Spatial Morphology Design Studio 2020. Volume 2. Biskopsgården.

SELECTED PROJECTS

SPATIAL MORPHOLOGY DESIGN STUDIO 2020 FINALREPORT | VOL.2 | BISKOPSGÃ…RDEN

Colophon

Chalmers University of Technology Department of Architecture and Civil Engineering Spatial Morphology Studio 2020

Examiner: Meta Berghauser Pont Tutors:

Design studio ARK 142

Course coordinator:

Ioanna Stavroulaki Henrik Markhede Meta Berghauser Pont Kailun Sun

Ioanna Stavroulaki

Studio participants (Biskopsgården groups): Johan Nilsson Johan Wall Marco Ros Michelle Lundin Rowan Kinross Pablo Martin Jalal Diarbakarli Georg Klint Teresia Forsman

Guest lecturers: Per Haupt, Norrköping municipality/BTH Blekinge Erik Hansson, Gothenburg municipality Andrea Hulting, Gothenburg municipality Lars Marcus, Chalmers Job van Eldijk, Chalmers/Ramboll Lukas Memborn, Gothenburg municipality Claes Caldenby, Chalmers Ann Legeby, KTH Åsa Gren, Beijer Institute of Ecological Economics Oskar Kindvall, Calluna Evgeniya Bobkova, Chalmers Erik Linn, White Martin Allik, Mareld Landscape architects Eva Minoura, Sveriges Arkitekten Guest critics: Erik Hansson, Gothenburg municipality Andrea Hulting Gustavsson, Gothenburg municipality Lars Marcus, Chalmers

This is online publication of selected studio projects.

For the full projects overview see printed version of the booklet.

Contents

Introduction

Group 1 Corridors of life General Context Vision, challenges and strategies Network analysis Street scapes Green structures Densification proposal

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7 8 16 22 26 32 36

Selected key projects Strategic Densification(Johan Nilsson) Green transitions (Marco Ros)

Group 2 Link General context Spatial analysis Main problem description

Vision

Strategies

Masterplan

81 82 84 94 95 96 98

Selected key projects

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Biskopsgardens Langgata (Pablo Martin ) Green docks (Teresia Forsman)

118 132

Kvillestaden

BISKOPSGÅRDEN

Göta river Linnevägen

FRÖLUNDA Mölndal

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Spatial Morphology Design Studio 2020

INTRODUCTION

Current global urbanization processes put acute stress on urban and ecological systems. The challenge is not only how to accomplish this, but also to determine which qualities we want to see emerge, which puts unprecedented expectations on urban planning and design and brings knowledge demands that these practices are not always well prepared for.

This book presents the results of the SMoG Design Studio 2020 where students, in teams, developed four Masterplans for two areas in Gothenburg; the rst north o the r er th ts ore at the crossing of the road from Kvillestaden, in the East, to Biskopsgården, in the West, and linking Biskopsgården to the southern side of the river; the second, south of the river with its core at Frölundatorg, linking it to Linnévägen in the North and Mölndal in the East. The challenge addressed this year, was to transform these disconnected and less dense areas into more vital and connected places, where besides socio-economic performance, ecological performance was also in focus.

SMoG Design Studio The main goal of the SMoG Design Studio is to strengthen students’ understanding of how urban form provides a framework and creates conditions for social and environmental processes. Theories and methods in analytical Urban Morphology, espe ally net or analys s pa e ynta an ens ty analys s pa e atr are se to arr e

at what can be called an evidence-based-design methodology.

The studio is organised around a sequence of workshops, laboratories in GIS, lectures, literature seminars and a design studio.

This year, the studio focused on both socioeconomic and ecological sustainability. For this purpose, it is crucial to understand how urban form impacts people’s movement patterns and creates different arenas for people to meet, from local squares where it is more expected to meet your neighbours, to places with a strategic role in the city’s communication and where you can meet people from all neighbourhoods of Gothenburg. To e a le to oresee o e ent flo s an o presen e patterns is key to urban design and planning, as it is the driver for other economic activities, such as the development of local markets, but also for the development of social infrastructure, such as service from schools to public transport. To also address ecological processes, the green and blue infrastructure is discussed through the lens of urban ecosystem services, including cultural ser es e g re reat onal therape t as ell as s pport ng an reg lat ng ser es e g poll nat on o ers ty Masterplan (group work) r ng the rst se en ee s o the st o o r Masterplans were developed for two areas lo ate n hat s e ne as the nter e ate ty

n

othen rg s e elop ent trategy th potent als or ens at on The o e t e in Gothenburg’s Development Strategy is to add 45 000–55 000 new housing within the entire intermediate city, which asked for a proposal that allo s or s h ens at on an at the sa e time improves social-ecological sustainability. We challenged the students to especially take into account the ambitions in the Transport Strategy of othen rg to s pple ent ng the rrent radial infrastructure with cross-connections in what we can call a network city. This will relieve the inner city, reduce the vulnerability of the system and contribute to greater equality between city districts as well as to increased possibilities for integration of the city’s parts into one whole.

Urban design project (individual key-project) During the second half of the studio, individual keypro e ts ere e elope spe o e t e or these projects is that they should, in a convincing way, demonstrate that they help realise the visions set out in the Masterplan. Furthermore, the iterative character of design is emphasized, where students test different design solutions, evaluate these using the analytical tools and adapt the design proposal for the plan to support the aimed for directions in the Masterplan. Through workshops and lectures, students are supported to design streets, green and blue infrastructure, propose building types and public-private interfaces that together support the social, economic and environmental goals.

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GROUP 1 CORRIDORS OF LIFE

General context Vision, challenges and strategies Network analysis Street scapes Green structures DensiďŹ cation proposal

Selected key projects: Johan Nilsson Marco Ros

GENERAL CONTEXT | Site Description

Biskopsgarden Biskopsgården is a part of Vastra Hisingen, which is a district located northwest of the Gothenburg’s metropolitan area.

The population of the area and the nearby neighbourhoods s h as yr yn an arte alen s aro n an a s gn ant part o the nha tants are grants Th s the district is characterized by ethnic diversity. Moreover, there are approximately 13000 dwellings and the majority of them were constructed during the 1950s and the 1960s.

Biskopsgården is a huge residential area with three small e ono l sters L ns anstorget r erstorget an r s erstorget h h are respe t ely lo ate so th central and north of the area . The squares have a variety of small shops, restaurants and other amenities. Besides, in the str t there are also e s hools one n ea h pr ary area

two recreation centres and one library.

The district is quite well connected to the city centre, with three tram services, bus lines and cycle paths.

Furthermore, Biskopsgården is a green city suburb surrounded y any nat ral green areas or nstan e orests lo al par s an la es arte osses has a large green area which gives the possibility to have different meeting-points, such as barbecue places, café, nature pathways and other sports activities.

Residential Area Villas Area

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Biskopsgården is a part of Västra Hisingen, which is a district located northwest of the Gothenburg’s metropolitan area.

BISKOPSGÅRDEN

KVILLEBÄCKEN BACKAPLAN

4 BRÄMAREGÅRDEN

7 BISKOPSGÅRDEN

BRÄMAREGÅRDEN

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Peculiar Spots:

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1 Färjenäsparken: A local park along the riverside with hike 2

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GOTHENBURG DOWNTOWN

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TORSLANDA

GOTHENBURG DOWNTOWN TORSLANDA

2 Duvberget & Bräckeberget Rastgård: A green spot over a hill with a small village, which is directly connected to central part of Biskop through a tunnel. This place is characterized by the presence of stone’s ruins from the bronze era 3 Local Economic Cluster: Vårväderstorget

1 MADORNA

4 Local Economic Cluster: Friskväderstorget 1 MADORNA SANDARNA

5 Local Economic Cluster: Länsmanstorget 6 Svarte mosse: A green area with a local lake, some ponds and sport facilities

SANDARNA

General Context

7 Forest

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GENERAL CONTEXT | Site Analysis 0

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Preliminary Analysis: Biskopsgården a district with many features and challenges.

Based on some primary analysis of the areas and a site visit, we ha e ent e the ollo ng portant top s h h nee to be analyzed more in depth: •

•

•

Svarte Mosse

Buildings Clusters (A): the residential housing has been designed to create introvert and enclosed clusters which are not well connected and usually do not share public and social spaces between them;

Wieselgrensplatsen

Eketrägatan

Street Network: the h gh ay n the so thern part the tram line and the other main streets work as barriers between the west-east and the north-south areas of the district. As a result, Biskopsgården does not have a well ntegrate r an pattern th s top ll e s sse on ore eta l on page Economic Centres (B): the a en t es shops s hools sport a l t es are lo ate n three s all spots o the district which are not easily accessible from all the housing clusters;

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Green Structure (C): one of the most valuable features of Biskopsgården is the surrounding greenery which shapes an hara ter es the ent re area analys s on page

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Topography: the area is located on a hilly and irregular lan here the eren e n he ght nfl en es the r an orphology analys s on page Notes: these topics refer to the map on page 7

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Varmfrontsgatan

Spatial Morphology Design Studio 2020

Vårvädersgatan

Infrastructures Map

Infrastructures: Tram stop Bus Stop Bus Line Tram Line Railway

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The following map shows all the preliminary site analysis overlapped together and has the aim to give a general overview of the current site situation. The highlighted topics are: economic centres, schools, building clusters and typoligies, green and network barriers.

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Buildings Typologies:

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Slab Blocks, 4 Floors

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Tower Blocks, 9 Floors

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Tower Blocks, 12 Floors

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Row Houses, 1/2 Floors

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Row Houses, 2 Floors

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Adjacent Villas, 1/2 Floors

Topics: Centres Schools Shops & Economic Clusters Buildings Clusters Clusters Barriers Green Barriers Network Barriers Unlinks Points

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GENERAL CONTEXT | Site Analysis

Green Areas: Biskopsgården is a residential area surroundend by green areas and forests which gives the possibility to live with nature and have different social green spaces as part of the urban life.

An Attraction Reach analysis has been carried out in order to measure the total amount of green attractions that can e rea he th n a erta n stan e ro the street network as the points of origin and the green entrances.

Therefore, there are few interesting green spots and are as follows: •

Färjenäsparken (1): it is a local park along the river and near the new residential neighborhood in Eriksberg. The area is well connected to the eastern river city through pedestrian and cycle paths, but is not easily accessible

from the northern side, especially because of the huge infrastructure barrier. Thus, the street network represents the misleading point; •

Duvberget (2): it is a hilly green spot with a small village and livestock in its centre. The area is directly connected to Biskopsgården through a tunnel and it is reachable only by walk or by bike. Moreover, there are stone ruins from the bronze era;

•

Svarte mosse (3): it is the biggest lake of the district and a natural spot nearby the forest. The area is quite isolated and not well integrated with the village;

•

Forest (4): it is a vast green patch which encloses the district and divides it from the industrial area on the west side.

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The following map shows all the different types of green patches and spots that surround the district. The network’s attraction reach analysis displays an irregular integration between the village and the greening, despite of the huge amount of green patches.

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Legend 1: GOT_NMS_Network_AR_500w 2

0-3 3 - 10 10 - 19 19 - 32 32 - 64 Legend 2:

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General Context

reen an port rea arte osse erget ral Par Lo al Par r en spar en orest et Lan Green Areas River / Lakes Buildings

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GENERAL CONTEXT | Site Analysis 0

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Topography: BiskopsgĂĽrden is located on a hilly and irregular land with a height above sea level which varies approximately from +30 meters to +90 meters.

This important difference in height characterizes and shapes the spatial urban morphology of the district in terms of street network, building typologies and perception of the space.

Section D

The sections on page 11 point out how quickly the landscape and the outline of the topography change from the south to the north of BiskopsgĂĽrden.

Therefore, the city is in general divided in two parts; the upper one on the west side and the lower one on the east side.

The tram line can be seen as the break between these two residential areas.

Section C

Section B

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Sections Map

Topography: Buildings Tram Line Contour Lines

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Spatial Morphology Design Studio 2020

Corridors of Life

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CORRIDORS OF LIFE | Challenges No Legibility

Sense of security

Poor Legibility

Clustered city

Green patches

• Perceived high rate of crime by residents.

• The street network lacks axiality and continuity which makes it hard no navigate.

• The neighborhoods of Biskopsgården consists of several separated and introverted urban clusters.

As a result the interaction between them is restricted, which prohibits natural movement between them.

• Plenty of green areas but they are unattractive and disconnected from eachother.

• Typology of many residential blocks are introverted.

• Few local attractions, except for some food stores. This results in a low amount of people on the streets.

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No Legibility

• The dramatic differences in topography acts as barriers and eliminates sightlines. This makes it easy to get lost as a visitor and also contributes to a low accessibility for disabled peope.

Spatial Morphology Design Studio 2020

• Path to river is inaccessible or unnecessarily complex.

• Parking lots take up a lot of buildable space and create barriers.

Corridors of Life

When viewing the illustrated challenges altogether one can get a sense of how they relate to each other.

The existing tram line ends in the northern part of Biskopsgården and thus forms a p l transport ea en The flo o people in the area is negatively affected by this as the activities fade out as on move north. As this wasn’t bad enough, the tram line is located in between the many clusters without hooking into them. Instead of enabling movement, it’s unfortuately disableing it.

The clusters are poorly connectect to each other and forms urban voids in between them. This makes in hard for residents and visitors to easily move through the neighborhoods. This built environemnt and infrastructure generate poor legibilty, prohibiting people to move to each other, to services or to the rest of the city.

The main point of interest regardning services is the existing square Höstväderstorget. But not even this commercial mini-centre is well integrated in the neghborhood nor easily accessible.

Legibility illustration

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Building clusters Tram stops Linear tram line Public green areas Water City hub

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CORRIDORS OF LIFE | Strategies

Sense of security Continuous city

Sense of security

Legibility

Social greenery

Increased Legibility

Continuous city

Green belt

• Increase mobility for the inhabitants, both within their residential areas and within the city as a whole.

• Densify urban voids along the infrastructural loop in order to create a more continuous city.

• Enable more of the abundant green areas by increasing their attraction, accessibility and visibility.

• Expand the infrastructural loop by extending the tram line with a northern route, making it bidirectional.

• Create a new pedestrian highway to reconnect the clusters and centers.

• Transform green area patches into areas with distinct characters.

•Establish new networks and attractions in-between existing building clusters.

• Create a regional green corridor stretching from the river up to the northern forest.

• Accompany the tram line with roads for pedestrians and bicycles.

• More sight-lines and increased axiality.

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Spatial Morphology Design Studio 2020

• Orient entrances so that they face the new corridors.

• Establish ecological corridors stretching from east to west.

Corridors of Life

By summarizing the challenges in a single map we get an overview of how they relate to each other. It becomes clear how the strategies affect BiskopsgĂĽrden on both a global and a local scale.

The network interventions creates a infrastructural loop with a bidirectional public transport. The new network reconnects BiskopsgĂĽrden with the rest of Gothenburg while at the same time reconnecting the existing, separated neighborhoods.

The green patches are also reconnected to form a regional ecological corridor, stretching from the river to the south to the forests in the north. The many smaller green patches are given distinct characters which will make the more attractive and accessible.

The existing economic centers, highlighted as red networks, are integrated better by the new network and are also reshaped by density additions. This makes them more accessible both for local residents and for visitors.

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CORRIDORS OF LIFE | Vision and masterplan

‘Corridors of life’ is a proposal for transforming Biskopsgården from a segregated and isolated city district to a well-connected, vibrant and safe part of Gothenburg. By implementing a series of interventions for the street network, the built environment as well as for the green areas we want to increase the quality of life and heighten the sense of security for the inhabitants in Biskopsgården. s o no the ty str t a es se eral hallenges p th the key challenge being poor sense of security. The absence of people in the streets and the resulting lack of human interaction is a major contributor to this experienced insecurity. By reconnecting vital parts of the network and of the green areas h le also a ng n ll l ngs o r a s to generate a astly increased amount of people moving in and between the many

ne gh orhoo s o s opsg r en These strateg es p are applied in a gentle approach which aim to enhance the existing qualities of the district. Although gentle, realizing ‘Corridors of life´ will altogether add 17 500 dwellings for 35 000 people, whereas 13 000 out of these would reside within the central parts of Biskopsgården.

