Studio BUSting BERLIN

BUSting BERLIN | hybrid infrastructures for bus mobility

busterminal as loft

buspark as tourist hub

Masterstudio

Studio project | Institute of Architecture Technology | WS1415

BUSting BERLIN | hybrid infrastructures for bus mobility

buspark as tourist hub

< berlin alexanderplatz

< berlin tradefair

busterminal as loft

„The section of a hybrid is a piece of urban fabric that rises up.“ Rem Koolhaas

the notion of hybrids

Masterstudio - BUSting Berlin winter semester 2014-15 concept & completion

guest critics workshop Berlin

final critic Graz

students studio 1

studio 2

Prof. Roger Riewe Univ.Ass. Sorana Radulescu Univ.Ass. Marcus Stevens Arno Brandlhuber, Brandlhuber+ Berlin Petra Peterson, Realarchitektur Berlin Nadine Kuhla von Bergmann, Chora TU Berlin Uta Gelbke, Architect Berlin Eckehart Loidolt, Schneider+Schumacher Wien Erika Petric, Photographer Architect Graz

Bosch, Cruz, Imamovic, Krexhammer, Lang, Melcher, Nikolov, Pavic, Povoas, Ramminger, Robinet, Rudler, Schirnhofer, Schmid, Sipka, Weil, Wetschko, Wetschko Aufreiter, Fernandez de Castro, Gonzalez Sainz, Jakober, Jankovic, Korten, Kรถstenberger, Lee, Mayrhofer, Mertz, Muminovic, Operta, Pantoulia, Rรถck, Valles Inarrea, Winklhofer, Zonic 5

Bild

BUSting Berlin

bus mobility and urban transport infrastructure The IAT Studio BUSting Berlin re-introduces the topic of mobility and transport infrastructures as an architectural issue in the dialogue on the contemporary city by the example of bus transport. The Studio focuses on 2 phenomena in Germany: enhanced busline traffic and touristic bustrips.

Due to recent changes in transport regulations Germany faced a tremendous increase in bus connections and, with it, a new rising popularity of this mode. The bus providers obviously seem to perfectly fill in a hidden gap in the traffic network of our society „on the go“. Their advantages, such as flexibility, comfort, low cost and quick booking processes lead to high user rates. And users have changed, too. The stigma of servicing the lower societal sphere or migrants is not adequate anymore. The range of travelers has become much more diverse and selective. These „urban nomads“ look for the best ratio between price and comfort. The opening of scheduled bus travel from service infrastructure to competitive provider service

exactly matches this practice in exploiting mobile communication networks and destination variety.

The second virulent phenomenon in bus travel are touristic bus trips. Short termed thematized trips are still en vogue and even grow. Foremost metropolitan cities like Berlin are invaded daily by thousands of tourists. And, they penetrate the inner cities in bus sized portions causing an administrative challenge to organize space for busparking while keeping the attractiveness of instant sight seeing without loss of time.

How can these forms of bus mobility affect their correspondent architecture and lead to a reinvention of this typologies?

The Studio explores the architectural potentials of a busterminal and a buspark by both looking at new types of mobility processes and by upgrading their traditionally monofunctional use through hybridization in order to develop an integrated urban typology.

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Studio 01 - busterminal as infrastructural loft design assignment

Mobility Infrastructure, Urban Space, Mix

Uber Private Taxi Service

Carpooling

Intercity Bus at a stop

Leipzig Main Station + Mall

Euralille: a City above a traffic crossing, O.M.A 8

Mobility has long turned into everyday practice in our mobile, ever accelerating society. Fast connections between locations are considered profound since the state of travelling takes an enormous part of life time. The thrive for ubiquitousness evokes more and more complex networks and modes of transportation exceeding classical modal forms like the personalised car establishing new socio-economic practices by advancing communication technologies.

Still there is always a point of physical departure and destination in transport, places of change and flow bearing a transitional notion in their infrastructural purpose being „Non-Places“, as Marc Augé described their anonymous characters.

Seen from a view of intensity, however, these areas contain potentials to transform into urban space of high vitality.

Cities have become more and more aware of this potentials in the last 2 decades.

Transforming strategies can be studied in examples of train stations where historical buildings are being redesigned integrating malls, office centers, leisure and the like.

Crucial for this development is a turn in the paradigms of transit spaces from a monofunctional to a mixed use and the consideration of qualities reconstructing logistic space into quasi-urban environments by means of commerce.

The idea of hybrid mixed use architecture originates in the 19th century metropolis in North America with its extreme densities.

It was later conceptualised in the 60ies of the 20th century by urban and architecture avantgardes introducing the concept of the megastructure as infrastructure to be urbanized. A present example for a hybrid infrastructure is the project of O.M.A in Euralille which can be described as transportation hub as city proposing infrastructure as fill, rather than being a gap.

Bustravel as trend in transportation_ the german case and Berlin A mobility mode that is being recovered currently especially in Germany is bus mobility. The statutorily liberalisation of intercity buses in Germany in 2013 opened up a serious alternative to all kinds of travel modes. That has resulted into an exploding number of bus connections.

The main advantages of buses are flexibility and low pricing while offering meanwhile high comfort compared to e.g. trains. Bus traveling has become much more attractive and is changing its image drastically from an opportunity for the „poor“ to an alternative for budget-oriented urban nomads seeking comfort in terms of connectivity service.

That raises issues of qualities in infrastructure. Considered low-budget in Europe, bus stations are often situated in the „back“ of a city: behind the trainstation, behind the center at the periphery… usually just a roof construction, a ticket counter and a few parking lots.

The increasing demand in bus travel raises the question if there are more potentials for this typology to bring it from the back into the first row, being comparable to the convenience at airports but also exploiting their potential for mixing. The studio asks: What is a contemporary busterminal as urban interface between city and traffic space today?

The city of Berlin is struggling to meet the immense increase in bus traffic at the time.

The ZOB, Berlin´s Central Bus Station, cannot face the number of buses and passengers that tripled in the last two years.

The „worn out“ ZOB, offspring of modernistic urbansim, urgently needs a redesign to manage the over 3 Mio passengers and over 165.000 buses per year.

The release of buses into the urban grid by decentralising the infrastructure on the other hand would lead to a further collapse of the city´s traffic that has to compete also invading tourist flows into the center.

