Spatial Morphology Design Studio 2020. Volume 1. Frölunda. Selected projects.

SPATIAL MORPHOLOGY DESIGN STUDIO 2020 FINALREPORT | VOL.1 | FRÖLUNDA

SELECTED PROJECTS

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 (Frölunda groups): Bénédicte Chevalier Beata Lindqvist Romain Lahondès Marija Vuletic Albin Aldén Marta Morato Costa Johanna Isaksson

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 Dynamic Spine General Context Strategies Master plan Spatial analysis and Proposal Comparison

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7 8 10 12 14 34

Selected key projects Järnbrott hub (Bénédicte Chevalier) Seamless transition (Beata Lindqvist)

Group 2 Closing the loop General context Vision and proposal - Concept Vision and proposal - Masterplan Public Transport Loop Transformation Areas Loo Green Social Loop Green Ecological Loop

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Selected key projects

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The green trail (Marta Morato Costa) Green link (Juntian Chen)

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Kvillestaden

BISKOPSGÅRDEN

Göta river Linnevägen

FRÖLUNDA Mölndal

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 first, north of the river with its core 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, especially network analysis (Space Syntax) and density analysis (Spacematrix), are used to arrive

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 be able to foresee movement flows and co-presence 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 services (e.g. recreational, therapeutic) as well as supporting and regulating services (e.g. pollination, biodiversity).

Masterplan (group work) During the first seven weeks of the studio, four Masterplans were developed for two areas located in what is defined as the intermediate city

in Gothenburg’s Development Strategy (2014) with potentials for densification. The objective 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 allows for such densification and at the same time improves social-ecological sustainability. We challenged the students to especially take into account the ambitions in the Transport Strategy of Gothenburg (2014) to supplementing the current 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 keyprojects were developed. A specific objective for 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 THE DYNAMIC SPINE

General context Strategies Master plan Spatial analysis and Proposal Comparison

Selected key Projects Järnbrott hub Seamless transition

Bénédicte Chevalier Beata Lindqvist

GENERAL CONTEXT

“The city of Gothenburg has chosen for a polycentric approach”, which might be questioned towards its ability to address social, economical, but also environmental issues across all the different “intermediate cities” (segregation, car dependency, uncontrolled urban sprawl at the expenses of natural green spaces, etc.).

We aim to develop and increase the link between the “intermediate cities” of Frölunda, and Mölndal in order to increase the centrality and attractiveness of these places and their ability to be more resilient towards their environment.

Our main vision is to “close the loop” between three main nods: Gothenburg city-center, Frölunda, and Mölndal.

Polycentric city

By doing this, we want to explore the opportunity of Gothenburg to develop as a network city, in relation with Mölndal municipality, instead of a polycentric city.

The broad and heavy traffick ring-road, Söderleden is today splitting the site in two pieces with few connections crossing it.

On the northern side of Söderleden is located in an industrial warehouse area, as well as the isolated neighborhood of Eklanda. On the same side of the road spreads the municipality of Mölndal with its industrial, sport, and housing clusters.

The southern side of Söderleden is mainly a car-oriented industrial and shopping area with barely any residential population.

We highlighted the “green infrastructure” as an important feature of the area with the presence of two large nature reserve; Änggårdsbergen (north) and Balltorp (south). Then, the “blue infrastructure” is constitued of a stream going through the area, from Mölndal to the sea.

Network city

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GÖTEBORG CENTER

UNIVERSITY OF CHALMERS

UNIVERSITY HOSPITAL SAHLGRENSKA

FRÖLUNDA CENTER

The map shows the surrounding context of the masterplan area. An area which is located south of Änggårdsbergen, mainly in between Frölunda and Mölndal.

Red arrows show the connection for motorized traffic circulating through the city and our site. It highlights our aim of creating the network city in order to have more equal city functions in all parts.

The vision of closing the loop should be accomplished by connecting the city center, Chalmers university of technology, and the university hospital Sahlgrenska with Mölndal. Further on Mölndal with Frölunda and lastly Frölunda with the Sahlgrenska hospital and the city center.

In our proposal, we are following the municipality’s plans of transforming Dag Hammarsköldsleden into a boulevard.

MÖLNDAL CENTER EKLANDA

Outer connections STEP 1 : Dag Hammarskjölds Boulevard (municipality plan) STEP 2 : Söderleden transformed into a boulevard (masterplan) and developed connection between Mölndal to Sahlgrenska STEP 3 : Future boulevard (suggestion)

General context

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STRATEGIES | Guidelines

To achieve the vision of the network city, the idea is to assume two new city entrances in Frรถlunda and Mรถlndal by getting rid of the heavy infrastructure road with its only purpose of connecting the suburbs to the city center. Instead, the masterplan aims to introduce an urban area with new natural and densification strategies.

step 1

step 2

Break-up the high-way loop Shift from fast mobility to slow mobilities

Follow the municipality plans for the development of Dag Hammarskjรถlds Boulevard Transform Sรถderlenen into a boulevard Put a section of the high speed road underground Get rid of the interchange, transform it into a urban square

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The Dynamic Spine

Current situation (NB_15km)

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Integrate the blue structure Create a new district park to merge Frölunda and Mölndal Recreational loop along green corridors Strenghten the link from Mölndal lakes to the sea

New boulevards Urban hubs Green and urban hub Areas of densification

Cutting Söderleden situation (NB_15km)

The analyses of network betweenness 15 km show the current situation that indicates Söderleden of being a heavy infrastructured road as previously described.

The analyses without Söderleden, is a test conducted to see that Spårhagavägen further down south, instead would work as the main road connecting E6 with road 158.

Strategies

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MASTERPLAN | Vision

Based on space syntax analyses and site visits, we formulated five main problems of the areas. In order to address these problems, we came up with an objective for each problem Together they form the base for the following interventions in our proposed master plan. Those strategies tend to provide a better attractivity and legibility of the area.

The masterplan includes Göteborg, Frölunda, and Mölndal as urban centers combined to a structured green areas which iseasily reachable thanks to public transportation.

The main part of the new urban plan is to transform Söderleden into a boulevard which both enables nearby densification and the integration of areas divided by it today.

Weak connections

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Undefined network

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The existing green fields are transformed in the large district park positioned in the middle of the boulevard as the transition from Frölunda to Mölndal.

The masterplan contains main connections, new densification areas, and green social corridors between larger green areas.

Connections between Frölunda and Mölndal are strengthened with a new tram line.

Added pedestrian and cycle paths enhance both the connection between Mölndal and Chalmers/Sahlgrenska and along the proposed boulevard in Söderleden.

Based on the proposed density (FSI), the assumption that each dwelling is on average 100 m² GFA and each dwelling is inhabited by approximately 2 persons, we reach a total amount of around 25 000 new dwellings and 50 000 new inhabitants.

Natural areas on edges

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Monofunctional land-use

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WEAK CONNECTIONS | Spatial Analysis

The map of Network Beweeness 5 km, a non-motorized network, shows the current situation of the absence of crossings over the high-speed road, Söderleden, in between Radiomotet and Mölndal. The few intersections that do exist are bridges that won’t cross each other on the same level. These bridges prioritize and ease the flow of motorized vehicles but is a risk factor for pedestrians, due to the high speed of the vehicles.

Towards Frölunda the analyses show an increase of intersections, nevertheless, those are mainly underground, in tunnels.

The map also shows a scarce connection between Mölndal and Frölunda as well as the weak connection between Mölndal and the city center of Gothenburg. Hence, the spatial analyses show that Mölndal is an isolated area that is needed to be taken care of in our goal to create a network city.

