Reykjavik Masterplan - Process by live3095

ReykjavĂk Volume II

Process

a city of

duality

University of Bath Sustainable cities M.Arch Design Studio 6.1 2018/19

Ben Martin Cecilia Ferrari Daniel Mclean Gian Virdi Piotr Paszkiewicz Samuel Kalejaye

Acknowledgements In the preparation of this report the group would like to give thanks to those who have given their time and knowledge throughout the course of the project. The final report has been made possible thanks to the knowledge and insight from the following: Professor Alex Wright Anna Claxton Jayne Barlow Rupert Grierson Andy Jarvis Jo Hibbert Studio Granda Tripoli Architects Iceland Academy of the arts

Report to be read in conjunction with : Volume 1: Research and Analysis Volume 3: Proposal

Íslands minni

[A toast to Iceland] Our land of lakes forever fair below blue mountain summits, of swans, of salmon leaping where the silver water plummets, of glaciers swelling broad and bare above earth’s fiery sinews the Lord pour out his largess there as long as earth continues. Þorgeir Guðmundsson (1794-1871)

1 ReykjavĂk 1.1 The city 1.2 The people 1.3 The response 2 Project Aims 2.1 The problems 2.2 The vision 2.3 The region 2.4 The locale 2.5 The framework 2.6 The design 2.7 Interim review 3 Design Refinement 3.1 The strategies 3.2 The focus 3.3 The impacts 3.4 Final review

1.0 Reykjavík

1.1 The City.

Reykjavik currently hosts the majority of the people living in Iceland. Nonetheless, the Capitalâ&#x20AC;&#x2122;s housing density is amongst the lowest in the world, and urban sprawl is negatively effecting the standards and cost of living for the locals. This is mostly due to the original design of the city, based on the model of the American suburb, which accommodates infrastructure for cars and private vehicles over landscape spaces and public areas. Tourism and the growing number of Air B&B accommodations are also to be blamed for the lack of affordable housing within the city limits. If not controlled, Iceland is destined to push locals further away from the Capital, gradually decreasing the identity of Reykjavik.

The East.

3 6 1

Objectives We started our city explorations with the east part of the 101 area. We expected this area to be aesthetically pleasing in the built form. Our idea of Icelandic nature translated itself into our preconceptions about architecture.

2 4 5 9

Outcomes The reality was slightly different with this part of the city being quite eclectic. The colours were different, houses were not hollistic and the architecturally the designs were simple. As well as the majority of the streets taken up by cars, reducing and social space.

The Park.

9 7

Objectives The next part of the city we went to was the city hall area, surrounded by a lake and a park. We hoped to find green spaces full of trees and nature.

8 4 3

Outcomes 5 1 2

The city hall surroundings was quite pleasing, framing the lake and the pathways encouraged tourists and locals to stroll. However, the further we went South-East the more underdeveloped the area became. The land was mostly given to car parks and uncontrolled planting. Within this region we found to be thoughtfully designed was the university marshland, hosting Alvar Alto’s ‘tea house’. The variety landscape around the house showed what kind of biodiversity Reykjavik could host.

The Centre.

6 5

Objectives

4 2 8

Our aims for the 101 zone mainly focus on expressing the vibrancy and variety of programmes that every city centre must host, starting from commercial, to residential buildings, office, schools and culture destinations.

Outcomes The reality was that the city was deserted, with the exception of tourists and souvenir shops. The streets, partially due to the lack of shelter from the wind and rain, were empty. It also appeared to us that apart from Laugavegur street (which hosts the majority of shops and restaurants) the city centre consisted mostly in residential areas, with no mix-use functions. In addition, we thought that the 6 lanes road occupying the coastline could be re-purposed to express its full potential.

The West.

4 5

Objectives Our preconceptions regarding this area were mostly related to the Opera house and City Hall surroundings. Again, we thought about the public value that these places should hold, and how the existing realm could be activated to encourage social exchange and interactions.

Outcomes As expected, the area presented itself as very uninviting. Even though it is mostly residential there was almost no public nor private green spaces. In addition, the neighbourhood became increasingly underdeveloped towards the coast.

The Residential.