The Studio, therefore, examines the possibilities of a single architectural structure in an urban context.

Hybrid Busterminal_architecture as open infrastructure Berlin as a metropolitan and dynamic city offers the opportunity that allow for thinking beyond monofunctional and to reintroduce mixed programs into architectural designing.

It is in the Studios understanding that mixing challenges typological and functional

predetermincies and cliché thinking and leads to unforeseen architectural solutions.

The Studio proposes to rethink the typology of terminals as architectural type in transport infrastructure by using the notion of the hybrid to speculate on programs to be mixed in an undetermined way exploring adaptive open system and urban spatial resources referring to Kees Christianse´s „City as loft“ and the concepts of the „Open City“.

The objective of the studio is to design a busterminal as a hybrid structure, a 1:1 combination of infrastructural needs of bus logistics and at the same time adaptable to several programmatic scenarios with an overall area of around 40.000m².

Is it possible to redesign the transitional notion of a terminal as generator for urban development and vitality setting busterminal and unprogrammed structure into relation with each other formulating a dynamic piece of urban space between „here and there“?

Berlin – ZOB, statistics

Berlin ZOB – Busstation, Roofs

Delirious N.Y. – R.Koolhaas: hybrid use scenario

Important design topic in this respect is the formulating of public space setting busterminal and unprogrammed structure into relation with it´s context establishing an dynamic urban gateway or as Andrea Branzi put it: „...where a shopping mall might be used as housing, where a house is an empty incubator, a theatre for as yet unspecified activities, an arena open to […] creativity, parking lots for metropolitan nomads.“1

1 Andrea Branzi, Archizoom, in Exit Utopia. Architectural Provocations 1956-1976, 2005, image above: No Stop City, 1970 by Archizoom

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Berlin Ring I [ ] I Tradefair Berlin site between traffic and city

The proposed site is situated in Berlin Charlottenburg tangent to the Berliner S-Bahn Ring and city motorway A100 to the east as well as the tradefair to the west.

The area is an exit of the A100, best to be described as a bigscaled leftover traffic island, an urban â&#x20AC;&#x17E;non-placeâ&#x20AC;&#x153; in the sense of Marc AugĂŠ. It is characterised by transit of vehicles and security distances.

The plot inclines with a topographical edge towards train tracks and motorway almost like a riverbank. Several underground lanes cut into the site departing it into fragments with limited accessibility. The inherent complexity of the urban situation can be understood by studying the unrealised development proposals for this area. The infrastructural condition is a valueable aspect to the site hiding potentials to become gateway to the city transforming island into urban transitional interface ?

Aerial View of the Site in Berlin from Tradefair Tower Site Plan Tradefair Berlin 11

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ThomĂĄs Perloiro Cruz Plat(z)form

The project of a new bus station raises the question: what should be a bus terminal nowadays?

The site is a fractured urban area because of the proximity to the motorway and big urban structures such as the tradefair Berlin.

The proposal aims to create a plaza to encounter the dispersion felt in the area. A place meant to be as meeting point for those traveling by bus and also for those who work, live or spend time there. Thus, an open terminal related to the surroundings and as a guide for urban movement is needed.

The terminal is thought as a path that travellers follow from the entrance to the bus.

Therefore, a route is developed so that the users can go through services analog to an airport. This path is differentiated in national and international destinations. However, they 14

all meet in the plaza which is a large exterior waiting hall. The building comprises two linear blocks, which create a raised platform. The rise of this plaza allows the installation of the bus gates under it. Each volume has specific functions. The west building houses the waiting areas for international destinations, trade and foodcourt - thought to more long waits.

The east building accommodates the waiting areas for domestic destinations, including kiosks and cafes. Furthermore it accommodates a loft space, which consists of four neutral levels of space, allowing various uses due to it´s repetive and raw structure.

The project intends to reinterpret the gate or waiting hall into an urban plaza space establishing a valid access to Berlin and the tradefair area open up infrastructure to the city as a meeting place.

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George Nikolov PlazaHall

As a left over traffic island the proposed plot seems an impossibble site for a bus terminal in terms of functionality.

On the other hand, rethinking mobility and public transitional spaces suggests that such wastelands might have hidden potentials to be further explored.

The concept proposes as a slightly sunken “C”-shaped mega form recovering the type of the hall as a public space.

Using the predefined linearity of the motorway and the S-Bahn ring as starting point and main guideline for the organisation, the south east edge of the plot accomodates on top of each other the most important public functions. The main entrances are placed in a splitlevel edge situation in connection with the existing bridges towards the S-Bahn Station.

The actual busstation is splitted. Two ramps lead buses from street level to the actual plat20

forms, bus depot and service station in the sunken part. An elevated hybrid between plaza and hall on top of the base is the heart of the concept – empty mass space formed by the “C” as an urban transitional space 2,5m over the street level. Openings in the surface establish an important visual relationship, which visualises the interaction itself between people and vehicular transport and turns the building into an vital city access point.

The second part of the program which is meant to be undetermined is facilitated by a roof structure. The open “loft” structure is translated as a quasi urban layout reflecting the blocks in the surrounding by hanging them.

These boxes are accessible via circulation tubes raising directly from the hall to the top.

Gaps between them serve as skylights and are partially filled with permeable bridges that link this sky city together.

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a Exit ICC Berlin car park & connection to bus parking lots

TERMINAL ENTRY / EXIT ‐2.50m

TERMINAL ENTRY / EXIT ‐2.50m

7.50

Connection to station and service area

Two‐way service lane

28 buses 45°

c

c

Two way lane (14 buses longitudinal)

7.50

Info desks

Back office 20m²

Back office 20m²

Info desks

ATM

ATM

Traffic sales

Traffic sales

Back office 20m²

ATM

Traffic sales

Bike port (120 slots)