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Network Betweenness 5km (Non-Motorized) 0 - 399781 399781 - 1374820 1374820 - 3217388 3217388 - 6221233 6221233 - 12200747

Spatial Analysis

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CLOSE AND STRENGHTEN THE LOOP | Proposal

In the proposal, the locations of intersections across the proposed boulevard are pointed out by identifying where local centrality meets global centrality, shown on the map as black arrows. These are interlinked with the masterplans proposed green corridors intending to create vibrant junctions and support diversity.

The principal section of the boulevard shows the generous space given to pedestrians, bikes, and public transport.

By increasing the space for the non-motorized network the aim is to create better conditions for the target group, and hence, support the connection across the boulevard and further, between Frölunda and Mölndal.

The areas around the transformed road of Söderleden, the new boulevard, will be used for densification. This densification will strengthen the boulevard to become a lively and vibrant high street and, alongside, reinforce the connection between Frölunda and Mölndal.

Housing Public Green structure Networks

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Åbyvägen - Attraction along the boulevard - Proposal 0

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Close and strengthen the loop (Proposal) Boulevards Main connections Attraction along the boulevard

Proposal

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UNDEFINED NETWORK | Spatial Analysis

Our focus point is to fix the broken, unstructured, and undefined network along our area of intervention.

Based on the spatial analyses of Angular Integration 500 m, 3 km, and 5 km, we see the potential to develop currently undefined and broken network connections.

Furthermore, if we take a closer look in the middle part of our area of intervention, we notice that the small neighborhood of Eklanda is locally quite central and therefore, function efficiently, even though it is currently isolated from the rest of the area.

On the one hand this current situation of the unstructured network is leading to weak centrality in Mölndal and it shows the inefficient connection on the west side with Frölunda and a barrier effect of the motorway Kungsbackaleden on the east side. As a consequence, Mölndal is suffering from the kind of urban life that could take place here.

The high local centrality seems good for a quiet residential area where the aim is to encounter your neighbor rather than to meet someone from the other side of the town.

These ideas are supported by Ann Legeby who claims that the configurational layout of public spaces such as streets, squares, and parks contribute to day-to-day interaction (Legeby, A., Pont, M. B., & Marcus, L. (2015). Street Interaction and Social Inclusion. Suburban Urbanities, 239–262).

On the other hand, Frölunda has a high centrality both globally and locally, and it is well connected with the city center of Gothenburg.

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Spatial Analysis

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Angular Integration 3 km (Non-Motorized) 1-309 309-595 595-924 924-1322 1322-2470

Angular Integration 5 km (Non-Motorized) 1-559 559-1051 1051-1589 1589-2192 2192-3492

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STRUCTURED NETWORK | Proposal

The boulevard is created as the main link in addition to strengthen the connection between Frölunda and Mölndal.

New paths and secondary streets have been added to support the boulevard and better serve the newly densified area.

Inspired by the paper ‘Natural movement: or, configuration and attraction in urban pedestrian movement’ by B Hillier, A Penn, J Hanson, T Grajewski and J Xu, we aimed to create a grid-integration which is according to this study a common characteristic of urban centers and sub-centers.

The authors explain that the grid of the city may be defined as the system of space of public access created by how the buildings are aggregated and aligned. So if a city core is more linear than the linking of the routs on sides is missing and suburbs are not well-structured. On the other hand, grid-integrated city cores are denser and create recognizable subareas.

This way we would achieve to spread centrality from the big newly-proposed square close to Frölunda, all the way along the boulevard, and make it attractive for different urban and green social corridors that are crossing it and connecting green areas.

Housing and commercial Housing and offices Offices and public Offices Green structure Networks

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Classified network - Proposal

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NATURAL AREAS ON EDGES | Spatial Analysis

The connection and interaction with nature have been proven to increase people’s health, well-being, and happiness.

Biophilia, which means “love of life or living systems” (Wilson, E. O. (1984). Biophilia. Cambridge, MA: Harvard University Press.) suggests that humans possess an innate tendency to seek connections with nature and other forms of life.

Yet, the massive urbanization of our urban environment tends to physically and mentally disconnect us from nature. Indeed, as “intermediate cities”, Frölunda and Mölndal were largely developed according to a post-war modernist strategy where the natural areas have been integrated into the on-going development, creating an “edge-effect”. This “edge-effect” has been largely imposed by the specific geography of Gothenburg where the granitic hills create a topographic barrier.

Hence, the green structure is weakly integrated within the urban environment, especially in Mölndal’s periphery and suburb, where the natural areas are not experienced daily (low Attraction Distance to green spaces) and people might experience a lack of green areas, creating a fracture between “Interacting in nature” and “Interacting with nature” (Gren, Å.

(2020). Operationalizing resilience in an urban planning and design context. Chalmers University of Technology.).

However, the Attraction Betweenness to park entrances highlights the potential to develop social green corridors between Frölunda and Mölndal and between Mölndal and Sahlgrenska. Moreover, the Attraction Betweenness to land cover highlights the potential to develop ecological green corridors by linking Änggårdsbergen to Balltorp.

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Attraction Distance to green spaces (angle) Exisiting blue structure Exisiting green structure 0-90 90-180 180-270 270-360 360+

Spatial Analysis

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INTEGRATE THE NATURAL AREAS | Proposal

First of all, as a way to integrate the natural areas as a daily experience for people, the main green and blue areas must be connected. This connection will be provided by the development of green corridors and recreational loops through shifting specific existing networks and implementing new networks.

These networks have been chosen based on their centrality and their relation with green patches or streams.

Then, along the central boulevard, new local parks, district parks and nature reserve (Allmänna Förl. (1992). Boverket:

uppgifter och verksamhet. Stockholm.) have been implemented to strengthen the connection ensured by the green corridors, but also to create social meeting places where “interacting with nature” would be related to “interacting in nature”.

Lastly, related to their specific context, these new areas will be hierarchized based on their ability to promote ecological and social purposes or even both (green corridors, recreational loops, bicycle lanes, boulevards, district parks, pocket parks, nature reserve).

Boulevard crossing the district parks - Proposal

Toltorpsgatan - Green corridor towards Sahlgrenska - Proposal Housing Green structure Networks

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Integrate the natural areas (Proposal) Existing blue structure Existing green structure Local park (1-10 ha) District park (10-50 ha) Nature reserve (+50ha) Green corridors Recreational loops

Proposal

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CAR DEPENDENCY | Spatial Analysis

First of all, as mentioned in the introduction, Gothenburg is currently organized upon a polycentric approach, meaning Frölunda and Mölndal are “intermediate cities”. The problem of that approach is that Frölunda and Mölndal are related to Gothenburg but not to each other. Hence, there is a lack of connecting infrastructure (tramline) between these two intermediate cities.

Lastly, these intermediate cities, being at the periphery of Gothenburg municipality, are crossed by Söderleden, a part of the high-speed ring-road. This ring-road, being the mostused connection between Frölunda and Mölndal, the rest of the motorized network between the area is undefined and not efficient for public transportations.

Moreover, the area in-between Frölunda and Mölndal seems to suffer from accessibility problems to public transportations (especially to tramlines), increasing car dependency and social segregation within the area.

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Attraction distance to public transportation < 400 m to tram stop < 400 m to bus stop > 400 m to tram and bus Tram stops Bus stops Transportation lines

Spatial Analysis

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PROMOTE SOFT MOBILITIES | Proposal

According to the municipality plans, we integrate the on-going plans of the municipality to transform Dag Hammarskjöldsleden (from Radiomotet to Linnégatan) from a high-speed road to a slow-pace boulevard. Thus, our area of expertise concerning mobilities will focus on the area between Radiomotet and Mölndal, and Mölndal and Sahlgrenska.

