Wadi Below by Ishay Chen

Wadi Below The Intersection of Two Major Entities of Haifa

A project by Ishay Chen Tutors Arch. David Robbins Arch. Amit Nemlich Arch. Guy Austern

Created as a final project in Studio: â&#x20AC;&#x153;Detail, Material, Technologyâ&#x20AC;? Faculty of Architecture And City Planning Technion I.I.T, Haifa, Israel 2014-2015

Wadi Below The Intersection of Two Major Entities of Haifa

Introduction

The Consciousness Void

[opposite] An aerial view of Carmelia Junction and its surrounding wadis. 2

It is even deep in the premise of our cities, that we can often find significant void enclaves within urban space. Such voids are vacant only in comparison to their immediate environment, and defined by their difference from it. If we examine natural environment voids, those would be spaces that often act as “mere separators”, allegedly, of built areas. This observation could be noted especially in those cases where the void space is situated in the heart of built, urban area. This is the case of the structure of Haifa on the Carmel ridge. Its neighborhoods are set atop the spurs, leaving the creek basins (locally referred to as wadis), at most, as huge enclaves of diverse natural grove. This project is greatly interested in determining and investigating the way in which the city - the people who live, work or visit in Haifa - interact with those enclaves. When the first neighborhoods of the Carmel were first planned in the early 1940’s, the distinct strategy of leaving the basins natural was clearly apparent. It was based on two main motivations: the first being to avoid the challenging conditions of steep building parcels and access routes (in light of the then-new modern planning paradigm), and the second, more elusive motivation was to provide a feel of a rural, calm and natural setting for the neighborhoods. Initially the wadis received great care in terms of access and views to them. But gradually since, less and less of those relations survived. Nowadays, I believe that the natural wadis are absent from the spatial image we have of Haifa in our consciousness (being voids also in the cognitional sense). Instead, we largely perceive them as gaps, voids in between different segments of the city that we know: two adjacent neighborhoods, the ‘Carmel’ vs. Downtown, etc. Thanks to these gaps, the segregated neighborhoods and districts along the ridge enjoy a very low perceived density and vast, natural boundaries. Yet the voids themselves, i.e. the wadis and other natural enclaves, are often missed from the spatial perception.

Two Polar Places

[opposite] from left to right: A view inside wadi Ezov, looking west towards the creekâ&#x20AC;&#x2122;s estuary A view of Carmelia Junction area, standing in Moriya av. looking south-west An aerial view of Carmelia Junction and its surrounding wadis (highlighted are the two above locations). 4

In the following example (showing two locations in the area of Carmelia neighborhood in Haifa), within a very short distance, two completely different environments reside. On one hand, there is Carmelia Junction, a busy medium-sized urban hub, incorporating stores, restaurants and bars, connecting Carmelia with Moriya avenue, a major axis in the city. On the other hand, some 50 meters away, we can already delve in the vast space of Ezov creekâ&#x20AC;&#x2122;s basin, which is completely obscured from the junction area. The two places act as very distinct, polar places; the most busy (in terms of vehicles and passing crowds) vs. the least busy (rarely is any person seen in the basin). In such a manner we can characterize great differences between places all along the boundary between built and natural environment on the Carmel and in general, as well - proving that void enclaves in cities are probable to create a great contrast between places.

Cities Benefit From Natural Enclaves

[above] From left to right: The entrance to Noosa National Park, Queensland, Australia An aerial view of Noosa Heads A public sign illustrating routes in the park [opposite] A view of Miradouro De Santa Caterina, Lisbon, Portugal

Globally, many cities managed to seize the opportunities their natural enclaves uphold. Almost any metropolitan entity today is interacting with natural areas of some sort (be it ‘natural’ or ‘artificial’), to a certain degree - a park, a pond, a natural reserve, agricultural land, etc., but it is less often (yet absolutely apparent) that natural enclaves meet the more central areas of cities. Such a scenario usually contradicts the logic of land value and use - but still, in those cases we witness it, the special space usually has the potential of serving a unique role to the public (for instance, Central Park in New York acts in such a manner). I aim to examine cities that incorporated their natural assets in a unique way, working internally with the central urban activity. In Lisbon, high hills are scattered in the CBD. On the hilltops, open terraces act both as scenic lookouts and places to dine, drink or relax. In Noosa, Australia, the city reaches a small peninsula that was left completely natural, making a national park, that sits right by the city center - a minute walk from the main streets and the beach.