Lockers 80m²

Traffic sales

Bike port (120 slots)

b

Info desks

Lockers 80m²

Back office 20m²

Info desks

ATM

b

Terminal hall 4200m²

ENTRANCE TERMINAL HALL ‐2.50m

Tourist services 30m²

Car rental Bus agencies 25m² 25m²

Waiting area (70 seats) 80m²

Chill & Kids area 80m²

Waiting area (70 seats) 80m²

Waiting area (70 seats) 80m²

Chill & Kids area 80m²

Chill & Kids area 80m²

Waiting area (70 seats) 80m²

Chill & Kids area 80m²

Waiting area (70 seats) 80m²

Waiting area (70 seats) 80m²

Chill & Kids area 80m²

Chill & Kids area 80m²

Waiting area (70 seats) 80m²

Chill & Kids area 80m²

Tourist services 30m²

Bus agencies Car rental 25m² 25m²

Waiting area (70 seats) 80m²

ENTRANCE TERMINAL HALL ‐2.50m

A 100 Bundesautobahn Stadtring

Level ‐2.50m Terminal hall M1:500

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a S‐Bhf. Witzleben Exit ICC Berlin car park & connection to bus parking lots

TERMINAL ENTRY / EXIT ‐2.50m

TERMINAL ENTRY / EXIT ‐2.50m

Connection to station and service area

7.50

A 100 Bundesautobahn Stadtring Two‐way service lane

Ostpreußenbrücke 28 buses 45°

c

c

Two way lane (14 buses longitudinal)

7.50

Info desks

Info desks

Back office 20m²

ATM

ATM

Traffic sales

Back office 20m²

Traffic sales

Back office 20m²

ATM

Traffic sales

Bike port (120 slots)

Lockers 80m²

Traffic sales

Bike port (120 slots)

b

Info desks

Lockers 80m²

Back office 20m²

Info desks

ATM

b

Terminal hall 4200m²

ENTRANCE TERMINAL HALL ‐2.50m

Tourist services 30m²

Car rental Bus agencies 25m² 25m²

Waiting area (70 seats) 80m²

Chill & Kids area 80m²

Waiting area (70 seats) 80m²

Chill & Kids area 80m²

Waiting area (70 seats) 80m²

Chill & Kids area 80m²

Waiting area (70 seats) 80m²

Chill & Kids area 80m²

Waiting area (70 seats) 80m²

Chill & Kids area 80m²

Waiting area (70 seats) 80m²

Chill & Kids area 80m²

Waiting area (70 seats) 80m²

Chill & Kids area 80m²

Tourist services 30m²

Bus agencies Car rental 25m² 25m²

Waiting area (70 seats) 80m²

ENTRANCE TERMINAL HALL ‐2.50m

A 100 Bundesautobahn Stadtring

Level ‐2.50m Terminal hall M1:500

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S‐Bhf. Witzleben

Exit ICC Berlin car park & connection to A100 ringroad

Exit ICC Berlin car park & connection to bus parking lots

A 100 Bundesautobahn Stadtring

Connection to station and service area

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Deliveries loft spaces

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Workshop 410m²

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Station 165m²

ICC Berlin car park

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A 100 Bundesautobahn Stadtring

Level ‐6.00m Bus Depot M 1:500

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S‐Bhf. Witzleben

A 100 Bundesautobahn Stadtring

+25.00m

+25.00m

+21.50m

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+18.00m

+18.00m

+14.50m

+14.50m

+11.00m

+11.00m

+7.50m

+7.50m

+2.50m

+2.50m

±0.00m ‐2.50m

S‐Bhf. Witzleben

S‐Bhf. Witzleben

Section aa M1:500

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+21.50m

+18.00m

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Rita Povoas blank boards

The project proposal is a design with two main intentions. The first is to provide permeability in this part of the city and the second is to create an adaptive structure that can accommodate diverse uses.

In order to sew together the urban tissue of this area, the proposal was designed to provide a meeting point; a public place that is a neutral yet accessible spot as an open focal point structuring the area. The ground floor is relevant to a residential scale, with park spaces, commercial services: an open plaza. It creates permeability within the lot via an open ground floor allowing the site to be crossed. Providing a hybrid structure led to the concept of a flexible and changeable system resulting in a simple layout, similar to that of the Domino House.

The idea is to have strong nuclei that provide structure for the building, diverse access 24

points that allow the building to work independently. These nuclei contain storage spaces for movable elements that can be infilled by users themselves and operated as spatial definers. The floor plans can be adjusted in a flexible way by moving and inserting infills.

Slidings and all infrastrucural technics are integrated in a grid of 3x3m. Their is no actual facades since it is also perceived as an infill layer. So all that is provided is stacked horizontal slabs as â&#x20AC;&#x17E;unformatted boardsâ&#x20AC;&#x153; to be inhabitated and used: a blank raw structure almost like a ruin. Big elevators make it possible to use it as car park as well as a disco.

All the elements that contribute to the composition reflect the two core ideas that formed the starting point of the project whilst permitting a wide variety of layouts without compromising the quality of the space as such: an universal horizontal plain extending to the city.

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Melanie Rudler bar code passage

The approach was to focus the omnipresence of traffic in the urban space. The concept enhances this hostile notion of the place towards human movement by creating an underground passage abandoning the overground level to bus and platform. Thus, the building design is conditioned by the measures of parked bus vehicles at a platform. In this way 12 platforms are laid out following the lenghth of the site. This infrastructure is extruded into hermetic towers raising out of the ground. The parallel disposition of volumes of equal length and height creates a barcode-like ensemble which breaks the notion of being a building.

The Towers according to their varying width contain different open levels to accomadate further programs. Moreover it is possible to further densify the structure if the need for a wider block arises. The whole structure is only accessable from the underground level that is 28

thought of as a passage. Two slim voids lead downwards to a connecting space.

The north-eastern square provides access from the nearby underground and urban railway stations, while the south-western square is in relation to the adjacent exhibition center ICC. The passage displaces pedestrians under ground into the basement developed as an urban zone. It is illuminated through central light shafts which also create a connection to the ground floor. Access to the buses is provided through open staircases that reach the platforms and the towers likewise.

The facades of the tower blocks are wrapped in perforated metal plates. It is integral to the building as it is transparent and consistent at the same time. Furthermore the material underlines a strange notion as infrastructural artefact lapped by busy buses and throwing out or breathing in passengers.

Barcode

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Bus

My approach was to focus the concept on the bus terminal as well as the busses. The terminal should be the main function and everything else is established around it. Due to the disposition of several buildings of equal length, the ensemble looks like a barcode. According to the varying width, each building may house different secondary functions.

