Reopening Ladegårds Å by Mira Theil Lundgaard

Reopening LadegĂĽrds ĂĽ A development of design parameters that accommodate visions for urban development while addressing storm water management in a dense city

Masterâ&#x20AC;&#x2122;s thesis in Landscape Architecture August 2016 Mira Theil Lundgaard // gnl994 Supervisor // Marina Bergen Jensen

Master Thesis Mira Theil Lundgaard gnl994 Supervisor: Marina Bergen Jensen Department of Geosciences and Natural Resource Management Faculty of Science University of Copenhagen

Abstract On July 2nd 2011, a massive rainfall hit Copenhagen, causing streets and houses to flood, and large parts of local infrastructure to shut down. With several recent events like these around the globe and the predictions of more severe weather to come in the future, politicians and the general population are becoming more aware that drastic measures are needed to prepare our cities for the consequences of climate change. In Copenhagen, one such measure is the vision of daylighting Ladegårds Å, which runs below Åboulevarden, and the creation of a more than two kilometers long new urban space in a central part of the city.

The parameters have been developed with a starting point in an analysis of the technical assessments by COWI as well as the visions for the key stakeholders Copenhagen and Frederiksberg Municipalities . While the technical assessment largely informs the technical parameters pertaining to rainwater, infrastructure and urban development, the analysis of the stakeholder visions to a larger extent inform the social and biological parameters. When analyzing the area with respect to various characteristics, hereunder spatiality, water, traffic and green areas, nine logical sub-areas were identified.

When completely redesigning an area of this magnitude, a vast number of factors must be taken into consideration. The redesign will have significant impact on the Copenhagen infrastructure, as well as large areas of residential and commercial zones. Thus, the redesign must both facilitate the technical requirements imposed by the surrounding areas, such as traffic and storm water handling, while also meeting the needs of improving biodiversity, and cater to recreational as well as commercial activities. Ladegårds Å stretches over a large area of the city, through different neighborhoods with different characteristics. While fulfilling the above requirements and needs, the design of a new Ladegårds Park will thus also need to adapt to very different contexts of the surrounding neighborhoods.

The parameters were mapped throughout the defined sub-areas, facilitating the visualization of the variation between areas, and the need for different design approaches throughout. The design approach was tested by applying the design parameters on selected areas.

This project seeks to develop a set of design tools for the design of a new Ladegårds Park. The tools will take key identified needs, requirements and urban contexts into consideration, and facilitate that all basic requirements are met while balancing other needs, to ensure optimal designs throughout the park. To guide the design process, the needs and requirements are described through a set of parameters, that are mapped into three categories; technical, social and biological.

In order to prepare our cities for the future climate challenges, drastic measures and innovative solutions are needed. However, in the process it is paramount that not only technical aspects are dominating the design, but that also social and biological considerations are considered to ensure the creation of urban areas that enrich the lives of the citizens.

An assessment of the design revealed that the required storm water storage needs recommended by Rambøll can be met. However, the assessment also revealed that aiming for the upper storage limit will have a negative impact on the urban space, since storm water management as a result will be a too dominating factor, leaving little room for other considerations.

thank you to ...

My supervisor, Marina Bergen Jensen, for guiding me throughout the work with this thesis Arne Bernt Hasling from COWI for taking the time to explain to me the challenging details of this project Anders Jørn Jensen from Miljøpunkt Nørrebro for taking time to see me and answer what questions I had Supporting players on my team for proof-reading my text, lending out their homes and providing food and snacks A special thanks to my husband for taking care of EVERYTHING!

Table of contents 2 3 5

Introduction Aim and research question Methodology

Background

8 10 11

Project area Water in ladegĂĽrds Ă&#x2026; Preliminary surveys

Analysis of Visions and recommendations

14 15 17

Local Regional Summary

Design parameters

22 23 24 25 26 27 28 29

Water flow Storm water Car traffic Businesses Pedestrians Cyclists Biodiversity Green spaces

Analysis

33 34 36 37 38 39 40

Character analysis Spatial analysis Traffic Businesses Green neighbors Water Topography

Mapping parameters

Design tools

57 59 77 85 95 101 107 113 119

Principles for implementation Water flow Storm water Car traffic Businesses Pedestrians Cyclists Biodiversity Green spaces

127

Applying parameters

133

Epilogue

134 135 136 137

Discussion Conclusion Figures Literature and sources

Appendix Calculations regarding detention space

Introduction

On July 2nd 2011, a massive rainfall hit Copenhagen. Some places received as much as 135 mm in two hours (W. Nielsen, 2011), causing several streets to flood, and large parts of local train traffic to shut down (Vejen, 2011). The consequences for infrastructure, health issues, communication and material property were vast. Huge costs were affiliated with the event, and property damage covered by insurances alone amounted to around 6 billion DKK (Beredskabsstyrelsen, 2012). Moreover, damage to cultural objects in museums and research material or samples in laboratories cannot be made up in a purely economic sense. On August 31st 2014, Copenhagen endured yet another cloudburst. It was not as intense as the one three years earlier, but two such extreme events so close in time got people to think about the gravity of climate change. With increased focus on climate change in the population, the same focus is demanded of politicians. This becomes clear through municipal adaptation plans aiming to ensure that the damage from rain water flooding can be kept to a minimum. In increasingly dense urban areas, impermeable areas cover more and more of the land, resulting in a situation where it is not possible for rain water to infiltrate into the ground or evapotranspire through green areas. Instead it will run off the streets and hard surfaces and into the sewers. The sewer system is not designed for this massive pressure, resulting in overflow and flooding with not only rainwater, but sewage water as well. Many new methods have been developed to handle rain water on the surface. Some of them catch the water and release it slowly to the sewers, while others spare the sewers com-

pletely by facilitating evaporation, infiltration and evapotranspiration of the water, or by redirecting the water to the sea.

at the same time being a gathering point supporting social diversity and recreational activities in the middle of a dense city.

However, in a dense city it can be challenging to find the space to handle large quantities of water. Firstly, many spaces are occupied by other facilities that are necessary in a city, i.e. buildings, roads etc. Secondly, many green areas that potentially could handle rain water must be usable for general recreation, and thus cannot simply be transformed into ditches and lakes that hold water. Thirdly, when handling water via infiltration into the soil, the distance to building foundations must be taken into account in order to avoid posing a risk to them. This requires a fairly big area between buildings, which naturally is a scarce resource in dense cities.

Today, the stretch represents a great barrier between the two municipalities, with several buildings turning their backs on the area. There is in fact a green path intended to connect the municipalities. However, it crosses the street via a bridge, which indicates that the stretch is indeed a rupture in the urban fabric. Stitching this fabric back together with a recreational urban space would strengthen the connectivity of the city and offer stimulating experiences to the urban dwellers.

Handling massive quantities of water thus requires a new way of thinking. It requires city planning and development to be bolder in the measures taken to secure the urban area for the future. One such measure could be to lead traffic underground in specific places, thus providing space on the surface to establish water catchment areas that can either delay or divert rain water, which will relieve the sewer system in case of heavy rain events. An area that could benefit from this exact measure is the stretch Bispeengbuen - Ågade - Åboulevard in Copenhagen on the border between the municipalities Copenhagen and Frederiksberg. This exact space is an obvious choice since that the old stream Ladegårds Å used to run where these streets are situated now. Now, the stream runs in an underground tunnel, while the traffic dominates the surface. But what if it was reversed? What if the traffic could be relegated to the underground and the stream could be brought back to the surface? It could serve as a means of handling rain water while

This thesis addresses the challenges and potential related to the design of this new urban space - Ladegårds Park. Design parameters are used to explore and map the possibilities of a diverse and functional space, resulting in a demonstration of how the challenges of handling storm water runoff can be combined with the visions of a rewarding urban space. The traffic issues regarding the tunnel have been deemed outside of the scope of a thesis in landscape architecture. The project presumes, based on reports from COWI, that it is possible to lead the traffic in underground tunnels. Also, the issue of pollutants in the rain water runoff from roofs and streets require more targeted work than what is the scope of this project. This thesis focuses on designing an area that is able to handle rain water corresponding to a 100-year event, while at the same time satisfying the requirements and visions for municipal development. All the while it has to be aesthetically pleasing and fit for the prime location in the middle of the city on the border between two municipalities.

Aim and research question

Designing large urban areas can be challenging because of the many factors that must be taken into account. The objective of this thesis is to develop a methodology that can be used when designing larger urban spaces that stretch through different urban environments. The motivation for choosing this project area for my thesis has been twofold: Firstly, I wish to work with an actual area that potentially would have to be redesigned in the foreseeable future. This ensures that there are a lot of stakeholders with an interest in and an opinion about the area. I find this to be an interesting factor, as it provides a more realistic approach with better opportunities for working with actual restrictions and possibilities. Secondly, I want to address the issue of rain water in the city, as it is a pressing matter in many large cities across the world. Seeing that LadegĂĽrds Ă&#x2026; runs beneath the streets and that a proposal to open it up has already been made, this area seems like an obvious place to handle rain water. Bringing water into the equation and handling it as one of the steering design parameters allows me to combine technical aspects and aesthetics in my approach to the assignment.

Thus, the research question is:

What design parameters are important in the design of the new urban space LadegĂĽrds Park in order for it to meet the visions and restrictions of urban development? How can the design parameters be implemented to form an aesthetically pleasing design that also handles storm water runoff?

analysis of project area

Theory

Reports

visions and recommendations

parameters

large scale mapping

small scale demonstration

catalogues

design tools interviews

Fig. 1 - Diagram depicting the methodology of the thesis. The design parameters are the main focus, and a small scale design is used to demonstrate how they can be implemented.

Methodology

Working towards answering the research questions required an initial background knowledge of the project area. Four different sources were used in order to develop the design parameters for the area: 1. Reports made by COWI on the challenges and restrictions of the specific area 2. Catalogues issued from Copenhagen and Frederiksberg Municipalities as well as the Danish Environmental Protection Agency with general guidelines and visions regarding urban development 3. Theory on urban planning obtained throughout my years of studies as well as new literature read for the purpose of this thesis 4. Interviews with Anders Jørn Jensen, Center Leader at Miljøpunkt Nørrebro, and Arne Bernt Hasling, Innovation Manager in Urban Water and Climate Adaptation at COWI. The design parameters were expanded into design tools, suggesting ways to address each parameter in a design. In order to map the parameters, I analyzed the stretch to find out in what places which parameters were important. Since a necessary assumption for this thesis is that the traffic

is led through tunnels underground, the characteristics of the area as it is today are very different from what it will be. Therefore, the physical analysis focuses more on the surrounding area than on the actual streetscape, while the actual project area is treated with the approach of seeing the potential for a new space, rather than what it is today. In order to demonstrate how the parameters can be used, I applied them to the stretch of Bispeengbuen - Ågade – Åboulevard. This served as a starting point for a design. It was done in two steps and on two different scales. • Firstly, on the large scale, the design parameters were used to obtain an overview of the qualities along the stretch and to section off the area into smaller spaces that could be treated similarly. • Secondly, zooming in on two selected areas on the stretch, it is demonstrated how the design tools can be implemented, resulting in a rough design. Since the design is for demonstration purposes and not the main focus of this thesis, it is a sketch rather than a finished design, and should be viewed as such. Finally, the mapping and interdependency of the parameters is considered before the thesis is concluded.

Background

project area location and Physical boundaries

Ladegårds Å runs underneath Åboulevard and Ågade from Damhus Sø to Peblinge Sø. Åboulevarden and Ågade marks the border between Frederiksberg Municipality and Copenhagen Municipality (fig. 2). They represent a large division between the two municipalities, as they are heavily trafficked, and the two neighboring areas Nørrebro (Copenhagen Municipality) and Frederiksberg (Frederiksberg Municipality) are very different in demography and societal characteristics (Juul, 2012) (Dam, 2016). This project is concerned with the area around Bispeengbuen starting from Hillerødgade, turning into Ågade and Åboulevarden and including the first part of Gyldenløvesgade by the inner lakes.

Copenhagen Municipality

Frederiksberg Municipality

1:10000 Fig. 2 - Ladegårds Å marks the border between two municipalities.

Fig. 3 - The stretch of Ladegårds Å and the project area for the thesis.

project area History

In the 1500’s the system of streams in the Copenhagen area was established in order to lead drinking water into the city. Grøndals Å and Lygte Å were dug and connected to Ladegårds Å in order to bring in water from Harrestrup Å and the water systems north of the city (Ladegårdsåen, n.d.). Citizens of Copenhagen used Ladegårds Å to bathe in, and the green area that surrounded the stream was used for recreational purposes (Ladegårdsåen, n.d.). The name Ladegårds Å originates from the farm Ladegården from 1620 that produced crops to the Copenhagen Castle (Ladegårdsåen, n.d.). It was build by Christian the 4th and was situated approximately where Radiohuset on Rosenørns Allé is toaday. Ladegården was later turned into a mental hospital, and in 1822 is became a workhouse for homeless and poor people (Kbh Arkiv, n.d.).

green areas surrounding Ladegårds Å were increasingly being occupied by new urban development (Ladegårdsåen, n.d.). The rapid expansion of the city resulted in poorly constructed housing with too many people concentrated in small areas and very poor sanitary conditions. The streams in the city went from being sources of drinking water to becoming open sewers. For health reasons in the years from 1896 to 1962 Ladegårds Å was led into pipes underneath Åboulevard and Ågade (Ladegårdsåen, n.d.). Ladegårds Å was no longer a sewer line, but it was relegated to run in pipes beneath the streets, and the green surrounding areas were gone.

As the city expanded drastically through the 20th century, the

As more people came to own cars through the 60’s there was an increased focus on the roads in the city. With Ladegårds Å underground there was room for a large infrastructural system, Bispeengbuen. The motorway was build in the beginning of the 70’s as an arch raised over the ground. The name

Fig. 4 - View of Ladegårds Å, 1882

Fig. 5 - Children bathing in Ladegårds Å by Borups Allé, ca. 1907

Bispeengbuen originates from the green area Bispeengen, which the road ran through. It was a large meadow area with large biodiversity and recreational value (Ladegårdsåen, n.d.). Bispeengbuen was viewed as a an infamy and a sign of aimless planning in Copenhagen. Countless associations and professionals were backed by the population of the city, and this became a turning point for traffic planning in Copenhagen (Rørbech, 2009). The public space beneath Bispeengbuen is mostly unused by the public and represents an empty space that reinforces the border between two neighborhoods. Since the interest for large motorways in the city dissolved, Bispeengbuen would come to be the only one of its kind, resulting in large quantities of traffic being led through the area (Ladegårdsåen, n.d.).

Fig. 6 - Ladegårds Å is being led indeground in a pipe, 1896-97

water in ladegårds Å the hydrological system

Ladegårds Å receives its water form Lygte Å and Grøndals Å. These two meet by Nordre Fasanvej under Bispeengbuen, and this marks the beginning of Ladegårds Å (Ladegårdsåen, n.d.). The water from Harrestrup Å is led to Ladegårds Å and inner Copenhagen by two different routes. One is over Damhus Sø via Grøndals Å, and the other runs from Harrestrup Å to the moat in Vestinceinten, over Utterslev Mose, where it runs into Søborghus Renden over Emdrup Sø, and from there south to Lygte Å, which then runs into Ladegårds Å.

it distributes to Sortedams Sø and Sankt Jørgens Sø, since all the lakes are connected. From Peblinge Sø the water is led to the lake in nearby

Søborghus Renden Emdrup Sø

Vestenceinten

Utterslev Mose

Normaly Ladegårds Å does not receive water from Grøndals Å, but in times of low water in the Inner Lakes, water from Damhus Sø can be led via Grøndals Å to Ladegårds Å and into the lakes. The water supply is limited though, as Damhus Sø primarily receives pumped water from Harrestrup Å (COWI, 2016).

