Master Thesis | Architecture by monbzrd

Relinking Para-Site Linear Park Cabo Ruivo

Dissertation to obtain the Master’s Degree in Architecture Mona Bouzarda Bachelor in Architecture Orientador Doutor Arquitecto Nuno Miguel Feio Ribeiro Mateus Presidente do Júri Doutor Miguel Calado Baptista-Bastos Vogal Doutor Francisco José de Almeida dos Santos e Agostinho Lisboa, FAUL, Julho de 2018

Relinking Para-Site Linear Park Cabo Ruivo Dissertation to obtain the Master’s Degree in Architecture Mona Bouzarda Bachelor in Architecture Orientador Doutor Arquitecto Nuno Miguel Feio Ribeiro Mateus Presidente do Júri Doutor Miguel Calado Baptista-Bastos Vogal Doutor Francisco José de Almeida dos Santos e Agostinho Lisboa, FAUL, Julho de 2018

Screed Floor Staples

`Learning is the act of acquiring new, or modifying and reinforcing existing, knowledge, behaviors, skills, values, or preferences which may lead to a potential change in synthesizing information, depth of the knowledge, attitude or behavior relative to the type and range of experience. The ability to learn is possessed by humans, animals, plants and some machines. Progress over time tends to follow a learning curve. Learning does not happen all at once, but it builds upon and is shaped by previous knowledge. To that end, learning may be viewed as a process, rather than a collection of factual and procedural knowledge. Learning produces changes in the organism and the changes produced are relatively permanent.` (Wikipedia, `Learning`, 2017)

TITLE

Relinking Para-Site Linear Park Cabo Ruivo

KEY WORDS I Industrial Areas I Linking Bridge I Learning I

Name Mona Bouzarda Advisor Doutor Arquitecto Nuno Miguel Feio Ribeiro Mateus Master in Architecture Lisbon, July 2018

ABSTRACT

The paper consolidates the formation of the area of Olivais, in the north eastern part of Lisbon. It deals with the requalification of the obsolete industrial areas in the city of Lisbon due to the course of urban expansion planning and zoning. The aim is to revitalize, restructure and repair the urban mesh by restiching the separated territory. By first understanding the evolution of the urban context the focus later on is put on the industrial areas of LisbonÂ´s eastern zone. This infrastructural conquering was essential for industrial settlements mainly starting in the 1940s, transforming the neighbourhood of Olivais immensely followed by further big scale planed urban interventions, infrastructure as well as habitation. This big scale urban operations lack a linking member at a human scale and a sense for the origin of the area of Olivais (olive groves). An intervention through greenery and accessible infrastructure allows a regeneration. The place of intervention is a linear void next to the train tracks entailed by their cut through the area from Oriente to Braco de Prata, it stands out in its unemployment. The presence of verdant areas in the city are presented as connective utilities and public space. The implantation of interlocked functions and open knowledge networks contributes to the urban linking. The stimulation of all generations is an essential factor to revive the obsolete city parts. The research on connecting infrastructural platforms crystallize out the typology of the inhabited bridge. The topic of rethinking abandoned industrial spaces in Lisbon was given by the Project VI class ( 2016/17). (259 words)

TÍTULO

Relinking Para-Site Linear Park Cabo Ruivo

PALAVRAS-CHAVE I Áreas Industriais I Ponte de Ligação I Aprendizagem I

Nome Mona Bouzarda Orientador Doutor Arquitecto Nuno Miguel Feio Ribeiro Mateus Mestrado em Arquitectura Lisboa, Julho 2018

RESUMO

Este trabalho consolida a formação urbana da área dos Olivais, no nordoeste de Lisboa. O projecto lida com a requalificação da área industrial da cidade de Lisboa, ocorrida com o resultado da expanção do planeamento e zoneamento urbano . O principal objectivo é a revitalização, a restruturação e a reparação da malha urbana através da ligação proposta de vários terrenos agora isolados. É necessário primeiro entender a evolução do contexto urbano e depois focar nas áreas industriais na zona oeste de Lisboa. Esta conquista infraestructural foi essencial para os assentamentos industriais no início dos anos 40, transformando o bairro dos Olivais, consequentemente com intervenções urbanas, infraestructuras e edifícios de habitação. A esta grande escala de operações urbanas carece um elo de ligação à escala humana e algo que faça renascer a verdadeira origem dos Olivais (campo plantado de oliveiras). É necessária uma intervenção através de vegetação e infraestruturas acessível que permitam uma regeneração desta zona urbana. O local de intervenção é um vazio linear que acompanha a linha férrea desde o Oriente até ao Braço de Prata e que se destaca pela sua falta de função. A presença das áreas verdes na cidade são apresentadas como conexões e espaços públicos. A implantação das funções interligadas e redes de conhecimento contribuem para a interligação urbana. Estimular todas as gerações é um factor essencial para recuperar as partes obsoletas da cidade. A pesquisa sobre a conexão de plataformas infraestruturais cristalizou a tipologia da ponte habitada. O tema de requalificação dos espaços industriais abandonados em Lisboa surgiu a partir da disciplina de Projecto VI de 2016/17 (263 palavras) 9

PICTURE SOURCES Cover Page, Logo UL I FAUL https://www.ulisboa.pt/info/logotipo-ulisboa-e-manual-de-normas Page 4, Screed Floor Staples, https://br.pinterest.com/pin/853854410576556060/ Page 18/19, Lucio Fontana, Concetto Spaziale, Attesa, 1964 h t t p s : / / w w w. m u t u a l a r t . c o m / A r t w o r k / C o n c e t t o - s p a z i a l e - Attesa/17C864529F8EB5B5 Page 19, Cartography Lisboa Upper: ID_4007_Lisboa_e_Arredores_(1820), FAUL Lower: ID_1714_Vista_de_Lisboa_(sec_XVII), FAUL Page 23, 1147 Conquest of Lisboa, http-//www.cm-lisboa.pt/municipio/ historia Page 24, Cartography City Walls 1. Old and Fernandinia Walls, ID_1524_Lisboa-muralhas_(1892), FAUL 2. Fernandinia Walls, http-//www.mudancasemlisboa.com/historia-delisboa Page 26, Baixa Pombalina, http-//www.cm-lisboa.pt/municipio/historia Page 25, Photographies of first Industry 1, Gas Factory of BelÃ©m in 1938, PT/AMLSB/KPI/000238, http:// arquivomunicipal2.cm-lisboa.pt/sala/online/ui/SearchBasic.aspx 2. Construction works of the Port of Lisbon, https://theportandthecity. wordpress.com 3. Construction works of the Port of Lisbon, https://theportandthecity. wordpress.com 8

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Page 38, Garden City Concept, H.Ebenezer, 1902, https://en.wikipedia. org/wiki/Garden_city_movement#/media/File:Garden_City_Concept_ by_Howard.jpg Page 39, Plan Olivais 1. PDM de Lisboa, 1967, http://www.cm-lisboa.pt/viver/urbanismo/ planeamento-urbano/plano-diretor-municipal/enquadramento-dopdm/evolucao-do-planeamento-urbano-de-lisboa 2. A Antiga Freguesia dos Olivais, de Ralph Delgado, https:// pt.wikipedia.org/wiki/Olivais_(Lisboa)#/media/File:Primitiva_área_da_ Freguesia_dos_Olivais.png Page 40, Plan Olivais Norte, CIUL, `Lisboa conhecer pensar fazer cidade` 2001, p. 74 Page 41, Plan Olivais Sul, CIUL, `Lisboa conhecer pensar fazer cidade` 2001, p. 75 Page 42 1.Campo Grande, 1915, Plano verde de Lisboa, p.9, https://issuu. com/silvia.santos/docs/lisbon_green_plan 2. antigo passeio publico, Plano verde de Lisboa, p.9, https://issuu. com/silvia.santos/docs/lisbon_green_plan Page 43 1.

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Verdes,

http://www.cm-lisboa.pt/viver/ambiente/

corredores-verdes 2. G.R.Telles, Estrutura verde de Lisboa, ‘Plano verde de Lisboa”, 1997 Page 44, Industrial Plants Olivais, http-//www.skyscrapercity.com/ showthread.php?t=1236241&&page=29 antes EXPO

Page 45 1. Vasco da Gama Bridge, https://www.skyscrapercity.com/showthread. php?t=1846594 2. Gare do Oriente, https://www.dsiunderground.at/projekte/detailseite/ article/gare-do-oriente-lisbon-portugal.html 3. EXPO Constructions, https://www.skyscrapercity.com/showthread. php?t=1846594 4. Gare do Oriente, https://www.skyscrapercity.com/showthread. php?t=1846594 Page 46/47, Parque EXPO, PDM Page 48, Parque das Nacoes, https://theportandthecity.wordpress. com Page 50, Olivais, Arquivo Municipal de Lisboa, Campolide Page 52 1. Av.Inf.D.Henrique, Arquivo Municipal de Lisboa, Campolide 2. Olivais Cartography, FAUL Page 53, Zona Industrial Olivais 1950s, Arquivo Municipal de Lisboa Page 54, Silva Pinto Cartography, FAUL Page 55, EXPO Constructions, imagemhistoriadafreguesia2-8552, http-//www.jf-parquedasnacoes.pt/pt/historia-da-freguesia Page 57, Diagram parallel Infrastructure, J.R.Santos, CORP 2011, p. 686 Page 59, Diagram urban Vertebration, J.R.Santos, CORP 2011, p. 688

Page 60 1.

Riverbank

Bridge

Urs

Bette,

http://bette.at/de/project/

riverbankbridge/ 2. Michael Heizer, Double-Negative, land-art-road-trip-michael-heizernevada-900x450.png 3. M.Hargreave, Crescent Park, http://www.hargreaves.com 4. Jones&Jones, Vancouver Land Bridge, https://www.kpff.com/ portfolio/project/vancouver-pedestrian-land-bridge Page 61 1. Kartal-Pendik masterplan, http://www.patrikschumacher.com/Texts/ Parametricism%20-%20A%20New%20Global%20Style%20for%20 Architecture%20and%20Urban%20Design.html 2. Abu Dhabi, Performance Centre, https://www.e-architect.co.uk/ dubai/abu-dhabi-building Page 63, LEA Invent, Pedestrian proposal, https://www.archdaily. com/103462/new-visions-for-pedestrian-footbridge-designcompetition-winner-lea-invent/ Page 67, Arles Bridge, 1.&2., https://en.wikipedia.org/wiki/Langlois_ Bridge_at_Arles Page 68, Old London Bridge by C.Jongh, https://de.wikipedia.org/wiki/ London_Bridge#/media/File:Claude_de_Jongh_-_View_of_London_ Bridge_-_Google_Art_Project.jpg Page 68, Proposal Living Bridges, London, 1. Z.Hadid, p.139 2. D.Libeskind, pp.151 3. D.Libeskind, pp.151 4. D.Libeskind, pp.151

Page 70, Paris, Living Bridge, Fig. 56 Page 71, Living Bridges, J.Dethier, 1. Fig. 62 2. Fig. 82 3. Fig. 83 4. Fig. 79 5. Ponte Vecchio Florence, https://www.shutterstock.com/search/ florence+ponte+vecchio Page 72 1. F.L.Wright, Marin County Civic Center, https://inhabitat.com/wasstar-wars-naboo-secretly-designed-by-frank-lloyd-wright/marincounty-civic-center-reflection/ 2. Model of Civic Center, http://vodaplan.com/2012/01/great-placewednesday-marin-county-civic-center-marin-county-ca/ 3. Living Bridges, Y.Friedman, Fig. 153 4. Living Bridges, G.Feuerstein, Fig. 155/156 5. Archigram, Walking City, http://walkingthecityupolis.blogspot. com/2011/03/guest-post-archigrams-walking-city.html Page 78 1., 2.& 3. Marl School, https://www.architectural-review.com/essays/ viewpoints/marl-school-in-germany-by-hans-scharoun/8637516.articl e?search=https%3a%2f%2fwww.architectural-review.com%2fsearch articles%3fqsearch%3d1%26keywords%3dmarl+school Page 79, R.Taylor, School Diagram, https://architectureandeducation. org/2016/06/08/the-spaces-have-to-really-want-to-change-aninterview-with-architect-ruth-taylor/ Page 81, Lower: Green Layer Lisbon Diagram, https://issuu.com/ silvia.santos/docs/lisbon_green_plan

Page 85, Cartography 1. Silva Pinto 1904-11, FAUL 2. 1952, Arquivo Municipal de Lisboa, Campolide 3. 1960, FAUL Page 86/87, Terrain divisions, Industrial Plots, 1972, Arquivo Municipal de Lisboa Page 89 1. ortofotomapas, 2000, FAUL 2. ortofotomapas, 2005, FAUL 3. Google Maps, 2018 Page 90, Plan Sacor Workshop and Canteen, 1988, Arquivo Municipal de Lisboa Page 92 1., 2.& 3. Park am Gleisdreieck, https://gruen-berlin.de/sites/default/ files/downloads/uebersichtsplan_gd_n-s-gz_s-schleife_mit_text.pdf 4. Sacor Plot, Google Maps, 2018 Page 93, Park am Gleisdreieck, https://gruen-berlin.de/sites/default/ files/downloads/uebersichtsplan_gd_n-s-gz_s-schleife_mit_text.pdf Page 95, Gare do Oriente, Google Maps, 2018 Page 96 1. T.Ito, Model Studies, Arch Grid, https://twitter.com/rkmustafa/ status/729087336949161984 2. Tama Art Library Inside, https://ebookfriendly.com/modern-libraries/ tama-art-university-library-inside/ 3. Detail Concrete Arcs, T.Ito, https://www.modlar.com/photos/1011/ tama-art-university-library-concept-design/

Page 97 1. Cut Tree Trunk, Valle Verzasca, Schweiz, http://www.payer.de/ tropenarchitektur/troparch041.htm 2.

Tree

Years,

Drawing,

http://poolbar.at/competition_votings/

show?id=531&voting_id=22 3. Spruce, annual rings, http://green-24.de/forum/jahresringe-1-undletztes-jahr-bestimmen-t79687.html 4.