Moreover it is possible to further densify the structure if the need for a wider block arises. The terminal is situated diagonally inside the site in order to develop two opposing squares. The north-eastern square provides access from the nearby underground and urban railway stations to the planning area, while the south-western square is in relation to the adjacent exhibition center. Due to the fact that busses are running more or less throughout the entire area, pedestrians and commuters are displaced one level down into the basement, which is conceptualized as an urban area. There is also a passage with many qualities. It is illuminated through central light shafts which also create a connection to the ground floor. The pedestrians and commuters gain access to the busses through the ground floor of the barcode buildings, which serve as platforms to the bus terminal. The upper floors then house the various secondary functions. The faรงade is made out of perforated metal plates. It is integral to the building as it is transparent and consistent at the same time.

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68,97 m2

68,97 m2

68,97 m2

68,97 m2

68,97 m2

68,97 m2

68,97 m2

My approach was to focus the concept on the bus terminal as well as the busses. The terminal should be the main function and everything else is established around it. Due to the disposition of several buildings of equal length, the ensemble looks like a barcode. According to the varying width, each building may house different secondary functions.

Moreover it is possible to further densify the structure if the need for a wider block arises. The terminal is situated diagonally inside the site in order to develop two opposing squares. The north-eastern square provides access from the nearby underground and urban railway stations to the planning area, while the south-western square is in relation to the adjacent exhibition center. Due to the fact that busses are running more or less throughout the entire area, pedestrians and commuters are displaced one level down into the basement, which is conceptualized as an urban area. There is also a passage with many qualities. It is illuminated through central light shafts which also create a connection to the ground floor. The pedestrians and commuters gain access to the busses through the ground floor of the barcode buildings, which serve as platforms toA5 the bus terminal. The upper floors then house the various secondary functions. The façade is made out of perforated metal plates. It is integral to the building as it is transparent and consistent at the same time.

68,97 m2

A3

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city plan 1:5000

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Barcode second floor 1:500_undetermined part

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technical space technical space

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car&bike rental agencies

information service

bus agencies

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food court

shopping

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kick and ride taxi service

second floor 1:500_undetermined part car&bike rental agencies

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BUSting _ busterminal as infrastructural loft Betreuer: Marcus Stevens, Riewe Roger WS2014 _Masterstudio Institut fĂźr Architekturtechnologie

elevetion 1:500 technical space

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parking area

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Melanie Rudler 1030273

shop

library

Hobby room

hotel

stage

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gallery

My approach was to focus the concept on the bus t the busses. The terminal should be the main functi else is established around it. Due to the disposition o of equal length, the ensemble looks like a barcode.

355,06 m Café varying width, each building may house different sec Moreover it is possible to further densify the structur wider block arises. The terminal is situated diagonall order to develop two opposing squares. The nor provides access from the nearby underground a stations to the planning area, while the south-wes relation to the adjacent exhibition center. Due to the fa running more or less throughout the entire area commuters are displaced one level down into the b conceptualized as an urban area. There is also a p qualities. It is illuminated through central light shafts A4 a connection to the ground floor. The pedestrians an access to the busses through the ground floor of the which serve as platforms to the bus terminal. The house the various secondary functions. The façad perforated metal plates. It is integral to the building a and consistent at the same time.

355,06 m2

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68,97

seminar room

m2

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m2

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delivery

parking area

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A4 Busgarage

delivery

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BUSting _ busterminal as infrastructural loft elevetion 1:500 Betreuer: Marcus Stevens, Riewe Roger WS2014 _Masterstudio Institut für Architekturtechnologie

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BUSting _ busterminal as infras Betreuer: Marcus Stevens, Riewe WS2014 _Masterstudio Institut für Architekturtechnologie

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Bojan Sipka blocks

The project is based on the concept of creating an ensemble of urban blocks in order to respond to scale of the adjacent urban fabric and to formulate a connector between Tradefair Berlin and the surrounding quarter of mix-used city blocks. However, the typology of blocks in a row is not exactly imitating the type of a block with courtyard. Due to the urban condition of high traffic frequency and the topographic slope of the site itself an interior urban space is created floating a long the longitudinal section penetrating the blocks and carving them out but also linking them together. This way the block is turned outside in leaving only a homogenious facade shading pattern on the outside. Programmaticly all blocks are mix-use unities so that there is no separation between the functions of the bus terminal and other yet not defined uses. Both functional areas cross each other in the main 32

central urban space serving as a connector both in the urban area and on the scale of the building. On both ends this connector opens up forming plaza-like situations to continue pathes from the tradefair and through the neighbouring flagship store to the subway station.

This central meandering space is partially breaking the blocks outer facade to link to the urban environment.

The bus terminal with the platforms is stretched over to blocks due to the areas needed for circulation. By not separating buses and other functions but instead melting them in an ensemble like urban structure the projects responds to the topic of the hybrid by transforming an existent typology as well as opening it with an urban pathway reintroducing the â&#x20AC;&#x17E;mallâ&#x20AC;&#x153; as an urban space by implementing it as a transitional space connector.

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Max Weil

folded plains

The lack of accessibility to the site, its topographic constitution as well as a clear distinction between traffic and urban space led to the strategy of folding the urban ground. In that sense two plates are layed over the complete area. In order to create space the plates are folded up and down forming a continous landscape-like condition that bridges the difficult topography of the site by imposing an artificial one right above. The plates meet at the four corners to establish entrance situations by wide welcoming staircases that hover the pedestrians on the upper plate. From that liftet platform the whole building can be accessed in a decentralised way.

The upper plate, however is partially folding down in the central area to articulate a flowing junction into the terminal area with the bus platforms. In addition to the folding, the upper plate is perforated with rectangular skylights 36

that follow a grid layout with a basic modul of 6x6m. Perforations of different sizes are created that in the next step provide the condition to implement towerlike shafts. These shafts are equipped with a basic infrastructure: a lift, staircase and a shaft for installations. Elevated level heights of 5m and no inner columns provide a neutral programming of the towers.

Due to not including ceilings in the statics with a light weight steel technology they can be even removed to adapt.

The tower shafts are plugged in the folded plate, so the hover in the space and create a lively spatial section. Some of them reach the basement to create activity nods and programmatic interfaces between terminal and urban level on top. The hybrid notion of the task is understood as an vertical penetrated megaplatform as continous urban topographic structure.

