DURANA

Master of Science in Architecture School of Architecture Urban Planning Construction Engineering Accademic Year 2019-2020

DURANA NEW PUBLIC TYPOLOGIES FOR INTEGRATION AND SUSTAINABLE DEVELOPMENT OF NEW AND OLD URBAN LANDSCAPES OF THE NATIONAL LINEAR REGION

Thesis Advisor: PROF. INTI Isabella

Master Thesis of: MAÇKA Mikaela (874625)

Master of Science in Architecture School of Architecture Urban Planning Construction Engineering Accademic Year 2019-2020

DURANA NEW PUBLIC TYPOLOGIES FOR INTEGRATION AND SUSTAINABLE DEVELOPMENT OF NEW AND OLD URBAN LANDSCAPES OF THE NATIONAL LINEAR REGION

Thesis Advisor:

Prof. INTI Isabella

Master Thesis of: MAÇKA Mikaela (874625)

April 2020

INDEX

ABSTRACT

6

INTRODUCTION

8

I DURANA

1.1 / Identification of Durana Region 1.2 / Demographic Profile 1.3 / Economic Profile

16 22 30

II RESEARCH

4

2.1 / Research Hypothesis 2.2 / Research Methodology 2.3 / 2.4 / 2.5 / 2.6 / 2.7 / 2.8 /

Infrastructure Topography Hydrography Agriculture Who Lives in Durana?

Political Context and Influences in Territorial and Urban Development

2.9 / Analysis and Taxonomy of Open Spaces,

Public Spaces, Urban Morphology and Building Typologies

36 38 40 48 50 56 60 74

2.10 /

2.9.1 / Durrës Territorial Section 2.9.2 / Erzeni Valley Territorial Section 2.9.3 / Maminas-Domje Territorial Section 2.9.4 / Kashar-Kamëz Territorial Section 2.9.5 / Tirana Center Territorial Section Research Conclusion

78 94 108 120 136 166

III PILOT PROJECT

3.1 / 3.2 / 3.3 / 3.4 / 3.5 / 3.6 / 3.7 / 3.8 / 3.9/

Durana Masterplan Rehabilitation of Durana Railway Durana Project Phasing Durana Railway Branding Guidelines for Durana Open Spaces Guidelines for Durana Railway Train Stations Pilot Project Site: Gjokaj-Bërxulle Intersection.

Gjokaj-Bërxullë Pilot Project Gjokaj-Bërxullë Railway Station in Case of COVID-19 Emergency BIBLIOGRAPHY

168 176 180 184 188 208 228 238 276 282

5

ABSTRACT This thesis dissertation regards Durana, the informal linear city between Durrës and Tiranë. It explores the dynamic factors of the region and proposes a new vision for a polycentric Durana, tools for sewing the urban landscape and establishment of a new brand identity of the region.

After years of informal urban development since the shift in the political system of Albania, the region of Durana, and in particular, its two poles, Durrës and Tirana, has been received attention in terms of territorial/urban planning, especially by the main public institution, National Planning Agency of the Territory (Agjencia Kombëtare e Planifikimit të Territorit), which has worked, among others, on the Integrated Sectorial Plan for the region Durrës-Tirana (PINS Tiranë-Durrës).

The National General Plan has identified the Tirana-Durres area as one of the most important economic spaces in the country and in the Balkan region.

The thesis is constituted by two important parts: research and design.

The research methodology operates in three scale, territorial scale, urban scale and architectural scale. The research concludes the fragmentation and the uneven developments along the linear city due to lack of plan-

6

ning and consequences related to it.

Linearity and polycentrism are the main design themes for Durana. The central design element of Durana is the rehabilitation of the existing Durrës-Tirana railway under a new identity wrapped by the name “Durana”.

The vision of Durana is implemented through a pilot project located in one of the intersection along Durana, Gjokaj-Bërxulle.

The stop of Gjokaj-Bërxulle, along with the other 20 stops of the Durana railway, would rise not only as a new building typology, but as center for integration and sustainable development of new and old urban landscapes of the national linear region.

Gjokaj-Bërxullë railway stations aims to be a vital center along Durana and beside its direct relation to sustainable transportation service, it will be a plaza, a place of social interaction and a place of commerce, as well as a flexible space with possible temporary uses, including emergency situations, for instance, a future Covid-19 outbreak.

7

INTRODUCTION Albania is an integral part of the Balkan and Mediterranean economy, a key country in the development of the Adriatic-Ionian macro region and a link between east and west. The Tirana-Durres region is one of the strategic gates for regional development.

When Albania entered the transition to a market economy, it had the lowest level of income and market development in Europe.

The country’s economic development during the 25-year period following the collapse of communism, based on reports of the European community, points to the success of economic development, which ranks only after Poland and Slovenia in transition economies.

Since 1990, Albania has reduced the GDP gap with other countries in the region.

Also, over the last two decades, the country has undergone significant structural changes, where it is noticed that transition from an economy based on raw materials and industry and agriculture to a very diverse economy where the service sector plays a key role.

The main events during the last 25 years that have contributed to the development of the region, summarized, are: • The collapse of the centralized economy • Rapid growth of the region’s popula-

8

CROATIA

BOSNIA AND HERZEGOVINA

CO E SEA

SERBIA

BULGARIA

MOTENEGRO KOSOVO*

ITALY

ADRIATIC SEA MACEDONIA

ALBANIA TYRRHENIAN SEA

IONIAN SEA

GREECE

MALTA AEGEAN SEA

MEDITERANEAN SEA CRETA

Albania as part of Western Ballkans

50km

9

tion, which has almost tripled as a result of migratory movements from the north and south to the Tirana-Durres region • Rapid development of the construction industry and services as a result of increased demand • The emergence of local private firms in trade, agriculture and other products such as bread, milk, meat products processing and services such as bars, restaurants, transport • Placement of small and medium size foreign enterprises in this region • Investment in infrastructure, such as the upgrading of the Tirana-Durres highway, of urban quality in the main cities of water and energy supply • Opening the private sector of education • Opening up the private health sector.

10

11

Epidamnus, Apollonia, Scodra, Aulon were some of the se�lements during the Illyrian civiliza�on, and nowadays, important urban centres.

Albania remained under the Byzan�ne control un�l the late 7th century.

1912 - Indipendence

Many ci�es were officially founded during the O�oman invasion for commercial and poli�cal purposes.

Btw XI-XIV Albanians were in between east and west conflict.

1920 - Tirana becomes capital. 10 845 inhabitants at that �me.

1923 - first Austrian plan for Tirana.

A�erwards, the centre of Tirana was planned by Florestano di Fausto and Armando Brasini.

Exis�ng ancient se�lements were transformed under O�oman influence.

O�oman heritage is present in most of the main ci�es of Albania.

Illyrians

12

IV

Medivial Period

1415

O�oman Period

1912

First Republic

1939

The urban popula�on exceeds rural popula�on

1945 - People's Republic of Albania was established and socialist construc�on of the country begin, increasing the economy.

1939/1943 - militarily occupied by Italy Sep 1943 - Germans started to occupy the country

1990- the first pluralist elec�ons took place since the communists took power in Albania in 1944.

New urban se�lements were founded near indus�al sites.

29 Nov 1944 - The par�sans en�rely liberated the country from German occupa�on

Albania’s popula�on doubled.

The new regime introduced some liberalisa�on, and gran�ng the freedom to travel abroad.

Public works were constructed through compulsory volunteering work.

Transi�on to capitalism.

Tirana would count 244 200 inhabitants.

In 1983 a total of 173,371 concrete bunkers had been constructed.

World War II

1945

Socialist Era

1989

2005

13

Fig. x pg. x

People and most notable students raised their awareness to current poli�cal situa�on leading to a campaign against the government.

Illyrians

The first mul�-party elec�ons were held and the communists retained a stronghold in the parliament.

1989 IV

Medivial Period

Ponzi pyramid schemes, swept up around 130,000 people, and when the schemes began to collapse, it led lost of their savings and to massive disappointment.

The general elec�on of 1992 was led by the Democra�c Party

1415 1991

O�oman Period

1912 1992

First Republic

1939 1997

Tirana became the main des�na�on of the internal movers. Lack of control from the state in the economic ac�vi�es brought economical and well-being growth.

14

World War II

Building illigally, in environmentally non-safe sites inculed, such as river, was the phenomenon spread in all the country.

Massive free movement of people and the unstable economic situa�on led to internal and external migra�on.

The urban popula�on exceeds rural popula�on

1945 2001

Socialist Era Edi Rama, new mayer of Tirana, ordered the demoli�on of all the illigal buildings and shacks along Lana River

2005

Increased interest in territorial development, urban planning, public spaces in big and small urban cetres

NEW IMAGE OF THE CAPITAL

2016

2005

TR030 DURANA COMPETION

He also painted gray facades of buildings from communism in bright colours Building permissions were given massively as an respond to the high demand for housing

15

I DURANA 1.1. Identification of Durana Region

Over the last three decades, Albania has seen a significant transition; from an isolated and centralized economy, to a globally interconnected economy at a rapid pace. One of the region with the largest growth in the country was the Tirana-Durres region.

The strategic position of this region, with extensive access to the Adriatic Sea and good international connections influenced by the location of the main airport in the country, has provided great opportunities for rapid economic development of the area. Also favored by the geographical position, the presence of the port of Durres, the largest in Albania for passenger and freight transport, and the airport “Mother Teresa�, which is only 20 km from the two main cities as well as the central administration in Tirana , this region is a magnet for the movement of population and businesses.

Meanwhile, Durres, with its port services and proximity to Tirana, has also become an important business and population site. The road corridor, which connects these two urban centers, has become the country’s economic center, a fact evidenced by the high flow of mobility and the presence of different businesses

16

Durres

Map of Albania: Location of Durrës and Tiranë

Tirana

0

10

30

50km

17

and services.

After years of informal urban development since the shift in the political system of Albania, the region of Durana, and in particular, its two poles, Durrës and Tirana, has been received attention in terms of territorial/urban planning.

The main public institution which is currently working on the territorial planning in Albania is the National Territorial Planning Agency (Agjencia Kombëtare e Planifikimit të Territorit), which has worked, among others, on the Integrated Sectorial Plan for the region Durrës-Tirana (PINS Tiranë-Durrës).

The National General Plan has identified the Tirana-Durres area as one of the most important economic spaces in the country and in the Balkan region. In order to guarantee a sustainable territorial and urban development of this area, the Ministry of Urban Development, in cooperation with the National Territorial Planning Agency, undertook the initiative for the drafting of the Integrated Sectorial Plan for the Tirana-Durrës area. Given the complex features of urban economics and territorial morphology, and taking into account the many challenges and actions that need to be harmonized, the plan is defined as cross-sectorial and integrated.

Tirana-Durres PINs includes the territory of several municipalities such as Tirana, Durrës,

18

PINS Tirana-Durrës / Cross-Sectorial Integrated Plan Tirana-Durrës Source: AKPT/ National Planning Agency of the Territory

19

Kamza, Vora, Shijaku and Kruja and comes as a response to territorial socio-economic development in the last 25 years and serves as a guide to the economic, social and environmental development of the region, promoting the economy and improving the environment.

Tirana-Durres PINs aims to guide the development of the territory through a vision that will function as a common denominator for local government units (LGUs). The plan will also serve as a guide for LGUs for their coordination of local policies, projects and plans, as well as for coordination and vertical coordination. This plan will be their reference framework during the process of drafting general local plans, but also strategic projects. The plan is also a guarantee for foreign investors and businesses who have an interest in being involved in the further development of the Tirana-Durres metropolitan region.

20

21

1.2. Demographic profile

Albania’s population characteristics have been shaped during complex historical circumstances. The first official population statistics for Albania was the census of 1923, when the country counted a total of 823,000 inhabitants.

However, population growth accelerated from the declaration of independence in 1912 to 1944 to 0.7% per year. This was due in part because Albania had the largest birth rate and the smallest death rate in Europe at the time.

After the Second World War, during the period of communist regime, there were the important policy for increasing population, which resulted in an average of 2.5 percent annual increase until the fall of the regime. By the middle of 20th century, the population living in rural areas was 75%. During the period lead by the communist party, the rate of rural population decreased because of the foundation of new urban settlements next to new industrial settlements.

The change of this rate was 10% and completely controlled by the government policies. The restriction in people free movement inside and outside Albania kept the biggest part of Albanian population isolated and poor. At the end of the communist regime, Albania had the biggest population of all time, 3.3 million people.

22

1955

population keeps decreasing

2017

1960

1965

2016

2015

1970

1975

2010

urban population exceeds rural population

2005

1980

2000

1985

max of Albanian popullation

1990

1995

3 500 000 3 000 000 2 500 000 2 000 000 1 500 000 1955

1960

1965

1970

1975

1980

1985

1990

1995

2000

2005

2010

2015

2016

2017

Population number 1955-2017 Source: INSTAT

23

After the fall of the communist regime, drastic changes happened to Albanian population and as a consequence, to the structure of the territory and to natural and urban landscape.

This changes were completely uncontrolled and ruled by the desire for free movement. The two types of movement were internal and external migration. The external migration lead to a decrease of population, especially of the male working population. While the internal movements brought to deep changes to the rural-urban rate. In 2005, the urban population exceeded the rural one.

Cities population increased in general, but that of Tirana and Durres in particular. They moved to Tirana because it was the capital and the most modern city in Albania, while Durres was the biggest port and the main gate to Italy and Europe.

The main reason for moving to this area was employment. Tirana was had the biggest potential in commercial terms and people were moving there with their families for starting up their business activities for overcoming poverty. Durres, on the other side, was one of the main destinations of Albanian families for summer vacation. People moving there would take advantage of the touristic potential, definitely without the sense of protecting a com-

24

mon natural treasure, resulting in big economic advantages and constructions, and, as a consequence, a natural disaster.

