rcle-Isuu A by Northeastern School of Architecture

RESILIENT COASTAL LEISURE ENVIRONMENTS Over the last year, a team of researchers in Portugal, Croatia and Boston have been considering how future tourism development might better be leveraged to create more resilient coastal environments, using the Algarve and Dalmatia as comparative case studies. This project, titled Estudo Comparativo para a Reabilitação Urbana PT_HR Algarve-Dalmácia [Comparative Study of Urban Rehabilitation Strategies in the Algarve, Portugal and Dalmatia, Croatia], has been further investigated through a year-long graduate research studio at Northeastern University entitled Resilient Coastal Leisure Environments. The studio has been conducted in collaboration with the EUVG School of Architecture in Coimbra, Portugal. The entire project has been financially supported by MSF/Neocivil as part of a European Union research program. To better inform themselves of these issues students travelled through the Algarve region of Portugal and central Dalmatia in Croatia for 10 days during November of last year, with a group of Portuguese students from the EUVG University,

FALL 2012 RESILIENT COASTAL LEISURE ENVIRONMENTS ARCH 7130 02 MASTER’S RESEARCH STUDIO School of Architecture Northeastern University 151 Ryder Hall 360 Huntington Ave Boston, MA 02115 http://www.architecture.neu.edu 617.373.8959 Copyright © 2012 School of Architecture Northeastern University The texts and images included in this booklet are intended for academic purpose only. No part of this booklet may be copied, reproduced, republished, uploaded, posted, transmitted or distributed in any way for commercial purposes.

FALL 2012

RESILIENT COASTAL LEISURE ENVIRONMENTS Northeastern University School of Architecture ARCH 7130 02 Master’s Research Studio Edited by Ivan Rupnik with contributions from Megan Cusack, Duran Fernandez O’Brien, Daniel Forcier, Brett Hansson, Brad Pierce, Chris Slater. Alvin Sun, Michael Waring, Jessica Wilcock and Alysoun Wright

TABLE OF CONTENTS 001

Introduction: Resilient Coastal Leisure Environments Ivan Rupnik

027

Regional Resilience through TRANSPORTATION INFRASTRUCTURE Rehabilitation Chris Slater and Jessica Wilcock

033

Faro: The Algarve’s Coastal TRANSPORTATION Hub Jessica Wilcock

085

Zadar: A Node in Croatia’s Coastal TRANSPORTATION Network Chris Slater

147

Tourism Development and the Rehabilitation of the WORKING LANDSCAPE Alysoun Wright, Duran Fernandez-O’Brien, Brad Pierce, Mike Waring

161

Mapping the WORKING LANDSCAPE: ZADAR COUNTY and the CENTRAL ALGARVE Alysoun Wright and Mike Waring

199

The Material Culture of the WORKING LANDSCAPE: Rubble Stone and Rammed Earth Construction Brad Pierce

219

The Dwelling and the WORKING LANDSCAPE: Construction, Spatial Organization and Change Alysoun Wright

255

The Carrying Capacity of WORKING LANDSCAPES: Site Planning Duran Fernandez-O’Brien

Rehabilitating TOURISM INFRASTRUCTURE Megan Cusack, Daniel Forcier, Brett Hanson, Alvin Sun

291

TOURISM INFRASTRUCTURE and Host Communities: Interdependance and Social Resilience Megan Cusack

337

TOURISM INFRASTRUCTURE and the Working Landscape: Shared Patterns of Organization Brett Hanson

369

Rehabilitating TOURISM INFRASTRUCTURE: Scales of Intervention Alvin Sun

PROJECT BACKGROUND Over the last year, a team of researchers in Portugal, Croatia and Boston have been considering how future tourism development might better be leveraged to create more resilient coastal environments, using the Algarve and Dalmatia as comparative case studies. This project, titled Estudo Comparativo para a Reabilitação Urbana PT_HR Algarve-Dalmácia [Comparative Study of Urban Rehabilitation Strategies in the Algarve, Portugal and Dalmatia, Croatia], has been further investigated through a year-long graduate research studio at Northeastern University entitled Resilient Coastal Leisure Environments. The studio has been conducted in collaboration with the EUVG School of Architecture in Coimbra, Portugal. The entire project has been financially supported by MSF/Neocivil as part of a European Union research program. To better inform themselves of these issues students travelled through the Algarve region of Portugal and central Dalmatia in Croatia for 10 days during November of last year, with a group of Portuguese students from the EUVG University, guided in both places by local experts from various disciplines. Two Northeastern faculty with expertise in sustainable coastal development, Dan Adams and Marie Law Adams also accompanied the group. Over the last year, a team of researchers in Portugal, Croatia and Boston have been considering how future tourism development might better be leveraged to create more resilient coastal environments, using the Algarve and Dalmatia as comparative case studies. This project, titled Estudo Comparativo para a Reabilitação Urbana PT_HR Algarve-Dalmácia [Comparative Study of Urban Rehabilitation Strategies in the Algarve, Portugal and Dalmatia, Croatia], has been further investigated through a year-long graduate research studio at Northeastern University entitled Resilient Coastal Leisure Environments. The studio has been conducted in collaboration with the EUVG School of Architecture in Coimbra, Portugal. The entire project has been financially supported by MSF/Neocivil as part of a European Union research program. On Wednesday, March 13, the Northeastern University School of Architecture held a one day symposium which included professionals, scholars and graduate students working on issues related to this project. This symposium utilized a series of contemporary projects in various stages of completion to frame broader issues of tourism development and urban resilience. These projects are also included in this exhibition.

ACKNOWLEDGEMENTS The RCLE Masterâ&#x20AC;&#x2122;s Research Studio would like to thank Ricardo Camacho and Nuno Fonseca, Director of Neo Civil/MSF, without whose initiative and support this project would not be possible. We would also like to thanks Dr. Luis Villar, President of the Escola Universitaria Vasco de Gama, and Professors Joana Ferreira and Pedro Costa whose collaboration facilitated the project. Dean Xavier Costa, Associate Dean Peter Wiederspahn, Associate Dean Richard Strasser, Program Director George Thrush and Mary Hughes, Nancy Galindo and Ali Cashin all contributed to making this project a reality at NEU. In Portugal Tiago Antao, Joao Ferrao, Joao Costa Riberio, Goncalo Vargas, Goncalo Gomes and Ricardo Tome and in Croatia Zvonimir Busic, Nives Kozulic, Helena Paver Njiric, Nikola Basic, Sasa Randic, Iva Bahunek, Sasa Begovic, Damir Gamulin Gamba, Toma Plejic, Lea Pelivan, Hrvoje Njiric, Neda Kosuta and many others have helped us understand these unique contexts. In Boston Dan Adams, Marie Law Adams Kiel Moe, Jane Amidon, Frano Violich, Igor Ekstajn, Slobodan Radoman and Katharine Millonzi, among others, have given us crucial feedback throughout the research process.

INTRODUCTION: RESILIENT COASTAL LEISURE ENVIRONMENTS Despite the economic crisis and subsequent recession, the demand for international tourism has continued to grow. (1) While tourism has increased globally, more than half of all tourists still travel to Europe, with one in five of all world tourists staying in Southern / Mediterranean Europe. (2) S/ME has the largest share of tourism of arrivals and receipts in the world, is also includes some of the Eurozone countries hardest hit by the economic recession. (3) Although international tourism receipts dropped 7% between 2008 and 2009 in S/ME and 1% between 2009 an 2010, they grew nearly 6% between 2010 and 2011. This year, Greece, one of the hardest hit economies in the Eurozone, grew 10% in international tourist arrivals, while Portugal and Croatia experienced 9% growth, and significant increases in international tourism receipts. (4) The economic crisis has only exacerbated the half-century long process of tourism becoming a significant if not primary economy for many Southern European countries. This process can be traced back to the mid sixties, when lower cost jet travel as well as other modes of transportation infrastructure made many of these regions more accessible to the wealthy and industrialized regions of northern Europe. In fact, tourism development was a conscious strategy practiced by the autocratic regimes of Portugal, Spain, Greece and Croatia, then a part of Yugoslavia, in order to modernize some of the poorest regions of these countries, regions that had not experienced major urbanization or industrialization up to that point. (5) With tourism, consumer culture arrived in these countries before political liberalization; tourism also played a significant role in initiating a more grass-roots version of the European integration project. (6) This pattern of the development changed again during the eighties, particularly for Spain,

Portugal and Greece who all became members of the European Community. Over the next two decades, the EC, later the EU, provided financial and structural support for the rapid expansion of the tourism industry in these countries. (7) While tourism in Croatia also continued to grow during the eighties and Yugoslavia continued to liberalize, allowing some foreign investment into this industry, the countries secession and the subsequent war of independence, halted tourism development for most of the nineties, a time of rapid expansion for the rest of S/ME. More than five decades of tourism-centric development has had a wide impact on the countries of southern Europe. While acknowledged, this recent history is still not fully understood. The economic crisis and ongoing recession has made this topic increasingly relevant. On the one hand, tourism-centric economies explain the large structural investments in transportation infrastructure as well as the expansion of the construction industry and land speculation, all of which have contributed to an unmanageable amount of debt for these countries. On the other hand, tourism is one of the only segments of the economy of these countries currently experiencing growth. Architecture, urbanism and other related disciplines have played various roles in this process but they have rarely had a leadership role. Despite of this lack of power, these disciplines have been held responsible for the very visible impact of this type of development, the built fabric that has nearly overwhelmed parts of the Mediterranean coast line. Schools of architecture and urbanism in many of these regions, with some exceptions, have not adequately investigated these new phenomena.

With the recent crisis, new problems have emerged that challenge existing patterns of development. Current economic indicators suggest that, for the foreseeable future, tourism development will remain the primary economic engine in S/ME. (8) During the first phase of mass tourism in the sixties, this development brought new infrastructure and economic development to some of the poorest areas of Europe, urbanizing what was primarily a rural landscape. After half a century, a new type of landscape has emerged, one that increasingly resembles the periphery of large cities, a kind of urban sprawl that includes historical fabric, agriculture as well as various typologies of transient accommodation, many in need of rehabilitation and reimagination. Can future tourism development rehabilitate the very landscape it has produced? What might be the role of architects, urbanists and other disciplines in directing this process? Can this rehabilitation process not only provide short term value for the tourism industry but can it also result in more sustainable and more resilient coastal leisure environments? While many of these issues exceed the professional and disciplinary capacities of architecture and even urban planning, both of these groups can, and in some cases, are doing more to address them. Tourism development funds have been channeled to improve local transportation infrastructure, to support and expand local agriculture, aquaculture and forestry, and derelict tourism infrastructure has been rehabilitated not only to serve future tourists but also to provide local communities with programs that they are lacking. The following panels have been structured around broad issues and very specific case studies that suggest how design can better direct tourism development toward the production of more resilient coastal leisure environments.

1. International tourist arrivals increased by 4.6% in 2011, reaching 983 million tourists worldwide. UNWTO Tourism Highlights 2012, p. 2 2. The ‘Europe’ discussed here is a geographical unit defined by the UNTWO, The United Nations World Tourism Agency. The UNWTO Regions are Europe, Asia and the Pacific, Americas, Africa and the Middle East. Europe is further subdivided into Northern Europe, Western Europe, Central/Eastern Europe and Southern/Mediterranean Europe. S/ME consists of Spain, Italy, Turkey, Greece, Croatia, Portugal, Israel, Albania, Cyprus, Slovenia, Andorra, Malta, Montenegro, Serbia, Bosnia Herzegovina, Macedonia and San Marino, in descending order of tourist arrivals. UNWTO p. 7 3. Of the top six S/ME countries, Spain and Italy have less than 1% GDP growth, Portugal and Croatia’s GDP has contracted around 1%, while Greece’s GDP has contracted nearly 7%. The exception in this group is Turkey, which is experiencing 8.5% increase in GDP, possibly due to major investment from the rest of the Arab world which sees Turkey as a stable and desirable area for investment. World Bank 4. UNWTO p. 7 5. Around 1965, when jet travel first became common in these countries, Spain was still ruled Francisco Franco, Portugal by António de Oliveira Salazar, Croatia, then a part of Yugoslavia, by Josef Broz Tito and even Greece was ruled by a military junta between 1967 and 1974. Four of the top six S/ME destinations are part of the EU, Croatia is slated to join in July,2013, and Turkey is an associate member since 1963. 6. Four of the top six S/ME destinations are part of the EU, Croatia is slated to join in July,2013, and Turkey has applied. 7. For example, in 1960 Agriculture and Forestry accounted for 25% of Portugal’s GDP, now it accounts for 2,4%. 8. The UNTWO as well as the World Travel and Tourism Council (WTTC) have indicated that tourism will continue to be a major part of the economies of S/ME for the next decade. The WTTC’s yearly reports tourism impact forecast that destinations in emerging markets will begin to overtake European destinations by 2023. Of the S/ME, Turkey is exhibiting the strongest current growth, while Croatia, is anticipated the lead in growth over the next decade. 9. Prof. Zdenko Cerovic, a member of the Faculty of Management in Tourism and Hospitality in Opatija, Croatia, has prepared extensive research on this subject.

WORLDWIDE INTERNATIONAL TOURISM 983 million ITA’s 1 trillion ITR’s According to the United Nations World Tourism Organization (UNWTO), international tourist arrivals (ITA’s) grew 4.6% to reach 983 million worldwide and international tourism receipts (ITR’s) surpassed 1 trillion US$ in 2011. The UNWTO ‘Europe’ region, which also includes the entire former Soviet Union and Israel, had the largest share of ITA’s (51%) and ITR’s (45%). France is the single largest destination, with 18% of all ITA’s, and the United States is the most profitable, with 12% of all ITR’s. The ‘Southern / Mediterranean Europe’ (S/ME) is the single largest UNWTO subregion with 19% of all ITR’s and 18% ITA’s. Source: UNWTO Tourism Highlights 2012, p. 2

SOUTHERN / MEDITERRANEAN EUROPE 19% of all ITA’s worldwide 17% of all ITR’S worldwide S/ME includes Spain, Italy, Turkey, Greece, Croatia, Portugal, Israel, Albania, Cyprus, Slovenia, Andorra, Malta, Montenegro, Serbia, Bosnia Herzegovina, Macedonia and San Marino, in descending order of ITA’s. Along with France, a part of the ‘Western Europe’ subregion, these countries constitute the northern Mediterranean coastline, an area with strong historical links and ecological similarities. These countries have been severely impacted by the global financial crisis, although the tourism industry has been one of the fastest recovering segments of their respective economies. Spain, Italy, Greece, Portugal, Cyprus, Slovenia and Malta are EU members, while Croatia will join in July, 2013. Source: UNWTO Tourism Highlights 2012, p. 5 * UNWTO Region ** UNWTO Subregion

70,000

60,000

50,000

40,000

30,000

20,000

+9% 27

+8% 52,6

75,6 69,8

2.7X 1.6X

47,2

1.1X

Local Population (In Mil.)