To strengthen the link between Radiomotet and Mölndal and to develop the area, Söderleden will be transformed into a slow-pace boulevard, including motorized vehicles (cars and public transportations), but also nonmotorized networks such as sidewalks and bicycle lanes.

Tram stops are located where local centrality meets global centrality. Hillier’s (1993) studies argue that for well-designing used urban space, the configurational relations to the larger urban system is more important than the local properties of this space.

In that sense, it is important when both local and global are integrated because the movement of people will remain on this global configuration. According to the municipality’s recommendations, they are spaced with an approximate distance of 600 m in between. The attraction distance to public transport is therefore reduced as can be seen in the analyses.

Besides the municipality’s plans of implementing the tramline from Linnégatan to Frölunda, via Radiomotet, one new tramline is added in our proposal. This tramline will go from Kungsten in the west to the old historical part of Mölndal in the east, crossing the highway E6.

Söderleden - Boulevard - Proposal Housing and commercial Green structure Networks

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MONOFUNCTIONAL LAND-USE | Spatial Analysis

This map shows the distribution of services in and around Frölunda and Mölndal. The services are not equally scattered but instead clustered around certain areas. One, in particular, is Frölunda Torg.

The range of colors, from light purple to dark purple indicates the level of mixed-use. Each dots correspond to the total number of services divided by the total population living within 500 meters. Hence, the darker areas in the city center of Gothenburg and around Frölunda Torg indicate that more services reach than people in the area.

However, when this high level is reached (value higher than 1), it could become monofunctional in terms of having too many services and too little inhabitants. If we compare Göteborg city center and Frölunda, the main difference is about graduation.

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The transition between Frölunda Torg and its surrounding is abrupt, some middle values are missing because of the mall characteristic of this area. The analyses show that Mölndal doesn’t have any areas with mixed-use and markets and therefore, suffers for not having a core or center.

Due to the lack of both people and services, the big gap between Mölndal and Frölunda is shown with white patches.

To support the multifunctional corridor, the proposal must have certain areas with higher numbers of services than the number of inhabitants. The goal will be to have a graduation of those values from the boulevard where you could reach more services than people until the surroundings where it will decrease slowly.

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SUPPORT A MIXED-USED CORRIDOR | Proposal

The map shows the proposed functions in the area of investigation, darker colors indicating a mixed-use of functions.

By taking departure in the spatial analyses on page 27, we noticed that both the city center and close by Frölunda, have a mix of functions and is furthermore well-functioning in terms of centrality analyses.

We still want to avoid the cluster effect, shown in Frölunda, by having all the main services in one spot.

Taking this into account we want to spread out the main services and the functions alongside the boulevard and its main intersecting roads.

Housing and commercial Housing Offices and public Green structure Networks

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According to the “New strategy of sustainable neighborhood planning” UN-Habitat (2015), several aspects need to be considered to achieve high density. Both the number of people living in a certain area and the distribution of functions play important roles. Thus, 40 percent of the floor space should be allocated for economic use in any neighborhood.

To get one or several dynamic cores the proposed masterplan is allocating 45 percent of the floor space to economic use.

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COMPARISON | Angular Integration

After introducing our idea of the boulevard as an urban and continuous connection between Frölunda and Mölndal, it is indicated how the results of Angular Integration have changed from the current situation.

By developing the grid-integrated core along the boulevard and introducing mixed-use land along The Dynamic Spine, the centrality is spreading throughout the area and merging Frölunda, Eklanda, and Mölndal. The accessibility of this area for pedestrians and bikers is strengthened. Social and ecological green corridors are providing good connections between north and south parts of the boulevard and are integrating green areas with the newly developed urban hub.

As we characterized this part of the area as weak in the current situation, it could be said that we managed to expand and fasten its core in the west part where the boulevard brings in mixed-use land and chains on the existing core of Mölndal.

However, our intervention didn’t expand on the east part of this municipality, and this weakly structured hub is still in need of deep reconstruction and development.

By introducing the vision of the network city and manifesting how the area between Frölunda and Mölndal can be developed as an urban hub and integrated into the existing structure we provided stimulation for further interventions between Mölndal and Gothenburg.

However, when we look into the municipality of Mölndal it is noticeable that the centrality is spreading from Frölunda along the boulevard, but the area of Mölndal doesn’t support the same level of centrality and it lacks the continuation of spread towards the city center of Gothenburg.

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Angular Integration 1km (Non-Motorized) | Proposal

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COMPARISON | Network Betweenness

Concerning our aim to “close the loop” and develop a network city approach, we can observe (from the spatial analyses) that the newly proposed boulevard, would become a quite strong part of the network in the southern part of Gothenburg’s municipality (high betweenness), highlighting the potential of this area.

Through our proposed connection from the Mölndal citycenter to Sahlgrenska University hospital, soft mobilities have been strengthened, especially for pedestrians and bikes moving between those two areas.

Referring back to the paper “Natural movement: or, configuration and attraction in urban pedestrian movement”

by B Hillier, A Penn, J Hanson, T Grajewski and J Xu, the current structure of the network from Mölndal to Gothenburg is quite linear and misses the grid-integration which we have introduced within our newly proposed boulevard.

In that way, the suburb area would be created in this weaker zone and the centrality would continuously spread through ‘the loop’ which is meant to be consistent throughout various urban areas and grow good connections between them.

However, Mölndal’s area seems to require more interventions in its structure and development, especially towards the connections to its original city-center to the east and Gothenburg to the north. Indeed, the current and proposed connections of Mölndal illustrates a “dead-end” situation in this network. We explored the main development of Möldnal towards the western part of the municipality, but the connection towards the city-center of Gothenburg needs to be investigated more in detail.

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KEY PROJECTS

The first key project is dealing with the transformation of the current heavy infrastructure into a dense urban node that connects major roads meanwhile providing good public spaces.

The second one deals with the transformation of Söderleden to a boulevard. This location between Järnbrott and the Rooted hub (the next key project) is taking care of transitions between a lively high street and quieter residential area.

The third key project focuses on a new hub, both natural and urban, which will support and promote a resilient community gathered around the urban farming practice.

The last project focuses on the south-west area of Mölndal as a new entrance from the boulevard by developing diversity of functions, building typologies, and open spaces.

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Järnbrott hub Bénédicte Chevalier

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Seamless transition Beata Lindqvist

Spatial Morphology Design Studio 2020

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JARNBROTT HUB BENEDICTE CHEVALIER The new entrance of network city as an urban hub connecting major roads from Frรถlunda, Mรถlndal and Gรถteborg. An active and differing public space which allow landscape continuities.

General context

At a large scale, the masterplan give some flexible and fixed structures to follow. The most important fixed structure is the proposed boulevard along Söderleden which behaves as the “dynamic spine”.

One of the main issue of these focus area is related to the connection between Dag Hammarskjölds boulevard and the new boulevard proposed in Söderleden. This specific point is currently a heavy interchange which reduces or completely prevents any pedestrian flow and urban life. The key project will deal with both the end of Dag Hammarskjölds boulevard and a new entrance to the network city according to masterplan review.

Both in the analysis of the current street network and the dynamic spine masterplan network, this specific node has high integration and betweenness at a global scale. This makes Järnbrottsmotet a regional place, high integrated and well reachable.

The masterplan suggests to transform the heavy infrastructure into a new urban hub where new public transportation is connecting Frölunda, Mölndal and Göteborg. The area will be strongly characterized by a contrast between urban fabric themselves to propose diversity of situations and attract several investors and actors.