2 3

Objectives We were surprised how much space was given to the roads and car parks across the most ‘socially valuable’ parts of the city centre. Nonetheless, our preconceptions regarding the public realm around the opera house resulted to be true, as we found it to be the most successful square in town. On the contrary, it was interesting to see how ‘messy’ and unfriendly the urban fabric between the residential streets was. In fact, the design and layout of the residential plots accommodated for little to no garden space, neither at the front nor at the back.

The Harbour.

9 5

3 1 2

Objectives Our expectations about the harbour were pretty high considering the fact that the waterfronts of most capital cities are usually well taken care of and commercially exploited. We thought that there is a good balance of existing industry and recently redeveloped areas.

Outcomes The reality was that the majority of the space was taken by large carparks, warehouses, empty underused plots and large shops. The few ‘social’ areas condensed around the waterfront zone (no.2) with some cafés, shops and a gallery. The majority of the harbour is very commercially focused on tourists.

1.2 The People. We found Icelandic people very friendly. Walking around Reykjavik felt very safe which is no surprise considering that Iceland is one of the safest countries in the world.

Iceland 100

What we found interesting when speaking with local people is that everyone knows (almost) everyone. The population is relatively small, and mostly condensed in the Reykjavik capital area. There are no surnames or family names in Iceland.

80 100

100

Icelanders do not have many public / social spaces in Reykjavik, they spend time in the hot pools where they meet after work and on the weekends. Swimming pools are said to be the ‘heart’ of the Icelandic population which helps them maintain social vibrancy. Due to the long cold winter nights literature and films are common form of relaxation and cultural activity.

-32.57% 40

0 Consumer Prices

United Kingdom 100 +

Rent

Restaurants/ Groceries

Consumer Prices

Local Purchasing Power

+ Consumer Pric + Consumer Pric + Rent Prices in Restaurant Pri + Groceries Pric + Local Purchas

Local Purchasing Power in United Kingdom is 17.59% higher than in Iceland

80 -17.59% Iceland

United Kingdom

-33.19%

100

-34.53%

100 UK -33.19%3,50£

20 + Consumer Prices in United Kingdom are 32.57% lower than in Iceland + Consumer Prices Including Rent in United Kingdom are 33.16% lower than in Iceland + Rent Prices in United Kingdom are 34.53% lower than in Iceland Restaurant Prices in United Kingdom are 33.19% lower than in Iceland 0 + Groceries Prices in United Kingdom are 41.35% lower than in Iceland Consumer Rent Local + Local Purchasing Power in United Kingdom is 17.59% higherRestaurants/ than in Iceland Prices Groceries Purchasing Power +

ICELAND 2,70£

18 20%

0 Consumer Prices

Rent

Restaurants/ Groceries

Local Purchasing Power

+ Consumer Prices in United Kingdom are 32.57% lower than in Iceland + Consumer Prices Including Rent in United Kingdom are 33.16% lower than in Iceland + Rent Prices in United Kingdom are 34.53% lower than in Iceland

850-900

750-800

25%

15% Local Purchasing Power in United Kingdom is 17.59% higher than in Iceland

-41.35%

700-750

Local Purchasing Power

350-400

Restaurants/ Groceries

300-350

Rent

<300

40 Consumer Prices

UK 0,90£ 60

-34.53%

-32.57%

450-500

400-450

-17.59% ICELAND 7,50£

650-700

100

550-600

100 -41.35%

500-550

100

800-850

600-650

-32.57%

Celebrating International Womens day

Interviews with Locals. Iceland Academy of the arts This was our first meeting. We met one of the academics, some of the architecture tutors and architecture students who were working on Reykjavik masterplanning too. Conversations were full of information which made us understand the city and its culture a bit more. We talked about history of Reykjavik, famous Icelandic architect Guðjón Samúelsson and many of his buildings in the capital as well as bathing culture in Iceland. We were also invited to the university library and got the books about Reykjavik’s planning policies and history of housing.

Tripoli Architects One of our meetings was with the local architects called Tripoli Architects. It was a very informative meeting where we got to know some of the masterplanning projects they are working on in Reykjavik, their opinion on Icelandic economy and immigrants as well as local ‘car’ culture. It pushed us to think more about local people and how our interventions could create better environment for Icelanders.

Andri Gunnar Lyngberg Andrésson

Anna Dröfn Ágústsdóttir & Guðni Valberg

‘In Iceland when it gets to hot in the house we don’t turn down the radiators, we just open the windows’

‘It took us 45mins to take our girl to the kindergarten today. It is like 5km away from our house...’