The increased mobility and the resulting increased amount of people in movement, together with repaired urban voids and better accessibility to economic clusters will make Biskopsgården a more integrated and central part of Gothenburg – increasing the quality of life and heightening the sense of security.

“Increase the quality of life and heighten the sense of security for the inhabitants in Biskopsgården.”

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Spatial Morphology Design Studio 2020

Corridors of Life

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The Masterplan – all aspects of the concepts visualized altogether.

Theaspects and details of the masterplan will be explained in th following pages.

Network: Proposed tram stops Existing tram stops Proposed tram line Existing tram line Urban corridor Social Green Corridor Ecological Corridor ens

at on New Residential Area Local Economic Cluster Global Economic Cluster

Greenery: Lake Park Urban Farm Forest Local Green Area River Park River / Lakes Buildings

Vision and masterplan

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The map shows an overview of the new street network with the Social Green and Urban Corridors highlighted.

The social green corridors are paths connecting Biskopsgården east west both ecologically and socially. The social green corridors will pass through both the bigger main road and the urban corridor, making it easier to navigate and having a safer more observed path in the area going east to west.

The urban corridor is an alternative activity base path with higher local integration going south-north through Biskopsgården. It is a path with more eyes on the street and more people in motion.

The following pages will present space syntax analysis with angular integration and network betweenness. Angular betweenness centrality means that “the software measures the sum of the shortest path overlaps for a particular street segment, between all pairs of origins and destinations in the whole network.” ergha ser Pont ta ro la & ar s p The least ang lar stan e s then e ne as the path th the shortest distance in the network. Angular distance has proven better in predicting pedestrian movement than measures using metric or topolog al stan e ll er an a ll er et al T rner The result of these analysis shows and increase in integration, after the interventions. It shows both locally, along the different corridors ,and globally, connecting Biskopsgården to the rest of the city.

Social Green Corridor Urban Corridor Street Network New Buildings Existing Buildings

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Spatial Morphology Design Studio 2020

Corridors of Life

GOT_NMS_190611 1 - 35

GOT_NMS_200322 1 - 35

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When comparing the integration with a radius of 500 meters before and after the interventions, one can see that the integration is much stronger locally. It is also more evenly spread out, connecting the local economic clusters to each other.

Angular integration, 500 m GOT_NMS_200322 1 - 35 35 - 60 60 - 80 80 - 110 110 - 140 140 - 190 190 - 370

Existing network

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Proposed network

GOT_NMS_200322 0 - 3000

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The analyses of betweenness with a radius of 500 meters similarly showcase this centrality by overlapping most of the strongest segments in the local integration. In addition to this, the east-west connections have become more important and connects the residential areas to each other throughout.

Network betweenness, 500 m GOT_NMS_190611 0 - 3000 3000 - 9000 9000 - 23000

Existing network

Spatial analysis

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Since a lot of the newly added segments work th the flo east est the res lt o th s shows in the analysis of betweenness GOT_NMS_190611 with 1 - 135 a ra s o t ort es the long north135 - 260 260 - 400 south road as the spine of Biskopsgården 400 - 550 and creates important junctions, ideal for 550 - 730 economic clusters.

730 - 950

GOT_NMS_200322 1 - 135 135 - 260 260 - 400 400 - 550 550 - 730 730 - 950 950 - 1700

Angular integration, 2 km GOT_NMS_200322 1 - 135 135 - 260 260 - 400 400 - 550 550 - 730 730 - 950 950 - 1700

Existing network

As one can see on the map from before with betweenness in a 2 km radius, there GOT_NMS_190611 is not a high sense of global integration in 0 - 190000 Biskopsgården. After the interventions 190000 - 650000 650000 - 1500000 in the proposal it is clear to see that the global integration now trickles through the spine to the most northern part of the area. In addition, it is creating clusters of centrality along the spine when the stronger segments overlaps the junctions in the 2 km integration map.

Proposed network

GOT_NMS_200322 0 - 190000 190000 - 650000 650000 - 1500000 1500000 - 4000000

Network betweenness, 2 km GOT_NMS_190611 0 - 190000 190000 - 650000 650000 - 1500000

Existing network

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Spatial Morphology Design Studio 2020

Proposed network

Corridors of Life

By reinforcing Biskopsgårdens own street network while also strengthening the local centrality along the circular connection to Backaplan in the west, the proposal achieves effects stretching far beyond the main area of intervention. The segments that has higher integration on Hisingen formerly ended after the bridges but are now connected and strengthen the network in between.

GOT_NMS_190611 1 - 400 400 - 750 750 - 1100 1100 - 1550 1550 - 1900 1900 - 2500 2500 - 3600

Existing network

Angular integration, 5 km

GOT_NMS_190611 GOT_NMS_200322 1 - 400 1 - 400 400 - 750400 - 750 750 - 1100 750 - 1100 1100 - 1550 1100 - 1550 1550 - 1900 1550 - 1900 1900 - 2500 1900 - 2500 2500 - 3600 2500 - 3600

Proposed network

The same goes for the map with the betweenness with a radius of 5 km, however t has a stronger north so th flo than s showing in the 5km integration analysis.

This shows that the tram line will most likely be successful because of the high through-movement. It is also apparent that a future stronger circulation over the river and through Biskopsgården is possible as Gothenburg grows.

Network betweenness, 5 km

GOT_NMS_190611 GOT_NMS_200322 0 - 2700000 0 - 2700000

GOT_NMS_190611 0 - 2700000 2700000 - 10000000 10000000 - 24000000 24000000 - 70000000

Existing network

Spatial analysis

2700000 - 10000000 2700000 - 10000000 10000000 - 24000000 10000000 - 24000000 24000000 - 70000000 24000000 - 70000000

Proposed network

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STREET SCAPES | General design principles The masterplan is accompanied strengthen the intentions of the the design of development plans Here follows the most important streetscapes.

1.

Work against an ‘IKEA-effect’, meaning obstructed views and an enhanced feeling of isolation. Open up the streets and maximise intersecting sightlines both along and across the street. This means that people who move will be co-present for a longer time to each other when o ng along longer spa es streets longer a al l nes than n syste s lt p y s aller spa es shorter a al l nes o e er t s lt to e a are o n als n a longer distance, but it is still possible to see how crowded

1.

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a street is even if many people are far away. In areas with any s all spa es ent e y shorter l nes o ng people ll spen less t e n ea h spa e or along ea h a al l ne Lege y p

by design strategies to masterplan and support on the more local level. design principles for the

Spatial Morphology Design Studio 2020

2.

The pe estr an o e ent flo n an thro gh Biskopsgården is as valuable as the motorised movement.

This should be followed literally: all shared streets should have a minimum 50% of available space dedicated only to pedestrian and pedestrian activities as long as the motorised network have the necessary 7 meters in width for vehicles.

3.

Activities should be placed along the social green corridor and urban corridor, but the nature of the

2.

Corridors of Life

furniture, religious centres and other landmarks.

activities depend on the centrality of the location: Low global centrality and high local centrality: The activities are adapted to focus on mainly the residents of all ages in the neighbourhood. Activities for different age groups are preferably placed next to each other.

Example of activities are: outdoor gyms, playgrounds, community meeting places, smaller economic clusters of services, boule courts, allotment plots and club houses.

High global centrality and high local centrality: The a t t es sho l t the res ents h le st ll attra t passers by and visitors. Example of activities are: bigger economic clusters of services, skate parks, outdoor stages, public buildings like libraries and health care, mixed-use sports el transparent green par l e areas th o t oor

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Street scapes

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Eyes on the street. Measures should be taken to not obstruct the pedestrian paths, especially in the urban corridor and social green corridors in order to see and be seen. Buildings should be directed towards the streets with entrances placed in connection to those. Balconies and windows should, when applicable, have a clear view of the streets. These measures have the intention of a s ng the a t ty an o o people on near an through the streets

5.

2 birds, 1 seed. When the urban corridor and the social green corridor intersect, activities from both streets should overlap and be placed within line of sight from the

STREET SCAPES | Typology principles Social green corridor see e a ples p The social green corridor should be at least 10 meters wide with at least 1,5 meters soil depth. The ‘Eyes on the street’principle is applied which in this case means that the streets should have a high see-through effect with little obstructing greenery between 1-3 meters height and that the entrances, windows and/or balconies of nearby buildings should be directed towards the street.

The social green corridor should be activated differently depending on the centrality. When crossing the urban corridor the ´2 birds, 1 seed’-principle is applied.

Urban corridor see e a ples p

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areg r en

Ecological corridor The ecological corridor should have minimal interference of human activity. Because of the narrowness of it within the built area, the pedestrians passages should cross the corridor rather than follow it. The crossing paths should still apply the general principles of line of sight by keeping a high transparency of the greenery closest to the path, the nature elements should be kept light and see-through between 1-3 meters height, in a radius of 5 meters and from the path. There should also be electrical lighting installed along the path.

The urban corridor is a shared space for pedestrians and bicyclists. The character of the street segment depends on the local and global centrality in what activities that are placed where, similar to the social green corridor. However, to make sure that the street has the appropriate width where it is more or less central, the guidelines are as follows: If there is a high local centrality and a low global centrality the street is at least 4 meters wide. If there is a high local and global centrality then the street is at least 7 meters wide, since it will have a higher tra o pe estr ans an y l sts The yes on the street pr n ple s appl e th s onfl ts with the same principle on the social green corridor then the urban corridor has the highest priority. In extension, within a proximity of 50 meters the buildings should have a minimum o an a n o s lar to anneg r s a en Section cuts

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Corridors of Life

STREET SCAPES | Examples of green social corridors A1

A2

Green to go: Narrow street with a 50/50 divide between green and hard coated surfaces.

The map shows a low global centrality within a radius of 2 km as grey on this part of the urban corridor.

sunken garden

2

1

front porch

Section A -A 1

7,5

10 m

shared space

social green corridor

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B1

B2

sunken garden

8 motorised street

Section B -B 1

Street scapes

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2,5

1,5 1,5

social green corridor

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7 public stage

3

2,5 m cut-out seating from rock

People on the main stage: Broad street close to a junction. The map shows a high global centrality within a radius of 2 km as red. It has high centrality both globally and locally. Hence the gradual transition between hard coated surfaces to nature and the public amphitheater.

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STREET SCAPES | r an corri or ďŹ rst e a ple Sharing is caring: Broad space with medium local betweenness and low global betweenness.

The map shows the local betweenness in a 500 m radius.

C1 C2

C3

club house

garden shed

allotment plots

urban corridor

Section C2-C3

Section C1-C3

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Spatial Morphology Design Studio 2020

Corridors of Life

STREET SCAPES | Urban corridor, second example People watching: Narrow street with higher local centrality than global centrality.

The map shows the local betweenness in a 500 m radius.

D1 D2 D3 Section D1-D3

150 m

urban corridor

tram line

shared space

sunken garden

Section A1-A2

Street scapes

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lawn

urban corridor

front porch

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GREENING | General design principles 0

The green structure’s design has been nfl en e y the paper Reconnecting Cities to the Biosphere: Stewardship of Green Infrastructure and Urban Ecosystem Services written by Andersson, E., Barthel, orgstr et al The paper focuses on sustainable and resilient urban development in the context of ecosystem services. They discuss the incorporation o e osyste ser es an the r ene ts n l ng pro s on ng reg lat ng an lt ral ser es nto oth e ono decision making, as well as sustainable urban planning processes, using a socialecological systems framework.

1.

In Nature and With Nature: these are two categories of urban nature interactions which lead to the concept o lt n t onal ty o green spa es an ene t the human health: interacting in nature regards the social and dynamic activities in an urban green background, for instance playgrounds, sports facilities; interacting with nature is about the individual and intimate link to nature, instead. These two different patterns cannot be easily combined within the same green area, but can be designed to achieve a synergy effect;

2.

Increasing Diversity: scale of operation, connections to the urban area, perception of the green spaces, activities and amenities in nature are topics which lead to a more effective design of green areas within the city. Besides, resilience and environmental-social sustainability increase thanks to diversity;

3.

4.

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1000

2000 m

Principles: The masterplan is accompanied by design strategies to strengthen the intentions of the urban proposal and support the design of development plans on the more local level. The most important design principles for the green structures are:

Centrality and Integration Values n relat on to the street net or so al green areas l e par s th attra t ons an a t t es o erent types epen ng on the spot s al t es sho l e lo ate near y the a n r an paths and be well connected to the urban centralities. The attraction’s scale of these green spots depends on the scale of the network integration values; for instance, the lake park should attract both the local citizens and visitors from the city of Gothenburg; Habitats (Biotopes): they play a very important role in the urban design by providing and supporting ecosystem

Spatial Morphology Design Studio 2020

Parks and Green pedestrian Paths Map

services. This principle coordinates the other ones and can be considered as the starting point for the green structures’ design.

Greenery and Paths: urban Corridor Green Pedestrian Paths La e Par r an ar Lo al reen rea er Par Forest

Corridors of Life

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500 m

0

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The following maps show the design proposals of the four main green spots in BiskopsgĂĽrden. Each park is analyzed in terms of connections with the surroundings, attractions and quality of space. The trees patterns show which area is more open and wider and which one is more enclosed orest green arr er

1. The River Park 0

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Network Betweenness, 500 m 0 - 2300 2300 - 6500 6500 - 13500 13500 - 30000 30000 - 70000

Greenery and Paths:

3. The Urban Farm

Green structures

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Secondary Paths Urban Corridor Main Pedestrian/Cycle Path Livestock, Urban Farm Sport Facilities Multifunctional Green Areas ars P n reas on erts Green Areas River / Lakes Highway

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GREENING | Habitats and Ecological Corridors

Habitats otopes ha e an portant role n the r an design as they contribute to create a well-functioning green structure and ecosystem that support both people and species espe ally the one that are portant or the lo al e osyste o s opsg r en pe ally ecosystem services are the ar e ene ts to h ans g te y the nat ral en ron ent and from healthy ecosystems. Moreover, they offer natural pollination of crops, clean air, extreme weather mitigation, human mental and physical well-being.

In Biskopsgården there are three groups of habitats that mostly characterize the area and support the local ecosystems: •

Tall Forest otope e on ero s orest not on etlan s The tree o ere area ons sts o p ne or spruce and trees are generally higher than 5 meters;

Biotope 1: Forest

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Spatial Morphology Design Studio 2020

•

Deciduous Forest otope orest th e o s har oo not on etlan s The tree o ere area consists mainly of elm, linden, beech and oak, and trees are generally higher than 5 meters;

•

Vegetated other Open Land otope open lan that is not wetland, arable land or exploited vegetation-free surfaces and has more than 10% vegetation coverage during the current vegetation period.

An attraction betweenness analysis has been carried out n or er to eas re an n o t h h streets ha e ost potential to become ecological corridors. The settings of the analysis are: street network as points of origin, biotopes patches as destinations and a walking distance of 3000 meters.

Biotope 2: Deciduous Forest

Biotope 3: Open Land

Corridors of Life

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2000 m

Analysing Biskopsgården, there are three groups of habitats which mostly characterize the area. The aim is to provide a well-functioning ecosystem that supports those species which are important the the localthree ecosystem The following mapsfor show groupsaround Biskopsgården Frölunda. of habitats that and mostly characterize

the area. The aim is to provide a wellfunctioning ecosystem that supports those species which are important for the local ecosystem around Biskopsgården and the surroundings. The attraction betweenness analysis explains which streets have most potential to become ecological corridors.