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Alexander Wetschko binders

The project emphasises the infrastructural aspect of the design task. The concept is based on a linear orientation of transportation and traffic. Thus, the urban figure leans on the topographic edge of Berlin Ring continuing the line predetermined by the existing building of the ICC. The width of the building takes up the measures of the ICC and is determined by the parallel layout of bus lanes and platforms.

To the north the building sets back from the street opening the space to create a linear square for taxis and short term parking along the building.

The structure is defined by huge frames that take up vertical circulation as well as static functions. These frames form the character of central motiv of the design.

All ceilings are hung into that framework made of concrete binders so that a vertical programmatic layout evolves with the bus 40

platforms in the groundlevel and the terminal above as a lifted service zone that works additionally as the foyer to the upper levels that stitch partially into the terminal. The hanging structure allows the floors to be partially opened and a flexilibisation in use. This concept is transported also into the facades that are also hung as a thin layer into the frame. By setting back the truss and the columms the framebinders are neglecting their true reason causing a slight irritation in the buildings elegant but rough layout. The building neglects also a clear entrance situation underlining its infrastructural purpose. Thus the building leaves a vague dislocation. This is intensified by two bridges that reach to the trainstation on the other side of the Berliner Ring and the former bus station. These bridges also enhance an autonomous character of the architecture as a structure in itself.

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Maximilian Wetschko lifted container

What is a busterminal as architectural type one might ask. Basically an extended roof protecting passengers and buses from standing in the rain or sun. So what is a â&#x20AC;&#x17E;busterminal as infrastructural loftâ&#x20AC;&#x153;?

An extended and extruded roof hovering above ground creating a covered platform for transportation and at the same time one neutral volume to be inhabited.

Using this simple formula the concept sets a clear distinction between busterminal and open program by reinterpreting the roof as a spatial container. This container floats above the terrain providing a loose shelter for the activities of arrival and departure on the ground level under it. Four cores are descending from that lifted box holding it up and marking the entrance points into the volumetric roof.

Around the cores a transparent thin skin provides an ephemere terminal zone with waiting 44

areas and gates. Along the middle axis an infrastructural layer provides a subtle transition in space enhancing the transition from urban context to traffic context. The busterminal has two levels: a terminal level with gates and an service level. Four free standing stairs strenghten the public character of the service level which is not solily meant for passengers but also providing a foyer situation to the roof structure. The roof is structured like a container with patios that arrange the volume and bring in light. Two of the patios break the outer shell an create openings relating to the urban surrounding.

Two equal flloors are stacked on top of each other to provide an additional space ressource in relation with the Tradefair.

The container is wrapped in metal sheet with equal conditions along the facade underlining the notion of a unspecified shoe box.

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Studio2 - buspark_house as tourist hub

Tourismuskonzept Berlin Handlungsrahmen 2011+ Handlungsfeld 4: Sicherung der tourismusrelevanten Infrastruktur bzw. der Rahmenbedingungen Maßnahme 18: Zunehmenden Reisebusverkehr zur Entlastung touristischer Brennpunkte in der Innenstadt steuern.

„Reisebusse sorgen in Berlin für Verkehrschaos“ „Die wenigen Plätze in unmittelbarer Nähe der Sehenswürdigkeiten werden schnell belegt, die nachfolgenden Busse bleiben stecken, und schon kommt es zum Verkehrschaos.“ www.morgenpost.de

„A man may „Walk a while“ for a favorite relaxation but he will not walk far for even a good garage.

So garages must be brought to where distance is measured in seconds.“ Architectural Forum „A car park is a public facility, like a train station or an airport, where people change from one mode of transportation to another.“ HdM, Lincoln 1111

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Berlin - Gemany‘s favorite travel-bus destination

Berlin - thoughts on new traffic solutions

Berlin counts as one of the favorite touristic destinations worldwide. This status is provided by the numerous touristic amenities it has to offer, as also by the solid infrastructure and good connections provided for all incomings.

Either by plane, train, private car or bus, Berlin is accessed by an ever-increasing number of tourists.

Is there a solution for a tourist bus invaded capital? The problem is real, the solutions have been tentative so far. There have already been reactions to the unsatisfying traffic situation. The IHK together with visitberlin.de have developed a guiding strategy regarding incoming bus traffic in the Museumsinsel.

The plan demands all touristic bus drivers to register their route through the city center previous to driving in. There is a network of existing park areas where the parking lots for buses are indicated. (Bus Stop map Berlin)

Bus travelers represent a special tourist category that has been causing serious preoccupations in the last years.

Around 1 million tourists bust in the capital by bus from all around Germany every year.

Additionally, the 2013 liberalization of bus service in Germany has triggered a fierce competition among the travel-providers, placing the bus travel again on the billboard as an attractive tourist mobility alternative.

But the increasing amount of incoming tourist buses causes great challenges regarding the traffic and parking management in Berlin.

Unlike when travelling by train or plane, the bus customer appreciates the commodity of directly reaching the sightseeing hot-spots without any transfer needed.

This commodity leads inevitably to traffic overload and traffic jam in the city center.

Invaded by touristic buses on a daily basis, Berlin’s attractive center is in urgent need of a new strategy.

Such a disperse model might work, but it still doesn’t solve the issue of the overwhelming bus circulation in the city center. It might just regulate it. What about a centralized model, serving a limited but highly touristic area of Berlin? A stacked car-park upgraded to a real tourist hub: the bus traveler’s entrance gate to Berlin.

This newly developed transport node has to function as a receiver, mediator and distributor of tourist flows. When buses arrive, they leave the passengers in a very central spot from where they can freely spread out. Each member of a tourist group gains the freedom to choose its own means of circulation: renta-(e)car, rent-a-bike, public transport, city sightseeing bus, taxi etc. are all available. It is all about finding a strategy for decongestion, an architectural alternative to the distributive model applied so far.

The bus park-house _ where it all comes together Has a car-park structure in a city center ever been an attractive task for architects?

Hidden behind opaque facades, stacked parking buildings have mostly rendered as „dysfunctional“ features of the urban landscape.

In order to give the bus mobility topic a whole new meaning, the car-park is counterbalanced by another tourist-oriented component: the hotel establishment.

Both for incoming travelers and bus drivers, the hotel is a keypart of the tourist-hub.