Studio Granda Meeting with one of the most well known Icelandic practices Studio Granda was very inspirational. We talked about local building culture, renewable energy, planning policies and got some advices about potential good plots and areas for masterplanning in the 101 area.

Studio Granda

Katrin Einarsdoitter

Local Reykjavik citizens

‘We drive to the shop even when it is 5 minutes away from our house. Everyone drives everywhere, no one walks. Its a culture thing.’

‘We feel like Reykjavik became a tourist ghetto... There is no local feel here anymore, it is all quite fake’

â&#x20AC;&#x2DC;since the 2008, crash Reykjavik changed a lot but it still lacks identity...â&#x20AC;&#x2122;

1.3 The Response. After spending a week in Reykjavik we were surprised by how little it resembled the popular preconception of Iceland. The city seems very disconnected from the whole island, acting more as a ‘bedroom’ for tourists before venturing out in the countryside. The demand for tourist accommodations and the increase in Air B&Bs also reinforced the status of ‘tourists ghetto’ for the city centre 101 zone. This led to prices of food and drinks skyrocketing, locals being pushed to the periphery with no public spaces to socialize and roads and car parks gradually depriving the city of land to build upon. Indeed, the use of cars and private vehicles worsened the pollution levels, preventing Reykjavik to reach its carbon-positive potential. We believe that Reykjavik has the potential to change and become a truly sustainable city. With almost 70% of the Icelandic population living in the capital area, Reykjavik is not only a city, but the country itself. Due to this unusual scale we are dealing with, we intend to work on 3 different phases, regional, local and detail, to achieve the most coherent strategy. Finally, the implementation of the masterplan will make of Reykjavik not only a model for other cities in Iceland, but potentially for the whole world.

Regional.

Initial sketch of the regional framework.

Initial connectivity sketches of different Reykjavik areas.

Local.

Initial sketch of the 101 area strategy

Initial concept sketches for the 101 area in relation to main urban links and connection to outside areas of 101 as well as key areas of the downtown area.

2.0 project aims

2.1 The Problems. The main issue we found with the architecture and urban planning of Reykjavik was the lack of a clear identity. The additional problems we identified after exploring and analysing the city are the following: •The lack of urban density which results in the city sprawling towards the East. •The culture of driving short distances, encouraged by the infrastructure in place, which was designed based on the 1960s American boulevard model. This resulted in too many cars and the great majority of prime land being used for car parks and roads. • Lack of public spaces in the original city plan, partly due to the harsh weather conditions. The existing architecture is not trying to protect the people from the low temperatures, wind and rain, or provide artificially lit spaces for the coming together of locals over the winter months. Additionally, there is not a lot of greenery which further magnifies the issue with the lack of social hubs. • Energy is not diversified and used to its full potential. Icelanders base their energy on the geothermal power but the island is abundant with wind, tidal and solar energy, which could be used to support the main sources of sustainable energy. Nevertheless, the underpinning problem, shaped by the above factors, is indeed the identity crisis. This issue is also derived from the fact that Iceland is ‘torn’ between the US and Europe, trying to implement different models from different countries. As a result, Reykjavik and the rest of the country seem like an amalgamation of various ideas, instead of clearly portraying their cultural, historical and social identity.

IDENTITY CRISIS ICELAND

REYKJAVIK

ISSUE 1

Urban sprawl and lack of density

ISSUE 2

Too many cars and roads

ISSUE 3

Lack of social spaces

ISSUE 4

Energy not diversified and used responsibly

2.2 The Vision. Our vision, which lays the foundations for the whole project, is to define and instate a clear architectural identity for the city of Reykjavik. We aim to express the culture, history and traditions of the people of Iceland. We want to do it through the notion of ‘City of Light’, to combine and celebrate the natural phenomenon of the northern lights with the energy derived from sustainable energy resources. This ‘clean’ energy will be used to light up the city during the long winters and create a city what people enjoy to inhabit. We perceive light as an inseparable component to the landscape, which defines and distinguishes Iceland from any other country in the world. The City of Light will not only reflect the nature of the Icelandic sky, but also that of its volcanoes, glaciers and black sand beaches, expressing it through the materiality and spatial layout of public spaces, buildings and transport routes.