Biotope 1 Pine Forest

Biotope 2 Deciduous Forest

Attraction Betweenness, Network 3 km 0 - 0,03 0,03 - 0,1 0,1 - 0,2 0,2 - 0,4 0,4 - 1 Habitats:

Biotope 3 Vegetated other Open Land

Ecological Corridors New Ecological Corridors on ero Ecological s orest Corridor otope e o sForest orest otope pen Lan otope Deciduous Forest River / Lakes Buildings Vegetated other Open Land New Ecological Corridors

Green structures

River/Lakes

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THE BUILT ENVIRONMENT | Principles or ensiďŹ cation

The ens at on strategy or s opsg r en s te gentle but more radical long the southern and northern connections to a aplan The sele te areas or ens at on nten to ll the urban voids that are the basis for many of the challenges.

ens

at on n or er to e ne the es re

orr ors

general approa h to ens at on as to a l ngs th FSI and GSI values higher than their surrounding, existing buildings.

The added buildings intend to dissolve the apparent gaps between many of the neighbourhoods while also shaping the new urban corridor, stretching through the site. The new east-west connections are also accompanied with necessary

GSIaccessible 0 - 0,2 0,2 -0,4 0,4- 0,6 0,6 - 0,8 0,8 - 1 1 - 10 000 Proposed network

FSIaccessible 0 - 0,2 0,2 - 0,4 0,4 -0,6 0,6 - 0,8 0,8 - 2 2 - 23 000 Proposed network

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Spatial Morphology Design Studio 2020

$

!

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#

Corridors of Life

0

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The ap sho s all the l ngs gross oor area th the ne l ngs o tl ne

GFA, total 2 170 000

GFA, dwellings

1 740 000

Dwellings, total 17 500

Residents, total

35 000

Dwellings, BiskopsgĂĽrden 6 500 Residents, BiskopsgĂĽrden 13 000

2

0-500 500-1000 1000-2000 2000-4000 4000-8000 8000-25000 25000-250 000 New network

The built environment

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CORRIDORS OF LIFE | Key projects 1. trateg ens at on s a pro e t s ng ens at on as a way of framing and shaping streets and public spaces. The focus has been creating the urban corridor as an alternative path south-north, the social green corridor to connect eastwest, and activate the main street, connecting Biskopsgården within and to its surrounding areas.

2. Green transition s a pro e t h h a s or a ore fle le and green environment through the implementation of the ecosystem services that cover both social and ecological values.

A design of different spatial transitions between natural, public and private space according to the urban morphology. The idea translates into an urban landscape that creates a rich variety of architectural and urban experiences which embrace the natural world. The design components are developed in relation to the two key structures of the area, the urban and the ecological corridors.

3. Moving people is a project for increasing the mobility of the citizens in southern Biskopsgården. By altering the street net or ll ng n the ens ty gaps an y re str t ng 1

38

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Spatial Morphology Design Studio 2020

3

the flo s the res ent s o l ty n rease ra at ally The remastered urban fabric enables people to more easily get to each other, to the many green areas and to the rest of Gothenburg.

4. e on g r ng o r roots is a design proposal that has its foundation in the masterplan Corridors of life, but add on with knowledge from sociology, focusing on social patterns of interaction and group relations. Science proves continually that a healthy population, both physically and mentally, gives everyday life for the resident in the limelight, this proposal tr es to a h e e so al s sta na l ty an ene al e ono ling-term effects stretching beyond the usual repayment plan of 5-10 years among contractors when densifying.

5. Färjenäsparken: Developing the largest social greens corridor of the masterplan, focusing on its southern-most park ‘Färjenäsparken’. It is a project to ignite the network between Biskopsgården and Gothenburg city center as well as preform as its own attraction. It aims to celebrate community, forestry, education, health and the water which built Gothenburg.

4

5

Corridors of Life

0

1000

2000 m

Proposed key project sites with different characters, each with there unique set of challenges and opportunities.

1

Key projects: 1 Strategic densification 2 Green transition 3 Moving people 4 Reconfiguring our roots 5 Färjenäsparken 2 4

Network: Proposed tram stops Existing tram stops Proposed tram line Existing tram line Urban corridor Social Green Corridor Ecological Corridor

3

ens

at on New Residential Area Local Economic Cluster Global Economic Cluster

Greenery:

5

Key projects

Lake Park Urban Farm Forest Local Green Area River Park River / Lakes Buildings

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STRATEGIC DENSIFICATION JOHAN NILSSON trate ic ensification is a pro ect sin ensification as a a o ra in an shaping streets and public spaces. The focus has been creating an alternative activity based path, connecting east-west, and activate the main street.

Problem description

The main problems within this key project area that was ent e n the asterplan are the lo sense o se r ty the poor legibility and a clustered city, both within the area and to the rest of the city.

lacks axiality and continuity which makes it hard no navigate.

The dramatic differences in topography acts as barriers and eliminate sightlines. This makes it easy to get lost as a visitor and contributes to a low accessibility for disabled people.

There is a preserved low sense of security in the area, especially among women. One reason for this is the high number of introverted blocks located in parts of Biskopsgården. This makes the eyes on the street very limited, or at least the sense of eyes on the street. The low amount of activities and shops in the area also makes less people move and there for also lowering the sense of security.

The neighborhoods of Biskopsgården consists of several separated and introverted urban clusters. As a result, the interaction between them is restricted, which prohibits natural movement between them. Biskopsgården is also a cluster to the rest of the city which has a lot to do with the bad connections between the west and east parts of Biskopsgåden.

The poor legibility is also a big problem in the area which is connected to the low sense of security. The street network

Low sense of security

trate ic ensification

Poor legibility

Clustered city

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STRATEGIC DENSIFYING | Urban design proposal

The urban design proposal for this key area of biskopsg책rden will be based around the problem description with a focus on heightening the sense of security in the area of interventions.

The design proposal will be divided in four different but onne t ng es ens at on The r an orr or the so al green corridor and the main street. hen ens y ng th s area t s to a e an n ll to lessen the l ster ng n s opsg r en y o ng th s n ll the area ll e ore n te ha e less n e ne an n et een areas that an feel unsafe. It will also create an opportunity to make the new area and the transitions to existing clusters more navigable and making the legibility better. According to Berghauser Pont, Perg a pt an ey an e e ts relate to transport economics, service, and technical infrastructure more often report positive correlations. The ecological, social and health

effects of higher densities are for the most part negative. This makes I extra important to consider the ecological, social and health factors, especially when densifying a socially challenged area as Biskopsg책rden.

The urban corridor is a way to create an alternative activity base path with higher integration then the bigger road going south to north through Biskopsg책rden. It will be a path will more eyes on the street and more people in motion.

The social green corridor are both a way to give the area more accessible green and connecting the west and east of Biskopsg책rden. The social green corridors will pass through both the bigger main road and the urban corridor, making it easier to navigate and having a safer more observed path in the area going east to west.

Main Street Urban Corridor Social Green Corridor Existing buildings New Buildings Tram

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STRATEGIC DENSIFICATION | Urban rules

Entrances and balconies should be located outwards to the street. A space syntax study about social sustainability in residential areas in London, showed that the mere presence of people seems to be the main inhibitor of crime. As we know e ore the o o people s generate y the centrality of the different streets. This can be taken advantage of when adressing social challenges in certain neighborhood. ll er There should be a clear distinction between private and public space. This will be done y los ng the lo or a ng a s gn ant height difference between the private yard and the public space where a closed of yard is not a possibility. The residents recognizes the yard as a discrete entity separate from the public realm, and sees this as an invitation of sorts, a sanctioning of certain practices and interventions that would not e appropr ate n the p l real no ra

Entrances and balconies

Private and public space

Plots size

Street structure

The plot size will be smaller and more divided within the block then it is in BiskopgĂĽrden today. This is to prevent the monotone feeling of the million-housing project and for the long-term process of urbanization that is aligned with increased subdivision of property r ghts o o a The street structure is a more strict gridded network to heigthen the legibility in BiskopsgĂĽrden. The size of the gridds is determend by the block sizes which is between 60 and 100 meter, within the optimun size for block according to Siksna

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Spatial Morphology Design Studio 2020

Corridors of life

Additional rules

The main street o ar ersgatan ll ha e a t e gro n floors The an street is integrated on a more global scale and will therefore have a higher possibility of new social meetings between people from Biskopsgården and people ro other areas The flo thro gh this street is also higher and can create opportunity for successful businesses along the street.

Along the Urban corridor there will new activities and public spaces within 200 meters of each other.

Public space as a key variable for facilitating important social processes in cities that can support long-term social inclusion. The Urban corridor is a highly integrated path connecting neighborhoods to create opportunities for copresen e Lege y ergha ser Pont ar s The social green corridor will have open yards along it. The private yards do have a height difference to give it a high feeling of ownership for the residence. The corridor on the other hand will have a lower feeling of ownership by opening the blocks. This will make it more used

trate ic ensification

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STRATEGIC DENSIFICATION | Space syntax

Angular integration analysis 500 meter shows an increase in integration in the area. Both the social green corridors and the urban corridor has gained integration which is important if they are to be more frequently used as alternative paths.

Sommarvädersgatan also shows an increase in integration because of the quantity of added connections.

GOT_NMS_200428 GOT_NMS_200428 GOT_NMS_200428 1 - 35 GOT_NMS_200428 1 - 35 GOT_NMS_200428 1 - -35 GOT_NMS_200428 Angular Integration 35 57 500m 1 GOT_NMS_200428 35-- -35 57 1 35 35 57 1 35 57 81 35 57 1-35 1 57- --35 81 35 57 57 81 35-60 35 57 81 - 57 108 57 81 35 81 --60-80 108 57 81 81 108 57 81 108 140 80-110 81 108 57 81 108-110-140 -108 140 81 108 140 81 140--140-190 184 108 --108 140 81 108 140 184 108 -- 184 140 140 108 140 190-370 184 140 184 108 ---- 370 140 184 370 140 184 184 - 370 140 184 184 - 370 140 184 184 - 370 184 - 370 Angular184 integration - 370 2 km

New Network

Existing Network

New Network

Existing Network

have much like 500 meter an increased integration. In the 2 km Sommarvädersgatan shows a strong integration which is expected because of its length and quantity of connection throughout Biskopsgården.

GOT_NMS_200428 GOT_NMS_200428 GOT_NMS_200428 1 - 35 GOT_NMS_200428 1 - 35 GOT_NMS_200428 1 - -35 GOT_NMS_200428 Angular Integration 35 57 2k 1 GOT_NMS_200428 35-- -35 57 1 35 35 57 1 35 57- --1-135 81 35 1 35 57 -- 57 81 35 57 57 81 135-260 35 57 81 108 57 81 35 57 81 --260-400 108 57 81 81 108 57 81 108-400-550 -108 140 81 57 81 108 140 81 108 550-730 108 140 81 108 140 184 108 140 81 -730-950 140 --108 184 108 140 140 - 370 184 108 140 950-1500 184 140 184 108 --- 370 140 184 140 184 184 - 370 140 184 184 140 -- 370 184 370 46 184 184 - 370 184 - 370

Spatial Morphology Design Studio 2020

Corridors of life

Space syntax Network betweenness analysis 500 meter shows a more focused strong result along the urban corridor which shows its potential as an alternative path through Biskopsgården

GOT_NMS_200428 GOT_NMS_200428 0 - 187200 0 - 187200 0 - 0-3000 187200 187200 - 637300 3000-6000 187200 - 637300 187200 - 637300 6000-23000 637300 - 1435300 637300 - 1435300 637300 - 1435300 1435300 - 3766000 1435300 - 3766000 1435300 - 3766000

GOT_NMS_200428 Network Betweenness 500m

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Network betweenness 2 km analysis have overlapping results with angular integration Th s sho s an n rease n flo along Sommarvädersgatan, the social green corridor and the urban corridor.

GOT_NMS_200428 GOT_NMS_200428 0 - 187200 0 - 187200 0 - 0-190000 187200 187200 - 637300 190000-650000 187200 - 637300 187200 - 637300 650000-1500000 637300 - 1435300 637300 - 1435300 637300 - 1435300 1435300 - 3766000 1435300 - 3766000 1435300 - 3766000

Network Betweenness 2k GOT_NMS_200428

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STRATEGIC DENSIFICATION | Building density 0

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Network Betweenness 500 meter

Network Betweenness 2 km New Residents: 4000-7000 Island GSI: 0,49 Island FSI: 2,4 Main Street Urban Corridor Social Green Corridor 3 Floors 4 Floors 5 Floors 6 Floors 7 Floors Activites Added Entrences

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Spatial Morphology Design Studio 2020

Corridors of life

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This map represents space and land division. This is a mainly residential area with a lot of schools. There is also active gro n floors along o ar ersgatan making it a more active street possibly used by more the residents of Biskopsgården.

It also shows the clear borders between private and public space along both Sommarvädersgatan and the social green corridor.

Public space Semi-public space Semi-private space Private space Residential buildings es ent al t e gro n floor School Commercial Church

trate ic ensification

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Spatial Morphology Design Studio 2020

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Urban framing Section D-D shows the new urban farming and how the street along it have been reorgan e to e greener an etter tte for walking.

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Honey spots

Including activites

Women in general feel more unsafe then men and in BiskopsgĂĽrden the difference is higher than most areas in Gothenburg. It is therefore important to include women when planning areas and public activities in the neighborhood. Including activities could be popular sports like football which exists in the neighborhood today. It would also be an opportunity to bring new activities to the area like volleyball, gymnastics or athletics, which in Sweden is sports more popular among women than men

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rott n

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visiting the area.

At some selected places the goal is to create honey spots s ltr nst llen to g e the area so e personality and have a more inviting feeling for both the residents of BiskopsgĂĽrden and outsiders

Spatial Morphology Design Studio 2020

Another including activity is urban farming. The idea of communing will enable the reclaiming of space in the city by the city inhabitants and to empower them to do this through architecture.

Corridors of life

Perspective Social green corridor

trate ic ensiďŹ cation

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CORRIDORS OF LIFE | References

Berghauser Pont M.Y., Berg P.G., Haupt P.A. & Heyman A. (2020) A systematic review of the scientifically demonstrated effects of densification. Paper accepted for the World C onference on Sustainable Built Environment in Gothenburg 9-11 June.

Bobkova, Evgeniya & Marcus, Lars & Berghauser Pont, Meta & Stavroulaki, Gianna & Bolin, David. (2019). Structure of Plot Systems and Economic Activity in Cities: Linking Plot Types to Retail and Food Services in London, Amsterdam and Stockholm. Urban Science. 3. 10.3390/urbansci3030066.

Damidrott (n.d.) On Wikipedia. Retrieved 2020-05-10, from https://sv.wikipedia.org/wiki/Damidrott.

Stockholm, ORCID-id: 0000-0001-6228-8765).

Petcu, C. Petrescu, D. (2018). Commoning architecture, Aarhus school of architecture, Lecture Emerging architectures, (p, 4454).

Siksna, A. The Effects of Block Size and Form in North American and Australian City Centres. Urban Morphology, Vol. 1, 1997, pp. 19–33.

Vaughan, L. (Ed.). (2015). Suburban Urbanities: Suburbs and the Life of the High Street. In: Berghauser Pont, M. Marcus, L. Legeby, A. (p.239-262). London: UCL Press.

Hillier, B.; (2009) Spatial sustainability in cities: organic patterns and sustainable forms. In: Koch, D. and Marcus, L. and Steen, J., (eds.) Proceedings of the 7th International Space Syntax Symposium. (pp. p. 1). Royal Institute of Technology (KTH): Stockholm, Sweden.

