, the three sites and the existing promenades opens up the canal landscape and create a coherent canal promenade. Each new district is focused around characteristic elements and buildings, which both gives the district

identity and tells the industrial story of the pace. As the new public space is established, it works as a catalyst in the development of the district and the canalscape.

Th e c o n c e p t

urban development

street

bike path

promenade

The main concept is to let pedestrians and bicyclists access the waterfront. Along the canal, a promenade connects in various ways to the water, and to different sites. Parallel to it, a bicycle path makes an efficient and beautiful connection to the points of interest. The destinations are centrered around the characteristic elements of each site, in order to stage the industrial elements to convey their history.

Sitting

Bridges

canal

The recreational urban space along the canal is defined by the promenade by the canal front and the row of trees creating its backbone. Behind the rows of trees, the districts are allowed to develop. New bridges are essential to put the new districts to play, to connect existing residential areas as well as to encourage bicyclists and pedestrians to use both sides of the canal, creating multiple routes with in total four crossovers.

Characteristic elements

Pathway

Structure

Quay

Quay with dock

Stairs into the water

Stairs and dock

Soft water edge

Pontoon beyond edge

Edge element catalogue for the design principles of the waterfront. The focus is on access to the

water in various ways, different spatial qualities and edges and benches for sitting.

A’

Master plan 1:6000

Slottsfjell

t en

high school

M øll eg a

te n

Told

lbo

dga

church

guest marina

DANHOLMEN

Detail plan 1

B’

new bridge

square

ponton sauna

kiosk

path

sunset spot on ex quay

ex crane

ponton ex quay

kayak hotel

new residential area

cinema

square

Verkstedhallen

lan

ex crane

p-entrance

bik

event house

allotmen

‘Brygga’

promenade

ath

Opened stream

Kaldnes brygge

t garden

ex houses

ex bridge

Ka ld

nes

new

buil

din

Oseberg hotel and conference centre

gat

Støperiet

erg

allé

b ex

Ramdalveie n

ike path

ien

lve So Scanrope industries

Teie forest

train station

churchyard

Farmandstredet shopping centre

Haugar art museum

ate

erg

lte

Sto

Library

Træleborg primary school

Detail plan 2

Gunnarsbø park

fire station

Ned

re la

play

ngg

/bo

OLLEBUKTA

at s

ate

indoor swimming pool

allé

tora

ex marina

clubhouse

e path ex bik

Kaigaten Sten

Måkeveien

Detail plan 3

gas dock

sarm

coast culture house ex bridge ex b ik

bike path

Skate area Iverksetteriet

e pa

pro

Allotment gardens

nad

Stensarmen park kayak dock

culture house

harbour bath

Ørsnes brygge

Ka n

Findus industries

ponton

STENSARMEN

alv

Nøtterøveien

high school

Presterødkilen wetland reserve

Ringveien

ex bird watchtower

+2 -7 - 14

New residential area

Verkstedhall

ex crane

Section A-Aâ&#x20AC;&#x2122; 1:2500 showing the scale of the canalscape from Slottsfjell to the existing industrial buildings at Danholmen

Canal

+ 64

Guest marina

Gamlebyen

Slottsfjellstunnel

Slottsfjell

Slottsfjell tower

Danholmen

At Danholmen, a new central district starts to develop. This site has the potential to set the stage for a large public space, staging the former industrial buildings and framed by the existing quay. The quays at the canal front are taking part as new promenades, linked to the existing promenades at Kaldnes brygge and into a new urban forest at Danholmen headland.

The new urban space is put to play by a new bicycle and pedestrian bridge connecting Danholmen and the northwestern part of NĂ¸tterĂ¸y to the city centre. Behind, a new infrastructure of trees establishes a structure for the new district to form. The stream is reopened and runs along the main entry to the area from Ramdalsveien.

The two main buildings on the site are suggested to be reused as public buildings, for example as a climbing facility, a school or an event building. By giving the former industrial buildings a public funtion, the district is given identity and tellts the sites industrial story. The area in front of the buildings creates a large open space, a new venue towards the canal-front.

New cores for urban space

Promenade and backbone

Reused buildings and elements

New block structure

to city centre to water

Re -o

tre

to water

to Kaldnes

Connections

to main road

Detail plan 1 1:1000

Sauna

ex quay

ex crane

cra

view point +1

+0.2

stairs

+0.95.

path ram p

bridge +2. +2..45

Kayak hotel gravel

+2.

