Hovinbyen - tram as a catalyst for urban transformation

HOVINBYEN: TRAM AS A CATALYST FOR URBAN TRANSFORMATION INGRID FALLET

DIPLOMA, AUTUMN 2015

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PREFACE This project is my final work at the Oslo School of Architecture and Design and marks the end of a five and a half years of landscape architecture studies.

During my years at AHO I have been involved in landscape urbanism and urban transportation solutions, which drove me in the direction of this project. I am also driving a tram in Oslo as a part time job.

Big thanks to, My supervisors, Peter Hemmersam and Sabine Muller; The Oslo Planning and Building Authority’s Thomas Forslund Johansen for supplying materials and believing in the project; All the people involved in interviews, talks and enquiries about the subject; Daniel Ewald - for backup and support.

Oslo, 11th of December 2015

Ingrid Fallet

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Table of contents

INTRODUCTION

Project statement

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BACKGROUND Tram renaissance More than just transport

CITY SCALE

A missing cross connection

Oslo is growing

From radial lines to network

Focus: Placemaking

A new network DEFINING THE LINE

Choice of corridor

Integration into existing network

Landscape and attractions Development Vision

A sequence of streetscapes

NEIGHBOURHOODS

Case areas Fyrstikkbakken

Ă˜stre Aker Teisen

Principle for stops APPENDIX

Plant suggestions

Model photos Essay

European examples

Why tram?

Sources

10 11 12 14 15 16 18 20 22 24 28 32 34 48 58 68 69 71 76 80 88 89 5

BACKGROUND

Project statement

The project shows how the positioning of a tramline can unlock potentials for city development, placemaking and landscape structures in Hovinbyen, Oslo. The project shows this in various scales: The city scale, the line and the neighbourhoods.

Background There is a rapid increase in the construction of new tram lines in Europe and the rest of the world. Designers and planners recognise the value of using the tram not only as transport from A to B, but as a tool in urban development.

The city Hovinbyen is today Oslo’s largest urban transformation project, and the city has high ambitions for the area. The aim is a multifunctional area with 70 000 new inhabitants and 2,5 million sqm of new office space in a 20-30 year perspective. In addition, public transport, walking and cycling are the intended modes of travel rather than increased car use. One of the biggest challenges in this area is to create new and well functioning streets. Today the infrastructure in Hovinbyen is characterised by parallel lines, radiating out from the city center and out. These roads, including Ulvensplitten and E6, as well as train and metro lines, disrupt connections between districts and fragment the area as a whole.

The line The project rethinks the infrastructure and proposes a tram line as a «soft» structure — promoting public health, sustainability and ecological diversity. This means both connecting green structure in terms of implementing trees and green paving in the streetscape and upgrading and creating new pathsystems. The proposed new tram corridor runs from Bryn via Teisenveien and Ulvenveien through Økern to Grefsen. The corridor and the stops are results of a careful study of the potential for linking Hovinbyen together.

The neighbourhoods Three areas along the corridor have been highlighted, where the design of new tram stops adresses different urban situations.

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A new recreative ground // densification.

At Ă˜stre Aker church the project deals with heritage and densification in a new urban district. The stop is placed at the intersection of the proposed development, green structure and transport modes. The area gains meaningful connections from the new development surrounding the graveyard to Valle Hovin in the east-west direction, and from Bryn to Ă˜kern in the north-south direction. Ulvenveien is transformed from a road to a green corridor, a combination of public transport axis; park, bike and recreation area.

An urban pocket // public space.

At Teisen, the project deals with sub-centre development in a low density urban area. The existing bus stop is transformed into a public square, integrating the tram stop and creating a new meeting place.

The gateway to the landscape // recreation.

At Bryn the project deals with urban development and recreation, and includes the opening of the Alna River. An industrial and area is transformed, and a new streetscape is suggested. By proposing to open the river and placing the stop where the river park and tramline intersect, a new entrance to the Alna river park is established. Existing listed industrial buildings are revitalised, as historic witnesses, and the tramline becomes a seam through the landscape.

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BACKGROUND

Tram renaissance

It is over 100 years since the Europe witnessed the opening of so many new tramway as last year. We can see the same trend worldwide, the tram renaissance, where the inner city redevelopment is closely related to implementation of light rails for environmental, spatial and aesthetic reasons.

Freiburg, Germany

Strasbourg, France

Bergen, Norway

New tram/light rail systems established in Europe 300

250

200

150

-1950 8

-1960

-1970

-1980

-1990

-2000

-2010 -2015

Source: Michael Taplin (March 2013). ÂŤA world of trams and urban transit A complete list of Light Rail, Light Railway, Tramway & Metro Systems through the worldÂť

BACKGROUND

More than just transport Urban development potentials by implementing tram in the city

Public space and streets

Recreation and nature

Due to law and regulations the trams can adapt to the urban environment in another way than to busses or other modes of transportation. The tram can drive in pedestrian streets or be integrated in squares and plazas. Shared space is one way to do this.

The tram can increase public acessability to parks and green areas. Redevelopment strategies in terms of integrated the tram into the redesign of the area with for example tree planting or meeting places can give the residents a sense of ownership of the area, and creating a more positive image of the place.

Example: Homme de Fer (Strasbourg), Aker Brygge (Oslo).

Example: Atlanta Beltline (Atlanta)

Node development

Densification

Potential to develope new neighborhoods and mobility nodes where different transport modes interact.

The tram can create economic growth, and gives value for investors developing the areas. Densification and development strategies can be used as a tool to decide development along the line and stops.

Wergeland (Bergen), Lagunen (Bergen)

Example: Rieselfelt (Freiburg) 9

MISSING LINK - THE SCALE OF THE CITY

Missing cross-connection

Grorud Nydalen Storo

Skøyen

The transport system in Oslo is based on three ringroads and parallel highways, train and metro lines from the centre and mainly to the east.The problem with these radial lines is the great amount of traffic Majorstuen Løren Økern that runs through the city centre; disrupting efficient traffic flows and fragmenting huge areas, especially in the east.