Minoura, E. (2016). Uncommon Ground. (Doctoral thesis, KTH, Department of Architecture and Built Environment,

Spatial Morphology Design Studio 2020

Corridors of life

GREEN TRANSITIONS MARCO ROS Aiming for a social and ecological planning through the development of different spatial transitions between natural, public and private space

Urban Corridor: View over the local Market

Green Transitions

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GREEN TRANSITIONS | Context

Context: the Area today

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The key project’s area is located in the southern part of Biskopsgården and it is surrounded by greenery and forest on both west and east sides.

The district is mainly residential and was built according to the swedish public housing plan, “The Million Home Programme”. pe ally there are lt ple l ng n ts that shape an characterize the area; the curved slab-buildings neighborhood is the most iconic one with spacious and green courtyards which have great potential for a further redevelopment.

Greenery, Forest

Slab-Buildings Neighborhood

Tram Line

The area is well connected to the city center by tram, bus and main street. However, these infrastructures act as barriers between the west and the east sides of the district and weaken the pedestrian connections leading across the entire area.

Moreover, the district is characterized by a valuable green structure a nly orest an yar s h h s pports ts biodiversity and provides greater opportunities for urbannature interactions.

Private Housing and Villas Area

Primary Schools

Greenery, Forest

1. Urban Corridor: •

Masterplan: should be Eyes on streets: Measures taken to not obstruct the pedestrian st ng Tra top ng Tra L ne paths in the urban corridorUrban instorder to corridor Ecological Corridor see and be seen. e ens at on

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e t reaup Work against ‘IKEA-effect’:ey pro open the streets and maximise intersecting sightlines both along and across the street.

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2. Ecological Corridor: The ecological corridor should have minimal interference of human activity. The crossing paths should apply the general principles of line of sight by keeping a high transparency of the greenery closest to the path.

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View 3

Google Earth 2020 Aerodata

Spatial Morphology Design Studio 2020

Corridors of Life

Flow of People

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GREEN TRANSITIONS | Challenges and Aims Challenges: Challenges: Based on some primary analysis of the area, challenges are as follows:

Flow of People

Aims:

Centrality

The three main components of the project andLegibility the respective Biodiversity Flow of People Centrality Nature aims are as follows:

Ecosystem Services

Biodiversity Nature

Legibility Ecosystem Services

1. Urban Corridor: increase t e centralit an o o people within the district, by adding new attractions and increasing the built density alongside the corridor; Intersection between the Urban Corridor and the Ecological Corridor Transition and Consistency of the Ecological Corridor

increase the legibility and safety of the area by creating a better transition between the existing slab-buildings and the tram line; redevelop the area into a more vibrant and resilient environment.

2. Ecological Corridor: support and provide ecosystem services spreading out the green structure all-over the planning area;

Transition between the slab-buildings Courtyards, the Urban Corridor and the tram line

develop different typologies of green structures in order to increase the biodiversity and support the habitats of the area; create greater and better opportunities for urbannature interactions.

Flow of People

3. Slab-buildings Courtyards: increase the legibility of those spaces by their erent at on an ntens at on o ses opo rap DensiďŹ cation: how to deal with the difference in height, the low legibility and line of sight

Green Transitions

Greenery Courtyards Terrace Buildings Ecological Corridor Urban Corridor

Projects Keys

create more resilient spaces for both the local community and visitors.

Centrality

Legibility

Biodiversity Nature

Ecosystem Services

Greenery Courtyards Terrace Buildings Ecological Corridor Urban Corridor

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e following isometric model shows the Program: gram of the urban design proposal. Each a of intervention aimsisometric to support eithershows the The following model urban corridor the design ecological program of theorurban proposal. Each ridor and improve theaims social and area to of intervention to support either logical the diversity the district. urbanof corridor or the ecological corridor and to improve the social and ecological e program coversofthe diversity thefollowings district. topics:

Public Local Park

Public Courtyard

Public Sport Yard

Ecological Corridor

Core of the Ecological Corridor

Playgrounds Sitting Area Bike/walk Paths

Local Harvest Market Opean Air Cinema Allotment Garden

Bike Stops Sport Facilities Sitting Area

Walk paths Greenery Green Stormwater Infrasctructures

Urban community Garden Botanical Garden

The followi program of area of inte the urban corridor an ecological d

The program

– The Urba Densi • The sl • The m perfor

he Urban TheCorridor program covers the followings topics: Densification Porposals • The slab-buildings yards – The Urban Corridor • The mixedDensification used and Proposals performative • Theterrace-Buildings slab-buildings yards • The mixed used and he Ecological Corridor terrace-Buildings performative • The green Alley: storm water management – The Ecological Corridor • The botanical • The community green Alley:Garden storm water • The schools’ outdoor Green Space management • The green Tunnel • The botanical community Garden • The schools’ outdoor Green Space • The green Tunnel

Urban Corridor Ecological Corridor Primary Schools New Housing Greenery Public Yards Common Yards Public Sport Yard

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– The Ecolo • The gr mana • The bo • The sc • The gr

Common Courtyard

Public Space

Playgrounds Allotment Gardens Sitting Spots

Green Multi-storey parking Lot Greenery

Spatial Morphology Design Studio 2020

Mixed Used and Performative New Buildings

Schools’ Outdoor Green Space

Housing and Indoor Parking Lots Local commercial activities/shops Private/Public green terraces Walkways

Recreational Activities Playgrounds Bike and walk Paths Educational Space, Open-air Lectures

Corridors of Life

GREEN TRANSITIONS | Urban Design Proposal,Vision

Urban Design Proposal: Vision The propose r an es gn a s or a ore e le an green environment through the implementation of the ecosystem services which cover both social and ecological values. A design of different spatial transitions between natural, public and private space according to the urban morphology. Thus, the vision seeks to strengthen both the social and ecological qualities of the key project area and each design component supports the other ones.

The idea translates into an urban landscape that creates a rich variety of architectural and urban experiences which embrace the natural world.

The design components are developed in relation to the two key structures of the area, the urban and the ecological corridors.

According to the masterplan, these urban structures lead to increase both the legibility and the livability of the district.

Cycle Paths

Mobility

Flow

Livability

The starting point are the existing yards of the slab-buildings neighborhood; these neutral spaces are redeveloped through fragmentation and services differentiation. For instance, several of the existing smaller green patches within the yards are transformed into green spots with different characters, which together with an improved network, increase their accessibility and attraction.

Secondly, the mixed used and performative terrace buildings rea ts on the ens at on proposal that s set n the asterplan and answers the question “how to deal with the topography and the transition between the urban corridor and the lower urban area�.

The nal proposal s o se a nly on s pport ng the ecological corridor by keeping the forest feel, the valuable existing green patches and by adding new resilient green structures.

Public Space

Connections

Nature

Green Transitions

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Land Uses Plan: The following map shows the buildings typologies and uses, the street types and network, the active frontages and the plot system of the area.

Building uses and the concentration of retails and economics activities follow the plot systems and the streets network’s betweenness values: thus, the shops and other services are placed alongside the urban corridor, which has high betweenness and can be predicted to have higher rates of pedestrian movement.

The new street layout provides better connection between the west and east sides of the district and contributes to increase the leg l ty an the people flo th n the area.

Network: Network: Tram Line Tram Line Residential StreetsStreets Residential Cycle Paths Cycle Paths Primary Pedestrian Paths Paths Primary Pedestrian Secondary Pedestrian Paths Paths Secondary Pedestrian Buildings Uses and Typologies: Buildings Uses and Typologies: Schools Schools Local Market Local Market SportsSports Amenities Amenities Church Church Hotel Hotel Services, ShopsShops Services, Bars, Pubs, Bars, Restaurants Pubs, Restaurants Residential Use Use Residential Multi-storey Parkings Multi-storey Parkings New Buildings New Buildings Existing Buildings Existing Buildings Entrances Entrances ActiveActive Frontages Frontages Plots Boundaries Plots Boundaries

Spatial Morphology Design Studio 2020

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Development Plan: The following map shows the development plan of the urban design proposal.

The green network is the key principle that carries the design components of the project and supports the new urban landscape.

Höstvädersgatan 73

The terrace buildings act as a green spine which compensate for the loss of trees and orest e to the ne ens at on strategy

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The botanical community garden is the core of the green structure and the linking spot between the urban and ecological corridor: it is an attraction for both citizens and visitors, has an high educational and social value and promotes high biodiversity.

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Development Plan: Streets Network Allotment Gardens reenery orest lo al par s ar ens New Buildings Existing Buildings: areas of interest Existing Buildings Area of Intervention

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GREEN TRANSITIONS | The Urban Corridor: Yards

The pro e t s n en e y a no ra s o toral thes s Uncommon Ground: Urban form and Social Territory. The following quotes from the book summarizes the topics taken into account in the design proposal: “In a typical Swedish suburban neighborhood the collective scale as mediation between public and private is not an evident part of the spatial equation. Yards are usually unused spaces and no spatial arena for interacting with neighbors, except in the nearby public parks or on the street itself. Where yards exist, they tend to be semienclosed, if at all, and are thereby accessible and exposed to the gaze of non-residents. On the other hand, when a yard performs as a social arena and is actively used by residents, then it has the potential to become an appropriated, hence social territoryâ€?.

Moreover, Minoura claims that the role of the interface is one of mediating interactions of residents, store-occupants and passers-by having different needs of access and privacy control....Boundaries regulate access to a space, regulate difference and clarify who may control it...A related point of view is found in recent studies on ecosystem services in urban contexts, where greater social end ecological diversity has been linked to a microstructure of smaller scale differentiation.

She also states that Size, Boundaries, Exposure entran es an thro gh a ess an Density lt ens ty an ens ty o sers n p l spa e o presen e are on epts that an be measured and analyzed on several levels of scale and helps to e ne erent types o yar s ons ere not only as territories, but also as goods, points to how we may use es gn nter ent on an ens at on n or er to enhan e the affordances already present. Beyond the common and public good yards, there are also private good and club good ones: they differ in terms of ownership (control), use (Capacity), size and enclosure.

Concept: Green Patchwork The design strategy is based on the fragmentation, activation and differentiation of the existing courtyards in order to increase the legibility of the spaces and create clear transitions between the different types of yards. The green patches allot ent gar ens trees alleys playgro n s an lear ngs dissipate into a network of paths through and around the site, which opens into themed eco-environments such as the harvest market. The result is a grid/patchwork of green spaces that provides and supports biodiversity.

(Minoura, E (2016). Uncommon Ground: Urban Form and Social Territory)

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Spatial Morphology Design Studio 2020

Corridors of Life

Yards: Spatial Analysis, Design Approach 0

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ear district ers to the

storey slab n spa e an trees and pacious and nected by a pedestrian

The Area of analysis has a clear district based urban design, which refers to the modernistic design approach.

The district is characterized by 3 storey slab l ngs onne te y  open spa e and a high degree of vegetation in trees and lawns. The general feel is of a spacious and low-density suburban fabric connected by a network of roads, cycle and pedestrian paths. The plots system and density analysis shows respectively low density and compactness values, indeed.

The design strategy aims for an ntens at on o ses n the nner o rtyar s an a ers at on o a t t es rather than an increase of the building density. The focus is also on a new network of paths which support the redeveloped yards.

B

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Slab Buildings: Plots Analysis

Slab Buildings: Yards Description

Buildings Density Analysis:

Plots Compactness:

Plots

GSI

FSI

OSR

L

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0,145

0,425

2,012

2,931

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0,136

0,405

2,133

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0,225

0,572

1,355

2,542

Plots System Analysis: Plots

0,25 - 0,41 0,41 - 0,53 0,53 - 0,62 0,62 - 0,71 0,71 - 0,79 0,79 - 0,87 0,87 - 0,95 0,95 - 1,00 Entrances MS Network Buildings Fabric

• the common yard: it has generally high enclosure value, high capacity and control • the public yard: low enclosure value, high capacity and low control

Size(m2) Compactness Openness

A

52700

0,455

0,698

B

7900

0,627

1,000

C

6400

0,615

1,000

Green Transitions

Network Betweenness, 1wk: The several yards of the district are designed differently according to the urban form analysis. The measures taken into account are as follows: the plot exposure (how enclose the plot is) and location within the district, the size (in terms of depth referring to the concepts of control and capacity), the built form (shape) and the entrances to the buildings. Thus, 2 different types o yar are e n e

0 - 8500 8500 - 22000 22000 - 40000 40000 - 62000 62000 - 92000 92000 - 135000 135000 - 205000 205000 - 350000 Common Yards Public Yards Parking Areas Terrace Buildings Existing Buildings

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Angular Integration:

Angular Int

Comparing the angular integration analysis of the masterplan and the key project, it’s important to point out how the new fragmented paths network that dissipates through and around the yards (and the site) has contributed to increase the integration of the district, whilst supporting the different yards typologies.

Comparing of the mas important fragmented through an has contrib of the di different ya

Angular Integration, 1wk:

Angular Inte

100 - 140 140 - 190 190- 240 240 - 300 300 - 360 360 - 450 450 - 700 Terrace Buildings Existing Buildings Plots System

Urban Corridor

Angular Integration: Masterplan’s Network Proposal

Urban Corridor

Angular Integration: Key Project’s Network Proposal

Network Betweenness:

Network B

The aim of the proposal is to increase the entral ty an the flo o people along the urban corridor and within the public yards.

Tha analysis clearly shows how the new paths system contributes to support the two measures and also the different yards typologies.

The aim of entral ty a urban corri Tha analys paths syste two measu typologies.

Network Betweenness, 1wk:

Network Be

0 - 8500 8500 - 22000 22000 - 40000 40000 - 62000 62000 - 92000 92000 - 135000 135000 - 205000 205000 - 350000

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Urban Corridor

Terrace Buildings Existing Buildings Plots System

Network Betweenness: Masterplan’s Network Proposal

Green Transitions

Spatial Morphology Design Studio 2020

Urban Corridor

Network Betweenness: Key Project’s Network Proposal

Corridors of Life

Yards: Design Principles Common Yards:

Green Patches

Playgrounds & Gatherings

Allotment Gardens

Outdoor Gym and Games

The following schematic models show the design principles of the common yards.

The services differentiation of the spaces is designed according to the topography and morphology of the area.

The new patches are for different uses and purposes, which are as follows: green clearings, outdoor meeting areas and playgrounds, allotment gardens and outdoor gyms. The existing trees spots are preserved as they are valuable elements for biodiversity and supporting the ecological corridor. According to Minoura’s research, the design program should also produce spaces with a low predetermined n t onal ty s h as the o on la ns in order to promote the use and the appropriation of the yards by the residents.

Public Yards:

Local Market

Outdoor Sport Activities

Perfomance Spaces

Multi-storey Parking Lots

Green Transitions

The following schematic models show the design principles of the public yards.

The new patches are for different uses and purposes, which are as follows: green lt storey par ngs so e o the e st ng parking lots are removed and and some of them are converted into multi-storey ones the lo al ar et pe or an e spa es o t oor ne a l e ents spa e an the outdoor sport facilities.

Corridors of Life

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Common Courtyard

Keys:

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200 m

Common Courtyard

Keys:

Harvest

The Common courtyard is generally very spacious and enclosed with the entrances of the buildings facing the area. The yard offers highC’diversity of goods and activities through different degrees of uses and pockets of ownerships. The inner paths network is designed with a high number of turns in order to discourage and the reduce the through-access of strangers.

C

Market

Health

Public Yard

Harvest

Parking is generally very TheMultistorey Common courtyard spacious and enclosed with the entrances of the buildings facing the area. The yard offers high diversity of goods and activities through different degrees of uses and Sport Public Yard The inner paths pockets of ownerships. network is designed with a high number of turns in order to discourage and the reduce the through-access of strangers.

Common Courtyard

C’

C

Health

Public Yard Green Buildings

Common Courtyard

Green Buildings

A’

A

Market

A’

The public yard is a very spacious, unenclosed area which faces the urban corridor and has a co-presence of residents and visitors.