80,000

International Tourist Arrivals (In Mil.)

ITA Growth

+6% 43,6

+10% 15 +9% 6,8

+9% 9,1

10,8

1.5X

10,000

2X (8X)

4,2 0

55%*

Spain

+.7%**

Italy

115%* +.4% **

40%*

Turkey

+ 8.5%**

115%*

Greece

-6.9%**

45%*

Croatia

0%**

10,5 1.75X 75%*

Portugal

-1.6%**

*Debt as percent of GDP / ** GDP Growth (Estimated)

The six leading S/ME countries, with respect to ITA’s, are Spain, Italy, Turkey, Greece, Croatia and Portugal; four of the countries are members of the European Union and the Euro Zone, Croatia is expected to join the EU in July, 2013, and Turkey is an associate member. Since 2009, all six countries have experienced some of the highest ITA and ITR growth in the world. However, during this period, their respective GDP’s have continued to decline and their debt has increased, with the exception of Turkey. Croatia has twice as many ITA’s as inhabitants, while Turkey has nearly three times as many inhabitants as ITA’s, with remaining countries falling somewhere in between. Source: UNWTO Tourism Highlights 2012 / World Bank

Spain

Italy

Turkey

Greece

Croatia

Portugal

GDP: DIRECT CONTRIBUTION

5.40%

3.30%

4.30%

6.40%

11.90%

5.70%

GDP: TOTAL CONTRIBUTION

14.90%

8.60%

10.90%

16.50%

27.80%

15.90%

EMPLOYMENT: DIRECT CONTRIBUTION

2.70%

3.80%

2.10%

8.50%

13.10%

7.00%

EMPLOYMENT: TOTAL CONTRIBUTION

12.70%

9.70%

8.10%

18.40%

30.20%

18.50%

TRAVEL & TOURISM INVESTMENT

5.70%

4.00%

8.60%

14.00%

12.10%

13.20%

GROWTH 2013 FORECAST

161

167

111

179

171

166

LONG TERM GROWTH 2013-2023 FORECAST

180

173

133

128

177

FOREIGN VISITOR SPENDING

44%

32.50%

47%

56%

86%

63.50%

According to the World Travel and Tourism Council, tourism contributes most significantly to Croatia’s GDP, followed by Greece and Portugal; this percentage has been increasing steadily since 2009. Greece has invested the most in tourism, followed by Portugal and then Croatia. WTTC ranks Turkey as the leader in recent growth in tourism’s contribution to GDP, followed by Spain and Portugal; Croatia was ranked highest for long term growth in tourism’s contribution to GDP. Source: World Travel and Tourism Council, 2013 Report

Portugal (PT)

2.4% Ag. + Forestry

5.5%

5.7%

TOURISM

68.8%

Tourism as a part of overall GDP (2012)

‘08

‘10

7.4 ITA 11.3 ITR

+1.4 % GDP

6.8 ITA 10 ITR

9.6 ITR

‘09

‘11

-1.5 % GDP

Service

-2.9 % GDP

27.3%

6.4 ITA

6.9 ITA

23.1% Industry

10.9 ITR +0 % GDP

11.9%

International Tourist Arrivals ( Mil. ) International Tourism Receipts ( BIl. $ ) GDP Growth - ‘08 > ‘11

Portugal has been a member of the European Union since 1986. Like many of the S/ME countries within the EU, it has been heavily impacted by the crisis since 2008. ITA’s and ITR’s declined in ’09, grew in ’10, exceeded pre-2008 levels in ’11, and are expected to continue growing. Tourism currently constitutes for 5.7% of its GDP, more than Italy or Turkey and less than Greece or Croatia. Tourism’s total contribution to the Portuguese economy has been closely related to the construction industry, much like Spain. While Croatia has had more ITA, Portugal has had more domestic tourism and ITR’s, ranking 5th among the S/ME countries in these categories. Source: UNWTO Tourism Highlights 2012 / World Bank

Croatia (HR)

2.4%

5.5%

Ag. + Forestry

5.7%

Tourism as a part of overall GDP (2012)

9.2 ITR 0 % GDP

68.8%

‘10

23.1%

9.9 ITA

8.3 ITR

-1.2 % GDP

9.1 ITA

8.9 ITR

‘09

-6 % GDP

‘08

8.7 ITA

27.3% Industry

+2.2 % GDP

55.3%

9.4 ITA

Service

10.9 ITR

11.9% TOURISM

‘11

International Tourist Arrivals ( Mil. ) International Tourism Receipts ( BIl. $ ) GDP Growth - ‘08 > ‘11

Croatia is scheduled to become the 28th EU member on July 1, 2013. Of the top six S/ME countries, Croatia’s GDP is most significantly impacted by tourism; the WTTC predicts that the direct and total contribution will increase by 6% over the next decade, significantly more than any other leading S/ME country. Croatia’s ITR’s took two years to recover from the crisis and still have not exceeded pre-crisis levels, although they are predicted to in 2013. Croatia has the highest percentage of foreign tourist spending, 86%, which will probably decrease with entry into the EU. Source: UNWTO Tourism Highlights 2012 / World Bank

Portugal (PT) 2010

10%

Norte Centro Norte

Lisboa Alentejo

15%

2 034 200

19%

2 646.700

Lisboa

14%

1 931 400

Algarve

18%

Centro

Alentejo

32%

4 389 700

Algarve

2 461 300

REG. AUTÓNOMA AÇORES REG. AUTÓNOMA Madeira

Population - 10,554,804

Total Tourist Arivals - 13 764.400

Tourism Units

- 279 506

450 484

Norte

15%

2 034 200

758 739

35%

3 689 173

19%

2 646.700

2 815 851

28666 u.

Centro Lisboa

14%

Norte

14%

38386 u.

14%

Alentejo

32%

4 389 700

18%

Algarve

98980 u.

19%

53756 u.

22%

REG. AUTÓNOMA AÇORES

2 327 026

279506 u.

Nights - 53,963,700

5 412 km2

17%

23%

9 110 300

27%*

14 370 300

34%

31 551 km2

31%

28 462 km2

27%

12%

14 364 300

6 435 000

14%

7 791 800

2 710 km2

Source: Portal do Instituto Nacional de Estatística, 2010

Algarve

REG. A

REG. AUTÓNOMA Madeira

21 278 km2

Lisboa

Alente

35%

2 461 300

Area - 92,547 km2

Centro

38920 u.

1 931 400

27%

10%

Portugal (PT) 2010 - Tourism Unit Type - Impact

Capacity in units - 226,372 10%

28666 u.

Capacity adjusted for relative units size

Tourist Villages in PT

Norte

14%

38386 u.

14%

Centro Lisboa

38920 u.

Alentejo

35%

98980 u.

19%

53756 u.

Algarve

56%

98980 u.

81%

12 552 u.

REG. AUTÓNOMA AÇORES

279506 u.

The impact of tourism on the physical and social fabric of the Algarve can better be understood by analyzing the percentage of unit capacity and the specific tourism typologies this includes. While most of the capacity of Norte, Centro, Lisboa and Açores consists of hotel beds, the Algarve has the most diverse typological mix, including apartment hotels, tourist apartments (condominiums) and tourist village beds (81% of all of PT), each of these typologies constitutes a much larger square meter footprint than a typical hotel unit. With an adjustment for this factor, the Algarve has more than half of all tourism square meters in Portugal. Although it has yet to be fully documented, tourist apartments and tourist villages have been hardest hit by the financial crisis and recession. Source: Portal do Instituto Nacional de Estatística, 2010

PT Typology Mix - Units

Algarve Tourism Typology Mix - Units 24 662 959 278

Norte

13%

12 552 u.

32%

30 424 u.

25 541 841 1 100

Centro

41 384 3 766 344

Lisboa

5 145 1 620 566

Alentejo

30 424 22 261 28 970 12 552

31%

28 970 u.

24%

22 261 u.

Algarve Tourism Typology Mix - Units Algarve

13% 35%

hotel beds apt. hotel beds beds in closed hotels beds in private acc. beds in apts. tourism village beds Source: Portal do Instituto Nacional de EstatĂstica, 2010

6 667 372 652

AĂ§ores

15 524 8 060 642

Madeira

20%

hotel beds apt. hotel beds beds in closed hotels beds in private acc. beds in apts. tourism village beds

32%

Croatia (HR) 7 Coastal Counties - 2010 Istria

Primorje Gorski Kotar

Lika - Senj

Zadar

Šibenik Knin

Split Dalmatia

* 13,630 tourism capacity units are still closed as a result of the Homeland War (1991-1995). For the last decade, a large portion of ‘new’ tourism capacity has been generated through rehabilitation of existing capacity, at one scale or another. The Ministry of Tourism’s goals for adding 20,000 more units could nearly be accommodated through the rehabilitation of the 13,630 closed units.

Dubrovnik Neretva

Croatia’s tourism statistics are currently tabulated according to counties; 96% of all tourist arrivals and nights occur in the 7 coastal counties, with 40% concentrated in the two most northern counties, Istria and Primorje. The ratio of tourist arrivals to local population is nearly 7 to 1. Split and Primorje are the most populus, while Lika County is the least. The distribution of tourism capacity units closely follows local population distribution but not county area. Tourist nights match the distribution of capacity, indicating a similar length of stay, ranging from 5 – 7 nights; this reflects the relative lack of city tourism, where one would see more frequent shorter stays. Source: Croatian Bureau of Statistics, 2010

Population - 1,413,328 (33% of Croatia)

122 783

Total Tourist Arivals - 9,408,97 (96% of total)

Tourism Units - 226,372

10%

61 619

982 619

15%

28%

208 440

2 627 918

17%

29%

18%

254 603

157 874

1 637 656

21%*

32%**

296 123

455 242

68 725

634614

109 320

23%

10%

12%

170 398

51 022

28 945

403 960

Area - 24,706 km2 (44% of Croatia) 1 782 k

18%

4 534 km2

Tourist Nights - 54,198,818

11%

4 538 026

2 820 km2

14%

3 582 km2

33%

17%

22%

5 352 km2

15%

4250

45% 6100

11%

20%

6 223 824

10 938 291

3 642 km2

7% 980

6% 798

1 618 941

Source: Croatian Bureau of Statistics, 2010

31%

17 731 881

9 364 032

3 783 823

2 994 km2

Capacity in Closed Hotels - 13,630* 1% 202

12%

179 444

119 605

21%

14%

2 151 118

971 092

10% 28 945

(war)

( crisis)

Croatia (HR) 2010 - Tourism Unit Type - Impact

700,000 600,000

600,000 units 1989

500,000

500 beds 2015/1997

400,000 hotels (previously State owned) 300,000

private

200,000 100,000

2009

2007

2005

2003

2001

1999

1997

1995

1993

1991

1989

1987

1985

1983

1981

1979

1977

1975

1973

Prior to the Homeland War, Croatia, then a part of Yugoslavia, had nearly 600,000 hotel beds, most of which were owned by self-managed State enterprises and 300,000 â&#x20AC;&#x2DC;privateâ&#x20AC;&#x2122; beds, owned by citizens. During the eighties, the Yugoslav government began to allow private citizens to own as many as 20 beds, accounting for the rise in capacity for this segment. The war decimated Croatiaâ&#x20AC;&#x2122;s tourism industry, the single most profitable part of the Yugoslav economy immediately prior to the war. While private accommodation was even more significantly impacted by the war than hotels, it recovered to prewar levels much faster than the formerly State-owned hotels, and has probably surpassed hotels, since a significant portion of private capacity is not reported. Private accommodation will likely remain the single largest tourism capacity type in the middle counties; Istria already has more hotel and apartment hotel units, while Dubrovnik could also have more of this type of capacity if the large numbers of units in closed hotels (6 thousand) are rehabilitated. Source: Croatian Bureau of Statistics, 2010

HR Typology Mix - Units

HR Unit Mix

17707 10259 202 3815 12730 15025 2505 4250 9904 2505 1417 289 2277 289 4627 2022 980 6159 2022 3658 793 1300 2959 9322 14072 2589 798 18445 20479

hotel beds apt. hotel beds beds in closed hotels beds in private acc. beds in apts. tourism village beds Source: Croatian Bureau of Statistics, 2010

10100 1183 6100 5469 5147

Istria IstriaIstria County County Primorje-PrimorjeGorski Gorski Primorje Kotar Kotar County County Lika-Senj LikaLika-Senj County County Zadar Zadar County County Zadar

Šibenik- ŠibenikŠibenik Knin Knin County County Split- SplitSplit DalmatiaDalmatia County County DubrovnikDubrovnikDubrovnik Neretva Neretva County County

Adjusted for Rel. Unit Size

LISBON

‘80 ‘90 ‘00 ‘10

Castro Marim

‘80 ‘90 ‘00 ‘10

V. R. S. António

‘80 ‘90 ‘00 ‘10

Tavira

‘80 ‘90 ‘00 ‘10

Olhão

‘80 ‘90 ‘00 ‘10

Faro

‘80 ‘90 ‘00 ‘10

Loulé

‘80 ‘90 ‘00 ‘10

Albufeira

‘80 ‘90 ‘00 ‘10

Silves

‘80 ‘90 ‘00 ‘10

Lagoa

‘80 ‘90 ‘00 ‘10

Portimão

‘80 ‘90 ‘00 ‘10

Lagos

Vila do Bispo

‘80 ‘90 ‘00 ‘10

Albufeira Municipality has the largest number of tourism capacity units, at least partially due its position on the highway to Lisbon and relative proximity to Faro Airport. In general, the municipalities west of Faro, the administrative center of the Algarve, have more tourism capacity then those to the East, with the exception of Silves and Vila do Bilspo. Source: Statistical Yearbook of Algarve Region, 2010

DubrovnikNeretva

SplitDalmatia

Ĺ ibenik-Knin

Zadar

Lika-Senj

Primorje -Gorski Kotar

Istria

The Croatian coastline has 5 international airports, whose distribution matches that of local population and tourism capacity. New highway construction has also reinforced population and tourism capacity, with the exception of Zadar County, which is in now better connected in terms of transportation, a trend which will continue with the completion of a new harbor. Source: Croatian Bureau of Statistics, 2010

Faro

Zadar

Algarve

(Pag)

100 km

(Sibenik)

(Lagos)

100 km

Lisbon

(Vila Real)

Zadar

Zagreb

7 Coastal Counties

(Pag)

100 km

(Sibenik)

(Lagos)

Regional Resilience through TRANSPORTATION INFRASTRUCTURE Rehabilitation

Tourism Development and the Rehabilitation of the WORKING LANDSCAPE

Coastal tourism development and transportation infrastructure have always been intimately linked. Historically, coastal communities all along the Mediterranean were defined by their relation to nautical transportation. For the Algarve and Dalmatia, rail was the first major modern transportation infrastructure to arrive, during the early twentieth century. With the arrival of mass tourism during the postwar period, new forms of transportation infrastructure were introduced, highways, which initially served a growing leisure class and airports, which primarily served international tourists. During the last decade both countries experienced major public and private investment in transportation infrastructure, primarily major highway systems as well as some nautical infrastructure. While international tourist arrivals and tourism receipts have recovered and continue to grow in both regions, the public and banking sectors that supported the major investments in transportation infrastructure may not recover for some time.