Lygte Å

The most substantial discharge will therefore come from Utterslev Mose and Emdrup Sø. The water is led through pipes via Lygte Å to Ladegårds Å. The system can be controlled, and quality of the water determines if the water runs towards Ladegårds Å, or if it is led into the sewer. Today uncleansed water is never lead through to the inner city lakes (Rambøll, 2014). There is a chemical treatment plant by Emdrup Sø which cleans the water in dry weather and pumps it into Lygte Å. The capacity of this plant is 70 l/s, which corresponds to the maximum amount led to Ladegårds Å in dry weather. Measurements by the outlet from Ladegårds Å to Peblinge Sø however shows a water flow of approximately 55-60 l/s, indicating that a loss of water occurs through Lygte Å and Ladegårds Å (COWI, 2016).

Sortedams sø

Ladegårds Å Grøndals Å

Sortedams sø Peblinge sø

Skt. Jørgens sø Damhus Sø

The low water flow is only problematic during longer periods of dry weather. During rain and the following days there will be enough water in Emdrup and Damhus Sø to release water to Ladegårds Å, and at the same time surface runoff will add to the water level (COWI, 2016). When the water from Ladegårds Å has run into Peblinge Sø,

Ørstedsparken. From Sortedams Sø water is led to the lakes in the nearby Botanical Garden and Østre Anlæg, and from Østre Anlæg the water runs into the harbor at Langelinie.

Harrestrup Å Fig. 7 - The water system around Copenhagen.

preliminary surveys

Three consultant companies have carried out studies on the subject of reopening Ladegårds Å; Orbicon in 2008, Rambøll in 2014 and COWI in 2015 and 2016. In this paragraph I will sum up the main findings from these companies in order to present a chronological overview of the developments in the surveys. Orbicon (Orbicon, 2008) The study done by Orbicon did not include a tunnel for the traffic, which meant that there was not much space on Åboulevarden for Ladegårds Å. The stream was instead proposed to run in a channel through Borups Alle and Rantzausgade before reaching Åboulevarden on the last 230 m from Rantzausgade to Peblinge Sø. On this last stretch the stream would run in the northern part of the street, and one traffic lane would be stolen to make room. Instead the middle traffic lane would change direction according to rush hour traffic. A limited water flow is proposed solved via recirculation, either in a closed system or including water from the Inner Lakes. For water to be led into the Inner Lakes, the water quality must be assessed. Alternatively it can be derived into the sewer. Storm water management is not addressed in the study. Due to high speed of vehicles relative to the size of the stream, the recreational value for car drivers is assessed to be limited. Instead the project should be optimized for pedestrians and cyclists.

Rambøll (Rambøll, 2014) Rambøll proposed a traffic tunnel under Ågade and Åboulevarden, and thus opened up for the space for Ladegårds Å to run in the original trace. Stormwater management was an important aspect in this study, with possibility for storing water both in the profile and in the traffic tunnel. Required stormwater handling for a 100-year rain event amounts to 80-150,000 m3 over the 3.7 km2 drainage area. A profile of 25 m width and 1 m depth on average can hold 6080,000 m3, and the traffic tunnels can hold 40-60,000 m3. Excess water is proposed led into SKt. Jørgens Sø, which however would require a lowered water level in the lake. Alternatively it could be derived through a pipe into the harbour. Base flow in the stream will consist of contributions from Damhus Sø and Emdrup Sø, since groundwater recharge is assumed to be minimal as the stream is to be situated on top of a traffic tunnel, and Lygte Å and Grøndals Å runs through pipes. COWI (COWI, 2015) The report from COWI too revolves around a traffic tunnel, but also proposes to keep Ladegårds Å in a conduit underground isolated from the cloudburst reservoir. The traffic tunnels are not considered for storm water storage, as the design and need for pumping will make it very expensive. The main reason for keeping Ladegårds Å underground is the

limited supply of water. Only when the water quality is good enough, will water be led from Emdrup Sø through Lygte Å to Ladegårds Å. When the water quality is too poor, which has been the case 70% of the time in recent years, the water is led to the sewer. Since COWI assume that these numbers will remain somewhat stable in the future, they conclude that the water flow in Ladegårds Å will be too small for it to offer sufficient recreational value. This study is based on the assumption that the flow in Grøndals Å is reversed towards Damhus Sø. In order for water to be derived into Peblinge Sø, the terrain would need to be altered to adjust for the differences in water level. Furthermore, the water will have to be cleaned for phosphor before being led into the Inner Lakes. COWI (COWI, 2016) If Ladegårds Å is to be opened along the entire stretch, it will be necessary to either hold back some of the water or pump all the water up to a higher level. If not, the water will run a great deal below street level. COWI suggests that pumping the water allows for the most flexibility. They assess that the water flow in the stream is 60 l/s and with storm water it reaches 300 l/s. Water from Ladegårds Å should be cleaned before being pumped up into the Inner Lakes - the cleaning filter demands a difference in level of approximately 1 m.

analysis of project area

Theory

Reports

visions and recommendations

parameters

large scale mapping

small scale demonstration

catalogues

design tools interviews

Analysis of visions and recommendations

visions and recommendations Local

There are certain restraints and special conditions concerning the project of resurfacing Ladegårds Å. In 2015 COWI released a report on the subject of the area as a new urban space, and what restrictions and recommendations should be taken into consideration (COWI, 2015). Below I provide a brief analysis of the key elements from the report, that is of relevance to this thesis: From barrier to unifying element Ladegårds Å runs on the border of Frederiksberg Municipality and Copenhagen Municipality. The stretch should contribute to soften the edge between these two, in order for new connections across neighborhoods to arise. In areas with construction of new buildings, these should be part of a healing architecture that can unite the city - for example by opening up towards the area and connect with the areas that lies behind. The stretch has the potential to develop a strong identity as a unifying urban space. The design of this space should take into consideration the characteristics and strengths of the neighboring areas, which requires a balance between variation in style and expression and the unifying potential and identity. Urban space With a varying width from 30 to 60 m the possibilities to create an urban space supporting recreation, rain water management and urban development are excellent. Solutions can be adapted to the small, medium and large scale, and the urban development can fit the different characteristics along the stretch. In terms of traffic it is important that the area can handle the expected amount of traffic, while at the same time offering peaceful and relaxing recreational spaces. The right amount and type of traffic can help create life and a sense of safety in large urban areas. Activities and meeting places should be present in the new space, and very importantly, they should be destinations in them selves instead of merely transit spaces.

Water Interaction with water and climate is of great importance when a new urban space is designed. They are important both in regard to water management and to the framework for a good everyday life. Introducing a blue element in this space is largely independant from what type of tunnel is implemented. It is to a much greater extend controlled by the water system of Copenhagen. It is a challenge for the water to run naturally from Bispeengbuen to Peblinge Lake, since Bispeengen is almost as low lying as the water in the lake. Furthermore the terrain has been filled up in several places, so by Borups Allé, the open stream would be 3-4 meter below street level, while by Rantzausgade the water will be almost at street level. Not much is available in the total water system and most of the time the water quality is not good enough to be led into the Inner Lakes. As a result there will be longer periods where it will not be led into Ladegårds Å. Before the water can be led into the Inner Lakes it has to be cleaned for phosphor, amongst others. Due to poor water quality street runoff can not be led into freshwater areas in Copenhagen, while runoff from roofs and plazas is close to meeting the water quality requirements. As much rain water as possible is expected to be retained on the surface in open basins and public spaces. In case of cloudbursts the water should be gathered and led away from the surfaces in a way that minimizes the damages. Buildings In order to maintain access to all buildings, some sort of a local street system is necessary where Åboulevarden runs today. It is possible to add new buildings to the area, especially by Bispeengbuen. Funding from new building rights is expected to make up only a small amount of the total funding need, and is thus not weighed heavily.

Tunnel The eastern connection to the tunnel can be located on either side of or in the Inner Lakes. Placing it east of the lakes can strengthen the urban space by the lakes, but access from the surface must be considered. The type and placement of tunnel connecting ramps can have significant consequences for the type of urban life that can arise around them. The size that the ramps occupy can propose a challenge when trying to combine it with other wishes for the urban space. Using the tunnel to lead rain water will propose large construction and space issues, and furthermore it will be necessary to pump the water back up. Separate systems for traffic and water propose fewer restraints and are expected to be cheaper both to build and maintain.

visions and recommendations regional

Zooming out from specifically Ladegårds Å, it is relevant to investigate, what topics are important in a regional context. Ladegårds Å runs on the border of two municipalities, Frederiksberg and Copenhagen, thus it is relevant to take a look at what their visions are for new urban developments. Both municipalities have issued several catalogues describing their vision for the direction they want to go when developing the urban space. Below I provide a brief analysis of the key elements from the catalogues, that is of relevance to this thesis: Urban spaces Copenhagen municipality expresses that the urban space should be fit to support several of the daily activities in the same space. It should be a safe and functional framework for transport, work, relaxation, sports, meetings, contemplations, celebrations, markets, culture etc. When urban spaces are developed, the daily activities should always be facilitated first, and the city should be hospitable and clean, and it should be easy to get around (Københavns Kommune, 2015). Furthermore a wish for the city to be alive and support necessary functions for a city with a growing population is expressed (Københavns Kommune, 2016). Frederiksberg Municipality share many of the same visions, and additionally states that it is important with a socially sustainable city that includes all citizens, supports the meeting between generations and makes room for diversity in ways of life and quality of life (Frederiksberg Kommune, 2015). Health and quality of life Environmental impact and quality of life are correlated, and Frederiksberg municipality is working towards cleaner drinking water and air, and less noise pollution (Frederiksberg Kommune, 2015). Copenhagen municipality agrees with this, and has set a goal for 2025 that the number of residences bothered by severe noise is more than halved (Københavns Kommune, 2015). Green areas can help minimize noise and particle pollution, and ecosystems in general can deliver different services to urban dwellers, for example cleaning of water and soil (Miljøministeriet, 2013). Nature in the city can help increase both physical and mental

health with access to green areas, for example with bird song, fresh air and the smell of flowers. Stimuli for the senses, activities and community is healthy and helps us relax mentally (Miljøministeriet, 2013). Much research stresses that access to nature has a positive significance for the well-being and mental health of people, for example by minimizing stress and increasing satisfaction (Kaplan, Kaplan, & Ryan, 1998)(Miljøministeriet, 2013). Copenhagen Municipality stresses the fact that nature should be prioritized in the city, and that means should be taken to secure a high level of biodiversity and quality in the green areas in order to support the best conditions for both animals, plants and people (Københavns Kommune, 2010).

Copenhagen municipality specify that the city should be secured to withstand rain events that statistically occur every 100th year. Once every 100th year it can be tolerated that there is more than 10 cm water in the streets. Securing the city for more than this will be disproportionate in terms of economy (Københavns Kommune, 2012b). Innovation with regards to climate adaptation is also important for both municipalities. Frederiksberg wishes to be CO2-neutral and create a greener and cleaner city through innovative solutions (Frederiksberg Kommune, 2015) and Copenhagen realizes its position as a pioneer city whose climate solutions are relevant in an international context, while the city is small enough so that it is manageable to test and demonstrate new solutions and new ways of thinking (Københavns Kommune, 2012a).

Further goals for 2025 include that 75% of all trips in Copenhagen are made by foot, bike or public transportation (Københavns Kommune, 2012a), and that 50% of all trips to work or education facilities are made by bike (Københavns Kommune, 2015). The many cyclists in Copenhagen contribute to the pulse of the city, and by 2025, Copenhagen should be the worlds best city to bike in (Københavns Kommune, 2015). With more and more cyclists in the city it is essential that there is also room for the less experienced riders, as well as parking space for bikes. Bikes are beneficial to both health and environment, and they should contribute to the life and atmosphere of the city (Københavns Kommune, 2015). Climate adaptation Both municipalities emphasize the importance of climate adaptation. In the future we will see more rain, and instead of leading the water to the sewers, it should be utilized on the surface to create blue and green urban spaces (Københavns Kommune, 2012b) (Frederiksberg Kommune, 2015). The water should be diverted or stored on the surface, for example via daylighted streams, new channels or lakes and new green areas (Københavns Kommune, 2012b). The aim is to minimize the risk of flooding and the damages that follow and create a healthier city by emphasizing green and blue areas with flexible and holistic solutions that can be adjusted if the climate develops differently than expected (Frederiksberg Kommune, 2015).

Fig. 8 - Some of the many catalogs issued from the municipalities and Miljøministeriet concerning the visions for the future urban development.

visions and recommendations summary

Municipalities

Urban development

• • • • • • •

Water management

• • •

room for different activities safe and functional spaces room for diversity healthy environment priority to green areas support and enhance biodiversity focus on sustainable and easy transportation

utilize water on the surface minimize the risk of flooding be innovative with regards to climate adaptation

COWI

• • • • • •

• • •

potential to be a unifying urban space offer recreational space and meeting places provide room for activities access to buildings new buildings are a possibility handle the necessary traffic

retain storm water on the surface storm water runoff needs to be cleaned water flow is low in the stream

analysis of project area

Theory

Reports

visions and recommendations

parameters

large scale mapping

small scale demonstration

catalogues

design tools interviews

Design parameters

technical parameters Water flow storm water car traffic

social parameters Businesses Pedestrians Cyclists

biological parameters Biodiversity Green spaces

Design parameters

Introduction It is not often that an area of this size can be freed up in the middle of a dense city. To take advantage of this, Ladegårds Park should be thought of as a whole and the design should reflect this. However, with a project area this big, the stretch being approximately 2,4 kilometers, different spaces come into play. The different areas along the stretch are part of different urban settings, and it is important that the design takes this into consideration. This is why I have developed a set of parameters, that can be mapped in the different areas along the stretch, and thus present a guideline for a design that embraces the different characteristics and explores the opportunities. General parameters Many parameters are important when designing urban environments. A lot of thought goes into what a recreational space should offer, and in what way. The general parameters used in landscape architecture are of course important in this project as well. A couple of examples are safety; lighting, visibility, orientation etc. (as discussed in Kaplan, Kaplan, & Ryan, 1998 and Venhaus, 2012), accessibility; ramps, guidelines etc. (as discussed in Norgate, 2012), activities; gathering places, resting places etc. (as discussed in Gehl, 2007 and Venhaus, 2012). All of the general parameters will of course have to be taken into consideration throughout this stretch of Ladegårds Park when the design is developed. In the design approach it is therefore paramount that the basic principles of design are used, and then the following specific

parameters are applied as a separate layer of considerations that needs to be accommodated. Specific parameters Based on the analysis of the surveys conducted by COWI together with the analysis of the visions from the municipalities, it is clear that the parameters below addresses some challenges that are especially important for this urban space. Some of the parameters are specific to this project, and some will be important in some areas of the stretch while not in others. These specific parameters are the ones that I will address on the following pages. Three different groups The parameters can be grouped in three different categories: technical, social and biological. The technical parameters describe challenges, that need to be solved due to for example storm water, they are: Water flow, Storm water and Car traffic. Water flow concerns the water that runs in the stream, meaning that it is a combination of the ecological water in the stream and the rain water that has been added to it. Storm water is storm water runoff before it reaches Ladegårds Å, and car traffic addresses the traffic that will cross the area as well as the necessary access to buildings for fire trucks, deliveries etc. The social parameters address the people in the area; businesses, pedestrians and cyclists. Businesses need to be taken into consideration when the design changes in order for the owners to stay in business. Pedestrians and cyclists will be the main users of the area, so they need to be accommodated in order for the space to be inviting and lively.

The biological parameters are Biodiversity and Green areas. Both aspects are increasingly important in urban areas from both the point of view of the government as well as the citizens. The importance regards health and well-being as well as aesthetics and potentially economic interests. The parameters will be described in detail on the following pages.