Rammed

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fachwissen/betonarten/stampfbeton-1070141 Page 98, Gare do Oriente, https://digitalphoto.pl/de/fotos/4790/ Page 104 1. Lozegne Ceiling Beams, Kast Kaeppli, Krematorium Proposal, http://www.kastkaeppeli.ch/de/6036/PROJEKTE.html 2. Schloss Greinburg Ceiling, http://www.joostdevree.nl/bouwkunde2/ jpgm/muqarna_7_schloss_greinburg_www_lutyens_com_edited.jpg 3. Schlingrippengewölbe, Dresden, http://rucksackundwanderschuh. blogspot.com/2016/05/gipfelkreuz-und-klamm-eine-runde-in.html 4. Vault, http://sakhtemanlux.ir/building/‫ککک‬-‫کک‬-‫ککک‬-‫کککک‬/ Page 105, Cement floor with wood inlet, http://blog.cemcrete.co.za/ blog/functionally-beautiful-inlays Page 107 1. Roof glazing, http://inunomimi.tumblr.com/post/172473179241 2.&3. Green Facade, Hideo Kumaki Architects, http://kumakihideo. blogspot.com/p/green-project.html 4. Vertical greenery, https://www.pinterest.pt/pin/514536326162722574/?lp=true

INDEX 1. INTRODUCTION 2. FRAMEWORK 2.1. Lisbon´s Historical Patchwork 2.2. Urban Zoning and Expansion 2.2.1. Urbanization 2.2.1.1. The Athens Charter 2.2.1.2. Neighbourhood Units 2.2.1.3. Garden City Movement 2.2.1.4. Olivais Norte and Olivais Sul

2.2.2. Green Elements

2.3. EXPO´98 2.4. The Context of Olivais in the City 2.5. Urban Conclusion

3. STATE OF THE ART 3.1. Urban Landscape - Patching the Post-Industrial City 3.1.1. Defining Urban Landscape and In-Between Space 3.1.2. Infrastructure and Patching

3.2. Heidegger`s `Ort`(place) depicted on the Bridge 3.3. Living Bridges 3.4. Learning City 3.4.1. UNESCO Network 3.4.2. Intergenerational Learning 3.4.3. Schooling 3.4.4. Space

3.5. Considerations

4. THE PROJECT 4.1. Site Inventory 4.2. Urban Context 4.3. The Park

4.3.1. Gleisdreieckpark Berlin

4.4. The Bridge 4.5. Spaces

5. FINAL CONSIDERATIONS 6. BIBLIOGRAPHY/ SOURCES 7. ANNEX 17

1. INTRODUCTION

In 1856 a rail road connection was established to connect Lisbon to Oporto. New landfills in the eastern section of the city enabled this intervention. The infrastructure lines in this area attracted industrial settlements. Due to the urban growth big housing facilities were planned out in Chelas and Olivais in the 1960s. The different functions and zoning left the area fragmented and secluded. The objective is to create continuity in the expansion zone. Natural conditions and historical development build the main parameters or tools for this approach. The requalification, increase of accessibility and flux is meant to enhance the attraction of the neighbourhood in the urban mesh. Its integration serves to establish a more polycentric distribution of appeal in the city which relieves the old city centre and adds diversity to the city-scape. The densification of the industrial plots is crucial for this joining.

Lucio Fontana, Concetto Spaziale, 1964, Cut Canvas

Chapter 2 sets the background of LisbonÂ´s historical evolution and industrialization. The special focus is on the expansion planning in the eastern zone. The area was immensely transformed by the Olivais housing projects and later on by the EXPOÂ´98. On a city scale the improvement of green, open and public spaces, accessibility and retreat play the main role. They add value and regeneration to this areas and their former development. Therefore literature on industrial city culture and on the post-industrial city were the base of the proposal, reflected in chapter 3 The definitions of HeideggerÂ´s bridge and the extinct typology of the inhabited bridge pave the way for the architectural proposal. In chapter 4 the accumulated knowledge is synchronized into an architectural proposal. The design options revealed themselves by the analysis of the place and its context. They materialize the needs of public and connective space into a interlocked structure. The search for a form is documented in the annex and final considerations.

Lisbon and Surroundings, 1820

View of Lisbon and Tagus, 17th century

2. FRAMEWORK

2.1. LISBONÂ´S HISTORICAL PATCHWORK Lisbon attracted various settlers and empires through the decades. Its outstanding location, in strategic geographical terms, close to a water infrastructure of the mouth of Tagus was and still is great reason for military and nautical actions. Combined with its topography of protective hills and valleys containing fertile waterlines running down to the south where the water runs into the Tagus river, the door to the Atlantic Ocean. The sheltered harbour became one of the most important seaports for the trading between the Mediterranean sea and northern Europe. Lisbon gained greater cultural and commercial status as navigation and sea trade grew with the expansion of people and their sustenance. Its location on the south western point of Europe enabled the commercial expansion from the North to the North African Maghreb states as well as to America. This development was also visible in the radial growth of the city around its first settlement, Castelo Hill, formed by the various cultures and eras of its empires overtaking each other and contributing their traces into the urban mesh. This coexistence of distinct people, languages and knowledge trading in between the intertwined buildings shaped the city right from the beginning. Always in favour of the undulating terrain, the water proximity and the warm climate, which encourage agricultural use and recreation.

Olixsipo I Olisipona I Ulixbona I Al-Us̲h̲būna I Lisibona I Lixbõa I Lisboa In neolithic times the area was already inhabited by farming communities. In 195 B.C. the strategic Roman settlement was marked in the area of the Castle, Castelo Sao Jorge, Olissipo (Lisbon). It was built as one of the three nuclei ´opidum` of prehistoric time. Outside those nuclei of Olissipo rural villages started to grow in today´s areas of Chelas and Olivais (Olive groves) taking advantage of the nourishing soil establishing gardens, fields and farms (Quintas), which were later on used as leisure and weekend destinations for the city monarchs. (Almeida, 1992) With the collapse of the Roman empire Germanic tribes invaded the Lusitanian city, Suevi and finally the Visigoths conquered Olissipo which they turned into Ulixbona. But after three centuries of tumults and invasions Ulixbona´s economy suffered and had shrinked until not much bigger then a village. In 714 A.C. the weakened city turned into al-Us̲h̲būna. Under the moorish empire it regained economical strength by trading with mainly Maghreb states becoming one of the biggest cities in Europe at this time. The city walls of then, Cerca Moura or Cerca Velha were set up and took over the previous limit protecting the Alfama, inhabiting now the Muslim aristocracy. On the outside more efficient agricultural methods were introduces by the Arabs. The waterfront of al-Us̲h̲būna was made more accessible with the new city limit and piers connected the towns on the other riverside. Al-Us̲h̲būna had become target for several reconquering attacks by the Christians. In 1147 Dom Afonso Henriques the first and several troops overtook the Moorish empire. Changes in the city structure were made to adapt

to the Christian regime. They reestablished trading connections and new routes towards the north, which was possible through improvements in navigation by accumulated knowledge of the several empires throughout the eras; due to this maritime shipping increased. Under King Denis the city centre was moved from the Castelo Hill to the Rossio square by the construction of new roads as `Rua Nova`. Camps of the Portuguese army and their allies in the conquest of Lisbon in 1147

Merchant colonies grew as Lisbon established as one of the most important trading cities. Also, lower status groups of fisherman, labourers and farmers of vegetable gardens (hortas) formed the daily life of Lisbon in this era. The Portuguese word alfacinha (from alface: lettuce) comes from the Arabic (as most words starting with `al-`), as Muslims cultivated the abundant vegetable gardens, it is used until today to describe a person from Lisbon. The city was located in between small horticultural properties.

Cerca Velha and Cerca Fernandina

The prosperity of the city was shook by several natural disasters starting with an earthquake in 1290, followed by famine and the black plague. These tumults lowered the Christian morality and aroused social, economical and political tensions. Under the late reign of King Ferdinand a civil war with Castile started in 1373. After this confrontation the Great Fernandina Walls `Grandes Muralhas Fernandinas de LisboaÂ´ were built to displace the old city walls, the `Cerca Velha`, to define new occupation limits, six and a half times wider, to protect itself from external threads. This stabilized Lisbon and accompanied the migration from the rest of the kingdom and Europe to the city. The city kept growing under King Joao I., turning gardens and orchards into streets and houses (Bairro Alto). The productive Moorish farming was transferred to the countryside and wheat from other European cities was imported. Suburbs started growing around Lisbon, as in other European commercial centres, like Venice and Genoa.

Cerca Fernandina

Azores | Angola I Mozambique I China/Macau I Japan I Brazil In the 15th and 16th centuries Lisbon flourished as the centre of a wide empire during the period of the Portuguese discoveries. The intensive maritime exploration gave the King great wealth and power mainly through its colonisation of Asia, South America, Africa and the Atlantic islands. Thus the merchants gained more and more influence. The Portuguese explorations were John II´s main priority in government, pushing ever further south on the west coast of Africa. They conquered the island Madeira as well as the Azores, Angola, Mozambique reaching all the way to China, Macau, Japan and Brazil. While exploiting and collecting new goods, slaves and knowledge on their journeys, they made sure to protect themselves against the competition of the Turks and Arabs. Evidence of the city’s wealth can still be seen today in the magnificent structures built then, including the Jerónimos Monastery and the nearby Tower of Belém, prominent examples of the Manueline architectural style. The growing importance of the waterfront became visible in expansion towards the west coast, Belém. The Catastrophe In 1755 during the Pombaline era the great earthquake shook the city and destroyed it in great parts, half an hour later a seven meter tsunami flooded the city, followed by fires. The city lay in ruins. The prime minister Sebastiao de Melo, also known as Marquis de Pombal had such influence over the king, Joseph I. and proved himself an adequate leader after the catastrophe. Inspired by new theories of enlightenment, he overruled the churches with his actions `Bury the dead and heal the living, rebuild the city`. Pombal completely redesigned the quarters of Rossio and Baixa

influenced by the new theories of urban planning he implemented the first grid system which was adapted by various cities. He focused on the recovery of the city´s social structure and economy by building up a financial and commercial neighbourhood, Baixa Pombalina. In the following century liberalism and new theories brought by the French and English took over the city. The city expanded in radial lines in the need of more housing and road networks. A new spirit of renewal and new aesthetic ideals emerged with a more naturalistic view. The `promenade` generates the avenue and the urban development in a nuclear concentric way is absolutely innovative. The so called `New Avenues` were born defining the urban development of the time until today’s city image. New gardens appeared as in Sao Pedro de Alcântara, Estrela, Princípe Real, as well as the planting of trees in Rossio. Later on Lisbon lost its colonies in Brazil and its economical force downgraded, the city degenerated. New refurbishments of Lisbon took place in form of covering tile facades, sewage systems, electrical lightning. A railway line was constructed connecting Lisbon to Oporto and intervening cities with two new train stations in the city, Santa Apolónia and Rossio. The streets were paved by the typical `calcada´ cobblestone, the first cars were introduced by the Americans, electrical trams and cable cars were established. All occupying more and more space in the city. (CML, história)

Zone of Baixa

First Industry Lisbon was the industrial centre of the country, despite its industrialisation being minimal compared to that of England or Germany. The poorer class in Lisbon grew with the arrival of the first workers needed for the new factories. They often lived in miserable slums, amidst raging epidemics. The economical conditions made the Republican rise possible. In the last quarter of the 19th century, a slow but vigorous industrialisation began in Portugal, mainly in Lisbon and Oporto. The manufacture of tobacco products were the major industries in Lisbon at the time, but there were also textile, glass, rubber and canning factories, among others. The first `industrial zones` of Lisbon were established in Alcántara, First Industries in Belém

Bom Sucesso and Santo Amaro, due to the production of electricity coming from the Tagus Power Station in Belém. Living conditions for the new working class in Lisbon were poor. Workers migrating in large numbers from rural areas lived in tin shads in large neighbourhoods without infrastructure on the outskirts. Graça, located at the top of the Castelo hill was one of the first workers’ districts with dwellings built at minimal cost to attract the workforce. As the working poor struggled under deteriorating economic conditions and falling wages, the nation came increasingly under the control of an oligarchy of the rich. In 1909 the workers of Lisbon organised extensive strikes, and in 1910 Lisbon finally revolted, the First democratic Republic was proclaimed from 1910-1926. The second republic or the Estado Novo took over in 1926 with conservative and authoritarian ideologies. The city underlay many urban expansions and architectonic changes.

2.2. Urban Zoning and Expansion During the first decades of the 20th century we see an increase in the maritime traffic of Lisbon and later its container shipping. In 1887 the construction of the new port of Lisbon began. The development of the eastern section of Lisbon facilitated the settlement of larger industrial conglomerates. New landfills in the eastern part of the harbour allowed the creation of an avenue parallel to the river, Avenida Infante Dom Henrique which enabled the route to the east-side and to establish new industrial zones. But it also separated the relation of the city and the river making it hard

Olivais, Avenue Constructions

to pass. This area in the east of Lisbon grew as important industrial core, since it was also linked to another infrastructural element, the railway. The junction of both infrastructures potentiated the development of larger industrial facilities in this area. It enabled the transfer of the gas factory of BelĂŠm in 1944 to Matinha.

Olivais, Railroad and Streetnetwork establishing

The possibility of relocating industries eased and accentuated a certain separation of roles and activities along the waterfront. Leaving the western section like BelĂŠm for leisure, culture and other urban activities such as the Portuguese World Expo 1940. World Exhibition BelĂŠm 28

2.2.1. Urbanization During the 1930s and 1940s the authorities of Lisbon Municipality were aware of the need to plan the expansion of the city and to transform it into a capital of the 20th century. The demographic growth was a significant challenge, the population grew from 486.000 in the 1920s to 709.000 in the 1940s. During the first decades of the regime under the guidance of Duarte Pacheco, the minister for public works, several international experts were consulted for the development of Lisbon. The PDCL (Plano Director da Cidade de Lisboa) by Ă&#x2030;tienne de GrĂśer was finally approved in 1948, which has as its goals and most relevant ideas: . the development of industrial areas in the eastern part of town . the housing needs, planning the predicted expansion . to establish the main road network of the city . to create a green ring around the city, from the new park of Monsanto to Loures until the river . to reconnect the city with the river

PDL de Groer, 1948

Associated with this development several important industries were established, such as the Gas factory in Matinha, Oil refineries in Cabo Ruivo, the slaughterhouse of Lisbon, the milling of Lisbon and the factory and deposit of war material in Beirolas, Moscavide. This industrial development of the eastern section was complemented on the south bank with the bigger autonomous industrial complexes, affecting the port economy and territory like the Lisnave shipyards in Almada. In 1946 the Plano de Melhoramento do Porto de Lisboa was established. It included many works related to the industrial sections, such as the construction of new piers and docks in PoĂ§o do Bispo, Xabregas, the regularization of the coastline between Martinhal and Cabo Ruivo such as a new dock in Olivais (destined to work as a maritime airport/ hydroport). New warehouses and industrial facilities as the refinery of Cabo Ruivo were planed. New landfills on sludge areas were established with the goal of improving the general hygiene of the port and the city. The industrial facilities employed thousands of workers in activities related with the petrochemical sector, steel plants and shipyards. Hydroport Olivais

George Meyer HeineÂ´s plan PDUL was approved by the municipality in 1967. It had to deal with the increasing traffic of vehicles and the evolution of the demographics. The plan proposed a new south-north highway, connecting the bridge 25 de Abril with the airport. A new monumental axis from Avenida da Liberdade was also elaborated. The concept for distribution of population densities changed in comparison to the previous documents, from a model that defended the decrease from the centre to the periphery, to establish a uniform distribution of the population. New housing areas on the outer girdles of Lisbon started to be built.