2.3 The Region. We decided to start our masterplanning from the regional scale in order to make sure that our actions in the 101 locale are closely linked with the wider context and work coherently with it. Initially, we analysed the issues regarding the transportation system, tourist taxation and sprawl buffer. Secondly, we focused on expanding the â&#x20AC;&#x2DC;biggest forest in Icelandâ&#x20AC;&#x2122;, Reykjavik, by improving the quality of the soil and re-planting native trees.

Regional framework strategy

101 framework strategy sketch. Establishing primary and secondary tram routes, key sites of the 101 area and the densification zones.

2.4 The Locale. After analysing the city at a regional scale, we identified the 101 zone as our locale. This area not only sits at the centre of Reykjavik, but it also embodies all the previously mentioned issues. Moreover, we believe that by tackling the problems in the downtown neighbourhoods, the Capital could become a model for other Icelandic cities.

2.5 The Framework.

Within the 101 Locale, we intended to create a pedestrian and cyclist friendly network which connects and expresses the potential of the existing city features, such as street art spots, theatres, museums etc. The network will also make the new socially and sustainably focused interventions accessible at all times.

Specifying two main areas of social interventions.

Energy diversification strategy.

Connection of existing buildings and districts with transport infrastructure.

Summer and winter city characteristics. Creation of summer coast and winter park

Connectivity strategy.

Densification strategy

NEW INDUSTRY & CULTURAL CENTRE

KEY LANDMARKS & AREAS

POTENTIAL LANDMARKS

SOCIAL HUBS

EXISTING CULTURAL BUILDINGS

MIXED USE

DENSIFIED RESIDENTIAL AREAS

MAJOR DEVELOPMENT

VIEWS

KEY ROUTES

MOVEMENT

NATIONAL THEATRE

Ingรณlfur Square ?

NEW PARK

Laugavegur High Street HALLGRIMSKIRKJA NEW WINTER PARK

Re-connecting.

â&#x20AC;˘ Two main tram lanes and inner-city connection lane linking existing Opera house and the Hallgrimskirkja church and the new civic quarter of the city (where the winter park starts). â&#x20AC;˘ Re-purposing roads and making them green so the social life between neighbours can flourish. â&#x20AC;˘ Creating links to the airport site which is planned to be transformed into new residential area.

KEY LANDMARK AREAS MAIN TRAM STOPS SECONDARY SHUTTLE STOPS WIND POWERED REGIONAL TRAM WIND POWERED CITY TRAM SHUTTLE MAIN ROUTE (2 WAY) SECONDARY ROUTE (1 WAY) PEDESTRAIN & BIKE GREEN LINKS

Re-densifying.

• Current 101 area has a lot of roads and car parks which take up very valuable land a the coast and in downtown areas. Due to the driving culture owners of the land can generate larger profits by using the land for car parks rather than housing. • By introducing private a car ban and providing new sustainable form of transpiration we devalue the ‘worth’ of the car hence the roads and car parks are not a valuable solution for the local landlords. • Additionally the freed up land which we get from roads and car pars will be able to be re-purposed for building new homes.

Carparks

Roads

Congestion Charge

Trams

Development incentives

RE-densifying Car parks 20 years

RE-purposing Roads 47

Protection.

• Introduction of the Summer Coast Park and Winter Park will introduce a dual function of the city centre and activate it both during the long winter months as well as during the summer. • The first intention is to bring more greenery and landscape into town. By doing so we not only provide attractive space for people to spend active time in but also protect the city centre from the harsh weather conditions coming from the ocean. The coastal tree buffer provides a protection from the wind which potentially translates to the decreased energy consumption of the houses in the 101 area. • Summer coast park intends to connect people back to the landscape (and views) during the warmer months, whereas winter park allows for a retreating back into a protected environment during harsher and colder months. • Both of those areas work with light and not against it. Their dual function is based on providing shading/ protection from light in the long summer days and creating artificially lit public spaces during winter time.

OCEAN WINDS

TREE BUFFER

WINTER GARDEN

OCEAN WINDS 49

Energy.

â&#x20AC;˘ Energy diversification is a very important concept for making Reykjavik more sustainable. â&#x20AC;˘ Our intention is to create to main zones of energy provision which power the 101 area. The harbour area will harness the wind power from the wind turbines in the ocean and power trams with a clean electricity. â&#x20AC;˘ Central area will not only use existing and commonly used geothermal energy but also increase it to tidal coming from the coast, as well as solar coming from solar panels installed in the densified areas.