Specific parameters developed for the specific site

Design of the area customized to suit the specific demands and the general guidelines general parameters general tools for urban design

Fig. 9 - The specific parameters presented in this chapter should be implemented along with the general parameters used in urban planning and landscape design.

water flow

Challenges •

Fluctuations in water level

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Steep topography makes the water run quickly towards lower lying areas

Objectives •

Even when there is little water in the stream, the area should still be attractive

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The water level will be low at times, so the water should be accentuated

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Water should be seen as a resource that enriches the urban space

The everyday amount of water in the stream is of importance because of the expression that it gives to the area, both with regards to the look as well as the sound-scape. The topography has a say in where the water will gather and run slowly, and where it will pass quickly to lower lying areas. Besides the topography, the width of the stream is a parameter that controls the flow of the water. This also to a high degree controls the expression of the design. A narrow stream with fixed vertical sides gives an urban expression, while a wider stream with inclining banks that allow flooding gives the expression of a more natural landscape. The water quality has an impact on the amount of water running to Ladegårds Å. With better water quality, more water will run to Ladegårds Å from Emdrup Sø (COWI, 2016). Or with lower thresholds to the quality, the same can be accomplished. The quality of the ecological water will not be addressed in this part.

Another way of adding more water to the stream is by recirculating water from the Inner Lakes. Some will view this as problematic, since the stream then loses the purpose of leading water to the lakes. On the other hand, the recirculated water can be cleaned from a potential new cleaning system in the stream, and thus the Inner Lakes will benefit from this (interview with Anders Jørn Jensen, MPN). Even if there is very little water, the recreational value can still be present. Much is dependent on how the area is presented. If it is thought of more as a recreational green area than a park centered around a stream, the amount of water will not present such a large problem. With that said, water features can be a major asset to an urban area, forming attractive settings for public space (Sheppard, 2015) and attracting new development (Venhaus, 2012).

Storm water

The stream and the green area will function as catchment area for rainwater. Both water falling directly in the area, but also runoff from rooftops and streets. As mentioned earlier, runoff water must be cleaned to some degree before being led into the stream. Copenhagen Municipality has decided that Copenhagen has to be able to handle water in a way so that there will only stand 10 cm of water in the streets during a 100-year event. Any more than that will be too expensive compared to the potential damages (Københavns Kommune, 2012b). During rain events smaller than a 100-year event the area should still be accessible and usable (interview with Anders Jørn Jensen, MPN). The designs should also be equipped to handle everyday rain, which in the future will be to a greater extend than it is today (Københavns Kommune, 2012b). Designing green areas to handle rain water is healthy and sustainable solution because it relieves the treatment plants. The Municipality wishes that the water is used in recreational green spaces, channels and basins on the surface instead of

leading it to the sewers (Københavns Kommune, 2012b). With innovative design, water can be treated as a resource instead of a challenge.

Challenges •

Rambøll has estimated that the required retention volume for the stretch is 80-150.000 m3 for it to be able to replace the planned pipe-solution under Vesterbro (Rambøll, 2014).

Storm water runoff can be polluted from different sources, such as road salt, animal waste, roofing materials, vehicle fluids, exhaust, coal tar-based sealants from paved roads etc. (Venhaus, 2012)

Two rainwater management methods are utilized in this area; detention and diversion. The water is diverted towards detention areas in strategically positioned places in order to detain the water in the beginning of the stretch before leading it further down the stream towards the Inner Lakes.

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These methods are together with soil infiltration, perceived as the most effective and cost efficient methods for urban rainwater management (Venhaus, 2012).

Objectives

However, in the present case, due to the planned traffic tunnel located beneath the green areas, the soil infiltration method is not applicable.

The area should be able to retain 80-150.000 m3 water

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The design should be aesthetically pleasing also when it is not raining

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The storm water runoff needs to be retained before running into Ladegårds Å in order for the stream to handle as much water as possible

Car traffic

Challenges •

Crossing car traffic can divide the urban space

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Cars can be unsafe in a recreational area

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The cars will have to cross the water

Objectives •

The city should remain effective and safe

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The areas should be primarily recreational and not dominated by cars

Åboulevarden, while being one of the busiest roads in Copenhagen, is not considered a significant bottleneck for traffic (COWI & TredjeNatur, 2016). Thus, the improved traffic conditions will have limited benefit to motorists. The real gain is for the city to have a cleaner environment, less traffic noise and more space for cyclists and pedestrians. Copenhagen Municipality has an aim for 2025 that 75 % of all trips in Copenhagen are made by foot, bike or public transportation (Københavns Kommune, 2012a). Thus the vision is that cars will be less important compared to other means of transportation, and this should be reflected in the designs for the city. It is important though that the green area does not become a completely impenetrable barrier for cars. In order to keep the effectiveness and connectivity of the city, cars should be able to pass the area in selected spots. A continued effective infrastructure is important to avoid negative socioeconomic impacts and ensure support for the project among local business owners, government, and the general population.

According to local safety regulations, there are concrete requirements to vehicles accessibility in the area; 2.8m pathway alongside all buildings sustaining the weight of a fire truck (Hovedstadens Beredskab, 2016). In order for the crossing streets not to become too much of an obstacle in the recreational green space, they have to be designed to achieve the optimum balance of convenience to all users. This can be done for example by slowing the traffic down (Sheppard, 2015). With slower traffic, the space can be shared by different users, which support greater social activity. Slowing vehicles to walking pace encourages pedestrian occupation, and the streets can be seen as places, not just thoroughfares (Sheppard, 2015).

Businesses

Shops, cafés and bars along the course will need proper front spaces in order for their business to thrive, and can benefit from the new recreational space where their costumers can gather. The spaces in front of the businesses needs to be considered in relation to the scale of the large recreational area, so that they invite people to stop by the shops and interact with the offered activities. Working the shops into design and integrating their services into the area can benefit all parties and create more costumers to the shops as well as more visitors to the recreational area. A combination on retail, offices and housing contribute to a city with more life during all hours of the day (Københavns Kommune, n.d.). With increased pedestrian traffic, the area will become more attractive to businesses. More businesses can generate an increased income to the government from taxes, so providing space for new businesses can be a source of income, and can therefore be an important selling point in this project.

Challenges •

Potentially less exposure for businesses along the stretch when th road is closed

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The perceived distances in the urban space will change, allowing people to move in areas separated from the businesses

Objectives •

Make room for new businesses without compromising the recreational space

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The spaces in front of shops and restaurants should invite people to slow down and engage

Pedestrians

Challenges •

The stretch of Ladegårds Park is long relative to normal acceptable walking distances in everyday situations of 400-500 meters (Gehl, 2007)

Objectives •

Pedestrians should be safe

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Paths should be interesting so they are inviting and stimulating

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Possibilities for seating should be offered throughout the stretch

Promenades in urban centers are important because they invite people to stroll for the pleasure of exercise and social interaction. They foster spontaneous meetings between different people and add life to an urban center (Sheppard, 2015). Promenades require wide footpaths and a pedestrian-friendly environment without fast-moving cars. Providing facilities for easy and attractive trails throughout the city can help to activate people, and make them stay longer in the urban space (Gehl, 2007)(Venhaus, 2012). Gathering spaces that allow for social meetings and community activities attract visitors to people-watch or socialize (Venhaus, 2012). When people choose to walk instead of using a motorized vehicle, they gain the positive effects of exercising, and the environment is spared for the pollution. Seating is important in an open space to secure the usability of pedestrian paths for a wide variety of users (Sheppard, 2015). Seating should be provided every 100 meter of path in order for people to be satisfied (Gehl, 2007). In open spaces at least 1 meter of seating should be provided for every 10 m2 (Sheppard, 2015).

Cyclists

Bike traffic is a very important factor i Copenhagen and considered one of the city’s trademarks (Treehugger, 2016). Many people commute everyday on their bikes. Thus, accessibility and reflectivity for bikes should be taken into consideration when designing new areas in the urban environment. The area does not have to be a bicycle highway, it can invite to slower traffic. But it has to be practical and safe. The more people that take the bike every day, the more people get exercise on a regular basis. This is important for the health of the citizens and can have a great positive effect on the lifestyle diseases that are increasing in todays urban societies (Venhaus, 2012) (Popovic & Neale, n.d.). Furthermore, more people on bikes means fewer people in cars, which means less pollution. Copenhagen Municipality strives after making Copenhagen the world’s best city to bike in by 2025, with room for both skilled and new cyclists. With more cyclists on the streets, spaces for bike parking are an important part of that plan too (Københavns Kommune, 2015).

Challenges •

By 2025 50% of the transportation to work and education facilities should be made by bike (Københavns Kommune, 2015)

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If transport by bike is not made easy and effective, people will tend to travel by car instead

Objectives •

Traveling by bike should be effective and easy

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Paths should be interesting, so they are inviting people to travel by bike instead of by car

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Bike parking should be available in strategic sports

A specific aim for the municipality is that by 2025 50% of trips to work and education facilities are by bike (Københavns Kommune, 2015). This number reflects a will to prioritize bike lanes in new designs of the urban realm, and especially on stretches that connects different parts of the city. With the central position of this project area is has the potential to attract many people and motivate them to take the bike when moving between different places in the city.

Biodiversity

Challenges •

Biodiversity in the city is decreasing

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Too many mono cultures in the urban landscape

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Loss of habitats due to construction

Objectives •

Provide connections to facilitate dispersion of species

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Secure existing habitats and create new

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Vary the plant selection

Biodiversity refers to the richness (number) and distribution (evenness) of species in a given area. It comprises all the millions of different species that live on this planet, as well as the genetic differences within species. It also includes the numerous different ecosystems in which species form communities, interacting with one another and the air, water and soil (“Encyclopedia of Biodiversity,” 2013). A threat to biodiversity is not only the loss of species in general, but also increasing dominance of a few species as uncommon species become more rare (Venhaus, 2012). The types of nature that are mostly seen in urban environments are lawns, flowerbeds, bushes and single or groups of trees. Usually large areas are planted with the same type of bush, which weakens the biological value (Miljøministeriet, 2013). The effort to secure higher biodiversity in the cities is not just about creating space for more species, it is also about reestablishing functioning ecosystems that provide ecosystem services to city dwellers. This is both the cultural ecosystem services that the green areas provide, which is a reduction of stress and increased quality of life, and the services that include rain water management and cleaning of the air (Miljøministeriet, 2013). The cities are, with the large amount of dwellers, a unique opportunity to teach about biodiversity and engage people in the preservation and improvement of biodiversity. This is necessary since the biodiversity is decreasing (Miljøministeriet, 2013).

Some important measures can be taken in the design of a new area in order to support and promote biodiversity, but the most crucial step lies in the management of the urban green areas. All cities have to ongoing manage its green areas, which is why it is especially obvious to incorporate biodiversity into the daily management (Miljøministeriet, 2013). Ensuring nature of a high biological quality is not necessarily the same as leaving it without human intervention. Often times interventions can be needed, for example to create spaces where the light shines through the trees or specific nutrient-poor areas (Miljøministeriet, 2013). Other places, nature will on its own create spaces that support biodiversity, for example unmoved grass and fallen dead tree trunks. A huge challenge for this kind of management is the aesthetic preferences amongst city dwellers (Venhaus, 2012). A management strategy towards more natural areas can often be seen as a means to save money in the municipality. It is therefore crucial that the management strategy is accompanied by communication to the society in order to create understanding and sympathy for this kind of nature. The wild and diverse landscape needs to be made attractive, and it should be sold on the added opportunities for experiences (Miljøministeriet, 2013).

Green spaces

It is challenging to find spaces for added greenery in a growing dense city. When an opportunity such as the reopening of Ladegårds Å represents itself it is important, that green areas are a vital part of the project. Besides cleaning air, water and soil, green areas have a positive effect on the mental state of people, for example by minimizing stress and making people more content (Kaplan, Kaplan, & Ryan, 1998)(Miljøministeriet, 2013). There are numerous studies investigation the effects on health from interacting with nature. Often mentioned is stress reduction, reduced blood pressure, improved attention span and academic performance, increased self-esteem, facilitated social interaction and overall better mood (Keniger, Gaston, Irvine, & Fuller, 2013). Green spaces cultivate community life and provide spaces for social interaction (Sheppard, 2015). Trees add beauty, shade, a different light quality, wind amelioration and different sounds and smells (Sheppard, 2015). Green and blue areas in the city provide serenity and balance (Københavns Kommune, 2015), and are thus highly sought after. When the space is available, green spaces should be prioritized because of the many benefits they offer the urban dwellers. The cities are increasingly in need of the services that the green areas offer, for example local climate regulation and rain water handling (Miljøministeriet, 2013).

Green areas hove the effect of lowering the effects of Urban Heat Island (Miljøministeriet, 2013). Urban Heat Island is the result of large amounts of heat generated from urban structures re-radiating solar radiations and anthropogenic heat sources resulting in an increased temperature in urban areas compared to the surroundings. It is considered as one of the major problems in the 21st century posed to human beings (Memon, Leung, & Chunho, 2008). Large green areas especially help reduce noise and air pollution (Miljøministeriet, 2013), which is an important goal for many larger cities (Frederiksberg Kommune, 2015) (Københavns Kommune, 2015). Access to green areas with stimuli for the senses and opportunities for activities have a huge impact on both physical and mental health amongst city dwellers (Miljøministeriet, 2013). Views over green areas in the city raise the value of the property, creating an opportunity for increased tax income. Many residential buildings face the project area, and many more will be close enough for their value to rise as well.

Challenges •

Urban Heat Island effects result in increasing temperatures in urban areas

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Poor air quality in the city

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City dwellers suffer from stress and other disorders that can be improved from spending time in nature

Objectives •

Inviting green spaces in the city should inspire people to come outside to exercise and socialize

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Provide more green areas

Green areas along the stretch of Ladegårds Å will be part of a green network that allows for species to spread and thus for the enhancement of biodiversity. With the new Ladegårds Park being a green recreational stretch, it has the potential to tie together several green areas in the city.

analysis of project area

Theory

Reports

visions and recommendations

parameters

large scale mapping

small scale demonstration

catalogues

design tools interviews

In this section, the aim is to identify sub-areas of the LadegĂĽrds Park stretch. These sub-areas are determined through the identification of substantial elements, characteristics and contexts that differentiate them from the surrounding areas. These logical sub-areas can then be addressed individually, making the analysis and design process more manageable. While the sub-areas are addressed individually in the following sections, it is important to have in mind that all the areas are part of the collective urban fabric, and thus each sub-area must also be considered from a holistic perspective, taking the surrounding areas into considerations as well.

Analysis

Figure 10 - Characteristic facades and building types along the stretch.

Character analysis Breaking the stretch into Smaller areas

A This analysis aims at characterizing areas along the stretch to serve as a guide for a division of the project area into smaller areas that can be addressed separately.

The project area is difficult to describe with only one characteristic. When the car traffic is no longer dominating the area, the quality of the area can be more clearly identified based on their different characteristics.

I have examined the characteristic facades along the stretch, and the types of buildings that dominate different areas (fig. 10). This approach has been chosen in order to look at what is left in the stretch when the road has been removed.

E F

Examining the kinds of buildings and their characteristic expressions has allowed me to find similarities and harmonies along the stretch. This results in 11 different characteristic areas (fig. 11):

Area F is the area along KU LIFE and is largely dominated by the green area on the one side. The buildings on the other side are highly ornamented and makes this space seem delicate compared to its neighbors.

The areas Area A is characterized by the large building on the corner of Borups Allé and Hillerødgade housing part of Copenhagen Municipality’s service functions. On the opposite corner a large red brick building is the first thing in view when exiting Bispeengbuen. Sporadic green masses and large distances between the buildings characterize this area.