Opportunities Due to their topographic nature, the creek basins in Haifa reach to a great vicinity with many central areas of the city. Looking back at the area of Carmelia junction in Haifa, I suggest to consider the two polar places - the head of the creek and the central avenue, as two continuous spaces, by revealing a connection between them: both visually, physically and consciously. Even a minor exposure of the creek, the sea and the horizon in the view from the avenue could provide a vital sense of orientation, an attractive view and an intriguing point of interest along the axis.

[opposite] A simulation of the possible view form the junction. 8

To Mount A Wadi

[opposite] A render of an over-the-shoulder view at the intersection site of the proposed design. The panorama of the wadi is visible from Moriya av. A map of the proposed design (the two places discussed previously are highlighted in both images) 10

My proposal for intervention is in the intersection between the two perpendicular, linear “routes”: one is Moriya av. (by Carmelia), and the second is ‘Ezov’ and ’Even’ creeks. It calls for providing the entire saddle with a usable natural space in the middle of the city, making the point of intersection an interesting lookout, that’s surrounded by buildings that hold commerce, retail, restaurants and residence functions. This strategy relies on the challenging existing reality of the creek. In one hand, it is an owe-inspiring vast area, with thick natural grove vegetation, that is safely kept clear and surprisingly under-visited (that is in part, due to its disconnection from almost any public access facilitation), a rare quality, especially if we consider the great vicinity to the streets and centers. Therefore it is acceptable to strive to preserve the unique quality of the creek as is, unspoiled and not too exposed for access. On the other hand, these (and other) motives lead for the situation described thus far, where nearly no greater-public benefit is made from the creek. Many planning ideas today, suggest to plan grand, radical makeovers for creeks in the Carmel, spoiling their unique character and delicate relation with existing streets and pathways, or strangling their entire boundary with a very long, remote and expansive public promenade. Between the existing agenda and the grand plans, I suggest a mediocre, alternative strategy: Creating a concentrated focus point, through which the wadi is integrated with the streets. This point is established in the wadi’s head - allowing for the most efficient access, and also the minimal alteration of the wadi’s boundary. A “mounting point” of sorts, through which - the entire natural enclave is laid out.

Two Key Entitlies Of The Formation of Haifa

Creek Basins Encompassing 23% of the cityâ&#x20AC;&#x2122;s area (6 sqkm.)

Ridge Line Stretching 12 km. across the northern and southern borders of the city.

Ridge Line Watershed And An Urban Spine Of The Carmel Districts In Haifa

[above] A view of Carmelia Junction area, standing in Moriya av. looking south-west 14

The first key entity I’ll examine is the realization of the Carmel ridge line in Haifa. It is a notable example of a major traffic axis that was established on a singular, geographical basis - the ridge’s watershed: a long, relatively linear route, stretching from Stella-Marris on the north, to Haifa University on the south. Upon the beginning of the major settlement on the Carmel, near the beginning of the British mandate, on the turn of the 1920’s, the axis was a remote route with just a few single self-maintained houses. But since planning commenced, neighborhoods began to emerge, one by the other, beginning with “Ahuazat Ha’Carmel (Ahuza)” and Carmel Center, and populated with small villas and 3 to 4 levels high residence buildings. As the parcel scheme of those neighborhoods (and ones that followed) was following the top of the spurs that were accessible from the ridge line, the axis quickly received a heavy duty of a singular access route for many neighborhoods. The ridge line nowadays serves as a central traffic road, connecting not only the adjacent neighborhoods but also many districts in southern Haifa to ones on the north.