EXISTING USE GEOTHERMAL ENERGY

ELECTRICITY GENERATORS SPACE HEATING GENERATORS AREAS CURRENTLY HEATED / POWERED WITH GEOTHERMAL ENERGY

PROPOSED USE GEOTHERMAL AND WIND POWER

WINDS MILLS AREA HEATED / POWERED BY GEOTHERMAL POWER AND WIND

Social.

â&#x20AC;˘ Social spaces are a key aspect of making 101 vibrant and social city centre. We intend to increase social capabilities of the existing public spaces like the squares in front of the Hallgrimskirkja church or the Opera House by introducing more greenery, protection from weather conditions and light installations as well as connecting them better through the inner city tram link. â&#x20AC;˘ Summer park and Winter park will act as catalysts of the social life of 101 which surrounds downtown area and allows for quick access to public and cultural facilities. â&#x20AC;˘ We intend to build upon the currently emerging trend of repurposing the Harbour for cultural, pop-up and leisure purposes.

KEY SOCIAL BUILDINGS KEY ROUTES VIEWS PEDESTRIAN/CYCLIST FLOW HALLGRIMSKIRKJA

2.6 The Design. The design processes was based on the framework - focus concept. We started from general rules and went down the scales each time we felt confident that the ideas we implemented gave us enough room for further explorations and specification. In order to bring depth and realism to the design we tried to not only design but also think about political and legislative strategies which could further underpin our concepts.

Regional Framework. The regional strategy is based on connectivity. Our intention was to create a well connected and sustainable infrastructure which links the city centre with other residential and industrial regions as well as Keflavik Airport. We looked at different strategies like: â&#x20AC;˘Implementing 4 key stages which gradually transform the region and 101. â&#x20AC;˘ Introducing one main spinal tram route and secondary shuttle routes coming of it towards each of the city regions â&#x20AC;˘ Two ring tram routes surrounding the central area of the peninsula. They concept reuses the existing main roads not only for the transportation but also for replanting the city and providing sustainable and pleasant cycling / walking routes for the citizens and tourists.

Regional framework strategy. Connectivity and transportation model explorations

STAGE 1 (2020)

Urban sprawl & Tourist taxation

STAGE 2 a & b (2030)

Wind powered tram network

STAGE 3 (2040)

101 no private car zone

STAGE 4 (2060)

Summer Coast / tree buffer development

Regional framework strategy | Original Scale 1:10000

Local Focus.

Summer Coast

Harbour

Crucial area for our masterplan with big potential for densification, re-plantation and creating successful public spaces.

Highly underused area of the city, filled with car parks and warehouses. Potential for creating the new live / work / play region of the city.

Winter Park

Stage

Underused area, mostly designated for car parks. Crucial space for re-plantation and creating new social & cultural identity. It also allows for a link with the South park of Reykjavik.

Small but important site in the centre of 101. Positioned in between the cultural, commercial and business / governmental functions. This allows to link these functions by a protected green public square.

101 Locale framework strategy | Original Scale 1:1000

Gateway / Winter park. Due to its key location, we picked the edge of the Winter Park as the â&#x20AC;&#x2DC;gatewayâ&#x20AC;&#x2122; to the city centre. Re-purposing the main road intersection into the new civic quarter consisting of a canopied public square, Icelandic swimming pool, new business area and a tram / train interchange.

Proposal overlay onto the existing context of the main road junction.

The Gateway concept sketch.

Block studies of the spaces. Studying the proportions of spaces.

Concept sketches for the spatial arrangement of the Gateway tram station.

Summer coast. Our initial study of the Summer Coast looks at how to introduce a tree buffer line which also bleeds it into the city centre. It also investigates the multiple function of this area. Dividing the space into clear zones of transportation, cycling, walking and â&#x20AC;&#x2DC;dwellingâ&#x20AC;&#x2122; allows for enhanced and balanced interaction between nature and people. It introduces sheltered walkways and squares for the people in between trees but also allows them to retreat back during winter months in between buildings.

Diagrammatic studies of the summer coast areas. Looking at the tree buffer and positioning of the transportation and pedestrians.

Stage. The Stage is a key area which links transportation, cultural, commercial and governmental areas of the city. Our intention was to create a public sheltered square which introduces a vibrant public function (local market) with the tram interchange station. This allows to take the flow of people coming from the commuting line and make them stop to reactivate this public square.