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Järnbrott hub is a high integrated and regional area but still located on the outskirts of the urban density. The key project is a specific threshold which enables a good transition between urban boulevards and the nature reserve on the south.

All the regional and local roads are redesigned to redirect cars on the second plan. The project optimizes pedestrian links and provide a better accessibility to the natural areas such as the nature reserve and further the sea.

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GÖTEBORG ↑

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Legend Dag Hammarskjölds boulevard Söderleden boulevard regional roads

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Spatial Morphology Design Studio 2020

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Problem description

in progress

Landscape discontinuities

Chain of heavy infrastructure junctions

Frölunda as a dormitory town

This combined view from Fågelhuset Kannebäck and the aerial view of Järnbrottsmotet shows how the area is characterized by a high differenciation between landscapes.

Järnbrottsmotet is a big interchange which is itself part of a large chain of heavy junctions. The high speed roads acts as barriers both from an ecological point of view and a pedestrian aspect.

Frölunda torg gather in a specific point a large amount of retail and services. Nevertheless, this mall was design during the era of private car that’s why services aren’t spread out equally on the territory.

Välens nature reserve is one kilometer far from Järnbrottsmotet but none of pedestrian access connect them.

The few intersections that do exist are mainly bridges that won’t cross each other on the same level. These bridges prioritize and ease the flow of motorized vehicles but is a risk factor for pedestrians, due to the high speed of the vehicles.

Järnbrott hub

Frölunda isn’t active during the day, it’s more a residential aera that behave like a dormitory town.

Moreover, cultural purpose is concentrated in one particular building : Frölunda Kulturhus. The cultural identity is weak and unattractive.

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JARNBROTT HUB | Urban design proposal

This urban design proposal affects the municipality plan.

The public transportation hub is shifted from Radiomötet to Järnbrott public square on the south. The small blocks from Dag Hammarskjölds boulevard are connected with new larger blocks for offices mainly.

The place will be day and night active to counterbalance Frölunda Torg. This regional area try to still develop some local and cultural identity. As Göteborg possess a lot of quiet and natural places, Järnbrott hub call on dynamic place. Aware of impervious soil, the design is intended greater flexibility of the landscape.

The square acts as a landmark where car traffic slows down and soft mobilities increase. The most heavy traffic is placed underground to facilitate natural areas to overcome until the square and improve pedestrian safety and legibility.

This specific node is turned into an urban square composed by a new tram stop, the entrance of the nature reserve and several cultural buildings and offices. That makes Järnbrott a vibrant and attractive hub.

Legend tram stop existing building municipality plan new building block tram line underground entrance/exit of tunnel

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The area is composed by few streets which are well-defined into primary, secondary or tertiary structure.

All the regional roads are redirected on the ground or underground. The speed road that leads from the south until the harbour is kept but shift into a tunnel to optimize pedestrian links and green accessibility. This new tunnel involves a artificial canal to deviate the existing stream.

For people who wants to reach either the square, the park or the city, the car speed will be lower at 40 km/h.

As a new entrance of the network city, users are invited to park their own car for the benefit of public transport. An existing industrial building is transformed into a mixed building that contained car park floors and another building will be dedicated partly for car parking.

Legend

Pâ&#x2020;&#x2018;

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block tram stop tram line primary street secondary street tertiary street underground car park building canal deviation

Spatial Morphology Design Studio 2020

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running

cofee

prepare exhibition

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arriving from lunch Göteborg

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meet friends

skating

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The hub aims for a night and day urban life.

Several activities could take place during the day and some good place to go out are added since it’s mainly an office area.

The belvedere works as a landscape building that allow continuities and an understanding of the site.

Arrival on the square from the end of Dag Hammarskjölds

Järnbrott hub

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On the protected side of the square mostly restaurants and cafĂŠs are placed to create a place where people could stay. This lively alley will lead safely people until the entrance of the park. Commercial activities are located along the boulevards, where people are passing by.

The large block on the north will combined offices, hostel and cultural services such as a cinema. To contrast with the large blocks small pavilions are added on the square to support local, associative and diverse activities. Along the public space, smaller plots are located to generate an active and diverse square. Block dimensions doesnâ&#x20AC;&#x2122;t exceed a mesh of 80 m per 110 m, they are more suitable for the general functioning of the city centre. This idea is supported by A. Siksna in The effects of block size and form in North American and Australian city centres (1997).

The belvedere has a good location and welcome a community building in strength connection with the park.

Legend pedestrian bike tram hostel cafe/bar/restaurant cafe/bar community building associative pavilion cultural service office retail and service sport kiosk and information plot entrance

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The Angular Integration analysis shows how pathways in the nature reserve become more integrated on a daily basis. Fully connected to the urban square, the park will be used by several users.

Moreover, some residential neighbourhood which were clustered before seems to be more connected in the new network. They will have more easy access to public facilities but will probably lose a kind of privacy.

Those specific neighbourhood benefit for a better proximity of park entrances as well.

Attraction Distance to green spaces entrances | current situation

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Large blocks with high rise buildings are located on the north in order that the public square won’t be shaded. On the particular intersection of Dag Hammarskjölds boulevard two towers are facing each other to create a symbolic gate of the network city. Close to the entrance park, the volumes are lower to facilitate the orientation.

The project deals with several characteristics of public space and courtyards. “Private courtyard” are implemented by the municipality plan along Dag Hammarskjölds boulevard. In Järnbrott hub, the project implement a more public character. In order to increase collective use and ownership, a “club good yard” (on the left side of the square) and a “public good yard” (on the right side of the square) are designed. Those perspectives come from UNCOMMON GROUND (PhD thesis) by Eva Minoura (2015), chapter 1 and conclusions.

Legend 20 to 25 storeys 10 to 15 storeys 8 to 9 storeys 7 storeys 5 to 6 storeys 4 to 3 storeys 1 storey

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Block typologies

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As a symbol for the new entrance in the network city, creating a urban gate.

A block to follow, creating perspectives to the entrance park and the square.

Allow air, light, people and green connections to cross the block. It provides a protected area separated from the heavy traffic in both side of the block.

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The public square allows some free space for meeting people. Hard surfaces are balanced with natural area to increase the resilience of the soil.

1 The tram stop allow tram speed to be reduce and provide better pedestrian safety.

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cinema bike repair stand concert stages ice skating / dense stage skate park natural hills meeting places tram stop belvedere park entrance terraces bike storage

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The transversal path of the square leads directly to the tram stop and the park. It is a legible way which allow good recreative stops. From this pathway, you could reach a skate park, seat on stands or along ponds, or take advantage of a hilly natural soil. When the ground is dug, it could benefit as water management or ice skating during winter.

The north-south alley aspires to be a protected area. The trees and the continuous facade create a perspective until the park entrance. The active frontages make this alley a lively path where people could stay.

Transversal path

Active frontages on north-south alley

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The street sections shows soil diversity and distribution of flows. The project tends to provide large sidewalks and legible bicycle lanes. Balconies are placed on the private side, towards the courtyard.

The axonometric view shows the logic of public spaces and pathway linked to natural areas. The diversity of volumes and blocks makes Järnbrott a differing and vibrant urban hub.

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SEAMLESS TRANSITION BEATA LINDQVIST GSEducationalVersion

My project aims to create a good transition from the boulevard, as being an urban, lively high street, into a quieter residential area.

Simultaneously, focus has been directed to linking the built environment to the surrounding greenery.

Problem description

“The city of Gothenburg has chosen for a polycentric approach”, which might be questioned towards its ability to address social, economical, and environmental issues across the “intermediate cities” (segregation, car dependency, uncontrolled urban sprawl at the expenses of natural green spaces, etc.).