Verkstedhallen climbing +0.5

asphalt

gra

str ea m

vel

pat

new vegetation

bike

sitting edge

path

Câ&#x20AC;&#x2122;

new residential block ex trees

new

road

new bike connection

+10

ex houses

rail

New bridge to centre

light bench

cra

rail

sitt

ing

edg

+.45

ex industrial structure

grass

ing

edg

corten slabs

sitt

main entrance +0.45

+3.45

cafĂŠ area

stairs

sitt i edg ng e

wood deck

bik

School/Event house

ath

+1.6

light

bench

+3 Dâ&#x20AC;&#x2122;

food truck

+3.45

99 bik

ath

and

fire

lan

ex building

kayak hotel

rinse station

dock

Section C-Câ&#x20AC;&#x2122;, 1:500

100

opened stream

ex buildin

ng re-used for example climbing and crossfit

bike p

bike path

stred

Section of the new kayak hotel with a dock in the opened stream providing a calm environment to enter and exit the kayak. Between the two existing industrial buildings, Verkstedhallen and the event building, a bicycle and pedestrian path connects to the new bridge linking Danholmen to the city centre.

101

sitting edge

event house

102

Illustration showing the view from the new103 pedestrian and bicycle bridge looking towards the new Boreplassen at Danholmen

Courtyard path

infiltration basin

path

p-garage

sidewalk

Section B-Bâ&#x20AC;&#x2122;, 1:500

104

bike p car lane bike p entrance storage

p-garage

path

infiltratio

fishing spot

ex quay

stairs

promenade

allotment gardens

Section showing the stairs running into the water, inviting to sit and enjoy the sun, look at the water or at other people. The promenade runs along the top of the stairs and borders to the allotment gardens.

p-garage

sidewalk bike+car lane

ash and elder forest

Section of Danholmen new district. By organising the new buildings in blocks, residents are given a clear defined private space in the courtyard. Parking is suggested underground the building mass to avoid a streetscape dominated by cars.

105

Section D-Dâ&#x20AC;&#x2122;, 1:500

path

canal

106

Illustration showing atmosphere at Danholmen 107 headland, looking towards Ilene wetland reserve and HogsnesĂĽsen.

O l l e b u kta

Ollebukta is transformed into a new active urban space and works as a green link between the city centre and Stensarmen. The current parking lots between Nedre Langgate and the promenade by the marina are converted into an activity strip with bbq area, volleyball, petanques courts, swings and play areas. In the winter, the space is still usable for storing boats on land, as all interventions happens on the ground or as

the street as far north as possible, it opens up more space for activity in Ollebukta. Parking along the street protects the bike lane from traffic, as well as making Ollebukta accessible for those arriving by car. Less traffic and more trees gives the street a softer look, and instead of being a barrier, it connects the city and Ollebukta through four entrances, one for cars and four for soft traffic.

structures across site to ease the organization of boats.

As the traffic at the road running along the promenade to the clubhouse is low, it is converted into a shared space. This allows the activity strip and the existing promenade to merge to one large urban space.

Nedre Langgate is part of a larger transformation, as it is planned to be a one-way bus boulevard with bicycle lanes and sidewalks. By organizing

New cores for urban space

108

Promenade and backbone

Activity strip

To city centre

to Brygga To GunnarsbĂ¸ park

To Stensarmen

Connections

Existing marina and buildings

109

ate

Sve

Foy n

ate

Fire station

ex building E

ex p r

ena

de bike p

new sheltered bbq area

ex p r

ena

swings

pet

anq

marina office

sha

red

Ollebukta marina +0.7

Kanalen

110

Detail plan 2 1:1000

Gunnarsbøparken +4

car wash

petrol station

XXL sports

Grocery shop +1.5

sto

play new

grass

Ned allé

re la

ngg

ate

bike p

ath

P bike p a path th

ping-pong

bench +1

vol

ees

P swings

E’

clu

bench

ing

ex tr

ren

åtfo

spa

ber

Tøn s

crane

111 gas dock

fender swing

Sheltered BBQ area

benches

hedge

New public toilet

path

Section E-Eâ&#x20AC;&#x2122;, 1:500

112

gravel

Entrance area from Nedre Langgate

path

petanque

shrubs

fender play

ping-pong

benches

hedge

volleyball

Section of the activity strip in Ollebukta and the trees of Nedre Langgate behind.

113

lawn

114

Illustration of115 the activity strip, the shared space and the existing promenade in Ollebukta

Ste n s a r m e n

Stensarmen becomes the counterpart to Danholmen on the south-western bank of the canal. Promenades and bicycle paths are giving access to the waterfront, and a new bridge connects to Ă&#x2DC;rsnes brygge and residential areas in proximity.

At Betongplassen, the former concrete industry ground, the concrete conveyor is a remaining element, creating an arch for bicyclists and pedestrians to walk through. Here, a skate and scooter area is established and a food truck square offers street food.