Since 1965, the tourism industry has gradually displaced or replaced most other local industries throughout Southern / Mediterranean Europe. This economic change is highly visible in the local landscapes which had been worked by the local population for centuries, following similar patterns. The maintenance of this landscape, which defined â&#x20AC;&#x2DC;Mediterraneanâ&#x20AC;&#x2122; identity as much as the coastline itself has been increasingly neglected by a population that is primarily employed in the tourist industry. On the other hand, the European Union continues to invest major resources into various agriculture and forestry programs in these regions. Changing consumer tastes have also led to growing emphasis on gastronomy, the interest in the relation of food and culture; this interest is expanding to include a greater interest in other aspects of local material culture.

How can we better utilize this infrastructure? Can this infrastructure better serve tourists and local communities? Are strategic plans taking full advantage of this infrastructure?

Can future tourism development support a more diverse economy and a more nuanced landscape? Can changes in consumer tastes from a more passive, sea, sun, fun tourism to a more experiential tourism be used not only to preserve existing working landscapes but also help rehabilitate them or even expand them?

Rehabilitating TOURISM INFRASTRUCTURE For much of the last half century the tourism industry has primarily been characterized by green field development, and rehabilitation and adaptive reuse approaches have focused on the conservation on â&#x20AC;&#x2DC;historicalâ&#x20AC;&#x2122; or otherwise culturally significant built fabric. This continual expansion of tourism infrastructure and related real estate speculation since the sixties has resulted in a new type of urban sprawl along the Mediterranean coast. With the abrupt economic downturn of 2008, numerous hotels and resorts and real estate developments in various states of disrepair, have added to previous layers of tourism development, also in need of various degrees of repair and rethinking. How should planners, developers and architects approach this new condition? Croatiaâ&#x20AC;&#x2122;s recent troubled history provides at least one useful example of tourism development primarily focused on the rehabilitation at the scale of an entire region. The majority of the countries tourism infrastructure was damaged during the Homeland War (1991-1995) and the subsequent period of political transition. Since 2000, the vast majority of tourism development has consisted of the rehabilitation of existing tourism structures. As of 2011, 13,630 pre 1990 tourist beds, representing more than 10% of overall capacity, have not yet been rehabilitated.(9)

Regional Resilience through TRANSPORTATION INFRASTRUCTURE Rehabilitation

tourism industries, while redefining the scope and scale of a region.

In coastal areas where tourism often drives development, regional rehabilitation and planning efforts are typically focused on the expansion of cities and the construction of infrastructure – often costly and inflexible. However, in the face of a global recession and an overabundance of built infrastructure, a new approach to rehabilitation should address not the construction of new, but the manipulation of existing infrastructures, encouraging adaptability to new and changing urban conditions and uses. If its role is focused in creating a more flexible system, transportation infrastructure holds the greatest potential for becoming the basis of a regional planning and rehabilitation effort that fosters long-term economic and urban resiliency. Examining transportation infrastructures through the lens of tourism we hope to identify and evaluate the key features of existing networks, in an effort to understand their modality and, subsequently, to propose critical interventions that optimize and reinvigorate existing transport networks and

In today’s globalized environment the world is highly connected through more transportation, economic, information, and political links than ever before. Understanding the infrastructures that comprise these systems of exchange is key to understanding how they function. Global international mobility has never been higher, and as such a literal and conceptual remapping of transportation networks is currently taking place, redefining spatial and conceptual definitions of distant or foreign. Similar to the technological advances in fast, affordable means of transportation – beginning with steamships in the 18th century, followed by railway networks in the 19th century (Holden 26) and subsequently air travel in the 1950s and 60s (Holden 37) – new transportation networks are allowing for increased accessibility to more destinations. These new networks are critical to a region’s

Zagreb

2,319,098

Porto

Rijeka

6,003,408

78,890

Pula

355,920

Zadar

284,980

Split

1,300,381

Lisbon

14,035,273

Dubrovnik 1,349,501

Zadar County 3,642 sq km 170,398 Permanent Inhabitants

The Algarve 5,412 sq km 450,484 Permanent Inhabitants Faro

Zadar Municipality 194 sq km 75,082 Permanent Inhabitants

Airport

2011 RIDERS

railroad major highways

5,615,580

Faro Municipality 202 sq km 64,560 Permanent Inhabitants

2011 National Airport Ridership: 5,688,770

2011 National Airport Ridership: 25,654,258

Airports Distances, Driving Times

Zadar

TO HERE

Faro

TO HERE

Zagreb

290 km, 3 hr 19 min

Lisbon

275 km, 3 hr 2 min

Split

128 km, 1 hr 39 min

Porto

550 km, 5 hr 59 min

Dubrovnik 365 km, 4 hr 41 min Rijeka

207 km, 2 hr 46 min

Pula

392 km, 4 hr 28 min

tourist development, but also have the potential to significantly impact urban growth patterns, local businesses, industrial production, and permanent residents. Without proper planning and execution, the introduction or modification of infrastructure can have damaging external and unanticipated effects, but if properly deployed as a larger planning strategy – in the context of both the tourist season and year-round habitation – transit infrastructure can be harnessed to stimulate positive development for a region as a whole. As such, transportation infrastructure becomes a powerful tool for regional planning and rehabilitation.

or climate. Through comparing the Algarve and Zadar County, shortcomings in existing transit networks begin to outline where improvements can be made to help guide future regional redevelopment. The construction of international airports in the 1960s changed tourism dynamics in both countries by linking Northern and Southern Europe. With the majority of the Algarve’s seven million annual foreign tourists coming from Great Britain, air travel remains the primary means of transport. Consequently, Faro International Airport, the only airport in the Algarve and one of only three major international airports in all of Portugal, experiences a ridership of nearly 6 million passengers annually. Conversely In Zadar, tourists coming from Northern Europe also rely on air travel to one of Croatia’s six international airports, which are geographically distributed within approximately a four-hour drive from Zadar. Still, many of Croatia’s tourists come by ferry, bus, car, or rail, which results in less overall air travel than is experienced in the Algarve.

Comparing the transportation infrastructures of Portugal and Croatia provides us with the opportunity to examine two dialectic systems, by highlighting their strengths and weaknesses in their inherent similarities and differences. The Algarve Province and Zadar County – coastal regions that have developed around mass tourism – are undergoing continual rehabilitation. If transit infrastructure in these regions can begin to perform multiple functions, fulfilling not only the needs of tourists but also local populations and economies, the region will not only better fulfill their rehabilitation goals, but also stand more resilient in the face of future changes in the economy, population, demographics, politics,

Croatia and Portugal’s railroads carry both passengers and goods, and if these countries plan to diversify their economies in the future, the transport of goods may become increasingly necessary. Croatia’s rail network, run by the 29

International, 2011 International, 2011

Road 41% Road 41%

Air 31% Air 31%

Rail Water 2% Rail 6% Water 2% 6%

Croatia, 2010 Croatia, 2010 Other (primarily Other air)

25% (primarily air) 25%

Road 75% Road 75%

Portugal, 2010 Portugal, 2010 Water <1% Water <1%

Air 17% Air 17% Land (primarily Land road) 82% (primarily road) 82%

Inbound Tourist Modes of Transport

ZADAR ZADAR FARO FARO

Airport with Direct Flight to Faro Airport with Direct Flight toto Faro Airport with Direct Flight Zadar Rail with Direct Flight to Zadar Airport Bus Routes/highway Rail Ferry Routes Bus Routes/highway Ferry Routes

International Travel to Faro and Zadar 30

national company Croatian Railways, is in desperate need of modernization. As minimal investment has been made in the railway infrastructure since 1925, more than half the routes are not yet electrified, and many are still single track, resulting in slow speeds. In addition to its poor infrastructure, the corruption of its bureaucracy is a long running national joke. With Croatia’s acceptance into the EU in 2013, rail standards are expected to increase dramatically as the nation rapidly tries to meet the standards of its EU contemporaries. In Portugal, the rail system, operated by the state-owned company Caminhos de Ferro de Portugal (CP), was fully electrified with double lines by 2010. As a result, where the train from Zagreb to Zadar (290 km) can take up to eight hours, the train from Lisbon to the Algarve’s capital, Faro, (275 km) takes only three hours. High-speed tilt trains were also implemented on the Alfa-Pendular line that runs from Porto to Faro in the 1990s, reaching speeds of 220 km/hr. The line east of Faro, which runs along the coast, is highly utilized, but to the West the rail runs far inland from the coastal urban areas, making travel from the airport more challenging.

coast. The EN125 was originally built in 1890, with massive interventions made in both 1942 and 1991. As many tourists in the Algarve rent cars to get around and many tourists drive to Zadar, both the EN125 and D424 experience extreme congestion during tourist seasons. To help alleviate traffic problems, both regions built a large highway in the 1990s and early 2000s. In the Algarve, the A22 Motorway– built inland from the coastal cities – was originally intended to be a toll-free highway, as was done in Spain during the 1990s and early 2000s to encourage the rise of residential tourism. However, in an effort to raise funds for the state, Portugal implemented an electronic toll system last year that requires pre-paid toll cards, which have been confusing for tourists and expensive for locals, consequently pushing more traffic back to the EN125. Croatia’s A1 Motorway runs along the coastline providing the primary north-south transportation link for the country. While the A1’s tolls have not caused the same level of public pushback as the A22 has in the Algarve; they have proven to increase congestion during high-tourist months. Despite a recent focus on inland developments, particularly in the Algarve, both Zadar County and the Algarve also have long histories of nautical transportation. In Zadar, which is surrounded by an archipelago, the primary state sponsored

Both the Algarve and Zadar County also have national roads, the EN125 and D424 respectively, that run through urbanized areas along the 31

company Jadrolinija, as well as a number of smaller ferry companies, runs an extensive network of local, regional, and international ferry routes. However, as populations have changed on a number of islands, the viability of the existing routes needs to be reevaluated to prevent the entire system from atrophying. In the Algarve, the Faro municipality, which is home to the Ria Formosa lagoon and barrier islands, has seen local entrepreneurs identify a need for a nautical transport network. Small ferry operations or water taxi services have emerged but are in dire need of more regulation and organization to become more accessible for tourists and locals alike.

most of the Algarveâ&#x20AC;&#x2122;s marinas are so overbuilt, they have the potential to support other uses. Considering the current economic state and reduced public funding for large-scale projects, the Algarve and Zadar will need to prioritize which infrastructural improvements will be most beneficial to the region. When compared to landbased transport modes, nautical transportation holds the most potential, as a new or amended ferry network will require minimal infrastructural investments, offer increased adaptability for fluctuating populations, and benefit local residents and industries.

In addition to these public ferry lines, sports marinas have also become popular in both regions with the increased popularity of nautical tourism. Many of Croatiaâ&#x20AC;&#x2122;s fifty sports marinas, often built to follow to the natural topography, work in conjunction with the ferry terminals, and many are open year-round. While along the coast of the Algarve, confronting the harsh marine conditions of the Atlantic Ocean, sports marinas are large, artificial inlets that are extremely costly, energy-consuming, and environmentally harmful to construct. Often the marinas are located within a large tourist development with restaurants, hotels, and leisure activities nearby and may also contain a port for fishing boats. However, because

Carbon Footprint of Transportation Systems 1 Shipment of 18 tons (36,000lbs) over 500 miles 3042 1883

724

400

lbs of CO2

800

1200 1600 2000 2400 2800 3200 3600

Regional Resilience through TRANSPORTATION INFRASTRUCTURE Rehabilitation

Faro: The Algarve’s Coastal TRANSPORTATION Hub

commercial port south of Faro’s city could provide the site of a new major ferry terminal close to the airport and railroad, further establishing Faro as the Algarve’s transportation hub. Small marinas and docks within the Ria Formosa could become new ferry stops, creating a local network beyond the existing routes that run to the barrier islands; while the overbuilt marinas in the Albufeira and Quarteira could also become new stops that form a regional line, potentially reconnecting these ever-sprawling cities with the water.

Since Faro Airport’s introduction in 1965, a boom of mass tourism in the Algarve has led to a period of speculative overbuilding, particularly in the West, which has proven to be unsustainable in the face of a shrinking economy. Many building sites are at a standstill due to lack of financing from banks, market saturation, and a drop in demand for second homes (“Algarve Construction”). As the Portuguese economy is not anticipated to rebound until 2014 (Kowsmann), a slow recovery affords the Algarve the opportunity to step back from their typical methods of sporadic development to consider a more resilient approach to regional planning initiated by a new nautical transportation network. Although the existing nautical transportation network comprised of small ferry operators and water taxis within the Ria Formosa is fragmented and limited, a more extensive, unified network is possible with minimal investment through utilizing existing maritime infrastructure. A small

Faroâ&#x20AC;&#x2122;s Transportation Networks

2km

Current Development Patterns in the Algarve

1875-1906 The regional Algarve rail line was built from Lagos to Vila Real de Santo António.

Albufeira

By 1965, the Algarve was populated by small coastal settlements centered around the fishing industry, linked by the National Road, EN125, and the Algarve’s rail line.

Quarteira

Faro

Olhão

Transportation Infrastructure

Ferry Networks Ferry Lines Intermunicipal

Urban Cluster

Ferry Lines Local

A22 Motorway

1945-1962

Ferry Terminal | Existing

N125 Motorway

As part of the 1945 National Roadway Plan, the National Roadway N125 was built connecting the towns along the Algarve coast.

Ferry Terminal | Proposed

Minor Roads Rail Road Faro International Airport Marina

Fรกbrica

Cacela Velha

Cabanas Tavira Luz

Sta Luzia

Fuseta

Urban Cluster Railroad Line & Station 0 36

5km

The inauguration of the Faro International Airport on July 11, 1965 was a milestone in tourism development in the Algarve, opening the region to international tourists and becoming the main gateway to the Algarve.

