Shaghayegh Allahdad Portfolio by Shaghayegh Allahdad

SHAGHAYEGH ALLAHDAD

PORTFOLIO Urban planner and designer

SHAGHAYEGH ALLAHDAD EDUCATION

PERSONAL INFORMATION 26, March, 1995

Date of birth: Nationality:

Iranian

Residency:

Milan, Italy

M.Sc in Urban Planning and Policy Design Politecnico Di Milano, Italy - (2019 - 2021) | GPA til now: 27.4/30

B.Sc in Urban Planning Ferdowsi University of Mashhad, Iran - (2013 - 2017) | GPA: 3.78/4

EXPERIENCES

CONTACTS

Urban planning Intern (Full-time)

shaghayegh.allahdad@mail.polimi.it

+39-3246996853 /shaghayegh_12 Shaghayegh Allahdad

Systematica SRL, Italy | September 2021-December 2021

Urban designer intern (Part-time) Massimo Novati Architecture Studio, Italy | May 2021-July 2021

PROJECTS GALLARATESE; A story of patches | Rethink public spaces

ABOUT ME

Landscape and public space design. Politecnico Di Milano - 2021

SOFTWARE SKILLS

A green hug for Milan - Toscana / Porta Romana: Beyond the railway yard

Arc GIS QGIS AutoCAD SketchUp Photoshop InDesign Illustrator Premiere SPSS Expert Choice Microsoft Office

Energy, climate and urban planning studio - Politecnico Di Milano - 2020

CITTÀ STUDI AFTER HOURS: Addressing inconsistencies in what the neighborhood offers after studies Urban policies design studio. Politecnico Di Milano - 2020

Investigating the success of Copenhagen’s Green Mobility Contemporary city: Descriptions and Projects. Politecnico Di Milano - 2020

Living on the periphery: Master Plan for Peschiera Borromeo Spatial planning and infrastructure design studio. Politecnico Di Milano - 2019

Sarshur neighborhood cultural regeneration plan Urban Designing Studio 4. Ferdowsi University of Mashhad - 2017

Designing Chenaran city transportation network Urban Designing Studio 3. Ferdowsi University of Mashhad - 2016

PUBLICATIONS

PERSONAL SKILLS

I am an urban planner and designer in the final year of master’s degree who is passionate about sustainability, public space-public life interactions, and environmental studies. I am always eager to find opportunities where I can connect with colleagues to learn something new within the planning, design, and development field. I enjoy working as a team member and having engaging dialogues about how cities are changing and how we can make them a better place for people to thrive.

Allahdad, Sh. Parsa, Sh. (2018) Providing strategies for an age-friendly city with an emphasis on inclusive public spaces. Case study: Bahar neighborhood.

Communication Leadership Team work Management Planning

International Conference Of Civil Engineering, Architecture & Urban Management in Iran. Univerity of Tehran, Iran.

Taraghi, M. Allahdad, Sh. (2018) Solutions for increasing economic competitiveness of Tehran metropolis according to global experiences. International Conference Of Civil Engineering, Architecture & Urban Management in Iran. Univerity of Tehran, Iran.

LANGUAGES Persian: English:

Native IELTS 7.5

(L 8.5/ R 6.5/ S 7.5/ W 6.5)

Allahdad, Sh. Parsa, Sh. (2015) Sustainable urban development with a focus on ecological and climate conditions. Case study: Old city of Yazd. Third International Conference On Civil Engineering, Architecture & Urban Planning. Shahid Beheshti University, Tehran, Iran.

WORKSHOPS 2026 Olympic games and the city; the challenging urban regeneration of Milano Porta Romana rail yard | Porous border (best project in Prof. Cavallo Atelier)

MIAW 2021. Politecnico Di Milano, Italy

A green hug for Milan; Identifying 10 design principles to adress regeneration of the train circle line Energy, climate and urban planning studio. Politecnico Di Milano - 2020

BEYOND THE RAILWAY YARD A Green Hug for Milan: Toscana / Porta Romana Energy, Climate and Urban Planning Studio

School of Architecture Urban Planning and Construction Engineering MSc in Urban Planning and Policy Design Professors: Eugenio Morello | Barbara Piga Teaching assistants: Nicola Colaninno | Andrea De Toni Erpinio Labrozzi | Israa Mahmoud | Gabriele Stancato Team members: Shaghayegh Allahdad | Shikha Gadru Acelya Nilgun Balikci | Mariette Llewellyn Vanessa Robin

‘‘

The green hug for the Milan is a project address the regeneration and re-discovery of the train circle line. This segment of the circle line consists of Milano Porta Romana station (existing) and Toscana station (proposing). The study area is about 7.6 km2 with a population of about 86.710 residents. By 1880 Milan was the crucial point of intersection between the North-South and East-West railway lines. Thus in July 1896 the first opening of the Porta Romana port take place remained active until the nineties, then slowly lost importance. The area is currently occupied by bundles of disused tracks, now surrounded by wild vegetation, and some buildings of little importance. The development of the 187 thousand square meter area of the former Porta Romana railyard is linked to the 2026 Winter Olympics. Among other things, it includes the construction of buildings that will house the athletes and the transformation of some public green areas. Once the sporting event is over, the athletes’ residences will be converted into social housing and housing for university students.

’’

MASTER PLAN

URBAN CHALLENGES

- Experiential walk

The area is characterized by two prominent types of boundaries within its urban fabric- an agricultural boundary with the Parco Sud in the south and an infrastructure boundary formed by the former railway yard. These boundaries have caused fragmentation between the urban, peri-urban and rural fabric of the area.

The site is characterized by high residential area towards the norht (city center) with a mix of commercial and industrial in the middle region. Parco Sud forms the large agricultural part in the southern part of the site. Residential Industrial Public and private services

10% 8% 10%

15% 38%

- Mobility analysis

- Environmental analysis S M

19%

Green areas Agricultural land Mobility network

92 91 90

M S

79 79 79 79 79

24 24 24 24 24

Networks 65 65 65 65 65

92 92 92 24 92 92

92 90 92 92

M M M M

91 90 92 91 90 91 90 91 90 91 90

91 90

Urban railways Metro line 3 Bus network Tram network Cycle path

Stations S M

Train stations Metro stations Bus stations Tram stations Bike-sharing stations

S S S M S M S M M M

Ecological network Blue infrastructure River ecological corridors Green infrastructure

Natural systems

Future projects Future green corridors Environmental regenration projects Urban renewal projects

Green areas Forest areas Agricultural areas Tree canopy

STRATEGIES

- TRANSFORMABILITY POTENTIAL: Hard and soft patterns Hard

1. Creating a network of soft mobility from Toscana station

Transformability is not possible without alteration of the existing land use. (Railway lines, Agriculture land)

Through this strategy, the new station of Toscana connects to a system of soft mobility network that includes reconnecting existing bike paths and providing a sustainable way of mobility using e-vehicles. Using this strategy, a connection will be made to overcome the main infrastructural barrier of the area which is the railway yard.

S S

Less hard

P P

Transformability is partially possible. (Existing buildings, roads, pedestrian paths, cycle paths etc.)

P P

In between

- DP 4: Enhance sustainable mobility options

P P

Transformabilty is in progress currently or in the near future. Also includes the area under transformation (as per PGT)

2. Ecological corridors and greening from Parco Sud towards Scalo Romana

Less soft

This strategy addresses the existing fragmented green areas and aims at improving urban-rural connection with the proposal of green solutions, increasing livability and sustainability.