Breivoll Oslo city centre

Helsfyr Brynseng

Grorud Nydalen Storo

Majorstuen

Løren

Økern

Skøyen

karbladinndeling

Breivoll

senterl bydelsgrenser kollektivtransport

Oslo city centre

jernbane gardemobanen

Helsfyr Brynseng

T-bane T-bane i tunnell Trikk Næringsområdet Vannflate bygninger plasser grøntomr

Main roads Secondary roads Public transport (metro & train)

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karbladinndeling

MISSING LINK - THE SCALE OF THE CITY

Oslo is growing

Grorud Nydalen Storo

Skøyen

Hovinbyen, the large area between the city centre and the Grorud Valley in the east, is Oslo’s largest urban transformation project today.

The municipality have huge ambitions for the area, with 70 000 new Majorstuen Løren public and commercial buildings in a inhabitants, 2,5 mill sqm of new Økern 20-30 year perspective - as well as making multifunctional areas where public transport, walking and bike supportsBreivoll the load.

Oslo city centre

Helsfyr Brynseng

Grorud Nydalen Storo

Majorstuen

Løren

Økern

Skøyen

Breivoll

karbladinndeling senterl bydelsgrenser kollektivtransport

Oslo city centre

jernbane

Helsfyr Brynseng

gardemobanen T-bane T-bane i tunnell Trikk Næringsområdet Vannflate bygninger plasser grøntomr

Development areas: Oslo Development areas: Hovinbyen

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karbladinndeling

MISSING LINK - THE SCALE OF THE CITY

From radial lines to network Kjelsås

There are several actors planning the future network of public transport in Oslo. KVU Navet, a collaboration between Jernbaneverket, Statens Grorud vegvesen, SporveienNydalen and Ruter recently (November 2015) released the report on possible scenarios for how the public transport in the Oslo Storo region should be solved in the future.

Rikshospitalet

Tonsenhagen

Skøyen

The recommendation from KVU Oslo Navet (which Ruter bases its Løren til Nettverk» (from Hub to Network) planMajorstuen on) is called from «fra Navn Økern and looks at how cross-connections can release the pressure of the Breivoll city centre. New lines will create better nodes.

For the tram this means a new line at Ring 2 from Skøyen to Bryn, and in the future through Helsfyr Oslo city centre to Sinsen (via Økern).

Hovinbyen from Bryn Brynseng

New line to Tonsenhagen, with possible extention to Veitvedt.

Kjelsås

Grorud

Rikshospitalet

Nydalen

New line at Ring 2 (proposal Ruter K2016 and KVU Oslo Navet, 2015)

Tonsenhagen

Storo

Majorstuen

Future new line, Hovinbyen (PBE)

Løren

Økern

Skøyen

Breivoll

karbladinndeling senterl bydelsgrenser kollektivtransport

Oslo city centre

jernbane

Helsfyr Brynseng

gardemobanen T-bane T-bane i tunnell Trikk

Connection to the city centre (proposal Ruter K2016)

Næringsområdet Vannflate bygninger plasser

New line Hovinbyen. (proposal Plan- og bygningsetaten, KVU Oslo Navet, Ruter K2016)

grøntomr

Existing tramlines Proposed tramline: inner ring Proposed tramline: second ring Proposed tramline: future connection Existing metro & train

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karbladinndeling

MISSING LINK - THE SCALE OF THE CITY

In terms of potential for city development, the line between Brynseng and Grefsen unlocks a great potential. My focus has been to investigate this potential as well as placement of the line and stops.

The most important aspects the tram can solve here are predictability, cross connections and the potentials for development.

A - inner ring:

Skøyen, Carl Berners Plass, Helsfyr/Brynseng Important base as a link to the rest of the city, but unlocks least potential for urban development Grorud

B - second ring:

Vålerenga, Brynseng, Økern, Grefsen Unlocks potential, important connections, most interesting to work with.

Nydalen Storo

Majorstuen

Løren

Økern

Skøyen

C - future connection:

Brynseng, Breivoll, Haraldsrud, Vollebekk, Bjerke Unlocks most potential, but however deals with many private developers.

Will not be developed in +30 years

Breivoll

Oslo city centre

Helsfyr Brynseng

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karbladinndeling

MISSING LINK - THE SCALE OF THE CITY

Focus: placemaking

My focus had been on how this tramline can contribute to city development and unlock potential in terms of integration of green spaces, new public space and streets. I have focused on the stops to develop the surrounding communities.

Storo Sinsen Hovinparken Løren

Økern Ulven

Valle Hovin

Østre Aker

Teisen

Helsfyr Oslo city centre Brynseng

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MISSING LINK - THE SCALE OF THE CITY

A new network

This is my proposal for supplementing the future tram network in Oslo.

Distances are based on other European successful tram networks.

DISTANCE: Approx. 600 m between each stop.

SPEED: 21,5 km/t TIME: Helsfyr - Grefsen: 16,2 min Brynseng - Ă˜kern: 8 min

EXAMPLES - DISTANCES/SPEED: Bergen - Lagunen: 695 m / 25,5 km/h Strasbourg line A A: 561m / 21,5km/h Barcelona T5: 583 m / 19,1 km/h (Plan Urban (2014): Kraftige fremkommelighetstiltak for trikk)

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DEFINING THE LINE

Choice of corridor

The proposed corridor allows the tram to be fully integrated into the central urban environment or ‘the front side’ of the city, instead of segregating the tracks from urban spaces.

By chosing an open solution it means that it is easy to cross the tracks (i.e. no fences) creating a low barrier effect.

This would not be feasable if the line would be placed along the highway E6/Ring 3.

By placing the corridor along the historical main road, the connection between Ulvenveien and Teisenveien can be restored.

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Ulvenveien

E6/Ring 3

Teisenveien

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DEFINING THE LINE

Integration into existing network

The map shows where the proposed line runs, and the highlighted stops that interacts with train and metro (central mobility nodes). These are planned and/or plausible development areas.