Along the promenade, there is access to the water as a lowered wooden dock, a new harbour bath,

The transformed canal front is intended to act as a catalyst for transformation of the Stensarmen

a kayak dock, pontoons and an existing bird watchtower. The former industrial buildings are reused for an entrepreneur workshop, a cafĂŠ and sauna in conjunction to the new harbour bath. The machinery hangar is used as a kayak hotel, and a new dock allows easy access to and from the water.

area, as well as to secure public access and urban space along the canal front. The site follows the existing property boundaries, and suggests a structure where development happens incrementally as the properties opens for it.

New cores for urban space

116

Promenade and backbone

Reused buildings and elements

New block structure To the Ring road

To Ollebukta

To wetland reserve

To Ă&#x2DC;rsnes brygge

Connection

117

ex P-house

Sten

sarm

New residential block

TĂ¸nsberg port authority

bik

ath +1.8

ex silo

bik

+0.9

Lawn +2.4

bik

skate & scooter play

Iverksetteriet

+1.2

path

bik

bike

vey

ex office

con

sta

ex c

onc

rete

irs

ex qua y new doc k

food truck

Betongplassen

bench +1

sta F

irs

new brid

e alv

n Ka

Ă&#x2DC;rsnes brygge

118

Træleborgodden allé

F’

Måkeveien

ex building

new residential block

light bench

hedge

kayak hotel in ex machinery hangar

allotment gardens kayak cleaning station

gravel

bike p

café

hedge

Stensarmen park (open woodland)

+1.5

sauna

gravel p

ath

kayak dock +1.75

+0.2

+1.5

bench ex crane +1.5

sun lounge +0.5

new harbour bath

dge +1

diving tower

Kanalen

119

Ørsnes brygge

Detail plan 3 1:1000

Canal

new wooden dock

Section F-Fâ&#x20AC;&#x2122; 1:500 Showing the new use of the concrete conveyor

120

ex quay

new market place in ex building

ex conveyor

bicycle lane

ex silo and new residential blocks

skate and scooter play

ex building

Section of Betongplassen at Stensarmen. The square is connected to the promenade by the canal, reuses the concrete conveyor as a portal for bicyclists and pedestrian to move through and is framed by the rows of trees along Stensarmen street.

121

street

ex building

122

123bath at Stensarmen, looking towards Stensarmen park. Illustration of the new harbour

m ate r i a l s

The materials are chosen due to their durability, aesthetics, comfort, relation to industrial sites, and their ability to adapt to different design and keep an overall coherent expression. Concrete is used for stairs, squares and some main paths. Corten steel is used for details and slabs at Boreplassen, and yellow-coated ladders for safety and swimmers are inspired by industrial elements that are present today.

Wood is used as a contrast to the hard concrete, at benches, docks and pontoons. Trees provide structure and shade, as well as being beautiful to look at. They are also essential for a sustainable city by the helth benefits people receive through urban greening, trees importance for biodiversity and the ecosystem services they hold. Lawns and meadows invites for play and relaxation. Hedges create a visual element in the middle layer, and help define spatial sequences.

The sound of walking on gravel and the softer look gives a more relaxed expression. Gravel is used at the paths running through the forest area at Danholmen and Stensarmen.

124

125

a: concrete b: corten steel c: gravel d: yellow-coated ladders e: trees f grass: lawns with daisies/ meadow g: wood: deck, docks and benches h: hedges i: the water

v e g e tati o n

Salix alba ‘Sericea’

Acer platanoides KORSA ® E Spisslønn

Alnus glutinosa

Sorbus ‘Dodong’

Betula pubescens

Quercus petraea

The vegetation volume is planted after two strategies: the precise rows of trees and the free forest vegetation. The rows of trees are running parallel to the canal, emphasising the main streets and paths. The streets are cohesive entities of monocultures, however, each row is a different

Ulmus x VADA ® Resistent Alm

Prunus x yedoensis

species, fitted for the specific street, giving the whole a variety. At specific places as where the bridges land and at entrances, a grid of trees with seasonal qualities adds to the experience.

126

Salix x sepulcralis

Alnus glutinosa

Fraxinus exelsior

The forest plantations are floating through the sites, creating an overall green lush space. As large parts of the sites are former industrial areas with heavy machinery, and have high water levels and are exposed to sea salt, a vegetation mix adapted to these conditions are necessary. A vegetation type of Fraxinus excelsior and Alnus glutinosa with a mixture of Quercus robur, Tilia cordata, Acer platanoides and Betula pubescens is both custom to the growth conditions and are native to Norway. The understory is a marmoration

127

Sambucus nigra

of Corylus avellana, Sambucus nigra and Prunus cerasus, creating a local â&#x20AC;&#x153;100 m forestâ&#x20AC;? for the children to play. Along the opened stream and at the entering point of pontoons, Salix x sepulcralis are planted. All species are native to Norway or registered as low risk as invasive species at Artsdatabankens list of invasive species from 2012.