Uncontrolled demographic changes are strictly connected to the way the Albanian territory is organized (or disorganized), the new forms and features that it has acquired through years. The internal movement still continues and, due to the lack of regulatory plans through the past years, a high level of chaos has appeared in terms of space organization and aesthetics. This chaos is reflection of a process and the framework for future work of territorial and urban policies which have arisen in the most recent years.

Durana region represents 8.4% of the territory and houses 37% of the country’s population. It is the region with the highest density in the country, 443 inhabitants/km2 compared to 101 inhabitants/km2 which is the country’s average.

According to demographic projections, in 2031 the density of the population in the region will be 532% of the country’s average, or 515 inhabitants/km2 compared to 97 inhabitants/ km2 expected to be the average population density of the country. The figures presented are based on population density according to INSTAT and according to the Tirana-Durres PINs analysis. The population of the Tirana-Durres

25

region by 2031 is estimated to grow by 211,560 inhabitants. This increase will be mainly in Tirana with about 201,000 inhabitants, or 26.4% more than the population measured in 2011. While in Durres the growth will be around 10 thousand inhabitants, or 3.7% more than the population measured in 2011. This trend dictates the need for in-depth studies on the planning and development of the territory in the service of facilitating and promoting economic activity in harmony with the principles and objectives of sustainable development 2030.

26

Berat

Dibër

Durrës

Elbasan

Fier

Gjirokastër

Korçë

Kukës

50 km

Internal movements in (%) 2001-2011 (source: INSTAT) 50.01 - 60.41 50 km

40.01 - 50.00

Internal movements in (%) 2001-2011

30.01 - 40.00

50.01 - 60.41

10.01 - 20.00

20.01 - 30.00

40.01 - 50.00 30.01 - 40.00

0.48 - 10.00

20.01 - 30.00

origin country

10.01 - 20.00 0.48 - 10.00 origin country

Lezhë

Shkodër

Tiranë

Vlorë

27

2001 - 2011 (source: INSTAT) 100.1 - 300.0 50.1 - 100.0 0.1 - 50.0 -19.9 - 0.0 -29.9 - -20.0 -49.9 - -30.0 -98.7 - -50.0

Popula�on change in (%) 2001 - 2011 100.1 - 300.0 50.1 - 100.0 0.1 - 50.0 -19.9 - 0.0

0

10

30

50km

-29.9 - -20.0

3 500 000

-49.9 - -30.0 -98.7 - -50.0

3 000 000 2 500 000 2 000 000 1 500 000

28

1955

Internal movers changing prefecture vs moving within prefecture, in (%)

100 80 60 40 20

Kukës

Dibër

Korçë

Elbasan

Berat

Gjirokastër

Shkodër

Lezhë

Fier

Vlorë

Tiranë

Durrës

0

changed prefecture within prefecture

Internal migrants by main reason and age group, in (%) 100

80

60

40 50 km

Internal movements in (%) 2001-2011

20

50.01 - 60.41 40.01 - 50.00 30.01 - 40.00

0 100+

95-99

90-94

85-89

80-84

75-79

70-74

65-69

60-64

55-59

50-54

45-49

40-44

35-39

30-34

25-29

20-24

15-19

10-14

5-9

0-4

20.01 - 30.00 10.01 - 20.00 0.48 - 10.00 origin country

other reasons family reason study employment

© INSTAT, 2014. Internal migrants move 2001- 2011;

29

1.3.Economic profile

When Albania entered the transition to a market economy, it had the lowest level of income and market development in Europe.

The country’s economic development during the 25-year period following the collapse of communism, based on reports of the European community, points to the success of economic development, which ranks only after Poland and Slovenia in transition economies.

Since 1990, Albania has reduced the GDP gap with other countries in the region. Also, over the last two decades, the country has undergone significant structural changes, where it is noticed that transition from an economy based on raw materials and industry and agriculture to a very diverse economy where the service sector plays a key role.

The Tirana-Durres region produces 48% and represents the region with the highest per capita income, which is 1.32 times more than the country’s average. Meanwhile, Tirana’s per capita income is 1.41 times higher than the average for the country. The Gross Value Added Value (GVA) shows that the Tirana-Durres region provides 71.8% of the GVA, 66% of tourism, 64.9% of the postal telecommunications

30

27% 27% 28% 29% 29% 33% 35% 40% 39% 45% 46% 68%

Employme economic

servic indus agric

9% 11% 12% 12% 17% 14% 64%

62%

60%

19% 16% 19%

59% 54%

27%

53% 46%

37%

44% 42%

25% 28%

17%

Tiranë

Durrës

Vlorë

Lezhë

Gjirokastër

Korçë

Shkodër

Berat

Dibër

Fier

Kukës

Elbasan

6%

Employment Employment structure structureby byprefectures prefecture and economic sectors, 20172017, INSTAT and economic sectors, services industry agriculture, forestry and fishery

31

and 62.5% of the construction. This economic structure identifies current priorities and potentials for the future, especially in the ICT sectors, which will support the region’s economic restructuring to innovative businesses.

Social capital in the Tirana-Durres region is an advantageous potential that can support the restructuring of the region’s economy and can turn into the main driver of the productivity growth of the national economy. In this region, more than 75% of the institutions of higher education, scientific research centers and non-profit organizations have been concentrated. The structure of jobseekers in the Durana region shows a high degree of highly educated individuals, which means that a more efficient adaptation of the labor market and its demands is required. This region has the most suitable social capital to support this structural change without which the national economy cannot become competitive. Although it is one of the most developed regions of the country, the Tirana-Durres area faces the social challenges of poverty. More specifically, the poverty of young families and those with many children is greater than the national average. Indicators deteriorate in the Durres area. Local territorial development plans and economic and social development should aim at reducing poverty and mitigating disparities within the territory they cover. The potentials for the development of the

32

Gross average monthly wage per employee by economic ac�vi�es 2017

Total

Economic ac�vity

48.967

Average monthly wage

36.264

Agriculture, forestry and fishing

40.390

Mining and quarrying; manufacturing; electricity, gas, steam and air condi�oning supply; water supply; sewerage, waste management and remedia�on ac�vi�es

43.104

Construc�on

34.627

Motor vehicles and motorcycles; transporta�on and storage; accommoda�on and food service ac�vi�es

73.471

Informa�on and communica�on

103.641

Financial and insurance ac�vi�es

55.940

Real estate ac�vi�es; Professional, scien�fic and technical ac�vi�es; administra�ve and support service ac�vi�es

59.921

Public administra�on and defence; compulsory social security; educa�on; human health and social work ac�vi�es

49.427

Arts, entertainment and recrea�on, repair of household goods and other services

Average monthly wage per employee by economic activity, 2017, INSTAT

33

Tirana-Durres metropolitan region are great, due to the importance of the region as the capital of public institutions and private businesses, as well as the connection with the economic development corridors and the possibility of integration with the pan-European corridors. In this region, over 80% of foreign-owned enterprises are concentrated, which may serve to absorb more foreign investment in the most productive sectors of the economy. There are about 65% of companies operating over 50 employees. Territorial planning and development, sectorial and local plans for sustainable development, and especially projects aimed at integrating with international development corridors, are essential instruments for turning the Tirana region into a non-national economic center.

34

35

II RESEARCH 2.1. Research Hypothesis Durana region has a strategic location in the western Balkans and is Europe’s fastest growing region, as well as the rapidly growing Albanian economy’s powerhouse. As usually happens in a developing country, the changes came as a result of individuals acting ruled by personal profits and very few state regulations.

With the empowerment of individuals and Albanian state, there is now the right moment in Albanian context to look back and plan the future. In the framework of the current situation, the premises of the research are built. Three hypothesis are formulated as follows: a) The first hypothesis of this research regards the effective dimension of Durana as derivative of Tirana and Durres region. Despite the administrative division of Tirana and Durres and their communes, the dimension of the each of the regions is relative seen from a sectorial point of view and Durana is not only the territorial addition of the two regions, but also their integration in different levels of the sectorial activities. b) The second hypothesis regards the systematic reading of the territory through which an organized knowledge can be seized from the complex urban system of Durana. The spontaneity which apparently has characterized Durana region has been changing up to now can be

36

read through macro and micro analysis. Comprehension of the big chaotic picture becomes possible with the revelation and determination of the rules organizing the territory. c)The third and the last hypothesis is connected to the previous deterministic readings of the territory and the possibility to precede the future implication and modifications of the territory based on them. A long-term prediction of change, a vision, incorporates the immediate changes deriving from the obvious rules of the territory organization.

37

2.2. Methodology of research In geographical terms, Durana region spreads between Tirana, the capital, and Durres, the second biggest urban center in Albania. The characteristics and their manifestation is all but homogeneous.

In order to step on the hypothesis of the research, the methodology operates in three scale: the territorial scale, the urban scale and architectural scale.

In the territorial scale, the macro characteristics of the territory are analyzed in the framework of the big picture. The historical context, economy, political situation, infrastructure, demographics and employment.

In the two other scales, the structure of the research is based on the fragmentation of the big picture into sections, dividing the geographical area between Durres and Tirana, from west to east in five section effective to capture the different shades of the region characteristics. In the urban scale the analysis is focused in three aspects: open spaces, public spaces and urban morphology In the architectural scale there are identified a series of building typologies and functions corresponding to each of the urban textures.

38

building typologies

building typologies

building typologies

building typologies

building typologies

urban texture

urban texture

urban texture

urban texture

urban texture

public space

public space

public space

public space

public space

open space

open space

open space

open space

open space

SECTION C

SECTION D

SECTION E

SECTION A

SECTION B

research structure

39

2.3. Stradal Infrastructure

Port of Durres

existing railway

Durres-Tirana highway

GĂŤrdec Marqinet

Vora

1000 2000 3000

Maminas

Sukth

Marikaj

Rinia Vrinas

Karpen

Xhafzotaj

Rrashbull

DurrĂŤs

40

Shijak

Tirana International Airport

5 km

Dritas

3

Bërxullë Kamëz

1

Domje

Kashar

0

Gjokaj

Tiranë

41

4

Frequency: every hour Durrës

Shkozet 5 mins

Frequency: once a day at 5.00 pm

1000 2000 3000

42

Vorë

Sukth 15 mins

15 mins

35 mins

7 mins

10 mins

10 mins

12 mins

14 mins

Kashar Frequency: once a day at 6.30 am

5 km

15 mins

3

22 mins

1

19 mins

0

4

43

44

pedestrian overpass along DurrĂŤs-Tirana highway (right and bottom-left, personal photo) view of DurrĂŤs-Tirana highway (top-left, personal photo)

45

46

actual train station of Durrës-Tirana rail service (top-left, personal photo) actual tickets of Durrës-Tirana rail service (bottom -left, personal photo) the sole train of Durrës-Tirana rail service (right, personal photo)

47

2.4. Topography

Hills of Durrës

Wetland of Durrës

Durrës Lowland

Hill Chain

Gërdec Marqinet

1000 2000 3000

Vora Maminas

Sukth

Marikaj Rinia Karpen

Vrinas

Xhafzotaj

Rrashbull

Durrës

48

Shijak

Tirana Lowland

National Park of Dajti

3

5 km

Dritas

1

Bërxullë

Domje

Kamëz 0

Gjokaj

Kashar

Tiranë

49

2.5. Hydrography

Adriatic Sea

Erzeni River

Gërdec

Marqinet

1000 2000 3000

Vora Maminas

Sukth

Marikaj Rinia Vrinas

Karpen

Xhafzotaj

Rrashbull

Durrës

50

Shijak

Lana River

Tirana River

3

5 km

Dritas

1

Bërxullë

Domje

Kamëz 0

Gjokaj

Kashar

Tiranë

51

Tirana River 26

Lana River 30

29 28

25 31

27

34 35 33

19

32

24 36

Erzeni River

16

17

21

18

37

22

20

15

23

14 13

9 12

11

10 6

8

5

3 2

7

4

1

reservoirs’ mapping

52

1. Durrës’s reservoir <0.1 km2

2. Durrës’s reservoir <0.1 km2

3. Rashbull Reservoir 0.4 km2

4. Durrës Reservoir 0.2 km2

5. Durrës’s reservoir <0.1 km2

6. Pjeza Lake 0.2 km2

7. Durrës reservoir <0.1 km2

8. Durrës reservoir <0.1 km2

9. Durrës reservoir <0.1 km2

10. Durrës’s reservoir <0.1 km2

11. Durrës’s reservoir <0.1 km2

12. Shijaku Lake 0.4 km2

13. Durrës reservoir 0.2 km2

14. Rubjeka Reservoir 0.6 km2

15. Durrës’s reservoir 0.7 km2

16. Durrës’s reservoir <0.1 km2

17. Durrës’s reservoir <0.1 km2

18. Durrës’s reservoir <0.1 km2

19. Durrës’s reservoir 0.2 km2

20. Durrës’s reservoir <0.1 km2

21. Durrës’s reservoir <0.1 km2

22. Gjokaj Lake 0.3 km2

23. Kus reservoir 0.2 km2

24. Kashar reservoir 0.2 km2

25. Tapiza Lake 0.4 km2

26. Durrës reservoir 0.6 km2

27. Durrës’s reservoir <0.1 km2

28. Durrës’s reservoir <0.1 km2

29. Durrës’s reservoir <0.1 km2

30. Durrës’s reservoir <0.1 km2

31. Durrës’s reservoir 0.7 km2

34. Durrës’s reservoir 0.4 km2

35. Durrës’s reservoir <0.1 km2

36. Durrës’s reservoir <0.1 km2

37. Durrës’s reservoir <0.1 km2

32. Rashbull reservoir <0.1 km2

33. Durrës reservoir <0.1 km2

53

54

55

2.6. Agriculture and local products

Adriatic Sea

Erzeni River

Erzeni River

GĂŤrdec Marqinet

Vora

1000 2000 3000

Maminas

Sukth

Marikaj Rinia Vrinas

Karpen

Xhafzotaj

DurrĂŤs

56

Rrashbull

Shijak

Lana River

Tirana River

5 km

Dritas

3

Bërxullë Kamëz

1

Domje

Kashar 0

Gjokaj

Tiranë

57

58

view of the crop fields from DurrĂŤs-Tirana train (left, personal photo) informal sale point along Durana (right, personal photo)

59

2.7. Who lives in Durana?

Durana is the region which has received the biggest number of new Albanian inhabitants since the liberalization of internal and external population movements. In time, Durana has become a destination for other actors, foreign tourists and foreign entrepreneurs as well. Durana works as a unity, but, the two poles, Tirana and DurrĂŤsi, have very different characters, including here the types of actors they attract.