‫בית ספר ”ליאו בק“‬

‫מרכז פנורמה‬

‫מרכז חורב‬

‫כרמל צרפתי‬

‫‪ 3‬כניסות‬

‫רמת התשבי‬

‫‪ 9‬כניסות‬

‫כרמל מערבי‬

‫כניסה אחת‬

‫אודיטוריום מרכז הכרמל‬ ‫אודיטוריום מרכז הכרמל‬

‫מרכז חורב‬

‫מרכז הכרמל‬

‫‪ 12‬כניסות‬

‫כרמליה‬

‫‪ 2‬כניסות‬

‫אחוזה‬

‫‪ 9‬כניסות‬

‫רמת אלמוגי‬

‫‪ 2‬כניסות‬

‫רמת אשכול‬

‫רמת אשכול‬ ‫כניסה אחת‬

‫רמת בגין‬

‫‪ 2‬כניסות‬

‫רמת גולדה‬

‫‪ 4‬כניסות‬

‫‪PUBLIC BUILDINGS‬‬ ‫‪PUBLIC‬‬ ‫‪AND‬‬ ‫‪BUILDINGS‬‬ ‫‪LOOKOUTS‬‬ ‫‪AND‬‬ ‫‪PUBLIC‬‬ ‫‪LOOKOUTS‬‬ ‫‪BUILDINGS AND‬‬ ‫‪PLANS FOR INTENSIFICATION‬‬ ‫‪PLANS‬‬ ‫‪FOR INTENSIFICATION‬‬ ‫‪OF TRAFFIC‬‬ ‫‪PLANS FOR‬‬ ‫‪OFINTENSIFICATION‬‬ ‫‪TRAFFIC‬‬ ‫‪OF TRAFFIC‬‬ ‫‪LOOKOUTS‬חיפה‬ ‫אוניברסיטת חיפה אוניברסיטת‬ ‫אוניברסיטת חיפה‬

‫‪15‬‬

‫‪ 3‬כניסות‬

‫כרמל צרפתי‬

‫כניסה אחת‬

‫‪Designated for private‬‬ ‫‪Designated‬‬ ‫‪viechle tunnels‬‬ ‫‪for private viechle‬‬ ‫‪Designated‬‬ ‫‪tunnels for private viechle tunnels‬‬ ‫‪Designated for public‬‬ ‫‪Designated‬‬ ‫‪transport lane‬‬ ‫‪for public‬‬ ‫‪allocation‬‬ ‫‪transport‬‬ ‫‪Designated‬‬ ‫‪lane allocation‬‬ ‫‪for public transport lane allocation‬‬ ‫‪Segment that is highly‬‬ ‫‪Segment‬‬ ‫‪probable‬‬ ‫‪thattoisbe‬‬ ‫‪highly‬‬ ‫‪included‬‬ ‫‪probable‬‬ ‫‪Segment‬‬ ‫‪in theto bethat‬‬ ‫‪included‬‬ ‫‪is highly‬‬ ‫‪in the‬‬ ‫‪probable to be included in the‬‬ ‫‪plans for tunnels plans for tunnels‬‬ ‫‪plans for tunnels‬‬