Area G is highly characterized by the large building on the corner of Bülowsvej. It is a branch of DTU, and with its retracted and fairly closed off appearance it makes the space seem somewhat uneasy

Area B is dominated by the raised motorway and the towering buidings, which are the only thing you can see above the noise barrier. Area C is the beginning of Åparken and the ending of Bispeengbuen. The TDC building with the characteristic tower gives the area a industrial feel. Area D is characterized by Hornbækhus on one side of the road and Åparken on the other side. The long uniform building brings a sense of calm to the area. Area E is dominated by the crossing of Jagtvej/Falkoner Allé with shops on three corners and a billboard wall with advertisement on the fourth. The different brick buildings make it a dynamic space.

Area H contains Ågården, a social housing concept which dominates this area because of the retracted private parking are in front of the building. It opens up the space, but alienates people without a purpose in the buildings.

I J K

Figure 11 - There are eleven characteristic areas along the stretch when focusing primarily on building types and facades.

Area I is characterized by the large Hi-Fi Klubben and the Heineken mural on the gable on the corner of Griffenfeldsgade. Along with building with spires and the joining of Rantzausgade the area is very dynamic and urban with restaurants and shops at street level. Area J is defined by a continuous stretch of shops and cafés on one side of the street and the Bethlehem Church on the other side. It is a wonderful contrast between the everyday life and a symbol of something religious. Area K is characterized by the lakes and Søpavillonen. The open views over the Inner Lakes allows for the area to represent a pause from the urban space. 33

Spatial analysis

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views and physical space

Figure 12 - Open views along the stretch.

Figure 13 - The available space between build structures to be used in the redesign.

Figure 14 - A combination of the open views and the physical available space between build structures.

An open view There are many open spaces in the area. The map above shows the area between the build structures. This represents the undisturbed view from the future park along Ladegårds Å. These large spaces are both a blessing and a challenge. They offer a possibility to make a pocket inside the city where there is actually space for the nature, while at the same time these large distances can create an unsafe feeling for users.

An open space The diagram shows the space available for a new Ladegårds Park. This space is limited compared to the viewed spaces to the left because of private gardens and parking lots attached to business buildings. It is however a very large area, and especially in the middle of the course some large areas open up on the southern side. Both around Hillerødgade and in the end by the Inner Lakes the area opens up a bit, providing opportunities for great entrances to the new area. There are two larger areas around KU LIFE that might possibly be available to incorporate in the project. One is the old garden connected to KU, the other is the area connected to The Green Path bridge.

View + space = opportunity This diagram shows both the views and the actual open space. Seeing them together clarifies where the actual sense of space is most present, and thus which opportunities are present. The spaces with both open views and open spaces are the areas that can be designed to provide a higher degree of escape from the urban life and a greater sense of nature. Greenery will have enough space so that it (to some extend) can block the view of the buildings and promote a feeling of being in nature. The spaces in which there is neither much space or much view to the sides are the spaces that will support an urban character, since the building facades are closed in, and the limited space offers little room for excessive plating.

Spatial analysis Characteristics

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Possible characteristics The combination of a wide view and a large space offers an opportunity to create a space with a natural feel. It provides the space to incorporate natural elements and greenery in a scale where the urban surroundings can become secondary. In smaller spaces with limited views, the building masses are close, and the urban feeling is present. Instead of working against it, this urban feeling should be enhanced and underpinned. In this way the course of the new LadegĂĽrds Park will offer varied experiences of alternating spaces that are predominantly either urban (green) or natural (gray).

Figure 15 - The possible characteristics of the stretch. Potential green areas are marked in green, while potential urban areas are marked in gray.

Traffic

#2 by Ndr. Fasanvej which connects Frederiksberg with outer Nørrebro and Nordvest. Ndr. Fasanvej runs underneath Bispeengbuen as it is today, but with the removal of the highway bridge, the road will run through the new park area. #3 by Jagtvej, which is probably the most important and busy connection between Frederiksberg and Nørrebro. #4 by Rosenørns Allé which will probably be an important road when Åboulevarden is lead by tunnel. Rosenørns Allé connects to Rolighedsvej and Godthåbsvej, and further towards the ring road O2.

Hillerødgade + Borups Allé Ndr. Fasanvej

Allowing car traffic to cross in these four places ensures that the recreational stretch does not close off the two parts of the city towards each other.

Jagtvej

Rosenørns Allé Figure 16

Crossing car traffic today There is a substantial amount of traffic crossing Åboulevarden and Ågade. This is important to take into consideration when proposing to close the road. Some of the car traffic will most likely disappear, as people will get used to finding ways around instead of going through the area. But the crossing traffic might propose a problem. On the map above all the roads that connect to Åboulevarden are shown. Many of these might be gathered into fewer, but the amount of them clarifies how important it is to be able to cross this road - now as well as in the future!

Figure 17

Future car traffic Above is shown the focal points when addressing the traffic around Åboulevarden. These 4 points have been appointed to be places, where the traffic is to be kept more or less as it is today based on how busy they are. It is necessary to be able to cross the new recreational area in order for it not to become an even greater barrier than it is today. The four points are: #1 by Hillerødgade (where the project area ends/begins) and the connection to Borups Allé

Cyclists and pedestrians The stretch is busy with bikes during rush hour, but is otherwise not very busy with neither bike nor pedestrian traffic. This is presumably to a large extend accredited to the fact that the stretch is noisy and not very appealing. This will naturally change dramatically when the stretch is transformed into a recreational area instead of a large road. It is therefore crucial that pedestrians and cyclists are catered for, so that they will use the stretch and bring life to the area.

Businesses

The diagram shows an overview of the different businesses located on the stretch. It is clear that the majority is located in the part nearest the center of the city, and only a few are found further out around the crossing of Jagtvej/Falkoner Allé. The first two the stretches closest to the city, areas B and C, has almost all ground floor spaces arranged for businesses, representing a promenade-like opportunity. However a couple of the shops are specialty shops, for example fitness shops, travel bureaus or a paint shop, which do not exactly invite people to stroll the street and browse. Further out in area A it is only the spaces immediately near Jagtvej that are arranged for businesses, signaling that they target the traffic moving on Jagtvej/Falkoner Allé rather than on Ågade. The majority of the businesses are restaurants and other food places, bars and shops, which are all businesses that contribute to the liveliness of the city. The road along side the businesses does not make it a cozy place to relax and recharge, but with a new urban space without heavy traffic, these businesses have the potential to flourish become an attraction fro citizens as well as tourists.

Restaurant, café, bar Shop Service shop Beauty and personal wellness Other

C Figure 18 - Diagram depicting the different kinds of businesses along the stretch.

Green neighbors

Access to green areas There are many green areas in the immediate adjacency to Åboulevarden. The majority, and the larger areas are located to the north-east, on the Nørrebro side of the road. On the Frederiksberg side, however the green areas are more sparse, and generally smaller. They also do not have the same park-feel and inviting quality as the parks on the Nørrebro-side. Not until you reach the old garden at LIFE or Frederiksberg Have, which is quite a distance from Åboulevarden. On the Nørrebro-side you find Nørrebroparken, Hans Tavsens Park and Assistens Kirkegård just nearby, which are all places that invite to recreation. Some large green areas along Ladegårds Å will definitely benefit both Nørrebro and Frederiksberg with regards to access to green areas for the inhabitants, but on this aspect, especially Frederiksberg needs some larger and more inviting areas to offer recreational benefits to the inhabitants.

Genforeningspladsen

A Nørrebroparken

Assistens cemetery

Selected areas The marked areas on the map are the areas that are thought to be important with regards to green connections. Area A connects towards Genforeningspladsen and further out to Utterslev Mose, area B has a large green connection along the tracks for the s-train that continues to Damhus Lake and further out to Kalveboderne. Area C by Åparken represents a large existing green area that should be further developed and integrated into the new park. Area D by KU LIFE is the connection with the green bike path that connects via green areas to Assistens Cemetery and Nørrebroparken to the north and the old garden at KU LIFE to the south.

C The green path

KU LIFE

Old garden, KU LIFE 1:10.000 Figure 19 - Map of the green areas surrounding the project area.

Water

Calculations from COWI reveal that if all storm water runoff from a 100-year event is to be led on the surface to the Inner Lakes, the water channel will have to be very wide and/or deep and thus take up a lot of space (COWI, 2016). COWI suggest that a large quantity of the water is stored where it will naturally gather, especially at Bispeengen and KU LIFE, and that water is only led away on the surface in the areas closest to the Inner Lakes (COWI, 2016). Figure 21 shows a simulation of flooding in the existing conditions in case of a 100-year flooding. It shows that critical flooding will happen especially around Bispeengbuen, Ă&#x2026;parken and the garden by the university. COWI suggests surface basins in these spots. To secure the buildings, a wall should be build between the basins and the buildings (COWI, 2016). A basin will however have to be combined with redirection of the water to lead it away from the area (COWI, 2016). Otherwise the basin would have to be too large to fit into the current urban layout, see figure 20 below. Along the stretch, COWI recommends a water conducting profile that is 10-20 m wide with a 2 meter wide and 0.5 m deep water channel for the stream (COWI, 2016). With 60 l/s this will give a water depth of approximately 20 cm (interview with Arne Bernt Hastrup, COWI).

Figure 20 - The required size of the catchment basin if it is not combined with redirection of the water. The depths are 1 and 2 meter in different blues.

Figure 21 - Simulation of a 100-year rain event.

Topography

The height notation for the water table in Peblinge Sø can be as high as 6,10 (COWI, 2016). During heavy rain the water table in Ladegårds Å can reach higher levels than Peblinge Sø and nearby lower lying areas in Frederiksberg (COWI, 2016). It is therefore important that there is no connection from the stream to these areas. If the water level in the lake exceeds 6,10 the water will pour out. Lowering the water table in the lake with just 0,5 m will create a considerable storage space (interview with Arne Bernt Hastrup, COWI). It has been considered to lower the southern part of Skt. Jørgens Sø with 1 meter in order for it to function as a storm water reservoir (interview with Arne Bernt Hastrup, COWI).

Figure 22 -Cross section by Ågade and Borups Plads across Åparken

Ladegårds Å has a very small decrease of 0,2 permill (COWI, 2016). With the naturally low lying Bispeeng and the high water table in Peblinge Sø, the small decrease means that the water in Ladegårds Å will run very slowly in a deep trench in the upper end of the stretch and close to terrain in the lower end near Rentzausgade and Peblinge Sø (COWI, 2016). Figures 22 and 23 shows cross sections at two different points of the stretch, by Åparken and Rantzausgade. On figure 22 it can be seen that at Åparken there will be between 40 and 80 cm of water in the trench, and that the water table will be more than 2 meter under the surrounding terrain. Figure 23 shows that the water table by Rantzausgade is almost at street level. This was also the case in the past (COWI, 2016), as shown in figure 25, which is a combination of a historical photo and a new photo. Figure 24 is a longitudinal sections along Åboulevard from Nordre Fasanvej to Peblinge Sø. It shows that Åparken in places is lower than the piped Ladegårds Å, while the immediate surrounding terrain is considerably higher. This makes Åparken an obvious space for water detention (interview with Arne Bernt Hastrup, COWI).

Figure 24 -Longitudinal section of the stretch showing terrain and water level

Figure 23 -Cross section by Rantzausgade

Figure 25 - Rendering showing the water table near the surface by Rantzausgade.

analysis of project area

Theory

Reports

visions and recommendations

parameters

large scale mapping

small scale demonstration

catalogues

design tools interviews

Mapping parameters

spatial analysis

Green neighbors

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character analysis C D E F G

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Figure 26 - Results showing the spatial opportunities, the spaces with green neighbors, and the characteristic areas og the stretch.

Summary of the analysis Defining smaller areas

Looking at the spatial analysis combined with the areas with green neighbors and the character analysis (fig. 26), the project area can be divided into areas for design purposes. The spatial analysis lays out the foundation as it tells us what amount of space is available for the new design. The green neighbors provides an indication of where a higher density of greenery is preferred on the stretch. It is clear that there are more green areas that can potentially be connected in the outer half of the stretch towards northwest. On the inner part of the stretch towards the center of the city, the green neighbors are sparse, and the urban expression can be more prominent. The character analysis reveals several different areas along the stretch. Areas C and D has been combined based on the water analysis (fig. 21) which reveals that Ă&#x2026;parken receives large quantities of storm water runoff. Areas C and D shared Ă&#x2026;parken amongst them. In order to treat the water management as best as possible, these two areas should be designed as a whole. Areas G and H has been combined as well. This has been done based on the mapping of businesses (fig. 18), which shows that the two areas are similar in their function with restaurants and shops on the ground floor of the buildings. Figure 27 shows the nine areas, that the stretch is divided into in order to map the parameters and create a framework for the design.

Figure 27 - Diagram depicting the nine areas where the parameters will be mapped.

The new Ladegårds park on the big scale

The diagram on the opposite page shows the defined districts. Each district can be designed from a set of steering parameters that ensure that the challenges and opportunities in each spot are addressed.

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storm water Storm water is especially important to manage in areas 2, 3, 5 and 7. This is because of the depressions in the topography resulting in runoff water gathering mostly in these areas (see fig. 21 in the analysis). So these are the areas that need to be designed to either detain or divert water.

The parameters are prioritized using a wheel as seen below, where the most important parameters have three points, while the parameters not important in the specific spot have zero.

Water flow Water flow is an important parameter in areas 2, 3, 5, 6 and 7. In the two large areas 2, 3 towards the beginning of the stretch is is important to detain some of the water in order for the areas down stream to be able to hold rain water when necessary. By Åparken (3) the water level is much lower than the ground level (see fig. 22 in the analysis). Areas 6 and 7 by Rantzausgade face a challenge because the water level is almost the same as the ground level, which means that in this area design measures will have to be taken in order to make sure that the area can hold rain water as well.

Car traffic Car traffic will have to be taken into consideration in areas 1, 2, 4 and 9. These are the four areas in which car traffic will have to cross the recreational area. The crossing roads are Hillerødgade/Borups Allé, Ndr. Fasanvej, Jagtvej and Rosenørns Allé (see fig. 17 in the analysis). Businesses Businesses are important especially in areas 4 and 6 to 8. These areas contain several shops, restaurants and service businesses that are important to consider when redesigning the area (see fig. 18 in the analysis). Pedestrians Pedestrians should be taken into special consideration in areas 1, and 4 through 9. The safety and accessibility for pedestrians is of course always important, but in these areas, extra attention should be given to pedestrian paths. Area 1 is an entrance to the new area and should therefore present an interesting and attractive path system that invites people into the

area. Area 4 is where Jagtvej is crossing, and therefore a lot of pedestrians will enter the area this way. Area 5 contains the crossing of the green path, and therefore pedestrian traffic is especially important to secure the easy flow and connection to the rest of the city. Areas 6, 7 and 8 contain the majority of the shops, and therefore a large amount of pedestrian traffic should be facilitated. In area 8 there is furthermore the connection towards Blågårdsgade and Blågårds Plads, which is a highly visited pedestrian area, that could beneficially be connected to Ldegårds Park. Area 9 represents another entrance to the area and should invite people as well. Cyclists Cyclists should of course be facilitated throughout the stretch, but especially in areas 1, 4, 5, 6, 7, 8, 9. The areas and reasons are similar to those for pedestrians above. Biodiversity Biodiversity should be taken into consideration in areas 1, 2, 3, 5 and 9 (see fig. 19 in the analysis). Area 2 can facilitate connections to Genforeningspladsen and further out to Utterslev Mose, and area 2 represents an important green connection via the green areas enclosing the train tracks. Area 3 consists mainly of the already existing green area, and therefore has great potential to support biodiversity. Area 5 is the area in which the green bike path crosses the area, and this path represents a great opportunity for a dispersion corridor. Area 9 is located by the Inner Lakes which because of both old trees and water is a great place in support of urban biodiversity. Green spaces Green spaces are especially a focus point in areas 1, 3, 5 and 9 as these are the areas that offer a larger space and view (see fig. 15 in the analysis), or they contain en excess of greenery as it is today. The green areas are spaced out on the stretch allowing breaks in the urban movement.