Thus, the masterplans’ aim is to develop and increase the link between those two “intermediate cities” to increase the centrality and attractiveness of these places and their ability to be more resilient towards their environment. By doing this, the vision is to develop Gothenburg from a network city, to a polycentric city.

Frölunda and Mölndal municipality, being two of these “intermediate cities”, are mainly dormitory-town and rely on the centrality and attractiveness of Gothenburg city-center to provide most of their needs (work, high-level education, culture, health, etc.). However, unlike many “intermediate cities”, Frölunda and Mölndal are close to each other and joined by Söderleden (high-speed ring road), and have the potential to develop a stronger link between each other.

Based on the analysis, five main problems were identified within the area that each correspond to an objective.

1. CLOSE AND STRENGHTEN THE LOOP

However, I have, in my proposal chosen to focus on three of them with the aim to fulfill the vision set out in the masterplan.

2. STRUCTURED NETWORK

3. INTEGRATE THE NATURAL AREAS

1. As the boulevard will be the spine through the area according to the masterplan, the proposal aims to create good conditions for this to happen.

URBAN BOULEVARD

HIERARCHY OF ROADS

GREEN STREETS AS CONNECTORS

2. Creating a hierarchy of roads from the most urban boulevard to intimate residential streets.

3. Green streets to connect the identified greeneries within the key area.

Seamless transition

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SEAMLESS TRANSITIONS | Context

The key project area lies in between the highly urban hub at Radiomotet and the new district park to the east. The area will therefore serve as a transition in the eastwest direction.

The area today is very much a grey industrial hub with large scale shopping malls and industrial facilities where high speed traffic dominates.

There is potential though, existing greenery lies on both sides of Sรถderleden and some bike lanes could be identified towards the nearby residential area, Eklanda.

It has been an important part, to keep the excising trees and use them in the design proposal.

Map showing the boundary of the key project

Existing greenery on site

The existing high speed road, Sรถderleden

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View over the project area. Section markers are showing where the conceptual section is taken, which can be seen on the following page.

Spatial Morphology Design Studio 2020

The Dynamic Spine

Concept 1. The conceptual section illustrates the main concept and focus points which are the transition from an urban high street to residential areas and linking the built environment to the surrounding greenery.

2. The green streets dock on the residential grove and create a connection to the urban park on the other side of the boulevard.

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RESIDENTIAL AREA

RESIDENTIAL GROVE

RESIDENTIAL AREA

URBAN BOULEVARD

URBAN PARK

RESIDENTIAL AREA

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3. By street configuration, create a hierarchy of roads. Using the primary and secondary roads set by the masterplan, a background network in the residential area with broken sight lines will contribute to the slow pace flow aimed for.

4. Create intermediate and more intimate spaces where high integration meets low betweenness in the residential area.

5. In order to link the built environment to the greenery, building typologies shall embrace green areas within the key project.

Going from broken perimeter blocks to freestanding houses, following the topography.

2. Green streets

6. Use preserved trees as a design tool, to encapsulate bigger courtyards into smaller, more private yards.

3. Hierarchy of roads

4. Intermediate spaces

7. In the proposal, the topography shall strategically be used as a differentiator to make the transition from public to private clear.

5. Embrace greenery

Residential movement

8. Create a desired movement by using building typologies to generate a fine gradient going from public to private.

Semi-public movement

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6. Preseserved trees

Seamless transition

7. Topography as a differentiator

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8. Movement

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SEAMLESS TRANSITIONS | Urban design proposal

The cut-out represents the focus area and can be seen more closely on page 16

The section can be seen on page 13

The aim of my proposal is to strengthen the idea of Gothenburg as a network city by transforming Söderleden from a highway into a high street. In order to achieve that, my main focus has been on creating a good transition from a residential area, through a residential grove, meeting the urban boulevard, further into an urban park, and lastly, meeting another residential area.

The key project area hosts mainly residential functions together with commercial activities along the boulevard. Hence, a few offices and commercial activities are placed within or on edges of the residential areas at well-located spots to increase the movement of people throughout the day.

Along the boulevard, high buildings and tall trees will serve as walls to the wide boulevards’s urban canyon. On the ground floor level, the entrance density is high, where commercial functions are located and residents access their apartments above.

Through passages on ground floor level, large perimeter blocks can be entered where big courtyards are divided into smaller, more private yards and backyards. The movement in and around the blocks will eventually lead to a residential grove, surrounded by broken perimeter blocks and freestanding houses. Height differences accentuate a gradient going from private to public.

On the south side of the boulevard, one can enter the urban park. Through winding paths, pedestrians and bikers gather and share the space. Along the paths and bike lanes, several activities take place, all with a sustainable and ‘green’ approach.

The project has been influenced by Eva Minoura’s work Uncommon Ground: Urban Form and Social Territory.

(Minoura (2016), UNCOMMON GROUND, ch 1).

Minoura claims that urban design is a negotiation between public and private interests where a complex variety of spatial situations are produced depending on how spaces are framed, and how interfaces are materialized. Her work also concentrates on how to design a well-functioning courtyard with both a high sense of ownership and a certain size to increase the frequency of use (Minoura, 2016).

Focus points throughout the project have laid on the transition from an urban high street into private courtyards, simultaneously the transition and interface between freestanding houses and the public, urban park. Therefore Minouras work has been useful.

Through storytelling, my main focus areas of investigation will be introduced, on the following pages.

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STORYTELLING | Residential Area

In the residential area it is important to create a feeling of belonging, where neighbours recognize one another and kids play in the streets. The main focus has been directed towards building configuration and the movement in and around them.

Though, by creating pedestrian paths from the boulevard some of the urban life can leak into the residential area.

Residential functions, number of floors VI - VIII V IV III II

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on

The analyses of angular integration, 500 m, supports the idea of locating an intimate square with some shops and a cafe in the residential area where local integration is high but the betweenness is low (page

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Illustration showing one of the intermediate and intimate locations in the residential area

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Urban Boulevard The boulevard shall be a lively high street throughout the day, have good conditions for commercial activities and function as an obvious path for soft mobilities where people meet and encounter.

Commercial functions, number of floors VI - VIII V III - IV II Boulevard

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Analyses of network betweenness, 5km, MN, shows that the boulevard will be an important street and an obvious route to take, hence commercial activities will profit from it.

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STORYTELLING | Urban Park Behind high trees and tall buildings the urban park emerges where several activities take place. Either you take part in urban farming, watch the kids play in the playground or take a stroll down the recreational path along the river.

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ZONING OF URBAN PARK

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Green streets To connect those three main features - residential area, boulevard and urban park - green streets have been implemented, going from the residential greenery in the north to the urban park in the south.

ZONING OF GREENRY Residential grove Urban park

Green street

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There is a high probability in the green streets being used by pedestrians as they pop out in the analyses, of Network Betweenness 1 km.

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SEAMLESS TRANSITION | Urban Rules

In order to create a well-functioning transition from urban high street to the residential areas as well as linking the built environment to the greenery, several urban rules have been implemented.

1. Portals at the ground level will allow some urbanity to leak into the courtyards and will serve as a good transition going from ‘public good’ to common. (Minoura (2019), UNCOMMON GROUND, ch 1).

2-4 Use preserved trees, two-story communal buildings, and height differences to divide the courtyards and hence, encapsulate the yards to achieve a higher sense of ownership. Simultaneously the two-story communal buildings will break sightlines to reduce through-movement.