Tirana, being the most developed urban center in Albania in terms of education, healthcare and other services, has become the main destination for university students and citizens, mostly from rural areas, in search of a new job or investing. Tirana is the only aerial gate of the country, since the only airport, Tirana International Airport, is found in 25 minutes by car from the city center. As a consequence, the capital is a crossing points for tourist, as well the easiest urban center to reach for foreign citizens.

DurrĂŤs, on the other side, has been developed economically based on its natural resource, the sea. Port of DurrĂŤs is an important point for industry and commercial exchanges. It was the first gate for the refugees directly after the fall of communism.

The size of the city has increased significantly with the construction of buildings on the

60

ACTORS

seaside for touristic reasons without any concern for nature. Despite the environmental disaster, it remains as a main cheap touristic destination for Albanians and not only.

Recently, another typology of actor are the migration returnees. With the most recent development of the country, many migrants are choosing to return and follow their life in the origin country.

In terms of actors, Tirana is the most powerful magnet. Despite this, DurrĂŤs has some very powerful features that are complementary and makes Durana one of the main economical regions in the Balkans.

residents

commuters

students

tourists

61

2.7.1. Present and future residents

The population projection is very important in terms of urban planning, especially when the predictions are as follow, and even more, when in the urban structure of Tirana there is already a great amount of chaotic use of space.

The population of Durana region is predicted to exceed 1 million inhabitants by 2030. The prediction shows how Tirana populations is going to increase by 11 %, while that of Durrës by only 1%. Despite this low increment of Durrës population, Durrës, together with Tirana and the southern coastal city of Vlora, is the only to not loose population.

The new residents are mainly the current students studying at the universities in Tirana.

Once they move to Tirana, they find jobs, sometimes even before finishing the studying and are unwilling to go back to their hometowns for personal reasons, but mostly because job opportunity in their hometown is very low (also depending by the field of occupation).

With the optimistic prediction for growth of population, there are currently being designed and built not only new apartment buildings in the consolidated urban center, but in totally new areas (currently big urban void) such as the one of “Bulevardi I Ri” coming from the latest regulatory urban plans in the framework of Tirana 2030.

62

Year

Tirana Popula�on

Durrës Popula�on

2011

763.560

269.784

2016

833.088

275.017

2021

888.786

278.305

2026

932.349

279.954

2031

965.108

279.796

63

2.7.2. Commuting to work Commuting to work was not an issue before the 90s. People worked where they were residents. The government had also placed people and their families at the new urban settlements near industrial ones. Nowadays, the number of commuters has increased for two reasons: (1) the high rental prices in Tirana and (2) the displacement of commercial activities and several services outside the city core, more precisely, along the Tirana-Durres highway, because of the lower land value.

The graph on the right represents a national overview of commuting to work, but, it can be noticed, how the market and non-market services, which are actually the back-bone of Durana region economy, have together the highest percentage of the commuters to work.

In Tirana center, the daily population in Tirana and DurrĂŤs is increased by 5% and 1 % respectively. Since journey to work is a common population movements, better connections are necessary, a more modernized and more sustainable public transport is needed. What is already predicted as a major transport work is the new light-rail train connected Tirana, the airport and Durres, which will run on the traces of the old railway, almost parallel to the main road infrastructure of the linear city.

64

ervices

0 Non-Market Services

Market Services

Extrac�ve Industry (energy, gas and water distribu�on)

Construc�on

Processing Industry

Agriculture, forestry and fishery

35

30 total employ commuters

25

20

15

10

5

total employees (%) commuters (%)

65

Tiranë

Durres

Tiranë

Durres

5km

Percentage of the employees (%) commu�ng to Tirana and Durrës (le� and right) everyday >10 5-10 1-5 <1

Percentage of the employees (%) commu�ng to Tirana and Durrës (le� and right) everyday >10 5-10 1-5

66

<1

Tiranë

Durres

5km

Municipality

Tirana Durrës

Resident popula�on

Day�me popula�on

Difference

418.495

443.636

25.141

113.249

114.656

1.407

Percentage of the employees (%) commu�ng to Durres everyday >10 5-10 1-5 <1

67

2.7.3. Students

More than 75% of the institutions of higher education, scientific research centers have been concentrated in Durana region.

Tiranaâ&#x20AC;&#x2122;s public universities are the biggest in the country and educate the major part of students to be graduated. They are accommodated in the public student residences or, more often, by renting in shared apartments.

The studentsâ&#x20AC;&#x2122; accommodation service is obsolete.

In spite of the educational system and the supportive structure being obsolete, the service is the best in the country, including the courses offered and the respective employment opportunities.

About 80,000 out of 120,000 students (national statistics) are currently studying in Tirana in public and private universities. 60% of them are non-residents of Durana and studying in Tirana is considered as the first step of transferring from their hometown to the capital for becoming future residents.

From many years now, a considerable number of students decide to study abroad because of higher standards. Decreasing trends of the enrollments in Albanian Universities have

68

University of Durres

University of Durres 84.5%

Tirana Universi�es

Other Public Albanian Universi�es 53.3%

Tirana Public Universi�es: 56070 students

University of Polytechnic University of Polytechnic

University Medicine Tirana of Universi�es University of Agriculture University of Medicine Tirana Art University University of Agriculture Tirana of ArtSports University University University of Sports

numbers of bachelor and master students 2017, INSTAT

69

been noticed since 2014. In addition, in December 2018, a big manifestation of students took place in Tirana, and several requests were place to the government for an educational system reform. Apart from many administrative reforms that were proposed, the help of planning and architecture could be used in creating new realms of studentsâ&#x20AC;&#x2122; life.

70

71

2.7.4. Tourists

Tourists are increasing in number during the last years. Durana, accessible both from air (Tirana National Airport) and sea (Port of DurrĂŤs), is not only a passage for tourist towards the Southern beaches, but an attraction in itself. The urban centers of DurrĂŤs and Tirana are visited by a considerable number of tourist, while the natural areas are not a touristic destination for foreigners because of the lack of infrastructure and modern public transport.

From January 2019, there have been 1.4 million foreigners in Albania, of whom 300 thousand have visited Tirana as tourists. The number of people staying in the capital is increaisng, not only in hotels but also in apartments.

DurrĂŤs is the most important port city of Albania as a tourist destination. In the south is its beach, long more than 10 km. During the summer period in Durres come more than 150,000 tourists to the Adriatic Sea waters. Monuments of the ancient city have resisted the time and are still in a good state today. Durres is an interesting destination for historical tourism.

72

Kosovo 34% FYROM 13% Greece 10% Montenegro 7% Italy 7%

0

10

30

50km

Other29%

Tourism, Urban Metabolism Albania Metabolism of Albania, FABRICations., 2014

73

2.8. Political context and influences in territorial and urban development Forbes calls Albania an unusual country with an unusual leadership, which many would agree istrue. This peculiar situation has inevitably affected different areas of this country, including infrastructure and architecture.

The main political forces in Albania have each designed their own version of what a developed country should look like. Results are unusual to say the least.

In order to understand the current situation it is important to go back and dissect the political history of Albania. Probably the most influencing point in this countryâ&#x20AC;&#x2122;s politics dates back to the 40s when Albania was governed under a communist regime that lasted until the 90s. After that the country saw a chaotic and anarcaich form of democracy until things settled down.

Nowadays there are 2 main political forces in Albania that have been pulling the strings taking turns since the 90s. The Democratic and Socialist parties have been the architects of what we see today.

This pattern of political disruption is clearly visible in the current cities of Albania.

After the 90s the cities saw a boom of build-

74

ings as everything was built illegally with people trying to just have a shelter on their heads. As the government had no input in it whatsoever the new structures were erected everywhere people found empty sites, some of which were dangerous such as river banks.

Free internal movement of the population was increasing. Peoplesâ&#x20AC;&#x2122; economy increased in the short run. Their basic needs were being met however the quality of the new buildings was very poor. The city suffered from all this chaos. Things started to change in 2001, when Edi Rama from the Socialist party became mayor of Tirana, the capital. Tirana became an example for the rest of the cities in Albania. Edi Rama started to put order in the city by demolishing most illegal building close to the river bank.

He added color to the city to improve morale and revert communist architecture.

New buildings started to flourish, now with a building permit from the municipality. Things soon got out of hand when the city became too dense, more than it could accommodate. The opposition, the Democratic party, claims that a reason why this happened was due to financial reasons as every building permit was given in turn of a sum of money.

The number of building permits for 2018 marked the highest level in the last six years.

According to data from the Institute of Statis-

75

tics, last year was approved nearly 1200 construction permits, increasing by 46% compared to 2017.

In the last two years there has been a significant increase of the construction initiative in the Albanian economy. Following the abolition of the moratorium on permits and the sluggish improvement of the economy, the interest of businesses to build has increased.

According to detailed statistics, permits are distributed to mostly residential buildings, and also to commercial buildings and hotels.

An effect on increasing the number of permits is also the limitation of the practice of illegal constructions. Thus, about 80% of the permits granted to residential constructions last year are for one or two-story buildings.

The largest number of building permits was concentrated in Tirana in the past year. According to INSTAT, 388 building permits were issued in the capital or around 32% of all permits at the national level, while DurrĂŤs County follows with 156 construction permits.

76

view of a communist residential building painted in bright color in Tirana

77

2.9. 1. DurrĂŤs Territorial Section

1000 2000 3000

78

79

0

1

3

5 km

2.9.1.1. Open Spaces Taxonomy

0

1

3

5 km

1000 2000 3000

7 8 6 5

4 3

9

2 1

Orthophoto of Durrës Territorial Section

80

The natural landscape of the first section, is predominated by two main typologies: the flat coastline and the alluvial plan occupied by historically by the agricultural regular grid. The sea is the most important natural feature of the area, although it is an affirmation mostly valid in the past. The landscape has undergone a great transformation in the last 30 years. While in the past the coastline of Durrës area was almost completely virgin, clean sand and pine forests, nowadays the natural elements remaining the reduced-depth sandy coastline and some small remaining island of Mediterranean pines. Despite the natural catastrophe that the construction boom brought after 1990, the coastline and its limited natural qualities make it a mass destination for weekend or summer vacations almost all year long.

Port landscapes are another typology of open space for this territorial section. Port of Durrës, which is the main sea port of Albania, is positioned in the city center of Durrës. It is located at the north end of the Bay of Durrës and its artificial basin is shaped in between two moles. The second port in this area is the Rinia Port, which serves exclusively to industrial activities and is at the moment of small

1. sandy coastline

2. port landscape

3. water streams sea exit

4. hilly coastline

5. terraces

6. artificial lake

7. regular agricultural grid

8. forests

9. canal/water stream

81

dimensions.

Between DurrĂŤs and Rinia Harbor stretches out another typology of open space is the grid of KĂŤneta (Wetland. This wetland is served by a grid of canals, nowadays in poor conditions. The grid is either empty or used as arable land. In the perspective of the future plans for the region that the heavy port activities of the port of Durres are to be transferred to Rinia Port in the north of the city, the actual open space of grid is a potential land for the creation of formal residential neighborhoods (which until now has been informal) or for the creation of ecological/energetic park closer to Rinia Port.

A less predominant typology of open space in the territory is the hilly landscape in which there reside cultivated terraces of olives, a wilder coastline, artificial lakes constructed to serve the lowland and its agricultural land. This areas remain more natural and more vegetated that the rest of the section, mostly because it was more difficult to intervene with concrete construction in a hilly landscape rather than in a flat one. Being more difficultly accessible, the lands in here have been abandoned. Almost 80% of the cultivated olive terraces are abandoned and all that remains are the signs left that can be seen from the aerial maps.

82

view of the sea from the port (top, personal photo) hilly landscape and olive terraces (bottom, from Google Maps)

83

2.9.1.2. Public Spaces Taxonomy

0

1

3

5 km

1000 2000 3000

4 5

6 3

7 1

2

Orthophoto of Durrës Territorial Section

84

The public spaces, coming in different shades, are distributed exclusively in the core of the city of Durrës. Moving from the core out, the diversity of the public spaces is lesser. Related to the sea, the biggest natural resource of the area, the beaches are the predominant public spaces.

Despite being crowed and next to a long concrete line of buildings, the beaches of Durrës remain a vacation destination for friends and families, offering shallow waters and commercial restoration places with a sea view. The Durrës sea promenade “Vollga” is a much frequented public space during all the year, for staying, having a walk, riding a bicycle or jogging, with several points of interest along it. Big and small squares, along with several markets, small parks are common in the city center, but what distinguishes the public spaces in Durrës is their history, which stretches from 600 BC in ancient Illyria as a Greek colony until nowadays. So, from the Roman Amphitheater to the Byzantine City Walls, to the Venetian Tower, to churches and mosques, the public spaces of Durrës reside in between heritage objects and the present ones.