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Figure 28 - Diagram showing the mapping of the parameters

The new Ladegårds park overall Strategy

In order to create a sustainable system the idea is that the new Ladegårds Park is able to handle rain water runoff from the entire catchment area in order for it to be disconnected from the sewage system. For this to be accomplished, it is presupposed that surrounding roads and urban spaces are modified in a way that leads the water to Ladegårds Å. The strategy is to detain as much water as possible in catchment areas and detain it before letting it run through filter systems into Ladegårds Å and further into the Inner Lakes. The outlet elevation to the lakes must be adjusted accordingly. Catchment areas allows for larger quantities of water to be handled, and the delayed release ensures a more even flow in the stream following rain events. This secures a resilient and sustainable area that relieves adjacent neighbors during heavy rain, while at the same time offering important recreational value in a dense city. The recreational benefits will mostly be harvested by pedestrians and cyclists, who are the main target of this space. The paths should be interesting with different experiences and opportunities for seating and bicycle parking.

Car traffic will be able to cross the area in four areas in order for the city to remain connected and easy accessible for everyone. In order for the new Ladegårds Park to support health, climate amelioration and biodiversity, several new green areas will be implemented. Green corridors will provide dispersion possibilities for different species of flora and fauna as well as interesting and health-promoting transport corridors for the citizens of Copenhagen. The stretch is predominantly green and natural towards northwest reaching away form the city, and increasingly more urban with green interventions towards the inner parts of the city.

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Storm water runoff will be detained in four catchment areas along the stretch

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Car traffic can cross the recreational space at four points

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Pedestrian and bike paths are varied in their expression, offering seating and parking facilities throughout the stretch

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Four areas along the stretch will have a predominantly natural expression

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Biodiversity will be in focus five different places on the stretch, facilitating habitats and dispersion corridors

Storm water

Car traffic

Pedestrians

Cyclists

Green spaces

Biodiversity

Figures 29-34 - Diagram depicting the strategy for the new LadegĂĽrds Park.

The new Ladegårds park Storm water strategy

Rambøll has estimated that the required retention volume for the stretch is 80-150,000 m3 for it to be able to replace the planned pipe-solution under Vesterbro (Rambøll, 2014). Given the large range in Rambøll’s recommendation and the challenge of fitting 150,000 m3 water into the area without compromising the recreational benefits, I have approached the situation as follows:

Urban scenario When the area is flooded to the upper edge of the wall (blue dotted line on fig. 35), the water level is 2.6 m. One meter of the shown section can handle 39 m3 of water when the detention basin is filled to the blue line. This allows for more water than the required minimum.

The stretch is approximately 2.4 kilometers long, which means that for the area to be able to hold 80,000 m3, every meter-wide section, needs to contain 33.3 m3, and for 150,000 m3 the corresponding amount is 62.5 m3.

Natural scenario When the are is flooded up to the bike path (blue dotted line fig. 36), the water level

Of course the water does not run uniformly to the area, but this gives a mean measure of how much water needs to be handled.

is 2.3 m.

Varying the water handling capacities between these two numbers throughout the stretch ensures that the final project has a handling ability within the recommendations from Rambøll.

and the overflow area of the stream are filled to the blue line.

Seeing as the low lying areas which are appointed to receive the initial runoff have a wider cross-section than the average width, the idea is that these areas handle a minimum of 62.5 m3/m while the remaining handle minimum 33.3 m3/m.

70 m3.

To the right is shown generic plans and sections depicting this strategy. The approximate average width of the narrow urban character areas is 36 m and for the low-lying areas under Bispeengbuen, by Åparken and by KU it is 82 m.

The depth of the detention basins is 1.3 m on average. One meter of the shown section can handle 56 m3 when both the detention basin The plan shows that for the most part two detention basins will be located side by side. One meter of a section going through two detention basins will provide space for Averaging the two equals 63 m3.

Following these principles throughout the stretch will ensure that the area can handle the recommended amount of storm water, and then some. Varying the design along the stretch will inevitably influence the detention space. However if these principles are attended to, it is straightforward to ensure that the requirements are met.

Bike path + access road w/ storage

Pedestrian path

Stairs for access and seating

Ladegårds Å

Detention area

Pedestrian path

Bike path + access road w/ storage

Figure 35

access road

y bik e pa th

slabs bridging the stream

Access road

recreational area

two -wa

detention basin

Bike path

access road pedestrian path

stairs

Recreational green space

Pedestrian path

Ladegårds Å

Detention basin

Recreational green space

pedestrian path

ball court / activities

Bike path

Access road

bike path / access road w/ storage

pedestrian path

bike path / access road w/ storage

Urban scenario Natural scenario

flood area

seating

1:500 1:500

Figure 36

Figure 37 - Sattelite photo with the demonstration areas highlighted.

The new Ladegårds park On the small scale

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In order to demonstrate how to implement the parameters using the design tools, I will focus on areas 4 and 5. These two areas are chosen because together they encompass all eight parameters, and they represent both an urban and a natural area. Furthermore they are neighboring areas, so the challenge of letting “urban” and “natural” meet will be addressed.

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Area 4 is the area where Jagtvej is crossing the stretch, and area 5 is the area along KU LIFE and where the green path crosses over the area.

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Figure 38 - The parameters mapped in the demonstration areas.

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analysis of project area

Theory

Reports

visions and recommendations

parameters

large scale mapping

small scale demonstration

catalogues

design tools interviews

Design tools

Technical parameters

Social parameters

Biological parameters

Water flow

Businesses

Biodiversity

• • • • • • • •

• •

Plateaus over the water Encapsulating walls Tolerating spaces Symbolic plantings Terrain alterations Water detours Disturbances in the water Variations in the banks

Storm water • • •

Catchment areas Filtration of polluted runoff Porous surfaces

Car traffic • • • •

Safe crossing Hide the cars Access to buildings Crossing the water

Storefronts New businesses

Pedestrians • •

Variation in paths Seating

Cyclists • •

Attractive paths Bicycle parking

Habitats Dispersion corridors

Green spaces • • •

Trees and bushes Grass lawns Green roofs

Design tools Principles for implementation

To solve the challenges or take advantage of the opportunities that the parameters suggest, this section presents a collection of developed tools to use for implementation. These tools are deducted from my general knowledge of urban design combined with specific literature (cited where used) and inspiration from reference projects (shown in photographs). Each tool expresses one way to solve the proposed challenge, and for most a couple of variations are described, so that the design tool can be implemented in different settings, depending on the available space and the desired expression. The design tools can be implemented either by themselves or in combination with other tools. Different tools can solve the same challenge, and they do not exclude each other. Each design tool is accompanied by a descriptive drawing showing an example of the design. In the drawing the affected parameter is shown in blue, while the design tool itself is shown in orange. This collection of design tools should not be perceived as an exhaustive list of possibilities, but as examples of how to solve the problems in ways that are tailored to suit the needs and wishes for the area.

Technical parameters

Social parameters

Biological parameters

Water flow

Businesses

Biodiversity

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Plateaus over the water Encapsulating walls Tolerating spaces Symbolic plantings Terrain alterations Water detours Disturbances in the water Variations in the banks

Storm water • • •

Catchment areas Filtration of polluted runoff Porous surfaces

Car traffic • • • •

Safe crossing Hide the cars Access to buildings Crossing the water

Storefronts New businesses

Pedestrians • •

Variation in paths Seating

Cyclists • •

Attractive paths Bicycle parking

Habitats Dispersion corridors

Green spaces • • •

Trees and bushes Grass lawns Green roofs

water flow

Challenges •

Fluctuations in water level

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Steep topography makes the water run quickly towards lower lying areas

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Even when there is little water in the stream, the area should still be attractive

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The water level will be low at times, so the water should be accentuated

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Water should be seen as a resource that enriches the urban space

Figure 41 - A child is playing with water in Nansen park in Oslo. Project by Bjørbekk & Lindheim cosenpark-fornebu-03/)

Figure 39 - Hornsbergs Strandpark, Stockholm Projeck by Nyréns Arkitektkontor

Figure 40 - Plateau offering seating on the water in Hammarby Sjöstad in Stockholm

Figure 42 - Walkways and plateaus over the water in Hammarby Sjöstad in Stockholm

Utilizing the space over the stream will free up space along the banks. Depending on the design, they might not be usable during heavy rain events. The close contact to the water gives a clearer feeling for the water level at different times.

water flow

Plateaus over the water

Design considerations The size can be ranging from small that fits only one or a few persons to larger areas, that may be used as outdoor serving space for cafĂŠs etc. The shape may be very rigid and follow the banks, or it can â&#x20AC;&#x153;break freeâ&#x20AC;? from the banks and be more organic in its shapes. The plateau can hang so low so they potentially get flooded during heavy rain events, or they can be places in a safe height so that they will remain above the surface at any time. Another option is for the plateau to float on the water, so that it moves up and down depending on the water level. It may be just a viewing platform, or it may be a longer promenade for actual transportation. It might even cross over to the other side and function as a bridge.

Figure 43 - Aarhus Ă&#x2026; encapsulated by vertical walls.

Figure 44 - The river Cheonggyecheon in Seoul runs more than 4.5 meters under street level encapsulated by walls. Project by SeoAhn Total Landscape

During heavy rain events a large area centering the stream can be transformed into a detention basin to accommodate huge quantities of water. Where the stream runs notably below terrain, the wall will at the same time serve as a safety measure so people do not fall. Walls can also be a way of working with the large variation in topography as seen by the river Cheonggyecheon in Seoul (fig. 44), where the space inside the walls is a recreational space while the city bustles on above the green tops.

water flow

encapsulating Walls

Design considerations The wall can envelop the stream totally so there is no access to the water. Alternatively the wall can be made of steps on both sides so that it is possible to climb over it. There is also the possibility for a wall with an opening in it that can be closed in case of heavy rain. This last option, however demands an action plan and somebody responsible for putting the door in place. The wall in itself may be dimensioned for one rain event, but can be upgraded to handle even larger quantities by adding a piece of wall on top if necessary.

Figure 45 - Steps that invite to seating at the CBS Campus area in Frederiksberg. Project by Marianne Levinsen Landskab

Figure 46 - Fixed chairs designed to withstand the elements at Norra Hamnens bathing space in Lysekil in Sweden

Figure 47 - Promenade along the water at Hornsbergs Beach in Stockholm Project by Stockholm Municipality, project manager Monica Amqvist and landscapearchitect Britt Mattsson

Spaces that can be used in fine weather but at the same time can tolerate flooding in case of heavy rain serve a double purpose. They add extra space for recreation while not taking up space that can be used to retain water. Bars or cafĂŠs can use plateaus for outdoor seating. They can be planted with grass to serve as a green spot in the city. Steps can facilitate seating and at the same time make visible the fluctuations in the water level, in that the number of steps that are flooded can vary. Steps into the water can also give a sense of security, because if you trip, you only fall to the next step. Promenades along the water course lets people walk just on the water surface, which can be an interesting way to observe the water levels. Being able to touch the water offers memorable experiences and enjoyable childrenâ&#x20AC;&#x2122;s play (Sheppard, 2015).

water flow

Tolerating spaces

Design considerations The walls along the sides of the stream can take the form of steps, large or small, that offer seating all the way up. Alternatively it may be promenades or plateaus just above the water that are accessible only in dry weather. Plateaus can have movable chairs that can be brought inside during rain showers, or there can be fixed furniture designed to withstand flooding.

Figure 48 - Plantings along the Cheonggyecheon river in Seoul clearly mark the direction. Where crossing is possible, the green opens up to present an opportunity. Project by SeoAhn Total Landscape

Plantings along the stretch of the water can emphasize the directional line, that the water has in the area. So even when the water level is low, the direction will be clearly visible. A continuous planting can furthermore serve as a green corridor that supports biodiversity.

water flow

Symbolic plantings

Design considerations Various plants can provide various expressions. It might be the same type of planting, or it can vary throughout the stretch. The plant variation might even symbolize the moisture gradient along the beds of the water stream. Plantings might be placed along the stream, or some places even in the water. Some places the plantings can close in and hide the water completely, while in other places it can open up and present it.

Figure 49 - In Paley Park in New York water is used as a means of channeling out the city noises. Project by Zion & Breen

Figure 50 - The Ira Keller Fountain in Portland, Oregon showcases a vivid and interesting way for water to move between different levels. Project by Angela Danadjieva

Figure 51 - Victoria Park in Sydney uses differences in terrain to incorporate water play. Project by HASSELL

Figure 52 -Parc Diagonal Mar in Barcelona shows water at different levels with an interesting boundary line between them. Project by Enric Miralles

In order for the area to hold as much water as possible the design will have to consist of terraces so that the runoff that runs into the stream can be held back in the beginning of the stream instead of running straight to the lower lying areas. Dams and plateaus can make up small lake-like areas that can retain the water for a time period before letting it continue down the stream. Smaller lakes can be a gathering point in a recreational area. Where the water runs from the basins and further into the stream can be an interesting place, in that the water can be seen and heard in another way. When the flow in the water changes, possibilities arise for better aquatic life, while at the same time it makes the water more interesting to look at. There might even be a possibility for a dry weather playscape with the elements that are designed to hold back the water.

water flow

Terrain alterations

Design considerations The retention area can be made up of several small or one large basin. They can be terraced to create small waterfalls, or the water can run via pipes from one basin to another, for example when running under a crossing road.

Figure 54 - In Chattanooga Renaissance Park in Chatanooga, Tenessee the water runs in zig-zag between obstacles. Project by Hargreaves Associates

Figure 53 - The banks of the river in Zhangjiagang, China where the water will run on either side of the obstacles. Project by Botao Landscape

Figure 55 - At Mulini Beach in Rovinj, Croatia rocks reaching out from the shore create a more interesting water dynamic. Project by Studio 3LHD

Figure 56 - Curving banks of the Cheonggyecheon river in Seoul makes the course more interesting Project by SeoAhn Total Landscape

Curving the route that the water follows delays it in its route. Creating obstacles has the effect that the water takes a little longer to reach the end of the course. When the water flows in zig-zag, the water flow in the middle is accelerated, and the difference in water flow makes it more interesting to look at. Design considerations The two banks can curve parallel, so that the stretch is curved. Or obstacles can be made that poke out from the sides, that makes the water run in a zig-zag-motion. In the corner of a curve, a small basin can be formed to keep the water even longer. Habitats for riparian or aquatic life can be formed in smaller basins. In some places, a smaller part of the stream might even â&#x20AC;&#x153;break freeâ&#x20AC;? and run in its own course parallel to the main stream. This might be a permanent second stream, or it might just be filled in case of heavy water flows. It can be made by either forming a second channel, or by placing an obstacle in the middle of the main channel, so that the water will run one of two ways when it meets the obstacle.

water flow

water detours

Figure 57 - The water feature in Parc André Citroen in Paris is made more interesting with the water movement. Project by landscape designers Gilles Clément and Alain Provost, and architects Patrick Berger, Jean-François Jodry and Jean-Paul Viguier.