Riverfront Construction, Landfills

PDUL 1967

From the 1960s onward, due urban migration government policy was influenced to modernisation projects including expansions of the educational system and industrialisation. This led to a fast growing national economy with increases in general standards of living and quality of life in the city. New neighbourhoods (Encarnaçao and Alvalade) were created and Olivais and Chelas were urbanized along the new road system by several urban planning principles as the Athens Charter. (Sanchez, 2017)

2.2.1.1.The Athens Charter 1933 This charter was elaborated in 1933, based on Le Corbusier´s book `Radiant City` and urban studies of the CIAM (Congrès International d’Architecture Moderne). The Athens Charter addresses problems in the urban system concerning dwelling, recreation, work, transportation and the legacy of history and recommends solutions on all levels. As the following examples (see the whole charter in Annex): The Athens Charter Translated by J. Tyrwhitt from La Charte d’Athenes Paris, 1943: I. THE CITY IN ITS REGIONAL SETTINGS 2. (...) Life can only expand to the extent that accord is reached between these two opposing forces: the individual and the community. 3. Psychological and biological constants are influenced by the environment: its geographic and topographic situation as well as its economic and political situation. The geographic and topographic situation is of prime importance, and includes natural elements, land and water, flora, soil, climate, etc. ...

Urban Plan Encarnacao

7. The factors which govern the development of cities are thus subject to continual change. 8. The advent of the machine age has caused immense disturbances to manâ&#x20AC;&#x2122;s habits, place of dwelling and type of work; an uncontrolled concentration in cities, caused by mechanical transportation, has resulted in brutal and universal changes without precendent [sic] in history. Chaos has entered into the cities. II. THE FOUR FUNCTIONS OF THE CITY A. Dwelling ... 10. In the congested urban areas housing conditions are unhealthy due to insufficient space within the dwelling, absence of useable green spaces and neglected maintenance of the buildings (exploitation based on speculation). This situation is aggravated by the presence of a population with a very low standard of living, incapable of initiating ameliorations (mortality up to 20 per cent). ... 20. Suburbs have developed without plans and without well organized links with the city. ... IT IS RECOMMENDED 23. Residential areas should occupy the best places in the city from the point of view of typography, climate, sunlight and availability of green space. ... 25. Reasonable densities should be imposed related both to the type of housing and to the conditions of the site. 26. A minimum number of hours of sunlight should be required for each dwelling unit. ... 29. Highrise apartments placed at wide distances apart liberate ground for large open spaces.

B. Recreation 30. Open spaces are generally insufficient. ... IT IS RECOMMENDED 35. All residential areas should be provided with sufficient open space to meet reasonable needs for recreation and active sports for children, adolescents and adults. 36. Unsanitary slums should be demolished and replaced by open space. This would ameliorate the surrounding areas. ... 40. Full advantages should be taken of existing natural features: rivers, forests, hills, mountains, valleys, lakes, sea, etc. C. Work 41. Places of work are no longer rationally distributed within the urban complex. This comprises industry, workshops, offices, government and commerce. ... 44. In the absence of planning programs, the uncontrolled growth of cities, lack of foresight, land speculation, etc. have caused industry to settle haphazardly, following no rule. ... IT IS RECOMMENDED 46. Distances between work places and dwelling places should be reduced to a minimum. 47. Industrial sectors should be separated from residential sectors by an area of green open space. 48. Industrial zones should be contiguous with railroads, canals and highways. ...

D. Transportation 51. The existing network of urban communications has arisen from an agglomeration of the aids [sic] roads of major traffic routes. In Europe these major routes date back well into the middle ages [sic], sometimes even into antiquity. 52. Devised for the use of pedestrians and horse drawn vehicles, they are inadequate for todayâ&#x20AC;&#x2122;s mechanized transportation. ... 58. In many cases the railroad system presents a serious obstacle to well planned urban development. It barricades off certain residential districts, depriving them from easy contact with the most vital elements of the city. IT IS RECOMMENDED THAT 61. Heavily used traffic junctions should be designed for continuous passage of vehicles, using different levels. 62. Pedestrian routes and automobile routes should follow separate paths. 64. In principle, heavy traffic routes should be insulated by green belts. E. Legacy of History IT IS RECOMMENDED THAT: 66. The grounds for the preservation of buildings should be that they express an earlier culture and that their retention is in the public interest. 67. But their preservation should no [sic] entail that people are obliged to live in insalubrious [sic] conditions. ... 70. The re-use of past styles of building for new structures in historic areas under the pretext of aesthetics [sic] has disastrous consequences. The continuance or the introduction of such habits in any form should not be tolerated.

III. CONCLUSIONS 71. Most of the cities studied present an image of chaos. They do not correspond in any way to their ultimate purpose: to satisfy the basic biological and physiological needs of their inhabitants. 72. The irresponsibility of private enterprise has resulted in a disastrous rupture of the equilibrium between strong economic forces on one side and, on the other, weak administrative controls and powerless social interests. ... 75. The dimensions of everything within [sic] the urban domain should relate to the human scale. ... 77. The city plan should [sic] determine the internal structure and the interrelated positions in the city of each sector of the four key functions. ... 79. The speeds of mechanized transportation have disrupted the urban setting, presenting an ever-present danger, obstructing or paralyzing communications and endangering health. ... 83. The city should be able to grow harmoniously as a functioning urban unity in all its different parts, by means of preordained open spaces and connecting links, but a state of equilibrium should exist at every stage of its development. ... 85. The planning program must (...) coordinate the natural resources of the site, its topographic advantages, its economic assets, its social needs and its spiritual aspirations. 86. The architect engaged in town planning should determine everything in accordance with the human scale. 87. The point of departure for all town planning should be the single dwelling, or cell, and its grouping into neighbourhood units of suitable size. 88. With these neighbourhood units as the basis, the urban complex

can be designed to bring out the relations between dwelling, places of work and places devoted to recreation. ... 94. Private interests should be subordinated to the interests of the community. (The Getty Conservation Institute, 2018)

2.2.1.2. Neighbourhood Units Another urban planning principle for the urbanization of Olivais was Clarence PerryÂ´s concept of neighbourhood units. In the 1920s he elaborated the strategy of self contained urban units in industrialising cities. The main idea is to reach commercial and especially educational institutions (school children) within a five minute walk from the residential components. This distance serves as a measuring parameter for the planning, therefore a concentric organisation evolves. The concept was evolved before the automobile driven society, this means the streets and highways refer to mixed use and mainly foot use. The implementation of his concept later on intensified the road network for automobile use. This increased the land segregation especially of suburbs. (EVSTUDIO AEP, 2018)

PerryÂ´s Concept of a Unit

2.2.1.3. Garden City Movement Étienne de Gröer was influenced by the concept of Ebenezer Howard´s `Garden City` in Britain. This also played a role in the planning of the urban housing intervention in the north-east of Lisbon. The Garden City consists of self-contained communities, surrounded by green belts and organizes residential, industrial and agricultural areas in a proportional and separated way. Howard´s idealised garden city would accommodate 32.000 people on 2.400 hectares, planned in a concentric way leaving open spaces, public parks and six radial boulevards, each one 37 meters wide, stretching from the centre to the outer cities. Each garden city would be self-sufficient and when it reached full population, another garden city would be developed nearby. Howard envisaged a cluster of several (in the drawing six) garden cities as satellites of a central city of 58.000 residents, all linked by road and rail to each other. (Goodall, 1987) Howard’s garden city concept combined town and country, by alternating city agglomerations and green fields, creating a big structure of interstitial spaces, which could repeat infinitely. His idea was to provide the working class an alternative to working on farms or in ‘crowded, unhealthy cities’. (Howard, 1898, p. 2–7) The concept of interrelating country and city in a planned order of predetermined size became popular in the planning of new towns. The importance of greenbelts and controlled population density has become crucial part of suburban city planning. All three strategies suggest the spacious implantation of verdant areas. The heritage value of the urban areas is not their main focus as they were before mostly city parts of unconsolidated growth.

Six Satellite Garden Cities around Central City

2.2.1.4. Olivais Norte and Olivais Sul In the course of the city expansion plan of Lisbon of 1950 the undertaking of the great scale operation also included the east of the city borders. The urban housing intervention was planned in the zones of Olivais, Chelas, Alvalade, Encarnacao and Telheiras. Housing separated by green zones was planed on an urban scale looking for greater sun exposure and better aeration. The main focus in Olivais was social housing, 70% and 30% were thought for the free rental market. The intention was to mix different social groups of different backgrounds to balance the urban tissue. The GTH (Gabinete TĂŠcnico da Habitacao) was founded for this intervention. According to the PDCL ( Plano Director da Cidade de Lisboa of 1948) the region north of the valley of Chelas was divided into Chelas and Olivais. Olivais again was split up into Olivais Norte (40 ha) and Olivais Sul (184 ha). The operation started in the north part of Olivais, the plans were elaborated by the GEU (Gabinete de Estudos de Urbanizacao) Olivais, PDUL, 1967

and the buildings in 1960. The urban concepts of the different neighbourhoods vary from each other, even though they all try to improve living conditions during the industrialization. The strategy in Olivais was to find a new, modern city image. The terrain was occupied in a rational way, buildings were implanted punctually into an open landscaped space. This was oriented on the post-war city planning in Britain (the Garden City), which received more and more attention. Olivais Norte was also influenced by the Charter of Athens. The plan for Olivais Sul, which was elaborated secondly, undertook some changes. The idea of the typical `neighbourhood unit` was adapted by greater densification of residential areas and a structuring of the mesh around a bigger civic

Olivais and Chelas

centre.

The plan of the street network was the spine of Olivais Norte. It spans up the connection of the urban mesh and separated its open spaces. This separations defined the dimension, orientation and geometry of the inserted building masses. The outside space had a car and a pedestrian grid. With the importance of the car increasing the separation of the mesh intensifies, as the `neighbourhood units` were planned for pedestrian purposes mostly. Institutions of commerce, culture and recreation were placed in the middle of the unit. The civic centre and school was intentionally more secluded, placed on the outskirt of the mesh. The main typologies are housing blocks and towers serving the concept of collective housing. The urban proposal leaves the actual architectural proposal open, which leads to the question of formal coherence of the projects. Olivais Norte in numbers: The surface occupied by road infrastructure and parking lots reserves 16%, open and landscape spaces 62%, construction area 28%. 1889 units were planned for 8500 residents.

For the plan of Olivais Sul were architects Rafael Botelho and Carlos Duarte in charge. They decided to revision some concept of the strategy in Olivais Norte, as the structured nature, the central areas and the aggregation of the buildings. The area is organized into cellular units with zoned functions. A habitation cell included green zones for sport, recreational and other purposes, educational institutes and commercial services. The area was divided into six housing cells, B, C, D, E, F, G. Group habitations and neighbourhood units are organized around a local centre. Further exist cell compositions around the main civic centre (G), which was just build in the 1990s. Buildings of greater mass were places in the middle of the mesh to emphasise the aggregation, cellular form and to define the space. The number of equipment (cultural, educational etc.) and the height of the housing buildings depend on the number of residents in the unit. 7996 housing units were planned for 38250 residents. The extension into the city mesh was not the main focus, but to obtain a self-sufficient mesh of functions included and connected on its inside. (Heitor, 2001, p.72-77) More and more rental housing units took over the perception of home. The big interventions overlooked a certain sensitivity for the place.

Parque do Campo Grande 1915

2.2.2. Green Elements The concept of urban green space and its functions have undergone profound changes over time. Its importance in multiple ways for the well-being of the urban population is unquestionably accepted. The need for urban green spaces is one of the consequences of the evolution that cities have undergone. In the industrial era, with the migration of the rural population to the city, the concept of `urban green space` emerged as a space of recreating the presence of nature in the built urban environment. In the 19th century the green spaces functioned as places of meeting, of contemplation or as public walks. In the most industrialized cities, the concept of `green lung`, a green space of sufficient size to absorb the air and noise pollution, was subsequently introduced. Given the changes and negative influences that the intensification of buildings causes in the urban climate, one of the important functions of the vegetation is the control of the microclimate, through its properties of thermoregulation, humidity control, solar radiation control, absorption of CO2 and increase in O2 content, protection against wind, rain and hail and protection against erosion.

Old public Walkway

Green Corridors throughout the city mesh

Under this concept the Monsanto Park proved itself as a necessity. The minister of public work, Duarte Pacheco promoted the importance of green elements and realized `Lisbon´s lung` together with the architect Keil do Amaral 1934 on the Serra de Monsanto. (CML, Monsanto) At the beginning of the twentieth century Gonçalo Ribeiro Telles extended this concept into a connected `green belt´ surrounding the `ancient city`, separating it from the ´expansion zone`. The theory of the Continuum Naturale arose, based on the need of the natural landscape to penetrate the city in a tentacular but continuous way, assuming diverse forms and functions: Green City Concept by G.R.Telles

space of leisure and recreation, framework of infrastructure and buildings, space for the production of agricultural crops and the integration of waterlines with their floodplains. This objective is achieved through the REOT (Relatório do Estado do Ordenamento do Território) and the PALBL (Plano de Acção Local da Biodiversidade de Lisboa) by implantation of new green spaces and the recovery and adjustment of existing ones to given parameters as territorial characteristics. Their connection in between each other form a network of `green corridors` throughout the city, integrating pedestrian paths and roads penetrating the built space. (CML, Corredores verdes)

This method as a urban guideline remains relevant until today. The urban green spaces, both public and private, assume an increasing importance in regional and municipal policies, seeking a logic of continuous vivifying and of restitching the urban fabric. It is a tool to link various spaces differentiated between each other and to balance the contrast of the smoothness of the vegetation and the rigid of the built surface. (Fulgencio)

Industry Plants before EXPO

2.3. EXPO ´98

The areas around Oriente were urbanized into garden city housing facilities without much linking structures in between them. Oriente and Olivais were separated by the rail line accompanied by an industrial park of containers, polluting industries and slaughterhouses. In this context a project contemplating the realization of the Expo ‘98 contributed to the rehabilitation of part of the eastern zone of Lisbon which simultaneously took advantage of a series of projects that prepared for that area: . The transfer of the oil terminal, the refining unit and much of the port activity to the port of Sines and Aveiro. . The closure of the slaughterhouse, the heavy industries and the composting plant. . A new bridge across the river, the Vasco da Gama Bridge (then the Vasco da Gama Bridge

longest in Europe). . A new line for the Lisbon Metro, with seven stations. . A new main multi-modal terminal, featuring trains, metro, buses, and taxis, Gare do Oriente, by architect Santiago Calatrava.