Moving away from the city core, the diversity of public spaces reduces and the only spaces that can be considered as such are the street and streets, which not always are provided by sidewalks, but become the meeting point for the neighborhood inhabitants.

1. beach

2. promenade

3. pedestrian area

4. streets with/and sidewalks

5. square

6. small park

7. public market

85

2.9.1.3. Urban Morphology and Building Typologies.

0

1

3

5 km

1000 2000 3000

5 6

3 2

1

4

Orthophoto of Durrës Territorial Section

86

Based on the natural characteristics and the influences of different natures exerted for a long period of time since its foundation, the city has developed with different rhythm and patterns that can be identified from an aerial view of it. The city core located closer to the sea and next to the port is the oldest part of the city represented by a more irregular grid, but obeying to a main organizational principle that is the port. The city core is a palimpsest of ancient, middle age and modern typologies, showing a higher number of building typologies than the rest of the region.

The Communist regime of Enver Hoxha rapidly rebuilt the city following the war, establishing a variety of heavy industries in the area and expanding the port. It became the terminus of Albania’s first railway, begun in 1947 (Durrës–Tiranë railway). Apart from industrial establishments, a considerable extension of the city is to be mentioned, located in the north of the historical core.

This extension has a notable visible pattern from the existing, characterized by a more regular grid and a new typology of buildings, the social housing typologies of communist period, represented by the typical five-story building in visible bricks.

This new areas of the city would be served by public functions as well, such as Sport Palace, Stadium, new social infrastructural buildings, theatres, cin-

1. old port city _since 7th century_

2. newer urban centre _communist period_

3. industrial area _communist_

4. urbanized coastline _after 90s_

5. urbanized hill side _after 90s_

6. urbanized agricultural grid _after 90s_

87

emas, cultural communitarian centers. All these new typologies were absent in the Albania of that time, mostly rural and years behind the average current development in the region.

The communist period city extension morphology has undergone changes after the fall of the regime. Nowadays, the industrial establishments are in a big part not used anymore because many of the heavy industries at the time were abandoned after the fall of the regime. But in the same area, new building typologies appeared in the form of industrial warehouses instead of heavy brick and concrete structures. This new typologies are related to the new forms of light industry, related to automobile or processed food for instance. On the other side, the residential part of the city extension in communism has undergone considerable modifications as well.

The typical five-story apartment buildings have now chaotic and informal interventions in their facades, made by personal initiative of each of the families living there. The ground floors have been expanding towards what was once an open space between buildings, usually for hosting new functions, changing the destination from residential to commercial. The balconies have been converted from exterior spaces to interior ones, for obtaining some more space in their apartments. The facades have different wall finished depending on the apartment, not forgetting air conditioning units and cables hanging everywhere. In between the existing, new high rise buildings are built, not

88

following any urban principle whatsoever.

The new typology of residential building, multistory apartment building with commercial ground floor units, has been constructed in all the existing urban area of DurrĂŤs, filling the urban voids and profiting from the high land value in the city center.

Other typologies are the low-rise residential buildings (mainly 2-floor building and very often unfinished), which after the fall of the regime, were built next to the existing urban center, occupying about 20% of the DurrĂŤs wetland, served by the wetland grid. In these areas, just this family of building typologies can be found repeated for a long distance, served only by some family commercial units. Any other type of infrastructure or public spaces is not present.

From all the urban landscape mutations visible in this area, the most significant one can be considered the urbanization of the coastline.

Once a natural area with clean deep sandy beaches and pine forests, it has been mutated to a narrow beach backed by continuous lines of concrete multi-store buildings, serving as touristic-commercial units. The linear urbanization goes on for more 5 km. This beach line remains a lead destination of mass tourism. The linear urbanization of the coast lies on the south of the port, changing the relative position of the port from being at the edge of the city to being in the middle of it and an intersection between all the different urban landscapes present in the area.

89

Roman ancient construction

Venetian-influenced with transformed commencial ground floor

Roman Tower

local institutions

mosque

christian church

port industrial building

port terminal

1-to-2-floor private house with garden

high-rise residential building

multi-store apartment buildings with commercial ground floor

public market

1 old port city _since 7th century_

residential

90

commercial

productive/industrial

infrastructure

recreational

abandoned

stadium

museum

apartment building from communist period with illegal extensions for small commercial activities

office building

private educational institutions

public university

apartment building from communist period

multi-store apartment buildings with gas station in the

multi-store apartment buildings with commercial ground floor

apartment building from communist period with illegal extensions of apartments and ground floor transformation

public market

2 newer urban centre _communist period_

public school

1-to-2-floor private house with garden

91

factory

industrial warehouse

3 industrial area _communist_

communist social housing

private house with garden

two-story building with commercial ground floor

abandoned unfinished building

4 urbanized hill side _after 90s_

residential

92

commercial

productive/industrial

infrastructure

recreational

abandoned

big multi-story hotels

5 urbanized coastline _after 90s_

one-floor private house with garden and little shop in the corner

one-floor private house with cultivated yard

to-be-expanded-house with cultivated yard

three-floor private house with cultivated yard

abandoned unfinished building

shack

6 urbanized agricultural grid _after 90s_

93

2.9.2. Erzeni Valley Territorial Section

1000 2000 3000

94

95

0

1

3

5 km

2.9.2.1. Open Spaces Taxonomy

0

1

3

5 km

1

3

7

6 2 4 5

Orthophoto of Erzeni Valley Territorial Section

96

The open spaces are strongly characterized by the presence of Erzen River and its valley, running from south to north of the lowland and constituting an important corridor of humid flora and biodiversity. It is crossed by both the highway and the railway, despite this, the connection between both sides of the valley are not frequent.

Erzen River is the main natural water resource and provides the conditions for the development of agriculture. Related to its presence, other typologies of open spaces are present, such as water streams leading their way separate from Erzen River, a regular grid for agriculture on flat land served by a system of canals for irrigation, or the rows of trees along the canals.

Of lesser presence in the area are the hilly landscapes with their terracing and irregular agricultural grid, as well as the artificial lakes, which serve for the irrigation of the arable land more distant from the river.

One of the main problem that this landscape is facing due to human influences is the bad water quality from a lack of managements of sewage and the irregular extracting of gravel from river beds, leading to the advancement of the sea towards this low land which is partially on a lower than sea level.

1. river

2. regular agricultural grid

3. row of trees along irrigation canals

4. irregular agricultural grid on hilly terrein

5. terraces

6. artificial lake

7. canal/water stream

97

2.9.2.2. Public Spaces Taxonomy

0

1

3

5 km

1

3

2 4

Orthophoto of Erzeni Valley Territorial Section

98

The variety of public spaces in this territorial is lower than the left pole of Durana. The urban settlements in these are smaller and the public spaces that can be nowadays notices are heritage of the communist regime and its national tentative to modernize the country.

The public spaces can be easily underlined numerically because of their low presence. Thus, small squares and urban parks, as well as pedestrian streets are present in some of the settlements with more urban features, while in the one of rural features, the streets, usually not trafficked, remain the main place of interactions between residents.

The quantity and quality of the public spaces has not changed for years in this settlements, despite their expansion and the increase in the population. Erzen River, which poses a potential open space to be converted in public space for the old and the new settlements with mixed urban and rural features, suffers deterioration with respect to its previous conditions as the main element of the natural ecosystem and agricultural productivity.

1. rural streets

2. streets in denser settlements

3. small square

4. small parks

99

2.9.2.3. Urban Morphology and Building Typologies.

0

1

3

5 km

4

3

1 5

2 6

Orthophoto of Erzeni Valley Territorial Section

100

Erzen River is not only an important natural resource, representing a corridor of humid flora and biodiversity, but also a major axis in the Durana urbanization, which actually runs perpendicularly to the highway generating the linear city. The river axis is the location for some linear settlements developed in both sides of the river. Shijak, PjezĂŤ, Xhafzotaj, Sallmone and Sukth constitute a single city in terms of spatial organization because of conurbation. Shijak is a small urban settlement founded in the communist period, while its extension, as well as the growth of the former villages, such as PjezĂŤ, Sallmone and Sukth, is conclusion of the informal constructions guided by the principles of the river as natural privilege, the existing agricultural grid as space organizational feature, as well as the proximity to the main automobile axis. The main typology related to the extension of this residential areas is the low-rise residential building, often not entirely finished for further expansion and a small orchard for cultivation of vegetables and fruits for personal consumption, or a small shop in the corner hosting the family business activity.

The urbanization along the highway is present and the predominant building typolo-

1. newer urban centre _communist period_

2. low density area

3. urbanized river bank _after 90s_

0.0 0.2 0.4 0.6 0.8 1.0

4. urbanized agricultural grid _after 90s_

5. linear city _after 90s_

6. urbanized hill side _after 90s_

101

gies in this segment of the linear city are the industrial warehouses, hosting commercial activities related to the construction industry, construction materials, automobiles, as well as a big number of residential private houses, facing indeed towards the highway, a few meters away from it.

More spared in the territory are the patterns of low density housing units located distantly from each-other in the middle of the arable lands with singular connection to the main axis of Durana, as well as the urbanization of the hillsides lying between the Valley of Erzen River and the DurrĂŤs seaside as a strategic position of connection.

The building typology, whether in the flatland or hilly land, remains the same. The only typologies added to the existing ones before 1990 are the low-rise residential house and the industrial warehouses, related to the main needs of the Albanians at that time, more space for their homes and a personal commercial activity to sustain them economically.

102

view from the train on the railway passing parallel to the highway DurrĂŤs-TiranĂŤ (personal photo)

103

mosque

local institutions

public school

stadium

apartment building from communist period with illegal extensions of apartments and ground floor transformation

apartment building from communist period

newly constructed private house with commercial functions

1-to-2-floor private house with garden

1-to-2-floor private house with garden and lilttle shop in the corner

1 newer urban centres _communist period_

residential

104

commercial

productive/industrial

infrastructure

recreational

abandoned

one-floor private house with cultivated yard

to-be-expanded-house with cultivated yard

three-floor private house with cultivated yard

2 low density rural area

abandoned unfinished building

one-floor private house with cultivated yard

mosque

to-be-expanded-house with cultivated yard

three-floor private house with cultivated yard

3 river bank urbanization

abandoned unfinished building

105

to-be-expanded-house with cultivated yard

three-floor private house with cultivated yard

production place

gas station

showroom

car service

industrial warehouse

abandoned unfinished building

one-floor private house with cultivated yard

4 urbanization agricultural grid

abandoned unfinished building

0.0 0.2 0.4 0.6 0.8 1.0

5 linear urbanization _after 90s_

residential

106

commercial

productive/industrial

infrastructure

recreational

abandoned

private house with garden

two-story building with commercial ground floor

abandoned unfinished building

6 urbanized hill side _after 90s_

107

2.9.3. Maminas-Domje Territorial Section

1000 2000 3000

108

109

0

1

3

5 km

2.9.3.1. Open Spaces Taxonomy

0

1

3

5 km

3

4

6 5

1

2

Orthophoto of Maminas-Domje Territorial Section

110

The hill chain running from south to north of this territorial section defines its predominant open space typologies. An interruption in the hill chains constitutes the easy infrastructural connection between the lowland of DurrĂŤs and the lowland of Tirana.

Flat agriculture land with a regular grid on both sides of the hilly barriers is the continuity of the open space of the second territorial section analyzed, but the predominant open space typology are the hilly agriculture, including mostly terraces of olives and fewer grape yards.

Comparing to the rest of Durana, this area is characterized by a more diffused natural area with dense vegetation, both deciduous and coniferous. Together with the many artificial lakes constructed during the communism period this natural area has the great potential of becoming a refuge destination from the chaotic urban life, being privileged by easy accessibility from the main axis of Durana.

1. regular agricultural grid

2. row of trees along irrigation canals

3. irregular agricultural grid on hilly terrein

4. terraces

5. artificial lake

6. forest

111

2.9.3.2. Public Spaces Taxonomy

0

1

3

5 km

4 3 2

1

Orthophoto of Maminas-Domje Territorial Section

112

The third territorial section of Durana has similar public spaces characteristics to the previous sections.

The urban settlements are very small and come from rural life tradition based on the agricultural production and strong communitarian interaction which would take place not only in the public spaces designed as such, but the place of works, the streets, the always-open houses. With the growth of the population in this rural settlements and the further urban extension towards the axis of the linear city, the inhabitants the relation between the residents it is not the same and not necessarily they all know each other.

While the rural life becomes more rural, the designed public spaces remain almost absent. The informal public spaces do not function as such anymore. The need to have them is evident, not only for a more qualitative life of the local residents, but for a better connection with the rest of the linear city. A new typology which would play the role of a public space reactivating the public life of the little settlements in the framework of the linear city consolidation would be, for instance, a market place.

1. rural streets

2. streets in denser settlements

3. small square

4. small parks

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2.9.3.3. Urban Morphology and Building Typologies.

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Orthophoto of Maminas-Domje Territorial Section

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This segment of the linear city, despite remaining fragmented and diffused morphologically, has a higher urbanization than the second segment. The most probable reason for this denser urbanization is the proximity to Tirana, which is a more powerful magnet in the region.

Before 1990, the rural characteristics and low population density were predominant.

The settlements had poor road connections and were almost self-sustained in terms of economy. Afterwards, with the free movement, all the small settlements began to stretch towards the main axis and get out of the isolation. That led to ribbon urbanization. Some of the settlements undergoing this growth pattern in different scales are Maminas, Marikaj, Vora, Gjokaj e BĂŤrxulla, but the one whose growth was more significant is Vora, which was originally positioned closer to the highway.