1. Portals

2. Use preserved trees to encapsulate

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Two-story communal buildings as dividers

4. Use heigt differences

5. Enclosed private yards

6. An interior maze of paths in the courtyards

7. Increase in building height

8. Entrance density with commercial groundfloors

5. To achieve ‘private good’, yards are approx. 500 sqm and 85 % enclosed.

Minoura (2019).

6. An interior maze of paths in the courtyards will serve as a transition from the primary roads clear sightlines.

7. Building height increases towards the boulevard.

8. Entrance density is higher along primary and secondary roads. Along the boulevard, the groundfloors will contain commercial functions.

9. Division of smaller plots along primary and secondary roads to achieve a high entrance density.

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Analyses of angular integration for pedestrians, 500 m, support these ideas.

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The entrances to the buildings in the park will be facing each other and paths will lead to a common semi-public in-between park. According to Jane Jacobs, people who are strangers will keep an eye out for one another and that a collective feeling of security can be experienced. Furthermore, she claims that this is the reason why lively areas often come across as safer to move around in, than desolated areas in the city (Jacobs J, 1961, The Death and Life of Great American Cities).

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The courtyard will therefore lay within the spectra of ‘small club good’ with a collective ownership (Minoura, 2016, p. 351).

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one or several maps (general distribution of uses, III uses in ground floors IIII III 3.

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Due to those in-between, narrow streets’ high integration, but low betweenness, they will have the potential to bring some urban life into the residential area.

The general streets in the residential area with high integration and low betweenness at all scales are referred to as background streets (Berghauser Pont, 2019, ch. 6a).

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FRÖLUNDA GROUP 2 CLOSING THE LOOP

General context Vision and proposal - Concept Vision and proposal - Masterplan Public Transport Loop Tranformation Areas Loop Green Social Loop Green Ecological Loop

Selected key projects: Between mountain patches The green trail Green link

Albin Aldén Marta Morato Costa Juntian Chen

GENERAL CONTEXT

Frolunda and Molndal are located south of Gothenburg city, at the foot of the Anggardsbergen nature park. Both Frolunda and Molndal are characterised by blocks of housing estates with high-rise apartment buildings built under Swedenâ&#x20AC;&#x2122;s million home programme (Miljonprogrammet). These housing estates are generally known for being inwards facing, with most buildings facing internally and not addressing the street.

The area has a history of agriculture; archival images from the 1960s (from before the 159 highway was built) show the entire area consisting of land for farming purposes. However more recently, this area has developed to become known largely as an industrial area for retail and/or warehouse purposes. The underlying street structure of this area reflects this program. Typically, the street block sizes suit buildings with larger footprints, reinforcing a car centric focus and a lack of walkability.

Images from our groups site visit: depicting the variety of housing within the masterplan area, from villas and rowhouses to point towers.

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Closing the loop

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VISION AND PROPOSAL | CONCEPT

The fundamental idea driving the design of the masterplan is to ‘close the loop’ between Frolunda and Molndal, creating a continuous connection to the city centre of Gothenburg, around Anggardsbergen. This idea was generated through analysis of GIS integration and betweenness visualisations, where it was noticed that there were high levels of integrations in areas of Anggardsbergen, but was notably deficient in the area between Frolunda and Molndal.

Our Masterplan aims to provide the structural framework for the development of a corridor between Frolunda and Molndal that connects several diverse and vibrant areas of transformation. The idea of ‘closing the loop’ underpins the design decisions of the masterplan, specifically in sections of the masterplan including public transport, areas of transformation and green areas. These sections, alongside targeted densification in specific areas, seek to cater for the increasing population of Gothenburg and provide a walkable city with a reduced reliance on cars.

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Four main strategies are illustrated overleaf, and include the provision of a new tram line (see Diagram 1) is an efficient link between Frolunda and Molndal and aims to provide greater accessibility on a global scale.

Areas along the new tramline have been identified as areas of transformation (see Diagram 2) to cater for the increasing population of Gothenburg.

A new green trail (see Diagram 3) connects proposed new green spaces (both social and ecological) to existing trails in Anggardsbergen, providing greater local access to public green spaces. Some of these new green spaces are pocket forests, creating new ecological corridors to enhance the global green loop (see Diagram 4).

These loops improves the resilience of the local plant/animal population by providing more ways for wildlife to move throughout the area.

Closing the loop

1) PUBLIC TRANSPORT 2) TRANSFORMATION AREAS 3) GREEN LOOP - SOCIAL 4) GREEN LOOP - ECOLOGICAL

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VISION AND PROPOSAL | MASTERPLAN

The masterplan was designed in conjunction with the proposals for the local municipality’s new boulevard, as well as the two proposed mixed use developments at Hogsbo and Forsaker, which bookend the proposed masterplan.

The masterplan envisions the activation of this corridor, keeping the existing 159 highway (due to its importance in the global network), and creating a new ‘local’ high street with a new tram line. An important consideration was countering the impact of the 159 on the proposed dwellings south of the new tram line. The potential impact of the highway was mitigated through ensuring sufficient distance from the highway, and a green belt consisting of a recreational outdoor areas and a productive agroforest, providing a sound buffer and potential for agricultural harvest.

The proposal to ‘close the loop’ aims to provide the structural framework for the development of a diverse and vibrant new area between Frolunda and Molndal. This is achieved on Street network several levels: transportation, green areas and transformation areas. These seek to cater for the increasing population of Primary Street Gothenburg and provide an area of both localSecondary andStreet global attraction, characterised by walkable neighbourhoods with Existing tram line good access to public transport and green areas.

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CLOSING THE LOOP | PUBLIC TRANSPORT Änggårdsbergen. Most of the existing public entrances to Änggårdsbergen are from north; there is a distinct lack of public, globally connected entrances from the southern edge as most of them are accessed from local residences’ backyards.

The intention in overlapping the transport and green networks is to provide a point of global accessibility in Änggardsbergen, to link up to the existing park trails within the park.

The proposed tram line runs east to west, from Frölunda to Mölndal, on a similar route to the existing bus route.

The route was placed on street segments that have relatively high betweenness for the area, and were identified to have the best potential to be developed into a high street. Two different tram connection routes that pass through the proposed municipality boulevard increases the boulevards connectivity and aids the creation of vibrant nodes at each tram stop.

One of the new tram stops is at a new entrance park to

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PUBLIC TRANSPORT | Comparisons Comparison | Attraction betweenness 3km (streets to public transport stops) This analysis shows the density of public transport stops, and that the situation is improved in our proposal.

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CLOSING THE LOOP | TRANSFORMATION AREAS

The vision with our proposal is closing the loop`by transforming the large scale industrial area into a well integrated mixed use residential area with local access to public transport.

The large scale of existing industrial blocks due to the large footprint required has resulted in a lack of walkability. Moudon’s Urbanism by Numbers1 highlighted the importance of lot size and walkability; and the role of a good urban infrastructure in supporting the ability and desire of residents to walk to their local amenities.

There are two scales of residential zoning, small scale residential and apartments. The small scale residential zones are envisioned to be villas and freestanding homes, while apartment buildings are to be a maximum of 6 stories. The smaller scales are generally located at the fringes, further away from the tram line and connected primary roads - for more suburban blocks. In contrast, the apartments are concentrated along the primary roads and around tram stops. These provide the population density to support the public transport network and other commercial and mixed use activities in these hubs.

The existing street network was used as a starting point, and smaller blocks were carved out at a size more suited for residential and mixed use zoning. These block sizes support the vision of a pedestrian scaled development, and a desire to move away from the existing car centric design.