Construction Gare do Oriente

Oriente became the centre of a massive urban transformation in the 1990s as Lisbon became the host for the EXPO World´s Fair in 1998. The fair established itself during industrialisation as a technical and artistic performance show. It is often characterized by interesting architecture, which tries to express the characteristic features of each

Constructions EXPO Parque

country. The often very elaborate and expensive pavilion buildings are usually demolished after the exhibition times instead of a reuse. As a result, the Expo ‘98 was fully built from scratch. Almost every building was pre-sold for after-Expo repurposing thus ensuring that,

Bus and Train Terminal Oriente

after the Expo closed, the site would not be left semi-abandoned. As

PDM, transformation Plan Parque EXPO

Railway Oriente

a reminder of the site’s industrial past, only a refinery tower was kept and `repurposed`. The Expo´98 was inaugurated on May 22, 1998 and closed on September 30, 1998. After the fair the area turned into the neighbourhood of `Parque das Nações`. Within the now called `Parque das Nações`, every other building or vacant parcel lot was sold for office or living space, to offset the Expo’s costs. The area today is modern and safe it has become permanent residency for up to 25.000 people and one of Lisbon’s business centres, with many multinational corporations basing their headquarters in its main avenue. Parque Expo was a radical urban conversion. The transformation considered a precisely outlined area still limited by strong infrastructural axes, in the south by Avenida Marechal Gomes da Costa, in the north by the Vasco da Gama bridge in the west by the earlier mentioned railroad lines and in the east by the riverfront. The industrial relics around its outline are left abandoned and unlinked. (Sanchez, 2017)

2.4. The Context of Olivais in the City A widespread belief about progress is or was just seen in growth and expansion. This belief let to decades of inconsiderate exploitation of natural resources. Now todayÂ´s highly industrialized regions are facing immense environmental issues. The establishment of separated zones in the east of the city leave the urban tissue as closed patches lined up next to each other. This issue along with the strong infrastructural barriers is one of the reasons causing the distancing between the cityÂ´s realities. The intensification of big scale housing interventions and industrial activities also caused a certain sense of negligence in the areas of the city that hosted these rough activities. Through the economical growth new urbanized residential zones grew out the industrial zones towards the north. The housing units, as mentioned in Chapter 2.1., were built to serve the growing population and functional ground plans became the new home of many. The urban model worked well for the inner connections of the neighbourhoods and their immediate reach between school, housing and other services. The linkage in between the neighbourhoods, other surrounding production areas therefore the implementation into the overall urban mesh is lacking. This segregates Olivais into a Â´dormitory`zone. (T. Heitor, 2001, p.77) The theory underlying the applied urban strategies was not totally rigid but its translation into the morphological proposal was carried out in a more enforced way. The theory was based on a more fragmented organization and irregular appearance. This in comparison to its surroundings and the use of different typologies and aggregations between the buildings led to physical discontinuity. Even though one of the main focuses was to intertwine

different typologies to avoid the social and physical segregation it is not safe from financial operations, private interests and secluding dynamics. The urban intervention created almost a city in the city. Its physical location and differing approach to the historical part of Lisbon creates a certain gap and sometimes an atmosphere of unbelonging.

Eastern Zone of Lisbon

This urban patchwork needs a linkage to the historical core of Lisbon as well as interconnection in between its realities. This problems are also faced in the plan of LX 2020, (CML, LX UEROPA 2020, p.3; p.30) : .Promote urban rehabilitation and regeneration, spreading the concept of the historical area in the whole consolidated city as a way of defending and valuing its historical, cultural and scenic heritage; .Make Lisbon a friendly, safe and inclusive city; .Promote an environmentally sustainable and efficient city in the way it uses resources, encouraging the use of renewable resources, a correct management of its waste, its urban agriculture and the continuity of natural systems and increasing its urban resilience; .To promote an innovative and creative city capable of competing in a global context and to generate wealth and employment; .Rehabilitate degraded / abandoned urban areas - it is fundamental to the global urban environment, to increase the attractiveness of the city and to the opportunities and resources. The transformation of these problem areas full of opportunity, for residential installations, companies or new equipment, will make a important contribution to the overall improvement of the city and for achieving the other general objectives. .Regenerate disadvantaged or declining urban areas - to ensure the quality of life of all the inhabitants and of the entire territory of the city implies a particular attention to the areas of concentration of social, economical or environmental needs, betting on the regeneration of less-favored or declining areas, particularly in the BIP / ZIP (neighbourhoods and zones with intervention priority). An intervention in this field, which aims, in a comprehensive and integrated way, to respond to the concentration of needs and vulnerabilities in these areas will be crucial for the social and territorial cohesion of the city, as well as for the inclusion of the communities living there, where also a

significant part of the city's young population is found and to guarantee their future. One of the mentioned lacking areas is Olivais, missing integration on various levels. The area of Oriente (later Parque das Nacoes) and Olivais (olive groves) were marked with the duality between rural space from farms and palaces where the monarchy came and went to spend their holidays not far from the city, and the industrial development, starting towards the end of the 18th century. The gardens of Chelas were followed by several farms (pt.:`Quintas`) in this area, the Quintas of the Count of Ă&#x201C;bidos, Centeeira, Paios (later Sacor Plot), Quinta de Cabo Ruivo etc., all along the rivermouth of Tagus, the Â´Riba do Tejo`. In 1851 the notch for the railroad line leading north was planed which would cross this mesh of naturally aligned land divisions and cut the Quintas apart. The train attracted factories and warehouses but cut off pedestrian accessibility and public spaces.

Cabo Ruivo, 1958

Encarnacao, Olivais, Cabo Ruivo

On Quinta dos Paios the Sacor Refinery was planned 1945. The train line divides the area. The actual refinery was in the east of the train tracks, the offices and warehouses in the west, as well as the canteen of the plot. The two entities belonging to the same plot were connected through a street bridge next to the canteen. Several industries settled along this strip of land. The industrial activities stopped in the 1990s as the urban transformation for the EXPO started.

Industries, Av.Inf.D.Henrique, Railway in Cabo Ruivo in the 1950s

In the Silva PintoÂ´s cartography of 1911 it is visible that parallel to this strip of land in between the various farms and fields, an aqueduct line is leading in an S-shaped way through from north to south. It defended its slope until today as a little green corridor, even against the big warehouse constructions, which adjusted themselves to the organic shaped line. The maps also state the existing of the little housing settlement along Rua Centieira, traditional one to two floor houses partially with simple back gardens. A water basin was already back then located east of the train tracks on top of todayÂ´s Jardim Cabeco das Rolas. The reading of the site shows various urban structures existing next to each other, which are not yet aligned to an interrelated urban logic or concept. The historical facts and the analysis of the urban evolution pave the ground for an intervention at the site.

Field alignments of Olivais with train cutting through,1904-1911

Cleared out industries in future Parque EXPO

2.5. Urban Considerations The question is how to name this destructured industrial city fragments. They contradict every identification attempt, nor can their separated parts exist by themselves. It is probably necessary to find out an individual city definition for those areas, since the traditional city concept hardly fits here. The various development stages in those areas give a diverse inventory to register in a small space. Lisbon contains numerous layers of evolution, but often without urban consolidation left unarticulated. The urban tissue needs linking mediums on a social, infrastructural and programmatic level. This in exchange with urban business industries and ideas could lead to new approaches of city culture and structure. The residents are given new possibilities to redefine and identify with the city putting the heritage in a contemporary context.

One development in the age of fast knowledge are smaller, `clean` businesses in central Europe. Which enable to move living and working closer back together again as happened in Oriente. Fundamental requirement for this is mutual acceptance on both sides, the industries as well as the city. The industries should be aware of existing city structures and adapt, and with this the industries should not be seen as necessary bad anymore but be given the possibility to incubate culture and intertwine in the daily life. (Degen, 1992, p.8-9) To connect and revitalize Olivais` housing, factories and historical leftovers it also needs easier accessibility and public spaces. Such as the concept of the earlier mentioned `green corridors`, interconnected green elements, tentacles and accesses, here to overcome the big infrastructure lines, building up a pedestrian countergrid to the strong barriers. Also having in mind the former agricultural use of the area, the leisure gardens and groves for the early city residents, as they can be resumed into a contemporary context. To pay attention to the original terrain can also help to emphasise the background of the place and to find a sense for its identity.

Diagram of parallel Infrastructure by Joao Rafael Santos

3. STATE OF THE ART

3.1. PATCHING THE POST-INDUSTRIAL CITY De-industrialization left urban planning with challenges as urban sprawl and diversified patterns of mobility and communication. What was former seen as separate systems (The Garden City) led in the postindustrial discussion to the acknowledgement of the interdependency of habitation, infrastructure and landscape reflected in the theories of the `Zwischenstadt` (Sieverts, 1997) and the`Netzstadt` (Oswald and Baccini, 2003). The out of this intertwining and reshaping of the systems resulting spaces with a more vague, contested and interstitial character become the focus of new innovative design strategies, planning research and therefore cultural significance. J.R. Santos defines in `Understanding the post-industrial city` (p.48) three key strategies for evolving qualified urban space: . Creating switching spaces as spatial combinations occur in between systems transferring in a interchangeable manner to another; allowing functional and spacial combination of multiple infrastructure, where different systems are conjunct under a common organization. As for example transforming a river valley (or waterline) into a bundled landscape of dam, reservoir, turbine house, power lines and greenery, park. . `Trans-scalar` interfacing describes the consciousness of switching in between the operative scales, from regional configuration to the local level. As transportation networks are redistributing through the regional territory but by local infrastructure lines. Also green spaces

along waterlines can be seen in the local context as recreational parks but in the bigger scale as ecological patchwork layer forming a continuity throughout the city or land. . The shaping of the metropolis through `vertebration` armatures is the combination of the two previous methods. It associates nodal interfaces with an array of linear linkages to generate axesis and networks over the territory. Through vertebration urban elements and landscapes are joint into a interrelated and articulated form not only linear, but elaborating the in-between overlapping space along infrastructure etc. The first traces of urban vertebration in Lisbon are visible along the train line connecting Oporto and Lisbon, guided by the old royal road leading north and the waterline of the Tagus River. In between the parallel infrastructure industries settled taking advantage of the good transportation network in the area. (Santos in Schrenk, 2011, p.686)

Polycentric City Vertebration

The traditional definition of a city growing continuously into an uniform landscape is outmoded and shifts towards the rethinking of the spatial and socioeconomic disruptions by establishing open spaces and networks of patching and stitching a multi-layered urban morphology. Lisbon offers a wide variety of natural and man made terrain as well as diverse morphology. Hills and valleys carved out by waterlines, urban patterns and fabrics connected with infrastructure, aqueducts, high- and railways, waterways and bridges, whose development can be read in historical cartography as well as urban concept plans like the PDM (Plano Diretor Municipal).

3.1.1.Defining Urban Landscape and In-Between Space `If we think of landscape as an infrastructure which underlies other urban systems, rather than equating it with nature or ecology we have a much more workable conceptual framework for designing urban systems...` (Mossop, 2006, p.176)

Landscape can be seen as open space with its territorial characterizations, potent for a human intervention, which expresses the relationship between the society and its environment. It contains interdependent infrastructure natural or artificial. It combines the natural given flow and territorial structure with a multi-layered network of infrastructure. Landscape can be understood as open urban space and as a new kind of urban element, which needs a design approach concerning the natural environmental processes as well as the urban fabric, and should not just be seen as a utility serving as production prerequisite. Urs Bette, Pedestrian Bridge Proposal

Understanding those environmental processes is a crucial step to integrate in spatial planning to generate self-regulating ecological systems improving public open space. The landscape architect Michael Hargreaves works with the transformation cycle of nature and tries to understand the natural processes and embeds them into the artificial built landscape with an aesthetical approach, which derives from Land Art (f.e. artist Michael

Michael Heizer, `double negative`, Nevada

Heizer). In his projects he implements artificial landscapes into the urban fabric as tool of revalorization of sites in need of renewal, as f.e. highway crossings by giving them a new scale, human accessibility and

M. Hargreaves

transversal counter-grids to reframe and rescale the site. With this approach of switching in between function and aesthetics, between the scales and grids a requalification for almost every `dead` place can be found. Therefore common infrastructure as highways can be partly become public space as being occupied by newly designed

Vancouver Land Bridge by Jones&Jones

landscapes intertwining with their flux and enriching them with natural systems. Wasteland can be used by the understanding of natural processes not only as green spaces but as clean energy sources (wind, solar...) to reduce pollution but enhance fresh air. Parametric Study, Blocks Istanbul, P.Schumacher

The question of how to re-link and combine territorial demands steps into the actual architectural discourse. The intertwining and desegregation evolves hybrid forms which recall to natural flowing shapes that inherent more then one uniform function, as projecting methods like Parametricism (Patrik Schumacher and Zaha Hadid) focuses on.

Abu Dhabi Perfomance Center by Z. Hadid and P.Schumacher

3.1.2. Infrastructure and Patching The railway introduced in 1856 in Lisbon served as national connection. Its construction was carried out across the country with a rather common technical vocabulary which makes it quite impermeable, stiff and uncompromising towards a landscape relationship or urban intervention involving public space. The EXPO in 1998 gave opportunity and investment to a combined train terminal surrounded by elaborated urban space, GarĂŠ do Oriente, mentioned in Chapter 2.3.. Lisbon is dealing with the requalification of public spaces as Cais do Sodre and the waterfront to Terreiro do Paco, suburban areas as Chelas and Amadora, as well as the eastern waterfront. Investments on public transport like high speed trains or a fast lane highway over the river will strengthen the urban connection. The combined urban design perspective is still rather hard to implement into road works as the gap towards landscape architecture has not yet moved together.

But through a constantly growing environmental awareness in the public the necessity towards green urban areas and alternative transportation options has been more focused on and supported by EU funds. As urban greenery starts to be implemented in the local scale, it will in time patch together and form a large scale ecological layer (green corridors, continuum naturale), receiving more attention, in the urban fabric. Some individual interventions are being established, as the renewal in CacĂŠm, the urban park of Rio da Costa (Odivelas), Ribeira de Alges (Miraflores / Oeiras) and Ribeira de Queluz (Sintra). Considering each one they are not yet exceeding the scale of an urban open space landscape intervention, but form a natural patchwork layer of green spaces along waterlines in the city. The specialized use of areas along infrastructural connections redefine the interaction of the cityÂ´s functions. The refurbishment of former industrial plots is one of the key mediation mechanisms. They are mostly turned into commercial or logistic sites through individuals, each one just transforming single plots without interconnection. This process of establishing separate pavilion buildings also still excludes the establishment of public space through a continuous urban landscape design. Even though research work on landscapes shows conceptual importance, as the interface and in-between design approaches,

Lisbon´s landscape, urban and infrastructural planning is still separated. Restrictive guidelines hold on to traditional sytems, through PROTAML´s (Plano Regional de Ordenamento do Território da Área Metropolitana de Lisboa / Regional and Spatial Plan for Lisbon´s Metropolitan area, 2009 ) three structuring elements: . Urban System and Competitiveness . Environmental System . Transportation System Instead of letting spatial mediation provide a hierarchy through infrastructure and landscape, elements on multiple scales are encouraging in-between, interdependent multi-layered open spaces to evolve. Therefore it is essential to not just protect and restrict environmental areas, but to integrate them into urban spaces and combine them with open networks and different functions. Renewed urban spaces can interlock with new dynamic networks that reestablish a city or local neighbourhood on a social, cultural and economical layer. These interventions open up new possibilities, they contribute to a new city-definition, strengthen a sustainable future and prosperity. (Santos in Morgado, 2012, p.42-56)

Pedestrian Bridge Proposal over train line by LEA

3.2. HEIDEGGER´S `Ort`(Place) DEPICTED ON THE BRIDGE `The bridge gathers the earth as landscape around the stream... the bridge is ready for heaven´s weathers and their fickle nature`. - `The bridge lets the stream its course and grants the mortals their way, which they come and go from side to side.` (Heidegger, 1971, p.152f) (Original text in German; the translation might differ in the notion of some words, especially because Martin Heidegger had an explicit use of language.) „Die Brücke versammelt die Erde als Landschaft um den Strom… die Brücke ist bereit für die Wetter des Himmels und deren wendisches Wesen“. - „Die Brücke lässt dem Strom seine Bahn und gewährt den Sterblichen ihren Weg, den sie von Land zu Land gehen und fahren“ (Heidegger, `Bauen Wohnen Denken`, 1971, p.152f) The relevance of Heidegger's philosophy for architectural theory has become particularly clear since his essay `Building Dwelling Thinking`, which was presented as a lecture in 1951 at the Darmstädter Talks on Man and Space. The technological era is characterized by an increasing unconsciousness or forgetting of being for Heidegger. The lost is to be experienced again. Man should no longer try to become master of things, but leave them in their essence. In the essay `Building Dwelling Thinking` Heidegger asks the question of what dwelling is and to what extent building belongs in the dwelling. Building is not only meant to safeguard people to delay and stay on earth and in the world, but is also understood as nurturing and cherishing and caring. It marks the way in which man establishes and manifests himself on earth. Building and dwelling are fundamental features of being for Heidegger.