The new typologies arising even in this area is the low-rise residential buildings with tow-three floors, as well as the mutation of the existing social housing typologies with commercial ground floors. Only in Vora, the multi-story apartment buildings are built, not usual for the rest of this segment of the city.

0.0 0.2 0.4 0.6 0.8 1.0

1. low density rural area

2. linear urbanization _after 90s_

3. new urban areas on lake shore

4. urbanized hill side

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As it regards the construction at the first row of buildings along the highway, there are less examples of residential typologies and more case of new construction of warehouses.

Showrooms became a frequent typology in the area, as well as malls, hotels, auto repair places and supplies, gas stations, building materials, food processing factories or deposits for commercial products. All the above typology are characterized by the need for a lot of surface to operate, which is the reason why they are built where the land value is lower, but the accessibility still good.

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variety of typologies seen from the highway DurrĂŤs-Tirana (personal photo)

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mosque

to-be-expanded-house with cultivated yard

three-floor private house with cultivated yard

one-floor private house with cultivated yard

one-floor private house with garden and little shop in the corner

private house with garden

1 low density rural area

abandoned unfinished building

3 new urban areas long lake shore one-floor private house with cultivated yard

residential

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commercial

productive/industrial

to-be-expanded-house with cultivated yard

infrastructure

three-floor private house with cultivated yard

recreational

abandoned

0.0 0.2 0.4 0.6 0.8 1.0

production place

gas station

showroom

car service

industrial warehouse

abandoned unfinished building

private house with garden

two-story building with commercial ground floor

abandoned unfinished building

2 linear urbanization _after 90s_

4 urbanized hill side _after 90s_

cottage house

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2.9.4. Kashar-KamĂŤz Territorial Section

1000 2000 3000

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121

0

1

3

5 km

2.9.4.1. Open Spaces Taxonomy

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Orthophoto of Kashar-KamĂŤz Territorial Section

5 km

While moving to the right pole of Durana and closer to Tirana, the area of open spaces reduces quantitatively, but remains mixed in typology. The mutation of the open spaces in this area has been rapid due to the rapid uncontrolled organization. The open space patterns are not anymore clean cut as they were 30 years before. The typology of open space which has decreased its presence in the territory through these period is the regular agricultural grid, which has served as an organizational pattern for the urban growth.

The relief in this segment goes from hilly to flat. There are present two rivers, Lana River and Tirana River, which spring from Dajti Mountain National Park and cross the urban center of Tirana.

On the right side of the highway there are the hills of Kashar, characterized by vegetation, mostly deciduous trees and bushes, olive terraces and orchards of vegetables, figs and citrus. The artificial lakes, are not always, like in the case of Kashar Lake, still existing for the original purpose of irrigation because the flatland below the lake is now been urbanized and canal system is obsolete. For such reasons, the

1. river

2. regular agricultural grid

3. row of trees along irrigation canals

4. irregular agricultural grid on hilly terrein

5. terraces

6. artificial lake

7. forest

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use destination of this open space has been rethought during the last years. The lake of Kashar being located closer to Durana axis, constitutes a potential future formal natural park close to Tirana center.

The regular agricultural grid served by the canal system and the rows of trees along them is still visible despite being fragmented by sprawl. Both Tirana River and Lana River used to be part of a healthy ecosystem, corridor of rich biodiversity and serving to the agricultural productive system. With the human interventions of different nature, the vegetation is almost gone, the water quality is bad and their remediation is an emergency for the region.

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Kashar Lake (personal photo)

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2.9.4.2. Public Spaces Taxonomy

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Orthophoto of Kashar-KamĂŤz Territorial Section

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The presence of public spaces becomes more evident moving closer to Tirana center.

The main settlement in this area is Kamza which was noted as the location of the Agricultural University of Tirana. Apart from some industrial settlements, the life of the area was based on agriculture and surrounded open spaces. The Agricultural University campus was the main public space.

With a growth of more than 10 times of the previous population because of the internal migration, people were looking for a home exclusively, despite the infrastructure and the services were not enough to host such number of inhabitants. While the infrastructure and the service sector developed somehow to serve the economic growth of the area, the public spaces remained almost the same, with the university campus as the only major public space recently renovated.

The main tentative for the realization of a new public space in Kamza is part of the project Orbital Forest in the framework of Tirana030, predicting the planting of 2 million trees and the creation of the biggest park in Tirana and to Kamza a new typology of public space.

1. rural streets

2. streets in denser settlements

3. small square

4. small parks

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2.9.4.3. Urban Morphology and Building Typologies.

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2 7

4

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Orthophoto of Kashar-KamĂŤz Territorial Section

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The urban growth in this section of the territory is very significant. The base patterns on which the urban growth has happen are determined by the road infrastructure and the existing agricultural grid. The linear growth has happened along the highway, as well as along the river. Since the area relief is characterized by a mix of flat and hilly lands, there are present both the regular and irregular urbanization patterns.

As it regard the linear urbanizing along the highway, there is a wide variety of new typologies in this segment, due to its proximity to Tirana centre. Private hospitals frequented every day from people of Durana and also from different parts of Albania are a new typology which has become more frequent in the last 10 years. Furthurmore, some private university have been located here, as well as elementary and secondary private collages. The factories for processing food or beverages are mixed with shopping malls, warehouse, few private houses, mosques and flower gross markets ecc.

On the right side of the highway there is Kamza. One of the most recent cities in Albania, Kamza Municipality is the second largest in

0.0 0.2 0.4 0.6 0.8 1.0

1. urbanized agricultural grid _after 90s_

4. urbanized hill side _after 90s_

2. linear city _after 90s_

3. urbanized river bank _after 90s_

5. new urban areas down the dams _after 90s_

6. low density rural area

7. industrial area _communist_

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Tirana, and sixth in Albania. Located only 7km from Tirana center, is important for its strategic position near the Tirana Capital, Rinas Airport and Durrës Port. The conurbation of Kamza and Tirana is bold and there is not any visible gap between both of them, just the formal administrative division.

Differently from cities such as Tirana or Durrës which passed from being smaller to bigger city, Kamza was transformed from a rural-industrial settlement of 6000 inhabitants to an urban settlements of 90000 in less than 30 years without an urban plan.

Existing typologies from the past are the ex-factory of bricks, currently abandoned and risking to crawl, the university buildings and several schools for different levels of education, the typical 5-story apartment buildings from the communist regime, and private rural houses which are very rare to find because they have been modified or, more frequently, demolished and built as 1 to 3 floor private houses, usually unfinished for further extension of the houses spaces. The first Albanian university, “Agricultural University of Kamza” was opened in Kamza in 1952, and it includes serveral buildings in its campus, dedicated to libraries, different faculties and laboratories.

Just as all the typical five-story apartment buildings, even in Kamza, this building

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typology has undergone chaotic and informal interventions in thefacades, made by personal initiative of each of the families living there. The ground floors have been expanding towards what was once an open space between buildings, usually for hosting new functions, changing the destination from residential to commercial. The balconies have been converted from exterior spaces to interior ones, for obtaining some more space in their apartments.

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one-floor private house with garden and little shop in the corner

one-floor private house with cultivated yard

to-be-expanded-house with cultivated yard

three-floor private house with cultivated yard

abandoned unfinished building

shack

one-floor private house with cultivated yard

to-be-expanded-house with cultivated yard

three-floor private house with cultivated yard

abandoned unfinished building

shack

1 urbanized agricultural grid _after 90s_

3 river bank urbanization

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0.0 0.2 0.4 0.6 0.8 1.0

production place

gas station

showroom

car service

industrial warehouse

local institutions

private university

shopping mall

train station

ghost palace

multi-store apartment buildings with gas station in ground floor

gated housing complex with commercial activities in ground floor

2 linear urbanization _after 90s_

private hospital

airport terminal

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private house with garden

two-story building with commercial ground floor

abandoned unfinished building

4 urbanized hill side _after 90s_

health centre

mosque

to-be-expanded-house with cultivated yard

three-floor private house with cultivated yard

one-floor private house with cultivated yard

one-floor private house with garden and little shop in the corner

private house with garden

6 low density rural area

residential

134

commercial

productive/industrial

infrastructure

recreational

abandoned

private house with garden

two-story building with commercial ground floor

abandoned unfinished building

one-floor private house with cultivated yard

to-be-expanded-house with cultivated yard

three-floor private house with cultivated yard

multi-store apartment buildings with commercial ground floor

multi-store apartment buildings with gas station in ground floor

5 new urban areas down the dams _after 90s_

7 industrial area _communist period_

health centre

apartment building from communist period with illegal extensions for small commercial activities

industrial ruins

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2.9.5. Tirana Center Territorial Section

1000 2000 3000

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2.9.5.1. Open Spaces Taxonomy

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Orthophoto of Tirana Center Territorial Section

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Arriving to the most urbanized territorial section of Durana, the open space typologies are recognizable mostly looking beyond the borders of the urbanized area. Tirana is located in the between the mount of Dajti and the mountains of Mali me Gropa.

On both east and west side of Tirana center the more mountainous terrain begins to arise, manifesting other typologies of open space, such as hilly agriculture patterns, olive terraces, forests. The urban sprawl has influenced to the reduction of the open spaces, since the panoramic hill side closest to the city have been invaded by multi-store apartmentsâ&#x20AC;&#x2122; buildings or entire neighborhoods in the form of gated communities with a â&#x20AC;&#x153;privilegedâ&#x20AC;? location in the city of Tirana.

The artificial lake of Tirana, built from local waters in 1955, is biggest open (and public) place in the city centre. In a city where has been built massively, this big open space is gaining always more value both as public space and as powerful economic asset.

Two other open spaces with big potential are the Lana River and Tirana River. Lana River is partially in good conditions since the decision of the mayor Edi Rama in 2001 to demolish all the

1. river

2. irregular agricultural grid on hilly terrein

4. artificial lake

5. forest

3. terraces

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shacks which used to reside along the river. Still, moving away from the city core, the Lana River bank becomes the most polluted open space in the city.

Tirana River, once running outside the borders of the urban areas, is now included into the urban mass due to the high number of informal private houses, increasing the necessity to recovering it to become, firstly, a healthy open space, and secondly, a public space.

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polluted segment of Lana River (left, personal photo) Grand Park of Tirana (right, author: Enea Mustafaraj)

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2.9.5.2. Public Spaces Taxonomy

0

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5 km

4 1

2

7

8 10 9

5

3

6

Orthophoto of Tirana Center Territorial Section

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The residents of Tirana center are offered a variety of public space typologies. Starting from parks, either big, small or linear, to kids playgrounds, sports field, pedestrian roads and square, they are frequent mostly in the central part of the city and fewer toward the borders of the city.

The main park of Tirana is the Grand Park of Tirana, occupying 289 hectare in the south of the city. The change of the urban structure came at the same time as the proclamation of Tirana as the capital in 1925 and the territory underwent the new regulatory plan by the Italian architect Armando Brazini and the park was conceived as the Flora and Fauna Park. The Italian masterplan failed to be realized and the Gran Park of Tirana was designed and built with popular action at the end of the 1950s. Other then being the lung of the city with more than 30000 plants, it is the one of the main open public spaces in the city centre, hosting a variety of activity, from jogging to team sports, bike tours, concerts, festivals, limited number of bars/restaurants, playground for children.

Most of the later activities are made possible thanks to recent intervention for the renovation and revitalization of the park. Being the biggest

1. square

2. pedestrian area

4. small square

5. public stairs

6. big natural park

8. small park

9. park along river

7. linear park

3. streets

10. public market

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open space in the city, there have been tentative to reduce it into favoring construction of buildings at the shore of the lake. This tentative has faced much opposition from part of the citizens and media. Nevertheless, up to now, the area of the city around Grand Park of Tirana has the highest value in the real estate industry, meaning that the general public is being sensitized to the importance of the public spaces.

The newest public space in the city is the Skanderbeg Square. Designed by the Belgian studio 51N4E after a winning competition in 2008, the square was recognized as a vast ex-communist space, used mostly for traffic movements with small passages for pedestrians. The new designed square is rather a void in the chaos of the city and a generous pedestrian space with a rich variety of installation and daring night lighting. Apart from the square open space hosting seasonal fairs and concert, the parking under the square is often transformed in a space for concerts.

Other publicly important spaces are the Mother Tereza Square, the park in front of the National Gallery hosting the installation â&#x20AC;&#x153;Cloudâ&#x20AC;? of Sou Fujimoto, which, since 2016, has served as modern art space for cultural events in Tirana.

The spirit of the city core as the heart of the public life is being spread gradually from

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the centre towards the outer borders of Tirana with the construction of new public spaces, including big promenades (as the one of the extrain station predicted in the Tirana 2030 masterplan), as well as small neighborhood squares and playgrounds are being continuously built going towards the periphery.

Focus to the public space has been given in the building regulations as well. For instance, depending on the intensity of the area, every new residential apartment building would have to provide a public space in the ground floor.

The municipality is also stressing the alternative of the rooftops as public spaces, at least for the users of the buildings. The municipality rooftop is the initial example of such a public space, hosting different events, such as wedding ceremonies and concerts, except from the green areas.

145

146

View of Skanderbeg Square from Plaza Hotel Tower (left) Skanderbeg Square as public space (right, personal photo)

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event in the Cloud Installation fro Fujimoto (left, source: reja.com) sport facility at the 1 KM Park in the north of Tirana (right, personal photo)

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2.9.5.3. Urban Morphology and Building Typologies.

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Orthophoto of Tirana Center Territorial Section

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The architecture of Tirana towards becoming a city of the current dimensions dates back to the antiquity.

Some typologies resisting partially to the time are the castle walls, found along Murat Toptani Street, built by Byzantine Emperor Justinian I and restored by Ahmed Pasha Toptani in the 18th century.