Diagrammatic studies of the gateway areas. Looking at how the landscape bleeds into the streets of Reykjavik how people move around the new square and the positioning of the trams tops and canopies.

Harbour. The harbour is an extensive area of around 50 ha which has a lot of unused land and unrealised potential. We started with a general strategy of splitting the functions of the area. The first key intervention was to create a transportation spine culminating with a final underground tram station and linking all of the different functions back to the city centre. A split we considered as the most appropriate was with main area being residential and mix use, the north east park being transformed into the new research and harnessing centre for the wind energy and the central part being the park which links both of them together. The waterfront becomes a cultural / leisure area with re-used buildings as pop-up stores (which boost the local economy) and connects people back to the water with a new stepped, hard landscape.

Diagrammatic studies of the harbour area. Looking at the split of functions of the whole harbour (residential / commercial / park / mix).

2.7 Interim review. For the interim crit we focused on presenting our ideas and narrative in a more conceptual and sketchy form. It was intentional as we thought that in order to receive the most informative feedback we have to show our thought process rather than finalised drawings. We split our pin-up into the problem wall which presented the issues and our overall strategies. More detail studies exploring our interventions from the diagrammatic drawings, to the scale of 1:10 000 and to the of each area in 1:100. The final wall was detail studies and explorations of our urban interventions. On the table we put our study models ranging from the regional concept model to the densification and street transformation models. The feedback we got was highlighting the fact that our concept is strong, however the idea of â&#x20AC;&#x2DC;the city of lightâ&#x20AC;&#x2122; is not showing clearly though the drawings. We were suggested to work on rooting the masterplan into the identity of light and landscape as well as to start working on smaller scale.

The ‘focus’ wall

The ‘framework’ wall

The ‘problems’ wall

Process models table.

3.0 refinement

3.1 The Strategies. At this point we introduced a framework / general strategies as well as more detail focused investigations of the key areas however we felt like we slightly lost to primary driver and idea behind the masterplanning concept. That is why we started rooting everything back to our initial idea of the identity through light and landscape. These became the main drivers for the connectivity (transportation as well as green streets city stitching) and densification interventions.

Light and Landscape

Connectivity

Densification

CURRENT SITUATION

OUR STRATEGY

Few people and jobs within walking distance of transit routes

Many peopleâ&#x20AC;&#x2122;s jobs are within walking distance of transit routes and therefore bringing the landscape back to the city centre through green streets and parks will stimulate walking rather than driving to the city.

Destinations located off the straight path force transit to deviate. This dis-courages people who want to use public transport, increasing its cost and forces them to use cars more.

Long distances between destinations mean a higher cost per passenger.

A direct path of public transportation between any two destinations makes transit appealing. Green public social spaces and commuting routes encourage socialising and urban life.

Short distances between many destinations are faster and cheaper to serve.

Connectivity. Connectivity strategy is based on the re-purposing of the existing roads into green and sustainable modes of transportation. By removing cars, introducing wind powered trams, planting greenery, changing ground floor functions and creating sheltered outdoor social spaces the streets can become social â&#x20AC;&#x2DC;veinsâ&#x20AC;&#x2122; of 101 where people want to spend time in.

Current typical residential street.

Current typical mix use main street.

Proposed transformation of the residential street.

Proposed transformation of the mix use main street.

Current coast road.

Proposed transormation of the coast area.

Wind powered trams

Lower density higher planing for main roads with the space for trams and bikes in the middle

Geo-thermally heated bike lanes

Dense lower planning city â&#x20AC;&#x2DC;stitchingâ&#x20AC;&#x2122; for more protected and green environment

Looking at the traveling distances for the connectivity strategy and at precedents for greenery and transportation routes.