‫רמת שאול‬

‫מרכז פנורמה‬

‫אודיטוריום מרכז הכרמל‬

‫מרכז חורב‬

‫בית ספר ”ליאו בק“ בית ספר ”ליאו בק“‬

‫דניה‬

‫‪ 2‬כניסות‬

‫רמת אשכול‬ ‫כניסה אחת‬

‫‪Carmel Carmel‬‬ ‫‪atershed‬‬ ‫‪d‬‬ ‫‪Watershed‬‬

‫‪NEIGHBORHOODS‬‬ ‫‪NEIGHBORHOODS NEIGHBORHOODS‬‬ ‫‪length:‬‬ ‫‪10.2 km.‬‬

‫‪length:‬‬ ‫‪10.2 km.‬‬

Although the ridge lineâ&#x20AC;&#x2122;s attributes vary slightly along the axis, its essential properties are constant (especially within the range between Horev Center and Carmel Center): the road is 2-3 lanes wide (per direction) and the building typology along it is largely describable as typical residence buildings of 3 - 4 levels (like the ones we find inside the neighborhoods), with average distance of approx. 15 meters between buildings. Many of the buildings house public or commercial uses, and a great deal of them have a glazed or open facade towards the street, often with a custom-built access bridge/terrace to the street. Since new municipal regulations applied in early 2009, new codes allowed for building of up to 9 level high buildings in Moriya avenue. Such buildings quickly started to appear along the ridge line, and I suggest to accept this phenomenon as a positive intensification of the axis and its infrastructure - on the condition that other endeavors would also be made along the axis, assuring the public would benefit from the new reality. In my opinion, together with intensification, the ridge lineâ&#x20AC;&#x2122;s repetitive street facade needs a significant pause once every few hundreds of meters. Such a pause could be created if a few single, small buildings are converted to lookout compounds, exposing the intersecting creek heads.

Existing: low-rise buildings with rare view points beyond

Ongoing: new buildings rationalize the recent height regulation limit change to 9 levels

Proposal: creating a pause in the Moriya av. elevation

section A-A

Ridge Line longitudinal section 17

Creek Basins A vast network of natural creeks

[above] A view of a neglected pathway, leading below in Wadi Ovadia (three creeks south of Wadi Ezov) 18

In the heart of Haifa, in form of many branched enclaves within built environments, lie vast areas of natural vegetation. Like other parts of the Carmel ridge, the enclaves in Haifa contain mixtures of natural grove and lands that were planted with trees throughout the beginning of the 20th century (like pine trees). The creek basins (wadis) of Haifa are at the base of our perception of the city, a living evidence of the natural mountain, intertwined with the different neighborhoods and districts. Unlike traditional building schemes like those of Wadi Nisnas and Wadi Salib, on the Eastern side of Haifa, most of the Carmel is built according to a British scheme by which the basins are left intentionally natural, to serve as gaps, provide greenery and contain water collection and drainage infrastructure. Although the majority of the creeks are preserved natural nowadays, it doesnâ&#x20AC;&#x2122;t imply that various interest holders in the public (planning committees, infrastructure officials, entrepreneurs, residents) hold a solid view towards them. Many uses are wished for those spaces, that usually contradict one another (for instance establishment of roads and bridges, leisure and sports facilities, parks and/or neighborhoods). If we look at the definition of public open areas, as designated by local municipalities, those are open areas maintained by the authorities. Although the wadis in Haifa, stretching over 6 sqkm., have the potential to provide great open areas for the public, those only rarely contain parts assigned as POAs. Evidently the ironic situation in Haifa is that in some neighborhoods, the average area of POAs per person rates at 5-10

14 0

80 40

160

0 12

120

180

140

160 120

0 18

0 140

‫נחל לוטם‬

120

160

140

180

60 220

140

260

120

140

240

160

220

180

‫נחל הגיבורים‬

280

260

240

140

‫נחל עמיק‬

160

120

16 0 0

‫נחל שיח‬

180

240

0 22

260

220

260

180

40 40

0 12

240

260

140

220

0 14

0 0

180 24

180

160

220

240

180

220

240

140

280

180

220

0 22

60 0 024

160

260

220

260

180

140

280

240

0 60

260 260

180

160

120

180

240

180

260

340

240

220

320

120

160

120 80

160

140

180

120

160

‫נחל אחוזה‬

140

180 0

12 0

0 24

‫נחל אזוב‬

12 14

14 0

260

180

220 0

160

220

140

60 40

220

260

0 18

12 0

240

180

340

0 16

280

260

280

120

260

220

140

220

260

340

360

280

320

240

140

280

‫נחל עמירם‬

280

160

0 26

120

340

320

160

120 20

320

260

340 0

220

420

440

220

240

160

380

180

280

360

260

0 46 48 0

0 46

360 340

420

480

380 420

140

160

320

360 440

260

280 240

120 140

220

0 14

80 120

280

160

140

180

160

240

260

380

220

240

160

260

180

220

320

340

280

320

260

360

220

180

360

260 240

140

320

240 220

280

340

60 80

‫נחל עובדיה‬

280

320

340

260

240

Creek basins in Haifa

In color - areas designated as open grounds / natural reserves.