Transformability is possible in the form of depavement; PotentiaI transformation. (Parking lots, traffic islands)

Soft

- DP 1: Promoting Forestation - DP 5: Reconnect places and nature

Transformability is possible in the form of forestry. (Open spaces, depaved spaces, parks)

- ASSESSING CLIMATE RISK: Urban heat island (UHI)

3. Transit hub at Toscana The upcoming projects around Scalo Romana while improving the quality of the area also brings the need for a new station at Toscana. Parts of the abandoned railway yard around the station has potential for green public spaces, pocket parks and solar parks adding new and improved amenities for the users. - DP 4: Enhance sustainable mobility options - DP 9: Accelerate Energy Transition - DP 2: Revitalizing areas along circle line

4. Cooling islands Risk analysis

This climate-proofing strategy has been derived from the analysis of urban heat island risk assessment and aims at creating certains “islands” of adaptive capacities which include green parks and tree canopies, water fountains and supermarkets as air conditioned spots.

Land use analysis of risky areas

- DP 6: Outdoor Climate-proof retrofitting

P P

5. Energy-efficient communities

P P

Cooling Island This strategy aims at retrofitting the residential buildings built This climate-proofing strategy has been derived from the analysis of urban heat island before 1975 with “G” energy CENED. risk assessmentclassified and aims at creatingbuildings certains “islands” ofby adaptive capacities which include green parks and tree canopies, water fountains and supermarkets as air conditioned spots. typology of buildings has been For this purpose the apartment chosen as it decreases the energy consumption. The retrofitting Energy efficient communities is proposed using PV panels. This strategy aims at retrofitting the residential buildings built before 1975 with “G”

P P

P P P

Residential Public/private services Industrial Green areas

P P

P P P

energy classified buildings by CENED. For this purpose the apartment typology of build-

ings has been chosen as it decreases the energy consumption. The retrofitting is - DP 9: Accelerate Energy Transition proposed using PV panels.

BEFORE / AFTER ASSESSMENT

FOCUS AREA: TOSCANA STATION

DESIGN PRINCIPLE 1: Promoting reforestation to generate a strong green city scale infrastructure INDICATORS: TOMORROW TODAY - Existing street trees - Existing tree canopy New trees: 7500 Forest area:

175 ha

185 ha

5% Increase of trees per person:

0.2%

2.1

2.3

New street trees: 1980

26 ha

27.9 ha

Exisitng tree canopy New tree canopy

Existing street trees New street trees

DESIGN PRINCIPLE 4: Enhance sustainable mobility opportunities INDICATORS: TODAY - Accessibility to train station - Increase in the length of bike path - Percentage of people close to stations - Percentage of people close to shared bike stations Bike-sharing stations:

12 PEDESTRIAN ACCESS FROM FLYOVER

PEDESTRIAN CROSSING

TOMORROW

S S

..to creation of multi-functional spa using walkscore as a

..to new efficient methods of Renewable Energy Sources

100%

DESIGN OUTCOMESAdded ANDcycle PHASING TIMELINE path: 11212 m

6253 m

17465 m

175% 15-min accessibility to stations

49.810

67.542

35%

DESIGN PRINCIPLE 6: Outdoor climate-proof retrofitting INDICATORS: TODAY - Forest area as a proportion of total and area and forest potential areas - Tree canopy - Drinking water accesbility - Building retrofitting energy saving infrastructure

COMPARATIVE ANALYSIS | WALKSCORE

Residential areas Public & private services Industrial areas

Existing bike paths New bike paths Existing bike-sharing stations New bike-sharing stations 5-minute walking accessibility to bike-sharing stations

Metro station Train station 10-minute walking accessibility to stations 15-minute walking accessibility to stations

TOMORROW M

S S

Repaved surfaces:

44252 m2

Depaved surfaces (greened):

57453 m2 Green roofs:

20400 m2

49887 m 2 144%

Viale Luigi Sturzo has a Walk Score of 97 out of 100. This location is a Walker’s Paradise so daily errands do not require a car. Nearby parks include Giardino Anna Stepanovna Politkovskaja, Isola Pepe Verde IPV and Giardino Comunitario Lea Garofalo. 10 minute walkability

Via Brembo and Via Giuseppe Ripamonti has a Walk Score of 80 and 71 out of 100 respectively. This location is comparatively not as Walkable as Viale Luigi sturzo. Some errands though, can be accomplished on foot. Schools and parks fal out of the comfortable walking boundary. 10 minute walkability

DESIGN OUTCOMES

Green roofs Depaved surfaces (greened)

Permeable surfaces Water fountains

From large asphalt-paved spaces increasing UHI..

From traditional methods of electricity production..

From fragmented spaces of interaction..

CLIMATE

ENERGY

URBAN FORM ACCESSIBILITY

..To cooling islands increasing adaptive capacity of the site

..to new efficient methods of Renewable Energy Sources

..to creation of multi-functional spaces using walkscore as a tool

2 TOWARDS A CONCEPT

CITTÀ STUDI

‘‘ The challenge assigned to the students of the Urban Pol-

AFTER HOURS

Addressing inconsistencies in what the neighborhood offers after studies URBAN POLICIES DESIGN STUDIO

School of Architecture Urban Planning and Construction Engineering MSc in Urban Planning and Policy Design

USER Professors:

SPACE

TIME

icies Design Studio of Politecnico di Milano aims to revitalize the peripheral neighborhoods of the eastern part of Milan. The “neighborhood plan” to work on is Città Studi. Città Studi can be categorized as a “special periphery”- physically it lies at the boundary of the city but it serves as the scientific core. The students have analyzed and defined a variety of elements and problems, and the consequent strategies and actions through which the problems were addressed, in order to cope with the complexity of urban transformation. What has been most striking was to discover the fragilities of the neighborhood, from the spatial dimension to the social sphere. The area manifested problems in terms of deficit, as lack of services and public space provision, whereas the uncertainty and conflictual social dynamics were not as well unseen. Among the potential of the area, we introduced the strategies that can deal with Covid-19 situation, in order to provide a future vision plan for the tranformation of the neighborhood.

’’

THE CONCEPT

STRATEGIC MAP

The neighborhood of Città Studi, located in the eastern part of Milan, derives its name from its original function, as an area born to host a main aggregational studying core. Thus, the area boasts the presence of Politecnico di Milano, as a globally well-known competitive university. Thus, the neighborhood embodies a high density core DESIGN PROCESS during the day, whereas at night and for the duration of vacations, is destinated to be a desolated district. The daily amount of people is due also to the existence of UniMi and the hospitals Istituto Neurologico C. Besta and Istituto Nazionale dei Tumori. Contextual Analysis

Public Data

Literature Review

Actor Identification

Mobility

Problem Definitions

Morphology

In addition, the uncertainty regarding the future of Città Studi, is accompanied by the current absence of attraction places destinated to spare time, for both students as well as residents. Thus, the lack of services and green spaces, brings to the deficiency of gathering points, in which residents and students can meet. Moreover, the consequence is clarified by the non-existence of a sense of community, of an integrated and cooperative neighborhood that VISION GOALS can share AND recreational activities in a key culture role. VISION AND GOALS

Open space

Interviews

User Survey

Social Problems

Concept Time | Space

Actions

User

“CITTA STUDI AFTER HOURS” MULTIFUNCTIONAL SPACES

Physical Feasibility

SOCIAL INTERACTION ACTIVATE SPACES Policies

Goal-Strategy Definition

Economic Feasibility Policy Feasibility

Urban Design

Project Proposal

VISION VISION

LIVE LIVE S ENT SID TS RESIDEN RE

UNIVER UNIVER SITY SIT ST YS U TU

S NTENTS E D D

Environmental Problems

Infrastructural Problems

Introducing multifunctionality in Citta Introducing multifunctionality in Citta StudiStudi as aasnew relationship between a new relationship between users, space and and time.time. users, space

GOALS GOALS Activate the under-used spaces Activate the under-used spaces

MULTI-FUNCTIONAL SPACES MULTI-FUNCTIONAL SPACES

STUDY STUDY

LEISURE LEISURE

Create spaces with with flexible Create spaces flexible functions during different partsparts functions during different of theof day the day Generate socialsocial interaction Generate interaction among usersusers among

TIMTEIME

STRATEGIES & ACTIONS 1. Promoting mixed use of space

2. Improving social infrastructure

3. Introducing recreational opportunities

Development of co-working spaces around university area.