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01

02

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DEFINING THE LINE

Landscape and attractions

Hovinbyen has been an important production area for the city - all the way from agriculture to industry. However, this has also lead to ecological disturbances due to industrial pollution, fragmented natural elements and buried rivers. The green structure is characterised by monofunctional use and poor maintainance, and needs to be linked. The highlighted stops show where these possibilies are apparent.

There are not many topographical challenges. The line crosses east west directional green structure, such as historical rivers and parks, giving a potential to highlight these landscape qualities along the line and where it stops.

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DEFINING THE LINE

Development

9000 6000 3000

9000 6000 3000

9000 6000 3000

Along and in relation to the line there are areas of potential development. A lot of the infrastructure in Hovinbyen today are built as single purpose infrastructure, such as highways with a lot of redevelopable land alongside. Other areas consist of industrial land, abandoned or under development.

The map shows the proposed stops with people working and living in a 500m radius today, and ongoing development areas.

0

9000 6000 3000 0

9000 6000 3000 0

9000 6000 3000 0

Potential development: Ă˜stre Aker Utnyttelse: T.U 150% 105 daa 2000 new apartments

9000 6000 3000 0

12000 9000 6000 3000 0

Potential development: Fyrstikkbakken 93 daa nybygg 125% O.U 1000 new apartment (a 80m2) or 2000 work places (a 40m2)

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9000 6000 3000 0

9000 6000 3000 0

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DEFINING THE LINE

Vision The project aims to rethink the infrastructure and propose the tram line as a soft structure also promoting public health, sustainability and ecological diversity.

The line as green connector

Network of public spaces

Brynseng Brynseng

Neighbourhoods 24

Grefsen

Ă˜kern

Ă˜stre Aker

Teisen

Fyrstikkbakken

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DEFINING THE LINE

A vibrant line

What kind of infrastructure we build matters to how we live our lives. Rather than just a linear infrastructure, I envision the line as a vibrant network of landscapes, public spaces and new neighbourhoods. This can mean to generate experiences, for example by opening watersheds, creating bikepaths, parks and recreation in relation to the new tramline. In that way the new corridor adds recreational and visual qualities, as well as transportation. The line can make Hovinbyen more attractive and lively, as well as acting as a guiding pinciple in the future development.

The line as green connector The project propose the tram line as a soft structure that connects both green structure in terms of implementing trees and green paving in the streetscape and connect to new and existing pathsystems.

Network of public spaces As well as public spaces the stops should create central mobility nodes where different transport modes interact. It should be easy to switch between different transport modes such as bicycle, bus, metro or train.

Neighbourhoods Placing important functions in the daily life such as grocery stores, cafes, activities close to the stop creates a structure for the communities around.

The line as green connector

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Network of public spaces

Neighbourhoods

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DEFINING THE LINE

A sequence of streetscapes

What if..?

Nils Hansens veg

What if..?

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Teisenveien

Ulvenveien

Dag Hammerskjølds vei

What if..?

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DEFINING THE LINE

A sequence of streetscapes

The line will be differentiated into three track types, which relate to the environments along the alignment.

DAG HAMMERSKJØLDS GATE

BOULEVARD Lørenvangen Sinsenkrysset 2 min

Grefsen

Main street with public transport in the middle.

Size: ca. 26,5 m (reg. 25m today) Pavement: paving

3,5 m

2m

3m

3,5 m

2,5 m

3,5 m

3m

2m

3,5 m

3 min

ULVENVEIEN

URBAN STREET Ulven Økern 1 min

Sinsenkrysset 3,2 m

2m

3m

3,5m

2m

3,5m

3m

2m

3,2 m

6 min

Public transport in the middle.

New development with active facades towards the street.

Size: 25 m Pavement: paving

ULVENVEIEN

PARKSTREET Østre Aker kirke Ulven 1 min

Økern

8m

4m

4 m+-

6m

30

3,5 m

2 min

Designed with recreational path, bikepath and planting in the middle.

Size: 25 m Pavement: gras

Vegetation Planted tracks is recommended. This contributes to aesthetic qualities, can hold rainwater, bind CO2 and dust and clean air in the city.

Paving Paved path is used where the tram crosses through urban space. This contributes to a feeling of less traffic. The surface can be cobblestone, concrete or gravel.

Asphalt Asphalt used where the tram runs in mixed traffic.

TEISENVEIEN

RESIDENTIAL STREET Teisen torg Østre Aker kirke 2 min

Separated tracks with planting.

Size: ca. 23 m Pavement: gras

Økern 2,5 m

2m

2,5 m

6,5 m

2,5 m

2m

2,5 m

4 min

NILS HANSENS GATE

GREENWAY Fyrstikkbakken Teisen 2 min

Separated tracks with planting.

Size: ca. 23 m Pavement: gras

Økern 3m

2m

7m

6m

4m

2,5 m

6 min

ØSTENSJØVEIEN

URBAN STREET Brynseng Fyrstikkbakken 2 min

Mixed with busses.

Size: 28 m Pavement: asphalt

Økern 3,2 m

2m

3m

2m

7m

2m

3m

2m

3,2 m

8 min

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NEIGHBOURHOOD

Case areas

A: Ă˜stre Aker The project deals with heritage and densification in a future dense urban area. The area is today disconnected with the surroundings, inbetween road barriers.

B: Teisen The project deals with centre development in a low dense urban area.

The area consists of two neighbourhoods, Søndre Fjellhus on the east with single housing with private gardens, and Teisen with block structure on the west.

C: Fyrstikkbakken The project deals with urban development and recreation with the stop as a gate to the landscapee. Today the are consists of industry and offics with some old listed buildings. Alna river is the main landscape quality.

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NEIGHBOURHOOD - DESIGN PROPOSAL

Fyrstikkbakken

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RIVER & FOREST

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Main green structure is the river landscape and patches of forest.