Haifa slope map

The creek basins are extremely inclined, making up areas that are harder to build upon.

sqm. per person (6 sqm. per person in Hadar Ha’Carmel neighborhood, for instance), proving that we have yet to find a method to utilize the natural environment that is just on our doorstep, in a way that is both accessible and sustainable. The vast majority of the boundary between the buildings, streets and roads and the creek basins is on the private domain. Walking in a typical street in the area, usually what separates us from the wadi is a single residence building or two. The boundary itself is usually fenced, leaving no access to the basin’s space. Furthermore, public stairways leading into the wadis, that were better maintained decades ago, are now neglected and covered with shrubs. It is paramount to examine the leading ideology regarding relations to the wadis, that is nowadays advocated by planning authorities appointed by the municipality. According to the latest version of the suggested Haifa outline plan, the desired development of the boundary is eventually a long, winding promenade, that is in between buildings’ rear facade and the outskirts of the vegetation. This is a manifestation of the will to un-privatize the adjacency to the wadis, and is thought of with great mind towards the public - but in my view, this strategy would ruin the unique phenomenon of wadis in the city and also fail in producing quality conditions of experiencing nature. I propose to view the area of a wadi as an enclave that should be preserved as is, and with its limited access. However, in a tactical, concentrated location, significant development should be made, to allow for access, views and diffusion with the city. I suggest this location to be the head of the wadi - area that is nowadays usually occupied lightly, and often not giving away its unique topographical situation. A head of a creek is an elusive term in context of the built areas in Haifa. Though above most creeks’ head, regular streets and buildings were built - on a surface that was moderate enough to be convenient for building - still, geographically the creek itself always reaches as far as the watershed of the ridge, which is in Haifa what we referred to as the Ridge Line. In the proposal that appears in the following pages, the natural creek’s head is extended, intersects with the ridge line (being a bridge at this point) and even meets with an opposite creek, creating a new, natural space, that is usable and accessible, leaving the deeper areas of the wadis as unspoiled as they were.

Existing: limited access to the creeks

Municipal plan: peripheral pathways

Proposal: extending the natural space to intersect with the ridge line 20

section B-B

Creeks longitudinal section 21

Intersections Points On The Ridge Line With Greatest Proximity To Natural Creeks

The linear layout of the Carmel ridge allows a unique phenomenon, were the heads of the natural creeks, are always extremely close to the single, main ridge line. Average distances range between 20 - 400 meters. The possible interactions between the ridge line and creeks are an important key in the future development of the entire Carmel districts, and Haifa in general, since they hold the potential to bridge distances, physical and social discrepancies, to expose connections between places uphill and downhill, and to strengthen the sense of orientation in the city. Since a distance lies between the actual intersection and the existing creek head, the discussed places are actually a series of spaces, that can hold important functions and buildings to help with the above efforts. [above] A scheme depicting points on the ridge line that are closest to creek heads. 22

In my proposal, I am studying the specific intersection between the two opposite creeks: Even and Ezov, and the Ridge Line (Moriya av., in that location). It is an unnoticed topographical saddle, where nowadays Carmelia Junction is located.

260

220

140

120

240

140

180

260

280

180

220

160 60

0 26

140

120

16 0

600 m

180

0 22

140

60 22

320 m

240

60 40

220

260

0 18

240

180

12 0

180

0 24

260

12 0

160

220

12 14

0 0

220

260

180

240

0 12

260 220

180

160

260 220

240

220

280

220

180

240

140

180

40 02

160

260

220

180

220

12 0

180

140

240

50m

280

260 260 22

230m 200m

240

140

160

120

180

100m

180

140

200m

220 0

260

340

240

140

120

180

220

320

160

300m

80m

120

340 260

260

160

18 0

280

120

280

220

260

340

360

280

320

280

140

0 45

240

140

240m

Distances between creek heads and the ridge line

The chosen intersection for examination (highlighted)

The series of spaces in between is usually built lightly.

An intersection between the two opposite creeks: Even and Ezov, and the Ridge Line (Moriya av., in that location).