While few traces of the antiquity remain nowadays, Tirana, before becoming a capital, would be considered to have a medieval urban structure and architectural style influenced by the Ottoman culture. The settlement had start to develop as a bazaar and some typologies coming from this inheritance are mosques, hammam (Turkish baths), villas, and the buildings at the Old Bazaar.

The modernization of Tirana and the basis of the urban morphology recognizable nowadays are to found after 1920 with the proclamation of Tirana as the temporary capital of Albania, which had gained independence from the Ottoman Empire in 1912 after 5 centuries of invasion. The first regulatory city plan was compiled by Austrian architects in 1923, but the most influential one was the project of Florestano Di

1. city core _up to 1939_

2. dense urban center _old Tirana and communism modification_

3. new urban areas down the dam _after 90s_

4. urbanized (illegally) river bank _after 90s_

5. industrial area _communist period_

6. urbanized hill side _after 90s_

7. urbanized agricultural grid _after 90s_

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Fausto and Armando Brasini, architects of the Mussolini period in Italy. Brasini laid the basis for the modern-day arrangement of the ministerial buildings in the city centre. The main urban axis of Tirana comes from that project, being represented by the Mother Teresa Square surrounded by the Univerity of Tirana Campus and University of Arts, continuing with the boulevard “Dëshmorët e Kombit” with several institutional buildings, the National Art Gallery, the Congress Palace, the Pyramid (ex- Enver Hoxha’s Museum) arriving to the Skanderbeg Square, the main square of Tirana surrounded by the buildings of the Palace of Culture, Museum of the History of Albania, Bank of Albania and governmental buildings. The strong urban axis was foreseen since 1926 and the plan underwent envisioned

by Albanian architect Eshref Frashëri, Italian architect Castellani and Austrian architects Weiss and Kohler. The above-mentioned buildings area classified as Italian Rationalist-Fascist architecture before 1940, while with the beginning of the communist regime, the socialist architecture appeared in the most important public buildings.

Having a strong urban axis, from 1944 to 1991, urbanization of Tirana continued under the communist regime with the planned construction of massive socialist-style apartment complexes and factories in the outer areas of the city, while Skanderbeg Square was rede-

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signed, with a number of buildings demolished.

For instance, parts of Tiranaâ&#x20AC;&#x2122;s former Old Bazaar and the Orthodox Cathedral were razed to the ground in order to build the Soviet-styled Palace of Culture. Blloku district was built as the residential neighborhood of the communist leader Enver Hoxha, other regime officials and their families.

With the free movement of the population after the fall of the communist regime, other entities of urban mass were formed informally next to the consolidated urban center, as well as filling-up of urban voids with new constructions and modification of the existing neighborhood to adapt to the new economy system.

Firstly, a dramatic growth of new developments has taken place in Blloku district, with many new exclusive flats and apartments, as well as many commercial activities, bars and restaurants.

Nowadays, the district is the main area for the night life and big investments.

The typical five-story apartment buildings have now chaotic and informal interventions in their facades, made by personal initiative of each of the families living there. The ground floors have been expanding towards what was once an open space between buildings, usually for hosting new functions, changing the destination from residential to commercial. The balconies have been converted from exterior spaces to interior ones, for obtaining some more space

153

154

Tirana at the turn of 20th century (left, source: Wikicommons) Skanderbeg Square and the institutional buildings during communism regime (right, author: Peter Curbishley)

155

in their apartments. The facades have different wall finished depending on the apartment, not forgetting air conditioning units and cables hanging everywhere. In between the existing, new high rise buildings are built, not following any urban principle whatsoever. A tentative to unify the “sad” communist facades came from Edi Rama, mayor of Tirana (2001), who led the initiative to paint the façades of Tirana’s buildings in bright colors (pink, yellow, green, violet) although much of their interiors continued to degrade.

Among the existing typologies in Tirana before 1990s, there are a considerable number of buildings which are found in abandoning conditions and deteriorating, some of them demolished for living new spaces to high-rise buildings.

The indifference towards them has been generally very high. “Preserving Tirana” is an initiative led by Jora Kasapi, architect and designer based in Tirana, who began mapping the “undesired buildings of Tirana”, out-speaking values of the buildings that can be attributed to the community and collective historical memory.

Tirana urban growth extended the actual city especially towards north, where the main infrastructure connecting to Durrës and to the airport was. Urbanization happened to the east as well, to the area known as Komuna e Parisit, as well as across the artificial lake, on the sides of the hills in the east of the city. The patterns

156

of this urbanization are chaotic and in contrast with the clean ideal design of the Italian architects. The new typology of residential building, multistory apartment building with commercial ground floor units, has been constructed in all the existing urban area of central Tirana, filling the urban voids and profiting from the high land value in the city center. Other typologies are the low-rise residential buildings, which get more frequent with the increase of the distance from city center.

After years of informal urban development since the shift in the political system of Albania, the region of Durana, and in particular, Tirana, is undergoing important urban reforms.

The architect Stefano Boeri was contracted to work on the General Urban Plan of Tirana (TR030), which makes a series of interventions to the cityâ&#x20AC;&#x2122;s infrastructure. The plan was submitted for approval to the Municipality Council in November 2016 and The New Boulevard (Albanian: Bulevardi i Ri) was opened recently north of Zog I Boulevard at the defunct Tirana Rail Station, laying the foundation for the development of Tirana north of Skanderbeg Square and south of the Tirana River. The New Boulevard is the continuing of the urban axis beginning from Mother Teresa Square of the Italian 1925 Regulatory Plan. The new headquarters of Tirana City Hall are planned to be built along the New Boulevard.

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aerial photo of Tirana center (left, author: Nikos Danilidis) project for the New Boulevard, TR030 (right, Stefano Boeri Architetti)

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mosque _Turkish influence_

christian church

symbol : watch tower _Turkish Influence_

governmental institutions _Italian influence_

local institutions _Soviet influence_

symbol: pyramid _Soviet influence_

museum _Soviet influence_

public university _Italian Influence_

public school _Soviet influence_

1 city core _up to 1939_

new construction public school

residential

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commercial

productive/industrial

infrastructure

recreational

abandoned

1-to-2-floor private house with garden and little commercial activity in the corner

1-to-2-floor private house with garden

apartment building from communist period with illegal extensions of apartments and ground floor transformation

apartment building from communist period

apartment building from communist period with illegal extensions of apartments and ground floor transformation

multi-store apartment buildings with commercial ground floor

multi-store apartment buildings with gas station in the

Villas _Italian Influence_

mixed function tower

office building

5-store-apartment building from communist period with illegal extensions for small commercial activities

public market

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mosque

christian church

public school

shopping mall

local institutions

private educational institutions

2 dense urban center _old Tirana and communism modification_

health centre

public hospital

private hospital

5-store-apartment building from communist period with illegal extensions for small commercial activities

residential

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commercial

productive/industrial

sport palace

newly constructed private house with commercial functions

infrastructure

public market

private house with garden

recreational

abandoned

private house with garden

two-story building with commercial ground floor

abandoned unfinished building

one-floor private house with cultivated yard

to-be-expanded-house with cultivated yard

three-floor private house with cultivated yard

multi-store apartment buildings with commercial ground floor

multi-store apartment buildings with gas station in ground floor

3 new urban areas down the dams _after 90s_

multi-store apartment building with commercial ground floor

multi-store apartment building complex with commercial ground floors

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one-floor private house with cultivated yard

to-be-expanded-house with cultivated yard

three-floor private house with cultivated yard

apartment building from communist period with illegal extensions for small commercial activities

industrial ruins

4 river bank urbanization

abandoned unfinished building

industrial building

5 industrial area _communist period_

residential

164

commercial

productive/industrial

infrastructure

recreational

abandoned

private house with garden

two-story building with commercial ground floor

abandoned unfinished building

6 urbanized hill side _after 90s_

multi-store apartment buildings

private house with garden

two-story building with commercial ground floor

multi-store apartment buildings with commercial ground floor

7 urbanized agricultural grid _after 90s_

multi-store apartment buildings with gas station in ground floor

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2.9.5.3. Research Conclusions

The study of the different typologies of natural/urban landscapes, urban morphology and the buildings for the region of Durana emphasizes its urban dynamics.

- Along the linear extension of it, mirrored characteristics are seen, moving from the poles of Durana towards the central territories.

- The natural landscape is rich and alters gradually from left (Durres) at Adriatic sea, continuing with lowlands, river and water streams, hills, artificial lakes - The poles of DurrĂŤs-Tirana corridor have well-defined urban morphology in the central parts of the cities, designed by urban planners before 1990, while after that year, the informal constructions have become the foundation for chaotic urban forms.

- The poles of DurrĂŤs-Tirana corridor have a whole range of designed open spaces, parks, either big, small or linear, to kids playgrounds, sports field, pedestrian roads and square, they are frequent mostly in the central part of the city and fewer toward the borders of the city.

- The internal urban settlements while going to the centre of the linear city, the urban morphology is weak, the sprawl and the nature, consequently, the rural characteristics become more prevalent.

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- Gradual change of the analyzed characteristics in the research part is kept together by the â&#x20AC;&#x153;spineâ&#x20AC;? which is actually the highway linking DurrĂŤs to Tirana. This spine results effective for the economic dynamics of the highway and all the functions related to it, as well as for the movement with private vehicles.

- On the other side, the strong linear infrastructure is not effective for the transversal connections of the urban settlements on the right and on the left of the highway is very weak - Public transport is almost inexistent, attributing weak accessibility to the corridor.

- The projection of the increasing population in the area sets Durana as a favorable site for structuring the non-formal linear city into formal and with a new identity, making Durana corridor

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III PILOT PROJECT 3.1. Durana Masterplan

Durana masterplan is a long term project within the vision of Durrës-Tiranë linear city as a future polycentric linear city. The central element of Durana vision in this thesis is the rehabilitation of the existing Durrës-Tirana railway under a new identity wrapped by the name “Durana”. The sites of the railway stations would rise not only as a new building typology, but as centres for integration and sustainable development of new and old urban landscapes of the national linear region.

The study of the different typologies of natural/urban landscapes, urban morphology and the buildings for the region of Durana emphasizes its urban dynamics. Along the linear extension of it, mirrored characteristics are seen, meaning that the poles of Durana have strong urban morphology, a whole range of different building typologies and hosting-functions, variety of public spaces, while going to the centre of the linear city, the urban morphology is weak, the sprawl and the nature, consequently, the rural characteristics become more prevalent.

The gradual change of the analyzed characteristics in the research part is kept together by the “spine” which is actually the highway linking Durrës to Tirana. This spine results effective for the economic dynamics of the highway and all the functions related to it, as well as for the

168

movement with private vehicles. On the other side, it is not effective for the transversal connections of the urban settlements on the right and on the left of the highway is very weak and the public transport is almost inexistent.

Therefore, the railway stations would rise not only as a new public building typology, but as centres for integration and sustainable development of new and old urban landscapes of the national linear region.

Linearity Why is exiting DurrĂŤs-Tirana railway chosen as the central element of Durana? The masterplan takes into consideration stable factors and dynamic factors of the region. The actors of this region (residents, commuters, students, tourists, future foreign investors) constitute a dynamic factor in the area and the projection of the population for the area settle a favorable site for structuring the non-formal linear city into formal and with a new identity.

As analyzed in the first part of this document, infrastructure is the main element around which the linear city has sporadically arisen. Despite the highway being the spine of the linear city and economic developments, the highway also plays the main role for the fragmentation of the territory and weakens the dialogue between the two sides of the highway, giving more accessibility to the light-industry and commercial activities attached to the highway and

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Rubjekë

M

Gërdec

11 10 Maminas New Sukth

9 Guzaj

Marikaj

7 Sukth

8

6 Borakë Karpen

Rinia

Vrinas

5

Sallmonë

Shijak

4 Maliq Muço

3 Rrashbull

Durrës

Shkozet

1

2

Arapaj

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Xhafzotaj

Vorë

POLYCENTRIC DURANA INTERSECTIONS as the working sites for sewing the fragmented landscapes.

TIA

Marqinet

5 km

Dritas

Gjeç-Fushë

12

3

Old Vorë

13

Bërxullë

14

Laknas

15

1

Domje

16 17 Kashar

Kamëz 18

Katund i Ri

Mëzez-Fushë

19

Mezez

Laprakë

20

0

Gjokaj

21

Tiranë

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isolating the urban settlements and their residents. Almost parallel to the highway, the tracks of the existing Durrës-Tirana railway run along the urban settlements prior to 1990s, when the linear city began to settle. The rehabilitation of the existing Durrës-Tirana railway would settle a new axis parallel to the highway which would offer sustainable transport for all the actors of the region and improve the accessibility in the region. This is the motivation behind the choice of the exiting Durrës-Tirana railway as the central element of Durana.

Polycentrism While the rehabilitation of the exiting Durrës-Tirana railway is a longitudinal element in Durana masterplan, the many centers along the linear city will be the mean to transversally sew the urban landscape of the linear city, fragmented by the presence of the highway and the lack of the right infrastructure joining the two sides.

Along with the rehabilitation of the railway, 21 sites are chosen as the light rail train stops. This stops are strategically chosen based on the distribution of the population in the small urban settlements along Durrës-Tiranë highway and the distribution of light-industry activities along the highway.

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11

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15

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POLYCENTRIC DURANA schematic sections of 21 chosen intersections along Durana

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Durana highway

5 km

Durana railway

Rivers

Landscape Itinerary

3

Coastline

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1

Durana Railway Stations

Durana Masterplan

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3.2. Rehabilitation of Durana Railway

Durana railway as a new polycentric corridor from Durrës to Tirana.