President Admiral AmĂŠrico Thomaz unveils the inaugural plaque. 38

A22

Albufeira 22000

1960-2003

1974-Present 1999

Albufeira’s tourism industry grew in the ‘60s after Joao Barreto Bailote’s paintings of the area were seen in Britain and Northern Europe. Massive speculative tourist developments were built since the ‘80s until the 2008 economic collapse.

Vilamoura Resort was started by a wealthy banker from Porto. It is now the largest luxury resort complex in Europe and still growing out from the marina.

The train company Comboios de Portugal introduced the Alfa Pendular line from Lisbon to Faro.

1965-2001

1974

Faro International Airport opened July 11, 1965, was expanded in 1989, and was renovated in 2001.

After the dictatorship collapsed, citizens of Faro and Olhão went to the barrier islands - Farol, Hangares, Culatra, and Armona - and illegally claimed land to build houses on. Most grew to be fishing villages, but now also serve as seasonal properties for tourists.

Fe is ru an

Quarteira 21798

Faro 41934 Ilha de Faro 380

Olhão 14914

After the airport’s opening, the region saw a boom in tourism that triggered a period of massive speculative development in the West beginning in the 1970s. In response to quickly growing developments, in the 1990s new roadways were constructed and rail lines were updated for higher speeds. In 2011, Faro International Airport’s ridership rose to 5.6 million, from 60,000 in 1966.

Culatra Hangares 1000 3 Farol 20

Transportation Infrastructure

Ferry Networks Ferry Lines Intermunicipal

Urban Cluster

1986

1991-2003

erries to the barrier slands began unning from Faro nd Olhao.

Ferry Lines Local

A22 Motorway

Ferry Terminal | Existing

N125 Motorway

Ferry Terminal | Proposed

A22 Regional Motorway was Minor Roads constructed from Rail Road Lagos to Castro Marim.

Faro International Airport Marina

Manta Rota

Conceição Cabanas 1081

Fábrica

Cacela Velha

Tavira 8836 Luz

Sta Luzia 1455 Ilha daTavira 0

Fuseta 1918

Marina

Armona 20

Urban Cluster population

Railroad Line & Station 0 40

5km

Rampant tourist-driven, development projects in the Western Algarve have transformed former fishing villages, like Albufeira, into popular holiday destinations, which have been stripped of local culture.

Many of the streets in Albufeira are characterized by tourist shops and restaurants that cater to British tourists. 42

As speculative development projects can no longer attain financing, projects started in the early 2000s, such as the Albufeira marina development, are left unfinished. Despite this seemingly dire situation, locals have not been convinced that this type of development is damaging to the region. These cities are willing to wait for financing to become available, so they can continue to build these massive developments, which have already proven to be unsustainable.

The marina, adjacent villas and apartment buildings are the only elements to be completed in the originally planned tourist development around the Albufeira marina. 44

Urban Areas 1990

Urban Areas 2006

Urban growth predictions for 2020 show the urban areas spreading outward from Western Algarveâ&#x20AC;&#x2122;s tourist cities into peri-urban regions. Such sprawl will be damaging to the environment, will destroy viable agricultural lands, and will further jeopardize the regionâ&#x20AC;&#x2122;s cultural heritage. 45

Urban Areas 2000

Urban Predictions 2020

70 KM +/- 70 min 35 KM +/- 40 min drive 0

20km 46

Compared to the West, towns in the Eastern Algarve have not undergone such extreme tourist development. Rather, fishing and aquaculture industries remain prominent in these areas, where the Ria Formosaâ&#x20AC;&#x2122;s salt marshes and calm waters provides a great advantage. OlhĂŁoâ&#x20AC;&#x2122;s waterfront, shown here, hosts a park for residents with a street lined with small shops beyond, a contrast to the overbuilt coastline of Albufeira.

The communities that initially settled on the Ria Formosaâ&#x20AC;&#x2122;s barrier islands â&#x20AC;&#x201C; Farol, Culatra and Armona â&#x20AC;&#x201C; have also capitalized on the fertile ecosystem of the lagoon through fishing and aquaculture. This fishing tradition remains, but many of the small vernacular homes on these islands are now rented or sold to tourists.

The barrier islands, including Farol (right) and Culatra (above), have very small permanent populations and are accessible only boat. Cars are not allowed on the islands, so footpaths run through these communities. 50

Albufeira

Loule

S. Braz Alportel Tavira

70 KM +/- 70 min Faro

Albufeira Loule

Faro

Olhão

S. Braz

Tavira

6.6

226.2

6.6

193.2

0.1

35.3

2.7

6.1

212.5

28.6

Olhão

1027

Guests /

This unbalanced distribution of development across the Algarve manifests in extremely heavy concentrations of tourism drawn to the manufactured attractions and resorts in towns like Albufeira, which hosts nearly half of all the Algarve’s tourists. Meanwhile, cities with cultural, ecological, and historical significance, like Faro, receive only a small number of tourists annually.

Lodging Capacity / 1000 Inhabitants

35 KM +/- 40 min drive

Algarve

Percentage of Algarve’s Cultural Property (2010)

Percentage of Algarve Entertainment Locations by Municipality (2010)

Total No. of Algarve Cultural Property: 118 (Cultural Property - Monuments, Historic Sites, etc)

Total No. of Algarve Entertainment Locations: 9,228 (Entertainment Locations - Live Shows & Art Facilities)

Olhão 1% (1)

Faro 19% (22)

Loule 26% (2388)

S. Braz Alportel 0% (0)

Tavira 11% (13)

Faro 12% (1107) Olhão 5% (416)

Loule 7% (8) Albufeira 4% (343)

Albufeira 3% (3)

Tavira 5% (430) S. Braz Alportel 7% (681) 36% (3863)

59% (71)

Percentage of Algarve Tourists by Municipality

Percentage of Algarve Lodging Capacity by Municipality

Total No. of Algarve Tourists: 2,874,136

Total No. of Algarve Tourist Rooms: 98,980

Albufeira - 42% 41,707

Albufeira - 42% 1,161,509

Loule - 6% 5,877

Faro - 2% 2,072 Olhão - 0% Tavira - 5% 183 4905

Loule - 14% 408,835

33% 97,6034

Faro - 5% 156,658 Tavira - 6% 167,040

45%

Olhão - 0% 4,060

S. Braz Alportel - 0% 0

S. Braz Alportel 0%

Making Faro a Nautical Transportation and Tourism Hub With the airport and the Ria Formosa in its backyard, Faro has great potential to host a responsible and resilient form of tourism. Through historiccultural, nautical, and ecotourism, Faro can create a viable alternative to the Western Algarveâ&#x20AC;&#x2122;s unsustainable tourism model through generating more symbiotic relations between its heritage, ecology, traditional industries and tourism. With respect for the areaâ&#x20AC;&#x2122;s carrying capacity, nautical tourism can become the steward for the delicate Ria Formosa ecosystem.

Already versions of such nautical tourism have been tested in the region. For example, one company began running a private tour boat to a restaurant on the remote Desert Island. The custom boat ‘The Mighty Jamanta’, designed by the restaurant’s architect Goncalo Vargas, allows for a luxurious experience for the tourist upon arrival in Faro. These types of exclusive vacation experience are growing in popularly, while still respecting the natural landscape of the lagoon.

The Mighty Jamanta

The existing ferry terminal is located near Faroâ&#x20AC;&#x2122;s marina.

Restaurante EstaminĂŠ, designed by Goncalo Vargas, is the only building on Ilha Deserta.

2km

However, before a new model of tourism can take hold in Faro, a number of problems with the current ferry operations will need to be addressed. Currently, with many of the barrier islands’ occupants visiting from Lisbon, Spain or other areas and with such a confluence of urban, political, and physical boundaries within this small area, the communities on these islands often feel detached from their respective municipalities. Ferries have begun to bridge the physical boundary created by Ria’s waters, but the unregulated competition between operators has resulted in a fragmented network. Currently up to 20 companies may be running ferries or water taxis from Faro and Olhão during the peak season with little or no coordination between them. Tony Fantisma, a tour boat operator, also explained that a lack of infrastructure and facilities, specifically parking, public restrooms, and shading structures, not only prevents their company from running with a level of professionalism, but also deters tourists from using the ferry lines. Tony Fantisma

Faro’s current ferry dock site lacks the infrastructure and facilities to run a larger, more professional network. 57

Estoi

Conceicao

Montenegro San Pedro

Quelfes Pechao

Olhao Faro (SĂŠ)

Ferry Lines Parish Boundaries Water-defined Boundaries

2km

Initiating Regional Rehabilitation through TRANSPORTATION INFRASTRUCTURE These local problems can be addressed by consolidating the main ferry operations to Faro’s commercial port site, which is located on a peninsula south of Faro’s center – the southernmost point of Portugal’s mainland. A new terminal can be built with adequate facilities while taking advantage of the deepest channel of the lagoon, already maintained by dredging to accommodate shipping vessels. Consequently, the site can accommodate larger vessels, furthering the site’s potential to become a nautical transportation hub.

Centrally located within the Ria Formosa, the port site can also help Faro, Olh達o, and the barrier islands to be reconsidered as a single urban network, unified by a water-based transit system. The geographic scale comparison of the Ria Formosa to the Boston Metro Region, in its subway and ferry maps, begins to reveal that, although these communities are separated by water, they have the potential to function as one urban area.

Mainland Ferry Terminal

Faro Olh達o

Islands Ferry Terminal

2km

Wonderland

Oak Grove

Wellington

Park St.

North Quincy

Alewife Heath Forest Hills

Cleveland Circle 62

Mattapan

Faro Olh達o

Standing on the edge of the port site also provides a visual connection to the surrounding towns, a powerful perceptive tool to further the notion of the Ria Formosa being a unified urban region.

Olh達o

Faro

Armona

Culatra

Farol

Beginning a new nautical network from this site also creates a number of potential positive externalities for Faro and the Algarve region. A new major ferry terminal on the port site would create an ‘infrastructure triangle’ in Faro with the airport and train station. This new relationship could change how tourists interact with city, potentially allowing Faro to benefit from the capital tourism brings. Tourists would be encouraged to move through – rather than bypass – Faro and to possibly stay overnight on the way to their destinations.

500m

Rental Car Hotel Eva Bus Railroad Line & Major Roadway Minor Roadway Pedestrian Connection

Hotel Eva & Bus Terminal Proposed New Train Station Moved Train Station Proposed New Bus Proposed New Shuttle Bus Line

Current Routes from Faro Aiport

The connections between these points need to be carefully orchestrated to both avoid connections that are too direct – preventing tourist interaction with the city – and too fragmented – causing congestion. Because the islands do not have cars and tourists can easily rent a car in Albufeira or Quarteira, car ferry service from Faro does not seem necessary, so public transit links from the airport and train station will be required.

Potential Routes from Faro Aiport to the New Ferry Terminal 66

Extending Regional Networks While a new high-speed ferry line connecting the Eastern Algarve would not initially have very high ridership, it could be a viable marketing tool for tourist destinations to promote a travel experience that begins on the water. Additionally, as the region looks to build local industries, such as aquaculture and agriculture, shipping via high-speed ferry could benefit the local populations with transport of goods. Faro - Fuseta - Sta Luzia - Tavira Estimated Annual Ridership Minimum 88,860 Maximum 148,100 Minimum Average Daily Ridership 244 Maximum Average Daily Ridership 406 Proposed Off-Season Schedule 16:00 Depart Faro 16:50 Depart Olhão Depart Fuseta 17:25 Depart Sta Luzia 17:55 18:05 Arrive Tavira Proposed Seasonal Schedule 8:00 18:00 Depart Faro 8:40 18:40 Depart Olhão Depart Fuseta 9:15 19:15 Depart Sta Luzia 9:50 19:50 10:00 20:10 Arrive Tavira Depart Tavira 8:00 Depart Sta Luzia 8:10 Depart Fuseta 8:45 Depart Olhão 9:20 Arrive Faro 10:00 Travel Time Comparisons Train 24 min Faro - Olhão 37 min Faro - Fuseta 55 min Faro - Sta Luzia 51 min Faro - Tavira

Faro 41934

18:00 18:10 18:45 19:20 20:00 Drive 20 min 27 min 37 min 40 min

Ilha de Faro 380

Olhão 14914

Ferry 40 min 70 min 110 min 120 min

Culatra 1000

*Ferry travel times calculated based on speed of 65 kph. Farol 20

Transportation Infrastructure

Ferry Networks

Ferry Lines Intermuni

Urban Cluster

Ferry Lines Local

A22 Motorway

Ferry Terminal | Exist

N125 Motorway

Ferry Terminal | Prop

Minor Roads Rail Road Faro International Airport Marina

igh-Toll peed H

igh-S A22: H

Manta Rota

Conceição Cabanas 1081

Fábrica

Cacela Velha

Tavira 8836

d Roa nal”

Sta Luzia 1455 Ilha daTavira 0

tio

“Na cal

o 5: L

N12

ine ail L al R n o i Reg

Existing Ferry Stop Proposed Ferry Stop

Fuseta 1918

Existing Lines Proposed Minor Line Proposed Major Line

Marina

Armona 20

Urban Cluster population Railroad Line & Station

0 68

5km

2007

Ilha de Faro

2011

2007

2006

The introduction of a high-speed, catamaran ferry line to the East could utilize the docks and marinas that have already been expanded or constructed in these coastal communities as nautical tourism gained popularity in recent years.

Ilha da Culatra

Cabanas

2011

Santa Luzia

2007

2007 EU

road to A22/ N125 train station

A22

Albufeira 22000

lR ai

lâ&#x20AC;&#x153; N

Quarteira 21798

Estimated Annual Ridership 131,394 Minimum 1,092,950 Maximum

-T ol

lL i

Faro - Quarteira - Albufeira

Re g Lo

-S

lâ&#x20AC;?

Ro a

Minimum Average Daily Ridership 360 Maximum Average Daily Ridership 3,000 Proposed Off-Season Schedule Depart Albufeira 10:00 Depart Quarteira 10:45 Arrive Faro 12:30 Depart Faro Arrive Quartiera Arrive Albufeira

16:00 17:45 18:30

Proposed Seasonal Schedule Depart Albufeira 8:00, 10:00, 14:00, 16:00 Depart Quarteira 8:45, 10:45, 14:45, 16:45 Arrive Faro 10:30, 12:30, 16:30, 18:30

Faro 41934

Depart Faro 11:00, 13:00, 17:00, 19:00 Arrive Quartiera 12:45, 14:45, 18:45, 20:45 Arrive Albufeira 13:30, 15:30, 19:30, 21:30 Travel Time Comparisons Train 35 min Faro - Quarteira 57 min Faro - Albufeira

Drive 32 min 48 min

Ferry 100 min 140 min

*Ferry travel times calculated based on speed of 65 kph.