It is characterized by high capacity, but low control and comprises many different activities, which are as follows: a harvest B’ market, eating places, a multifunctional space (small club house, events area) and an outdoor cinema.

Sport Public Yard

Greenery

Meetings

Outdoor Gym

The public yard is a very spacious, unenclosed area which faces the urban corridor and has a co-presence of residents and visitors.

Public Yard It is characterized by high capacity, but low control and comprises many different activities, which are as follows: a harvest market, eating places, a multifunctional space (small club house, events area) and an outdoor cinema.

Common Courtyard

Greenery

B

B’ Meetings

A

Outdoor Gym

Sport Public Yard Common Courtyard

Sports Ground

The Sport Public Yard is a very spacious, unenclosed area which faces the urban corridor and comprises many different sport activities and facilities, which are as follows: football pitch, tennis and basketball courts, an outdoor gym and few bike stops.

This yard can be described as a link spot between the urban corridor, the private villas area and the slab-buildings district.

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Outdoor Activities

Playground

Sports Ground

TheCommon Sport Public Yard is a very spacious, Courtyard unenclosed area which faces the urban corridor and comprises many different sport activities and facilities, which are as follows: football pitch, tennis and basketball courts, an outdoor gym and few bike stops.

Park This yard canLocal be described as a link spot between the urban corridor, the private villas area and the slab-buildings district.

Spatial Morphology Design Studio 2020

Outdoor Activities

Playground

Corridors of Life

Yards: Sections

Private Garden

Greenery

4,8 m

7m

Harvest Market

3m

12 m

Biorentention Trenches

Harvest Market

15 m

22 m

The following sections describe in detail the p l yar se t ons an the p l sport yar se t on The greenery and the difference in height are valuable design elements to support the biodiversity of the district, create spatial transitions between spaces of different ses boundaries an n rease the leg l ty of the einvironment.

Private Garden

4,5 m

5,5 m

78 m

Public Yard: Section A-A’

Outdoor Cinema

4,5 m

25 m

Green Alley

Multipurpose Event Space

3m 4m

Harvest Market

23,5 m

6m

10,5 m

Urban Corridor

Harvest Market

4m

13,5 m

9,5 m

Terrace Housing

Private Gardens

Residential Street

Tram Line

Greenery

Residential Street

11 m

122,5 m

Public Yard: Section B-B’ 4,3 m

24 m

12 m

8m

9,5 m

7,5 m

8,5 m

3 m 3,5 m

89 m

Greenery

8m

Football Pitch

31 m 61 m

Green Transitions

Terraces

7m

Private Garden

10 m

Public Sport Yard: Section C-C’

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GREEN TRANSITIONS | The Urban Corridor: Terrace Buildings

Design Principles and Program:

References: The ens at on proposal s nfl en e y two researches driven by Lars Marcus, Meta BerghauserPont, Ioanna Stavroulaki and are as follows: “Structure of Plot Systems and Economic Activity in Cities: Linking Plot Types to Retail and Food Servicesin London, Amsterdam and Stockholm” (2019), “Development of urban types based on network centrality, built density and their impact on pedestrian movement” (2019).

The ollo ng so etr agra s sho the ens at on es gn pr n ples that lea to the e n t on o the lt or and the frontages towards the urban corridor.

The green terraces are a good way to restore the greenery and deal with the topography of the area. The new houses are designed as mixed used and performative buildings : the lower

According to the researches, plot types of smaller size and high compactness lead to higher concentration of economics activities, such as shops and food services.

Moreover, higher intensity of pedestrian flo s o n n the areas th h gher density values and small sized plots provide better conditions for diversity of uses and activation of the facing streets.

floor s or par ng an has re t onne t on to the lo spee res ent al street the other floors are a nly or ho s ng h le the gro n floor a ng the r an orr or o pr ses also o er al a t t es an a en t es s h as p s an ars n order to create a vibrant environment.

Urban Corridor

Tram Line

Urban Corridor

Tram Line

Current Situation: Greenery and Difference in Height

Design Proposal: Terrace Housing

Urban Corridor

Tram Line Further Development: Green Layer

Tram Line

Urban Corridor

Urban Corridor

Tram Line Program: Housing

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Shops

Pubs

Parking

Spatial Morphology Design Studio 2020

Building Frontage: Entrances and Openings towards the urban coridor

Building Typology: Height Difference to support the green layer

Corridors of Life

Terrace Buildings: Density Analysis 0

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Plot Example:

Plot’s Density Analysis: • Building Typology: Low-rise and compact terrace houses • Mean GSI: 0,61 • Mean FSI: 1,07 • Mean OSR: 5,38 Densification Proposal: The ens at on strategy s te ra al as t has to a t ate the r an orr or an s pport the e olog al orr or at the sa e t e The plot s eas res are ase on the a arage al es o the ne plots an the res lts are as ollo s the ean al e s ery h gh o pare to the sla l ngs plots so lots o ne ell ngs are a e n or er to n rease the ntens ty o pe estr an flo along the r an orr or oreo er the ean rat o s also e tre ely h gh e a se the roo s are es gne as green terra es an an e ons ere as non lt spa es The ne

ens

at on area o ers

• Total GFA: 35300 m2 • New Dwellings: 280

Green Transitions

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l ngs Plots yste

Plots yste Plot a ple e Plots la l ngs Plots Plot yste Terra e l ngs st ng l ngs et or

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Terrace Buildings: Design Proposals

Notes: the following isometric models summarise the different design scenarios.

Project description: The green terra e l ngs ens at on proposal ons sts of 280 new dwellings and several economic activities facing the urban corridor. The project is developed differently on two fronts the rst one a es the res ent al street an a ts as a green frontage with private gardens and entrances to the lower housing; the second one faces the urban corridor

h h o pr ses a pro ena e a y le path an a green alley and acts as an active frontage; it is characterized by various retail facilities and shops on the ground level, entrances to the res ent al ho s ng on the se on floor an open ngs alons e the promenade that offer a view over the cityscapes and places for bars and cafes. Furthermore, the roofs gardens and green terraces are design components that support the ecological structure of the neighborhood.

3 FLOORS HOUSING

GREEN TERRACES

PRIVATE GARDENS

OPENINGS

ACTIVE FRONTAGES

The entrances and the openings face both sides, the urban corridor and the green terraces

The gro n floor s or housing and the roof becomes a garden for the upper buidlings

The entrances and the openings face both sides, the urban corridor and the green terraces

The openings alongside the promenade offer a view over the cityscape and places for bars or pubs

The “eyes on the street principle” and the presence of mixed-use buildings activate the urban corridor

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SLAB - BUILDINGS

2 FLOORS BUILDING

URBAN CORRIDOR

GREEN FRONTAGE

ELEVATED GARDENS

Existing three storey curved-shaped buildings

The gro n floor a ng the terraces is for housing, the pper floor s or o er al and shops

The corridor has three design components: the cycle path, the green alley and the promenade alongside the new buildings

Private gardens facing the low-speed residential street

Private gardens work as the transition between the housing buildings and the commercial ones.

Spatial Morphology Design Studio 2020

Corridors of Life

GREEN TRANSITIONS | The Ecological Corridor The Green structure: The green structure is the design component of the key project that coordinates and guides the yards redevelopment and ens at on strategy Habitats have an important role in the urban design as they contribute to create a well-functioning green layer for both people an spe es ecosystem services or ng to the site’s biotopes, there are two groups of habitats that mostly contribute to biodiversity and are supported by the design proposals: •

Tall Forest e on ero s orest not on etlan s The tree-covered area consists of pine or spruce and trees are generally higher than 5 meters;

Green Transitions

•

Deciduous Forest otope orest th e o s har oo not on etlan s The tree o ere area consists mainly of elm, linden, beech and oak, and trees are generally higher than 5 meters.

Moreover, the most important aim is to enhance and keep the green qualities and the forest feel of the area by creating valuable and diverse green structures. The proposed design components are: the green alley, the botanical garden, the clearings and the gree tunnel. These elements contribute to protect pollination paths and local species such as birds and baths which are important animals to take care of as they cover a lot of green areas connected to many ecosystem services.

References: The green structure’s design has been nfl en e y Åsa Gren’s research, which focuses on sustainable and resilient urban development in the context of ecosystem services. She aims at operationalizing the incorporation of ecosystem services and the r ene ts n l ng pro s on ng reg lat ng an lt ral ser es nto both economic decision making, as well as sustainable urban planning processes, using a social-ecological systems framework. Åsa Gren also plans on merging these two networks “Integrating spatial explicit economic decision making with cutting edge land use planning for sustainable and resilient ecosystem service generation”.

(Erik Andersson, Stephan Barthel, Sara Borgstrom, Johan Colding, Thomas Elmqvist, Carl Folke, Asa Gren (2014), Reconnecting Cities to the Biosphere: Stewardship of Green Infrastructure and Urban Ecosystem Services, AMBIO 2014, 43:445–453)

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The following map Plan: shows the green Green Structure structure of the designed area.

The following map shows the green structure of the designed area. is the green The primary green structure alley (A) which provides a green west- east The primarylinking green the structure connection forest is onthe thegreen west alley (A)the which a green westeast side to coreprovides of the ecological corridor, connection the forest on(B). the west the botanicallinking community garden side the core of the corridor, The togreen alley is ecological characterized by the botanical community garden (B). (GSI, bioretention swales and trenches The alley infrastructure), is characterized by Greengreen Stormwater which bioretention swales pollinators and trenches (GSI, support biodiversity, and allow Green which nfl trat Stormwater on an aterinfrastructure), storage support biodiversity, pollinators The botanical community garden isand theallow core nflthe tratgreen on anstructure ater storage of and the linking spot The botanical garden the core between the community urban and the isecological of the green and the linking spot corridors.

Thestructure garden comprises a mixture between urbantrees, and new theplantations, ecological of differentthe existing corridors. comprises a mixture flo ers The shesgarden n or er to reate an area of different trees, new valuable forexisting bio-diversity and plantations, ecosystem flo ers shes n or er to reate an area services. valuable bio-diversity ecosystem infrastructure The greenfortunnel (D) is theand services. which supports the ecological corridor The green the tunnel (D) street is the infrastructure bypassing main (barrier) and which theforecological corridor offers asupports safer path both animals and bypassing the main street (barrier) and people. offers a safer path for both animals and people.

300 m

The following structure of the

A

B

C

The primary g alley (A) which connection link side to the cor the botanical co The green a bioretention s Green Stormw support biodive nfl trat on an The botanical c of the green st between the corridors. The of different exi flo ers she valuable for b services.

The green tun which support bypassing the offers a safer people.

D

Ecological Corr

Ecological Corridor: Areas of Intervention A Ecological Corridor: Areas of Intervention Green Alley: Storm Water Management A Green Alley: B Botanical Community Garden Storm Management C Play & Water Learn Spots B Botanical Community Garden D Green Tunnel C Play & Learn Spots Green Structure: D Green Tunnel

A B C D

Green Structure

Green Structure: Forest Allotment Gardens Forest Botanical Garden Allotment Gardens Local Green Structure Botanical Local ParkGarden Local Structure Lawns,Green Gardens Local Park Biotope 1: Coniferous Forest Lawns, Gardens Biotope 2: Deciduous Forest Biotope 1: Coniferous New Planted Trees Forest Biotope Deciduous Forest Existing 2: Trees New Planted Trees Existing Trees

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Gre Stor Bota Play Gre

Fore Allo Bota Loca Loca Law Biot Biot New Exis

Spatial Morphology Design Studio 2020

Corridors of Life

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PEDESTRIAN PATH Pe estr an paths r n alongs e the oretent on s ale an are onne te to the r an orr or

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PRIVATE GARDENS The pr ate gar ens o the llas an the ro ho ses are generally 1-2 meters higher than the pe estr an path n or er to preser e the pr a y

The ollo ng isometric so etr model o el sho The following showss the the narrow narrow green green alley alley which which connects connects the the orest on est sside e with th the r an forest on the the west the urban orr or an otan al community o n ty corridor and the the botanical gar en Th olog al str t re iss aa garden.

Thiss eecological structure res l ent design es gn proposal hara ter e by y resilient proposal characterized the the following following elements: elements: • • the the Bioretention Bioretention Swale, Swale, aa green green stor stormwater ater n rastrinfrastructure t re h h ene ts which oth ene the ts t oth ens thean t the e ens an l lthe spe ally pro esally the tpeople ort l l et pe pro oes the an health t re and es health; the r itnoreduces an people comfort prothe es runoff the raand nage an ater al ty t improves the drainage allo sand a greater ar ety ito allows plant angs an water quality; greater restores nat ral r es and restores variety of reso plantings natural resources.

• the Pedestrian Paths, stra ght l ghte paths h Pedestrian h a e the Paths, oretent on s ale an • the straight lighted pro paths es a which etter onne on bioretention et een the face tthe llas area r ana better orr orconnection swaleanandthe provide between the villas area and the urban corridor

Green Transitions

PRIVATE VILLAS

BIORETENTION SWALE

Existing Villas with pr ate gar ens

Green Stormwater Infrastructure h h allo s n ltrat on an a greater variety of vegetation

Corridors of Life

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Ecological Corridor: Community Garden 0

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BIORETENTION SWALE

BOTANICAL GARDEN

Green Stormwater Infrastructure h h allo s n ltrat on an a greter variety of vegetation

t re o erent e st ng trees ne plantat ons flo ers shes n or er to reate an area al a le or o ers ty an e osyste ser es

The ollo n ore o the e o n ty g po nt et ee orr ors p together ot relate to t attra t on e olog al o otan al ga e osyste se oth the lo a ty o othe

ost o the trees n l l n en an o s pport the hara ter o t th s green str to achieve a nature” an r an nat re

The following isometric model shows the core of the ecological corridor, the botanical community garden, which is the linking point between the urban and the ecological corridors pe ally t s located where together both the network et eenness relate to the r an orr or an the attra t on et eenness relate to the e olog al orr or are ery h gh Th s the botanical garden is a valuable area for ecosystem services and it is an attraction for both the local citizens and visitors from the city of Gothenburg.

Most of the older and valuable existing trees, including pine, spruce, beech, birch, linden and oak are preserved or added in order to support the biodiversity and the forest character of the green spot. Therefore, this green structure could be a possible way to achieve a sinergy effect between the “in nature” and “with nature” concepts of urban-nature interactions.

Scots Pine

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Scots Pine

Spatial Morphology Design Studio 2020

Pine

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Corridors of Life

Ecological Corridor: Green Clearings and Tunnel C) THE OPEN GREEN SPOTS AND THE GREEN TUNNEL 0

PRIMARY SCHOOL

PLAY & LEARN SPOTS

Höstvädersgatan 73

Open green area inside of the forest for outdoor lectures, games, “in nature” dynamic activities and school’s events

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The following isometric model shows the east part of the ecological corridor and comprises these green structures: • The play and Learn green Spots •The rocky Forest •The green tunnel

LOCAL CHURCH Philadelphia elam Church

Green Transitions

LOCAL FOREST

GREEN TUNNEL

Existing rocky green spot which is really valuable for biodiversity

Green infrastructure which supports the ecological corridor bypassing the main street (barrier) and offers a safer path for animals

The design approach of the entire area is quite delicate in order to preserve the urban wildlife and its high ecological and social values. Thus, small interventions have been carried out in order to preserve the existing natural area.

The Play & Learn green spots are open flat spaces within the existing forest for people The following isometric model shows the gathering, outdoor lectures, games, “in east part of the ecological corridor and nature” dynamic activities and school comprises these green structures: events. Moreover,there are few new paths which connect the primary schools with the • The play and Learn Spots (Clearings) green spots and make the forest more • The rocky Forest accessible from the outside.