Figure 58 - Selsmosen in Høje Taastrup invites to play with large stepping stones in the water. Project by Høje Taarstrup Municipality

Figure 59 - Water movement in the Cheonggyecheon river in Seoul. Project by SeoAhn Total Landscape

Current-deflecting elements create locally higher water velocity, which makes the flow more interesting to observe. Moving water creates particular light and sound effects (Sheppard, 2015). Small scale flow variations and substrate differentiation created by stepping stones allow riparian habitats for water-dependent small life forms to develop (Prominski, Stokman, & Stimberg, 2012). Stepping-stones of varying height will make visible the fluctuations in the water depth while at the same time inviting to play and activity.

water flow

Disturbances in the water

Design considerations The disturbance can be made from large stepping-stones that the water will run past, or by smaller stones spread over a larger area that the water runs over which creates ripples. It can also be a very large chunk of stone, which might be used as a plateau for seating. Heaps of stone can be placed in the center of the stream, or it might reach the banks to create a crossing belt. Obstacles across the water at an alternating angle will make the water flow shift continuously (Prominski, M. - Stokman, A. - Stimberg, 2012).

Figure 60 - The East River Waterfront Esplanade in New York offers secluded niches along the water. Project by SHoP

Figure 61 - A niche in the bank along the Cheonggyecheon river in Seoul provides a more secluded recreational space. Project by SeoAhn Total Landscape

Figure 62 - A slope towards the water in Hammarby Sjรถstad in Stockholmmakes the fluctuations in the water level mere obvious.

Varying the banks of the stream can make the water level more visible and create awareness of the amount of water in the stream. Slanted walls can make even small fluctuations in the water level more visible, since you can see the water creeping closer. Slopes and arches in the banks can create small spaces which can be utilized for recreation. Design considerations The banks can have a uniform expression, or it can vary from place to place. The banks can even vary on either side of the water. Some places the banks might duck down under the water surface, letting the water creep up on a slanted surface.

water flow

Variations in the banks

Technical parameters

Social parameters

Biological parameters

Water flow

Businesses

Biodiversity

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Plateaus over the water Encapsulating walls Tolerating spaces Symbolic plantings Terrain alterations Water detours Disturbances in the water Variations in the banks

Storm water • • •

Catchment areas Filtration of polluted runoff Porous surfaces

Car traffic • • • •

Safe crossing Hide the cars Access to buildings Crossing the water

Storefronts New businesses

Pedestrians • •

Variation in paths Seating

Cyclists • •

Attractive paths Bicycle parking

Habitats Dispersion corridors

Green spaces • • •

Trees and bushes Grass lawns Green roofs

Storm water

Challenges •

Storm water runoff can be polluted from different sources, such as road salt, animal waste, roofing materials, vehicle fluids, exhaust, coal tar-based sealants from paved roads etc. (Venhaus, 2012)

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The area should be able to retain 80-150.000 m3 water

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The design should be aesthetically pleasing also when it is not raining

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The storm water runoff needs to be retained before running into Ladegårds Å in order for the stream to handle as much water as possible

Figure 65 - Detention basin in Champaign, Illinois.

Figure 63 - Rabalder Parken in Roskilde Project by Nordarch and GHB Landskabsarkitekter

Figure 64 - Example of catchment basin.

Figure 66 - Detention basin along the Atlanta BeltLine Eastside Trail in Atlanta, Georgia Project by Perkins+Will

Smaller basins or depressions can act as the first recipients of storm water runoff. They detain the water for a bit before letting it into LadegĂĽrds Ă&#x2026;. This ensures that larger quantities of water can be handled during heavy rain events. Some of the water might be able to evaporate or evapotranspirate through plantings and thus subtract from the water that needs to be handled in the stream. Adding plants to a rain bed adds to the greening of the city. A basin with a concrete bottom can function as a play area in dry weather, for example for ball playing, or it can even be a parking lot. Larger pools where the water is allowed to slow down or stand still allow for sedimentation, which relieves the stream from larger aggregates.

storm water

Catchment areas

Design considerations The catchment areas can be large or small according to the space available and the desired expression. Basins or depressions can be designed with plants, thus resembling a rain bed, or it can be designed to accommodate play in either dry or wet weather. Incorporation of water into childrenâ&#x20AC;&#x2122;s play can have a great effect on their experience (Sheppard, 2015).

Figure 67 - R. C. Harris Water Treatment Plant in Toronto, Canada uses plants to help with the cleaning process.

Using a dual porosity filtration system the runoff water can be cleaned to some extend before running into Ladegårds Å. This ensures that fewer pollutants will be led via Ladegårds Å into the Inner Lakes. Pollutants in urban runoff include gasoline, heavy metals and oil from car traffic, fertilizers from green areas, road salt, soil, waste and other. Most commonly detected are polycyclic aromatic hydrocarbons (PAHs) which are created as combustion byproducts of gasoline and other fossil fuels and heavy metals (Burton & Pitt, 2002). Dual porosity Filtration is a water treatment technology that consists of a layer with high porosity and a layer with low porosity. It targets both fine particles and dissolved contaminants. The water is driven by gravity through the high porosity layer while loosing it load of contaminants to the low porosity layer by sedimentation of particles and sorption to the filtering material (Jensen, 2016).

Design considerations Filters can be placed in the connection from the catchment basins to Ladegårds Å. This ensures that as much as possible of the dirty water runs through the filter before entering Ladegårds Å. The degree of cleansing is proportional to the length of the filter, and the hydraulic capacity can be increased by stacking several filters (Jensen, 2016). Water from roofs and sidewalks can run in a small trench near the buildings before passing a filter soil barrier to get into the stream.

storm water

Filtration of polluted runoff

Filtration of dirty water can also be done by leading it through layers of filter soil or a planted area, which can alleviate pollution in the runoff. Securing cleaner water flow to the Inner Lakes is a strength, both for the ecological milieu, but also in a political argumentation. During heavy cloudbursts, runoff water is allowed to run directly into the lakes (interview with Anders Jørn Jensen, MPN) in order to avoid flooding. The “first flush”, which is the first layer of surface runoff, will in many cases still run through the filters as the detention basins will take some time before they are filled and will thus be cleaned before reaching the Inner Lakes. The first flush “washes” the streets, and has because of this a high value of pollutants.

Figure 69 - An example of permeable paving.

Figure 68 - Permeable paving on Helenevej on Frederiksberg

Figure 70 - An example of paving that facilitate water detention.

Porous surfaces let water sink into the ground, and potentially let excess water from the ground evaporate, thus getting rid of water that would otherwise have had to be handled in another way. Especially vegetated and large-pored surfaces, such as gravel, lets water sink through to infiltrate into the subsoil. In this project, however, infiltration is not an option because of the traffic tunnel. Instead the water will have to be detained before being redirected. There are special porous paving tiles that are designed with a detention space underneath which can store water before it is transported via a discharge pipe to another location.

storm water

Porous surfaces

Design considerations Paving stones with detention space can be installed along buildings to receive water from the roof. Paths in the green area can also support this technology. The water can be detained and led slowly to the stream, preferably through a filtration system.

Technical parameters

Social parameters

Biological parameters

Water flow

Businesses

Biodiversity

• • • • • • • •

• •

Plateaus over the water Encapsulating walls Tolerating spaces Symbolic plantings Terrain alterations Water detours Disturbances in the water Variations in the banks

Storm water • • •

Catchment areas Filtration of polluted runoff Porous surfaces

Car traffic • • • •

Safe crossing Hide the cars Access to buildings Crossing the water

Storefronts New businesses

Pedestrians • •

Variation in paths Seating

Cyclists • •

Attractive paths Bicycle parking

Habitats Dispersion corridors

Green spaces • • •

Trees and bushes Grass lawns Green roofs

Car traffic

Challenges •

Crossing car traffic can divide the urban space

•

Cars can be unsafe in a recreational area

•

The cars will have to cross the water

Objectives •

The city should remain effective and safe

•

The areas should be primarily recreational and not dominated by cars

Figure 73 - Crossings can be marked on the street with paint.

Figure 71 - Crossings can be signaled by changes in material.

Figure 74 - A slightly raised crossing makes sure that the cars slow down.

Figure 72 - Changes in material.

Crossing routes for pedestrian and cyclists can be marked by a distinctive surface treatment, for example a change in color and/or texture (Sheppard, 2015). Crossing lights can be implemented for added safety. Letting the lanes vary in their form makes in necessary for the cars to be more attentive when crossing through the recreational area. Design considerations Pedestrian- and bike paths can continue in their material across the street to make it clear, that they have the right of way. The traffic lanes can change in material when crossing paths with softer traffic in order to signal awareness. Curving the lanes a little bit makes sure that the driver will have to take note of his surroundings. The curves can be soft, or they can be via traffic islands, for example with grass and trees. Slight differences in level by the crossing will also make sure that the cars slow down. Indirect and generally narrow vehicle routes with short sightlines and a course that weaves between trees, furniture, parked cars and bollards will make the traffic slow down and allow for a shared space (Sheppard, 2015). Rumble strips on the street by the â&#x20AC;&#x153;entranceâ&#x20AC;? to the recreational area signals that the driver should be extra attentive when going through the area.

car traffic

Safe crossings

Figure 75 - Lining a street with trees makes it blend eaier into the green area. Lowering the street compared to the surroundings, makes the cars less visible.

In order for the recreational area not to be too separated by traffic lanes running through, measures can be taken to hide the traffic as best as possible. The recreational area is more enjoyable when the car traffic is not in plain sight. It makes it easier to relax if the traffic is hidden, both visually and audibly. Design considerations Planting trees or other large plant bodies along the road can help mask the cars both visually and audibly. Changes in topography between the traffic lanes and the surrounding green area can signal that they are distinctly different areas. If the traffic lanes runs on a lower level than the green area, it will not be as dominating. Walls can be built alongside the traffic lanes to shield the green areas from both the noise and the visual disturbances.

car traffic

Hide the cars

Figure 77 - Using reinforced grass can make a fire lane nearly invisible in the landscape.

Figure 76 - Reinforced grass can be used for firelanes.

Figure 78 - Varying the material on the firelane makes it less obvious.

In order for stores and businesses to get deliveries and also for safety reasons. a road is required along the front of the buildings. For safety measures, the fortified road must be at least 2.8 meters wide with a minimum of 1 meter accessible space to each side (Hovedstadens Beredskab, 2016). In order for the safety lane not to be too strict and conformed in its expression it can be designed to accommodate other uses as well and the form of it can vary to make it part of the surrounding design. The lane is a transition from the private dwellings to the public park, and it should invite people from their homes into the green.

car traffic

Access to buildings

Design considerations The road can vary in form along the facades in order for it not to look too rigid. While keeping the required minimum dimensions, the outer edge towards the park can take an organic shape in order for it to easier blend into the green area. If the shape of the lane reaches into the green area and vice versa, the transition between the two will be less obvious. Varying the material of the fire lane can make it seem more dynamic and not as dominating in the urban space. The road can function as a space for outdoor activities, as long as they are not permanent. Events like markets or gatherings can be held, as long as the safety lanes are not occupied by permanent installations. The lane can be part of the path system in the area, or it can be separate from it. Some places the fire lane can be part of the bicycle path, and thus it can blend easier into the design.

Figure 79 - Car traffic can cross the water via a simple bridge.

Where the traffic lanes cross the green area they will also have to cross the water. The different topographical situations offer different challenges and opportunities. The crossing streets can be used as buffer areas when manipulating the design, so that the park on either side of a crossing street is in different levels. Design considerations In places where the water runs considerably under the terrain of the crossing street, a bridge over the water can be the solution. Where the water runs in the same level, the water can run in one or several pipes under the street. It is important that the pipes are dimensioned for the maximum water flow. It can be combined with manipulation of the terrain, so that upstream of the street, the water gathers in a basin, and downhill on the other side of the street it falls into another lower lying basin.

car traffic

Crossing the water

Alongside the traffic lane, a green passage might be established in order to accommodate dispersion for flora and fauna.

Technical parameters

Social parameters

Biological parameters

Water flow

Businesses

Biodiversity

• • • • • • • •

• •

Plateaus over the water Encapsulating walls Tolerating spaces Symbolic plantings Terrain alterations Water detours Disturbances in the water Variations in the banks

Storm water • • •

Catchment areas Filtration of polluted runoff Porous surfaces

Car traffic • • • •

Safe crossing Hide the cars Access to buildings Crossing the water

Storefronts New businesses

Pedestrians • •

Variation in paths Seating

Cyclists • •

Attractive paths Bicycle parking

Habitats Dispersion corridors

Green spaces • • •

Trees and bushes Grass lawns Green roofs

Businesses

Challenges •

Potentially less exposure for businesses along the stretch when th road is closed

•

The perceived distances in the urban space will change, allowing people to move in areas separated from the businesses

Objectives •

Make room for new businesses without compromising the recreational space

•

The spaces in front of shops and restaurants should invite people to slow down and engage

Figure 80 - Displays on the sidewalk engages costumers and livens the streets.

The space just outside a store or cafĂŠ is very important when it comes to tempting customers to come inside. According to Jan Gehl, opening up for activities is not just a matter of windows, but also a question of distances (Gehl, 2007). The distance from the window to the zone in which people move cannot be too great, or people will not engage in what the shop has to offer. The scale of the space in front of store windows is important in order for people to find it attractive. When people feel at ease, they will slow down and be more likely to stop in a store or cafĂŠ. Interesting storefronts can bring life into the area making it more interesting to explore. Especially restaurants, bars and cafĂŠs that offer outdoor seating are particularly effective in adding life to the urban scene (Sheppard, 2015). The spaces in front of businesses should not be too large and open, as it will likely make people feel uneasy. The theory of prospect and refuge (Appleton, 1996) suggest that people will want to be able to watch other people, while at the same time feeling secure in a well-defined space.

businesses

storefronts

Active building facades are an important part of the public realm. They contribute to a more interesting, engaging and safe urban environment (Sheppard, 2015). The classic active frontage is a shop-front that allows people to see each other through the glass and to window-shop. Even more active frontages are provided by uses that spill out onto the footpath, such as outdoor dining and footpath trading (Sheppard, 2015). Design considerations The primary paths can be led close to the storefronts in order for people to be able to look in the windows. Seating or plantings can help in signaling a change in character, for example a change from a residential area to a place of business. Seating signals that this is a place to relax, and it invites people to gather. Using trees and urban furniture to define the space can close in open areas. Shops should be encouraged to use the area in front of the building to offer seating or displays of merchandise in the urban space.

Figure 81 - Small stores can be build inside the recreational area, as seen in Central Park.

Figure 82 - New businesses attract more people.

Figure 83 - Businesses inside the recreational area can be weather dependant in order to follow the demands.

Businesses can be the center of activities and events, which encourage people to spend more money. Creating space for new business thus not only bring life into the area, it can also be a substantial source of income through accommodation taxes and taxes on commercial income. A potential attraction of tourists will also be a positive consequence.

businesses

New Businesses

New building housing new businesses might provide housing on upper floors, which again will create tax income. Design considerations New businesses can move in where older ones have been, or new buildings can be build to house them. New buildings can be build along the stretch, where the existing facades are further back, or they can be built inside the recreational area. In areas with limited space and where an urban expression is desired, new buildings can even be build on top of the stream, letting the water flow through on the ground floor.

Technical parameters

Social parameters

Biological parameters

Water flow

Businesses

Biodiversity

• • • • • • • •

• •

Plateaus over the water Encapsulating walls Tolerating spaces Symbolic plantings Terrain alterations Water detours Disturbances in the water Variations in the banks

Storm water • • •

Catchment areas Filtration of polluted runoff Porous surfaces

Car traffic • • • •

Safe crossing Hide the cars Access to buildings Crossing the water

Storefronts New businesses

Pedestrians • •

Variation in paths Seating

Cyclists • •

Attractive paths Bicycle parking

Habitats Dispersion corridors

Green spaces • • •

Trees and bushes Grass lawns Green roofs

Pedestrians

Challenges •

The stretch of Ladegårds Park is long relative to normal acceptable walking distances in everyday situations of 400-500 meters (Gehl, 2007)

Objectives •

Pedestrians should be safe

•

Paths should be interesting so they are inviting and stimulating

•

Possibilities for seating should be offered throughout the stretch

101

Figure 85 - Slightly curved paths makes the walk interesting.