He defines dwelling as follows: `The mortals dwell as far as they receive the heavens as heaven. Leaving the sun and the moon their course, the stars their lane, the times of the year their blessing and their inclemency, they do not make the night day and the day not a rushed restlessness. The mortals dwell as far as they expect the divine as the divine, awaiting they hold out towards them the unexpected.` (`Die Sterblichen wohnen, insofern sie den Himmel als Himmel empfangen. Sie lassen der Sonne und dem Mond ihre Fahrt, den Gestirnen ihre Bahn, den Zeiten des Jahres ihren Segen und ihre Unbill, sie machen die Nacht nicht zum Tag und den Tag nicht zur gehetzten Unrast. Die Sterblichen wohnen, insofern sie die Gรถttlichen als die Gรถttlichen erwarten. Hoffend halten sie ihnen das Unverhoffte entgegen.`) (Heidegger in Bartning, 1991, p.92) Dwelling should establish a building that lets things come into their essence. The essence of building is the `let-dwelling`; it is a temporary experience on this earth. For Heidegger heaven and earth, the divine and the mortals are inseparably connected. He describes this as `one-ity` of the four, also the fourfold (das Geviert). A site is established for the fourfold, materialized in buildings. Heidegger illustrates this with reference to the bridge.(Friesen, 1998) The bridge as a meeting of the fourfold is a thing. The construction of a bridge is more than a mere fulfillment of functional purpose. The essential character of the bridge is to be a place (ein Ort). The place is established from the construction of the bridge. (Denk, 2017) `While there is a lot of spots along the stream before the bridge is built, which can be occupied by something, one of them emerges as a place, through the bridge. Thus the bridge does not first come to stand on a place, but only from the bridge itself a place is created.`

Places (Orte) thus arise where the human intervenes, making the earth, the sky, the mortals and the divine equally visible. The bridge is more than its technical and logistical difficulties. The construction of the bridge changes the daily interaction of humans. It allows them to cross, instead of taking long detours around obstacles. It does not just change the life experiences of humans, but also mediates between the people and their surrounding world. The obstacle (river, train ...) is covered with material from this earth. It builds new perspectives, standing above the river elevated in the air on a second skin of earth closer to the sky or under the bridge, receiving shelter from the earth, between earth and earth. The bridge and all buildings alter the relationship between individuals, the sky and the earth and therefore unite the fourfold. (Sharr, 2007, pp.46) `To him the bridge is like a picture frame. It presents what crosses it. It also presents the world around the bridge to people crossing it. The bridge is intellectually significant because its presence allows people to understand the world around them in relation to it.` (Sharr, p.49) It works like an observatory, zooming out of the daily reality. Heidegger himself must have realized how difficult it is for the listener to transfer his lecture into pragmatics. So it is no coincidence that at the end of his speech he says: `Enough would have been gained if living and building got into the questionable and so remain something noteable.` (Original in German: `Genug wĂ¤re gewonnen, wenn Wohnen und Bauen in das FragwĂźrdige gelangten und so etwas DenkwĂźrdiges blieben.`)

Since man possesses the ability to connect everything together it might come easy to read some of the subjectively experienced qualities into the bridge. `It is hardly likely that a bridge builder nowadays comes up with the idea of envisioning his work as a `gathering site´ before the `divinity` ... this is left to the `thinkers and poets`. Nevertheless is the bridge of the daily world (...) as solidly established as in the distant worlds of those (thinkers).` (Kunz in Urbanitsch, 1983, p.111)

At the time of the creation of the essay `Building Living Thinking`, Vincent van Gogh’s painting ´Langlois Bridge at Arles´ was said to have been located next to Heidegger’s desk in Freiburg. It shows a drawbridge(!) that was built in 1888 in the south of France, regulating water and land traffic. Van Gough elaborated several studies of the bridge.

1888 Langlois Bridge at Arles

Old London Bridge by Claude de Jongh

3.3. LIVING BRIDGES In 1831 Old London Bridge was demolished. It was the first stone bridge to have been erected across the Thames in 1176 and until 1763 it had boasted a famous parade of shops and houses on either side of a narrow thoroughfare. Throughout Europe whole communities were supported by such habitable bridges. Habitable bridges contributed to city life especially in the Middle Ages. There is history and construction of major inhabited bridges in Europe, the Middle East and America. In Europe these include Old London Bridge, the Ponte Vecchio in Florence, Venice's Rialto Bridge and the Ponte de Notre Dame in Paris. In 1996 a competition took place to design a habitable bridge for London, spanning the Thames, amongst the entries were proposals by Daniel Libeskind and Zaha Hadid. The building type of the inhabited, multifunctional bridge intrigued architects and engineers since centuries, thus since 1770 this concept stayed on the drawing board. The term of this building type in English, French and Italian is similar: `inhabited bridge`, `ponte habité´, `ponte abito`. In German the term for Z.Hadid Proposal

this category of bridge is more defining: ´Überbautenbrücke` (bridge which is built upon).

D.Libeskind Proposal

Jean Dethier proposes to define the building type of the inhabited bridge as following: `An inhabited bridge - in addition to its primary function of surmounting natural or man-made obstacles, be they rivers or canals, railways or motorways - serves as an organic link between two urban areas by connecting them to each other with a development of buildings erected on the bridge deck to form permanent accommodation for various social and economic activities. Thus every inhabited bridge consists of two elements: the platform that spans the obstacle and an architectural superstructure. In contrast to a purely vehicular bridge, the inhabited bridge provides a continuity within the urban fabric that is not only social and economic but also cultural, emotional and symbolic at a point where a (natural) break would otherwise exist. Indeed, it is both seductive and functional.` (Dethier, 1996, p.20) It not only serves as a linking member in the urban continuum but can as well become a destination place (Ort) on its own. The inhabited bridge started to appear in the 11th or 12th century in Europe most significantly in England, France and Italy. They had its heydays at the end of the 16th century, in the 17th century they decreased and were finally mostly demolished in the 18th century. In Europe existed over a hundred of those bridges in the Middle Ages, only about ten survived until today. From the 18th century until now architects had to individually rediscover this building type. As most European cities evolved along waterways, people mostly settled on both sides of the rivers. Due to land pressure inside the casting city walls and growing population, every `free`urban land was used inside of them and bridges were urbanized. Some with various functions combined became microcosms in the city itself.

Paris, Seine Island connected by inhabited bridges

The main function of those bridges was of commercial type as for example on the Ponte Vecchio in Florence. Butchers etc. used this location also for sewage reasons, soon they had to hand over their lots to more noble businesses. Pont Notre-Dame

On Pont Notre-Dame in Paris when crossing the bridge, it was not possible anymore to see the river Seine itself. TrademenÂ´s housing was added on the second up to the fifth floor. In an urban context inhabited bridges were built to foster the growth of isolated districts and to create an organic relationship. Medieval bridges ignored the widths of natural rivers and had smaller

Ponte Vecchio

spans than today possible. Today big spans are needed to enable ship traffic etc. This provides design challenges to architect and engineer. The former factors to build inhabited bridges lost their importance, as defensive roles, water mills or toll houses. Through tolls and rents though those bridges as the Old London Bridge were self-financing and even created some annual income. Military strategies demanded the demolition of some bridges for more free water traffic. Economical growth let the city walls expand and urbanize new land. Nature became an intellectual and emotional nourishment so inhabited bridges had to make way to clear `vistas` over the urban landscape. Rationalism at that time favoured the segregation of functions, isolated programs instead of complexity and parasitical and pragmatic approaches. Therefore the development of inhabited bridges was done in.

In the 20th century various reputed architects conceived this project types. In the 30s Frank Lloyed Wright´s Falling Water house can be even seen as a inhabited structure overcoming the obstacle water and later his Civic Center in California revolves this building type. Also Le Corbusier evolved his concept of the `bridge-town`, by way of planning immense bridges creating ribbons along the urban terrain. His idea was very partially realized in the 50s in Algiers. His visions paved the ground for the megastructures of the 60s .The metabolists and Kenzo Tange let a mega inhabited bridge march across the Tokyo Bay, also Archigram experimented with utopic structures as their Plug-

F.L.Wright Civic Center, CA

In and Walking City. Moving towards today the bridge was more conceived in projects dealing with connecting railways, motorways and rivers. In urban renewal interventions it was contemplated to create cultural and symbolical relationships between two sides using inhabited

Yona Friedman, Paris over the Seine

bridges as a unifying thread within cities. They can host convention centers, plazas and cafés on top of the new gained land, or `Ort` as Heidegger would call it. ´Our modern towns and cities are developing in an extremely

Günther Feuerstein, Salzburg Megastruc-

heterogeneous manner and have little in common with the densely builtup cities of old. This applies particularly to the fragmented peripheries of our cities, where urbanization is dispersed and far less dense. Such developments render it essential to create new designs for suburban centres that will provide their communities with congenial and symbolic meeting-places. Since all these suburban areas are being drastically parcelled up and isolated from each other by motorways and other major roads, it is conceivable that, in this specific context, the inhabited bridge will discover a new role by spanning these modern obstacles and establishing a new generation of commercial, civic and cultural centres.` (Dethier, p.32, 1996)

Archigram, concept of Walking City

In 1933 the segregation of urban functions were listed in the earlier mentioned Athens Charter into `Dwelling, Recreation, Work, Transportation, Legacy of history`. This functionalism extremely de-complexified the cities and established isolated institutions and ghettos. This development threatened the coherence of cities. That is why it is so important to reestablish organic links between those urban parcels and to revalidate urban complexity and `multilayered-ness` by creating places for diverse interactions and several functions united in one. Therefore a bridge must not just carry traffic, especially in times when urban land is a rare good. The bridge by its nature is a man-made site which should be used in its financial and social capacity. An inhabited bridge can be a tool to improve and implement urban life as it surmounts `...obstacles that prevent the city from forming a continuum ; rivers, (...), but also in the modern world, railways and urban motorways. This means that every city possesses many possible ways of reconquering space and revitalizing land that is presently being stifled by bureaucratic, unimaginative planning.` (Dethier, p.33-34) The synergy of space programs give way to evolve new interaction sites and modes in between the population, activating the communal and social tissue. Green spaces combined with several functions as workshops, public gardens and community centres offer a variety of possibilities addressing all generations in an informal way.

3.4. LEARNING CITY Educational institutions have been developed in cities centuries ago, -the city: `that is where you go to learn and study`-. It also offers other influx than the formal school and educational institutions with its vitality, its temptations, its diversity and its density of people, activities, lifestyle and competencies. (Steffen, 4.2.) City and learning are inextricably linked. Educational institutions were spatially integrated into the city. Just in the course of urban zoning, which allocated individual use and function into separate areas, educational facilities have been more enclosed from the public city-scape isolated from the environment in their own areas (see Campo de Ajuda). Several strategies try to overcome this separation. (polis Magazin, 2016) 3.4.1. UNESCO Network We face challenges as reducing poverty, adapting to demographic changes, promoting diversity and equality, tackling climate change and adjusting to urbanization. Therefore multiple levels of actions are required to solve these problems, such as fostering prosperity and sustainability, setting the right frameworks and offering knowledge to the citizens to react to those changes. Learning throughout life is the foundation of a sustainable social, economical and environmental development. The UNESCOÂ´s learning city network tries to emphasise this approach. . To empower citizens we strive to give access to and encourage their use of a broad array of learning opportunities throughout their lives.

. Learning improves quality of life, equips citizens to anticipate and tackle new challenges to build more sustainable societies. . The concept of learning throughout life is not new; it is an integral feature of human development and is deeply rooted in all cultures and civilizations. . The majority of the world’s population now resides in cities and urban regions, and this trend is accelerating. As a result, cities and urban regions play an ever greater role in national and global development. . Cities play a significant role in promoting social inclusion, economic growth, public safety and environmental protection. Therefore, cities should be both architects and executors of strategies that foster lifelong learning and sustainable development. . Cities differ in their cultural and ethnic composition, heritage and social structures. However, many characteristics of a learning city are common to all... In Portugal the Câmara of Lobos (Madeira), Mação and Cascais are part of the learning city network. Cascais has developed a framework to improve citizens integration by promoting a greater sense of community and encouraging citizens to become involved in communal and school gardening projects. The city provides spaces for informal education and creating vocational courses and more inclusive education programmes. (UNESCO, 2015) 3.4.2. Intergenerational Learning `Man plays only where he is in the full sense of the word, human, and he is only completely human where he plays.` (Schiller, p.88) Lifelong and two-way learning can be reintroduced through intergenerational exchange. Intergenerational learning was and is the informal source of `systematic transfer of knowledge, skills, competencies, norms and values between generations - and is as old as mankind` within most families. (Hoff, 2007) 75

The familial structures and demographic developments are changing and therefore the informal on-passing of knowledge also switches to the external, as new social groups. The older population is increasing with greater health and `functioning` with higher age. At the same time economical shifts affect family structure, as the number of two working parents is increasing, as well as the number of single parents, of whom also the working number is growing. This means less inter-familial interaction. Also a relocation of many families away from elder family members is decisive for a reduction of knowledge exchange and both sides lose their interdependable support. Those concerns led to alternative ways to create relationships, social and emotional growth and intergenerational learning in between nonbiologically connected children, youth and elders, who are a growing majority. Due to this social planning programs started to emerge. The most common model is the Â´school based` program which gives older adults the role of the mentor and coach as well as learner. They interact with students aged six to 18. They can pass on their (working) experiences with a practical background and develop their role as mentors still being needed and participating, supporting the younger. While the youth informs the older generation about new technical and cultural developments. It is a reciprocal learning where the thought becomes the teacher and vice versa. The exchange shares life-long learning activities for all age groups, inclusion, social cohesion and contributes towards vitalizing and reconnecting the social tissue. A framework suitable to active ageing, civic engagement and participation is needed. (EMIL)

3.4.3. Schooling Still many education or schooling systems derive from over a hundred years ago, when industrialization took place. This curriculum needs change and additions to prepare the students for jobs, which partly do not even exist yet. To educate towards the future means not just in a working sense but towards a fulfilled life. Especially for children out of unprivileged families, where they do not receive familial learning input and support besides the obliged school knowledge it is important to respond to the child´s individual needs and interests. It needs time to actively intake knowledge and turn it into own thoughts. This information overload nowadays is a big challenge for our brains, jumping in between topics and filtering information. Individual learning often requires own speed differing from each other as well as our interests. Also to dissolve separated (school) subjects into interdependent matter complexes is a crucial part of our lives. Here again retired mentors can teach from a different angle with a hand-on experience and can learn about new matters themselves. „...I want to overcome the borders between school and life and I want to overcome this wrong perception that the world consists out of subjects; why don´t you offer something that the kid chooses voluntary `Oh yes car motors, super...` then the probability that the kid learns something lasting is higher then this `bulimic learning` (intaking much information quickly, as well as letting it out again quickly after, for a test etc.). Learning doesn´t work like that.` (Precht, 2013) We do not need to be separated into competencies like a machine, we need to be able to do things, to coop with mistakes, to acquire knowledge on our own in the jungle of information, especially now,

and process it in our own way. We need to build bridges :) in between the separated subjects and unite their information into a bigger interconnected picture. 3.4.4. Space Hans Scharoun, Marl School

The idea of revised space typologies for new (intergenerational) learning processes is not new. But now a rethinking is taking place, which is also being implemented right up to the public guidelines. In the 1970s those considerations were `just` based on ideologies (f.e. Hans Scharoun, Marl School in Blundell Jones`review, 2012). Today very specific research results, such as the PISA study or learning research, which show that a diverse learning is the basic prerequisite for learning success are available. These results are also provided by analyses from brain research and social psychology. The original ideology is now scientifically documented and thus receives its justification. Our current knowledge-society has so far hardly been taken into account in our existing schools. Digitalization has not only changed learning, but also the requirements that young people encounter when starting their careers. Whole-day concepts can improve and react to the UN diagnosis that our educational system is disadvantageous to children from `noneducated` families. These points influence and change education and learning and therefore space typologies and construction.