Transportation Infrastructure

Ferry Networks

Ferry Lines Intermuni

Urban Cluster

Lines Local A ferry route reaching to Albufeira and Quarteira could also haveFerry a number A22 Motorway Ferryvisiting Terminal | Exist of positive effects on the region. With so many tourists already N125 Motorway Albufeira and Quarteira, the ridership for a primarily seasonal Ferry high-speed Terminal | Prop ferry line has the potential to be quite substantial. Additionally, reorienting Minor Roads the cities back towards the water Railthrough Road the introduction of ferry networks can curb new developmentsâ&#x20AC;&#x2122; push inland towards agricultural lands, while encouraging redevelopment ofFaro projects, such as the Albufeira marina, that International Airport have been abandoned. Additionally, even more than in the Eastern Algarve, Marina the arrival sequence for tourists can be vastly improved by arrival via the water.

Existing Ferry Stop Proposed Ferry Stop Existing Lines Proposed Minor Line Proposed Major Line Marina Urban Cluster population Railroad Line & Station

0 72

5km

Currently the transportation from the airport to both cities is set far in from the coast, delivering visitors coming by car, bus, and train to the back side of Albufeira and Quarteira.

The northern edge of Albufeira is defined by a commercial strip with tourist shops and fast food restaurants. 74

Rather than arriving to Albufeira’s ‘backdoor,’ a waterfront arrival would welcome tourists to Albufeiras sandy beaches and cliffs.

Existing Marina

Utilizing the existing overbuilt marinas in Albufeira and Quarteira not only allows for great financial savings but also allows the opportunity to rethink how these massive pieces of infrastructure function.

Vilamoura Marina, 77

Current Recreational Marina

Current Fishing Marina

Albufeira Marina 78

Currently, the southern portion of Albufeiraâ&#x20AC;&#x2122;s marina is a fishing marina, but the design of the docks is not well suited to the needs of the fisherman and their boats. This type of hard infrastructural solution has proven not only to be costly, environmentally-harmful, and energy-intensive, but also dysfunctional. Prior to the construction of this new marina, the fisherman beached their boats just to the East to unload their catches each morning. 79

This type of soft infrastructural approach is still exemplified by the fisherman in Armaco de Pera, just to the West of Albufeira. Fisherman utilize a combination of traditional techniques and low-capital investment technologies, such as tractors, to perform the same daily functions as is done in the new Albufeira marina. 80

Ilha de Faro 380

Faro 41934

The infrastructure for a new regional ferry network in the Algarve already exists in Albufeiraâ&#x20AC;&#x2122;s and Quarteiraâ&#x20AC;&#x2122;s overbuilt marina developments and the recently constructed marinas in the Ria Formosa. This infrastructure can be repurposed and adapted; while one key investment can be made in Faroâ&#x20AC;&#x2122;s commercial port site to develop a central hub for nautical transportation within the region. Local operators have identified a market for this service but do not have the infrastructure or policies in place to run efficient and extensive networks. The implementation of a new nautical network could not only harness additional capital through increased tourist ridership, but also could redefine the urban boundaries of the Ria Formosa region through increased connectivity and accessibility. 81

Olh達o 14914

Armona 20

Culatra 1000 Hangares 3 Farol 20 0 82

1km

3km 0

Regional Resilience through TRANSPORTATION INFRASTRUCTURE Rehabilitation

Zadar: A Node in Croatiaâ&#x20AC;&#x2122;s Coastal TRANSPORTATION Network

investment. By analysing this system we look how to maximize the system for future development, in an effort to reconceptualize the region creating an ever more resilient coastal economy.

Emerging out of a major war for independence in 1995, Croatia has undergone a massive restructuring and revitalization process as it prepares to enter the EU in the Summer of 2013. As it prepares to emerge onto the global stage in a time of global economic austerity, taking stock of its current prospects, and harnessing existing infrastructures has been key in modernizing a country that saw little to no investment in a time of otherwise global prosperity. Utilizing key transportation infrastructures has historically been a traditional method of urban planning, that has seen more attention as of late a countries look for any way possible to reinvigorate economic development with limited capital to go around and a flatlined speculative market. Zadar as a case study in transportation investment as a way of defining a region in particular has benefited from a long term implemented regional transportation infrastructure plan that has enabled the region to maintain economic profitability, and subsequently been able to grow now in a time of little capital

1km

3km

5km

Sea Organ Water Front Project (Nikola Basic)

Zadar is the fifth largest city in Croatia and is the 2nd largest city in the region of Dalmatia. It is an ancient city that has been a port city from as early as the 7th Century BC, It was an important port city for the early Phoenicians, Etruscans, and Ancient Greeks. Much of the physical characteristics of modern day Zadar was shaped by the Romans who laid the foundation for the city, giving it its characteristic roman forum and central square within the city. The ancient city was mostly focused on a peninsula surrounding its protective port. Modern development has occurred on the opposite side of the port and has started to sprawl. While geographically separated from the old city by the deep port a pedestrian bridge and numerous water taxies take pedestrians back and forth across the harbor, connecting the new and the old city. Today Zadar is primarily a tourist destination and a major hub for a complex ferry network connecting it with the rest of Dalmatia and Italy. In recent times the city has seen significant reinvestment in its water front, with the construction of its sea organ and solar Art project.

Power of Projective Mapping

Throughout its long and storied historical development Zadar has been fortunate to have been repeatedly and continuously mapped as each subsequent take over, invasion, and occupation sought to develop the region, rich in resources, in a key strategic location along the adriatic. Through the number of continuous mappings the process of mapping itself turned into an iterative form or urban planning, that would continue until present day. With the value of hindsight and historical context, the role of urban planning shifts from the traditional role of master planner to one more along the lines of urban caretaker, continuously tending, altering, and adapting the system instead of dreaming up grand images of perfection. It turns the map into an urban tool to project development, use, and program as a means of creating resilient infrastructure.

Beginning in the 1820s the Austrian Empire initiated a massive cadastral measurement of Dalmatia as a way to take stock of the newly acquired territories of their empire, (understand the existing system) in order to be able to plan for further expansion, as a way to give back to the countries they occupied. This initial plan started in motion a process of reiterative planning for Zadar and the rest of Dalmatia, that has continued until today.

UN Northern Adriatic Plan (UNNAP)

beyond geographic representation, as a way of mapping invisible geography = program, use, infrastructure, and zoning. Similar the the Austrians The UNNADP systematically sought to map existing conditions, as an effort to identify potential problems, recognize the existing system , before creating projective map for the potential future of the region.

This history of intensive strategic planning/mapping carried through to the 20th/21st century and manifest itself in the Northern Adriatic Development Plan (UNNADP) in 1960 as a continuation of the process of cadastral measure and planning started by the Austrians in the 1820â&#x20AC;&#x2122;s. This new large international global political plan Set precedent for Large scale land use planning, for the entire region. The UN Plan utilized the technique of mapping unique variables

Current Situation Elements

Problem Map

Directional Regional Expansion

Synthesis

Tourism

Transportation

Split - Northern Adriatic Plan

The UNNADP was then subsequently adapted and implemented on a more regional scale by its constituents. One key example of how this plan was implemented on a regional scale was Split, a city several miles to the south of Zadar. At this new scale regional planners, utilized the power of transportation infrastructure as a way of planning for regional development. It included an extensive transit system, that sought to redefine the entire urban region of the city. It set a precedent for using transportation infrastructure as a means for regional planning.

SPLIT - FERRY SYSTEM

One of the key aspects of the UNNADP in split was its focus on transportation infrastructure as a form of regional planning. What makes this plan particularly unique is its focus on a water based ferry network to connect a series of islands that make up the region. While the plan included typical transportation infrastructures such as freeways, rail, and air travel, its interaction with nautical infrastructure is incredibly adept for its specific geographic condition. Based off of this highly interconnected nautical system the islands around the city to develop as part of the city itself, with many of the island residents working in the city heart and visa versa, an accomplishment that would not have been possible without a planned transit system. While the realized version of the system is slightly different from original proposal, due to highly flexible nature of nautical infrastructure the system was able to easily adapt and change to improve its efficiency without wasted expenditure.

Split - Aerial

Split - Transportation Infrastructure

Transportation Infrastructure Urban Cluster A1 Motorway Major Highway Minor Roads Rail Road Split International Airport Minor Airport Major Port

100

Proposed Ferry Networks Proposed Ferry Lines | International Proposed Ferry Lines |Local Ferry Terminal | Proposed

101

Split - Proposed UNNAP Ferry System

The system that was proposed in split was a highly interconnected plan, that sought to bring multiple access points to the islands immediately surrounding the urban core. It paved the way for a high volume high traffic urban nautical transportation network.

102

Ferry Networks Ferry Lines | International Ferry Lines |Local Ferry Terminal | Existing

103

EX. LOCAL LINES SPLIT FERRY LINES DESTINATION

CURRENT COMPANY RIDERSHIPNUMBER TIME TO FERRY 2011 OF SPLIT BOATS

DISTANCE TO SPLIT

CAR?

T1 VS T2

POPULATION

POPULATION OF ISLAND ISLAND

Split - Realized Ferry System

CAPACITY FOR TOURISTS RIDERSHIP/POPULATION NUMBER NUMBER 2011 OF BEDS OF BINDINGS

TRAJEKTNE LINIJE // FERRY LINES RIJEKA - SPLIT - STARI GRAD - KORCULA - DUBROVNIK RIJEKA SPLIT STARI GRAD KORCULA DUBROVNIK

101

45323

7934

101 101 101 101 101

45323 45323 45323 45323 45323 45323

7934 7934 7934 7934 7934

CAR FERRY CAR FERRY CAR FERRY CAR FERRY CAR FERRY CAR FERRY

720 855 1080 1350

ZADAR* 54927.3370861357 VIS - SPLIT VIS

602 602

185341 185341

41309 41309

VELA LUKA

604 604

165932 165932

LASTOVO

604

165932

SPLIT - VELA LUKA LASTOVO

128735 178192 1906 2839 42641 354313 75082 429395

213842 349314 11103 16182

140

CAR FERRY CAR FERRY

1920

3617

42960 42960

210

CAR FERRY CAR FERRY

4130

16182

42960

285

CAR FERRY

344

42960

TROGIR

0.127917970833698

792 16974

606

87375

8308

606

87375

8308

606

87375

8308

606

87375

8308

115

168

10818

8308

54 168 13482

0.616229046135588

3326

14436

462.571557426338

1906

11103

12.7255696658561

110

1675

162.940895522388

1538513 1538513

316024 316024

635

593634

141292

STARI GRAD

635

593634

141292

SPLIT - ROGAC

636

272926

55536

ROGAC

636

272926

55536

616

65678

616 616

SPLIT - ROGAC STOMORSKA

9601

35162

ROGAC

9601

35162

110

1675

STOMORSKA

9601

35162

241

1675

9602

53816

9602

53816

3672

11103

9602

53816

125

1920

3617

2.53092965712266

13260

631 631

SUPETAR

CAR FERRY CAR FERRY

11.4207907105336

106.574743696315

TROGIR

CAR FERRY 120

CAR FERRY CAR FERRY

CAR FERRY

65678

6071 10818

20.9922388059702

VIS

5592

BOL

9.62374821173104

9603

86908

9603

86908

1661

14436

9603

86908

3656

11103

62935

833

14436

62935

100

3672

11103

62935

25539

LASTOVO

9604

137461

VELA LUKA

9604 9604

137461 137461

65 120

3672 4130

11103 16182

LASTOVO

9604

137461

175

344

792

KORCULA

9608

LUKA UTO

143178 3672

11103

2.46427033164963

UTO

9608

LUKA UTO

143178

PRIGRADICA

9608

LUKA UTO

143178

105

KORCULA

9608

LUKA

143178

140

TIME 16182 2839

16182

104

The system that was initially proposed in the UNNADP was subsequently realized in split with striking resemblance to the proposed system. It is now a system that supports 3.5 million people per year, that creates a highly connected urban region. The system itself has a fairly high ridership percentage (based on population) proving the system to be a highly utilized asset to the region. MUNICIPALITY

ATTRACTIONS

105

Split - Ferry System Comparison

By comparing the proposed and the realized lines we are able to determine some key insights into nautical infrastructure planning that might not be immediately apparent when drawing up new systems. One such insight is the expansion of the system to create a further reaching less dense system compared to highly connected limited system that was proposed. Another key feature that was realized is a multi nodal system compared to a singular central hub. While both plans use Split harbor as the main port for the system, the realized plan has several other key ports such as Hvar, that act as collection points for other routes, before connecting back to the mainland.

Proposed Ferry Networks

Ferry Networks

Proposed Ferry Lines | International

Ferry Lines | International

Proposed Ferry Lines |Local Ferry Terminal | Proposed

Ferry Lines |Local Ferry Terminal | Existing

Proposed

Realized

106

Hotel System Marjan

A key example of how this type of nautical infrastructure can directly lead to development is in the plan for the Hotel System Marjan designed by Neven Ĺ egvic. Based of of the UNNAP Ĺ egvic proposed his own micro ferry system as a means of developing a cohesive group of hotels and regional activities. The strength of his plan was in piggybacking on existing planned infrastructure systems, including the airport, freeway, and new port. While his plan was never realized it clearly embodies the embedded nature of transportation infrastructure, tourism and development.

107

108

109

110

111

Spatial Plan of Zadar County: Land Use

The continuation of the iterative mapping process for Zadar has resulted in a highly complex technical conceptualization of place. The landscape itself has been zoned, sectioned, delineated, and proposed, in what has been a continual planning process that has been constantly evolving for the past 200 years. As such the region has a highly developed and interconnected planning strategy. The region has been highly codified and planned so that all the pieces work cohesively as a larger urban mechanism.