Densification. The strategy allows for the mass densification of the coastline. By implementing tram infrastructure to replace the large ring road, valuable space formerly dedicated to the car can be developed. Set by a series of rules on the following page, the strategy uses the low sun path in Reykjavik (max 45o) to challenge the existing planning laws which restrict the development of tall buildings in the city. The current planning laws set a 5 storey limit across the city without taking into consideration the typography of the land. The strategy sets Hallgrimskirkja church tower as datum for the maximum height of proposed development by exploiting the falling typography to maximize vertical development. This allows for rapid densification whilst preserving the churchâ&#x20AC;&#x2122;s significance in the city. A series of rules outline strategy 2 which enable a highly densified

1:500 process model of the coast line density strategy

Creating The lighting strategy on the coast considers the expansive length of the coast against the maximum number of people in Reykjavik. As a result the density strategy for the coastal park allows for moments of light - corresponding to the sunpath which will create a concentrated amount of people simulating a more vibrant coast. The design of the buildings and streets takes into account the path of the sun in the morning, midday and late afternoon in the summer and therefore articulate to maximise the amount of sunlight. The building forms are manipulated to ‘carve’ moments of light and create ‘light tunnels’ which allow for a greater connection into the city. The most prominent of the light tunnel is the midday sun which aligns to both the winter and summer sunlight creating a prolific coastal park for the city.

5pm sun

Midday sun

10am Sunlight

7 am Sunlight

Rule 1 I Heights

Rule 2 I Light

Rule 3 I Streets

The height of the existing building in the

Light channels connect to the existing

Linear streets allowing for protection from the

heritage zone set the minimum datum

streets to maximise the light potential on the

bays weather conditions.

line. The height of the church clock set the

summer coast.

maximum datum line.

Street. By addressing Reykjavikâ&#x20AC;&#x2122;s reliance on cars and eventually turning the 101 into a private-car free zone, this presents the opportunity fill the voids left by vehicle use in the city centre. It is estimated that 52% of the land is given to the car including 20,000m2 of car parks which has the potential for 700,00m3 of houses to be built. The masterplan aims to re-purpose these roads in order to provide a sense of identity to the city, these transformed spaces will be filled with existing archetypes that match the vernacular of the street. Mainly located in the centre of the 101, the buildings are to offer a function to the street aswell as providing housing to residents , with the aim to create a holistic streetscape which benefits from a mixed use of functions.

Existing street in Reykjavik

Existing street condition

Filling the voids

Articulating the streets

Light The light interventions are small but impactful strategies for public spaces. They create an unique atmosphere which integrates the extremes between light and shadow, summer and winter. Together with the phenomenon of the northern lights, the lighting strategy will aim to re-brand Reykjavik into the â&#x20AC;&#x2DC;city of lightâ&#x20AC;&#x2122;.

& Landscape The landscape interventions intend to bring back the nature of Iceland, which is a balance of extremes, such as glaciers and volcanoes, vast fields and mountains into the city. The identity of Reykjavik will be then reinforced, together with that of the whole of Iceland.

Light & Landscape. Initial ideas for detail lighting and landscaping of the streets in the chosen areas of 101.

Light & Landscape precedents. Initial ideas for detail lighting and landscaping of the streets in the chosen areas of 101.

3.2 The focus.

At his point we were progressing with the design and concept of the 4 key areas we specified but with the underpinning concept of light and landscape. The studies also became more specific and started to explore certain areas of each region (depending on the scale of it). We started looking into the proportions of built and open areas, how people will use and occupy the space and how to diversify the functions so that the space becomes attractive public area. 84

Harbour

Focus on two specific areas of the waterfront zone.

Stage

Focus on people flow and design, landscape and market canopies.

Summer Coast

Focus on one of the sunken public squares in the tree buffer.

Gateway / Winter Park

Focus on opening up the gateway square into the winter park.

Gateway / Winter Park.

The approach to the gateway changed slightly. Instead of closing the public square with the building we decided to open it up towards the park. The buildings were shifted to the parameter of the area framing the park and allowing a better connection between those areas. We also though of light and steam installation to root it back into the natural identity of Iceland.

The gateway plan study Sketch study of the gateway area with the square framing the entrance to the park and the greenery bleeding into the civic quarter of the new part of 101.

The gateway square and station Section exploring the connection between the park and the square as well as the relationship between the canopy, tram lines and the interchange station.

Summer Coast.

The biggest change in the summer coast design was the introduction of the ‘social magnets’ which are public buildings like galleries, cafés, popup stores etc. which ‘collect’ people from the city. The are placed within the sunken parts of the park (for further wind protection) on the extension of the existing city street grid.

Summer coast plan study Sketch study of the summer coast investigating the relationship between the densification areas and the coastal sunken parks and pathways.

Summer coast concept strategy section Section investigating diversification of the energy sources powering different elements of the masterplan and social aspects of the summer coast.