Creation of green corridors along major roads.

Using open areas for congregation, open-air theatres.

Using school courtyards as community spaces.

Improving soft mobility by redevelopment of streets.

Development of guest/student accommodation.

Regeneration of public squares

Increase commercial and cultural activities aimed at youth in aggregation nodes such as bookstores, bars, restaurants.

Development of Pop-up parks for children in building courtyards/open spaces.

Consider use of tactical urbanism to test and finalize the design of piazza Golgi.

Developing community gardens

interventions for this project can be done in this period.

PILOT PROJECTS

03 Città Studi Mixed-Use Development

01 Flexible use of School Courtyards 1

7am

PHASE 01 This phase usually consists of light, quick and cheap interventions that can be easily implemented within the first year. Almost half of the interventions for this project can be done in this period.

Citta studi mixed-use development 5 pm studi mixed-use 9 pm 4 development 3 Citta

9 am

PHASE 01 This phase usually consists of light, quick and cheap interventions that can easilyphase implemented within the first year. half of the PHASE 01beThis usually consists of light, quickAlmost and cheap interveninterventions project can be done thisfirst period. tions that canfor bethis easily implemented withinin the year. Almost half of the interventions for this project can be done in this period.

for social activities

Playing/Training

School Hours

Closing streets on the weekend for pedestrians, especially children Toronto, Canada Milan, Italy

Community activities

02 Street Redevelopment: Via Celoria

Closing streets on the weekend for pedestrians, especially children

Using green areas for art and cultural activities Using green areas for art and

Using Campo sportivo for congregation, theatre and Using Campo sportivo for cinema Designed open space congregation, theatre and

cultural activities

Develop pop-up co-working spaces Develop pop-up co-working spaces

3.5m

4.5m

1.5m 1.5m

4.5m

Existing situation of cars at Via Celoria

3.5m

PHASE 02 This phase comprise of infrastructure improvements thatwalkability and promote Limitting the car’s speed cycling take up to 2 or 3 years to implement. These interventions require higher PHASE 02 This phase comprise of infrastructure improvements thatwalkability and promote

the weekend

USA

Syracuse, USA

Pop-up USA co-working spaces in open space Pop-up co-working spaces in open space

Well-designed Syracuse, USAuniversity campus open space. Well-designed university campus open space.

USA

Brighton, UK

Cinema USA in open air

Providing different sitting options

Cinema in open air

Providing different sitting options

A sustainable network of pedestrian andnetwork cycle paths A sustainable of

Using Unimi buildings for art and educational programs during evening weekend Using Unimi buildings for and art and educational

pedestrian and cycle paths

programs during evening and weekend

SECTION A

1.5m

Improve lighting to enhance the security at night Improve lighting to enhance the security at night

Transform the sport field to a multipurpose sport complex Transform the sport field to a multipurpose sport complex

Citta studi mixed-use development Food stalls near Pizza Leonardo

3.5m

4.5m

1.5m 1.5m

4.5m

SECTION B

PHASE 03 This phase have a focus on construction activities that will happen after Universita statale move to Expo site and Instituto di Tumori move to Citta della Salute. These interventions will be funded by public and Pedestrian connection private investors. 1.5m 1.5m

3.5m

Provide cycling infrastructures like dedicated bike lane to improve the safety Provide cycling infrastructures like dedicated bike lane to improve the safety

Food stalls near Pizza Leonardo

Pedestrian connection

Widening the sidewalks by limiting the car parks in the sidewalks Widening the sidewalks by limiting the car parks in the sidewalks

A multifunctional commercial center with cinema, auditorium, etc.

3.5m

1.5m

3.5m

Develop co-working spaces

STREET REGENERATION: VIA CELORIA

spaces Cultural festivals in open and green spaces

3.5m

Bike stand

Cycle track

Pedestrian path

Green space

Charlottesville, USA

Salt lake city, USA

Ground floor activities and street lighting Charlottesville, USA keeps the street active at night. Ground floor activities and street lighting keeps the street active at night.

Smooth Salt lakesidewalks city, USAthat are safe and

accessible for different groups. Smooth sidewalks that are safe and accessible for different groups.

Citta studi mixed-use development PHASE 03 This phase have a focus on construction activities that will happen after Universita statale move to Expo site and Instituto di Tumori move to Citta della Salute. These interventions will be funded by public and private investors. Widening the sidewalks by limiting the car parks in the sidewalks

Provide cycling infrastructures like dedicated bike lane to improve the safety

Dedicated cycle path to promote cycling and improve the safety. Dedicated cycle path to promote cycling and improve the safety.

Pedestrian path

Improve lighting to enhance the security at night

Melbourne, Australia Toronto, Canada Melbourne, Australia Cultural Toronto,festivals Canadain open and green

Copenhagen, Denmark Utah, USA Attractive green boulvards Copenhagen, Denmark Walkable Utah, USAand bicycle-friendly street

Cycle track

Using Unimi buildings for art and educational programs during evening and weekend

Transform the sport field to a multipurpose sport complex

Co-working areas.

A multifunctional commercial center with cinema, auditorium, etc. Green pockets with seating

Develop co-working spaces

Santiago, Chile Santiago, Chile

Bike stand

1.5m

A sustainable network of pedestrian and cycle paths

Brighton, UK

Attractive green boulvards Walkable and bicycle-friendly street

3.5m

Close certain streets on the weekend

Green pockets with seating

financial investment by thetomunicipality all of them are related mobiltake up to 2 or 3 years implement.since These interventions requiretocycling higher ity infrastructures. financial investment by the municipality since all of them are related to mobility infrastructures. Close certain streets on the weekend Close certain streets on

Limitting the car’s speed

promote that walkability and This phase comprise of infrastructure improvements cycling take up to 2 or 3 years to implement. These interventions require higher financial investment by the municipality since all of them are related to mobility infrastructures.

PHASE 02 This phase comprise of infrastructure improvements that take up to 2 or 3 years to implement. These interventions require higher financial investment by the municipality since all of them are related to mobility infrastructures.

Citta studi mixed-use development Citta studi mixed-use development Limitting the car’s speed 1.5m 1.5m

Citta studi mixed-use development PHASE 02

for social activities Designed open space for social activities

cinema

Develop pop-up co-working spaces

Toronto, Canada

Milan, Italy

Exercise

Using green areas for art and cultural activities

Using Campo sportivo for congregation, theatre and cinema Designed open space

A center for art and educational programes Charlottesville, USA Copenhagen, Denmark

Berlin, Germany

Residential dorm with an open area for student’s gathering.