112

Transportation Infrastructure

Transportation Infrastructure Urban Cluster A1 Motorway Major Highway Minor Roads Rail Road Zadar International Airport Minor Airport Major Port Minor Port

113

Ferry Routes

ancona

Ferry Networks Ferry Lines | International Ferry Lines | Regional / Local Ferry Terminal | Existing

114

Marinas // Ports

ancona

Port Capacity | Number of Moorings 1,000 + 200 - 500 < 200 200 - 500 With Ferry Terminal < 200 With Ferry Terminal Ferry Networks Ferry Lines | International Ferry Lines | Regional / Local Ferry Terminal | Existing

115

Tourism Capacity

ancona

Tourism Capacity | Number of Beds 3,000 + 1,000 - 3,000 500 - 1,000 < 500 With Ferry Terminal Port Capacity | Number of Moorings 1,000 + 200 - 500 < 200 200 - 500 With Ferry Terminal < 200 With Ferry Terminal Ferry Networks Ferry Lines | International Ferry Lines | Regional / Local Ferry Terminal | Existing

116

T3 T3

Tourism Zoning

T3T2 T3 T2

T2 T2 T3 T3T2 T3

T2 T3 T2 T3 T2 T3 T2 T2

T2 T3

T2 T3 T2T2 T2

T2 T2 T2

T2 T3

T2 T3 T2

T3 T2

T2 T2

T3 T2 T2

T2 T2T2

Tourism Capacity | Number of Beds

T2 T

T2 T2 T2 T2T2

3,000 +

T2 T3

1,000 - 3,000 T3

500 - 1,000 < 500

T3 T2 T2 T3 T2 T2

With Ferry Terminal

T3 T3 T3 T2

T3 T3 T2

T3 T2

Port Capacity | Number of Moorings

1,000 + T2 T2

200 - 500

T2 T3

T2 T2 T2

< 200

200 - 500 With Ferry Terminal

T2 T3

< 200 With Ferry Terminal

T3 T2

Tourism Zoning Hotels T2 Tourist Settlement (1,000+ Meters - 30 Hectares) (70% Apartments & Rentable Villas / 30% hotel) T3 Camping

T2 T2

T3T1 T3

T2 T2

117

T2 T2

T1 T3 T2 T1 T2 T2

Water System

Hydraulic Network Water Pipeline Water Station

118

Power Grid

Electrical Network Underwater Power Conduit Overland Power Conduit Central Transformer Secondary Transformer

119

Telecomunications

Telecommunications Network Underwater Conduit Overland Conduit Radio Transmissions Central TK Center Secondary TK Center Radio Tower

120

121

Ist - Inter Island Suburb

One such example of this highly interconnected system is the island of Ist, located 40 km north of the central city of Zadar. While geographically separated from the downtown CBD the island is a conceptual, political, and infrastructural connected part of the city itself. The infrastructure is an extension of the city, providing a number of services including electrical, telecommunications, water, and transportation systems. The island is served by two deep water ports that serve as the ferry stops for both the large scale regional ferry to the north, and the smaller local ferry to the south. This small island also includes, a networked regional waste disposal strategy, as well as water collection facility to serve itself as well as feeds back into the larger system. Car Ferry Terminal

Passenger Ferry Terminal

Rural School

122

Rain Water Catchment / Cistern

123

Zadar - Ferry System

The backbone of Zadarâ&#x20AC;&#x2122;s distributed interconnected infrastructure is its extensive ferry system. Based largely on a similar model to the UNNAP for Split, the ferry network in Zadar serves roughly 2.6 million people annually. Because of the number of small islands surrounding Zadar, creating a cohesive networked ferry system was essential to spur development beyond the city walls and into the surrounding islands. Moving both goods and people throughout the archipelago, Zadarâ&#x20AC;&#x2122;s numerous ferries, become not only a necessary infrastructure, but also a part of the landscape and conceptualization of the identity of the place itself.

124

Zadar - Ferry Port

The current ferry port is located within the old harbor, north of the old city walls in the center of the city. Vehicular and pedestrian traffic skirt along the waterfront to board directly onto the vessels from the street.

125

126

Zadar - Ferry Scales

The Zadar Ferry system operates several different scales of boat depending on the scale and distance of the perspective route. The largest vessels carrying the most number of passages offer direct trips to Ancona Italy, or north to Rijeka, while smaller regional ferries take passengers throughout the archipelago. The third type of ship serves as a floating bridge connecting downtown Zadar with Preko immediately across the channel.

JARDOLINIJA

JARDOLINIJA 127

128

ancona

129

EX. LOCAL LINESFERRY LINES ZADAR DESTINATION

Zadar - Ferry System

75082

CURRENT COMPANY RIDERSHIPNUMBER TIME TO FERRY 2011 OF ZADAR BOATS

DISTANCE CAR? TO ZADAR

TRAJEKTNE LINIJE // FERRY LINES

T1 VS T2

POPULATION

POPULATION ISLAND OF ISLAND

RIDERSHIP/ POPULATION

75082

ZADAR - PREKO PREKO

431

JADROLINIJA1617167

247624

431

JADROLINIJA1617167

247624

BIOGRAD-TKON TKON

432 432

JADROLINIJA 448198 JADROLINIJA 448198 2065365

102848 102848

ZADAR - BRBINJ BRBINJ

434

JADROLINIJA 141480

47709

434

JADROLINIJA 141480

47709

5 YES

3871

707

7583 ULIJAN 2004 PASMAN 9587 5528 2004 PASMAN 7583 ULIJAN

417.764660294498 168.683321164076

633.94342291372 215.433920934599

ZADAR - IST - OLIB - SILBA - PREMUDA - M.LOSINJ IST

20.9 YES

100

DUGI 1772 OTOK

JADROLINIJA

24707

6130

401 A1

JADROLINIJA

24707

6130

150

40.6 YES

200

200 IST

OLIB

401 A2

JADROLINIJA

24707

6130

195

46 YES

147

147 OLIB

SILBA PREMUDA

401 A3 401 A4

JADROLINIJA JADROLINIJA

24707 24707

6130 6130

240 280

51 YES 55.5 YES

265 50

265 SILBA 50 PREMUDA

M.LOSINJ

401 A5

JADROLINIJA

24707 24707

6130

380

76.3 YES

JADROLINIJA

17497

5116

RIVANJ SESTRUNJ

433 B1 433 B2

JADROLINIJA JADROLINIJA

17497 17497

5116 5116

65 85

15.6 YES 18.5 YES

30 45

ZVERINAC

433 B3

JADROLINIJA

17497

5116

120

24.9 YES

MOLAT POTENTIALY IST INSTEAD OF MOLAT

433 B4 433

JADROLINIJA JADROLINIJA

17497 17497

5116 5116

145

29.8 YES

207

ZADAR - RIVANJ - SESTRUNJ - ZVERINC MOLAT

8388 NA 9050

17497 435

JADROLINIA

21043

8249

BRSANJ

435 435

JADROLINIA JADROLINIA

21043 21043

8249 8249

85 140

YES YES

435

JADROLINIA

21043

8249

150

YES

JADROLINIA

48240

405 D1 405 D2

JADROLINIA JADROLINIA

48240 48240

75 85

MALI RAVA RAVA

405 D3 405 D4

JADROLINIA JADROLINIA

48240 48240

120 130

53.0212121212121

100 98 98 71.0912162162162

278.5 557 - IZ 278.5 557 - IZ 49 98 - RAVA 49 98 - RAVA

48240 JADROLINIJA

48 ZVERINAC 207 MOLAT

296

MALI IZ VELI IZ

30 RIVANJ 45 SESTRUNJ

YES

21043

ZADAR - SALI - ZAGLAV

2.73005524861878

330

ZADAR - BRSANJ - RAVA - M.RAVA

ZADAR - MALI IZ - VELI IZ - M.RAVA - RAVA

MLOSINJ

655

73.6488549618321

27707

SALI

JADROLINIJA

27707

21.5

1772 DUGI 746 OTOK

ZAGLAV

JADROLINIJA

27707

19.6

172

ZADAR - IST - MOLAT

9403

JADROLINIJA

48260

29.8 CATAMARAN

MOLAT

9403 F1

JADROLINIJA

48260

32.8 CATAMARAN

MOLAT

BRJULJE ZAPUNTEL

9403 F2 9403 F3

JADROLINIJA JADROLINIJA

48260 48260

37.2 CATAMARAN 40 CATAMARAN

53 58

MOLAT MOLAT

IST

9403 F4

JADROLINIJA

48260 48260

40.6 CATAMARAN

200 407

ZADAR - SALI - ZAGLAV SALI

9406 9406

JADROLINIJA JADROLINIJA

94047 94047

CATAMARAN 21.5 CATAMARAN

ZAGLAV

9406

JADROLINIJA

94047

19.6 CATAMARAN

ZADAR - PREMUDA - SILBA - OLIB

9401

MIATRADE

66944

PREMUDA SILBA

9401 9401

MIATRADE MIATRADE

66944 66944

80 100

CATAMARAN CATAMARAN

OLIB

9401

MIATRADE

66944

120

CATAMARAN

ILOVIK MALI LOSINJ

100 145

CATAMARAN CATAMARAN

UNIJE PULA

195 280

CATAMARAN CATAMARAN

ZADAR - ILOVIK - MALI LOSINJ - UNIJE PULA

CATAMARAN

70 231 PLACES

MIATRADE

ZADAR - RIVANJ - SESTRUNJ - BOZAVA ZVERINAC

9404

G&V

32922

RIVANJ SESTRUNJ

9404 9404

G&V G&V

32922 32922

40 50

CATAMARAN CATAMARAN

BOZAVA

9404

G&V

32922

CATAMARAN

ZVERINAC

9404

G&V

32922

CATAMARAN

MALI IZ

9404A 9404A

G&V G&V

36973 36973

CATAMARAN CATAMARAN

VELI IZ MALA RAVA

9404A 9404A

G&V G&V

36973 36973

65 85

CATAMARAN CATAMARAN

RAVA

9404A

G&V

36973

CATAMARAN

ZADAR - ILOVIK - MALI LOSINJ - UNIJE PULA

9141

LNP

37749

ILOVIK MALI LOSINJ

9141 9141

LNP LNP

37749 37749

100 145

CATAMARAN CATAMARAN

UNIJE PULA

9141 9141

LNP LNP

37749 37749

195 280

CATAMARAN CATAMARAN

ZADAR - IZ - RAVA

118.574938574939

CATAMARAN

130

CAPACITY FOR TOURISTS NUMBER NUMBER OF BEDS OF BINDINGS

Overall the system wide ridership of the system is very high, providing high quality transportation, to a wide range of the population. However, several key ferry lines have been identified as having relatively poor ridership numbers. In order to keep the entire system from atrophying it will be crucial to modify and adapt the system to changing needs by modifying its routes. MUNICIPALITY

ATTRACTIONS

131

Zadar - Latent Potential

Part of the changing needs of the system are due to a declining population on the islands of the archipelago. As current island inhabitants are aging and dying, few new inhabitants are moving to the islands, as many see island living as a old fashioned way of life. However, these islands are ripe for redevelopment, as they already have a large amount of public infrastructure, and industrial / agricultural potential.

132

Zadar - Gazenica

In order to help facilitate this evolution, the city has invested in the largest construction project in the country, developing a new deep water port, ferry, and cruise ship terminal two kilometers to the south of the old city. The objective of the new port is not only to alleviate traffic congestion around the old city but also provide the infrastructure base necessary to accommodate this large scale regional growth and recalibration.

133

134

Gazenica - Techincal System

The new port utilizes a state of the art variable location GPS based construction system, made up a number of precast elements, making the project one of the most technologically advanced of its kind, enabling a incredibly condensed construction schedule with a very high level of accuracy. Architect: Nikola Basic Construction: Strabag Construction

135

136

Gazenica - Regional Rehabilitation

The insertion of this new piece of large scale transportation infrastructure will undoubtedly alter development in the city as well as the region. It strategic position realigns Zadar as a new transit hub for the region, with major, air, rail, road, and now nautical infrastructure. It changes the role of the region from simply being a destination to jumping off point, hoping to capitalize on the volume of tourism throughout the northern adriatic. The project hopes to attract more volume from its current routes, connecting Italy and Croatia as well as spur new routes to the region by attracting both commercial and tourism traffic that would otherwise head towards other Croatian ports to the north or south.

137

Gazenica - Ferry Impact

Even as construction Gazenica has not yet been completed, some of the ferries and vehicular traffic have already been diverted to the new port while a crane continues to place the remaining pre cast elements.

138

Zadar - Radial City

By ignoring traditional geographic separations, and instead distilling the essential elements of city making, such as services, utilities, and infrastructure, as represented in Ebenezer Howardâ&#x20AC;&#x2122;s Radial City, plan the region can begin to remap itself based off of the interconnectivity of its network.

139

Zadar - Infrastructure City

Within the context of this new urban archipelago, the importance of the connections between places and parts of a whole become the primary connective tissue in defining a region, instead of geographic boundaries. The region itself then begins to read as its own diagrammatic â&#x20AC;&#x153;Radial City (Left)â&#x20AC;?, as a larger urban region, redefined by its networked connectivity, because of as a necessity due to its literal geography a dependance on transportation infrastructure as a method of conceptualizing place.

ancona

Transportation Infrastructure Urban Cluster A1 Motorway Major Highway Minor Roads Rail Road Zadar International Airport Minor Airport Major Port Minor Port Development Zone Ferry Networks Ferry Lines | International Ferry Lines | National Ferry Lines | Regional Ferry Lines |Local Ferry Terminal | Existing

140

CONCLUSION In coastal areas where tourism drives local economies, transportation infrastructures are inherently crucial, as tourism is ultimately dependent on the travel of tourists to and from a destination. However, in both the Algarve and Zadar County, seasonal tourism has generated robust infrastructures that are used to their full capacity for only a few months of the year. Based on the overbuilding and underutilization of infrastructures in both regions, weâ&#x20AC;&#x2122;ve begun to ask how transportation planning in these regions could better utilize these massive public investments? How can one better evaluate potential sites of development using existing infrastructure as a primary lens? And can short-term tourism profits be used for long-term infrastructure investments? In an effort to address some of these difficult questions, we have identified sites in both regions that could play a critical role in maintaining and redefining these existing networks with minimal investments.

bors that could be adapted and utilized for a new network with minimal investment. The flexibility of a nautical transport network also creates a â&#x20AC;&#x2DC;plug-and-playâ&#x20AC;&#x2122; system that can flex with an influx of tourists during the summer months through increasing the number of vessels running and changing route sequences, if necessary. Additionally, as both the Algarve and Zadar County look to move beyond their mono-economies in tourism through diversifying their industries, a nautical transportation network would provide a means of transporting goods that is cost effective and has less environmental impact, as maritime shipping has a carbon footprint that is a fraction of that of rail or highway shipping. In the Algarve, much of the infrastructure required to create a new regional nautical transportation network already exists. Marinas built for tourist developments in Western Algarve cities have proven to be overbuilt pieces of hard, inflexible infrastructure, but in their scale, they have the potential to be adapted to host new ferry terminals. In the Ria Formosa, towns in the Eastern Algarve have constructed or added to marinas following a market-driven trend in nautical tourism, which could be easily adapted to support new high-

Developing and upgrading land-based networks, such as roadways and railways, is often extremely time, energy, and cost-intensive; whereas, the infrastructural requirements for nautical transportation networks are comparatively minimal. Already both regions have significant infrastructure in place in existing docks, marinas, and har58 141

3km

59 142

speed catamaran ferry stops. The key investment for the Algarve lies in Faro’s commercial port site, which is underutilized despite its central location within the Ria Formosa’s deepest channel and its close proximity to the Faro Airport. By repurposing these existing infrastructures, the creation of a new nautical network could help the region establish a new approach to tourism that not only respects the region’s carrying capacity, but also becomes a steward for the Ria Formosa’s ecology, cultural, and local industries.