The present task challenges students to approach the issue of bus mobility in the form of a new typology: the hybrid bus-park understood as tourist hub.

But who is the real protagonist of this narrative: the bus or the tourist? The bus-park+hotel becomes a structure for temporary uses: housing & parking.

This newly conceived parking opportunity is mainly dedicated to tourist buses. It should be more than a mere structure for efficient bus parking and transit, it is meant to become the framework of a new urban experience.

Thus, the challenge is approaching a mixeduse structure comprising a bus-park and a hotel, linked by public spaces. Great consideration will be given to the way different scales and users’ requirements meet through a unifying platform.

Understanding both city flows and transport needs and requirements, the bus-park will be inserted in the urban fabric of Berlin‘s center as a complementary piece in the urban puzzle around Alexanderplatz.

By that, it has the ability to upgrade its status of a transitory space - usually ignored or avoided - to becoming a place with own identity and strong presence within the urban fabric. So, how can a bus-park improve its performance in the urban environment?

Moreover, considering the highly privileged location next to Berlin‘s Alexanderplatz, can a building dedicated to transport catalyze new urbanity?

The assignment consists in designing a structure capable of housing a bus-park and a hotel, linked by public areas: A hybrid, where infrastructural use, housing and leisure come together. It has to become a strong feature of Berlin‘s cityscape and provide a very alive urban experience. The bus-park shifted to a tourist hub should guide and stir both automobile and pedestrian flows.

Garage behind historical facade in Roma

Re-use of former city garage in Bucharest

Re-use of historical building as garage in Detroit

Contemporary parking house as urban hybrid in Miami, HdeM

The ultimate aim is to upgrade the bustourism and its related facilities, create a new standard: the bus-park-house as a tourist hub.

49

Alexanderplatz I shopping giant I [ ] I Spree the reminiscent urban void

The selected site is located next to the Alexanderplatz, a highly central location in Berlin. It is boarded by Alexanderstraße (E), Dirksenstraße and the S- & U-Bahn line (W) and Holzmarktstraße and the Spree river(S).

The N side of the site is adjacent to the Alexa shopping mall.

The area of study is divided by 2 crossing streets - Voltairstraße and Schicklerstraße - in 3 parts. The remaining area of the empty plot is 17.300m2.

Berlin‘s urban zoning plan establishes for the site density 4. We consider the site completely flat. The connection to several means of public transport (S-Bahn, subway, public bus lines etc.) is given but can be enhanced (sightseeing city bus, taxi, bicycle etc.).

Aerial View of the Site in Berlin from TV Tower Alexanderplatz Site Plan Berlin Mitte 51

Thomas Aufreiter Melting Pot

The speciality about the given building site is its location in the urban context. It is situated in a transitional area between two urban structures typical for Berlin. On the west side of the Alexanderstraße we find a historical compact block structure and on the eastern side a lowdensity high-rise structure. The S-Bahn highline marks a clear boundary dividing the two urban fabrics understood as opposing spatial conditions. The intention of the project highlights this contrast by letting the structure of the buspark-hotel playfully interact with both these very contrasting conditions. In that sense, the requirements for the busparking area are interpreted as one solid, levitating block.

Furthermore, four typical „Plattenbauten“ accomodating touristic services and hotel are inserted into this horizontal element. The horizontal slab is lifted from the ground in order to conceive yet another type of space-a shelter 54

for arriving and departing buses that proceed into the parking box. The rooftop of the buspark is acts as a connecter between the four solitairs in form of an urban terrace opening views to the city. Consequently, the four vertical volumes holding the elevated block are conceived as prefabricated slabs. Thus they relating to the typical East Berlin „Plattenbauten“ existing along the Alexanderstraße both in urban structure and building technology, concluding the rhythmn along the street giving it a clear spatial experince. The idea of the typical grid facade puts the bus-hotel into its context.

The prefabricated concrete facade slabs interprete the former socialistic efficiency into a contemporary haptic. The regular tectonic reminding of rationalists like Aldo Rossi and O.M.Ungers is crashed by a contemporary Koolhaas-like vocabulary, thus fitting perfectly in that present urban „non-place“.

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section

♀ ♂

drinks

workout

hotel bar

office storage

♀

♂

breakfast room / bar

relax area

lobby

section

kitchen

fe

rn

se

ht

ur

m

restaurant section

section

kitchen

0

level 5_roofgarden / connecting space

GSPublisherEngine 0.0.100.100

+33,50

+29,50 +26,00 +22,50 +19,00

+19,00 +15,50

+13,30 +12,00

+8,00

gangway

longitudinal section

56

+8,50 +5,00

±0,00

±0,00

0

section

aerobic community space

♀ ♂

♂

♂ ♀

♀ storage

squash court

waiting

storage

travel agencies

buselevator

fitness center

section

section

storage

0

5

10

section

level 3_busparking/administrations

billard bar

♀ ♂

office

+33,50

+33,50

+29,50 +26,00 +22,50 +19,00

+19,00

+15,50 +13,30

section

section

+12,00 +8,50 +5,00

+8,00

gangway

0

±0,00

±0,00

south elevation

section

cross section

level 6_ standard level

0

5

10

0

5

10

0

5

10

gateway BERLIN

5

10 east elevation

0.100

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Blanca Gonzalez Sainz Infra-Helix

The project site is enmarked by the S5/7 elevated railwaytrack and the AlexanderstraĂ&#x;e. It has historically been part of the East Berlin Mitte border, first as part of the city wall and, more recently as an urban void that separates the old city center from the postwar modernistic open city. The project acts as a transition joint within this context. It is a very challenging place geographically, facing the Spree river and set within the city skyline. On a micro scale, the project is directly related to Alexanderplatz, one of the main hubs of the city. This relationship was recently changed by Alexa Shopping Mall, whose massive layout block the connectivity and the urban flow.

In programmatic terms the project has to assume a complex hybrid programme of a bus transport hub and a hotel. This requires the design of an efficient and clear system in order to work effectively. The project takes ad58

vantage of the organizational quality created by the void. The courtyard extends from the main helix generating a clear organizational structure for the functions of the building as well as the circulation.

The defining concept for the transport system is to make the bus parking lot a bus station.

The storage of the buses will be the main determinant due to the existence of a subway line crossing beneath the site. A helix delineates the central courtyard and configures the parking lots while the transport hub hall embraces the open space facing the bus platforms. This creates an exterior waiting area.