Environment Surrounding Ezov and Even Creeks Looking at the entire space surrounding wadis Ezov and Even, and the fascinating intersection between them and Moriya av., brings forth a potential of creating a joint environment, where its various components, like ancient ruins, bike routes, grove-classroom, youth hostels and one busy junction, all come together, creating a new experience in Haifa, and also, a new circulation option. The following is an overview of the various points of interest in the environment, and in this context a proposal for a new planning in the intersection site is proposed.

(the descriptions below correspond with the numbers opposite) 1. “Grove Classroom”: An independently-operated initiative of high school teachers and students, within a channel of Even Creek. The natural environment serves for various educational and social activities.

[above] A view of Wadi Ezov’s estuary area, looking uphill towards the east.

2. Stairway between Shimshon st. and Even Creek channel. [in page] no.1: “Grove Classroom” photo credit: Gil Ilan 24

3. (suggested) Intersection site, incorporating the newly planned origins of Ezov and Even creeks (as shown from left to right,

11.

9. 3.

10.

EZOV CREEK

12.

6. EZOV CREEK

10. 13.

environment plan

7. 11.

section C-C

Existing section along Even and Ezov creeks, at their intersection with Moriya road.

Ezov and Even Creeks

respectively), the roads and bridges that cross the creeks from above and the offered complex of structures, all within the continuous saddle space. 4. (suggested) Ridge line bridge - a close encounter between the ridge’s core axis and the creeks the cross it underneath. 5. Stairway between Ofakim st. and Margalit st. 6. A meeting point of two creek channels, one of which follows to the main intersection site uphill (no.3), and the other leads to a small playground.

7. Abandoned building of a discontinued sewage treatment facility.

8. Abandoned buildings of a former youth hostel. I suggest to reuse the buildings as a public revenue along the Ezov creek pathway.

9. Routes of a former international biking tournament (taken place in 2011).

10. Kastra archaeological site 11. YHA hostel [in page] no.9: “2011 biking tournament” Photo credit: Guy Shachar / guyshachar.com 26

12. Carmel Tunnels western entrance 13. A small playground in Margalit st.

Interection Site Proposal for new planning in the urban saddle The ideas of extending the two opposite wadis and merging them, as well as creating a prolific pause on the ridge line, all take place in the intersection site. On top of the topographic saddle, that was previously not exposed, this design establishes two unique structural sequences, named “banks”, as in, the new banks of the extended portions of the wadis. the two banks contain numerous building compounds, called ‘Landings’, that act as mediators between existing streets and the new natural open space in between them. the buildings also contain offices, public institutes, retail and restaurants.

[above] A render of an aerial diagonal view of the intersection site, from west 28

Natural Saddle The site incorporates the origins of two creeks, with the Carmel's watershed running through.

Original Planning (1920-1950) Ahuza (to the south) and Carmelia (to the north) were built, partially across the saddle.

III

Ongoing Ridge Line Intensification (since 1999) New regulations for building on the ridge line (Moriya av.) allow for 9-story high buildings. The proposed planning is based on this process.

IV proposed The creeks are extended to meet Moriya av., via a series of structures, pathways and bridges.

The new logic of circulation on the saddle allows a gradual spectrum of intensities. in the core of the site there’s the intersection bridge, allowing panoramic views. Parallel to it, multiple pathways lead from one bank to the other, while staying on a moderate slope only. A casual walk from one neighborhood to the other, can now deliver a better pedestrian experience. The creek route is crossing those pathways, allowing the public to take a wilder way, going deeper and deeper towards the basin. The ‘Landing’ buildings are integrated in the open space, and contain sculpted concrete pillars with staircases and elevators to better reach the different levels, and also rooftop terraces for public and workers’ benefit. The northern bank (to the left) has a more moderate grade, and more expanded area, occupied loosely with vegetation. This south-facing space allows for a sunny, quiet, leisurely relaxation for the public, and also, for masses of crowds to assemble on occasion, for events and concerts. The southern bank, on the contrary, is much more condensed and steep, containing dense vegetation. The pathways hover over this area with lightweight boardwalks, providing spectacular canopy stroll.

section D-D 30

two opposite landing structures in context of the intersection site

. L V B I Y A R O M T

M S

EV R A C H E L

S T .