Housing Industry: factories, terminals..

Commercial: hotels, offices, shops Public services and culture

THE VALLEY

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as: industry/offices along the e edges.

onnect the valley

INDUSTRIAL BELT

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Housing Industry: factories, terminals..

Commercial: hotels, offices, shops Public services and culture

Tveten bru 1 min walk

MISSING LINK Possible to walk along Alna, but pathsystem partly eroded or running through parking lots at Bryn.

lley by opening the river with the trance to Alna environmental park. o a more diverse district around the

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Hellerud 10 min walk Bryn 5 min walk

as the main street

ROAD BARRIERS

Nils Hansens veg

Tvetenveien and E6 are the main roads through the area.

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Tvetenveien Ă…DT: 14000

E6

Ă…DT: 83700

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POTENTIALS AND INTERVENTIONS

Fyrstikkbakken

1. Revitalisation Potenital revitalisation of old, listed industrial brick buildings 2. New public space Potential future public space 3. Upgrade green structure Living in the forest: existing forest belt framing the site can be developed with paths and housing.

4. New park Potential new connections to the river can be designed as green corridors including stormwater management and activities for the future residents.

5. New event space Potential outdoor event space outside Bryn Eventhall connected to the tram stop.

6. Densification Potential densification and transformatin of industry 7. New river park Opening of the river and connection to Alna River park 8. New stop Hybrid between park, square and street.

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1.

2.

3

4.

5.

6.

7.

8.

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NEIGHBOURHOOD

Interventions

Issues and potential Today the area consists of a low density and single purpose morphology, with light industry and offices. Alna river runs below concrete slabs, and the area is subject to flooding. The existing road structures are vaguely defined with substantial areas either devoid of purpose or assigned as parking. There is an apparent potential in restoring a bluegreen riverscape and reshaping illogical road structures.

To achive this, some buildings (marked dotted) are suggested removed.

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Defining the streetscape

Alna river restored

Proposed spatial elements to define the street and the sites readability in the landscape. The high rise building placed on the riverside will allow cold air dranage to flow freely through the valley, as well as justifiable density in a spatious park.

By opening the river and creating new pathways and access points the broken structure through the valley will be reconnected. The project suggests reducing traffic in favour of public transport, cycle and pedestrian facilities.

New waterways

Effective orientation

The area is subject to flooding. By opening the river and introducing both a new wetland and green areas with retention basins and bioswales, delay and collection of stormwater will contribute to preventing future damage of the physical environment as well as establishing aestetic qualities and attraction value.

Development along the road frames the area, and as such the impression of the opened landscape towards the riverfront is strengthened. The effective orientation becomes more logical, and the result is a more readable space.

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NEIGHBOURHOOD

Fyrstikkbakken

Staging the waterfront There is a potential for rehabilitating the riverscape. Preconditions for the park of proposed dimensions (economical and usage) are densification and following city street structure.

What we achieve is a new street structure defined by new street trees and a coherent built structure. By opening the river we create new attractions for the area (amphi, view points & pathways) and address the situation of flooding by introducing a new wetland, green areas with retention basins and bioswales which delay the water to the river. On the microscope rain gardens is proposed at the stop bringing aesthetic qualities.

The public space is designed as a shared space. The stop is placed where the connections cross, at the entrance to the park �the heart of the area�- in immediate proximity to proposed new housing. Where it opens up to the park, the landscape in the city and the direction of the valley becomes apparent.

Upon arriving at Fyrstikkbakken, you can walk straight into the nature. .

N 50 M

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Section meeting the water

N 10 M

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PLANTING SUGGESTIONS STREET TREES

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Pinus sylvestris

Quercus rubra

Excellent dust and pollution absorbant.

Needles limit the negative effects of plant waste in tram tracks.

Decorative species.

A classic street tree.

NEIGHBOURHOOD - DESIGN PROPOSAL

Fyrstikkbakken

Alna

PLANTING SUGGESTIONS WETLANDS & RIVERFRONT

Salix alba

Elaeagnus commutata

Other suitable plant species for rain bed and riverfront include Carex pseudocyperus Carex muskingumensis Carex pendula

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NEIGHBOURHOOD - DESIGN PROPOSAL

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NEIGHBOURHOOD - DESIGN PROPOSAL

Østre Aker

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GREEN STRUCTURE

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Østre Aker graveyard is the main green structure.

Housing Industry: factories, terminals..

Commercial: hotels, offices, shops Public services and culture

THE HILL

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by industrial areas at litten, which will be l areas.

RESIDENTIAL/INDUSTRY

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Housing Industry: factories, terminals..

Commercial: hotels, offices, shops Public services and culture

Alnabanen Pilgrimsleden

POOR CONNECTIONS

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g the area

nto a boulevard with new build-

the tramway along the graveto the church ge

Ulvenveien ÅDT: 10700

Bridge

HEAVY ROAD BARRIERS The heavy roads E6 and Ulvensplitten is the main barriers today. The bridge (marked in map) needs to be widen to give space to the tram and improve connections for active transport.

Persveien Ulvensplitten

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ÅDT: 49700

E6

ÅDT: 49500

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POTENTIALS AND INTERVENTIONS

Ă˜stre Aker

1. New path system Connecting to Valle Hovin 2. New park Linear park at the edge of new development 3. Development There is a lot of redevelopable land along the highway. Transformation of the road unlock potential to develop these areas.

4. Green street Potential to integrate the tracks in the edge of the graveyard as a green line.

5. New stop Placed in the intersection of the new development and connecting to the church.

6. Reconnect Reestablish the historic axis to the church which today is cut of by road systems.

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1.

2.

3

4.

5.

6.

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NEIGHBOURHOOD

Phasing The project suggests three phases of development.

Today -. potenitals and problematics Underutilised.

The area is today characterised by single purpose infrastructure. There is a lot of redevelopable land along the highway, as well as industrial areas, abounded or being developed. The church is today cut off by road barriers and is dealing with heavy noise pollution.