Affordable guest accommodation to attract tourists to the area.

Develop guest accommodation

Develop residential dorm

FEASIBILITY | Testing the strategies

04 Via Canaletto

NARRATIVE

IMPROVE SLOW MOBILITY WITH TACTICAL INTERVENTIONS

01 Political feasibility Story of change

curent trees 12m²

4m 4m

3m 3m

Current circulation pattern

7m 7m

2.3m 2.3m

3m 3m

4m 4m

Existing Section A at Via Canaletto

Città Studi project is within a context, afflicted by the typical conflicts that usually show up in any university community. In addition to regular tensions between town and university, the residents are now alarmed by the changes that are happening in the neighbourhood. The concers can generally be grouped into: 1) the negative economic impact of the leaving of the two hospitals and the State University; 2) the service impact of the hospital to the community; 3) the growth of PoliMi; 4) the cutting of valuable trees by PoliMi and its environmental impact; 5) the lack of adequate green and community spaces; 6) the lack of proper public services and maintenance in the neighbourhood.

UniMi and two hospitals are planning to leave Città Studi

PoliMi is cutting the valuable trees to boost its expantion Conflicts of actors in Città Studi Municipality doesn’t reach entire consensus for the present plan

As a result, they leave a void in the neighbourhood

Residents are concerned about the economic, social and environmental impacts

As planners, we are going to develop a balance solution

Residents are not satisfied for the inadequate services

ECONOMIC FEASIBILITY Development cost

Our recommendations include the utilize of vacant buildings of the State University, to be used by PoliMi for its complete expansion. A further point is the development of green corridor and landscape, as a compensation and substitution for cutting valuable trees. Moreover, in order to minimize the impacts, it is also suggested to use the vacant hospital buildings, for additional needs, as commercial uses. Our guidelines comprehend actions that have to be taken by the university, in order to improve the desperately needed green spaces and corridors, and community gardens, which follow ForestaMi project, as well as maintaining their buildings and grounds that have been neglected for a long time. In sum, our strategy focus on a win-win approach for the community as a whole through a collaborative process between Municipio 3, PoliMi, residents and students.

They have protested in order to attract the municipality’s attention, for clarifying the plan for the future of Città Studi and by asking for more services, as green and open spaces

Collaboration of actors in Città Studi

curent trees 12m²

curent trees

02 Economic feasibility

12m²

Proposed circulation pattern

2.3m

3.5m

2.3m

3.5m

2.3m

- Development cost PROPOSAL

Proposed Section B at Via Canaletto

Mixed-use development plan

CREATE A NEW URBAN SQUARE

Block northern road of Piazza Fusina to create meeting space, with benches, tables, trees and small shared flowers. We intend to collect feedbacks and ideas to design the square with the community for the next phase. The second phase will factor in those contribution and consolidate the design, adding new trees, a few sqm of shared flowerpot and an accessibility ramp in the middle of the square. Mobile trees forming a buffer 18 parking space would be deleted, an eighth of Bike stands Canaletto + Piazza Fusina total parking, so the impact Shared large flowerpots on the difficulty to find parking is moderate. curent trees 12m²

Via Celoria

ITEM

-Pop-up co-working areas -Bike stands -Creating green space: green grass -Co-working space -Multifunctional commercial center -Art and educational center -Residential dorm -Guest accommodation -Computer stations,overhead prjectors -Pannel exhibitor

-Cycle path one-way on the sides -Growing grass -Parking: 2 wheeler -Parking: 4 wheeler -Benches -Bike stands -Aluminium light post -BikeMi station

UNIT DIMENSION 5 5

COST

COST OF LANDPLOT CONSTRUCTION COST 2.156 € 750 € 193.800 € 57.500 € 143.750 € 172.500 € 575.001 € 143.750 € 120.000 € 882 €

4.700.301.00 €

1.410.090.30 €

34.000 sqm 2.000 sqm 5.000 sqm 6.000 sqm 20.000 sqm 5.000 sqm 6

96 70 40 8 8 1

660 sqm 1050 sqm 190 sqm 1020 sqm

41.734.00 € 19.950 € 2.565 € 13.770 € 8.000 € 19.520 € 11.440 € 7.000 €

123.979.00 €

- Management cost

€/SQM/UNIT COST

PHASE1

PHASE1 9.344 € 3.250 € 839.800 € 83.056 € 207.639 € 249.167 € 830.557 € 207.639 €

6.110.391 €

8.346.80 € 3.990 € 513 € 2.754 € 1.600 € 3.904 € 2.288 € 1.400 €

ECONOMIC FEASIBILITY Management cost

TOTAL

9.344.40 € 3.250 € 839.800 € 249.167.10 € 622.917.75 € 747.501.30 € 2.491.671 € 622.918 € 520.000 € 3.822 €

7.188 € 2.500 € 646.000 € 191.667 € 479.168 € 575.001 € 1.916.670 € 479.168 € 400.000 € 2.940 €

15 sqm

24.795.80 €

PHASE2

83.056 € 207.639 € 249.167 € 830.557 € 207.639 €

2.430.453 €

83.056 € 207.639 € 249.167 € 830.557 € 207.639 € 520.000 € 3.822 €

1.578.058 €

50.080.80 € 23.940 € 3.078 € 16.524 € 9.600 € 23.424 € 13.728 € 8.400 €

50.080.80 € 23.940.00 € 3.078.00 € 16.524.00 € 9.600.00 € 23.424.00 € 13.728.00 € 8.400.00 €

148.774 €

PHASE2

PHASE3 2025 2026

2027 2028

2.101.880 €

TOTAL

2021

2022

2023

REVENUES ECONOMIC FEASIBILITY 10% of 1.014.119 € 101.412 € 10.141€

10.141€

11.125€

Asset management

2024

PHASE3

2029

2030 2031

Property management

Facility managament cost

Management cost of public spaces PROPOSAL

Tables

Benches

Piazza Fusina’s proposed design

10% of development cost

1.112.459 €

111.246 €

RENTS/REVENUES

COST

-Pop-up co-working areas -Co-working space -Multifunctional commercial center -Art and educational center -Residential dorm -Guest accommodation

30.000 € 800.000 € 2.500.000 € 2.700.000 € 4.000.000 € 1.500.000 €

Permanent installation

-Playground -Multisport installation -Pop-up park

13.177 € 10.781 € 2.875 €

Temporary installation

-Open theatre/congress -International festival -Temporary exhibition

950.67€; 12 d/y 1426€; 4 d/y 1140.8€; 12 d/y

- Revenues Mixed-use development plan

PIAZZA FUSINA: PROPOSED DESIGN

development cost

21.266€ PHASE1 30.000€

30.000€

30.000€ 800.000€

11.408€ 5.704€ 13.690€

Total revenue

30.802€

Total revenue each phase

30.802€

233.926€ TOTAL

148.862€ PHASE3

63.798€ PHASE2 30.000€

30.000€

30.000 €

300.000 €

800.000€

5.600.000 € 17.500.000 € 18.900.000 € 28.000.000 € 10.500.000 €

2.500.000€

2.500.000€ 2.500.000€

2.700.000€

4.000.000€

4.000.000€ 4.000.000€

1.500.000€

1.500.000€ 1.500.000€

2.700.000€

13.177€ 10.781€ 2.875€

13.177€ 13.177€ 10.781€ 10.781€ 2.875€ 2.875€

13.177€ 10.781€ 2.875€

131.771 € 107.813 € 28.750 €

11.408€ 5.704€ 13.690€

11.408€ 11.408€ 5.704€ 5.704€ 13.690€ 13.690€

11.408€ 5.704€ 13.690€

125.488 € 62.744 € 150.586 €

58.670€

11.588.670€

11.588.670€ 11.588.670€

11.588.670€

81.417.502 €

176.010€

11.588.670€

81,120,690€

Loss/Profit each phase

-2.517.467€

-1.622.913€

+78.865.178€

+74.724.798€

Discounted rate (7%)