Over the storage zone, three more additional levels are added around the helix. These levels contain the bus driversâ&#x20AC;&#x2DC; rooms as well as workshops with private accommodation. All of the levels are connected to the hotel through a lecture room.

59

+0.00

+22.70

+22.70 +18.70

+15.70

+9.50 +16.70

+19.20 +22.70

+19.20

+18.20

60

+3.50

+0.00

+3.50

+4.70 +3.50

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Ulla Mayrhofer Tetris

Tetris means gap. In our case urban gaps in the heart of Berlin. The concept for the site is based on a system of 2 moduls given by the definition of a basic unit of 30x9m. In a subsequent step, two smaller volumes are removed from the basic unit. Thus, the combination of just two geometrical elements allows to structure the whole building by playfully introducing gaps and terraces. These Tetrislike composition of the two specific elements creates different urban spaces on ground level and semi-public to private courtyards on the upper levels. A very diverse, compartmentalized structure meets the requirements of this urban quarter by arranging the 2 moduls on the existing site. Since the topic of the bus terminal and parking has high priority on this site, buses are staged, so that people become aware of the main use of the building at all times. The bus arrival zone is intentionally 62

located in the basement, in order to orchestrate the approach of the passengers to the main square through the controlled vertical movement of escalators, all oriented in the direction of Alexanderplatzâ&#x20AC;&#x2122; TV tower. This imposed scenography creates the the first touristic impression when arriving to Berlin by bus. The bus parking lots are located on top of the main square, staging the vehicles as an essential part of the facade image. The concept of cut out volumes is repeated in the facade structure as well. The inner surfaces -the clear cuts- are made out of a shiny, yellow shaded glass, while the outer parts of the moduls are perforated concrete panels. This enables a gradual awarenesses of the building. From far away, it seems to be a a closed, monolithic structure. When approching, the gaps, textures and perforations enable a gradual comprehension of the buildingâ&#x20AC;&#x2DC;s complexity.

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Lara Fernandez de Castro linking tangents

The main challenge of this project consists in ideally adapting to the site. The elevated railway line and the big horizontal volume of the Alexa shopping mall are the main initial influences on the design. The building complex is composed out of a big cylinder, the gravitational point, and two programmatic bars tangent to it. The disposition of the linear elements reacts both to the surrounding urban situation and to the programmatic complexity of the bus-hotel. In terms of uses, the cylinder - core of the composition - absorbs the main funtions of the hybrid dedicated to vehicle traffic.

The arrival of buses, taxis or cars happens in the underground floor. The traffic flows are attracted upwards into this emblematic circular element where the movement then freezes - the round parking platforms. The upper platform is dedicated to the pedestrian user, offering alongside waiting and cafe areas a 66

unique panoramic view of Berlin. The two tangent linear structures are put in relationship to the infrastructural cylinder. They connect both programmatically and volumetrically the core to the surrounding city. One bar is a scaffold that houses a market. It is an open, unfinished structure dedicated to uses that will animate and divesify the urban life of the area. The second, longer building bar hosts the hotel facilities. It creates another obvious link to both the infrastructural use and to the urban needs of Berlinâ&#x20AC;&#x2DC;s city center. Furthermore, the tilt of these elements opens up public spaces of high urban quality. The structuring pieces of the ensemble aim at preserving the continuity of the infrastructural and pedestrian flow.

The system is born out of the infrastructural preexistence (S-Bahn) and is developed into a moldable and versatile gesture towards a challenging urban situation.

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Martin RĂśck

dual twin towers

Travel, mobility and the personal freedom that comes with it is something to be celebrated.

Nowadays, the transport means are diverse and versatile, conveying a wide range of choices. The project is focusing on bus and car travel, bus travel being a confortable and increasingly popular way of traveling. A bus trip allows passengers to perceive the distance covered and to enjoy different landscapes.

An essential part of the trip is the moment of arrival/departing. The project highlights this moment through the gesture of the celebration of mobility.

It is not just about creating a new symbolic entry gate to Berlin, but also about creating awareness of the human-vehicle duality and 70

their interdependence. The built structure acts as a showcase of both different flows and rhythms - given by different means of transport - and of complex spatial requirements.

The project is interpreted as a â&#x20AC;&#x17E;houseâ&#x20AC;&#x153; for both people and large-sized vehicles. These two instances are spatially differenciated into two vertical slabs - on one hand the hotel for the tourist, on the other hand the parkhouse for buses.

Two identical volumes approach two completely different spatial and functional demands.

They are articulated by an elevated horizontal functional slab that underlines the tension between the two blocks.

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72 B

A

A

B

B

A

A

B

A

A

B

B

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A

Lisa-Sophie Winklhofer Networked Hybrid

Travel means networking. Networking with cities, people and places. From the bus into the taxi, from the subway to the bus, from the bus to the hotel.

The design responds to these complex needs with a hybrid building that brings together the diverse movement systems and uses. This unusual mixture works as a node that acts as a catalyst for new urbanity.

The design responds to the island situation of the site with a three-piece building ensemble.

Set in contrast to the large form of the Alexa mall, the hybrid bus parkhouse offers numerous crossing possibilities in the form of public spaces. The three volumes are staggered - the northern building adapts in height and volume to the neighbouring buildings, the southern one becomes a landmark, offering a view of the Spree. The core of the design is the bus platform level, marking the moment when 74

travellers first set foot in Berlin. They are suddenly presented the entire hustle and bustle of the hybrid. Visual relationships offer immediate understanding of the building complex and display its multifunctional character. From this central point of the bus station in the first floor two large ramps connect the terminal to the overlying parking floors.

On the top floor of the northern building there is a large hall with six sport fields. The southern tower hosts a congress center, fitness uses and a hotel. The eastern tower offers individually rentable office space, as well as spa and additional hotel uses. Connecting bridges are always placed so to link several uses in the vertical direction. Shopping facilities, travel agencies, a food court etc. are housed in the lower levels. These uses animate the neutral platform of the public plaza on ground floor.

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Vedran Zonic Mega Frame

Such an impressive urban void in the center of Berlin demands a bold architectural gesture.