Phases

To secure the public spaces in the development and make it flexible to accommodate for uncertanties, the implementation is organised in phases. The most important structures should be established first. Access is crucial for the areas, as they have been inaccessible sites for a century, it is a dead end and a blind spot in the populations image of the city. By providing access, the area opens up for exploration of the sites, temporary

Phase 3 continues the urban areas development. The districts establish and become integrated parts of the larger urban city centre of TĂ¸nsberg. The sites should be constructed and established to follow the growth for the next 25 years and use the expected population growth as fuel for the development.

interventions and events. Phase 1 hence comprise the promenades and bridges, forest vegetation at Danholmen headland and Stensarmen park, re-opening of stream at Danholmen, as well as the landing-place for the bridges. This phase is estimated for a 2-8 year period.

phase 1 and starts to develop in phase 2, a phase n is occurring, where the development of the sites acts as a catalyst for further development of the canalscape. The development goes beyond the stipulated sites in this proposal, as it has an influence on the larger development in the city, focusing it on the area around the canal and hence influences the dynamics of the city. The result is more people in the city centre, inhabiting the urban space, creating a positive activity spiral, where the activity generates activity.

Phase 2 is about structuring the area. The rows of trees are established, smaller path-networks ads a more fine-masked infrastructure pattern. Boreplassen at Danholmen with lawns, stairs, pavement, hedges and trees opens the new venue at the canal front. The harbour bath at Stensarmen creates a destination for people to visit. The aim is to establish the public space and let the people inhabit them, and in that way secure them from being built down by residential blocks all the way to the waterfront, as has happened at Ă&#x2DC;rsnes and Kaldnes brygge. A new district in shape of block structure emerges in the structure of the trees at Danholmen. Phase 2 is estimated to cover a 5-10 year period.

Phase n: After the sites have been accessible in

The phases might take shorter or longer time, and they might overlap in some extent. There are many uncertainties for the development, as the date for the sites to become available is still unknown. However, the idea is that a strategy for the cityâ&#x20AC;&#x2122;s development and a concept for the sites shall be ready when the sites opens up, and that the principles of access and public spaces are implemented.

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Phase 1

Access is established. Fences opened, buildings torn down, the stream is reopened and the two bridges are built.

Phase 2

The rows of trees, as the main structuring elements are in place. Danholmen developes as a new neighbourhood.

Phase 3

The vegetation establishes. Stensarmen starts developing.

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p r oj e ct d i s c u s s i o n

A more attractive city is a city where people are given room to inhabit the space between the buildings just as much as the buildings themselves. The potentials along the canal can accommodate this, with the large common room that the waterscape gives. By working with the city, initially to enhance the bicycleability, I have realised that a bicycle city is a part of the fundaments of being an attractive city, but cannot exist by on its own. The attractive city is a prerequisite for a bicycle city. Towards an attractive city; Tønsberg utilizes urban space as the driver for the city’s development, that way securing access and defining the public spaces. Through a holistic approach, the sites were identified, and seen as potentials to create a greater coherent city. By understanding the site as area of control, influence and effect, the strategy reaches beyond the stipulated areas of this project, and influences the dynamics of the city, giving the city centre momentum in the process towards an attractive city.

Scanrope is still a barrier in a coherent canalscape, and is with its location a keystone in a coherent canalscape in Tønsberg. The day the site becomes available, it will naturally follow into the greater canalscape in Tønsberg and let the industrial site make way for new districts with future businesses to prosper. By inviting people out in the urban space, the city comes to life. City life emerges when people inhabit the urban space and make it a part of their every day life by using it for activities such as to walk, stay, sit, stand, look at others, enjoy the weather, go for an afternoon run, sit in the grass, meet friends or just read the paper. Activity levels in cities increase as a consequence of selfreinforcing processes. Activity breeds activity, and city life needs space. Something happens because something happens because something happens. - Gehl.

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p r o c e s s R e f l e cti o n

The process of this thesis has made me aware of my own working habits. Throughout my education, I have been working in groups the majority of the time, where through dialogue create the project together, and produce its content. For this thesis, I have been alone in producing the physical product, nevertheless, the content is an outcome of a continuous dialogue with my supervisor, fellow thesis students, work in different media, variation from physical models, scales, diagrams, digital drawing and visualisations. This process has to me underpinned the importance of dialogue and discussion in the design process.

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From this process I find it overtly stimulating to work in groups, where a collective rolling dialogue is brought to the table. Speaking is to me a way of expression, a way of defining a project, a way of making decisions and a way of challenging the project. Therefore it is the open dialogue that is the crucial part of the design process. It has been an enriching process and I have enjoyed it even though it has been though at times. It is interesting to see how exploration of a theme can unveil layers I did not anticipate. The result is beyond what I pictured when I started this project. I am happy to finally have it in print.

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All images are, if nothing else is stated, taken by the author.

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