Transformation potential.

There are plans to develop the area. To make this happen, it is required to redesign the crossing highway (dimension reducement). There is also been pointed out the possibily to to reduce the powerstation (Hovinbyen conpetition, PBE), which unlocks a lot of redevelopable land. The tram can be a tool to release this potential. To gain a more life-affirming apprach to the infrastructure this means means to not only build infrastructure for people transporting people from A to B, but create a structure that can cultivate conditions for business, a place to live..

Phase I - preparing the ground The project suggest as step one to - upgrade Ulvenveien with tram, new vegetation, and a bikepath.

-build upon existing and new green qualities by introducing a linear park with a sequence of green rooms - Create a new entrance to the church, based on the historic axis Transformation of power station Planned development on the northside of Ulvensplitten Phase II - framing the road and public space - reduce traffic at Ulvensplitten before the transformation - development along Ulvensplitten west, and around the stop and to complete existing housing structure to frame the park and stop.

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Power station

Ă˜stre Aker church

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NEIGHBOURHOOD

MUSEUM

Ă˜stre Aker

Framing a new neighbourhood New building volumes are proposed along the new street - suggesting green space between new and existing buildings. This green structure extends to the historical park axis and connects the areas from the church to potenial new parklands at the old power station site.

Pathways are proposed along the ridges of the terrain features; terrain better left to recreational purposes due to its steep elevations.

The frame for the tramline stop is apparent in the intersection between new building volumes and strengthened directions in the area.

N 50 M

Phase III - creating a

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Section

place

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1:1000

NEIGHBOURHOOD - DESIGN PROPOSAL

Østre Aker

PLANTING SUGGESTIONS PARKLANDS AND TRAM STOP Tilia Cordata ’Greenspire’

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Prunus yedonensis

Quercus robur ’Fastigiata Koster’

Fagus sylvatica

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NEIGHBOURHOOD - DESIGN PROPOSAL

Teisen

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PARKS & GARDENS

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Two neighbourhood parks are connected to the stop on the east and west side.

THE PLAIN

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dential

y redidential areras, with public functions as school, kindergarden and nursing home.

RESDENTIAL

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Housing Bryn school

Industry: factories, terminals..

Commercial: hotels, offices, shops Public services and culture

Narrow pedestrian bridge

NETWORK OF PATHS

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ntials - new centre

ming the square with an pocket, from parking to meeting place sify around the new square way along Teisenveien

LOCAL ROADS Historically Teisenveien was the main connection through the area, connecting public functions such as schools and hospitals.

E6

Ă…DT: 83700

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Teisenveien

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POTENTIALS AND INTERVENTIONS

Teisen

1. Development Potenital to complete block structures to quarters close to the stop underlining the street.

2. Upgrade park Cultivate and upgrade park areas while densificate along edges 3. New bike path A new bikepath along Teisenveien will improve connections in the area 4. New public square Potential for a local square in the natural crossing point. Obvious point for meeting places and public transport functions.

5-6. Development Potential plot for densification at the stop 7. New path system Potential new connection through villa area.

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1.

2.

3

4.

5.

6.

7.

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NEIGHBOURHOOD - DESIGN PROPOSAL

Teisen

The area consists of two neighbourhoods, Søndre Fjellhus on the east with single housing with private gardens, and Teisen with block structure on the west with pathways intersecting in this point. Today this is a busstop and a small store, but potentially this can be more important connecting the neighborhoods and act as a meeting place.

The proposal is to use trees and pavement to frame the space making a public space with an integrated tramstop. As such, this declares the sites importance and seeks to tie the neighbourhoods together.

The design seeks to construct a place for everyday convenience: Commuting, lingering, having a snack, shopping, meeting with pavilions for shelter, well placed benches, bike parking, paving as the floor and trees as the vertical framing. When you exit the tram you are at the public square, and not a generic platform.

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Main elements & lightning Lighting are placed at the edge of the square. The pavement is the horisontal definition of the space, while the trees creates the vertical.

The diagram shows new (gray) and existing (white) trees.

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PLANTING SUGGESTIONS URBAN SQUARE AND TRAM STOP

Parthenocissus quinquefolia

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Acer campestre

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NEIGHBOURHOOD

Principles for stops

Every stop consists of a few simple elements: Pavilions to protect passengers from wind and rain, benches, bike parking, info screens, trees, and ticket machines (these may be integrated in nearby buildings).

The stops are designed 40 m long to fit the new trams (34-36m), and 3,5 m wide. They should be adjusted to the different sites, and easy recognisable for both locals and tourists.

Lighting Street lighting works as the primary lighting for the stops.

Materials The stops should be designed with robust materials of high quality to be able to last for many years. Granite is used on all stops and stairs.

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APPENDIX

Plant suggestions Street trees Tilia Cordata ’Greenspire’

Quercus robur ’Fastigiata Koster’

Trees stop Ulmus Resista R ’Rebona’

Prunus yedonensis Stop Østre Aker

Trees park

Sorbus aucuparia ’Rosina’

Sorbus intermedia FK Horten

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Pinus sylvestris

Quercus rubra

Salix alba

Acer campestre

Alnus incana

Salix fragilis

APPENDIX

Model photos

Fyrstikkbakken - a new riverpark and tramstop

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Ă˜stre Aker - park axis from west to east 74

Ă˜stre Aker - Ulvenveien from south 75

APPENDIX - ESSAY

På skinner gjennom en ny grønn bydel

Fremtidens Bryn? Bildet viser åpning av Alna ved Fyrstikkbroen.

Tenk deg en hverdag hvor du kan sykle eller spasere til nærmeste holdeplass, ta trikken effektivt gjennom vakre, grønne omgivelser istedenfor å stå i kø med bilen på vei til jobb. På hjemveien vil du se landskapet som åpner seg opp mot Alna miljøpark ved Bryn, kanskje ta en kaffestopp på Teisen torg eller en løpetur i parken ved Østre Aker kirke. Dette kan bli opplevelser langs den nye trikkelinjen gjennom Hovinbyen, Oslos største byutviklingsområde.