-2.352.773€

-1.238.113€

+37.468.278€

+33.877.392€

GALLARATESE: A STORY OF PATCHES Landscape and Public Space Design

School of Architecture Urban Planning and Construction Engineering MSc in Urban Planning and Policy Design Professors: Andreas Kipar Teaching assistants: Federico Lia Team members: Castellazzi Giulia | Chimento Linda | Putu Febry Kusuma Marriam Iqbal | Shaghayegh Allahdad | Simone Rinaldi Bianchi Alessia | Ajeeth krishnaa/Sivanadiyan Boominathan

‘‘

The focus is on designing a new landscape and public space in the north-western region of Milan, Gallaratese as a potential site for development with the abundance of available green spaces in the district, often characterised by a poor quality of spaces. Following the Green Ray 7 Plan for Milan, Gallaratese sits perfectly in the middle of the axis with an accessible place close to the M1 Metro Line. The territorial strategy intends to connect the spaces available in the district and activate the spaces as an extension of the Green Ray 7 to the edge of the city at Cascina Merlata. After identifying different patches in the area, we focused our design implementation on a small neighbourhood close to M1 Molino Dorino. The community consists of several big housing blocks with small patches of land available. The central concept is to connect, infiltrate and activate these existing spaces to increase the community’s well-being. These spaces are connected with new pedestrian paths and bicycle lanes with the existing neighbourhoods to create a continuous connection with the Green Ray 7 Plan.

’’

TERRITORIAL STRATEGY

Gallaratese: a Story of Patches

GOALS TO ACHIEVE

CONCEPT

PROJECT GOALS

The concept idea is based on three main action that will determine the future project design. The first action is the connection of existing public spaces to create a network of spaces for people, spaces of stay. After that, the need is to inflitrate the dense urbanization finding different empty spaces that willahave the main role Gallaratese: Story of Patches of the project design. The last step is activate the empty spaces to create patches of public spaces all along the connection previously made. Those three steps will create a network of patches. MASTERPLAN: A TERRITORIAL RECONNECTION

MASTERPLAN: A TERRITORIAL RECONNECTION Gallaratese: a Story of Patches

PROJECT GOALS 02 existing situation

patches succession along green ray 7

PROPOSAL

sun exposure during the year

design zoom #2

POTENTIAL PATCHES

design proposal before & after

DESIGN ZOOM

The second space is located in-between the housing, a cluster of eight-storey linear buildings. The big central space is currently totally paved with asphalt without any shaded area with some trees surrounding the square. The project redesign the space with several different activities, keeping the connection to an existing school on the southern part of the square. The space has been design with a new basketball field, a grass hill for the kids and a small playground for children to play. Furthermore, we also considered changing the pavements into a porous surface for water infiltration, especially in the parking lot.

Gallaratese: a Story of Patches

05 design zoom #2

Keyplan

Gallaratese: a Story of Patches

Keyplan

This space is located in-between a cluster of eight-storey linear buildings. The big zoom #2 design design proposal before & after central space is currently paved with asphalt withzoom no shaded design #2 area and some trees. The project redesign the space with several different activities, keeping design zoom #2 the connection to an existing school on the southern part of the square. + The second space is located in-between the housing, a cluster of eight-storey linear buildings. The big central space is currently totally paved with asphalt without any shaded area with some trees surrounding the square. The project redesign the space with several different activities, keeping the connection to an existing school on the southern part of the square. The space has been design with a new basketball field, a grass hill for the kids and a small playground for children to play. Furthermore, we also considered changing the pavements into a porous surface for water infiltration, especially in the parking lot.

Gallaratese

design proposal b

Keyplan

The space has been design with a new basketball field, a grass hill for the kids and a small playground for children to + play. Furthermore, we also considered changing the pavements into a porous + surface for water infiltration, especially in the parking lot. Keyplan

design proposal before & after

des

Keyplan

social housing

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green area green area social housing

The second space is located in-between the housing, a cluster of eight-storey linear buildings. The big central space is currently totally paved with asphalt without any shaded area with some social housing trees surrounding the square. The project redesign the space with several different activities, keeping the connection to an existing school on the southern part of the square. The space has been design with a new basketball field, a grass hill for the kids and a small playground for children to play. Furthermore, we also considered changing the pavements into a porous surface for water infiltration, especially in the parking lot.

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Scuola di Architettura Urbanistica Ingegneria delle Costruzioni

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Landscape and Public Space Design Teachers: Andreas Otto Kipar, Federico Lia

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Landscape and Public Space Design Teachers: Andreas Otto Kipar, Federico Lia

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Castellazzi Giulia Chimento Linda

Putu Febry Kusuma Marriam Iqbal

Shaghayegh Allahdad Simone Rinaldi

Bianchi Alessia Ajeeth Krishnaa Sivanadiyan Boominathan

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Bianchi Alessia 10m Ajeeth Krishnaa Sivanadiyan Boominathan

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Landscape and Public Space Design Teachers: Andreas Otto Kipar, Federico Lia

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Castellazzi Giulia Chimento Linda

Putu Febry Kusuma Marriam Iqbal

Shaghay Simone R

POROUS BORDER

Milano Porta Romana; 2026 Olympic Winter Games

Milan International Architectural Design Workshop

School of Architecture Urban Planning and Construction Engineering MSc in Urban Planning and Policy Design Professors: Roberto Cavallo Teaching assistants: Michele Porcelluzzi | Yuliia Batkova Team members: Shaghayegh Allahdad | Laine Nameda Lazda Qiming Ma | Elisabetta Taffa

‘‘ The MIAW 2021 edition focus on the event of the 2026

Winter Olympic Games Milano-Cortina. The workshop allowed to experiment new architectural approaches that will make the Olympic Games phyisically-responsible, socially-sustainable and environmentally-friendly. The water channel, railway buffer, slopes, urban parks and productive gardens connects the two stations on both sides of the site (Porta Romana & Toscana). Connection from south to north are done by creating pedestrian and cycle paths and the ramps. Urban square and urban park is located in the northern part, close to the main street while the productive gardens are situatd in the southern part where is closer to Parco Agricolo Sud and the weekly market. The proposed buildings consists of some mixed-use buildings to provide different services for the area and social housing and student residences.