G I L G A L

S H I M

S T .

I T

S H O N

S T .

M O R I Y A

N A O F A K I M

B L V .

T I V S T .

EZOV CRE

K O N Y A R H A â&#x20AC;&#x2122;

Site plan: existing EK

Site plan: proposed

S T .

The site acts as a multi-optional gateway to the wadi below. On the level of each of the streets involved, the new buildings facilitate the circulation in and out of the natural space. Except for many stairways and elevators bridging the levels, the major pathways do that as well. The biggest, most accessible pathway to the open space starts in Moriya av. (in the plan, at the exact point where it curves), and delicately departing from Moriya, going downhill. This segment (belonging to Rachel St. Landing) continues to feature storefronts and restaurants, thus continuing the urban strip and diffusing it gradually with the wadi, as it descends. 32

-1

4 .0

0 -1

3 .0

0 -1

2 .0

0 -1

1 .0

-1-1 0 0.0.0 70

-9

.0 0 -8

.00 -7

0 -6

-5

-4

-3.00

-6. 0 0

-5.00

-4.0

-3 .0

-2 .0

-2.00

-1 5.

3. B

-7.00

-1 6.

(13)

-8.0 0

-9.00 -1 0.0 -1 0.0 7 0

-11. -1

-1 3. -1

2 .0

-1 0 5 .0

-2 1.0

0 0.007 -2 -2 0.

-1 9.0

-1 8.0

7 .0

6 .0

0 4 .0

-1 -1

(14)

(12)

7. D

streets level plan

LEGEND

(applies for the entire chapter)

1. A view on top of the new Moriya av. bridge, looking west. 2. wide pathways 3. narrow dirt path following the creeks 4. Moriya av. 5. bus stop 6. restaurants 7. retail 8. local office for the department of conservation of natural assets 9. public lookout spaces 10. offices 11. lobby for access to bldg. levels 5 - 18

Opposite is an illustration of the levels of conjunction between the built structures and the open space’s ground. The esplanades, that edge the Landing structures towards the wadis, are public terraces that symbolize the presence of urban functions within a grove. they are utilized by restaurants and shops as seating terraces. In Margalit Landing, the esplanade is also a yard leading to the municipal department of conservation public office (no. 8 in the plan), that houses a large curtain wall that faces west - an exemplar of a public segment of the discussed boundary between built and natural. In other areas, esplanades of a different kind are facing the other way, meaning, the internal margin of the site - where existing clusters of vegetation is found behind existing buildings. Those internal terraces reach to those clusters and relates to them, creating a convenient, shaded place that serves mostly as a relaxation yard for next-door office workers. 34

10.

6. 4 .0

0 -1

3 .0

0 -1

2 .0

0 -1

1 .0

-1-1 0 0.0.0 70

-9

.0 0 -8

.00 -7

0 -6

-5

-4

-3.00

-1

-6. 0 0

-5.00

-4.0

-3 .0

-2 .0

-2.00

3. B

-7.00

-1 5.

-1 6.

(13)

-8.0 0

-9.00 -1 0.0 -1 0.0 7 0

-11. -1

-1 3. -1

2 .0

-1 0 5 .0

-2 1.0

0 0.007 -2 -2 0.

-1 9.0

-1 8.0

7 .0

6 .0

0 4 .0

-1 -1

8. (14) 6.

(12)

6. 11. D

esplanades level plan

Landings

-1

-1 8 .0 0

-1 9 .0 0

0 .007 -2 -2 0 .0

-2 1 .0 0

0 5 .0

-1

0 4 .0

-1

.00

-1 3

2 .0

-11 .0

-1

-3 .0

-1 0 -1 .070 .00

-5.00

-7.0 0

-8.00

-9. 00

The architectural mechanism that houses the site is a collective of three main compounds, that act as independent buildings, each in correlation to a street. The landings contain various functions and various scales of program; yet they all share the same principle of level stacking: a bottom level, reaching and incorporating the open space, the street level, often containing shops and public functions, and higher levels, maximizing the opportunity to border between the built and the natural. On the foundation of a landing, recurring concrete pillars consist the main mean of vertical circulation in the saddleâ&#x20AC;&#x2122;s environment. Above a pillar, rise structures with a simple, clean profile, that contain mostly office and public services spaces. The rooftops of the pillars act as an attractive open viewing terrace that serves the public and the workers of the higher levels.