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Det bygges for tiden trikk i et forrykende tempo i Europa og resten av verden, og trenden omtales som en ”trikkerenessanse”.

Designere og planleggere har også sett verdien av å bruke trikk ikke bare som transport fra A til B, men som et verktøy i byutviklingen. En viktig del av årsaken til at flere europeiske byer velger å satse på trikk eller bybane er muligheten til å utvikle byen på ny, i tillegg til å markedsføre den. Her hjemme lanserte KVU Oslo Navet nylig sin anbefaling om fremtidens kollektivnettverk i hovedstaden, med stor satsing på trikk. I denne rapporten nevnes en ny linje gjennom

Hovinbyen, området mellom sentrum og Groruddalen.

Planene for Hovinbyen er store. Det utvikles 27 000 nye boliger, en rekke nye arbeidsplasser, og det fokuseres på at de nye byområdene skal være flerfunksjonelle hvor kollektiv, gående og sykkel skal ta all vekst. En av de største utfordringene Hovinbyen står overfor idag er å få på plass nye, velfungerende gateløsninger.

Infrastrukturen er hovedsakelig preget av parallelle linjer fra sentrum og ut, som danner barrierer for gående og syklende. For å få til en kobling på tvers av Hovinbyen har både Ruter, Plan- og bygningsetaten og KVU Oslo Navet foreslått trikk som et mykere bindeledd. Her kan trikken være en nøkkel til å utvikle gatenett og nye bystrukturer. En av de foreslåtte nye traseene strekker seg fra Bryn via Teisenveien og Ulvenveien til Økern, og kan kobles videre til Grefsen. Hvordan denne trikkelinjen bidra til byutvikling i form av byrom, gater og grønnstruktur i Hovinbyen?

Ta trikken inn i byutviklingen Det er fristende å la seg inspirere av byutviklingsprosjekter fra Frankrike og Tyskland.

Når en fransk by beslutter å legge en ny linje gjennom byen, bygger de ikke bare en trikkelinjen, men de fornyer områdene rundt.

I Strasbourg ble deler av linjen utviklet som en park, med grønt gress mellom skinnene og planting av tusenvis av trær. Dette gir både en vakker opplevelse for de reisende å ferdes gjennom, og de som bor der vil ha større glede av nærmiljøet.

I Riesefeld, Freiburg, ble trikkelinjen lagt før

byggene kom. På denne måten fungerte trikken både som en generator for investeringer i området, og sikret uavhengighet fra bilen fra dag én. Men i Hovinbyen starter man ikke på bar bakke, og vi må derfor tenke annerledes. Mange av områdene er idag eksisterende boligområder, som Teisen og Fjellhus; andre områder er preget av industri, lager og kontorer med lav utnyttelse som ikke forholder seg til gaten, som på Bryn.

Hvilke muligheter finnes i disse områdene? Åpne opp til Alna miljøpark Økende nedbør har satt fokus på håndtering av overvann i byen. I områder hvor Fyrstikkbakken krysser Bryn er Alnaelven delvis lukket og det er interessant å se på muligheten for en gjenåpning. Å åpne elveløpet vil skape en sammenheng i den oppbrutte strukturen gjennom dalen. Bryn kan transformeres fra industri og lager til en mer mangfoldig bydel, hvor det blågrønne er i fokus. Stoppet kan bli en inngang til Alna miljøpark, hvor man kan spasere direkte fra trikken ut i et vakkert turområde langs elven. Eksisterende strukturer i form av verneverdige industribygninger kan bli fremtidens kulturarenaer inkludert boliger - de vitner om stedets historie - og trikken er sømmen i landskapet.

Gaten som grøntområde Som en forlengelse av grøntområdet langs randsonen av Østre Aker kirkegård, kan traseen være en kombinasjon av kollektivakse, park, sykkel- og rekreasjonsvei. I tillegg til estetiske kvaliteter kan en grønn trase holde regnvann, binde co2 og støv og rense luften. Byen kan vokse ved at det bygges bolig og næring langs østsiden av trikkelinjen og langs Ulvensplitten, 77

gitt at vegen endres til mer folkevennlig gate, som for eksempel en boulevard. Østre Aker kirke som historisk referanse vil gi en sterk identitet til stoppet.

Andre stopp kan danne nye urbane lommer.

I Teisenveien, mellom boligområdene Teisen og Fjellhus kan stoppet ved nærbutikken bli det nye torget, med sitteplasser, aktiviteter og cafeliv. Ny tilgjengelighet i form av trikkeholdeplass, sykkelparkering og sykkelveg langs Teisenveien vil gjøre stoppet til det nye samlingspunktet.

Med trikken som nøkkel til fremtiden by Vi vet ikke hvilke krav som vil stilles til byen i 2030 eller 2050, men vi trenger å tenke nytt.

Idag planlegges traseer først og fremst med markedsverdi som grunnlag. Men hva med fremtiden? Trikken gir en ny tilgjengelighet og endret trafikkmønster. Men hvis man skal ha maksimalt utbytte av denne tilgjengeligheten, må man være villig til å ta flere grep på samme tid. Dette kan bety å tilpasse byen til mer nedbør og overvann, biodiversitet, energi; med andre ord ikke bare flyten av mennesker, men også av vann, flora og fauna. Å legge trikken gjennom Hovinbyen åpner for mange muligheter. Ikke bare de større linjene i form av transport, men også for de små stedene, både nye og eksisterende, som berøres. Man har mulighet til å sette igang en rekke byromsprosjekter på samme tid. Det vil da være attraktivt å komme til bydelene med nye byrom og en ny tilgjengelighet. Visjonen er klar: Bruk trikken til å utvikle byen, og legg traseen gjennom Hovinbyen!