The rehabilitation of Durana railway goes along with the existing territorial strategies published in PINS Tirana-Durres (Inter-Sectorial Integrated Plan Tirana-Durres) form AKPT (National Agency for Territorial Planning) since 2016.

The rehabilitation of Durana railway aims not only to provide and strengthen the linear city with a strong transport infrastructural element, but use this path together with “ribbon elements”, including small railway station, closed and open public open spaces that would sew the fragmented territory. The chosen transportation system is light rail transit (LRT) which uses rolling stock similar to a tram, but operates at a higher capacity, and on an exclusive right-of-way. The preferred vehicle is a low-floor light rail vehicle with overhead electrification system.

There are two transportation lines, a fast line with 11 stops and a slower line with 21 stops, where the fast line stops are chosen according to the settlement actual size.

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Durrës (Passengers’ Terminal)

Industrial Port

Shkozet Rrashbull Maliq Muço Sukth

New Sukth

Guzaj/Borakë

Maminas Marikaj

stops / 21 duration / 40 min

Gërdec Vorë

Old Vorë Gjokaj Bërxullë

Domje

Laknas

Kamëz Mëzez-Fushë Laprakë

Tirana

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Durana railway in the national plans The design of the new transportation facility on the tracks of the old railway is the main strategy for the encouragement of compact urban growth of the new linear city of Durana.

The Ministry of Infrastructure and Energy has recently published that the tender would be opened on February 15th, 2020 for the offers of the 10 companies qualified from the first phase. The contract was expected to be signed in April 2020 and its construction would last 24 months, predicted to be opened to the public in 2022.

The main results targets relate to the rehabilitation of the existing railway line from Durres Central Railway Station to the future location of the Tirana Public Transport Terminal for a length of 34.2 km, as well as a direct railway connection of 5.2 km from Tirana Public Transport Terminal to International Tirana Airport.

It will take approximately 22 minutes to travel from the center of Tirana to the center of Durres.

The total cost of the project is going to be about 90.5 million euros; 35.4 million euros are granted from the European funds for

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the Western Balkans, 36.8 million come as a loan from the European Bank for Reconstruction and Development and 16 million financed from the Albanian government.

There is no further public information on the chosen technology, neither the stops along the transportation line.

Reference: vehicle of ION, mass transit network in the Regional Municipality of Waterloo in Ontario, Canada

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3.3. Durana Railway Phasing

Durana railway project is planned to be accomplished in 15 years divided in 3 phases.

As mentioned in the chapter 3.2. related to the rehabilitation of the railway DurrĂŤs-Tirana in the national plans, The Ministry of Infrastructure and Energy has recently published that the construction of the new railway was planned to begin in October 2019 and its construction would last 44 months, predicted to be opened to the public in 2021. This current plan for the regeneration of Tirana-DurrĂŤs railway foresees a strong infrastructural railway connection between the two poles of the conurbation. The Durana railway plan bases on this actual important project and goes further with its proposal in terms of masterplan, proposing a polycentric linear city to be realized between 2021 and 2036.

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2021 - 2026

Phase 1 - 2021-2025 - plans the realization of the five stations, whose location is chosen in accordance with the higher population concentration along Durana. The first five Durana stations are in Durrës, Sukth, Vorë, Kamëz and Tirana station. The aim of phase 1 is to consolidate the connection of the smaller towns like Sukth, Vorë and Kamëz with the already strong poles of Durana.

Rubjekë

11

Gjeç-Fushë

Old Vorë

Maminas New Sukth

9 Guzaj

Vorë

13

Bërxullë

Marikaj

7 6

Dritas

12

10

Sukth

TIA

Marqinet

Gërdec

Tirana

Kamëz

Old Vorë

New Sukth

(Passengers’ Terminal)

Durrës

stops / 5 duration / 40 min

8

14

Laknas

15 Domje

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2026 - 2031

Phase 2 - 2026-2031 - plans the realization of the six further stations next to urban settlements characterized by a lower density, more natural landscape and more rural type of life activity. The aim of phase 2 is to increase the number of poles in Durana and stimulate urban transformations toward the consolidation of the polycentric Durana.

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Tirana

Kamëz

Domje

Gjokaj

Old Vorë

Gërdec

Maminas

New Sukth

Shkozet

(Passengers’ Terminal)

Durrës

stops / 10 duration / 40 min

2031 - 2036

Tirana

Laprakë

Mëzez-Fushë

Kamëz

Laknas

Domje

Bërxullë

Gjokaj

Vorë

Old Vorë

Gërdec

Marikaj

Maminas

Guzaj/Borakë

New Sukth

Sukth

Maliq Muço

Rrashbull

Shkozet

Industrial Port

(Passengers’ Terminal)

Durrës

stops / 21 duration / 40 min

Phase 3 - 2031-2036 - plans to double the stations and centers along Durana railway until the completion of Durana masterplan. The aim of phase 3 is to intensify the poles and their urban transformation toward a more solidified linear city of Durana.

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3.4. Durana Railway Branding

Durana railway planning concept is guided by a brand. The brand is related to two aspects of the development of each of the 21 intersections along Durana: open spaces and the railway stations. The punctual interventions along the new Durana railway aim to sew the fragmented urban landscape of the linear city and enhance the natural features of each of the intervention sites through new railway stations integrated with the designed open spaces.

Both micro-elements, the railway station building and the public open space, are continuum of one-another. The green open space is the tool to unify the intervention and the single unifying characteristic of all the interventions along Durana railway.

The railway station building is to play an important role in the community life of each of the sites, rather than exercising the station function only. All railway stations are to host additional activities, depending on the community needs and interests, for instance, a market, a health center, library, educational center ecc.

The interventions aim to sustain a possible future polycentric linear city, providing an improved urban experience for the current residents, entrepreneurs, commuters and attracting new arrivals in Durana. The gap existing between urban life quality in the poles, DurrĂŤs and Tirana, and the urban settlements in between is to be reduced.

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BRAND CES A SP

STATION AY

AND BR

RAIL W

OP EN

DU

NA A R

ND Y BRA A ILW RA

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railway station

open public spaces

Durana Railway Branding 187

3.5. Guidelines for Durana open spaces

The requalification of the open spaces along Durana is crucial to vitalize the area and sustain the future growth of the linear city. The open spaces in the very proximity of the â&#x20AC;&#x153;spineâ&#x20AC;? of the linear city are sporadically arranged, meaning that there is no design and no preservation of the open spaces.

The actual open spaces are the resultant of the rapid uncontrolled constructions, and can be seen as voids and as negligible areas.

The guidelines for the requalification of the open spaces lead toward a new image of Durana, toward the design of these open spaces into becoming public spaces, as well as functional and safe spaces for the easy movement of motor vehicles, cycles, and most importantly, of pedestrians who have difficulty into trespassing the large scale road-barriers.

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Durana Railway Branding: public open spaces

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1 OPEN SPACE TYPOLOGIES

The design and construction of new open spaces typologies in Durana is crucial to sewing territory of Durana in a smaller scale than the railway and increasing the urban life quality of the actors of Durana. The new designed typologies can be: a) Parks b) Children playground c) Lifted open space: terraces d) Open-air sport facilities e) Public stairs

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a) Parks

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b) Childrenâ&#x20AC;&#x2122;s playground

c) Lifted open space

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d) Open-air sport facilities

e) Public stairs

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2 NEW OPEN SPACE INFRASTRUCTURE

The new open spaces are to be provided with new infrastructural elements. A fixed set of elements (minimum unifying standard) is defined for all the open spaces along the railway, while a variable set of additional elements is offered depending on the different typologies of open spaces and temporality of certain events. a) Permanent open space infrastructure b) SIte/time-specific open space

infrastructure

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a)Permanent open space infrastructural elements

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b) Temporary infrastructural elements, ex. open-air summer cinema

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b)) Infrastructure for open-air sport facilities and kids playgrounds

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3 PERCEPTUAL BARRIERS

In order to design open spaces that would be more pleasant for leisure, barriers are necessary to create certain wanted relationships between elements of the context. Use of vegetation as visual barrier and as a divider of the open space in micro areas, natural or artificial barriers towards sound of the transport vehicles in proximity and fences or wall of the houses or other private building typologies would create a new dictionary and perceptual image of the open spaces along Durana. a) vegetation b) sound barrier walls c) fences/walls

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a) Vegetation: sound/visual barrier

b) Sound barrier walls

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c) Fences and walls; standardization

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4 VEGETATION

The species for the vegetation of the open spaces will all be local and chosen for their sound barrier and shading qualities, or proximity to water sources. a) b) c)

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Choice of local plants Plants as sound/sun barrier Seasonal colours alteration

a) Local plants

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b) Plants as sound/visual barrier

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Winter

Fall

Spring

Summer

c) Seasonal colours alteration

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6 EFFICIENCY OF MATERIALS AND OPERATING ENERGY

The materials suggested for paving and surfacing the open space should be defined by a simplicity of design and layout and overall quality. The criteria to be taken into consideration when choosing the appropriate materials for open spaces in Durana are: a)

b)

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Use of materials found in the area that can be replaced easily Use of simple, durable and multi-functional materials for an aesthetic language

a) Use of materials found in the area that can be replaced easily

b) Use of simple, durable and multi-functional materials for an aesthetic language

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3.6. Guidelines for Durana railway train stations Each of the stop has to be provided with a small railway station. The small railways would conform to same standards and guidelines because of the vision of having a compact and uniform future growth of Durana based on the specific local potential of each settlement.

The only distinct stations with further guideline would be both poles of Durana, Tirana and Durres, because of an evidently higher passenger capacity. The following guide lines for the train station lead towards sustainable and compact growth of Durana, sewing the territory and unifying urban life standards along Durana, as well as reducing the gap in urban life quality between Tirana/Durres centers and the settlements in-between them.

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Durana Railway Branding: railway stations

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1 POSITIONING THE TRAIN STATION TO SEWING FRAGMENTS OF THE TERRITORY

In order to empower the rehabilitated railway as the main axis of Durana, the new train station buildings are to be thought as stitches of the fragments of the territory. The highway divides the territory in left and right, giving easy and immediate access to the industrial, big commercial or recreational typologies and poor access to the small residential settlements. Thus, the train station has to be positioned in order to a) Facilitate the transversal movement of the residents

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a) Facilitate the transversal movement of the residents

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2 SAFE AND FUNCTIONAL MOBILITY SERVICE

Durana railway is going to be the first railway to provide a modern transportation service in Albania. Despite an Albanian formal regulation with technical guidelines regarding railway stations has to be still drafted, the recommended safety and functional aspects to be addressed in the station platform design are the: a) Safety b) Amenities

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a) Safety: platform number, recommended dimensions and safety-related signage

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b) Amenities: closed waiting area, sanitary services

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b)) Amenties: ticket office, ticket vending machine and ATM machines

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3 INTEGRATION OF TRAIN STATION BUILDING SITE-SPECIFIC FUNCTIONS

The train stations are to be more than mobility infrastructure. Since one of the observation from the analysis was the lack of public spaces in the in-between settlements along Durana, the train station building can be used to add a new dimension in the public life of the nearest small settlements through the integration of the station with another site-specific activity depending on the projected character of the settlements: a) b) c)

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Farmersâ&#x20AC;&#x2122; market Sport facilities Community center

a) Farmersâ&#x20AC;&#x2122; market

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b) Sport facilities/gym

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c) Community center

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4 ACCESSIBILITY TO PEDESTRIANS, BICYCLES AND MOTOR VEHICLESS

Because of the poor accessibility that the sites along Durana both for longitudinal and transversal connections, the easy access of the train station considering the following aspects will help to a bigger number of the new transportation users and more frequentation of the station as a public space. a) Sidewalks b) Parking c) Bike lanes

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a) Access by pedestrians

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b) Access by car

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c) Access by bike

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5 PERMEABILITY AND TRANSPARENCY OF THE TRAIN STATION

The train station will have a flexible permeability depending on day/night opening hours for reasons of different accessibility needs and security during day and night time.

Transparency has to be considered for the same reasons as permeability, as well as an opposition to the conservative buildings context and proposing new aesthetic characteristic of the linear city. a) Permeability b) Transparency

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a) Flexible permeability

b) High transparency

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6 BUILDING TECHNOLOGY: DRY CONSTRUCTION, LOCAL MATERIALS

In contrast to the local building habits with reinforced concrete, the suggested building technology is dry construction which would provide shorter time of realization of the station and would assure a better economic affordability. a) b)

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Dry construction system Local materials

11

a) Dry construction technique

b) Local materials

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3.7.

Pilot Project Site: Gjokaj-Bërxullë intersection

Revising the dynamics of the linear city of Durana, three sites are chosen for the implementation of one pilot project, which will design a better integration of the linear system with the surrounding urban and rural landscape.

Gjokaj-Bërxullë intersection is located in the central part of Durana, 15-20 minutes from Tirana centre. The specific site of the proposal is on the intersection between the strong highway axis and the residential settlements on the right and left of the highway.

Bërxullë, on the left coming from Durrës, is an urban settlement with strong rural background in the Tirana County. At the 2015 local government reform it became a subdivision of the municipality Vorë. The population at the 2011 census was 9,883. Gjokaj is another small settlement with rural characteristics located on the opposite side of Bërxulla. Both settlements have same size in terms of population and the same relation to the highway, but they represent different intrinsic characteristics. While

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axonometric view of Gjokaj-Bërxullë site

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Bërxullë is positioned on flat land along a water stream, Gjokaj is located in a hilly relief and poses an interesting natural point of attraction, as an alternative natural site in Durana.

In Gjokaj and Bërxullë agricultural lands and farms are located near the water sources. Both settlements have irrigation lakes built around 1960s. These irrigation lakes are not exclusive for these location, but are spread in the entire region of Durana (Hydrography mapping, pg. 46-47).