’’

MASTER PLAN

PROJECT ELEMENTS

- Urban event square Back entrance to Porta Romana station

Park entrance to Porta Romana station Viale Isonzo

Mixed-use Porta Romana station building

Railway Via Brembo

Urban square

Corso Lodi

Water channel

Ramp

- Flower garden Pedestrian bridge

Railway buffer Water channel Productive garden

Housing Water channel

Flower garden

Railway buffer Water channel Productive garden

Railway Underground parking Urban garden

Railway Climbing wall Urban garden

Station

Railway Technical space

A2A Tower

Mixed-use housing Pedestrian bridge Pedestrian bridge

Station

Mixed-use housing Pedestrian bridge Pedestrian bridge Urban garden

Urban garden Stairs

Pedestrian bridge Urban garden

Urban garden Corso Lodi

A GREEN HUG FOR MILAN Energy, Climate and Urban Planning Studio

‘‘This workshop investigates the integration of climate change

adaptation and mitigation measures and Nature Based Solutions in urban regeneration strategies of the train circle line of Milano metropolitan area not only as a mobility infrastructure but as an opportunity to tackle different urban challenges to implement and enhance a multi-objective urban infrastructure, a new back bone. At macro-scale, the workshop addresses 10 Desing Principles as keystones to sustainably develop the whole area, mainly focusing on: - Promoting an urban greening strategy, reconnecting places and reducing fragmentation. - Adapting city to climate change. - Accelerating energy transition and promoting a circular city. - A 15-minute city, promoting sustainable mobility & walkability. - Revitalising urban areas, enhancing social inclusion and citizens health and well-being. - Improving the sensory experience and snese of safety and security perception.

’’

DP1: Promoting forestation to generate green infrastructure Forestation is an urban greening strategy that aims to promote green infrastructure throughout the city. The ForestaMi initiative by Comune di Milano and Regione Lombardia plays an important role in the development of this strategy. DP2: Revitalizing urban areas along the circle line and around the new stops DP3: Promote a social inclusive regeneration DP4: Enhance sustainable mobility opportunities in town DP5: Reconnect places & nature and reduce fragmentation DP6: Outdoor climate-proof retrofitting DP7: Promote a circular city DP8: Enhance sustainable lifestyle DP9: Accelerate energy transition DP10: Improve the sensory experience and sense of safety and security perception

- Targeted SDGs

Existing tree canopy New tree canopy Circle line stations Circle line

THE RISE AND FALL OF GREEN MOBILITY IN COPENHAGEN Contemporary City: Descriptions and Projects

School of Architecture Urban Planning and Construction Engineering MSc in Urban Planning and Policy Design Professors: Eliana Rosa De Queiroz Barbosa Teaching assistants: Elena Batunova - Marco Vedoa

‘‘

Copenhagen today exhibits a multi-modal transportation dual regime having car-oriented developments in the suburbs while in the inner-city areas, bicycling, walking, and public transportation are the dominating modes of transportation. This trend can be followed in the past six decades with three main transitions and in order to understand these trends a revision of history is needed to investigate the following questions: What kinds of transitions have occurred in urban mobility in Copenhagen? When did sustainability in transportation and urban development become a priority in Copenhagen, and how was it translated into planning practice?

’’

the

COPENHAGEN

VOL. 12 ISSUE. 35 6-12 JULY 2020

post THE DANISH NEWS IN ENGLISH

The first transition (1950-1970)

The first transition is from a densely populated compact city, where the dominating modes of mobility were public transportation, into a city that spreads out to the north, west and southwest to less densely populated suburban neighborhoods where the car plays an increasing role in transportation. To control this expansion a plan was produced that became famous as the “finger plan”, ership and use, and a rebirth of a spatial niche development. They interest in the bicycle. This transition lasts until the beginning of the 1990s. This period is characterized by economic stagnation, impoverishment of the central municipalities and gradual growth of the suburbs. The decline in population within Copenhagen municipality was translated into a growth in the population of neighboring municipalities. Fingerplan for greater Copenhagen. expected growth to occur along The third transition (1990-2012) a set of planned suburban train lines radiating from the center of The third transition starts at the Copenhagen. The idea was to en- beginning of the 1990s, when courage new buildings to be con- there was renewed interest in instructed close to the train stations vestment in public transportation in order to facilitate commuting as a major driver of development to the central areas where new in the capital city. This process jobs would be located; the green produced the design and conareas between the fingers would struction of Copenhagen’s metro and the new town of Ørestad. be preserved for leisure. During this period, the city’s ecoHowever not all the selected ar- nomic growth was decoupled eas were suitable for development from its physical growth. so the authorities were forced to issue construction permits for ar- Population density increased in eas that were not within walking Copenhagen from the late 1990s, distance to the stations along the with a simultaneous transformafinger plan’s suburban train lines. tion and redevelopment of former industrial sites within the city as The second transition (1970well as conversion of undeveloped land into built-up areas 1990) The second transition starts in the (such as Ørestad). Since the turn mid-1970s in Copenhagen with of the century, lifestyle trends and stagnating growth in car own- demographic change favored a

focus on inner-city housing. Infrastructurally speaking, the metro was the most important change the city center experienced during this period. The first line connected the new urban areas in Ørestad and the center of Copenhagen. In 2007, the metro system was extended to the airport and plans were made to develop a cityring line. Major projects during this period include major extensions of highways, which from a sustainable mobility perspective, the simultaneous extension and

Copenhagen metro lines.

development of infrastructures such as the metro and road development has led to an overall growth in car traffic (+23%) and reduction in public transport use (–7%). The different means of public transport ended up competing for users, but car drivers barely changed their means of transportation; however, there was a positive increase in bicycle travel of 24% during the period 1995–2007.

ACTION PLAN FOR GREEN MOBILITY Green mobility is about making it easier, healthier and more efficient to get around in Copenhagen. It is important to create the best possible conditions for the individual road users to get to their activities, for businesses to attract employees and for goods delivery in the city to work smoothly. All this in the most efficient and environmentally friendly way. Green mobility is an essential part of the City of Copenhagen’s vision for green growth and quality of life. Copenhagen must remain one of the world’s best cities to live in, and it must be a safe and inspiring city with its unique blend of old and new buildings, green oases and people in open spaces. “MOBILITY IN COPENHAGEN MUST BE GREENER AND MORE EFFICIENT IN ORDER TO STIMULATE GROWTH, CONTRIBUTE TO A CARBON-NEUTRAL CITY AND TO A GOOD LIFE FOR COPENHAGENERS”

The Action Plan for Green Mobility is based on this extensive work, and accounts for the investments in infrastructure and overall measures that are already on their way to Copenhageners. The action plan also introduces a package of new, concrete initiatives which can be implemented within

the next five to ten years to fur- all over the city. ther increase green mobility. This package is based on five themes 3. Transport system The road network and urban spacthat build upon each other: es are adapted to smooth traffic 1. Urban development flow. The city is developed and designed in a way that makes green means 4. Incentive of transport the first choice. The The green means of transport example is parking standards. Ac- are made more attractive by betcording to this action plan, In ar- ter information and incentives eas with housing only, there must for choosing them. This can be be a minimum of one car parking achieved by smart (IT) informarion space per 200 m2 and a maxi- and local collaboration. mum of 1 per 100 m2, and there 5. Innovation must be 2.5 cycle parking spaces Development of transport techper100 m2. nology and new concepts makes green growth possible. Planning 2. Green means of transport The green transport systems are laboratories for green mobility extended. This innitiative attemp technologies and E-mobility as to promote Copenhage as the well as innovation workshops will world’s best cycling city with help Copenhagen to reach this providing infrastructure for bicy- goal. cle, pedestrian and green mobility and tries to a coherence journey

What tools have Copenhagen used to promote green mobility? Many cities have sought to increase the share of sustainable transport, and speciﬁcally travel by bicycle and walking. However, it appears that measures to foster green mobility are often implemented on an ad hoc basis, lacking strategic focus and a more profound understanding of culture. New insights can be gained from Copenhagen, Denmark, a selfdeclared City of Cyclists that has made considerable progress towards increasing the share of travel by public transport and specially bicycle, with the political goal to become the ‘‘world’s best city for bicycling’’. Three general mechanisms to achieve changes in transport behaviour are distinguished as following instruments. Market-based instruments:

Include taxes, subsidies or duties, which affect behaviour because of rising or declining costs for travel. In Copeenhagen cyclists can be carried free of charge on urban trains, representing a subsidy to cyclists. Vice versa, comparably high parking fees in the city center have existed for decades, representing a disincentive to travel by car.