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Ett stopp på broen. Østre Aker sett fra Ulvenveien med ny bebyggelse og utvidet bro over Ulvensplitten. I bakgrunnen skimtes Østre Aker kirke.

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APPENDIX - REFERENCE LIBRARY

Bergen light rail/bybanen | Bergen, Norway

Status: opened 2010 Length: 9,8 km (15 stops), 24 min Frequency: every 5 min/rush hours, every 10-15 min afternoon/evening Architect: Norconsult AS in corporation with Asplan Viak & Terje Kalve landscape architects The light rail project in Bergen is a good example on the changes in public transport the last decades. It is successfull in using light rail as a tool for branding the city and in placemaking. In the 1960s the municipality closed down and dumped the existing tram in the fjord, but when the traffic problems increased there was a suggestion again for opening a new light rail.

Bergen light rail started as an idea of a high speed train to Flesland airport, with few stops and the intentions to compete with the traffic. Before it was accepted politically it was adopted as a light rail, and transformed into an urban development project. The light rail opened in 2010, and serves as the backbone of the public transport system in Bergen. However, the relation between transit and city building wasn’t always that obvious.

Development around nodes and was not a plan from the start, but to develop around the stops and the line has now become an important strategy for Bergen municipality. In the design guide for the project it states ‘The City of Bergen seeks to make the light rail transit system a truly iconic structure and the pride of the city (...) The ambition is for Bergen’s light rail service to become a consistent product based on a coherent plan which seeks to create functional and visual connectivity between all elements. The light rail must be developed and built in a way which clearly communicates its characteristic identity’ (City of Bergen, 2005).

The light rail corridor and stops has been important for the investors. As one example, Statoil has chosen to locate their office at one of the light rail stops to reduce the number of parking spaces, both to ensure good access to public transport for employees, but also to be part of the sustainable identity bybanen deliver. (Olesen, 2014) Bybanen has got several awards, among them the prize ”Vakre vegers pris” in 2012 from the Norwegian State Road Department, and was 80

described as a positive contribution to the citylife.

The transit and speed argumentation versus urban development argumentation is an important discussion. In Hovinbyen the connection between transit and city development can be thought of from the start.

A critique may be that Bergen light rail had too much focus on the corridor (a narrow strip on the plan), and not enough on the areas it affected. If this was a strategy from the start, development of the light rail network and new public spaces could go hand in hand. On the other hand, to nail the line was important in the beginning to get pocitical acceptance.

�The White Line� making the line visible, inspirated from Barcelona.

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Vauban and Riesefeld | Freiburg, Germany

Freiburg is a well known case of integrated and holistic mobility planning. With a dense urban structureand around 220,000 inhabitants, the city is known for their sustainable urban development dating back to the mid 90s. The tram has been an integrated part of the city for a long time. Freiburg kept its tram network in a period where a lot of other cities chose to close it down.

Challenging the ”natural order” of mobility hierarchies is present-day thinking. The project is a good example of planning strategy that aims to convince the inhabitants that old habits are just that, and by altering the course, new qualities will emerge as a result.

The city has four tram lines is running through, as well as well-developed cycle network. In the inner city there are reduced or no capacity for cars, with only tram and pedestrians. With the tram as a part of a wider transport policy, a high amount of daily journeys are with public transport (18%), as well as 30% cycling and 22% walking.

I will focus on two of the most recent urban districts, Vauban and Rieselfeld, which have been developed by using light rail as a mobility concept.

The districts are organixed with the car as the lowest in the mobility hierarchy ans with denser buildings closer to the light rail corridor. Public facilities and workplaces are located in walking distances.

Vauban is a new neighborhood 4 km souch of Freiburg cener built as ”a sustainable model district” for 5,000 inhabitants and 600 jobs. The extention of the tram to Vauban opend in 2006. The tram in the middle, as well as the green common areas, are designed as the backbone of the area. In Vauban all households are within 400 m of a tram stop, and apartments without parking are situated closest to the stops.

Tram and bus stop at the western entrance to Vauban, showing the direct interchange between bicycle, bus and tram.

In Rieselfeld, the tram line was opened before the area was fully developed; in this way the tram worked as a generator for investment in the area, and secured independence from the car from the beginning.

Trams runs in the middle, on unpaved surfaces which helps to reduce noise and mitigate stormwater runoff.

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Tram stops, Vauban

Visualisation of the new light rail extension through the city centre at Platz der alten Synergoe, integrating light rail network and new public spaces.

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Tramline A | Strasbourg, France Status: 1990-1994 (Line A) Length: 10 km Architect: Norman Foster, Jean-Michael Wilmotte, Guy Clapot, Gaston Valente, Richard Normand Bernad Barto Landscape architect: Alfred Peter In 1968 Strasbourg’s old tram system stopped running. The new system opened in 1994, and has been used to restructure the city and deliver the public realm back to pedestrians. The space for cars was significantly reduced, benefiting pedestrians, cyclists and tram. (The modern tram in Eurpoe, 2008)

The tram brought us a park” (people of Strasbourg)

In Strasbourg the tram was used to recreate urban landcapes, and provided an opportunity of changing the layout of the city and urban spaces (Strasbourg City Council, 1999). The first line (tramline A) was linking the northwest and southeast parts of the city through the centre. It was designed as three district sequences, enhancing the existing character of the urban areas.

The northwestern section was developed as a tramway though green gras and by introducing a park with the tram in the middle reducing the overscaled section of the street. Public spaces was introduced and renovated.

”See the tram as a vehicle for designing public space” (Alfred Peter, landscape architect)

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Materials and tracks were designed similar to facades along the streets. Through the busiest place in the city centre the tramway and roads was built underground, prioritizing pedestrians.

In the south, the avenue was transformed by the planting of 1600 trees. With packed sand as the floor and linden trees at the edge track, it works as a powerful spine. The landscape design paid attention to the quality of the streets furniture and refurbishment on tram stops.

In the poorer area the tram is deployed as an instrument to enhance solidarity between different sections of the population by careful treatment of public spaces in areas that are typical neglected.