• The green Tunnel The green tunnel is a key element of the urban corridor, as it offers a safer path for The design approach of the entire area is both animals and people bypassing the main quite delicate in order to preserve the urban street and providing a direct connection wildlife and its high ecological and social with the forest on the east side of the values. Thus, small interventions have been district. carried out in order to preserve the existing natural area.

The Play & Learn spots are open flat spaces within the existing forest for people gathering, outdoor lectures, games, “in nature” dynamic activities and school events. Moreover, there are few new paths which connect the primary schools with the green spots and make the forest more accessible from the outside.

The green tunnel is a key element of the urban corridor, as it offers a safer path for both animals and people bypassing the main street and providing a direct connection with the forest on the east side of the district.

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GROUP 2 LINK

General context Spatial analysis Main problem description Vision Strategies Masterplan

Selected key projects: Pablo Martin Teresia Forsman

GENERAL CONTEXT

Biskopsgården is a suburban area in Hisingen, Gothenburg, northwest of the city center. The varied topography of the lan s ape s refle te n the lt en ron ent h h has een described as “a city within the city” by the municipality. The area measures 910 hectares and has a population of 24 257 inhabitants in 2017, which means a density of 27 inhabitants per hectare. The municipality has the ambition to increase the population to 30 000 inhabitants in Biskopsgården due to housing demands.

The residential areas were developed between 1956 and 1963, with renovation and modernization being made in the 80s and s es gn pr n ples ere strongly nfl en e y a e sh interpretation of the neighborhood-unit planning ideals. It is organized as spatially demarcated enclaves dominated y ho s ng an th erent ate tra syste s al ng and cycling routes are typically separated from those used by cars, and in some cases the tram system is also separated from streets and pedestrian paths. Traditional urban streets that unite the function of both circulation and public space and include built frontages with direct access to buildings are typically absent. The public squares have not got favorable on g rat onal on t ons or an nflo o non lo als the tra line in itself representing a cul de sac for public transport.

problematic area by the police and accordingly it has been equipped with surveillance cameras in some areas to minimize vandalization incidences.

To summarize, Biskopsgården can be seen as a suburban zone with quite high geographical centrality, low density, and poor reputation. This is a striking contrast to areas closer to Göta l here e n pop lar areas l e r s erg on the s ngen side and Majorna on the other side of the river. Biskopsgården does indeed represent a city within a city, that mentally appears to be farther away from the rest of the city than it geographically is.

Biskopsgården has a history of being a part of the city that accommodates many immigrants. Around 2012, about 55% of the population originated from outside the EU and the Nordic countries. The employment rate is 56%, which is low compared to Gothenburg as a whole but slightly higher than other vulnerable areas such as Bergsjön and Angered. Conversely, the proportion of households receiving social welfare support is high and the level of education and public health is slightly lower than the average in all of Gothenburg. Over the years, Biskopsgården has also experienced crime issues, including g n shoot ngs an ar rn ng t has een lass e as a

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The masterplan area encompasses all of Biskopsgården and Länsmansgården, as well as the terrain down to the river. It focuses on connecting Biskopsgården within itself and to the south side of the river. As shown on the map, the overall working axis has a vertical direction from north to south.

Administrative area of Biskopsgården Area affected by the masterplan

General context

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SPATIAL ANALYSIS

Before we started working on the masterplan, the project area was visited. The areas on Hisingen between Hjalmar Brantingsplatsen in the east and Biskopsgården in the west were visited, all the way down to the areas south of Biskopsgården that are connected to the river. Different aspects were examined such as infrastructure, transport, green structure, built form, and urban life.

After the site visit, spatial analyses were conducted through the use of GIS software. The analysis included the following topics: density and population, angular integration and network betweenness, attraction reach, green structure, public transportation system, and infrastructure system.

The outcomes of the different analyses which were conducted during this project phase are what have mainly guided us thro gh an re the o tl nes o o r propose nal asterplan

Blåsvädersgatan Tram line

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Förskolan

Sommarvädersgatan

LINK

On the following pages, we will discuss these spatial analyses and the main conclusions drawn from them. They are arranged in the following order: Page 7-10: Centrality measures, which is further divided into angular integration and network betweenness. These analyses informs us about how well BiskopsgĂĽrden is connected to the rest of the city as well as the current movements through the area.

Page 13: Density, which informs us about the amount of people living in the area and thus the support this provides for services.

Page 14-15: Maps for the current infrastructure and public transport system. These are not analysed through space syntax but were included to more clearly show important outcomes of the site visit.

Page 11-12: Attraction reach analyses for local markets, public transportation stops and entrances to green areas, which tells us how many instances of each subject that can be reached depending on where you live in BiskopsgĂĽrden.

Spatial analysis

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SPATIAL ANALYSIS | Angular integration 0

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The integration analyses measure the centrality of each street in relation to all other streets in the network. On a lo al s ale an stan e the analyses show higher integration values along Sommarvädersgatan, near Friskerstorget n er as ell as at the intersection between Hjalmar Brantingsgatan and Långströmsgatan n er here ol o L n y s no located.

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The areas located to the south of Biskopsgården have very low integration values and the connection across the river is weak, to some extent. In the 3 km analysis, we can see the potential in both the bridge and Yrvädersgatan street to create a better connection between Biskopsgården and the inner parts of the city in the future.

However, this connection passes along the borders of the residential areas and leaves the inner parts with low integration values.

2

Angular integration, 1 km 1-50 50-100 100-200 200-300 300-718

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Angular integration, 3 km 1-275 275-550 550-825 825-1100 1100-2470

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Angular integration 0

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An integration analysis for the current situation on a global scale of 5 and 15 km distance shows that BiskopsgĂĽrden s s gn antly less ntegrate th ts surroundings compared to the inner city areas. The western part of BiskopsgĂĽrden has lower integration values than the eastern parts and the far southern part. The tram tracks act as a border and play a great role in isolating the neighborhood.

Here we can clearly see how BiskopsgĂĽrden works as a city within the city.

Angular integration, 5 km 1-500 500-900 900-1100 1100-1600 1600-3498

Spatial analysis

Angular integration, 15 km 1-1000 1000-2000 2000-3000 3000-4000 4000-7783

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SPATIAL ANALYSIS | Network betweenness 0

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The analyses for network betweenness show which streets are being used the most for movement through an area. On a local s ale an stan e e see that so e roads and fractions of roads have higher values, shown in red. These can be seen as existing potentials that help to connect the areas on both sides of the tram line together.

Network betweenness, 1km 0-15000 15000-30000 30000-60000 60000-120000 120000-602512

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Network betweenness, 3 km 0-400000 400000-1200000 1200000-2400000 2400000-4500000 4500000-11390182

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Network betweenness 0

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A network betweenness analysis for the rrent s t at on on a glo al s ale an stan e h ghl ghts the portan e o the bridge and some other roads in determining the o e ent o on ern ng o rneys with longer distances. These results draw the outlines of the future studies for the area. It also shows that Biskopsgürden is not very well integrated in the movement patterns through Gothenburg at large, which means that there is little chance that someone not living in Biskopsgürden will move through the area.

Network betweenness, 5 km 0-1500000 1500000-5000000 5000000-12000000 12000000-20000000 20000000-65606868

Spatial analysis

Network betweenness, 15 km 0-50000000 50000000-100000000 10000000-300000000 300000000-600000000 600000000-1661947520

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SPATIAL ANALYSIS | Attraction reach to green areas and public transport 0

Biskopsgården is a very green part of the city, which provides good accessibility to the green spaces for the nearby residential areas as well as for the rest of Hisingen.

Svarte mosse is interesting in particular, bordering the large “Sjumilaskogen”. It is used for recreation purposes and exercise with tracks for walking and running.

Färjenäsparken is located further down to the south. It has cultural values and is considered an attractive place to visit due to its close location to the water. The park is situated on the border of Eriksberg an ent e y the n pal ty as an important recreation place. Finally, a hidden gem is found squeezed in between the industrial areas, to the west of the bridge.

This is Rya skog; Hisingen’s only naturereserve area that includes one of the oldest woods in Gothenburg.

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A lot of green structures exist in Biskopsgården and its surroundings but the access to green areas is not high everywhere, possibly due to the lack of entrances to the lso e to the rrent tra structure and the existence of industrial land, the three most important green areas are now scattered and disconnected.

The attraction reach analysis tells us how many public transport stops that can be reached depending on where you live in Biskopsgården. It is clear that Biskopsgården is connected to the public transport system but compared to the other side of the river, there is a difference in access. We can also see that the more central parts of Hisingen have access to more public transport than Biskopsgården, which is left in the outskirts.

Having access to less public transport than the rest of Gothenburg can be seen an inequality issue and it is also likely that it will make the area feel segregated.

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Important green areas 1 2 3 4

Svarte mosse Sjumilaskogen Färjenäsparken Rya skog

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Attraction reach to green area entrances, 500 m 0-10000 10000-25001 25001-50000 50000-100000 100000-983997

Attraction reach to public transportation stops, 500 m 0-0 0-1 1-5 5-15 15-500

Calculated with one entrance every 10 m

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Accessible FSI and GSI 0

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These analyses show the density of the area, oth n ter s o lt ootpr nt an total floor area s lo s are lt to e ne n th s area the a ess le an are shown . We see that scattered buildings, as well as a larger part in the middle of Biskopsgården has lower values. This could be explained by the existing typology in this area, consisting of row houses. The existing industry area south of Biskopsgården show high values for accessible GSI, as they have very big continuous footprints.

Accessible FSI, 500 m 0.0-0.1 0.1-0.2 0.2-2.2 2.2-9.0 9.0-14.1

Spatial analysis

Accessible GSI, 500 m 0.000-0.028 0.028-0.058 0.058-0.142 0.142-1.000 1.000-6.456

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SPATIAL ANALYSIS | Public transport system 0

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The tram line structure is very poor in Biskopsgården, where four tram routes are running here, and only two routes are reaching the northern parts. All of these tram lines are following the same tracks and the Götaälvbron has become a bottleneck where every tram to Hisingen has to pass.

On the other hand, thirteen tram routes are working effectively on the other side of the river.

While looking at the bus network in Hisingen, it is clear that it has more coverage than the tram network, yet only one of the eight main bus lines runs inside Biskopsgården.

The route starts at the northern part and heads out of the area towards Götaälvbron.

Five bus routes are traveling across the Älvsborg Bridge and none of them is serving s opsg r en h h a es t lt or Biskopsgården’s residents to get to the other side of the river.

As a main conclusion, there is an absence of a tramlink from Biskopsgården that takes the shortest way over the river, which is the Älvsborg Bridge. It is very likely that this adds to the impression that Biskopsgården appears to be farther away from the rest of the city than it geographically is. It is also easy to see that most of the transit system is oriented towards the city center or to a or or pla es ol o L n y lea ng Biskopsgården as a cul-de-sac just directly connected to the city center, and not to any of its surroundings.

Tram lines Ferry lines Bus lines Missing connection

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Infrastructure 0

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While analyzing the infrastructure system, especially the one which is connected to Hisingen and goes to Biskopsgården, big differences can be noticed in comparison to other parts of the city. The infrastructure system on the south side is much more ens e an onne te hereas the system on the north side is scattered and less connected. As the area lacks good main road connections, there are only two ways out of Biskopsgården. The area south of Biskopsgården is cut into pieces by the highways which makes it an unpleasant area to pass through. Transportation across the river runs only through two bridges and one tunnel, all of which are highways or big main roads.

Highway Highway in a tunnel Main road Secondary road

Spatial analysis

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SPATIAL ANALYSIS | Main problem description

With the analyses and the site visit outcomes as a departure po nt e ha e ent e three a n pro le s n the area o Biskopsgården, which we want to focus on when developing our masterplan.

Firstly, the analysis shows that Hisingen in general, and s opsg r en n part lar s s gn antly le t o t regar ng the public transportation and the infrastructure system. It is hard to get to and from Biskopsgården and when you are there, few areas for spontaneous meetings between locals and nonlocals are found. As a result of this, Biskopsgården becomes socially and geographically separated from the rest of the city, whereas indeed, it is geographically even closer than many other more connected areas.

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Secondly, the analysis shows that the area is surrounded by several physical barriers that further add to the separation from the rest of the city. The industrial area as well as the heavy infrastructure in the south are the biggest barriers on a global scale. Big car roads and fenced tram tracks can be seen as local barriers.

Thirdly, the analysis shows that Biskopsgården is an internally scattered area. The analysis of the street system in the area shows no clear hierarchy which leads to the absence of legibility and cohesion in the area. We also believe the buildings’ clustered morphologies and the scattered, less connected green areas are factors which in turn contribute to the internal scattering.

Bad connections to the city

Surrounding barriers

Internal scattering

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Lack of public transportation alternatives

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Widespread industrial area

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Clustered morphology

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Dominating infrastructure

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Disconnected green areas

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Socially segregated area •

Low legibility

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VISION Our vision for Biskopsgården is to create an exposed and extended facade towards the city, as well as to unify and strengthen the existing built structure and green areas. Having such direct openness towards the city besides having a coherent internal physical- and social-environment would, positively, improve people’s perception and acceptance of Biskopsgården as a newly extended part of the city.

Our proposed masterplan is coping with the addressed pro le s on t o le els The rst s ore lo al h h on erns connecting the inner parts of Biskopsgården by strengthening the already existing structure. The second is more global and has a more bold approach where big changes are proposed. It concerns the relation between Biskopsgården and the other parts of the city, especially towards the river in the south.

In this way, we intend to transform Biskopsgården from a disconnected and low-dense area into a more vital place with a stronger connection to the city. We believe that the southward e pans on that nally rea hes the r ers e an onne ts the ty o l e ent ally also ene t the nner areas o Biskopsgården.

To s pport o r s on an to a ress the three ent e main problems, ten design strategies were formulated. The map illustrates a consolidated view of our applied strategies to achieve our vision regarding Biskopsgården in the future.

Together, they form a link within the area as well as to the rest of the city. The following two pages present the different strategies one by one.

Vision

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STRATEGIES

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Extending the existing tunnel, removing heavy infrastructure from above ground

2.

Adding a new tram line connecting to the other side of the river to strengthen the public transport system

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Removing the industrial area

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Connecting the local built environment by adding a new internal pedestrian and biking street among the existing building clusters

5.

Strengthening the west-east connection by extending selected roads from existing public squares

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Densifying selected areas of potential in the existing structure

Spatial Morphology Design Studio 2020

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7.

Proposing a new area that extends BiskopsgĂĽrden to the iver, connecting to already developed areas.

8.

9.

Densifying the new area with mixed-used areas and squares at strategic places

10. Creating new ecological corridors and green areas originating from the existing green structure

Strategies

Implementing an urban grid structure with a good balance between different street typologies

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MASTERPLAN | New infrastructure 0

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This map shows an overall view of the new infrastructure in our proposed masterplan, the new tram stops, and the current tram stops which are connected to new ones.

The new infrastructure system is designed in a way that naturally continues from the southern parts towards Biskopsg책rden. Today, the southern part of Biskopsg책rden is a clear cul de sac which in our proposal has been opened up by extending the existing roads and removing some buildings to enable the new urban street to pass through.

The new infrastructure has a clear street hierarchy system with a boulevard as the main street. Together with secondary streets, it forms the main grid of the new area. Streets with ategor es an are e streets n the asterplan h h means that their location cannot be changed. On the other hand, the streets with categories S3 and S4 can be sidestepped if necessary, except the pedestrian and bike bridge across the r er h h s e

V책rv채derstorget

S1 S2 S3 S4 Existing highway Existing highway coming out of the new tunnel Existing main road

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Existing railway Existing tram station that the new tram line will attach to New tram station

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Spatial Morphology Design Studio 2020

Vagnhallen Majorna

Street typologies

According to our masterplan, we have e ne o r typolog es o streets that e want to use throughout the area.