Stage. In the Stage are we started looking at the light installations and canopies, as well as how people will flow through the space to provide the most efficient landscape strategy.

The stage plan study Sketch exploring the landscape â&#x20AC;&#x2DC;insertâ&#x20AC;&#x2122; within the existing urban fabric.

Urban market and interchange tram station Section exploring relationship between tram lines and the proposed canopy installation providing space for market.

Harbour.

Due to the large extent of the harbour we focused on two smaller parts of it- the central park with the tram station as well as a part of the waterfront. Similarly to other studies, we introduced a light beam â&#x20AC;&#x2DC;urban sculptureâ&#x20AC;&#x2122; which gives a statement to the city of a new renewable energy powering the city.

The harbour park plan study Exploration of the main harbour park and the last tram stop station.

The harbour waterfront plan study Exploration of the re-purposed harbour waterfront with the green water edge and pop-up stores in the existing harbour warehouses.

The new harbour waterfront Section exploring the underground tram station and the connection between the park and the waterfront.

Environmental Strategies. [meso scale] After our explorations of the individual city areas, we started exploring more detail aspects of the city scape, with the focus on light and landscape. The area which allowed us to explore multiple aspects of this concept was the Summer Coast Park. We looked at how we can diversify energy and use it to power / animate the landscape. We also looked at a tram stop design which could become a model for a sustainable and iconic â&#x20AC;&#x2DC;beaconâ&#x20AC;&#x2122; for the 101.

Tram stop initial detail studies Concept of a tram stop heated by the geothermal power and steam. Lit up by tidal energy.

Sustainable energy powers the city Diagrammatic sections exploring diversification of the energy (solar, tidal, geothermal, wind) and its usage for powering trams, heating up tram stops and public spaces.

Environmental Strategies. [micro scale] Detail explorations of the public realm also included a concept design of the squares canopy. We believed it is a crucial component for the 101 public space design as it provides a protected environment for the citizens which is crucial in the extreme Icelandic weather conditions. The idea for the public square canopy is based on the usage of geothermal and solar power to provide warmth and light. Itâ&#x20AC;&#x2122;s semi-translucent roof is built to collect rain water as well as encourage visual connection with the sky.

Urban canopy initial detail studies Concept of a canopy (which could become a model for the whole city).

Tram stop concept sequence Concept of a semi translucent mirror roof which reflects the landscape but also provides views to the sky during the winter months

3.3 The impacts. We finished our explorations by looking at how our interventions at the heart of Reykjavik could become an example and a catalyst for the whole region as well as have an international impact. We looked at how connectivity, energy and sustainability can be applied in different scales and have different effect on every level.

REG ONAL CELANDIC NTERNATIONAL ROLE MODEL

Our intentions is that the centre of Reykjavik becomes the catalyst for regeneration across the entire city. The principles established in the 101 are to be implemented across the region and the country

CONNECTIVITY

Connect the city centre (101) to all municipalities in Reykjavik. This is done through a better sustainable transport infrastructure

ENERGY

Reykjavik is a new energy centre that provides additional support to alleviate demand and reliance on geo-thermal and hydro-power

SUSTAINIBILITY Reykjavik becomes an exemplar nation for sustainability and energy. Surplus energy can be exported to near-by countries for economic benefit, the expression of the energy becomes the attraction of the city. The city of light

3.4 Final review.

For the final review we presented the critics with- ‘Reykjavik, the city of light’. Considering our feedback from the Interim review we focused on selling the ‘brand’ of the project better and making sure that the idea of ‘city of light’ is presented thoroughly and coherently in every drawing. We started with a digital presentation which clearly showed the progress of the design and focused on specific areas of the masterplan. In terms of the content of the walls, mostly everything was redone or drawn new since the interim review. Apart from that we had additional big masterplanning model in 1:2500, detail coastal model in 1:100, tram stop conceptual model with the lighting installation in 1:200 and some detail street study models. We feel like the presentation was well received. The feedback mostly related to minor and detail changes we could implement. The most important one was to think more about human scale for the coastal densification strategy whilst other comments related to making sure that we explain the strategy in a clearer way as well as focus on detail studies of the public realm elements like materiality, landscape and light.

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The research wall

The framework wall

The issues wall

The focus wall

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City of Light

University of Bath Sustainable cities M.Arch Design Studio 6.1 2018/19

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