Based on the proposed density (FSI), the assumptions that each dwelling is on average 100m GFA and that each dwelling is inhabited by approximately 2 persons, the calculated number of dwellings is between 12 - 18000, and the number of inhabitants between 24 - 36000.

Anne Vernez Moudon & Chanam Lee. “Urbanism by Numbers”. In Making the Metropolitan Landscape, edited by Jacqueline Tatom & Jennifer Stauber, 57-77. New York: Routledge, 2009.

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Generally, mixed use lots (retail/commercial ground floor; residential above) were placed along street network areas of high betweenness. Streets with a high betweenness value are known to generate more pedestrian movement, aiding the creation of a more vibrant urban life. This idea is discussed by Hillier et al in his paper ‘Natural Movement’2. In order to design a well-used urban space, its use and movement is determined by the configurational relation to the larger urban system, rather than local properties.

2 Hillier et al, “Natural Movement: or, configuration and attraction in urban pedestrian movement” Planning and Design, 1993, Volume 20 pages 29-66

Meta Berghauser Pont, Gianna Stavroulaki & Lars Marcus, “Development of urban types based on network centrality, built density and their impact on pedestrian movement” Urban Analytics and City Science 2019, Vol. 46(8), 1549-1564

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As the proposed tram line is also located on the road with highest betweenness, there is an overlap in concentration of mixed use functions and the tram line. Berghauser Pont et al’s paper exploring urban types3 discusses how generally, the lowest intensity of pedestrian flow is found in the areas with the lowest FSI & GSI, while the highest is in areas with the highest combination of FSI and GSI. This idea is reflected in our masterplan, with an increased density and FSI/GSI of the lots in direct proximity to proposed tram stops, with the intention of creating smaller ‘hubs’ around each stop. Sites with public functions (for example local schools) are located on the secondary road network, close to public social green areas.

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Closing the loop

Comparison | Angular integration 5km The analysis shows a high integration in the proposed new street network. Mรถlndal is more centralized but still unequal to Frรถlunda is terms of integration. Several experiments have shown that Mรถlndal requires a major intervention in order to get a higher integration. Centralizing it further is something that would merit its own masterplan project.

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The analysis shows our proposal has a high through movement along the tram line. The smaller scales are generally located further away from the tram line and connected primary roads. In contrast, the apartments are concentrated along the primary roads and around tram stops. These provide the population density to support the public transport network and other commercial and mixed use activities.

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CLOSING THE LOOP | GREEN SOCIAL

A new green loop traverses the area of the proposed masterplan, envisioned to be a local walking trail that connects the three different types of green areas: social, agricultural and ecological.

These proposed vegetation and productive plants have the potential to provide different activities (such as picking blueberries and enjoying the changing trees throughout different seasons).

These include small nature reserve pocket parks (north entrance of green trail, link to Hogsbo Pegmatitbrott) that can serve either social (for the green areas located on secondary streets near the proposed schools), or ecological functions (small existing clusters of forest on hills).

The trail also passes green infrastructure (such as a water treatment wetland or swale), which is integrated with the proposed street network, as well as the proposed agroforest.

Consistent throughout the green trail are the species of plants, that provide a visual cue to visitors of the continuity of the trail even as it passes through distinct sections of the masterplan.

Section 1 | Public area

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Section 2 | Green social area

Section 3 | Green trail

The southern part of the green trail passes through both proposed agricultural land for food production, and links to an existing tract of farmland of local importance that has been in use before the development of the 159 highway (see historical map on page 22v).

The edge of the agricultural land bordering the 159 consists of agroforest, composed of dense undergrowth and shrubs that can be harvested, providing a source of food production as well as a sound barrier to the residences beyond the farm land. (Section 5)

Section 4 | Transformation area

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Section 5| Farm fields

Closing the loop

GREEN SOCIAL | Comparisons

Comparison | Attraction reach 3km (street network to park entrances) This analysis shows the accessibility of each street to the park entrances in the area. The new street network provides greater access to the nearest entrances in most of the transformation areas, mainly in Eklanda city.

Park Entrances Reach 1 GOT_NMS_20-03-09_AR_w3k_f_green_NumberOf Entrances 0 - 10 10 - 20

20 - 30 30- 40 40 - 50 40 - 50 50 - 100 50 - 100 100 - 200 100 - 200 200 - 303 200 - 300 20 - 30 30 - 40

Current situation

rances Reach 1

Proposal

Comparison | Attraction distance 1km (park entrances to public transport stops)

Park Entrances Reach 2

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Distance from park entrance to nearest public transport stop

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sgasdgasdgs Current situation

Green social | Spatial analysis

This analysis shows the connection between park entrances and public transport stops.

The accessibility is improved due to the new tram line, new green areas and entrances proposed.

Proposal

500 - 998500 - 998

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CLOSING THE LOOP | GREEN ECOLOGICAL

In our master plan, we also tried to connect the ecological gap by closing the ecological loop from Änggårdsbergen to the nature reserve in the south. In the last sixty years, small scale farmland turned into a monoculture and continuous biotopes have been cut by infrastructures like highway 159, different industries and large scale ware houses, which greatly affects diversity of species and connectivity of habitats.

Our strategy in the masterplan is to connect the habitat from north to south by adding pocket parks and an ecoduct in order to build a continuous ecological corridor. At the same time, we also propose an agroforest along highway 159 so that local biotopes are connected through the forest. The agroforest can also be able to function as a sound barrier and produce food for local residents.

The section below shows our proposed farmland. Here we chose different kinds of species that can be able to adapt to the local climate in west Sweden and they can also be able to support eachother by being planted together.

Trees in the agroforest can be Quercus robu, Corylus avellana and Fagus sylvatica, while upper plants can be Saskatoon berries, Sea buckthorn and Commom hazelnut. They can function as food producing plants and habitats for species at the same time.

Frölunda to Mölndal ca. 1960

Frölunda to Mölndal 2019

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Closing the loop

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Green network

Green ecological

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KEY PROJECTS

“The green trail”

“Between mountain patches”

This key project seeks to systematize the design process of a green path through the categorization of the gradual presence of greenery in the urban fabric, establishing design tools focused on the development of a social green corridor.

This key project centers on an important part of the proposed boulevard between Mölndal and Frölunda. Difficult but valuable topographic conditions meet demands for accessibility, and densification pressure meet demands for greenery.

“Green link”

“Residential fabric”

This project focuses on how to close the ecological gap between forest in Eklanda and southern part of forest. Also, developing a connection between the ecological and social

This key project aims on closing the loop around Änggårdsbergen in terms of dwellings, by transforming the current industrial area in Eklanda into a mixed use/ residential area using the new tram line as a carrier.

dimension to make people benefit from ecological service.

“The crossroads” This key project is an adaptive reuse of the existing highway infrastructure to create a significant marker for the entrance to the new master plan area. The project aims to create a new pedestrian and cyclist-centric crossing and corresponding urban space that remains sympathetic to the existing residential neighbourhood and future municipality developments.

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Each of the key projects target a separate issue, in order to create a development plan for the specific area that is in line with the core vision and concepts behind “Closing the loop”.

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“The crossroads”

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“Between mountain patches”

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“Residential fabric”

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THE GREEN TRAIL MARTA MORATO COSTA This project seeks to define how the green corridor interacts with the residential fabric and the main green areas, being the link between essential leisure places in the neighborhood and trying to characterized the path with architectural design elements of greater definition.

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With reference to the masterplan from which this project originates (‘Closing the loop’), the area chosen for the intervention shows again a loop with certain importance as a nexus of the green areas and the large park of Änggårdsbergen. The main idea of this project is to make use of the interstitial spaces in the urban fabric, appropriating them to create more green public space; in this way, the path is an element that expands and contracts, a source of new green spaces in the residential area as well as facilitating access to those that already exist.