`School is - fortunately - not only teaching, it is living space for children, adolescents, adults. (...) Everyone who learns, teaches and lives in the school of the future has a right to a learning and healthy work, aesthetic environment - and this also includes a functionally designed, open learning impulse-providing outer terrain, which unfortunately is neglected too often in the planning.` (Heilmann, 2016) As mentioned before educational institutions started to enclose in the urban context due to functional segregation. New institutions and programs are needed to use their full capacity in the city, to give the urban tissue more complex functions and spaces to citizens for various activities. This can form a point of reference in the city for the use of all citizens. `...space for different teaching and learning methods not just frontal teaching. Adjusting, adaptable and changeable spaces which can also be determined and arranged by its users. They should be meeting communal spaces as well as retreat individual possibilities, giving comfort and security as well as calling for challenge and curiosity. (...) but the spaces, as they say, have to really want to change. It takes people as well as space to do that, to stop putting up walls and dividing people.` (Taylor, 2016) The cooperation between the different parties, the interplay of architecture the use and the user already in the planning phase of a learning centre is vital. Ruth Taylor, School Diagram

3.5. CONCLUSIONS Looking at the development of Lisbon and especially at its eastern section, it becomes clear that the industrialization and urbanisation in the 1960s did not refer to LisbonÂ´s historical identity and morphology. The buildings in the old city centre align organically amongst the terrain forming a dense pattern. The urban expansion planning placed big housing typologies on a cleared out landscaped ground. The zoning of functions and vehicular infrastructure emphasised this rigid approach. The human was not the focus of those planning strategies. But who needs architecture if not we? A greater valorization of public meeting spaces is growing in the urban discourse as well as the awareness of the importance of vegetation in between the built. The inclusion of natural conditions into urban planning gives great long-term advantages. The biological effects should be used as parameters in the planning process. Open spaces can serve as great connectors containing several functions. The pedestrian accessibility is essential for a well connected urban mesh. Heavy infrastructure needs to be overcome and blurred into the city-scape instead of cutting it apart. A reconnecting on every level is needed to enhance the inclusion of neighbourhoods. Pedestrian connectors as bridges can help to improve the city flux. The bridge which establishes new sites on top of it, joins on a physical level, as well as on a interactional one. At the same time it is a densification tool which almost requests the overlapping of functions. Programmatically flexible spaces can be used by several generations and enhance an open knowledge exchange in the neighbourhood. The task is to evolve a connecting structure having the siteÂ´s background in mind, prepared for an altering future.

Lisbon´s Waterlines and Green Spaces

Lisbon´s Green Layer

Abandoned Sacor Canteen on retaining wall next to train notch

4. THE PROJECT

4.1. SITE INVENTORY In historical times Olivais has been a green area with Quintas and fields outside of the city, where olive trees etc. were planted. In the 1950s the area was exploited by industrial settlements and large infrastructure connections as the Avenue Avenida Infante Dom Henrique and the trainlines from St. Apolonia and Rossio to the north. In early cartography the connection to the north already manifests through little roads aligned by a small settlement in Rua Centieras. This little housing settlement is still remaining until today, now surrounded by big scale interventions. The typology here varies from two floor single family houses to five floor housing complexes and factory halls in between the transportation infrastructure. Since the EXPO in 1998 the area along the riverfront, Parque des Nacoes, has been transformed into a modern urban neighbourhood, just until the border of the train tracks. Behind this line, which forms a strong border, the industrial plants were shut down, but left unused until today. The obsolete abandoned plots turn this zone in an avoided area of the city. It is not built for pedestrian access but for load transport and machinery, which does not invite people to this area.

15P

Quinta dos Paios 1904-11

Quinta dos Paios 1952

Quinta dos Paios aka Sacor Refinary 1960 85

Land division for industrial plots along Av.D.Inf Henrique

4.2. URBAN PROPOSAL The previous analysis of the urban evolution, the spacial use and organisation and the meaning of natural, green infrastructure in the city are serving as the base for an adequate urban proposal in the parish of Olivais. Olivais extends from the airport until the Tagus riverbank. The train line separates Olivais Sul/ Norte and Oriente or Parque das Nacoes. Between the train station of Oriente and Braco de Prata a 10 meter wide void accompanies the train tracks. The proposal is to transform the linear void into a park that reconquers its green space in the urban tissue. On an urban scale this means to contribute as a piece in the patchwork of the green infrastructure layer of Lisbon with the aim to expand and grow connections ( as the Continuum Naturale from Monsanto to Av. de Liberdade). This proposal also aligns to the plan of LX 2020, mentioned in chapter 2.4., to promote natural continuity. Which also means the usage and excavation of the natural waterlines acknowledging their benefits to the urban climate and their potential of flourishing greenery around them promoting versatile and accessible urban structures. The vision is to give nature its self-evident legitimacy in the city (like the natural presence of streets and buildings). It serves as a constant companion to city life, the topography as building guide to enhance pedestrian accessibility and connection in between the city patches, both to improve quality of life in the city. The act of filling in unused or outdated urban areas increases the densification of the urban tissue and therefore its connectivity and versatility. It gives space to the people, to interact in semi-private realms and to enable them to perform their desired activities. As they

as well receive their legitimacy through giving them space in the urban tissue. A space open for possibilities and exchange, which serves the strengthening of the social tissue and generates a sense of belonging and identification with the place and its resident

Cabo Ruivo 2000

Cabo Ruivo 2005

Cabo Ruivo 2018 89

4.3. THE PARK Embeded in this urban strategy the proposal focuses on the abandoned plot of the Sacor refinery, mentioned in chapter 2.4. . The main task here is to redefine the vast factory grounds as they are not used to their potential or not at all, and to fill the empty voids. Implanting pedestrian infrastructure and public gardens as well as community space, is crutial for joining and redefining the area and therefore integrating it into the bigger urban network. The Sacor gas and oil refineries were in use from the 1950s to the 1990s. On the area of intervention stands a wide rigid car workshop-building facing the main avenue, Av. Dom Inf. Henrique. Behind this building to the east follows the old firm canteen adapting its shape to a path leading to the train tracks. ItÂ´s east facade is aligned with the retaining wall forming an abrupt border to the void train site.

Sacor Plot: Workshops, Canteen

The residents of the close Rua de Centieras can not make use of the large undefined sites around, nor have they public space closeby, caught in between the avenue transportation grid. The next public garden is Jardim Cabeco das Rolas which is cut off behind the canteen by the train tracks and therefore just reachable through detours around them. This garden used to be the former refinery plant, its old traces are still visible in the formation of the paths and greenery alignment. The train is aimed to be replaced by a lighter public transport line as a tram, easier to cross and to integrate into the greenery. The idea is to make use of the waterlines formed by the topography closeby and to redirect it or parts of it into the void, forming a creek along the train lines. This creek accessible for public and sportive activities etc. also infiltrates the greenery of the park around and divides the ground into smaller portions or islands for more privacy in the public space. Those again are connected by paths and accessible through little bridges, forming a broad pedestrian network. The park includes little vegetable gardens which are semi-private, some spaces can be used in various initiatives by the residents. The responsibility and opportunities on a local level blur the limits between private and public space, between inside and outside, between ownership and community, between dwelling and living. Those upcoming questions of responsibilty, ownership and organisation need to be newly defined by the residents as well. Softening the boarders between the park and its built surrounding is one of the main goals. On a physical level that means exchanging borders through vegetation lines and promoting accessibility through paths, ramps and bridges to invite residents.

4.3.1. The ´Gleisdreieck´ Park in Berlin accomplished that. It has various entrances from the street network into the park. The green space is located between Kreuzberg and Schönefeld along a train track junction. The train lines divide the main park into east and west side, which both mostly consist out of green areas and sport fields. Unused train track relicts are left to be overtaken by the greenery and woven into the nature. The pathway network creates broader more open fields as well as more secluded areas on the outskirts of the park. Its top view resembles a flexible area that used up every niche in the urban tissue to add to the park structure and is longing for a bigger connection in between green spaces and corridors. (https://gruen-berlin.de/park-am-gleisdreieck)

Defunct Rails in Gleisdreieck Park

Defunct Canteen, Cabo Ruivo

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4.4. THE BRIDGE Before the urbanisation of Olivais it consisted out of green fields and growths aligning organically along the topography forming a green carpet of irregular shapes. One goal is to restitch the surface of the two parishes Oriente and Olivais back together taking into account existing streets and axises. The strategy of implanting the park as joining medium to support pedestrian infrastructure will be expanded above and in between the train tracks, slowly taking over the cut. The path leading to the canteen on the plot used to extend into a street-bridge connecting the former refinery plant on the other side. The bridge was taking down and Rua Corsรกrio das Ilhas leads into a dead end. This marks the location of the bridge elaborated in this project. The original height of the terrain and the train cut lower in height as well as the fact that building close to a train or tram line is forbidden, supports the need for a bridge structure, elevated from the ground, reshaping the former topography or accessibility.

Connectors from Braco de Prata to Oriente

In the urban proposal bridges appear from Gare do Orient by Santiago Calatrava down to Braco de Prata stapling back together the urban skin. The bridges in the park form nodal points, they create spaces of shelter, underneath the bridge which is underneath the natural terrain height, like an underground park, nested in the cut (High Line Park <-> Low Line Park). Calatrava`s ten by ten meter spans for the pavilions covering the train station and the arc structure (lancet arches) serve as starting point to sharpen the project. The arcs serve as communicating element in between the structures but also in the urban mesh (f.e. Aqueduto, Campo de Ourique). The historical connotation of the arc is translated into a contemporary building grid. The proposed arc constellation refers to a ten by ten meter grid which is irregulated by the waterline passing through the park which creates a more interrelated grid.

Oriente Train Stop, Lancet Arc Rib Structure

Toyo ItoÂ´s Tama Art Library in Tokyo is an example for a irregular arc grid. The pattern consist out of self-intersecting splines in the ground plan forming the arcs spans, which adjust in their size to this network. The structure carrying the load hits the park ground in between its greenery, trees and train tracks. The columns are meant to blend in as built nature. The arcs open up towards the ceiling slightly like tree crowns.

Tama Library Inside

Detail Steel Concrete Joint

3D Model Arc Grid extending the Canteen

How can the built be a continuation of this green para-site? The stem or the columns are poured in different concrete mixtures layered on top of each other. This technique is originally executed as ramming concrete out of earth, clay, sand and gravel. Its appearance is a bare raw surface that reveals the buildings process. Each layer is set off from the next one leaving horizontal marks. Those can be emphasised by using different cement mixtures for each layer or even adding different kind of gravels, pigments or plants that can refer to its surrounding. This growing process of the concrete structure by each layer shows similarities to textures in nature like for example the growing rings of a horizontally cut tree trunk.

Annual Tree rings

Concrete Layers with different cement mixtures

Another reference are naturally compressed stone, clay formations, as for example in Praia de Lagide, Portugal .

Gare do Oriente

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Connecting texture/appearance between the two nodal points

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Arcs and Material?

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The surface of the bridge is supported by a slab network. It creates a `ceiling-scape` of lozenge shaped slabs over the arches. It is interrupted by workshop spaces and open funnels letting light reach under the bridge. The rays passing through the cylinders and zigzag slabs it creates a specific shadow-light atmosphere underneath.

Lozenge Slabs, Krematorium Proposal by Kast Kaeppeli

Vault Schloss Greinburg

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Schlingrippen Vault, Dresden

Vault Proposal, Arabic Emirates

The surface or deck of the bridge functions as a skin smoothing out the topographical height differences of the park cut. It spans up over the train lines reaching from the canteen to the Jardim Cabeco des Rolas. It consists out of several access ramps that lead together to the middle of the bridge. The finishing is poured in smooth concrete. Benches, light cylinders and the buildings on top of the bridge are covered in the same material to preserve an appearing continuity of the skin. The concrete surface is divided by little vegetation patches and joints to prevent the cracking of the deck material. This subdivisions are partly aligned to the beam structure underneath as well as to the spaces on top of the bridge. These cuts form a web or patchwork of irregular squares which is emphasised by inlets. Two times one centimetre wide Screed Floor with Wood Inlets

steel profiles are poured into the concrete to separate the surface into an ornament, serving as expansion joints as well as drainage slots for water.

Inlet Lines on Bridge Deck

The bridge acts as a joint on a physical level but has the same importance on a infrastructural and social level, as a promoter of accessibility and community, enhancing the engagement of former refinery workers and residence through interaction, communication and integration. The starting point of the project, the factory canteen will be refurbished to contemporary needs and standards also to value the past of the place and to keep its memory alive.