Command-and-control instruments:

Also referred to as hard policy, set standards for products and services as well as behaviour, affecting transport choices through urban design and land use planning, or investments in speciﬁc transport infrastructure. In Copenhagen these instruments can be divided in four different sub-catup tires. egories. - Options to take bikes on board 1. Physical infrastructure : - 40 km of ‘‘green cycle routes’’, s-trains for free. The Metro syswith another 60–70 km in plan- tem allows bicycles to be taken on board outside rush hours. ning. - 300 km of ‘‘cycle super highways’’, allowing for high speeds. - New bicycle tracks and curb ramps connecting elevated cycle tracks with roads. - Layout of tracks based on perceptions of safety.

3. Technology:

- LED sensors that warn lorry drivers of approaching cyclists at high-risk intersections. 4. Regulation:

- One way streets and limitation of parking spaces. -Norms for bicycle parking: com2. Comfort and service : mercial developments(0.5 park- Green wave for cyclists on desig- ing/employee), residential(2.5 nated routes. parking/ 100 m2) - Bike butlers at ﬁve metro sta- Soft policy instruments: tions that lubricate chains, pump

Have the objective to support decisions that are more socially desirable, generally relying on the distribution of information on more sustainable transport choices. Soft-policy measures focus on facilitating more sustainable transport behaviour through education and information. In Copenhagen Soft policy measures were found to include a wide range of campaigns to create a positive vision of Copenhagen as an Eco Metropolis, speciﬁcally addressing bicyclist concerns, individual and societal beneﬁts, and offering participation. As the way in which the municipality communicates its policies is also the focus of the discourse analysis.

POLICY MAKING FOR SUSTAINABLE MOBILITY Policy making for sustainable mobility can play a key role in solving traffic challenges. In Denmark, transport planning takes place on national, regional and municipal levels, and on each level ambitious goals with long perspectives are essential. To ensure the necessary progress towards achieving the goals, it is crucial to decide about allocation of resources, to extend the time horizon and to adjust the goals accordingly. The City of Copenhagen applies green accounts to keep track on their progress. These tools facilitate a constructive dialogue and offer valuable knowledge for qualifying decisions. COLLABORATION FOR A SUSTAINABLE TRANSPORTATION When people travel, geographical borders are crossed and modes of transportation are often combined. Danish experience shows that collaboration across borders and between different stakeholders can create valuable synergies resulting in greener and more liveable cities. The goal of these partnerships is to make it attractive and profitable for the private companies and big public organisations to get involved. In return they need to share knowledge and work together with each other and the city on demonstration projects where the return on investment is not here and now, but in the future. INTEGRATED TRANSPORTATION SYSTEMS Urbanisation causes increasing problems with traffic congestion leading to reduced mobility and rising CO2 emissions. In Denmark, one of the solutions to the challenges of congestion has been a focus on intermobility through an integrated transportation system where people and freights are moved effectively. Planning for the future is about planning for intermobility, combining the best qualities of various modes in the different parts of the cities.This makes it possible for people to move seamlessly between bike, bus, train, car, and metro services.

INNOVATIVE SOLUTIONS IN URBAN TRANSPORTATION Political courage and a more holistic ap-proach to innovative solutions are required to create the necessary momentum and efficiency to keep up with future needs. The innovative projects are developed in collaboration between private companies and the municipalities creating both local growth and city development and involving the local citizens in creating a more liveable city. Existing solutions can be used to test new technology, such as implementation of sensors creating real-time data on con-gestions and air quality can help to foresee and solve concrete challenges.

Conclusion; NEW GUIDELINES TO REDUCE CORONAVIRUS RISK ON PUBLIC TRANSPORT This research aims to understand the Copenhagen’s success for becoming one of the cities in the world with the most efficient and effective public transport system in the world. For sure, this is not something that Copenhagen achieved in a couple of few years but it has been an effort and planning for about 60 years. Studying these historical transitions helps us to plan the most effective initiatives for the future. Copenhagen has always been on the path of following sustainable development and producing CPH Climate Plan was another step forward to become smarter and greener by promoting action plans in different categories to become carbon-neutral by 2025. This is an ambitious plan requiring long-term action, but it is realistic as Copenhagen is already well underway. In 2011, Copenhagen had reduced CO2 emissions by 21% compared to 2005.

The most important part is the Copenhageners’ support of the plan and the work leading to its implementation. Without the engagement and understanding of the people of Copenhagen, the city couldn’t realize the numerous ambitions. A carbon-neutral city requires everyone to take a long look at their habits. when we move about the city, a bike and public transport must be the preferred means of transport. Copenhageners will have so much to gain from the implementation of the Climate Plan. With the Climate Plan, the city invests in growth and quality of life: clean air, less noise, and a green city will improve everyday life for Copenhageners. The investments will secure jobs and the new solutions will create the foundation for a strong, green sector. Green mobility is one of the four goals for reaching the vision of this plan, as mobility plays a crucial role in producing CO2.

The overall approach for Green mobility is efficient and green mobility which provides growth and increased quality of life and can only be achieved through extensive, joint efforts. In Copenhagen, that means being the world’s best cycling city, while also extending public transport with more metro, light rail, and fast, comfortable buses. Initiatives that are helping Copenhagen to reach its goals can be categorized into three types of tools. This is an effective way to understand the base of Copenhagen’s decision-making process by understanding the tools they have used for each goal they are planning to achieve. From my point of view, we can learn from these tools to adapt them to other locations and other cities around the world.

GENTRIFICATION OF MASHHAD CITY CENTER Contemporary City: Social Change and Policies

School of Architecture Urban Planning and Construction Engineering MSc in Urban Planning and Policy Design Professors: Costanzo Ranci Teaching assistants: Carlotta Caciagli Team members: Shaghayegh Allahdad | Fataneh Malek

‘‘

The entire process of gentrification was based on a topdown decision by the authorities without any public participation and with a great deal of social cost to many residents. It is important to note that social capital is not quite applicable in Iran. That means while there are shared values amongst people there is no interest in working together with a common purpose. The main drivers of the gentrifications were the Holy Shrine Authority and the Municipality of Mashhad as well as the developers and investors who seized the opportunity to invest on the tourism industry. This was essentially a planned effort to clear a historic residential district and develop a “Religious Disney Land”. The impacts have been extensive to more than 3000 families without any fair and reasonable compensation and/or substitution of equal or better residence. In general, the overall gentrification process has been positive for the city of Mashhad in many ways which have truly transformed a sleepy religious town to a reasonably sophisticated metropolis.