(Shannon & Smets, 2007) Homme de Fer is one example where the tram is integrated in the public space.It is designed with the tram in the middle, a floating glass roof celebrating the tram and a mix of public and cafÊ seating. With no segregating elements it’s also an easy place to switch transport.

Since then several extensions has been made. The current network has 6 lines and a total length of 57.5 kilometres.

A popular area today, as the line is more about the spaces alongside, the variation of design elements. - the experience, rather than the method of transportation. See the tram as a tool for designing public space, green streets, materials and design is especially inspiring.

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Atlanta Beltline | Atlanta, USA

Status: designed Length: 35 km Architect/landscape architect: Perkins+Will & James Corner Field Operations

The Atlanta Belt Line is an infrastructure framework with the aim of creating connections between Atlanta’s urban neighborhoods and a signature meeting place. This loop is based on an old railroad which will be transformed into a 35 km transit greenway that combines light-rail transit, parks and multi-use trails. This public infrastructure connects 45 historic neighborhoods around the city’s urban core, catalyzing economic development as it circles the city.

The Corridor Design highlights the character of the diverse landscapes through which the Atlanta BeltLine travels. At the same time, it reinforces continuity and identity for the entire project by establishing elements like bridges, walls, and railings, as well as strategies to incorporate public art and signage. With a phased implementation

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plan, some components are being implemented even as design work is ongoing.

A destination in itself - will it suit the purpose?

Properly connected? Parkfrastructure?

Conceptually interesting for creating a phased public greenspace and mobility link between a series of development projects. It works as a community project - where you can create your own identity by volunteering. ”The Beltline is many things for many people”. The possibility of ”implementing while designing” can be read as a flexible approach and allows for adjustments based on experiences from earlier development stages.

Other examples

In Angers in France the renovation of public spaces in connection with the light rail and establishing bicycle paths was a main strategy. Pilot projects for bycycles in combination with the light rails were tested, especially on longer routes. Examples of this were boxes where the bicycle can be locked inside on the stops, electrical bikes and folding bikes to take on the light rail. �LOOP City� by Bjarke Ingels Group, a master plan for the suburbs of Copenhagen proposes a new light rail. The aim for the new light rail is to act as catalyst to develop the surrounding communities, instead of just being a way for people to get around.

The project incorporate strategies for energy efficiency, waste management, water treatment and with a peak at each station.

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APPENDIX

Why tram?

Five arguments for choosing tram in the city

Capacity

The main argument for introducing tram is the capacity. This means that the tram occupies less space than buses to transport the same amount of people. While you need 70 lanes of cars or 8 bus lanes, you only need 6 lanes of trams to transport 50 000 people per hour through downtown Oslo with today’s capacity.

Streets & public space

Due to laws and regulations the trams can adapt to the urban environment in other ways than buses or other modes of transportation.

The tram can drive in pedestrian streets, or be integrated into squares and plazas. This provides an accessibility where the people are, as well as where there’s no other traffic. In this way the tram can be fully integrated into central urban environment or ‘the front side’ of the city, instead of segregating the tracks from interacting with the urban spaces.

”Skinnefaktor”

”Skinnefaktor” is a term used to describe the popularity of the tram. The tram increase the attractiveness in area, and can thus be used as a marketing tool for the city.

Environmental perspective

The tram runs on very little electricity, and even produce electricity to the network when running downhill. Noise pollution has earlier been a negative side, but today’s trams run silently. The tram in Oslo was measured as the most energy efficient public transport option by passengers per km in 2013.

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City development

The tram can create economic growth, and increase value for investors developing the areas. Densification and development strategies can be used as a tool to decide development along the corridor.

The tram can also be used to revitalise neighborhoods, create attractions and public accessibility. Redevelopment strategies in terms of integrating the tram into the redesign of the area (ex. tree planting or new/upgraded public spaces) can give residents a sense of ownership of the area, and creating a more positive image of the place.

(Trikkeprogrammet, (2015), Olesen, M. (2014))

APPENDIX

Sources KVU Oslo_Navet (2015). Fra Nav til Nettverk.

Multiconsult (2015). Trikkeprogrammet.

Plan Urban (2014). Kraftige fremkommelighetstiltak for trikk Olesen, M. (2014). Making Light Rail Mobilities. Aalborg Universitet.

Shannon K. and Smets M. (2010) The landscape of contemporary infrastructure.

Statens vegvesen (2015). E6 Manglerudprosjektet Source: Taplin, M, (2013). ÂŤA world of trams and urban transit - A complete list of Light Rail, Light Railway, Tramway & Metro Systems through the worldÂť http://www.lrta.org/world/worldu-z.html#GB (10.11.15) http://www.itdp.org/wp-content/uploads/2014/07/26.-092211_ITDP_NED_Vauban.pdf, 10.02.15 http://inhabitat.com/big-proposes-loop-city-light-rail-line-to-revitalize-copenhagen-suburbs/, 10.02.15 http://worldlandscapearchitect.com/atlanta-beltline-atlanta-usa-perkinswill-james-corner-field-operations/#more-8416, 11.02.15 http://perkinswill.com/work/atlanta-beltline.html#sthash.lGDbzz2k.dpuf, 16.02.15 http://beltline.org, 16.02.15 http://worldlandscapearchitect.com/atlanta-beltline-atlanta-usa-perkinswill-james-corner-field-operations/, 15.02.15 Conference, Oslo Urban Arena, 23.-24.09.15 Conference, byutvikingskveld om Hovinbyen 23.09.15 Conference. Hovinbyen: Reclaiming the inner city fringe, 19.-20.03.15 Site visit Freiburg, 27-29.03.15 Site visit Strasbourg, 25-27.03.15 Site visit bybanen in Bergen and talk with Ingrid Haukeland, 16.05.15 Discussion with Thonam Forslund Johnsen, 15.04.15 Discussion with Ola Skar, 18.04.15

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