S1: Main street that allows trams, cars and bikes their own right of way, and leaves big sidewalks for pedestrians. The approximate width is 35 meters, similar to Vasagatan.

S2: Main street, with dedicated space for cars in both directions, a parking lane, and a two-way bike path, segregated from the sidewalk. Approximate width is 20 meters.

S3: Side street, with two lanes for cars and a parking lane. Approximate width is 16 meters. bike

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S4: Pedestrian street. Designed to be the high street inside the existing neighborhood of BiskopsgĂĽrden, with a two-way bike path and space for pedestrians. The approximate width is 12 meters, similar to Andra lĂĽnggatan.

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urban sidewalk furniture

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MASTERPLAN | New public transport 0

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The masterplan includes a new tram line that will connect the tram system in Biskopsgården with the tram system on the other side of the river. The new tracks will originate from the station Vårväderstorget, stop at four different locations along the way and connect to the already existing system at the station Vagnhallen Majorna. From here it is possible to continue the journey towards the city as well as to the south and to the east.

By adding this new tram line, the existing bottleneck situation at Götaälvbron will hopefully be eased, and Biskopsgården will ha e a h gher flo o people pass ng thro gh The four new tram stations are situated in a way so that they ser e the ne ly e elope area as e ently as poss le at the same time as enabling the tram to cross the river through l s orgs ron The rst stop s s t ate n the eet ng et een old and new, the second stop is situated along the boulevard in the middle of the area, the third along one of the main roads connecting the area from east to west and the fourth one on the actual bridge. This station alone serves all the areas closest to the water and the existing areas to the east of the bridge.

Existing tram line New tram line Existing tram station that the new tram line will attach to New tram station

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Attraction reach to public transport 0

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A comparison between the current situation and the masterplan shows that small changes have been done in strategic places in order to support the new structure. The rst ne tra stop ser es oth the e st ng and newly developed areas, while the existing bus stop here remains unchanged.

The most central residential and commercial area is well served by the next two tram stops, as well as a new bus station.

Current situation

Proposal

Attraction reach to public transportation stops, 500 m 0-0 0-1 1-5 5-15 15-500

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MASTERPLAN | Angular integration 0

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A comparison between the current situation and the new proposal shows that already on a local 1 km distance, the integration within s opsg r en s s gn antly n rease The added local street is prominent and well integrated with the other side of the tra l ne h h as pre o sly ent e as a barrier.

Current situation

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Angular integration, 1 km 1-50 50-100 100-200 200-300 300-718

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A comparison between the current situation and the new proposal on a 3 km distance shows less integration along the local street in BiskopsgĂĽrden, whereas the newly developed area with its grid network begins to increase in integration.

Current situation

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Angular integration, 3 km 1-275 275-550 550-825 825-1100 1100-2470

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MASTERPLAN | Angular integration 0

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A comparison between the current situation and the new proposal on a 5 km distance shows mainly the same results as the 3 km analysis, although here we can also see how the grid network begins to integrate more with the residential areas east of our focus area.

Current situation

Proposal

Angular integration, 5 km 1-500 500-900 900-1100 1100-1600 1600-3498

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Finally, the comparison between the current situation and the new proposal on a global 15 km distance shows a full integration with all the surrounding areas. This is possibly due to the ne ly propose area th a h ner gr network than the current industrial areas.

With this analysis, we can conclude that BiskopsgĂĽrden has gone from being “a city within the cityâ€? to having become an equally well integrated part of the city.

Current situation

Proposal

Angular integration, 15 km 1-1000 1000-2000 2000-3000 3000-4000 4000-7783

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MASTERPLAN | Network betweenness 0

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Like the Angular integration analysis, the comparison between the current situation and the new proposal on a local 1 km distance shows most effect within Biskopsgården. We can also see that the “ring street” bordering the newly developed area is standing out, although the new area in itself isn’t prominent.

Current situation

Proposal

Network betweenness, 1km 0-15000 15000-30000 30000-60000 60000-120000 120000-602512

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However, in the comparison between the current situation and the new proposal on a 3 km distance the newly developed area starts to show the most important routes.

We can see how the proposed way for the tramline stands out, as well as the horizontal connection from the existing areas. The meeting point for these two would provide an excellent place for a meeting place, since many people will pass this point.

Current situation

Proposal

Network betweenness, 3 km 0-400000 400000-1200000 1200000-2400000 2400000-4500000 4500000-11390182

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MASTERPLAN | Network betweenness 0

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As in the Angular integration analysis, the comparison between the current situation and the new proposal on a 5 km distance continues the pattern that can be traced on the 3 km level. We now see that the way for the tram extends even further and now reaches the full length of the boulevard, terminating at the green area where the entrance to Rya skog lies. Here, another strong horizontal connection is also established. At the same time, the local area within BiskopsgĂĽrden begin to fade out in the analysis.

Current situation

Proposal

Network betweenness, 5 km 0-1500000 1500000-5000000 5000000-12000000 12000000-20000000 20000000-65606868

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The nal o par son et een the rrent situation and the new proposal on a global 15 km distance shows a slightly surprising result, where the boulevard is no longer the most important street. Instead, its neighbour street to the right stand out. This may possibly be due to the fact that it is situated closer to the bridge.

We may conclude that the newly proposed area has good opportunities for movement and development and that the effect of new tram connection to the mainland creates a l n along the hole area ene tt ng both the existing and the newly developed structure. Combined with the analysis for the Angular integration on a global level, it puts BiskopsgĂĽrden in a much more favourable position for future development.

Current situation

Proposal

Network betweenness, 15 km 0-50000000 50000000-100000000 10000000-300000000 300000000-600000000 600000000-1661947520

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MASTERPLAN | Green structure 0

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The new green structure system is designed to connect the existing green areas, both in the east-west and the north-south direction. Most of the new green structure will be social green corridors, which means an area where nature and humans coexist in the city. Here, the focus will be to add green elements along the streets such as a mixture of trees, bushes and green pavement, as well as implementing green roofs and terraces on the surrounding buildings.

In the northern parts of the masterplan, close to the lake Svarte mosse, the area that is now open grassland will be expanded and developed into a park to further clarify the entrance to the forest here. The existing parking lots in front of the lake will be removed to open up the view, and to allow the park to expand here.

The remaining green structure will be ecological green corridors, which means an area where nature and all its kinds of species can move freely. The big ecological green corridor on the west border of the southern parts of the masterplan will work as a green barrier to the still remaining industrial areas in the further western areas.

When future development expands here, the green barrier can be opened up in some places. However, it needs to be kept as an ecological green corridor as it is an important part of connecting the existing green areas of today.

Legend Existing green areas Green areas Social green corridors

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A comparison between the current situation and the masterplan shows most clearly that the nature reserve of Rya Skog has been made more accessible for the surrounding residential areas. In the part where old meets new we see that the residential areas have good access to the large forest areas the the west.

Current situation

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e ha e e ne se en lan se types ase on the pr ary use on the area and its density. All residential uses allow for commercial operations of local character, and commercial areas allo or o e spa e an l ght n stry o er al areas allow for high-density development, while “neighborhood commercial� are oriented towards low to mid-density. In relation to the street types, commercial land use as well as the highest building density are found in connection to the new main street with the tram line, since it showed the highest values in the performed space syntax centrality analyses.

Th s e s on s s pporte y the n ngs o ll ll er an others in a 1993 article that introduces the concept of natural movement, which means movement determined by the urban gr on g rat on tsel e sh to es gn or ell se urban space, then we must design with the knowledge that integration is a global variable, and movement in particular spa es s eter ne y ts on g rat onal relat on to the larger urban system.

The biggest commercial area is situated between the two nter e ate tra stops an area e ent e as an portant no e n the net or h gh ntegrat on Th s o er al area s intermingled with high-density housing, and around it we can n lo al o er e an ens ty ho s ng Lo er ens ty housing, typologies such as duplexes and rowhouses, are situated in the edges of the plan.

Low-rise residential Mid-rise residential High-rise residential Commercial Neighborhood commercial Green areas Open space

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Inside the existing built area, the primary focus was to keep the existing density, incorporating new commercial space destined to the local inhabitants and creating new urban squares. The density is maintained or slightly increased in some places.

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We have defined five land use cases, three for residential and two for commercial, although all of them have allowances for other uses.

Low-rise residential: the use is mainly residential, although it allows space for public equipment (schools, local health offices) and small businesses on the lower floor. It is limited to 3 floors or less above ground, and its FSI will be around 0.7 to 1.4. The model building typology would be the townhouse.

Mid-rise residential: again, mainly residential, allowing for public equipment and businesses on street level and in upper floors, proven that the main use of the building is residential.

Floor count is between 4 and 8 floors, and FSI from 1.4 to 2.6.

High-rise residential: Equal to mid-rise, but it also allows light industry in the lower floors. Buildings can go up to 12 floors, always taking into account sunlight reaching street level and neighboring buildings.

Neighborhood commercial: Mainly destined to commercial buildings, oriented towards stores and services to the immediate surroundings. It also allows residential buildings and light industry, preferably in inner block courtyards. Floor count is limited to the one of the surrounding residential areas, to enable integration in its environment.

Commercial: Prioritizes commercial and office use, although it allows residential uses. Buildings can go up to 8 floors, or 24 meters in height, always taking into account sunlight reaching street level.

floor count

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mid-rise residential

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The plan contemplates the building of 27 000 to 28 000 new dwellings, enough for around 55 000 people. This is based on the assumption that 1 dwelling is approximately 100 sqm and each dwelling houses approximately 2 persons.

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Accessible GSI, 500 m 0.000-0.028 0.028-0.058 0.058-0.142 0.142-1.000 1.000-6.456

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As the underground construction works take a longer time to be executed, we believe that the development process should begin by extending the Lundby tunnel. Having this done, we can get rid of the biggest physical barrier in the region, which in turn, would help to implement our new proposed masterplan.

The extended tunnel would get two new entry points. One to the west of the newly extended area, and the other by the beginning of Älvsborgsbron in the south.

Phase one: Developing the urban street that passes through and connects the existing buildings on the west side of Biskopsgården. Building the new tram line which will be connected to the city on the other side of the river.

The development will begin from Vårväerstorget and move outwards. New roads will also be built to connect the tram stations of Temperaturgatan and Friskväderstorget to Långströmsgatan in the east side of Biskopsgården.

Phase two: Densifying chosen spots in Biskopsgården and developing the new area to the south; closest to the existing residential areas. The former industrial areas will, by this time, be sanitized.

Phase three: The boulevard and its surrounding area will be constructed and developed. The new green corridor will be created in the west.

Phase four: The area on the two sides of the bridge, reaching the river, will be developed. A pedestrian and bike bridge will be built in a way that directly connects the area to the city on the other side of the river.

Phase e t re e elop ent e areas an potent ally e e elope to the west of the area of the masterplan. More industrial areas as well as the harbor would have to be relocated as the city grows. It would be a natural step for this phase to split the new tram line at its turning point and start to extend it even further to the areas in the west. The tramline connection over the river o l th s not only ene t s opsg r en t the hole t re oastl ne o Hisingen.

New entrypoint to the tunnel

New entrypoint to the tunnel

Phase one Phase two Phase three Phase four Future development

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KEY PROJECTS 0

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The rst ey pro e t o ses on e elop ng an on ret ng the idea of the new Biskopsgården high street, focusing on key points where the old buildings and the new built project interact and intersect.

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The second key project deals with the area where “old meets new”. As stated on page 25, this project will focus on the meeting between the existing built environment and the proposed structure of the masterplan, with an ambition to create a seamless and harmonic solution.

The third key project works with the central connection, the new proposed center, and the boulevard. It is a crucial place as t s ons ere as one o the ost ens e areas n the project and has the only boulevard in Biskopsgården.

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The fourth key project focuses on the most southern parts of the masterplan area, where the existing and very valuable green areas meet the riverside as well as the new urban development.

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BISKOPSGARDENS LANGGATA PABLO MARTIN

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e pro ect eals it t e ensiďŹ cation o is ops ar en an t e introduction of building diversity through the design of a urban street, to vertebrate the district.

Description of the project

The main issues this key project tackles is the disconnection of the different areas inside Biskopsgården, especially in the north; the lack of quality gathering public spaces, and the lack of structure in the existing open spaces. It also parts from an exploration of both the differences and similarities between the traditional urban form and the Miljonprogram modernist urban design.

Opposed to “towers in the park”, this project proposes a new structure of buildings with active facades, that mix uses inside and generate a new quality of the urban space, missing in this context. Its point is not to erase the existing modernist housing, but to adapt and colonize the existing open spaces to make better use of them. The project makes use of the plot structure and the pedestrian network to break up the existing open

spaces, enclose and structure them and provide for new uses, both inside the buildings and in the courtyards and parks.

For this, it makes use of the many tools and the theoretical frame developed under the umbrella of spatial morphology st es as ell as eas alrea y propose n the s The Death and Life of the Great American Cities), and the study of the traditional urban form in Gothenburg.

The diagram below represents the different squares that appear along the street, together with other key spaces that may appear in connection with them.

Temperaturstorget Solväderstorget Dimväderstorget

Norra Biskopsgårdens torg

Friskväderstorget

Väderlekstorget

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NEW STRATEGIES

As is the case with many mid-century developments, the different mobility modes are segregated and separate from each other, providing for various networks that avoid crossing each other and cross over and under each other. t e o l ty o es es an pe estr ans ha e the ost extensive network, followed by motor vehicles. The public transit network is relegated to the main access road, with the exception of a bus line that ends in the north of the district.

Often, this separation of networks in the neighborhood provides for weird and often hidden connections. The case with the tram is especially notable, as many of its stations are in a valley together with the main access road, and the descent to them is not particularly well illustrated.

The mobility networks in Biskopsgården, though, have a lack of large-scale structure, as the main paths were conceived not to communicate the different areas of the neighborhood between themselves, but to communicate each residential cluster with its commercial square and its transit stop. This presents a problem, though, as especially the pedestrian activity is concentrated in isolated spots, and rarely promotes thro gh tra The networks are also not demarcated by buildings, often e st ng n the n e ne open spa e et een l ngs t without interacting with them, except in the cul-de-sacs that give access to buildings.

As a way to approach all of these problems, the main proposal s that o the reat on o a e ne r an spa e n the shape o a tra t onal street on ne y l ngs an o n at ng key spots of the neighborhood.

To achieve this, the project makes use of a variety of strategies,

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spot n the ne gh orhoo an

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Restructuring of the network hierarchy. on entrat on o north so th flo s n a n ent a le as a ont n o s street 1

er o paths

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Creation of a new link between the different areas, that allo s thro gh tra an ntegrates th the alrea y existing network.

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Improvement of secondary links between the street and key spots in the neighborhood, such as tram stops and commercial areas

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reat on o areas th h gh thro gh tra area, that will foster economic activity.2

ns e the

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These strategies would be supported with interventions on the built environment, as well as with improvements in the open spaces, to create a north-south link perceived as a continuum s ess on o spa es rather than a loose path n n e ne space.

To help guide both the positioning of the new north-south street, the project makes use of the Spatial Morphology theoretical framework, and its computational tools.

1 Parts of the network with high betweenness and integration are asso ate th ore thro gh tra gher thro gh tra s asso ate th h gher e ono activity.

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Increased connectivity

New street hierarchy

Increased path continuity

Enclosing of public space

Creation of space for new use cases

Street frontages

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The deeper the blue, the more integrated the network. In this case, the reference distance is 1km, and integration at this scale aslo increases with the new network.

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With 2km as the reference distance, the predominance of the new street is more apparent. The east-west connection points are also to be studied, as possible generators of activity.

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MOBILITY | Street network

The motorized network is kept mostly as it was, as it allows a ess to all o the l ngs tho t pro ot ng thro gh tra ns e the res ent al areas Thro gh tra an ty tra s relegated to the main access road, Sommarvädersgatan. This road is mostly parallel to the tram tracks.