- 4.0

-6 .0 0

Three structure compounds along the saddle banks

(12) Ha'yarkon st. landing The most expanded of the landings, Haâ&#x20AC;&#x2122;yarkon landing is encompassing not only the connection between Moriya av., Haâ&#x20AC;&#x2122;yarkon st. and the wadis, but also its bottom level contains a medium-sized shops center, that sits on the southern bank directly below the new Moriya Bridge, observing the entire saddle.

(13) Rachel st. landing This compound is the most comprehensive in its functions on the bottom level: it hosts the shop strip the stretches from Moriya av., down to the heart of the open space. The bottom level also contains an esplanade that faces the internal cluster of vegetation behind existing buildings - a convenient, shaded place that serves mostly as a relaxation yard for next-door office workers. Rachel Landing has two concrete pillars, one focused at vertical circulation, the other serves as a multi-level store.

(14) Margalit st. landing This is the lowest-reaching landing compound, its bottom esplanade reaches almost as low as the creekâ&#x20AC;&#x2122;s course itself. Its pillar connects 3 levels: the bottom-most, with the esplanade, the municipal public office and two restaurants; the second level, with storefronts, road access and a parking space; and a third level reaching a higher point of Margalit st.

-7.00

-8.00

-9.00 -1 0.0 -1 0.0 7 0

-11. -1

-1 3. -1

-1

6 .0

-2 1.0

0.007 -2 -2 0.0

-1 9.0

-1 8.0

7 .0

0 5 .0

-1

2 .0

0 4 .0

-1

1 .0

-1-1 0 0.0.0 70

-9

.0 0 -8

.00 -7

0 -6

-5

-4

-3.00

-1

-2.00

Detailed look at Haâ&#x20AC;&#x2122;yarkon Landing Other than the shopping center on the bottom level, with the panoramic views on the saddle, this landing also contains more stores in the bottom esplanades, an 18 levels high building above, containing office and public services spaces, and unique level structure in between: those levels, that also align with the concrete pillar, contain small service-offices, that have an open-air entrances, creating a light-themed building mass (as seen opposite). 38

2 .0

Haâ&#x20AC;&#x2122;yarkon Landing - esplanade level plan

-1

3 .0

0 5 .0

-1

6 .0

0 4 .0

-2 1.0

0.007 -2 -2 0.0

-1 9.0

-1 8.0

7 .0

2 .0

-1

-1 -1

4 .0

-11. -1

-1 3.

-1

-8.00

-9.00 -1 0.0 -1 0.0 7 0

.00

-2 .0

-3 .0

-6. 0 0

-5.00

-4.0

-7.00

Haâ&#x20AC;&#x2122;yarkon Landing - street level plan

section E-E Haâ&#x20AC;&#x2122;yarkon Landing 39

References: All imagery is either self created or acquired from the following sources: an internet site (in which case a reference is attached per image), the municipal archive, or a specific photo owner (credits provided)

139-144 '‫ עמ‬,2 ‫ עיונים בניהול משאבי טבע וסביבה‬.‫) המשמעות העירונית של הואדיות בעיר חיפה‬2002( .‫ ז‬,‫ קולודני‬.i ‫) נאום שנשאה כראש המח' לתכנון עיר – עיריית חיפה‬2001( .‫ ו‬,‫ ליבמן‬.ii 2011 ,‫ עיריית חיפה‬,‫ השנתון הסטטיסטי‬.iii 1934-1948 ‫ שנים‬,229/‫ תכניות בינוי מלוות לתמ"א חפ‬,”composite plans for haifa“ 424/‫ חפ‬/ 423/‫ חפ‬/ 422/‫ חפ‬/ 416/‫ חפ‬.iv )‫ (לא אושרה‬1963 ,‫ תכנית מתאר לעיר חיפה‬,1400/‫ חפ‬.v

2014-2015