In planning the futures of their nautical networks, both regions can learn from each other’s strengths. Faro’s ferry network, made up of a number of small tour boat operators, has allowed for the system to adapt to changes in ridership, development patterns and demographic shifts faster than Zadar’s ferry network has proven to. In Zadar, Jadrolinija runs nearly all of the ferry operations, including local, regional and international lines, which has proven to be a much better organized network, but one that has not proven flexible enough to change quickly with the change populations and demographics of the islands.

In Zadar, the island populations are aging and dying, but no new inhabitants are coming to allow the islands to continue to survive. A reconfiguring of the ferry routes, perhaps in conjunction with some new programs brought to these islands, could help to bring new, young populations to the islands surrounding Zadar. In order to help facilitate this evolution, the city has invested in the largest construction project in the country in the development of a new deep water port, ferry, and cruise ship terminal 2 kilometers to the south of the old city. The aim of the new port is not only to alleviate traffic congestion around the old city but also provide the infrastructure base necessary to accommodate this large scale regional growth. However, this project is not without its potential pitfalls as it will be essential that a larger regional plan for redevelopment is also enacted in order to make the new port a viable success.

Both the Algarve and Zadar County would benefit from utilizing a nautical transportation network as a vehicle to guide regional redevelopment and potential future urban growth, similar to Ebenezer Howards’ Garden City model in 1898. Howard argued for a central radial configuration, connected by rail, of small communities around a modest sized central city, with a population less than 58000, in an effort to avoid overcrowding while maintaining a manageable density and allow for preservation of open space and agricultural land (Curtis 243). Adapting the Garden City to seabased transportation helps to reconsider these islands as radial cities, not only solidifying their relationship with their municipalities, but also discouraging the urban sprawl that is predicted for both regions. 143

144

Understanding the relationship between transportation and its users in a tourist city during both peak and non-peak seasons, nautical networks can become a â&#x20AC;&#x2DC;plug-and-playâ&#x20AC;&#x2122; system that expands in the summer months to carry tourists to their destinations and shrinks to accommodate only a local population during the off-season. The flexibility of nautical transportation to adapt to changes in ridership on a daily basis is unmatched by other public transit systems. Ferries can be moved anywhere, as compared to rail, and additional vessels can easily be added or can run at high frequencies to carry more passengers. If these networks can support themselves on the profits made from tourists, the locals can also benefit if the system is run, though at a smaller scale and scope, year-round. Nautical transportation holds a great potential for the development of a symbiotic relationship between tourism, industry, ecology, and culture.

145

146

Tourism Development and the Rehabilitation of the WORKING LANDSCAPE In order to develop a foundational understanding of Croatia and Portugalâ&#x20AC;&#x2122;s respective rural landscapes and their capacity for touristic development, the research completed has focused on four complementary scales of study. The first section, Mapping the WORKING LANDSCAPE: ZADAR COUNTY and the CENTRAL ALGARVE, aims to document the ecology of the land, as it exists through mapping rural, agriculture, aquaculture, forestry and protected zones. This section also documents existing zones of agriculture as well as European Union programs in those regions. Furthermore, it attempts to map the activities and infrastructure, which occur within these areas and network them with the larger region. The second section, The material culture of the WORKING LANDSCAPE: Rubble Stone and Rammed Earth Construction, seeks to identify the material landscape, and how these found materials can be manipulated for different usages. This Section examines the close relationship between the clearing of land for crop production and that of dwelling construction, which grows from the working landscape in resides within. The third section of study, The Dwelling and the WORKING LANDSCAPE: Construction, Spatial Organization and Change, revolves around the spatial logic of the unit as it relates to its materials. It aims to demonstrate different scales of traditional, non-traditional and hybrid material use, which may influence different variations of unit occupation. The fourth section of study, The Carrying Capacity of WORKING LANDSCAPES: Site Planning, evaluates site planning strategies within the rural realm. This research analyzes various scales of development, activities and their economic and social relationships to their regional contexts.

The rural landscapes of Croatia and Portugal are integral to their cultural, natural and social ecology. Industrialization in the early twentieth century and mass tourism in later half, have contributed to the depopulation of agricultural areas. The European Union has sought to reverse this trend through various subsidy programs. This section seeks to examine how new forms of tourism, working in conjunction with existing agricultural programs, could reinvigorate this important economy. A number of case studies suggest that agriculture, aquaculture and silviculture can exist along side tourism, even within the same space. Within the rural environment, there is an existing logic of plurality, which protects the sustainability and stability of these regions. These working landscapes are capable of supporting crops, livestock, material production, economy and recreation for their inhabitants. The role and actions of humans to maintain the health and productivity of these working landscapes should not be neglected, but rather studied as a means to inform future rural developments. As many systems undertake dual functionalities, it might be envisioned that touristic developments could exist as an added system or crop within these landscapes.

147

The hinterland of the Algarve is nearly untouched by tourism

148

Tourism Development and the Rehabilitation of the WORKING LANDSCAPE Within the rural landscape, there is the potential to secure funding and subsidies for the rehabilitation and development of agriculture and aquaculture. The concept of developing rural lands is often viewed as environmentally insensitive. However, many of these working landscapes require maintenance in order to stabilize the ecology. For instance, if forest areas are left unkempt, dry brush can catch fire and ravage the forest ecosystem, which could take years to repair. One objective of this research is to identify opportunities that benefit both the landscape and its inhabitants in a productive and well-planned manner.

As indicated by Luis Campos Ferriera (Parliamentary Commission of Economy and Public Works), the concentration on a mono-economy, as seen in Portugalâ&#x20AC;&#x2122;s touristic ventures, exposes a country or region to the vulnerabilities of ever-shifting interests and economic conditions. Rural regions are unique in that they are conditioned to adapt to shifting temporal conditions. Whether observed in the rotation of crops, changes in population, changing of seasons or changes in ecological conditions, these sites and their managers must quickly adjust in order to remain productive. A close understanding of these rural landscapes will undoubtedly inform tactics for more resilient development, both within rural and urban fabrics.

149

The hinterland of the Algarve is nearly untouched by tourism

150

The rural areas of the EU cover 80% of the EU territory while about 10.4 million people (URL1) are working in agriculture. About 45% of the common European budget is allocated for the Common Agricultural Policy. In 2009, EUR 41.1 billion were allocated for this purpose.

VIRGIN LAND

STONES CLEARED 151

There is a large amount of money available from the EU for the development of agriculture and aquaculture land. Our interest lies in how to instrumentalize these subsidies architecturally in order to avoid the continuation of overspeculative tourism.

CROPS PLANTED

SPAWL 152

RURAL POPULATION Rural population refers to people living in rural areas as deﬁned by national statistical ofﬁces. It is calculated as the difference between total poulation and urban population. 6,355,509.6 PORTUGAL

5,561,070.9

4,766,632.2

3,972,193.5

3,177,754.8

CROATIA

2,383,316,1

1,588,877.4

794,438.7

0.0 1960

1964

1967

1971

1974

1978

1981

1985

153

1989

1992

1996

1999

2003

2006

2010

AGING AND DECLINING OCCUPATION OF RURAL LANDS: Pag Town, Pag Island, Zadar County, Croatia

154

The site of Stari Grad on the island of Hvar is a UNESCO protected site and is an illustration of the Greek geomentric division of land parcels dating back to 4th century B.C. This site is simiultaneously a monument and a working landscape, which produces the same crops it has for the past 2,400 years. It is the first working landscape to become a protected monument. Furthermore, through an agricultural subsidy program called ARKOD, this land has begun to receive funding for the production of crops. In order to apply for ARKOD subsidies, land holders must document and map their agricultural land holdings. Farmers benefit through subsidies and Croatia benefits because it has a clearer mapping of the countryâ&#x20AC;&#x2122;s land holdings. The mapping to the right is the Stari Grad site following its application to ARKOD. This monumental site indicates that there is perhaps less conflict between change and preservation than previously assumed. Such an example might exemplify that change and preservation can, in fact, coexist.

Stari Grad Plain Island Hvar, Croatia 155

OLIVES

VINEYARD FRUIT INFIELD

subsidized agricultural parcels 156

WORKING LANDSCAPE: Silves Municipality, Algarve, Portugal

157

It is clear that there is funding and many able hands willing to contribute to new built environments. Rural construction will continue on a variety of scales whether it is regulated or not. The question then becomes what role can the architect fulfill in an effort to generate landscapes that are in tune with the local environments and ecologies.

WORKING LANDSCAPE OCCUPIED: Korcula Island, Croatia

158

PORTUGAL & CROATIA: AQUACULTURE STATISTICS ES DK FR UK IT IE DE PL PT SE LY LV LI EL OTHER EE GR HR NL CZ

CURRENT FISHING PRODUCTION (TONNES LIVE WEIGHT)

RO HU FI

= 25,000 TOTAL CATCHES (TONNES)

= 25,000 TOTAL AQUACULTURE (TONNES) 159

EU COMMUNITY AID TO THE FISHING SECTOR ES PL IT PT OTHER FR RO EL LV UK DE DK EE BG NL SE LT

PORTUGAL

RANKS 9 OVERALL CATCHES: 199,006 TONNES (4.1% EU) AQUACULTURE: 6,727 TONNES (.6% EU) TH

CROATIA

RANKS 18TH OVERALL CATCHES: 55,790 TONNES (1.1% EU) AQUACULTURE: 13,371 TONNES (1.2% EU) 160

Tourism Development and the Rehabilitation of the WORKING LANDSCAPE

Mapping the WORKING LANDSCAPE: ZADAR COUNTY and the CENTRAL ALGARVE The agricultural, aquaculture and silvicultural rural regions of Croatia and Portugal are an integral component to the social and touristic economies of these areas. These regions provide environmental and experiential contrast to their more densely developed urban counterparts. While many of these regions are zoned or protected for their agricultural and aquaculture purposes, several of these areas are also zoned for a development component as well. In order to preserve the integrity and quality of these areas, it is important to understand their nature, as it currently exists. What type of land, soil, agriculture and aquaculture exists? Where are potential zones of development that could spur growth, while remaining within the means of the land? Who benefits from the working of these lands and what economies are driven as a result? In answering these questions, it is possible that one could envision development that might compliment the existing functionality of these lands in a productive, economical and intriguing way. It is through mappings of these regions that we can begin to define the scopes of local, regional and global scales for these sites, which may encompass a greater area than generally argued. These case studies might inform the feasibility of coastal rural tourism and how such activity can link with existing frameworks.

161

162

HOTEL

CONSOLIDATED URBAN CENTER

CASE STUDY 1: ZADAR COUNTY - COASTAL WORKING LANDSCAPE: Pag Town, Pag Island, Zadar County, Croatia

163

EXISTING INFRASTRUCTURE

AGRICULTURAL LANDSCAPES

164

SALT FIELDS

Croatian Agricultural Production Top Three Crops & Livestock Produced Crops

Livestock

GRAPES 121,521,000 Vines

POULTRY 15,989,365 Head

OLIVES 2,135,278 Vines

PIGS 1,726,895 Head

APPLES 3,990,219 Trees

SHEEP 768,182 Head

Source: Facts and figures on the Common Fisheries Policy

165

Croatian Aquacultural Production (Percent of Total Catches per Country) Catches

Produced

EUROPEAN PILCHARD 58 % 32191 Tonnes

EUROPEAN SEABASS 21 % 2800 Tonnes

EUROPEAN ANCHOVY 28 % 15456 Tonnes

GILTHEAD SEABREAM 16 % 2200 Tonnes

RED MULLET 2% 844 Tonnes

COMMON CARP 15 % 2058 Tonnes

166

Soil Types černozem na praporu tipični černozem semiglejni aluvijalno (fluvisol) oglejeno aluvijalno neoglejeno aluvijalno semiglejno (livadno-humofluvisol) crvenica duboka i lesivirana crvenica plitka i srednje duboka (Terra rossa)

Key

National Park Nature Park Special Reserve Protected Land Coastal Indiginous Landscape Economic Forest ranker hum silikatni na pješčenjaku, Agricultural Landkonglomeratu eutrično smeđe na holocenskim nanosima eutrično smeđe na pijesku hidromeliorirano drenažom kiselo smeđe na pijesku lesivirano na praporu pseudoglejno lesivirano tipično na ilo vačama močvarno glejno (Euglej) djelomično hidromeliorirano podzol

Soil Types

smonica na laporu

Source: “Zadar County Institute for Physical Planning” 167

Zadar

Key

Land Use Zones: Agriculture, Economic & Coastal Indigenous Source: â&#x20AC;&#x153;Zadar County Institute for Physical Planningâ&#x20AC;?

National Park Nature Park Special Reserve Protected Land Land Use Coastal Indiginous Landscape Agriculture Economic Forest Economic Forest Agricultural Land Coastal Indiginous Landscape

Protected Land Areas National Park

168

Protected Landscape Special Reserve

Zadar

Land Use Agriculture Economic Forest Land Use

Key

Coastal Indiginous Landscape Agriculture

Protected Economic Land Areas Forest

National Park Nature Park Special Special Reserve National ParkReserve Nature Park Protected Landscape Protected Land Marine Areas Special Reserve Coastal Indiginous Landscape Sensitive Coastal Waters Nature Park Economic Forest Marine Areas Source Protection Zones Agricultural Land NationalIndiginous Park Coastal Landscape

Protected Protected Land Areas Landscape

Agriculture & Protected Land

Threatened Coastal Waters Sensitive Coastal Waters

Source: â&#x20AC;&#x153;Zadar County Institute for Physical Planningâ&#x20AC;?

Source Protection Zones Threatened Coastal Waters

169

Zadar

Key

National Park Nature Park Special Reserve Protected Land Coastal Indiginous Landscape Economic Forest Land Use Agricultural Land Agriculture

Agriculture & Harbors

Source: â&#x20AC;&#x153;Zadar County Institute for Physical Planningâ&#x20AC;?