Bërxulla’s irrigation lake has small dimensions and because it was built many years ago and not maintained properly, especially after 1990s, is drying and not recuperable. On the other side, Gjokaj’s Lake is considered an attractive natural point of interest.

The big drawback of these areas is the lack of public transportation, as well as the lack of public spaces and passages for pedestrians.

The buildings located along the highway host different functions. Some are showrooms for furniture, other places for auto repairs, or big commercial centers, such as “City Park”. Commuters come to these places for work every day by private transportation.

Furthermore, despite being so close to the main economic artery of Durana, the small settlements are not integrated with it. The local farms are small and fragmented and they sell in unorganized way on the street and in poor hygienic conditions.

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LINEAR SYSTEM highway commercial industrial produc�on recrea�onal

RURAL SYSTEM small river crop agriculture olive hill cliffs irriga�on lake natural vegeta�on abandoned produc�ve land residen�al agri-produc�on social infrastructure

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Gjokaj-Bërxullë site analysis Relationship between the rural and linear system

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Intersection and overpass of the highway from Gjokaj to BĂŤrxullĂŤ side (left and right, personal photo)

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Gjokaj Lake (left and right, personal photo)

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commercial

productive/industrial

infrastructure

recreational

abandoned

DURANA HIGHWAY

SECONDARY ROAD

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EXISTING RURAL SETTLEMENTS residential

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tranversial section of Gjokaj-Bërxullë intersection

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EXISTING RURAL SETTLEMENTS

TERTIARY ROAD

EXISTING RAILWAY

SECONDARY ROAD

3.8. Gjokaj-Bërxullë Pilot Project

The pilot project in the intersection of Gjokaj-Bërxullë is designed according to all the guidelines for the new brand identity of Durana masterplan. Therefore, requalification of the open spaces and the new building typology is designed in Gjokaj-Bërxullë, aiming revitalization of the area and the future sustainable growth of the Durana linear city.

In order to empower the rehabilitated railway as the main axis of Durana, the new train station buildings and its surrounding open spaces are to be thought as stitches of the fragments of the territory. The highway divides the territory in left and right, giving easy and immediate access to the industrial, big commercial or recreational typologies and poor access to the small residential settlements.

Thus, the project site of Gjokaj-Bërxullë intersection is positioned among all the parallel infrastructures (highway, secondary/tertiary streets and light rail tracks), providing the transversal connection and movement of people.

The road infrastructure is redesigned through a better definition of the road hierarchy, pedestrian passages, cycling lanes, lighting fixtures and vegetation for shading.

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The proposed park extends from the one side of the highway to the other through a pedestrian bridge, providing children playground, open-air sport facilities, public stairs, shading, seats and lighting infrastructure, dense vegetation. Public space design links the detached linear infrastructural elements.

The bulding of the train station and the local market is also located transversally to the linear infrastructure, emphasizing the sewing operation of the project. The building goes after the topography of the site, crawling up the hill. It is a permeable building, thought as a roof, covering indoor and outdoor spaces. The roof hosts the function of the railway station and the local market and partially covers the secondary road and the railway platforms. The upper part of the roof is green and is treated as a continuum of the public green space and is partially accessible by pedestrians.

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1 Existing situation of the fragmented territory with strong linearity along the highway and weak transversial connection between the sides.

100m

2 Sewing the intersection through interventions in the open space through public space design, linking the detached linear infrastructural elements.

100m

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3 The bulding of the train station and the market is located transversally to the linear infrastructure, emphasizing the sewing operation of the project.

100m

4 The building goes after the topography of the site, crawling up the hill. It is a permeable building, concepted as a cover to the functions of the railway station and the local market.

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Masterplan of Gjokaj-Bërxullë Durana stop

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View from the green tarrace

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1000 m2 of solar panels to support the energetic consume of the light railway station

partially accesible green roof, as a continuum of the flat park

shading and seating infrastructure

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sound-proofing the vehicle noises through acoustic panels and vegetation

new pedestrian bridge linking the two sides of the Durana highway

playground for children

sport fields, surrounded by vegetation and seats for observers

parking lot located next to the light rail station and the local market

recovery of the secondary roads with new structure for vehicles, pedestrians and cyclist and new stradal infrastructure

staircases for seating and hosting temporary activities

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East elevation

nominal scala 1:500

South elevation

nominal scala 1:500

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Gjokaj-Bërxullë Project Phasing The project for the new pole of Bërxulla-Gjokaj spreads in an area of 26000 m2 located through a transversial section of Durana linear city. The project design lies through parallel layers from one side of the highway to the other. The project aim is to overcome the fragmentation of the territory through improvements in the road infrastructure and public spaces.

The project is planned to be developed in three phases.

The first phase interverntion includes: - the rehabilitation of the light rail infrastructure - the rehabilitation of the highway infrastructure with new barriers and pedestrian bridge - the rehabilitation of the secondary roads infrastructure - the construction of the roof with a metallic structure (5500m2), hosting the light rail train station and the outdoor covered rural market activity.

- installation of solar panels in 10% of the roof surface - the construction of the closed light rail sta-

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tion (1000m2) The second phase intervention includes: - reinforcement of the noise barrier of the highway with deciduos and evergreen vegetation - the construction of a park with vegetation, shading and seating area, playground and stairs - upgrade of the roof into a green tarrace, partially walkable, as an element of juction between the smooth hilly natural landscape and the stradal infrastructure.

The third phase intervention concludes the project with: - the extention of the park public space towards the other side of the highway with sports fields, seating area and vegetation

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secondary road + cycling lane Durana highway secondary road + cycling lane covered market area indoor railway station

green barrier highway fancing and noise barrier pedestrian bridge

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fences tertiary road recovered railway waiting platform solar panels

1st PHASE

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parking lot outdoor lighting fixtures 251

secondary road + cycling lane Durana highway secondary road + cycling lane covered market area accessible green roof indoor railway station

green barrier highway fancing and noise barrier pedestrian bridge

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fences tertiary road recovered railway waiting platform solar panels

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children playground shaded area public stairs parking lot outdoor lighting fixtures 253

secondary road + cycling lane Durana highway secondary road + cycling lane covered market area accessible green roof indoor railway station

green barrier highway fancing and noise barrier pedestrian bridge sport outdoor facilities sport indoor facilities 254

fences tertiary road recovered railway waiting platform solar panels

3rd PHASE

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children playground shaded area public stairs parking lot outdoor lighting fixtures 255

New typology The building of the railway station is designed in order to host activities related to the transport service, as well as social and economic activities which would influence in the revitalization of the center of Gjokaj-BĂŤrxullĂŤ and the increase of the quality of life for all the actors in the area.

The area of the green roof is about 5500 m2. About 40% of it is accessible by foot as continuum of the new park in the area, vegetated in grass and low field flowers in order to keep a clean visual of the roof shape and its relation to the hilly landscape. 35% of the roof is green, but not accessible to people, while 20% of the roof is occupied by solar panels, whose energy conversion will be used to power lights and climate conditioning of the indoor station.

Below the roof, the space is mostly open, giving permeability to the users of the secondary road which cuts under the green roof and consequently divides the space below the roof in two parts: the railway station (above) and the local market (below).

The railway station is accessible from a secondary street. The functions of the rail-

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RAILWAY PLATFORMS RAILWAY STATION indoor waiting area bar/snacks sitting area bar/snacks preparation area toilettes post office pharmacy ATM service delievery lockers

COVERED PASSAGE LOCAL MARKET diary section processed food section vegetable/fruit section handmade products section

TARRACED PARK

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program

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10m

pedestrian circulation

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vehicle circulation fluxes

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way station are delimited by transparent glass walls and wood louvers. In the indoor of the railway station there are found a ticket office, waiting areas, snack and bar services, as well as small units for other services, such as tobacco shop, ATMs, post office, local shops.

On the other side, the local market is outdoor and accessible from the secondary road or the park. The local market is provided with selling banks. The proximity to the road, the parking lot and the ramps constitute the infrastructure for farmers/sellers to bring their fresh products from the adjacent rural areas.

The natural illumination is provided by all the lateral openings and, in the central parts of the spaces, by skylights created as a result of the different slopes of the roof faces.

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Plan of Gjokaj-Bërxullë railway station

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View of Gjokaj-Bërxullë Durana stop

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View of Gjokaj-Bërxullë local market

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Materiality In contrast to the local building habits with reinforced concrete, the suggested building technology is dry construction and the main material of the building is steel. The reasons for such choice is that it would provide shorter time of realization of the station and its assembly can be reversible. Therefore, steel is present as the main structural material and visible at the façade as the material of the columns only.

Another predominant material is timber.

Since the project is located in a site with many rural features, where most of the houses have big vegetated garden, the timber, used as contour to the slopes of the roof and as louvers for shading the indoor railway station spaces, aims to merge softly with the context and create a warmer atmosphere, or, the contrary of industrial, despite of the steel structure.

Vegetation is an important layer of the facades as well. Spotting the building from a considerate distance, the goal for the building is to â&#x20AC;&#x153;mimicâ&#x20AC;? the adjacent open spaces and be inserted in it without strong imposition.

Glass material and different-height timber louvers gives the transparency wanted for such a public building. On the other side, the part of the outdoor market is delimited thanks to the slopes of the roof, as well as by wired meshes with vegetation.

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North Elevation (train station waiting platform) 0

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Building Technology Regarding the building technology of the building, dry construction is applied. The elements of the building are to be produced separately and assembled in-site.

The structure of the roof is reticular steel structure. The columns, with foundation on the different ground levels of the building, support the reticular structure of the rood.

The beams are placed parallel to two sides of the triangular flat sub-structures and each beams intersection is supported by a column.

One column and a variable number of beams run to a single joints, therefore, customized joints are chosen as solution for the column-beam joints. This type of joint is a single full steel piece produced by casting metal in molds.

The joint connects to the column and the beams, which are hollow, though circular hallow flanges. The joint reÂŹstrains all actions, so, it is a fixed joint. Therefore, the joint transfers moments, while the beams transfer axial forces â&#x20AC;&#x201C; compression and tension.

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孮3.90

孮3.90

6%

6%

6%

±1.60

6%

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±0.00

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Plan of Gjokaj-Bërxullë railway statio: structural layer

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structural members joint with steel flanges hollow circular section steel beam with variable dimensions (av. D=30cm)

hollow circular section steel column with variable dimensions (av. D=40cm)

5m

axometric view of the structure: columns and beams

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10m

hollow circular section steel beam

custom-made molded steel joint member

hollow circular section steel column

1m

structural members joints with steel flanges

hollow circular section steel member

bolt

bolt flanges

hollow circular section steel member

detail of the bolt flange

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hollow circular section steel column with variable dimensions (av. D=40cm)

90-110 cm

steel plate welded to the column base

steel rebar

isolated concrete footing

isolated foundation section

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roof layers detail

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3.9. Gjokaj-Bërxullë railway station in

case of a COVID-19 emergency The Gjokaj-Bërxullë railway stations aims to be a vital center along Durana. Beside its direct relation to sustainable transportation service, it will be a plaza, a place of social interaction and a place of commerce, which would influence in the revitalization of the center of Gjokaj-Bërxullë and the increase of the quality of life for all the actors in the area: residents, commuters, visitors.

It is important that Gjokaj-Bërxullë could host more than one scenario and would remain such an active center even during emergency situations or transportation strikes.

For instance, in a probable future outbreak of Covid-19 or another similar pandemic, the spaces of the railway building and the market are flexible enough to adapt to the situation, rather than close their doors to the public.

During a Covid-19 emergency, the transportation would be suspended.

Which parts of the station would still be active and used without compromising citizens security?

How could the local market be transformed into a provisory health facility, presuming that residents of the area would use online

276

0

5

10

25m

Plan of Gjokaj-Bërxullë railway station: COVID-19 emergency scenario

277

shopping and home-delivery for their food supplies, avoiding any dangerous contact?

The presence of points of distribution of masks, gloves and other sanitary disinfecting products is important for the safety of the public space.

The railway station would be open to the public for using the automatic services, the delivery lockers, purchasing in the pharmacy. The bar/snack place would be working for home-deliveries with e-bikers.

The most intensive transformation would be required for the local market space.

Such space is easily accessible through the current infrastructure and semi-open, characteristics which would make possible the settlement of a new health facility for a better management of the emergent situation. The health facility would be composed by two sections, one screening area and one section with 32 beds for the treatment of the mild cases. The severe cases would be transferred to the nearest specialized center for infective cases.

GJOKAJ-BĂ&#x2039;RXULLĂ&#x2039; COVID-19 EMERGENCY CENTER

distribution of masks and gloves

provisory health facility with 32 beds

278

pharmacy

mild cases

automatic services

severe cases

screening area

Hospital of Infective Diseases to specialized treatment centre current treatment centre 20km distance/25 min

RAILWAY STATION bar/snacks preparation area toilettes pharmacy ATM service delievery lockers

PROVISORY HEALTH FACILITY screening area light/mild cases treatment section staff section

10m

COVID-19 emergency program

279

RAILWAY STATION DURING COVID-19 EMERGENCY

120

different-size lockers for deliviery service

10

ATMS

1

toilette

1

pharmacy

1

bar/snack + delievery service

280

PROVISORY HEALTH FACILITY

3

distribution points of masks and gloves at the entrances

32 beds for patients with light/mild symptoms

8

individual booths at a distance of 2 meters

1

entrace for staff

1

to treatment center

supply access

1

screening station

to temporary isolation room

1

meeting/training area 3

sanitary boxes for the public, patients and staff

2

storage spaces for screening area and staff area

to specialized treatment centre

1

temporary isolation room

1

laundry room

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