Figure 84 - Variations in paving color in KĂ¸bmagergde in Copenhagen. Project by karres+brands

102

Figure 86 - The park by Novo Nordisk head quarter in BagsvĂŚrd is a great example of paths that are interesting to explore. Project by SLA.

According to Gehl, people will, in everyday situations, accept a walking distance of around 400-500 meters. This is however not only conditioned by the physical distance, but also by the experienced distance (Gehl, 2007). Providing different experiences will make it more likely that people will take longer trips in the area. Furthermore it is important that distant destinations are not visible on paths, but that the overall direction is kept (Gehl, 2007). Good open spaces invite to day-to-day activities such as people-watching, eating lunch. childrenâ&#x20AC;&#x2122;s play and resting along with planned activities such as markets and performances (Sheppard, 2015).

pedestrians

Variation in paths

Design considerations Alternations between paths and smaller plazas will make the walking distance seem shorter (Gehl, 2007). Variations in the shape of the path or the immediate surroundings can provide new experiences for the user. Varied flooring textures can also contribute to the richness of the experience (Sheppard, 2015). Lightly curved paths can ensure that the distant destination is not directly visible. Plantings or topography can be used in the curves to disrupt the line of sight, creating a sense of surprise when the next space is suddenly visible (Sheppard, 2015). The path should not divert too much from the direct line, especially not on short distances (Gehl, 2007). If it does, it should be expected that people will take a shortcut, unless this is prevented, for example by lowering or rising the path, or by building walls.

103

Figure 87 - Movable chairs in Bryant Park in New York.

Figure 88 - The bench is worked into the terrain difference.

Figure 89 - Resting places along pedestrian paths are important.

104

Seating is very important in the appeal of an open space (Sheppard, 2015) and the usability of pedestrian paths for a wide variety of users. Seating should be provided every 100 meter of path in order for people to be satisfied (Gehl, 2007). In open spaces at least 1 meter of seating should be provided for every 10 m2 (Sheppard, 2015). Design considerations Benches can be put along the path, or they can be put a bit into the green area in order to invite people to interact with nature. A low wall along the path can be used as a bench. The seating can be fixed, or they can be movable, to provide the ultimate flexibility for people in different social situations or climatic conditions (Venhaus, 2012)(Sheppard, 2015). At bigger changes of level, benches can be set against retaining walls (Sheppard, 2015).

pedestrians

Seating

105

Technical parameters

Social parameters

Biological parameters

Water flow

Businesses

Biodiversity

• • • • • • • •

• •

Plateaus over the water Encapsulating walls Tolerating spaces Symbolic plantings Terrain alterations Water detours Disturbances in the water Variations in the banks

Storm water • • •

Catchment areas Filtration of polluted runoff Porous surfaces

Car traffic • • • •

Safe crossing Hide the cars Access to buildings Crossing the water

Storefronts New businesses

Pedestrians • •

Variation in paths Seating

Cyclists • •

Attractive paths Bicycle parking

Habitats Dispersion corridors

Green spaces • • •

Trees and bushes Grass lawns Green roofs

Cyclists

Challenges •

By 2025 50% of the transportation to work and education facilities should be made by bike (Københavns Kommune, 2015)

•

If transport by bike is not made easy and effective, people will tend to travel by car instead

Objectives •

Traveling by bike should be effective and easy

•

Paths should be interesting, so they are inviting people to travel by bike instead of by car

•

Bike parking should be available in strategic sports

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Figure 90 - Slightly curved paths makes the bike ride more interesting. Figure 91 - Separate bicycle and pedestrian paths minimises the chance of collisions.

Figure 92 - Waves of green lights during rush hour makes it more attractive to bike to and from work.

108

Just like the pedestrian paths, the bike paths should be interesting and inviting, with destination points coming in and out of sight to keep it interesting. Facilitating a green wave for cyclist at traffic lights when crossing roads will make it more efficient to bike to and from work in the morning and afternoon, and thus more attractive.

cyclists

Attractive paths

Design considerations Lightly curved paths can ensure that the distant destination is not directly visible. It should however not divert too much from the direct line Plantings or topography can be used along with curves to disrupt the line of sight, keeping the trail interesting. The bike paths can run alongside the pedestrian paths, or they can be detached from them. Separated pedestrian and bike paths minimize the risk of collision between the two parts, and it invites to more efficient bike traffic. The green wave can be signaled with lights along the path, or it can be encoded in the traffic lights, so that the lights are all green if you ride at a specific pace.

109

Figure 95 - Trees are protected from damages by parking racks.

Figure 93 - Clever bicycle parking that is nearly invisible when not in use.

Figure 96 - Combined bench and bicycle parking.

Figure 94 - Bicycle racks can almost resemble urban art installations.

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A very important aspect when desiring more people to bike in the city is the provision of bicycle parking. Lack of parking space makes it cumbersome to bike to popular places because of the hassle with leaving the bike. Furthermore unorganized bicycles clutter up the urban space and take away both aesthetic and practical function.

cyclists

Bicycle parking

Design considerations Parking can be provided as racks around trees, attached to buildings or in rows along streets. Parking areas may be sheltered for added convenience, and they can be combined with seating in order for it to serve a dual purpose. Some bicycle racks almost resemble art installations, and are thus better camouflages in the urban space when not occupied by bicycles.

111

Technical parameters

Social parameters

Biological parameters

Water flow

Businesses

Biodiversity

• • • • • • • •

• •

Plateaus over the water Encapsulating walls Tolerating spaces Symbolic plantings Terrain alterations Water detours Disturbances in the water Variations in the banks

Storm water • • •

Catchment areas Filtration of polluted runoff Porous surfaces

Car traffic • • • •

Safe crossing Hide the cars Access to buildings Crossing the water

Storefronts New businesses

Pedestrians • •

Variation in paths Seating

Cyclists • •

Attractive paths Bicycle parking

Habitats Dispersion corridors

Green spaces • • •

Trees and bushes Grass lawns Green roofs

Biodiversity

Challenges •

Biodiversity in the city is decreasing

•

Too many mono cultures in the urban landscape

•

Loss of habitats due to construction

Objectives •

Provide connections to facilitate dispersion of species

•

Secure existing habitats and create new

•

Vary the plant selection

113

Figure 97 - A stone wall by the Haute Deรปle River Banks in France can provide small habitats. Project by Atelier des paysages Bruel-Delmar

Figure 98 - Plants submerged in water provide habitats and hiding places.

Figure 99 - A green area along the water edge can be a home for many species.

114

Habitats and sources of food are crucial for fauna to thrive in the city. Different types of animals will naturally have different needs, but some means can be taken to accommodate larger groups. Slopes instead of hard edges towards the water can create different gradients of moisture, which support small habitats for both flora and fauna, and water-land access is created for amphibians and mammals (Prominski et al., 2012). Furthermore it offers the opportunity for people to get close to the water and experience it first hand. The water levels will be clearer to visitors, when they can see it creeping up a slope. A green planted area as a foreshore from a hard wall and a small way into the water can create ecological niches (Prominski et al., 2012). The green area can be created by depositing substrate and planting in it, and it can function as a safety measure since people are not as likely to fall into the stream. Incorporating large gaps in walls towards the water can create ecological niches for flora and fauna (Prominski et al., 2012). A variation in terrain creates varied spaces that cater to more species (MiljĂ¸ministeriet, 2013).

intentional crevices. A wall build up from rocks will have many holes to harbor both flora and fauna. Also branches can be used to build a wall that serves as shelter. A wall with plants in it gives a more natural look than a bare wall, and can be used as a way to make the natural and the urban design expression meet. Altering the terrain in the green area to include hills and depressions will enhance habitat diversity (MiljĂ¸ministeriet, 2013). Green roofs can provide habitats for winged species.

biodiversity

Habitats

Design considerations The slope can face the water in a right angle, or it can follow the edges, and slope down parallel to the water. The green area can be designed to always be under water, or to be temporarily under water. Many plants originating from the seasonally flooded habitats of riparian woodlands can tolerate the alternation between flood and drought (Prominski et al., 2012). Small green space can be near a path, so you can get close to it, or it can be on a lower level so that it is left alone. Niches can be cut out of a wall, or the wall can be built with

115

Figure 100 - A bridge with green buffers provides a green connection.

Figure 101 - Stretches of green along roads can connect green areas. Figure 102 - Streets lined with trees in Stockholm.

116

Connections between green areas are important in order for species to disperse in the landscape (Miljøministeriet, 2013a). In situations where Åboulevarden has been a barrier between green neighbors, the new Ladegårds Park affords the opportunity to (re)connect these areas in order to create large green connections across the area. When two green areas link to Ladegårds Park in shifted spots, either on different sides or on the same side, Ladegårds Park can act as a connector via a green stretch inside the ares. These will function as dispersion corridors for the enhancement of biodiversity. The whole stretch can also be seen as a bio-corridor connecting Grøndalsparken to the Inner Lakes. Or in a larger perspective, potentially creating a stepping stone from Utterslev Mose to the inner parts of the city.

biodiversity

Dispersion corridors

Green connections that link green neighbors both to each other and to the new recreational area are not only important in order to increase biodiversity. It is also important in order to add more green to the city and create coherent experiences. Biking, running and walking is more inspiring in a green environment, and the longer connected stretches of green available, the more people can enjoy the benefits from them. Design considerations A connecting green belt across the area can be made on different levels. From grasses to bushes to trees. They do not exclude each other.

117

Technical parameters

Social parameters

Biological parameters

Water flow

Businesses

Biodiversity

• • • • • • • •

• •

Plateaus over the water Encapsulating walls Tolerating spaces Symbolic plantings Terrain alterations Water detours Disturbances in the water Variations in the banks

Storm water • • •

Catchment areas Filtration of polluted runoff Porous surfaces

Car traffic • • • •

Safe crossing Hide the cars Access to buildings Crossing the water

Storefronts New businesses

Pedestrians • •

Variation in paths Seating

Cyclists • •

Attractive paths Bicycle parking

Habitats Dispersion corridors

Green spaces • • •

Trees and bushes Grass lawns Green roofs

Green spaces

Challenges •

Urban Heat Island effects result in increasing temperatures in urban areas

•

Poor air quality in the city

•

City dwellers suffer from stress and other disorders that can be improved from spending time in nature

Objectives •

Inviting green spaces in the city should inspire people to come outside to exercise and socialize

•

Provide more green areas

119

Figure 103 - The CBS Campus Area showcases a way of adding green to a very rigid urban area. Project by Marianne Levinsen Landskab

120

Adding trees and bushes in the urban environment is great way to improve the overall green mass. Planting and vegetation in the city make a huge difference in ameliorating the effects of Urban Heat Island (Memon et al., 2008). Species selection should consider the local climate and soil conditions as well as the setting in which they are to be placed, for example with regards to shade, expression and size. To maintain clear sight-lines for safety it should be considered if the trees are suited for pruning. Design considerations Trees and bushes can be planted in clusters or as solitary plants. They can be planted in flowerbeds or in specific planters, or they can be planted on lawns. Many of the same species can be planted in one place, or the species can be mixed for a more natural expression and a better support of biodiversity.

green spaces

Trees and bushes

121

Figure 104 - Grass lawns can be cut or uncut depending on the desired expression.

122

Grass lawns are a fairly easy and cheap way to bring some green in to the city. Furthermore it provides spaces for recreational use, such as sunbathing, ball games etc. Uncut lawns play a huge role in promoting biodiversity because it can be a habitat and a source of food for many species. Design considerations Grass lawns can be cut often and kept down, or they can be allowed to grow wild. Certain areas of a kept lawn can grow wild in order to create a contrast between the structural urban expression and the more natural look.

green spaces

Grass lawns

123

Figure 107 - An example of a green roof.

Figure 105 - Green roof on the City Hall in Chicago, Illinois. Project by landscape architect Conservation Design Forum and architect McDonough + Partners

Figure 106 - Ă&#x2DC;stergro in Copenhagen is an example of a green roof that is used to grow food.

124

Establishing green roofs can be of great help in the fight against the Urban Heat Island effect. Growing plants on rooftops helps to replace the vegetated footprint that was destroyed to construct the building (Getter & Rowe, 2006). Albedo is a measure of the incoming solar radiation that is reflected from a surface and thus not absorbed and transformed into heat energy. The albedo of urban surfaces is generally 10% lower than the albedo of rural surfaces (Getter & Rowe, 2006) The increase in albedo when a roof is planted is noteworthy compared to a naked roof. Typical albedo from green roofs range from 0.7 to 0.85 (Getter & Rowe, 2006) on a scale form 0, being a perfectly black surface, to 1, being a perfectly white surface. Green roofs also help reduce both the volume and the rate of storm-water runoff (Venhaus, 2012).

green spaces

Green roofs

Because most roofs are inaccessible to humans, they also provide a safe habitat for different species of microorganisms, insects and birds, thus supporting biodiversity (Getter & Rowe, 2006). In addition to green roofs, green walls can be considered. Design considerations Green roofs can be designed in many ways depending on both the level of space and the level of maintenance available. They are typically categorized as “intensive” or “extensive”. Intensive green roofs require intensive maintenance as they are designed as landscapes on the ground level with a wide variety of plant species that might even include trees. Extensive refers to green roofs that require minimal maintenance. They are typically limited to succulents or grasses, and are often not accessible or even visible form the ground (Getter & Rowe, 2006). Because of the often shallow substrate depth and reliance on natural precipitation, drought tolerance is one of the most limiting factors in plant selection (Getter & Rowe, 2006). Succulent plants are found to be suitable for green roofs due to their ability to limit transpiration and store excess water. Especially the genus Sedum is a popular choice (Getter & Rowe, 2006).

125

analysis of project area

Theory

Reports

visions and recommendations

parameters

large scale mapping

small scale demonstration

catalogues

design tools interviews

Applying parameters

Jagtvej

The new LadegĂĽrds park

Row of trees hiding the traffic Safe crossing Plateau over the flood-area

Flood-tolerating space

Porous surfaces w/ water storage connected via filters Encapsulating wall

Plateaus over the water Building for new businesses Safe crossing

Variation in paths in front of shops

Grass lawn Facilities for activities

Variation in paths

Falkoner AllĂŠ

Difference in terrain level managed with a wall dividing the two areas

128

Flood-tolerating space

Dispersion corridor

Disturbances in the water Plantings in the water

Access to buildings

Water detour Disturbances inviting to play

Variation in paths

Path reaching down to the water

Existing lake at KU LIFE

re The G

Catchment basins w/ filtration

en Pa

1 : 750

129

130

The new LadegĂĽrds park

The guideline for water detention has been followed (see section on storm water strategy), resulting in a design that stays within the recommended storage space of 80-150,000 m3. Examining at the design above more specifically and carrying out the calculations (see appendix for calculations) reveals that the urban space (area 4) has a total detention volume of 3,200 m3. With an approximate length of 200 m, this means that the average water handling capacity for the urban space is 0.4 m3 water for every 1 m2 urban space. Carrying out a similar calculation for the natural area, results in an average water handling capacity of 0.9 m3 pr. m2. The total area of the stretch assigned to urban areas adds up to approximately 67,00 m2, while the natural areas add up to 126.000 m2. Completing the calculation by multiplying the numbers reveals that the area will be able to hold just over 140,000 m3 (see appendix for calculations).

This should be viewed as an assessment of the possible detention space available when following the storm water strategy presented in this thesis (see figures 35 and 36). More storage space can be added by implementing paving with storage space in the natural areas as well, or by adjusting the depth of the detention basins or flood tolerating spaces.