Klimatgatan Even though the original idea of the high street was of a fully pedestrian street, north of Temperaturgatan it incorporates car lanes in the center. The street is designed primarily for pedestrian safety: fully pedestrian sidewalks, a shared space for all modes in the center and trees and other urban furniture el tat ng the entral spa e oth a t ng as tra slo ng measures and barriers for pedestrians, in case cars accidentally get out of their lane.

Temperaturstorget The intersection between Temperaturgatan and Klimatgatan is one of the main car intersections in the project, and it is situated on one of the main entrances to the area. Thus, a roundabout is pla e there so tra has to e elerate rst Th s a es or a safer intersection, and a safer square after all.

Te perat rgatan ga ns the sa e pa y ng ele ents or tra To the est t only ser es lo al tra t to the east t n t ons as the entrance road for the whole northern part. After the ro n a o t ar an pe estr an tra are phys ally separate to allow safer connections to the tram stop below and to the neighborhood at the other side of Sommarvädersgatan.

The tra et een these t o s ares o rs on the l ts of the neighborhood, with local access facilitated by shared spa es th th s tra only rosses the pe estr an street once, and the design of this intersection should prioritize the north so th pe estr an tra ltho gh the roa onne ts t o entrances to the built neighborhood, its curved and indirect path ss a es thro gh tra Friskväderstorget and Solvädersbyn One of the car entrances is located at Friskväderstorget. To improve safety, active facades are situated in parallel roads so the pedestrian communication between Dimväderstorget and Friskväderstorget takes place away from this road.

This road marks a clear distinction from two building typologies, so it would be anyway a barrier between two areas unless one o the s altere s gn antly oa a ess to ol ers yn s done in one-lane, one-way roads, forming a loop that crosses the high street at the southern edge. The high street is then left lly or pe estr an an e tra Väderlekstorget Tra o ns the h gh street or a r e per o e ore part ng away and circulating in the perimeter. Again, access to the buildings happens with local access roads.

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Figure 1_ Motorised network in the northern section of the project l atgatan Te perat rsgatan

Legend Tramway network Tramway stop Segregated car network Paved surface Building Green space

Communication networks

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Figure 2_ Motorised network in the central section of the project Te perat rstorget erstorget rs erstorget

Legend Tramway network Tramway stop Segregated car network Paved surface Building Green space

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Figure 3_ Motorised network in the southern section of the project rs erstorget ols er yn erle storget

Legend Tramway network Tramway stop Segregated car network Paved surface Building Green space

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Each street section is presented as an illustration of the different morphologies the street takes along its path, due to the variability in the existing building typologies.

Street section C-C’ doesn’t represent the high street itself, but its connection to one of the tram stops.

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MOBILITY | Street sections

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Street design The street is designed to maximise safety through speed reduction and segregation of faster modes.

Speed is reduced by the use of curves, elevated crossings and speed bumps and frequent vertical elements, mainly trees.

The main argument for mode segregation is accesibility, as it is the logic the rest of the city follows on the one hand and it is safer for blind people to navigate segregated spaces. However, this segregation could be softened with a shared space with demarcated space for cars and/or bikes.

Trees are used also to delimitate and separate the urban spaces and paths inside the open space in the neighborhood.

Elevated crossings, shared bike and car lanes, tree canopy

Chicanes to slow down, segregated bike path, tree canopy

Elevated curb-level crossings, tree canopy, on-street parking

Delimitation of spaces with trees, bike lane on the edge.

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BUILT ENVIRONMENT | Existing environment

The architectural and urban project of Biskopsgården parts from the ideas of Le Corbusier about urban planning, presented in the Athens Charter and other projects. It takes the main ideas of this movement and incorporates many elements typical of the Swedish Modernist movement, especially in the spatial distribution of the different buildings: the “courtyard gradient” is common in Swedish housing projects.

with the older buildings, they only provide for residential space.

Cluster structure th n ea h l ster o

The neighborhood was built in different sprouts of activity, with clusters of different buildings appearing in brief periods of activity, followed by stagnation in construction. The closed blocks in the centre appeared in the 50s, and were followed by big complexes to the north and south under the umbrella of Miljonprogrammet.

This pattern of construction, coupled with the lack of architectural variation in the buildings themselves, created a bland and monotonous urban environment, that doesn’t communicate within itself and that follows the “City as a Machine” model: every building contains a single use, and is situated within buildings of the same use.

These buildings have several features in common. Their entrances are not situated towards a common street or space.

Instead, the access takes place through a courtyard, physically separated from the main roads and often out of sight of it.

The r otto floors are o ten res ent al as ell t ha e no access from the street, and often have a private walled patio for each unit.

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A single typology of residential building, usually mid-rise, that structures a series of courtyards of increasing privacy but without fully enclosing the space.

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A commercial square, in the edge of the cluster, where the neighborhood businesses are located. Only neighborhood essentials are present there.

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A tram stop, or other form of transit. In the case of Biskopsgården, it is separated from the cluster and lies together with the main access road, mostly in a valley.

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A dedicated access road from the main road, that often oesn t allo or any thro gh tra an en s n a l e sac or parking facility.

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A dedicated parking area, many of them a later addition, often occupying the space between clusters or in unused

More recently, several low-density developments have appeare to ll the gaps n et een erent l sters t as

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L-shaped building

Linear building

Semi-detached house

Closed block building

Curved linear building

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GREEN DOCKS TERESIA FORSMAN A project focusing on turning the usual back sides into the front sides, creating attractive, active and lively city-nature interfaces working as so called green docks.

GREEN DOCKS | Project description and project context 0

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Industrial areas

The key area is situated in an area that constitutes of only industrial buildings in between several areas with great natural assets, mainly the large nature reserve Rya forest. As of today, this is an area with low access in general and an area that not many people have a reason to pass by or visit. There are no possibilities to enter the area from the road coming from Norra Älvstranden under the bridge, and the entrance points to the forest are few. The public transport system is very poor and even though many other popular parts of the city are geographically close, they are hard to reach.

Biskopsgården

Färjenäs park Rya forest

Norra Älvstranden

According to the masterplan, the industrial area as a whole will be removed and relocated and the area will be rebuilt as a low and mid-rise residential and commercial area, connecting to a mid and high-rise area of the masterplan directly to the north. The placements of the main streets will be kept as far as possible and connections to the rest of the city will be improved. However, the area might still be the area of the masterplan that has the lowest density and centrality.

Majorna

Key area boundary Existing main streets Existing green areas Buildings to be demolished Buildings to be kept Masterplan grid

Green Docks

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GREEN DOCKS | Project concepts and references

With a potential of becoming the least populated part of the masterplan area on account of centrality and density while being the part that has the greatest assets in terms of natural resources and access to the riverside, it is of great importance that this area is handled with care. To achieve this, four main concepts have been used that form the basis of the project.

streets, good conditions must be created for the area to be as lively as it possibly can.

A feeling of safety “Who is out-and-about on the streets, where they go and which places they avoid are what makes a particular place feel friendly, p uncongenial or threatening to different people” anson

Attractive city-nature interfaces a s es an spa es tho t any a l at on ten to e o e the forgotten and excluded parts in our cities of today. These spaces are often where the city meets the border of nature. Large parking lots, noisy infrastructure and inward-facing morphologies are usually what constitute these city-nature interfaces and what results in p. 118, my making them uncharming and unsafe” narsson translat on

As these borders are recurring throughout the project area, turning these back sides into front sides is a very important tool that has been used.

Lively neighborhoods “Livability is strongly related to walkability and live-liness, the presence of people on the streets as much and as long as possible, engaging in different activities” ergha ser Pont ta ro la 2020, p “The district, and as many of its internal parts as possible, must serve more than one primary function; preferably more than two. These must insure the presence of people who go outdoors on different schedules and are in the place for different purposes, but who are able to use facilities in common. On successful city streets, people p must appear at different times” a o s

s the pro e t area ll not nat rally ha e a h gh flo o people passing through the area and being out-and-about on the

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“Urban safety is maintained by the co-presence of locals and strangers on the street, the interface between local residents and passers-by on the doorstep and the informal surveillance of residents over street space from the privacy of their front window” anson an a o te n Lege y et al p

Having lively neighbourhoods and a feeling of safety are two qualities that inevitably have a two-way relationship, liveliness increases safety in the same way that safety increases l el ness There y the on ept o sa ety ll e l lle th the same measures as the concept of liveliness.

Clear territory divisions “Ambiguous territories in our city landscapes produce uncertainty of where we belong and where we are allowed to be. Creating pronounced borders between public space and private space makes us dare to be closer to each other. In the public spaces, people can feel free to move around without the discomfort of disturbing, at the same time as the closeness to the private spaces brings security and p y translat on safety” narsson ”In the absence of boundaries and the ensuing patch-work of spaces bounded only loosely by built form, territorial performance may have no ra p been compromised in the process”

As the project area is dominated by public areas such as forests and parks, a well-functioning transition between public and private space where territory divisions are clear is another

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Four different urban strategies are applied h h are se as tools to l ll the o r concepts of the key project. Here they are illustrated on one part of the area, but the aim has been to apply them at all places.

1. Directing all streets to nature and placing the main streets on the interfaces between the city and nature.

2. Creating a well-connected street web where no streets are dead ends and many alternative paths are possible.

3. Applying outward-facing, street based morphologies where the entrance density is higher towards the street, especially towards the streets along the city-nature interfaces.

1. Turning towards nature

4. Having small blocks where a large number of meeting places and opportunities to turn corners are created. Movement becoming frequent enough so that commerce can live there.

3. Outward-facing morphologies

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GREEN DOCKS | Urban design proposal

The urban design proposal suggests a new mixed-used area consisting of mainly residential buildings in combination with so e o es an other o er al n t ons The proposal includes a pedestrian and bike bridge that connects to the south side of the river.

Small perimeter blocks and shallow block structures form a clear distinction between private and public space while at the same time keeping them close to each other to maintain the feeling of safety and eyes on the street. No block is further than three blocks away from the liveliness of the most public spaces.

The absence of buffer space between the building facades and the street is an important tool to avoid unclear boundaries.

blend together and encounter each other, at different times of the day. At the end of most streets there is a view of the forest, the park, the rocky hills or the water.

Global city streets with high integration and betweenness are placed along the city-nature interfaces to make these areas active and lively. Local neighbourhood street networks are more maze-like to lower the betweenness and to create calmer, residential areas.

Figures of private open space per dwelling can be compared to directions from Minoura’s presentation “Designing with terr tor al ty here the re o en e pr ate open

A well-connected street network with many alternative paths enables easy access to the surrounding nature and provides an increased neighbourhood cohesion. Streets where people Building height and density <4 stories 4-7 stories 8-12 stories

Street typologies FSI 0,7-1,4, GSI 0,3-0,4 FSI 1,4-2,6, GSI 0,4-0,6 FSI 2,6-3,5, GSI 0,3-0,6

ro n floor se Public functions obligatory Public functions optional

Types of green

Distribution of space Including Rya forest Plot area: Street area: Park area: Other public area:

Excluding Rya forest 34,7% 17,5% 44,1% 3,7%

Open space/dwelling: 56,2 m2 Private open space/dwelling: 12,8 m2

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Pedestrian + bike + car + bus Pedestrian + bike + car Pedestrian + car Pedestrian + bike Ferry Ferry/bus station

Plot area: Street area: Park area: Other public area:

49,9% 25,3% 19,6% 5,2%

Open space/dwelling: 19,8 m2

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Recreational forest Forest Recreational park Local park Railway buffer zone Rocky Courtyard Water Total amount of built area: Total amount of dwellings/residents:

670 000 m2 5600/11200

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As the key area is situated at the border of the city with the industrial areas to the west posing as a barrier in the form of an extremely sparse street network, the results of the integration and betweenness analyses become less informative.

The integration values on local levels are generally low, while on a more global level the integration values are higher. This is probably due to the grid structure of the street network and the pedestrian and bike bridge that provides a good connection to the more integrated, southern parts of the city.

Angular integration 5 km

The betweenness analyses on local and global levels respectively hardly show any streets that will obtain high betweenness values. Therefore, analyses of the area in itself have also been done to be able to draw some more conclusions.

These analyses were conducted in relation to the city as a whole, and the layouts shown have been cut out from the map.

Angular integration/network betweenness

Network betweenness 5 km

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The key area in itself has a generally high integration, where on a local level the high values are concentrated around the center of the area and on a more global level the high values are pushed to the north and the connection to the main boulevard where the tra l ne s s t ate the street n north south direction that popped up on the global et eenness analyses Global city streets have higher betweenness values with the potential of becoming the most active and lively streets. Especially on the more global level these streets pop up.

The pedestrian and bike street connecting the ater to the orest the arro also has the potential of becoming well-used.

Attraction distance to park entrances 500 m

Most of the key area has easy or very easy access to the natural assets in the area, with short or medium short distances to the different park entrances. It will induce the feeling of living very near the green areas, or at some places even living in them.

These analyses were conducted in relation to the surrounding parts of the city, and the layouts shown have been cut out from the map.

Angular integration/network betweenness High Low Attraction distance

Attraction distance to park entrances 1 km

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The primary aim of this key project has been to create a structural plan where the interfaces between the city and nature are enhanced, where these places become the front sides of the city. To be able to investigate this on a more detailed level, a smaller cut-out focus area was chosen.

This focus area is concentrated around the area of the main crossings and connections which also coincides with the area where the three different green areas meet.

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2 2

Low-rise meets rocky hills and local park The local neighbourhood streets with relatively low betweenness and centrality meet the less accessible rocky hills and the lo al par ere the ďŹ&#x201A;o s are e pe te to be relatively low. A wide open space gives opportunity for activities next to the sidewalk.

4,5

B

Mide-rise meets recreational forest The global city street along the recreational forest is wider and has rows of trees to frame it. One side of the street is always open to the green. The local neighbourhood street in between buildings is more narrow.

3

2 1,5

4

4

1,5 2

3

3

3

3 2,5 2,5

C

Mid-rise meets recreational park The global city street along the recreational park is also wider and has rows of trees.

3

2 1,5

4

4

1,5 2

3

D

Low-rise meets local park and recreational park The smaller recreational park is framed by more narrow local neighbourhood streets.

3

3

Green Docks

3 2,5 2,5

3

3

3

3

143

GREEN DOCKS | Building, entrance and vegetation density 0

100

250 m

The design proposal allows for higher buildings along the main city streets where the streets are wider and there is more open space. Along the more narrower local neighbourhood streets, the buildings are lower.

Plots are smaller in size along the main city streets to give opportunities for active an o er al otto ďŹ&#x201A;oors th a relatively high entrance density. However, even though the entrance density on the local neighbourhood streets is lower, all entrances to the residential buildings are still facing the streets.

Building heights 1 story 2 stories 3 stories 4 stories 5 stories 6 stories Vegetation density Low Medium High

144

Spatial Morphology Design Studio 2020

LINK

GREEN DOCKS | Territory divisions 0

100

250 m

Outward-facing and street based morphologies are used to create clear boundaries between public and private areas. However, the existence of semi-public urban and green areas is still important.

Each cluster of buildings in the development plan surrounds a partly enclosed semiprivate green area which becomes a local park. The motorized network is designed so that motor vehicles are not easily able to pass through these areas. Some streets surrounding these local parks are dead ends for motor vehicles, and some streets are only accessible to pedestrians and bikes.

Non-locals are still able to and welcome to pass through these areas, but the travel speed is lowered and the movement of motor vehicles is disturbed which gives these areas the potential of becoming slightly more private.

Territory Private green Semi-private green Public green Semi-private urban Public urban

Green Docks

145

Chalmers Architecture and Civil Engineering Gothenburg, Sweden, September 2020