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4.5. SPACES The centres on top of the bridge invite different generations to meet in a public realm. The idea of semi-private space is pursued on the inside of the project, a public living room so to say. These spaces serve to integrate and foster the knowledge exchange in between the various residents and to give the community a platform. It is important that the spaces are flexible to the diverse needs of the users of varying ages and backgrounds. Flexible, stimulating spaces for individuals or groups, inside and outside allowing movement and ideas to evolve. Old and young can get together and learn from each other already by interacting with the respective generation. A relinking on various layers will take place. The four buildings are aligned in a centric way and their main open facades and entrances are facing each other. A plaza is formed in their middle. To preserve the smooth rhythm of the bridge´s skin, the roofs emerge directly from it in a approximate angel of 35 degrees using the same concrete as coverage. This makes the roofs walkable and therefore continues the programmatic flow of accessibility. The centres consist out of a large main hall, the two buildings on the east side have an open kitchen block in their middle, which can be used as a bar or café. The space around can be serves in various ways (for bike repairs, knitting clubs, discussions, lectures, café and book corners, cooking workshops etc.). Bathrooms, offices and storage room is placed under the pivoted roof. Generous floor openings in between the beams lead downstairs. The two centres on the west side have receptions as one is thought to be for sportive use (yoga, pilates etc.) and one for technical medias as computer, programming, professional courses or photography

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Intergenerational Learning Centres on Bridge

workshops etc. For more seclusion the space can be divided by curtains. They contain bathrooms, showers and closed rooms for more secluded purposes, also located under the pivoted roof. Parts of the concrete roof and the ceiling are replaces by glazings, like Roof Glazing (Wintergarden)

greenhouse or winter garden structures. Steel strings are spun over the glass pursuing the outline shape of the angled concrete roofs. This net can be densified and entangled by climbing plants. The greenery of the park reappears throughout the building. The workshops expand to the lower level, underneath the bridge`s surface creating a more private or working atmosphere. The rooms are hung in between the voids formed by the arc

Facade Greenery, Steel Strings

constellations. Their height takes up the half of the columnsÂ´ heights (3,5 m) to leave the park ground as untouched as possible. The half ellipse cutouts of the arcs form rounded window openings. This allows the user a view across the park line hanging above it, almost like in a `tree-house`. The rooms can be used as for example offices, studios, ateliers, lecturing rooms or for further education.

Hanging Spaces and Ramps under/in Bridge

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4.6. FINAL CONSIDERATIONS Lisbon contains various layers of urban evolution. The development and expansion throughout the time can be read by its different patterns and morphologies each with its legitimacy and own character that should be preserved. Nonetheless those fragments need a interconnection on a bigger scale to overcome seclusion of certain areas and to improve the overall flow. The areas expansion from the 1960s on need to fill in the voids of urban sprawl and industrialisation. An infrastructure of a human scale is vital for the further multi-layered improvement of the city image. The functions need to overlap and complement each other, as the thought of separated themes or topics is an invention of a rational human mind. It is on one hand important to ease and break down structures, to define subjects until a certain degree and to give them a limit to communicate and realize them, on the other hand a very rigorous approach can eliminate possibilities and human attributes too harshly. This limit is gradient. The bridge intends to fulfill the needs of the place on various scales. On an urban scale it contributes to the green layer of the city, to the use of natural conditions and as a joint of the urban mesh. On a local level it establishes a pedestrian grid, a place to reconnect the old and the new, the two separated parishes with their differing typologies and offers stimulation to all residents. It is important to recognize the characteristic of a place and its past, it serves as a base for new possibilities, for change and options we might not even see yet. (15179 words)

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BIBLIOGRAPHY

Almeida, Justino Mendes de, De Olissipo a Lisboa-Estudos olissiponenses, Lisboa Cosmos, 1992 architecture and education blog, (https://architectureandeducation. org/) Denk, Andreas, Die Brücke-Heideggers „Ort“ und der Begriff des „Milieus“, (http://derarchitektbda.de/diebruecke/), June 2017 Arquivo Campolide, Lisboa Bartning, Otto, Mensch und Raum: Das Darmstädter Gespräch 1951, Birkhäuser, 1991 Baupiloten, die, Erika-Mann_Grundschule, 2006-2008, (http://www.baupiloten.com/projekte/erika-mann-grundschule-2/) Blundell Jones, Peter, Marl School in Germany by Hans Sharoun, (https://www.architectural-review.com/essays/viewpoints/marl-schoolin-germany-by-hans-scharoun/8637516.article?search=https%3a%2f %2fwww.architectural-review.com%2fsearcharticles%3fqsearch%3d1 %26keywords%3dmarl+school), 2012 CML, História, (http://www.cm-lisboa.pt/municipio/historia) Monsanto, (http://www.cm-lisboa.pt/viver/ambiente/parque-florestalde-monsanto) LX 2020, (http://www.cm-lisboa.pt/fileadmin/MUNICIPIO/Camara_ Municipal/Transparencia/LX_UEROPA_2020.pdf) Corredores

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Degen, Peter, Zophoniasson, Ulrike, `Stadt Und Industriekultur`, 1992, Birkhäuser Verlag Dethier, Jean, Murray, Peter, Stevens, MaryAnne, ´Living Bridges`, Prestel, 1996 Eckardt, Frank, Morgado, Sofia, `Understanding the post-industrial city`, 2012 EMIL, `What is intergenerational learning?`, 2012, (http://www.emil-network.eu/what-is-intergenerational-learning/) European Cultural Foundation, `the ageless city`, (https://theagelesscity.wordpress.com/) EVSTUDIO AEP, `The Neighborhood Unit: How Does Perry’s Concept Apply to Modern Day Planning?`, 2018, (http://evstudio.com/the-neighborhood-unit-how-does-perrysconcept-apply-to-modern-day-planning/) Friesen, Hans, `Heideggers Architekturtheorie und die Moderne`, Thema, 3. Jg., Heft 2, June 1998 Fulgêncio, Cláudia , A importância dos Espaços Verdes Urbanos, (http://naturlink.pt/article.aspx?menuid=7&cid=93402&bl=1&section =1&viewall=true#Go_1) The Getty Conservation Institute, Cultural Heritage Policy Documents `Charter of Athens (1933)`, (http://www.getty.edu/conservation/publications_resources/research_ resources/charters/charter04.html)

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Gleisdreieck, Park am, (https://gruen-berlin.de/park-am-gleisdreieck) Goodall, Brian, Dictionary of Human Geography, London: Penguin, 1987 Grozdanic, Lidija, `Bangalore Railway combines architectural formfinding with structural analysis`, 2011, (http://www.evolo.us/architecture/bangalore-railway-combinesarchitectural-form-finding-with-structural-analysis/) Heigegger, Martin, Vortrag `Bauen Wohnen Denken`, 1951, (https://www.youtube.com/watch?v=mqSSzgg5eio) Heilmann, Walter, lecture `Pädagogik und Raum`, Bonn, 2016, (https://schulen-planen-und-bauen.de/2016/02/02/paedagogik-undraum/) Heitor, Teresa, CIUL, `Lisboa conhecer pensar fazer cidade`, CML, 2001 Howard, Ebenezer, Garden Cities of To-morrow, Swan Sonnenschein & Co, London, 1898 Hüther, Prof. Gerald, on learning and brain functions, (http://www.gerald-huether.de/content/initiativen/) Junta da Freguesia de Olivais, `Diágnostico do Bairro de Dr.A.Bensaúde`, 2016, (http://www.jf-olivais.pt/wp-content/uploads/2017/02/diagnosticofreguesia-dos-olivais.pdf) Kurz, Daniel, Wakefield, Alan, Schulhausbau/ School Buildings-the

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state of affairs, Birkhäuser Verlag, 2004 Mensch und Architektur Magazine, Nr. 61/62, 5/2008, Montag Stiftung Jugend und Gesellschaft, Schulen planen und bauen, jovis Verlag Berlin, 2011 Mossop, Elizabeth, ‘Landscapes of Infrastructure’ in C.Waldheim, The Landscape Urbanism Reader, Princeton Architectural Press, New York, 2006 Newman, Sally, Hatton-Yeo, Alan, Intergenerational Learning and the Contributions of Older People, Issue Nr. 8, Oxford Institute of Ageing, 2008, (http://riolis.ipleiria.pt/files/2011/03/Intergenerational-Learning-andthe-Contributions-of-Older-People.pdf) polis Magazin, for Urban Development, Wisdom for all, Nr. 02, July 2016 Precht, Richard David, Interview ´Vergesst das Wissen!`, 2013 (https://www.youtube.com/watch?v=Gewb3-DUlJs) Raum Atlas, Gestaltung von Lernorten, (http://www.raumatlas.ch/home.html) Sanchez, José M.P., `the port and the city´, 2016, (https://theportandthecity.wordpress.com/2016/11/21/evolution-of-thewaterfront-and-the-port-of-lisbon-from-1887-to-1974/) 2017, (https://theportandthecity.wordpress.com/2017/04/20/evolutionof-the-port-city-relationship-between-1974-and-early-2000s/)

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Schiller, Friedrich, On the Aesthetic Education of Man, Teupner, Leipzig, 1875 Schrenk, Manfred, Popovich, Vasily V. , Zeile, Peter, CORP 2011 Proceedings/Tagungsband, Lulu.com, 2011 Schumacher, Patrik & Zheng, Lei, From Typology to Topology: Social, Spatial, and Structural, No. 590, 2017/11, London 2017, (http://www.patrikschumacher.com/Texts/From%20Typology%20 to%20Topology.html) Schumacher, Patrik & Rogner, Christian, After Ford, 2001, (http://www.patrikschumacher.com/Texts/AfterFord.htm) Sharr, Adam, Heidegger for Architects, Routledge, 2007 Steffen, Gabriele, Institut fĂźr Stadtplanung und Sozialforschung, `Zukunft der Stadtteile`, (https://www.die-bonn.de/efil/expertisen/steffen01_01.htm) Stern Andre, ...und ich war nie in der Schule, ZS Verlag Zabert Sandmann GmbH, 2013 Taylor, Ruth, in an interview with Emma Dyer, `Architectsâ&#x20AC;&#x2122; Perspectives, Building Schools`, June 8, 2016, (https://architectureandeducation.org/2016/06/08/the-spaces-haveto-really-want-to-change-an-interview-with-architect-ruth-taylor/) Tezuka Architects, TEDxKyoto, Kindergarten, 2014, (https://www.ted.com/talks/ takaharu_tezuka_the_best_kindergarten_ you_ve_ever_seen?language=de)

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UNESCO learning cities, Guiding Document, 2015, (http://uil.unesco.org/fileadmin/keydocuments/LifelongLearning/ learning-cities/en-unesco-global-network-of-learning-cities-guidingdocuments.pdf) Urbanitsch, Odo, `Wissenschaftstheoretische und philosophischanthropologische Aspekte der Freudschen Psychoanalyse`, Springer Verlag Basel, 1983 Vaz Patricio, Maria Raquel, `Aprendizagem Intergeracional com Tecnologias de Informação e Comunicação`, 2014, (https://bibliotecadigital.ipb.pt/bitstream/10198/12082/3/Maria%20 Raquel%20Vaz%20Patr%C3%ADcio.pdf) Wikipedia, History of Lisbon, (https://en.wikipedia.org/wiki/History_of_Lisbon#cite_noteJones2001-85s) YALE Center, RULER for Emotional Intelligence, (http://ei.yale.edu/ruler/ruler- overview/)

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V. ANEX 1.The Athens Charter 2. Cartography 3. Pictures of Site 4.Sketches 5. Pictures of Model 6. Panels

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1. THE ATHENS CHARTER, 1933 Translated by J. Tyrwhitt from La Charte dâ&#x20AC;&#x2122;Athenes Paris, 1943 I. THE CITY IN ITS REGIONAL SETTING points 1-8 II. THE FOUR FUNCTIONS OF THE CITY A. Dwelling 9-29 B. Recreation 30-40 C. Work 41-50 D. Transportation 51-64 E. Legacy of history 65-70 III. CONCLUSIONS 71-95 __________________________ I. THE CITY IN ITS REGIONAL SETTING 1. The city is only a part of the economic, social and political entity which constitutes the region. 2. Economic, social and political values are juxtaposed with the psychological and physiological attributes of the human being, raising problems of the relations between the individual and the community. Life can only expand to the extent that accord is reached between these two opposing forces: the individual and the community. 3. Psychological and biological constants are influenced by the environment: its geographic and topographic situation as well as its economic and political situation. The geographic and topographic situation is of prime importance, and includes natural elements, land and water, flora, soil, climate, etc. 4. Next comes the economic situation, including the resources of the

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region and natural or manmade means of communication with the outside world. 5. Thirdly comes the political situation and the system of government and administration. 6. Special circumstances have, throughout history, determined the character of individual cities: military defense, scientific discoveries, different administrations, the progressive development of communications and methods of transportation (road, water, rail, air). 7. The factors which govern the development of cities are thus subject to continual change. 8. The advent of the machine age has caused immense disturbances to manâ&#x20AC;&#x2122;s habits, place of dwelling and type of work; an uncontrolled concentration in cities, caused by mechanical transportation, has resulted in brutal and universal changes without precendent [sic] in history. Chaos has entered into the cities. II. THE FOUR FUNCTIONS OF THE CITY A. Dwelling 9. The population density is too great in the historic, central districts of cities as well as in some nineteenth century areas of expansion: densities rise to 1000 and even 1500 inhabitants per hectare (approximately 400 to 600 per acre). 10. In the congested urban areas housing conditions are unhealthy due to insufficient space within the dwelling, absence of useable green spaces and neglected maintenance of the buildings (exploitation based on speculation). This situation is aggravated by the presence of a population with a very low standard of living, incapable of initiating ameliorations (mortality up to 20 per cent). 11. Extensions of the city devour, bit by bit, its surrounding green areas; one can discern the successive rings of development. This ever greater separation from natural elements heightens the harmful

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effects of bad sanitary conditions. 12. Dwellings are scattered throughout the city without consideration of sanitary requirements. 13. The most densely populated districts are in the least favorable situations (on unfavorable slopes, invaded by fog or industrial emanations, subject to flooding, etc.) 14. Low indensity developments (middle income dwellings) occupy the advantageous sites, sheltered from unfavorable winds, with secure views opening onto an agreeable countryside, lake, sea, or mountains, etc. and with ample air and sunlight. 15. This segregation of dwellings is sanctioned by custom, and by a system of local authority regulations considered quite justifiable: zoning. 16. Buildings constructed alongside major routes and around crossroads are unsuitable for dwellings because of noise, dust and noxious gases. 17. The traditional alignment of houses along the sides of roads means that good exposure to sunlight is only possible for a minimum number of dwellings. 18. The distribution of community services related to housing is arbitrary. 19. Schools, in particular, are frequently sited on busy traffic routes and too far from the houses they serve. 20. Suburbs have developed without plans and without well organized links with the city. 21. Attempts have been made too late to incorporate suburbs within the administrative unit of the city. 22. Suburbs are often merely an agglomeration of hutments where it is difficult to collect funds for the necessary roads and services. IT IS RECOMMENDED 23. Residential areas should occupy the best places in the city from

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the point of view of typography, climate, sunlight and availability of green space. 24. The selection of residential zones should be determined on grounds of health. 25. Reasonable densities should be imposed related both to the type of housing and to the conditions of the site. 26. A minimum number of hours of sunlight should be required for each dwelling unit. 27. The alignment of housing along main traffic routes should be forbidden [sic] 28. Full use should be made of modern building techniques in constructing highrise apartments. 29. Highrise apartments placed at wide distances apart liberate ground for large open spaces. B. Recreation 30. Open spaces are generally insufficient. 31. When there is sufficient open space it is often badly distributed and, therefore not readily usable by most of the population. 32. Outlying open spaces cannot ameliorate areas of downtown congestion. 33. The few sports fields, for reasons of accessibility, usually occupy sites earmarked for future development for housing or industry: which makes for a precarious existance [sic] and their frequent displacement. 34. Land that could be used for week-end leisure is often very difficult of access [sic]. IT IS RECOMMENDED 35. All residential areas should be provided with sufficient open space to meet reasonable needs for recreation and active sports for children, adolescents and adults.