The design demonstration is clearly dominated by water detention space. Everything revolves around the continuous depression in the middle. Whether with sharp edges and concrete in the urban area or green banks reaching towards the stream in the natural area, the sheer dimension of the divide leaves little to no flexibility for other parameters to be examined freely. For example is the path system fairly restricted since it has to allow access to buildings and connections to the surrounding neighborhoods, while relating to the stream and the area that envelop it. Unless the path system should be positioned primarily on top of the stream, this means that the trajectory and dispersion of paths will be somewhat restrained. Especially in the urban park, the paths are more or less predefined, leaving little room to cater for the sensory experiences for pedestrians and cyclists. Detention basins have been added in almost every space available, perforating the landscape and dominating the design. While the detention basins can be used for recreational purposes when dry, they pose restrictions to the activities possible, and accessibility for all can be a challenge, eventually risking that large areas of the urban space is unaccessible for people with disabilities. The garden by KU LIFE has been transformed to what almost resembles a river delta, with depressions dominating the landscape. While the space is physically available for such a transformation, the area is used for educational and research purposes, introducing a challenge since there are plant species and specimens that will need to remain, and the variation needed in plant material requires a certain amount of space. With that said however, seeing as water tolerating plants and climate adaptation will probably be a growing part of the landscape architecture education, this could function as a learning space and educational laboratory.

The design demonstration reveals that it is possible to follow the recommendations and secure storage space for 80-150,000 m3 water. Aiming for 150,000 rather that 80,000 m3 is however likely to have a negative impact on the urban space, because storm water management will be a hugely dominating factor, leaving little room for other considerations. Aiming at handling a more moderate amount of water will foster the possibility to create a balancing design that enriches the urban space while at the same time handling enough storm water runoff to relieve the sewer system and minimize the risk of flooding.

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Epilogue

Discussion

Parameters Some of the parameters are somewhat predefined in their positioning in the project area seeing that they are dictated by circumstances outside the area. For example storm water, which in many ways are dependent on the way in which runoff streams towards the area. Of course these pattern can be changed, but largely it is practical to comply these dynamics if possible. Car traffic as well is to a great extend dictated by where traffic runs in the surrounding areas. Implementing a crossing road where there are no streets to connect to is absurd, and ignoring car traffic altogether in a trafficked area is ignorant. Other parameters allow for flexibility, as they are dependent on the situation inside the area. Water flow makes the most sense to address where the topography demands it, but working around it will allow for different ways of solving the problem. Businesses is of course dependent on where the businesses are in fact located. This, however, is a factor that can be changed if it is deemed better for the design. A new plan for the area can include a new plan for storekeepers and entrepreneurs. Lastly, a couple of the parameters are more or less free to implement wherever in the urban context. Pedestrians and cyclists are largely flexible parameters. Of course they need to be connected to the surrounding path systems, but seeing that they need to be present almost anywhere, they will seldom be the factors controlling the design in a way that excludes other parameters. Biodiversity can be implemented independently in the area, regardless of the surroundings. Taking the surroundings into account however will most likely increase the positive effects, seeing that dispersion corridors have a greater effect if they are part of a larger network (Miljøministeriet, 2013).

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Green spaces are largely independent from the surroundings and can be implemented somewhat freely in a new design. Connections to green neighbors and a distribution of green spaces in the urban realm can be guidelines to the implementation, but in general green spaces can potentially be implemented throughout. In addition to this, parameters can be interdependent. For example if an important road crossing largely dominates a small area, car traffic will have to be a dominating parameter. With limited space, biodiversity or water flow might not be factors that are weighed in. To make up for the lack of an otherwise important parameter in one area, it can be implemented in the neighboring space. For example, water flow that would have optimally been handled in the first area can with deliberate modifications be handled in the area next to it. This next area will thus be defined from different parameters than would have initially been mapped to it. Dynamic design tool The flexibility and interdependency makes the use of these parameters an adaptable design tool. If the outer conditions change, the parameters can be readjusted to suit the new situation, and a new basis design can be mapped as a starting point for the design. This is especially useful in dense urban areas with many different stakeholders and interests to dictate the development. Visions and predictions for the future can change, and the urban development is an ongoing process that has to be taken into consideration when designing new urban spaces. The tool can also be helpful in facilitating discussions with key stakeholder, e.g. through the visual demonstration of “turning up or down” for parameters of choice, and help visualize the balance between the parameters across all the park areas.

Water management as brand With the Ladegårds Å project, Copenhagen has a unique opportunity to be part of the international scene and present itself as an innovative city amongst the first-movers with regard to large climate adaptation projects. It is not often that a project area of this size is available for reconstruction inside the dense urban fabric. With Copenhagen branding itself on being a green city, this provides a much privileged opportunity to test and implement sustainable solutions on a large scale. Besides being a green city, Copenhagen is known to be a bicycle-friendly city. With projects like Cykelslangen, the city sends a signal that projects should not only be practical and fulfill the basic needs, they should be aesthetically pleasing and fun. The same can be said of the bridge on The Green Path crossing Åboulevarden and Ladegårds Å. This has become a symbol for the area and offers an experience, while it tends to a practical need. It can be the same with storm water management projects. Viewing water as a resource instead of merely a nuisance creates opportunities for multi-functional design that enriches the urban dwellers while addressing a challenge. Iconic projects can be gathering points in urban areas, as seen with Klimakvarteret on Østerbro. A whole new identity has developed around the project with storm water management being the driving factor. With a water management identity in the new Ladegårds Park, the area can provide recreational and unifying qualities to the area as well as brand Copenhagen as a sustainable city, who is prepared to invest in the future. All while handling storm water!

Conclusion

Climate change is becoming increasingly evident in todays societies. In Copenhagen, especially flooding caused by rain water runoff proposes a threat towards health and the economy. In order to solve the challenges brought on by changes in the climate, drastic measures and innovative solutions are needed. When incorporating these measure in dense urban spaces, the design is challenged by the need to meet specific technical requirements, while also accommodating other factors, such as social and biological aspects. In this thesis, a methodology for accommodating these challenges in the specific case of Ladegårds Å in Copenhagen has been developed by answering the questions; What design parameters are important in the design of the new urban space Ladegårds Park in order for it to meet the visions and restrictions of urban development? How can the design parameters be implemented to form an aesthetically pleasing design that also handles storm water runoff?

Furthermore, 9 distinct sub-areas of the new Ladegårds Park have been identified based on, amongst other, character, spatial, water and traffic analyses. Mapping the identified parameters to the identified areas show distinct variations of the parameters importance in the different areas. To address the different challenges identified, a set of the design tools addressing each of the 8 design parameters have been developed, and tested on 2 specific sub-areas. Extrapolation of this test, shows the Ladegårds Park ability to meet the identified storm water management requirements of 80-150,000 m3 with a capacity of 140,000 m3. However, the design test also indicates that meeting the upper level requirements for storm water management will impair the ability to address the remaining design parameters. Thus, when developing drastic and innovative solutions to the future climate challenges, it is apparent that it is essential to maintain focus on developing exciting urban areas, while preparing the city for the challenges ahead.

To answer the questions, 8 key design parameters that are key for the new Ladegårds Park have been identified within technical (water flow, storm water and car traffic), social (businesses, pedestrians and cyclists) and biological (biodiversity and green spaces) categories.

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figures Unless mentioned here, all illustrations are by the author

Figure 4 http://vaeggen.copenhagen.dk/album/2325/627

Figure 50 http://hejpath.com/PacWest1.html

Fig. 5 http://vaeggen.copenhagen.dk/album/10112/657

Figure 51 http://www.landezine.com/index.php/2013/02/victoria-park-public-domain-by-hassell/

Fig. 6 http://vaeggen.copenhagen.dk/album/2325/663 Figure 20 COWI, 2016 Figure 21 COWI, 2016

Figure 53 http://www.plataformaarquitectura.cl/cl/756984/reconstruccion-del-rio-de-la-ciudad-de-zhangjiagang-botao-landscape

Figure 22 COWI, 2016

Figure 54 http://www.begll.com/know/478.html

Figure 23 COWI, 2016

Figure 55 http://www.archipendium.com/en/architecture/mulini-beach/

Figure 24 COWI, 2016

Figure 56 https://binoclare.wordpress.com/2014/07/27/korea-2014-bukchon-hanok-village-cheonggyecheon-stream-namsan-tower/

Figure 25 http://www.kbharkiv.dk/udforsk/, Mads Neuhard. Figure 39 http://www.archilovers.com/projects/102802/hornsbergs-strandpark.html Figure 40 Personal photo Figure 41 http://www.landezine.com/index.php/2010/07/nansen-park/ bjorbekk-lindheim-nansenpark-fornebu-03/

Figure 57 http://www.guideapolis.fr/fr/visite/parc-andre-citroen/ Figure 58 Personal photo Figure 59 https://jedolci.wordpress.com/2009/09/02/seoul-week-2-recap/ dsc_3999/

Figure 70 http://www.bcpaversinc.com/what-we-do.html Figure 71 http://www.claudecormier.com/en/projet/place-dyouville/ Figure 72 http://www.claudecormier.com/en/projet/place-dyouville/ Figure 73 http://www.french-news-online.com/wordpress/?p=32859 Figure 74 http://transitutopia.blogspot.dk/2011/01/raised-pedestrian-road-intersections.html Figure 75 https://ftworthrealtor.wordpress.com/page/3/ Figure 76 http://www.g9.dk/bio-gitter-gs.html Figure 77 http://greenandblueshop.dk/produkter/119-graesarmering-/483-graesbeskyttelsestavle/ Figure 78 https://www.dabbolig.dk/om-os/landskab/ydelser/landskabsprojekter/

Figure 60 http://www.shoparc.com/projects/east-river-waterfront/

Figure 79 http://feedercanal.org/canoekayak/canoekayak-2/ Figure 80 https://belleflora.wordpress.com/category/belle-flora/page/2/

Figure 61 http://www.kenharker.com/photos/2008_korea/seoul/

Figure 81 http://www.pbase.com/image/90965732 Figure 82 http://www.socialfoodies.dk/stores/frederiksberg

Figure 44 http://www.enjoyourholiday.com/2014/05/31/ten-places-visitseoul/

Figure 62 https://commons.wikimedia.org/wiki/File:Hammarby_Sj%C3%B6stad_cal%C3%A7adas_%C3%A0gua.jpg Figure 63 http://inhabitat.com/denmarks-rabalder-park-can-contain-10swimming-pools-worth-of-floodwater/rabalder-parken-8/

Figure 45 http://mariannelevinsen.dk/projects/cbs-campusplan

Figure 64 http://www.bae.ncsu.edu/stormwater/downloads.htm

Figure 46 www.alltomlysekil.se (http://alltomlysekil.se/att-gora-i-lysekil/ badplatser-i-lysekil/norra-hamnens-badplats-i-lysekil/

Figure 65 http://ci.champaign.il.us/departments/public-works/residents/ stormwater-management/boneyard-second-street-detention-project/second-street-detention-basin-photo-gallery/

Figure 42 Personal photo Figure 43 http://energiakademiet.dk/6650/energiakademiet-med-til-at-tegne-fremtidens-arhus/

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Figure 52 http://architettura-italiana.com/projects/134163-miralles-tagliabue-embt-alex-gaultier-parque-de-diagonal-mar

Figure 69 http://www.escofet.com/pages/productos/ficha_productos. aspx?IdP=118&FA=

Figure 47 http://www.adamskymgmt.com (http://www.adamskymgmt. com/ake-e-son-lindman/landscape/hornsbergs-strand-stockholm

Figure 66 http://landscapeperformance.org/case-study-briefs/atlanta-beltline-eastside-trail

Figure 48 http://jorpins.blogspot.dk/2013/05/buddhas-birthday-cheonggye-stream.html

Figure 67 http://www.phillywatersheds.org/torontos-water-treatment-park

Figure 49 www.pps.org http://www.pps.org/places/squares-parks/paley-park/

Figure 68 http://minby.dk/frederiksberg-bladet/ikke-100-aars-regn-menmere-end-to-maaneders-paa-en-nat/

Figure 83 http://www.weekendnotes.com/sydney-park/ Figure 84 http://politiken.dk/kultur/ECE1880112/renoveret-koebmagergade-er-som-flimmer-paa-tv/ Figure 85 http://www.adamskymgmt.com/ake-e-son-lindman/landscape/hornsbergs-strand-stockholm Figure 86 http://arkfo.dk/da/issue/landskab-nr-8-2014 Figure 87 http://blog.bryantpark.org/2012/03/salute-to-innovator-of-broken-windows.html Figure 88 http://architizer.com/projects/park-killesberg/ Figure 89 http://www.40cg.com/street-life-caruso-st-john-create-an-urban-composition.html

Figure 90 https://exploring-and-observing-cities.org/2013/07/12/copenhagen-malmo-scandinavian-sustainability-superstars/ Figure 91 http://minby.dk/frederiksberg-bladet/afdoed-skaenker-formue-til-den-groenne-sti/ Figure 92 http://politiken.dk/debat/skrivdebat/ECE1615543/er-koebenhavns-nye-cykelsti-virkelig-super/ Figure 93 http://www.landezine.com/index.php/2010/10/pedestrian-zone-innichen/alleswirdgut_freiraum_innichen_san_candido_04/ Figure 94 http://www.saferoadsmekab.se/produkter/cykelparkering-och-cykelmiljo/ Figure 95 http://redbyenstraeer.blogspot.dk/ Figure 96 http://beagreencommuter.com/tag/bike-racks/ Figure 97 http://www.landezine.com/index.php/2012/03/haute-deule-river-banks-new-sustainable-district-by-bruel-delmar/ Figure 98 http://www.phillywatersheds.org/torontos-water-treatment-park Figure 99 https://www.permaculture.co.uk/readers-solutions/using-floating-ecosystems-clean-waterways Figure 100 http://www.columbusunderground.com/odot-seeks-feedback-on-downtown-bridge-and-street-designs Figure 101 https://landperspectives.com/2011/05/24/ Figure 102 Personal photo Figure 103 http://arkfo.dk/da/news/h%C3%A6der-til-landskabsarkitekt Figure 104 https://theanxiousgardener.com/tag/wild-flower-meadow/ Figure 105 http://www.greenroofs.com/projects/pview.php?id=21 Figure 106 http://www.kobenhavnergron.dk/place/ostergro/?lang=en Figure 107 https://roofmeadow.wordpress.com/2011/06/09/chicago-center-for-green-technology-chicago-il/

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Interview with Anders Jørn Jensen, Center Leader at Miljøpunkt Nørrebro, 6.5.2016 Interview with Arne Bernt Hasling, Innovation Manager in Urban Water and Climate Adaptation at COWI, 18.2.2016

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Appendix Calculations regarding detention space

All measurements are approximate, based on an autoCAD-file Urban area

The entire stretch

Detention space, flood area 16 m3/m Length 200 m Area 7,400 m2

Urban areas, total area Natural areas, total area

Detention space in urban areas 0.4 m3/m2 * 67,000 m2 = 26,800 m3

Total detention volume 16 m /m * 200 m = 3,200 m3 3

Average detention capacity 3,200 m / 7,400 m = 0.4 m3 pr. m2 3

67,000 m2 126,000 m2

Detention space in natural areas 0.9 m3/m2 * 126.000 m2 =113,400 m3 Total detention area (26.800 + 113,400) m3 = 140,200 m3

Natural area Detention space, flood area 36 m3/m Detention space, basins 5,900 m3 Detention space, paving with storage 7.6 m3/m Length 340 m Area 22,700 m2 Total detention volume (36 + 7.6) m3/m * 340 m + 5,900 m3 = 20,724 m3 Average detention capacity 20,724 m3 / 22,700 m2 = 0.9 m3 pr. m2