The proposed built structure condenses all uses into one over-sized framework as a compact expression of the buildingâ&#x20AC;&#x2DC;s complexity. The positioning of the huge orthogonal structure from an urban point of view required thoughtful decisions, it was a game of full mass and empty voids. Every angle, edge or left-out corner gain an increased spatial value within the urban environment. The abstract structure lands and merges with the site conditions. The intersection of the big traffic arteries towards the Spree needed closure through a landmark. This happens by folding part of the structure 90 degrees. Furthermore, this simple geometrical gesture also announces the program polarization. In a further step, the horizontal podium gets structured through a rhythmicsequence of vertical transversal 80

planes. This rhythm is underlined by the consequent array of uses and by the construction concept. The horizontal over-sized podium organizes the myriad of infrastructural requirements. It is seemingly repellent and closed to the surrounding urban environment, but still it allows penetration through controlled openings. These are not only for vehicles, but also for pedestrians that become forced to experience the interiors of the mega-structure in order to cross the site. The co-existence of pedestrian and motorized protagonists in one big structure is enforced by the overlapping uses proposed for the parking levels. Bus parking requires big areas that can be managed in order to receive multiple uses (exhibition areas, offices, party floors etc.) during a day or week cycle. The vertical slab organizes in a rational way the hotel with the multi-storey lobby followed by room floors.

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Ramona Kรถstenberger highrise chain

The site for the Bus Terminal Hotel is located in a highly frequented location, only five minutes away from Alexanderplatz. Thus, it is the ideal spot for a hotel facility that adapts to all types of client categories, ranging from lowbudget young tourists, families to high-end business travellers. Furthermore, this touristic hot-spot is enhanced by an infrastructural highlight: the bus terminal and parkhouse as the main entrance point to Berlin. Four proportionally identical highrises connect via horizontal platforms on determinate levels to form a chain-like structure. Each vertical block houses a specific mix of programs, such as a youth hostel, a business hotel, apartments, offices, stores, restaurants, sport facilities etc.

The four towers are interconnected by four floating parking slabs that offer storage space for more than 100 buses and 200 cars.

The project underlines the permeability bet84

ween two colliding zones - the residential area in the north of Alexanderstrasse and the public sector along the Spree in the southern part of the site. Dividing the huge complex into smaller units enables visual and physical permeability around and within the site. Especially the ground floor is designed as a penetrable area towards all sides. The elevated parking platforms create a sheltered public space with a unique atmosphere. The varying heights of the platforms define the public ground floor into a sequence of spatial experiences. This is the place where all the traffic flow, arrivals and departures also takes place. The roof of the platforms offer an additional city level; pedestrian terraces float across the entire site and connect to the Alexa mall nearby.

Finally, this chain-like networked structure aims at generating an effervescent micro community of travellers.

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Hotel Lobby

W W W

Garage C1 Fitness Center

W

W

W

W

W

W

W

W

W

W

W

W

W

W

W

W W

86 W

W W

W W

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W

W

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Pei-Hsin Lee All In One

The bus hotel is urbanistically placed in reference to the TV tower, the ParkInn hotel and the surrounding blocks. The position of the building results from a study of the eye level perspective and of the composition of landmarks in the Alexanderplatz constellation. The structure is vertical, building up the program in the height, confronting the other two mentioned neighbouring high-rises. It also forms an extension of the Alexanderplatz square, allows the Alexa shopping-mall an increased footfall and coagulates a new bus station complex. The new structure enters in a tensionate dialogue of masses with Alexa and gives place to an exciting social platform. It is an area where people can define and imprint the place with meaning and, by that, it becomes the venue for a wide range of possible events, tailored to the needs and creative initiative of the users. The program is boldly stacked into 88

the vertical enhancing the multi-use platform generated on ground floor. There is a total of fifteen floors distributed over the height of 96m, conceived as freely programable platforms. The structure does not offer the image of a finished, polished high-rise, but rather represents the extrusion of the street level intro the vertical. It is a versatile, changeable, flexible and open hybrid. The vehicle movement is the main event happening in this infrastructural tower. The building has a radial core with a central turning disk on each floor, crossed by two major axes that incorporate the vertical movement of vehicles and people through two opposing elevator shafts. The two main axes divide the core into four sections, where the hotel rooms, car parking, restaurant, offices, etc. can be freely accommodated. The bus hotel houses all types of mobility, from 2 wheels up to 6 wheels. It is All-In-One.

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B

Lobby

GR 1.2

bikes

hotel

bus elevator

bikes

bus elevator

bikes

Drehscheibe

cleaning room

bikes

bikes

bikes

car park level

bikes

hotel

bikes

bikes

bikes

hotel

bus elevator

Cafe / restaurant

bikes

bikes

bikes

bus elevator

bikes

car elevator

Lagerraum

cleaning room

car elevator

car elevator

A A

A A

bikes

B

GR 2.1

B

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Workshop at ANCB AEDES Berlin 3rd - 7th November 2014

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Final Review in Graz 30th - 31th January 2015

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Imprint MASTERSTUDIO „BUSting Berlin I hybrid infrastructures for bus mobility“ 2014_15 Institute of Architecture Technology Technical University Graz Rechbauerstraße 12 8010 Graz www.iat.tugraz.at layout, text_Univ.Ass. Marcus Stevens layout, text_Univ.Ass. Sorana Radulescu layout_Stud.Ass. Stefan Dygruber, Stud.Ass. Theresa Obermayer cover artwork, siteplans p.11,51 _Figure Ground Plan Berlin 2010, http://www.stadtentwicklung.berlin.de/planen/planwerke/de/planwerk_innere_stadt artwork p.1_based on photography by Andreas Möller image p.3_Content, Rem Koolhaas, 2004 Taschen image p.6_ based on photography by http://blog.thomasfitzgeraldphotography.com aerial image Berlin tradefair p.10_photography by Reinhard Korsch, 2006, http://www.bahnbilder.de aerial image Berlin tradefair p.50_photography taken from Google Earth images p.92-95_photographies by Institute of Architecture Technology

© 2014_Graz University of Technology, Institute of Architecture Technology This booklet is subject to copyright. All rights are reserved, whether the whole or part of the material is concerned, specifically those of translation, reprinting, re-use of illustrations, brodcasting and reproduction by photocopying machines and/or similar means.

All images have been used with permission of the project authors. Other images have been referenced accordingly.