Economic Forest Coastal Indiginous Landscape

170

Protected Land Areas National Park

LOCATIONS FOR POSSIBLE RURAL TOURISM DEVELOPMENT The following locations in Zadar County have been identified for rural tourism development. Criteria for such development includes: accessibility, transportation infrastructure, waterfront agricultural land, marina accessibility and the potential for future infrastructure. Some of the regions outlined may also be suitable for larger scale intervention (hotels) and some may require additional infrastructure to sustain rural tourism development.

171

Rivang

ng Silba

COASTAL AGRICULTURAL AND AQUACULTURAL TOWNS IN ZADAR COUNTY

Maun

Land Use

Ist

Agriculture

Skarda Ugljan Economic Forest

Ugljan Pasman Island

Coastal Indiginous Landscape Protected Land Areas

Sestrunj National Park

Rivang

Olib

Protected Landscape Special Reserve Nature Park

Ugljan

Ist

Pasman IslandOlib

Pag-Southwest

Silba

Marine Areas Sensitive Coastal Waters

Ugljan

Source Protection Zones

Molat

Ugljan

Threatened Coastal Waters

to Zadar

Premuda

Pasman Island

to Zadar

Sestrunj

Rivang

Ugljan

Pasman Island

Uglijan-Central

Sestrunj

Pasman-Southeast

Ugljan Ugljan

Rava

Premuda

ancona

Ist

Skarda

Ugljan Iz-South

Permuda 172

Rava

ISLAND OF IST Ist is very prototypical for the region. It is accessible to the mainland by two ferry stops on either side of the main village. Most of its Agricultural land faces the Southern harbor extending to the east and west of the village. In addition, Agricultural land on the Southeast peninsula is also waterfront and in close proximity to Molat. The Northeast and Southwest of the island include indigenous Coastal landscape that may be developable. A natural alcove along the shore has potential for additional marina space and is accessible to Molatâ&#x20AC;&#x2122;s marina. Main harbor depths curPremuda rently accommodate ferry access and could accommodate larger vessels and sailboats with moorings.

ancona 40.3 km

49.4 km

Island of Ist Ferry Port(s): Yes - Two Marina (Capacity): Yes - up to 400 Berths Agricultural Land: Waterfront-Indigenous Land Area: 9.7 km2 Population: 202 (2001) Harbor Depth: 11-13 meters

173

Skarda

Ist

Molat Land Use Agriculture Economic Forest Coastal Indiginous Landscape Protected Land Areas

174

National Park Protected Landscape

A B C D E F G H I J K L M N O P Q R S T U

Sectional Conditions Island of Ist

175

A B C D E F G H I J K L M N O P Q R S T

176

AGRICULTURAL LANDSCAPES

AIRPORT

CASE STUDY 2: CENTRAL ALGARVE- COASTAL WORKING LANDSCAPE

177

TIDAL MARSH

CONSOLIDATED URBAN CENTER

AQUACULTURE

178

FISHING COTTAGE

PORTUGAL: AQUACULTURE STATISTICS EL IT ES PT FR UK OTHER FI DK BG IE DE SE

CURRENT FISHING FLEET

= 1,000 FISHING VESSELS

= GROSS TONNAGE (SCALE COMPARISON OF EU COUNTRIES)

179

EL IT ES PT FR UK OTHER

(EE,RO,LV,PL,NL,LT,BE,NL)

FI DK BG IE DE SE

CURRENT FISHING EMPLOYMENT = 1,000 EMPLOYMENT FISHERIES

CY MT

= 1,000 EMPLOYMENT AQUACULTURE

PORTUGAL

FISHERIES: 17,613 PEOPLE (4TH EU) AQUACULTURE: 1,227 PEOPLE (8TH EU) PROCESSING: 6,613 PEOPLE (6TH EU) 180

Portugese Agricultural Production Top Three Crops & Livestock Produced Crops

Livestock

OLIVES 335,841 Hectares

POULTRY 11,978,427 Head (2009)

GRAPES 177,831 Hectares

SHEEP 2,219,639 Head (2009)

VARIOUS NUTS 115,150 Hectares

PIGS 1,913,161 Head (2009)

Source: Facts and figures on the Common Fisheries Policy

181

Portugese Aquacultural Production (Percent of Total Volume per Country) Catches

Produced

EUROPEAN PILCHARD 31 % 60927 Tonnes

CLAM 35 % 2340 Tonnes

CHUB MACKERAL 8% 14961 Tonnes

GILTHEAD SEABREAM 20 % 1345 Tonnes

BLUE SHARK 6% 12028 Tonnes

TURBOT 19 % 1276 Tonnes

182

Albufeira

Quarteira A22

Olhão

Faro

LOULÉ FARO

Ilha de Faro

Culatra

Land Use Zones: Agriculture, Forestry, Industrial & Protected Land

Source: “Intervention redevelopment and enhancement of Ria Formosa- Strategic Plan”

183

Farol

Hangares

A22

Tavira

Manta Rota

Conceição

A22

Cabanas

N125

Fábrica | Cacela-a-Velha VILA REAL DE C MARIM SANTO ANTÓNIO

TAVIRA VILA REAL DE SANTO ANTÓNIO

Luz

N125

Sta Luzia

Fuseta

Land Use

OLHÃO TAVIRA

Armona

Parks Industrial Agriculture + Forestry Protected Land Areas Partial Protective

FARO OLHÃO

Regime Protective Complementary Protective Protected Marine Areas Fully Protected

184

Partial Protective Complimentary Protective

Albufeira

Quarteira A22

Olhão

Faro

LOULÉ FARO

Ilha de Faro

Culatra

Land Use Zones: Protected Marine Zones

Source: “Intervention redevelopment and enhancement of Ria Formosa- Strategic Plan” 185

Farol

Hangares

A22

Tavira

Manta Rota

Conceição

A22

Cabanas

N125

Fábrica | Cacela-a-Velha

TAVIRA VILA REAL DE SANTO ANTÓNIO

VILA REAL DEC MARIM

SANTO ANTÓNIO Land Use

Parks Industrial

Luz

Sta Luzia

Agriculture + Forestry Protected Land Areas Partial Protective Regime Protective Complementary Protective

N125

Protected Marine Areas

Fuseta

Fully Protected Partial Protective Complimentary Protective Built Spaces to Restructure

OLHÃO TAVIRA

Armona

Protected Marine Areas Local Ferry Lines [existing] Local Ferry Lines [proposed] Regional Ferry Lines [proposed] Express Ferry Lines [proposed]

FARO OLHÃO

Ferry Stop [proposed] Express Ferry Stop [proposed]

186

LOCATIONS FOR POSSIBLE RURAL TOURISM DEVELOPMENT The following locations in the Faro Region have been identified for rural tourism development. Criteria for such development includes: accessibility, transportation infrastructure, waterfront agricultural land, marina accessibility and the potential for future infrastructure Some of the regions outlined may also be suitable for larger scale intervention (hotels) and some may require additional infrastructure to sustain rural tourism development. Others are under examination to be partially reclaimed as protected natural land.

187

COASTAL AGRICULTURAL AND AQUACULTURAL SETTLEMENTS IN THE RIA FORMOSA, CENTRAL ALGARVE Olhão

Land Use Parks Industrial

Armona

Agriculture + Forestry Protected Land Areas Hangares

Partial Protective

Culatra Farol

Regime Protective

FARO

OLHÃO

Hangares

Complementary Protective pop. xx

Protected Marine Areas Fully Protected

Farol

Partial Protective

Culatra

Complimentary Protective Built Spaces to Restructure Protected Marine Areas Local Ferry Lines [existing]

Faro

LOULÉ FARO

Local Ferry Lines [proposed]

N125

Regional Ferry Lines [proposed]

Fuseta

Ilha de Faro

Express Ferry Lines [proposed] Ferry Stop [proposed]

OLHÃO

Express Ferry Stop [proposed]

TAVIRA

Ilha de Faro

Fuseta Tavira

Conceição Tavira

Sta Luzia

39 MIN

Santa Luzia 188

Tavira

ISLAND OF FAROL Farol is a small village of mostly seasonal residents. Its is accessible by ferry and water taxi from Faro and Olhão. Farol’s location at the main entrance to Faro’s Harbor/laguna system makes it a primary destination from Faro. The potential for rural tourism lies in its beach access. Beaches, wildlife observation, recreational fishing, and a nearby lighthouse (St. Maria) are primary attractions. The vernacular architecture of small houses are ideal for rental use. Its harbor depth currently accommodates ferry service and could likely support larger personal vessels moored on the laguna side of the barrier beach.

7.3 km

10.3 km

Farol Ferry Port(s): Yes - One Marina (Capacity): Informal (less than 100) Agricultural Land: Protected Barrier Beach Land Area: xx km2 Population: 25 year round Harbor Depth: 1-10 meters 189

Hangares Land Use Parks Industrial Agriculture + Forestry

Farol

Protected Land Areas Partial Protective Regime Protective Complementary Protective Protected Marine Areas Fully Protected Partial Protective Complimentary Protective Built Spaces to Restructure Protected Marine Areas Local Ferry Lines [existing] Local Ferry Lines [proposed] Regional Ferry Lines [proposed] Express Ferry Lines [proposed] Ferry Stop [proposed] Express Ferry Stop [proposed]

190

ISLAND OF CULATRA Culatra is just South of Faro and Olhão. It is accessible by existing ferry service from both cities. It’s a moderately sized settlement of 1000. As a barrier island it has premier beach access. Culatra, which is situated on the laguna side of the barrier island boasts snorkeling, diving and recreational fishing. Most of the land around the settlement is protected beach front. Proposed service to Armona would create a more intensive tourism network in the immediate region around Faro and Olhão. Additionally, the nearby inlet makes this location very accessible for private vessels.

8.5 km

11.6 km

Culatra Ferry Port(s): Yes - One Marina (Capacity): Yes pop. Agricultural Land: Waterfront Protected Land Area: xx km2 Population: 1,000 Harbor Depth: 2-5 meters

191

Olhﾃ｣o

Armona

Land Use

Culatra

Parks

FARO

Hangares

Industrial

OLHﾃグ Agriculture + Forestry

Protected Land Areas

Partial Protective

Regime Protective Complementary Protective Protected Marine Areas Fully Protected Partial Protective Complimentary Protective Built Spaces to Restructure Protected Marine Areas Local Ferry Lines [existing] Local Ferry Lines [proposed] Regional Ferry Lines [proposed] Express Ferry Lines [proposed] Ferry Stop [proposed] Express Ferry Stop [proposed]

192

INFRASTRUCTURES OF AQUACULTURE: THE â&#x20AC;&#x2DC;HARDâ&#x20AC;&#x2122; APPROACH Hard infrastructure is marked by heavily engineered spaces and high initial capital investment such as seen in Albufeira Marina. These systems are often over engineered, difficult to adapt for different usage types and typically exert a high impact on their surrounding environment. In Albufeira Marina, the organization of the marina pushes small-scale fisherman to the fringe of the development. These fishermen are now required to adapt their docking and unloading techniques in order to meet the confines of the engineered environment.

193

CONCRETE LOADING DOCK & STORAGE

FIXED STORAGE UNITS & FLOATING STORAGE

DOCKING DISCREPANCIES

194

INFRASTRUCTURES OF AQUACULTURE: THE ‘SOFT’ APPROACH Soft infrastructure is marked by traditional fishing, docking and unloading techniques coupled with low-capital technologies for maintenance and upkeep. Soft systems are more resilient against storm surges because much of the natural ecosystem has been maintained and upheld. Through the use of small scale tractors and other technologies beaches can be maintained daily or as needed following tidal changes and storm surges. As seen within Armacao de Pera, fishermen pull their boats onto the shore and unload materials directly onto the beach. Fisherman’s huts sit towards the back of the beach for material storage and are raised to protect against storm surges.

195

INFORMAL BOAT DOCKING

FLEXIBLE STORAGE UNITS

REPAIR INFRASTRUCTURE & STOR-

196

197

Both Croatia and Portugal have expansive agricultural and aquaculture lands along their respective coastal regions. The existence of productive working landscapes of olives, grapes, nuts, livestock and fish all contribute to the culture, economy and biodiversity socio-economic resiliency of these regions. Furthermore, the case studies presented demonstrate that many of these sites have a certain level of infrastructural connectivity to their respective urban regions. As seen on the Island of Ist, existing ferry routes and harbor water depths, which could entertain personal vessels, might inform development accessed from the water. By tapping into or strengthening existing connections, there is the possibility for development to occur that leaves the surrounding environment largely unscathed. It might also be concluded that by increasing the activity of these areas in a well-planned way, the worth of these agricultural lands, and the interest in protecting them, might be increased.

198

Tourism Development and the Rehabilitation of the WORKING LANDSCAPE

The material culture of the WORKING LANDSCAPE: Rubble Stone and Rammed Earth Construction Between 2007-2010, there were 2 million losses of agricultural holdings in Europe (EU Agriculture Report 2010). While these active agriculture holdings continue to decline at a rate of over 2.2%, overturning the desertion of these rural areas requires a 21st century solution. For centuries those who have inhabited these rural regions have transformed these landscapes through traditions of agricultural practices. Their homes and structures that support their crop growing operations hold equal value to the crops they survive and profit from. While examining these structures, we have determined a close relationship between these buildings and their landscape as those who actively work the land on a daily basis have translated their respect and understanding of the land into their construction practices. In overcoming the obstacles of the modern world, these practices can be utilized in developing structures for tourism and an additional cash crop.

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UNWORKING| With a landscape dominated by limestone rubble, Croatiaâ&#x20AC;&#x2122;s unoccupied stone landscapes contrast with its occupied areas, which continue to grow through an evolving tradition of a working landscape. These traditions have been carried on by rural inhabitants who continue to transform rural regions for cultivation of crops and construction of shelter. 201

un-occupied

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terrace

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WORKING| This landscape has been shaped through a practice of clearing stone from the ground in order to gain access to nutrient rich soils below. As this process has been repeated for centuries it has molded a majority of the land into a perspective of continuous rubble stone walls and agriculture. 202

steep slope_narrow terrace

gentle slope_wide terrace

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TERRACE| Each terrace is created by clearing the stones from the ground and stacking them into walls which hold back the soil and contain the nutrients within each level. From above, the walls blanket the land with strips of white limestone. 203

CULTIVATE| Between each wall a path is created that is rich with nutrients for crop cultivation. After the crops are planted, they are kept alive by both rainfall and moisture that condenses and runs down the rubble stone walls. 204