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36. Unsanitary slums should be demolished and replaced by open space. This would ameliorate the surrounding areas. 37. The new open spaces should be used for well-defined purposes: childrenâ&#x20AC;&#x2122;s playgrounds, schools, youth clubs and other community buildings closely related to housing. 38. It should be possible to spend week-end free time in accessible and favorable places. 39. These should be laid out as public parks, forests, sports grounds, stadiums, beaches, etc. 40. Full advantages should be taken of existing natural features: rivers, forests, hills, mountains, valleys, lakes, sea, etc. C. Work 41. Places of work are no longer rationally distributed within the urban complex. This comprises industry, workshops, offices, government and commerce. 42. Connections between dwelling and place of work are no longer reasonable: they impose excessively long journeys to work. 43. The time spent in journeying to work has reached a critical situation. 44. In the absence of planning programs, the uncontrolled growth of cities, lack of foresight, land speculation, etc. have caused industry to settle haphazardly, following no rule. 45. Office buildings are concentrated in the downtown business district which, as the most privileged part of the city, served by the most complete system of communications, readily falls prey to speculation. Since offices are private concerns effective planning for their best development is difficult. IT IS RECOMMENDED 46. Distances between work places and dwelling places should be reduced to a minimum.

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47. Industrial sectors should be separated from residential sectors by an area of green open space. 48. Industrial zones should be contiguous with railroads, canals and highways. 49. Workshops, which are intimately related to urban life, and indeed derive from it, should occupy well designed [sic] areas in the interior of the city. 50. Business districts devoted to administration both public and private, should be assured of good communications with residential areas as well as with industries and workshops within the city and upon its fringes. D. Transportation 51. The existing network of urban communications has arisen from an agglomeration of the aids [sic] roads of major traffic routes. In Europe these major routes date back well into the middle ages [sic], sometimes even into antiquity. 52. Devised for the use of pedestrians and horse drawn vehicles, they are inadequate for todayâ&#x20AC;&#x2122;s mechanized transportation. 53. These inappropriate street dimensions prevent the effective use of mechanized vehicles at speeds corresponding to urban pressure. 54. Distances between crossroads are too infrequent. 55. Street widths are insufficient. Their widening is difficult and often ineffectual. 56. Faced by the needs of high speed [sic] vehicles, present the apparently irrational street pattern lacks efficiency and flexibility, differentiation and order [sic]. 57. Relics of a former pompous magnificence designed for special monumental effects often complicate traffic circulation. 58. In many cases the railroad system presents a serious obstacle to well planned urban development. It barricades off certain residential districts, depriving them from easy contact with the most vital elements

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of the city. IT IS RECOMMENDED THAT 59. Traffic analyses be made, based on accurate statistics, to show the general pattern of circulation in the city and its region, and reveal the location of heavily travelled [sic] routes and the types of their traffic. 60. Transportation routes should be classified according to their nature, and be designed to meet the rrquirements [sic] and speeds of specific types of vehicles. 61. Heavily used traffic junctions should be designed for continuous passage of vehicles, using different levels. 62. Pedestrian routes and automobile routes should follow separate paths. 63. Roads should be differentiated according to their functions: residential streets, promenades, through roads, major highways, etc. 64. In principle, heavy traffic routes should be insulated by green belts. E. Legacy of History IT IS RECOMMENDED THAT: 65. Fine architecture, whether individual buildings or groups of buildings, should be protected from demolition. 66. The grounds for the preservation of buildings should be that they express an earlier culture and that their retention is in the public interest. 67. But their preservation should no [sic] entail that people are obliged to live in unsalubrius [sic] conditions. 68. If their present location obstructs development, radical measures may be called for, such as altering major circulation routes or even shifting existing central districts - something usually considered impossible.

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69. The demolition of slums surrounding historic monuments provides an opportunity to create new open spaces. 70. The re-use of past styles of building for new structures in historic areas under the pretext of assthetics [sic] has disastrous consequences. The continuance or the introduction of such habits in any form should not be tolerated. III. CONCLUSIONS 71. Most of the cities studied present an image of chaos. They do not correspond in any way to their ultimate purpose: to satisfy the basic biological and physiological needs of their inhabitants. 72. The irresponsibility of private enterprise has resulted in a disastrous rupture of the equilibrium between strong economic forces on one side and, on the other, weak administrative controls and powerless social interests. 73. Although cities are constantly changing, their development proceeds without order or control and with no attempt to apply contemporary town planning principles, such as have been specified in professionally qualified circles. 74. The city should assure both individual liberty and the benefits of collective action on both the spiritual and material planes. 75. The dimensions of everything wi thin [sic] the urban domain should relate to the human scale. 76. The four keys to urban planning are the four functions of the city: dwelling, work, recreation (use of leisure time), transportation. 77. The city plan sould [sic] determine the internal structure and the interrelated positions in the city of each sector of the four key functions. 78. The plan should ensure that the daily cycle of activities between the dwelling, workplace and recreation (recuperation) can occur with the utmost economy of time. The dwelling should be considered as the prime center of all urban planning, to which all other functions are attached.

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79. The speeds of mechanized transportation have disrupted the urban setting, presenting an ever-present danger, obstructing or paralyzing communications and endangering health. 80. The principle of urban and suburban circulation must be revised. A classification of acceptable speeds must be established. A reformed type of zoning must be set up that can bring the key functions of the city into a harmonious relationship and develop connections between them. These connections can then be developed into a rational network of major highways. 81. Town planning is a science based on three dimensions, not on two. This introduces the element of height which offers the possibility of freeing spaces for modern traffic circulation and for recreational purposes. 82. The city should be examined in the context of its region of influence. A plan for the total economic unit - the city-region - must replace the simple master plan of a city. 83. The city should be able to grow harmoniously as a functioning urban unity in all its different parts, by means of preordained open spaces and connecting links, but a state of equilibrium should exist at every stage of its development. 84. It is urgently necessary for every city to prepare a planning program indicating what laws will be needed to bring the plan to realization. 85. The planning program must be based on rigorous analytical studies carried out by specialists. It must foresee its stages of development in time andspace [sic]. It must coordinate the natural resources of the site, its topographic advantages, its economic assets, its social needs and its spiritual aspirations. 86. The architect engaged in town planning should determine everything in accordance with the human scale. 87. The point of departure for all town planning should be the single dwelling, or cell, and its grouping into neighborhood units of suitable size. 88. With these neighborhood units as the basis, the urban complex

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can be designed to bring out the relations between dwelling, places of work and places devoted to recreation. 89. The full resources of modern technology are needed to carry out this tremendous task. This means obtaining the cooperation of specialists to enrich the art of building by the incorporation of scientific innovations. 90. The progress of these developments will be greatly influenced by political, social and economic factors. . . [sic] 91. And not, in the last resort, by questions of architecture. 92. The magnitude of the urgent task of renovating the cities, and the excessive subdivision of urban land ownerships present two antagonistic realities. 93. This sharp contradiction poses one of the most serious problems of our time: the pressing need to regulate the disposition of land on an equitable and legal basis, so as to meet the vital needs of the community as well as those of the individual. 94. Private interests should be subordinated to the interests of the community. (http://www.getty.edu/conservation/publications_resources/ research_resources/charters/charter04.html)

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2. EXISTING PLANS Arquivo Municipal de Lisboa

Railway

Refinary

Sacor Plot

Car Workshops

Canteen

3. PICTURES OF THE SITE

5. PICTURES OF MODELS

MODEL PICTURES

4. SKETCHES

5. PICTURES OF MODELS

MODEL PICTURES

5. PICTURES OF MODELS

MODEL PICTURES

5. PICTURES OF MODELS

MODEL PICTURES

6. PANELS

MODEL PICTURES

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Infrastructure Systems in the City

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Pathways

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de Lisboa

Orientador_Arq. Nuno Mateus

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Mona Bouzarda

20161358

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Linear Park along Trainline, Olivais

Waterline 1/2000

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aloe arborescenas

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strelitzia reginae Mona Bouzarda 20161358

agave ellemeetiana

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yucca gloriosa

persea americana

citrus limon

eucalyptus citriodora

punica granatum

passiflora

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Infrastructure Linear Park

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abandoned Factories 1/2000

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unemployed Industries Olivais

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Industries Cabo Ruivo

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Portline Maritime Transport Sintimex Import Export

CIN

Gunnebo

Pedrogal Garagem, Oficinas, Armazem

Prosegur Kone Elevadores Janz Contadores de Energia

Centrum Fomento Tecnico Industrial Xerox

Fabrica de Parafusos

Sacor Sumos e Frutos S.A.R.L.

Canteen

Light Film Service

Fabrica do Gas Matinha

Jardim Cabeco das Rolas

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Pedestrian Bridges above Park

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Final MasterÂ´s Project

Mona Bouzarda 20161358

Prof. Nuno Mateus

RELINKING PARA-SITE Linear Park Cabo Ruivo

Community Centers Upper Level

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Section 1/200

Final MasterÂ´s Project

Mona Bouzarda 20161358

Prof. Nuno Mateus

RELINKING PARA-SITE Linear Park Cabo Ruivo

NW View onto Deck

Final MasterÂ´s Project

Mona Bouzarda 20161358

Prof. Nuno Mateus

RELINKING PARA-SITE Linear Park Cabo Ruivo

Ceiling-Scape

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Section 1/200

Final MasterÂ´s Project

Mona Bouzarda 20161358

Prof. Nuno Mateus

RELINKING PARA-SITE Linear Park Cabo Ruivo

Deck Lightslots

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Floor Plans

Roof Plans

Longitudinal Sections

Front Elevations

Side Elevations

Transversal Sections

Perspectives

Final MasterÂ´s Project

Mona Bouzarda 20161358

Prof. Nuno Mateus

RELINKING PARA-SITE Linear Park Cabo Ruivo

Learning Centers

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Community Centers 1. Café I Reading I Knitting etc. 2. Workshop I Bicycle Repair 3. Multi-Media Space 4. Physical Movement

Roof Plant Rods

Deck Lightholes

Slabs 0.2 x 0.3 Beams I Lightslots 0.4 x 0.3

Workshops Ramp Accesses

Canteen

Arc Structure

13 I 14

Final Master´s Project

Mona Bouzarda 20161358

Prof. Nuno Mateus

RELINKING PARA-SITE Linear Park Cabo Ruivo

Layers of Structure

Final MasterÂ´s Project

Mona Bouzarda 20161358

Prof. Nuno Mateus

RELINKING PARA-SITE Linear Park Cabo Ruivo

View underneath Truss and Lightslots

Final MasterÂ´s Project

Mona Bouzarda 20161358

Prof. Nuno Mateus

RELINKING PARA-SITE Linear Park Cabo Ruivo

Perspective Section Upper Entrance to Studio

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+12.1

+10.0

+8.9

+7.7

+7.0

+5.1

+3.9

+3.5

+/-0.0

Final MasterÂ´s Project

Mona Bouzarda 20161358

Prof. Nuno Mateus

RELINKING PARA-SITE Linear Park Cabo Ruivo

Deck Elevation

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+12.1

+7.7

+7.0

+3.9

+3.5

+/-0.0

Final MasterÂ´s Project

Mona Bouzarda 20161358

Prof. Nuno Mateus

RELINKING PARA-SITE Linear Park Cabo Ruivo

Ceiling Truss Section

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Lightslots I Beams

Lozenge Truss

Arc Structure from rammed Concrete

Concrete Cast around one Arc

Final MasterÂ´s Project

Mona Bouzarda 20161358

Prof. Nuno Mateus

RELINKING PARA-SITE Linear Park Cabo Ruivo

Perspective Concrete Casting

Pigments

Gravel

Day 08

Day 07 Day 06 Deck Skylight Slot Truss

Day 05

Day 04 Day 03 7.0

7.0

6.1

Day 02

4.9

4.2 3.7

Day 01 2.5

1.6

0.4

9.2

0.4

10.0

Final MasterÂ´s Project

Mona Bouzarda 20161358

Prof. Nuno Mateus

RELINKING PARA-SITE Linear Park Cabo Ruivo

Detail Concrete Layers

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6.3

Final MasterÂ´s Project

Mona Bouzarda 20161358

Prof. Nuno Mateus

RELINKING PARA-SITE Linear Park Cabo Ruivo

Detail Section Elevation

1/20

1 Accessible Roof Deck

2 Glas Facade

5 Deck Outside

Floor Lamp d 100mm Concrete Paving (C30) 60mm Drainage Layer rounded Gravel 40mm Fleece Sheet Layer Waterproofing Bitumen Layer 20mm XPS thermal and sound Insulation 80cm Vapour Barrier Bitumen 10mm PE-Foil Leveling Layer Lean Concrete min. 2% Roof Pitch 30-60mm Loadbearing (exposed reinforced) Concrete Ceiling 300mm

Folding Glas Door Aluminium, Solarlux 67mm

Concrete Paving (C30) 70mm Fleece Sheet Layer Drainage Layer rounded Gravel 50mm Fleece Sheet Layer Waterproofing Bitumen Layer 20mm Loadbearing reinforced Concrete 300mm lowest Layer: partly pigmented Concrete poured in marbleizing

3 Columns Loadbearing exposed reinforced Concrete d 300mm

4 Flooring Inside Polished Screed 50mm with Floor Heating Tubes d 20mm Separating PE-Foil Thermal and sound Insulation 50mm Waterproofing Bitumen Layer 20mm Loadbearing reinforced Concrete Ceiling 300mm

Final MasterÂ´s Project

Mona Bouzarda 20161358

Prof. Nuno Mateus

RELINKING PARA-SITE Linear Park Cabo Ruivo

Detail Center upper Level

1/5

Final MasterÂ´s Project

Mona Bouzarda 20161358

Prof. Nuno Mateus

1 Deck Roof

2 Lightslots

3 Ceiling

5 Flooring Inside

Concrete Paving (C30) 70mm Fleece Sheet Layer Drainage Layer rounded Gravel 20mm Fleece Sheet Layer Waterproofing Bitumen Layer 10mm XPS thermal and sound Insulation 30cm Vapour Barrier Bitumen 10mm PE-Foil Loadbearing (exposed reinforced) Concrete Ceiling 300mm

Metal Grid 5mm I 400x30mm Steel Profile 7mm I 400x720mm with Openings 45x300mm Outside Light Tubes d 30mm Skylight Metal 25mm I h 300mm

Concrete Lozenge Slabs 200x300mm Inside Light Tubes d 25mm

Polished Screed 50mm with Floor Heating Tubes d 20mm Separating PE-Foil Thermal and sound Insulation 50mm Waterproofing Bitumen Layer 20mm Loadbearing reinforced Concrete Ceiling 300mm

RELINKING PARA-SITE Linear Park Cabo Ruivo

4 Facade Workshops Rammed Concrete Arc 400x7000mm Arc Windows Metal 65mm

Detail Workshop lower Level

1/5

Final MasterÂ´s Project

Mona Bouzarda 20161358

Prof. Nuno Mateus

RELINKING PARA-SITE Linear Park Cabo Ruivo

View from under the Bridge into the Park