’’

INTRODUCTION The area we have selected covers roughly 280 hectares of central district of Mashhad with a 50-hectare core district of Holy shrine which has been subjected to continuous renewal, redevelopment and gentrification since 1986 (Rahnama 2011). From 1986 to 2002 the renewal and redevelopment process has been gradual with the political process involving the acquisition and land assembly. This was a period where number of developments where in motion in parallel. First and foremost was overall redevelopment and reconstruction of the entire country after the war. There were also a development of variety of markets and industries. Mashhad focused on development of tourism based on the existence of Holy Shrine. Another parallel development was recognition of the discipline of urban planning, expansion of municipality of Mashhad’s planning department and efforts such as comprehensive plan of Mashhad. While there has been a great deal of synergy amongst these parallel developments there were not very much of coordinated efforts among them. It is after 2002 that the city started to see the real impact and rapid redevelopment and gentrification of the center city (Tash master plan). Gentrification process in Mashhad was different from the European and American models which are based on economics and racial or socio-cultural issues. Mashhad Gentrification had no relationship to housing market but rather high demand for tourism and city’s economic development. THEN

NOW

The process of gentrification was driven by direct and indirect interventions of public and quasi-public institutions. Holy Shrine’s authority has carried out the direct redevelopment and renewal of about 50 Hectare core district. The municipality, Ministry of Housing and Urban Planning, and Holy Shrine’s authorities collaboratively were responsible for the gentrification of remainder 230 hectares (Rahnama 2011). The figure on the right represents the roles and responsibilities of these three Government Holy shrine Municipality authorities. Since the entire city of Mashhad has been the extension and out-growth of the Holy Shrine, this area has been the home of many historical architecture from 13th century. However, many of these significant buildings and structures have been demolished with a few that have been preserved. Unfortunately, it has taken a long time for the government to develop preservation policies and regulation to protect the significant historic building and places.

SUPPLY SIDE

of an apartment in 15 years. Then in 2020, there was another increase to $1384 in the city of Mashhad and to $2334 per square meter in the center city. While this process does not fit a cliché definition of gentrification: an abandoned area where land value has decreased while land value in the suburbs have increased and created opportunities for reinvestment to respond to demand of many middle-income young professional to acquire properties in much more reasonable price. Mashhad center city gentrification fits right at the heart of Neil Smith theory. Gentrification according to Smith “occurs when the gap is wide enough that developers can purchase shells cheaply, can pay the builders’ costs and profit for rehabilitation, can pay interest on mortgage and construction loans, and can then sell the end product for a sale price that leaves a satisfactory return to the developer” (Smith 1979). In the case of Mashhad city center, in addition to a handsome fourfold gap in value, there have also been political willpower and a supporting municipality and finally high demand for tourism industry development which have made the process even much more attractive investment for developers, bankers, financiers, etc.

DEMAND SIDE

of stay of tourists Income rate of tourists - Tash It is important to state that the main cause of gentrification has been Duration Tash master plan master plan the high demand of tourists for accessible, convenient and diverse accommodation with various levels of quality and prices. In addition to visiting the Holy Shrine, the Center city also offers a variety of international restaurants and brand designers stores. Iran is a divided country with two major and distinct groups: religious and non- religious. The religious group with almost one half of the population travel to Mashhad regularly every few years, some even Less than 5 days Low-income every year, and some several times per year. It is this specific char5 - 10 days Medium-income acteristic that makes up a large share (18 million) of the 22 million More than 10 days High-income visitors. The remainder 4 million visitors are the Shi-a Muslim from various islamic countries. The social status and income level of both domestic and international visitors varies by a wide range as it is depicted in the income rate graph of visitors. That is why city center offers a variety of highly luxury hotels and restaurants to very affordable bed and breakfast and a range of fast food places.

PHYSICAL IMPACTS

Malek House - One of few historical buildings that has been preserved

While this approach of land and property acquisition was different from the Western countries, the rent gap theory has been in full application in the area with enormous disparities with the current and the past rental incomes. Within the first 10-years of redevelopment approximately 2500 plots Apartment value per m2 in US Dollars - Numbio, 2019 & of land or homes were bought through compulsory purchase from the 2500 Mirkatoulia, Samadib, Hosseinic 2018 residents and property owners. The rent gap was primarily targeted in terms of land and property values and their potential return on invest- 2000 ment for tourism industries: hotels, restaurants and other retailing. 1500 In 2005 early in the process of renewal, the average square meter of a housing unit in the city of Mashhad was $80 and in center city 1000 Mashhad was $98. Five years later in 2010 the price increased to 500 $200 per square meter in Mashhad and $245 in the center city. In 0 2015, there was another jump to $495 in Mashhad and $607 in the 2000 2005 2010 2020 2015 center city. This illustrates a six-fold increase in price of a square meter Mashhad city Mashhad city center

Unlike conventional gentrification processes where often the building shells are kept and interiors are remodeled and/or extended, most structures and buildings in the city center of Mashhad were completely demolished. In 1986, the area was primarily old residential and historic district with traditional Persian urban form reflective of several centuries of indigenous architecture. The architecture was vernacular and in-ward looking with narrow alleys and threeto-four-meter walls. More than 60% of the area was residential, 6% commercial and 34% other uses. Today the City Center offers a diverse range of 2002 2016 hotels and temporary residences from a very affordable rates to a very highend luxury hotels. The architecture is also a mix of variety of styles without much of consistency or compatibility. This is indeed a good representation of post- modern architecture in its full application in Mashhad. The figures on the right presents composition of lots sizes in 2002 with the majority of properties were between 200- 2002 2016 500 square meter and an average of 1.5 story; and in 2016, the majority of properties are between 500-800 square meter with an average of 8 story.

It is important to note that while there were no green spaces or parks in the prior traditional urban fabric nor are there any within the modern gentrified city center. Certainly, the modernity has brought improved infrastructure, accessibility and ease of movement and transportation to the district. The shortage of green spaces or parks can be attributed to lack of interest by the tourists who are mainly visiting as pilgrims as well as high value of land and priority of the city for financial gain rather than the public good.

Landuse map - Tash Master plan

SOCIAL IMPACTS In all planning and decision-making processes regarding renewal and redevelopment projects in Mashhad there have been clear lack of any public participation. More importantly Social Capital is not quite applicable or functional in Iran. That means while there are shared values amongst people there is no interest in working together with a common purpose. The main reason for that may be lack of Democracy and fear of any opposition to governmental authorities. The socio-cultural characteristics of the area affecting gentrifications were composed of three groups. First, the absentee property owners who find it attractive to sell their properties via compulsory purchase. Second, the owner-occupied property owners who were in low-income brackets Population growth of city center of Mashhad – Tash master plan and have not had the means to fix their properties or attend to Year of census Population Population growth maintenance. Third, the imposed zoning ordinance that would 1986 106.579 not allow any changes, remodel or expansion to properties if -1.49% 1996 91.757 they do not meet the minimum slot size and setback standards. -0.13% 2006 90.552 While some of the property owners were able to secure new -2.8% 2016 32.330 properties in other locations of the city or newly built suburbs, others were displaced and had to resort to smaller units and/or low-income rentals. Today as the result of gentrification a socially cohesive and mostly residential neighborhood of modest nature has given place to more vibrant, modern mostly non-residential and transitional tourism community. In addition to the radical change of neighborhood characteristics there has been a substantial resident population loss presented in the table on the right. The broader impact of the gentrification in Mashhad is shortage of affordable housing and competition between tourists and residents, not only the most disadvantaged low-income population but also important segments of the middle-income groups. This phenomenon is more acute in historical centers of cities exposed to processes of reconversion of their uses, which in the case of Mashhad is replacement of affordable housing to hotels, restaurants and retailing at the service of tourists. This raises the question of social justice which was never factored in this processes of urban redevelopment authorized by authorities.

SHAGHAYEGH ALLAHDAD Shaghayegh.allahdad@mail.polimi.it +39-3246996893