THE GREEN TRAIL

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THE GREEN TRAIL | Problem description 0

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1. These analyses show how there are two main problems concerning the green path: firstly, the obvious lack of entrances to Ă&#x201E;nggĂĽrdsbergen; secondly, the current lack of definition of the path in the zones that are more in contact with green areas.

Those places where the path has a greater role as a provider of access to green spaces within the whole urban fabric must have a larger presence of design elements.

2. The proposals are then resolved in two different scales: on one hand, the great entrance to the park with the addition of new routes that connect with the existing ones; secondly, the choice of three areas, coinciding with three cases of different accessibility to green spaces in the urban structure, where the path will have different design elements appropriate to the corresponding situation.

3. These two images show the green trail characterized in the two different environments: one more green (upper) and another more urban (lower). The upper perspective shows the way in which the entrances are placed according to the position of the tram stops and the almost natural way to approach the entrance in this area, where the topography is very dominant. On the other hand, the lower perspective shows a more urban context, in which the path goes through different situations meandering the existing topography and giving structural support to the social green areas, mostly connected thanks to it.

Attraction reach to green areas from street network (w. 500m)

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Key structure 0

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Section 1 | Public facilities

Section 2 | Between blocks

Section 3 | Entrance to Ă&#x201E;nggĂĽrdsbergen

Leyend Green Residential blocks proposed Public facilities Green social area Forest

THE GREEN TRAIL

This map shows the main interactions of the trail with three very different structural elements: residential/ public, green social areas and existing forest areas. The pieces that the green trail deals with are highlighted here based on a system of green gradients explained on the next page (pag. 6).

In general, there is a greater presence of green areas, whether controlled or wild. However, it is interesting to think that the path can contribute to the urban fabric or the other way around, as well as the presence of the trail next to public facilities.

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THE GREEN TRAIL | Gradients: the system 0

A categorization system is proposed based on the quality and quantity of green the trail is in contact with, to characterize how the trail behaves as it passes through different situations.

The fundamental idea of this document is to generate a methodology thanks to which the greenway can be adapted to the urban and green fabric. Thanks to this quantitative and analytical characterization of the spaces through which the greenway passes, it is decided the range of design elements to be used in each of the various situations with the aim of generating a sequence of spaces. These spaces share the same character and objective but with a varying percentage of architectural expression.

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Leyend Illustration Selected Residential area Green social area Forest

To generate this system, the previously commented analyses are used (attraction reach to park entrances from streets, w. 500m) , overlaying them with network betweeness analyses, that give information about the green gradients along the path and how it interacts with the main urban structure of the area.

We propose a maximum range of space that the trail can spread greenery, thanks to which we measure the amount of access to green in the area: the length of the lines perpendicular to the trail show quantitatively the green that can be accessed in that specific area and in which part of the interval has more presence.

On the other hand, the green palette of these lines correspond to each different situation (for example, for the situation â&#x20AC;&#x153;85% forest + 15% urbanâ&#x20AC;? a dark green is used which helps to qualitatively categorize the presence of green in that area).

85% urban 15% forest

a) Illustration

c) Illustration

40% social green 40% forest 20% urban

60% social green 30% forest 10% urban b) Illustration

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a) Illustration

85% urban 15% forest In order to explain the gradients of greenery through which the green path passes, I use 3D illustrations of three different situations, which do not coincide with the projectâ&#x20AC;&#x2122;s development areas and without the design elements that characterize it, with the aim of showing the diversity of contexts.

A distinction is made between the path coming in contact with a controlled social green area and the path passing by a dense grove of trees. Residential areas and public facilities are also taken into account.

Although the path lists more than 6 different situations, those that are interesting for the development of the project are those that are in contact with the greatest number of situations and different percentages to see which elements the path uses to maintain continuity, an essential characteristic for a green corridor. â&#x20AC;&#x153;A complex variety of spatial situations are produced depending on how spaces are framed and how the interfaces are materialized.â&#x20AC;?

c) Illustration

b) Illustration

THE GREEN TRAIL

40% social green 40% forest 20% urban

60% social green 30% forest 10% urban

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THE GREEN TRAIL | Concepts

1. Reference areas (characteristic architecture elements along the trail)

3. Differenciation (freedom in spreading greenery)

2. Incorporation of green (to the schools, to the street, to the social green)

4. Colonization (semi-public spaces are articulated throughout the trail in this area towards Änggårdsbergen )

Therefore, four basic concepts are proposed for the design, based on the premise that the path is an element that allows the access and the addition of green to the urban fabric.

in relation to the chosen space. The current diagram shows an area of public facilities (specifically a school), which the trail provides with a grandstand for outdoor classes or public activities.

3. The path tries to differentiate its own design elements, thanks to the design tools we will see in the next page, as the presence of green in the adjacent areas characterizes its design and allows to systematize the design process.

2. Thanks to the layout of the buildings and their entrances, the blocks create interstitial spaces that the path incorporates as its own, also providing green areas to each of the blocks it passes through. The oblique lines help it to generate a more private and less intrusive atmosphere without entrances turned towards it.

The “freedom” to spread green in the two situations is different, being much less rigid in the recreational area. Therefore, there is a correlation between the amount of green it can add and the presence of controlled or wild green.

All these diagrams are based on the idea above, but dealing with different urban and spatial situations.

1. The use of emblematic architectural elements along the trail establishes a topological continuity during its route. Each of these elements serves a specific function

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4. At the moment it gets closer to Anggarbergen, the trail continues parallel to a residential area overturned towards the huge park. The idea is to colonize the patios of these blocks in order to articulate semipublic spaces along this small stretch, as if the park were penetrating these blocks. As we can see in the 2D diagram and in the illustration, the behavior of the path manifests itself differently when it circulates between blocks (in a more urban context) or when it connects with a social green area, as is the case here.

Closing the loop

Project References This project takes as a reference three different projects, closely related with the three different scales of intervention that this project deals with: •In relation to the urban greenery, on a large scale: Riesefeld, Fribourg-enBrisgau, Germany, 1992; Atelier Lucien Kroll, John Tillman Lyle, Jörn Coppijn. (1) •Regarding the gradients of low/high control of public spaces, on an intermediate scale: Eva Minoura’s doctoral thesis Uncommon Ground: Urban form and social territory. (KTH, Stockholm, 2016). (2)

Greenery, together with a pedestrian oriented urban structure, are the defining elements of the Riesefeld project. Water permeated the settlement, characterizing its urban fabric. Parks, woods and meadows abound, while smaller-scale green spaces are interspersed among the blocks, providing places for relaxation, children’s games or community events.

(Eco-Urbanism: Sustainable Human Settlements: 60 case studies, page 93)

• Concerning urban or landscape design, in low scale: Piedra Tosca Park, RCR Arquitectes, 2016. (3)

“Implicit in any urban design is a negotiation between public and private interests.

Such a negotiation is articulated and made legible in the facades, fences and even more subtle edges separating this from that.” (Abstract, E. Minoura, p. 1)

In the first referente (1), urban spaces are juxtaposed without resorting to a prefabricated geometry, but rather analysing each one on an individual basis to realize its latent potential. The resulting “disorder” is only apparent, as it reflects and enables a particular way of life. Urban life can thus be experienced at a slower pace, providing time and space for urban interface and social interaction.

The second reference (2), the Eva Minoura’s thesis acquires importance in the project when the green path circulates through the urban context, where the legibility of public and private interfaces reaches implications in the design of the space in particular.

This text highlights the importance of making clear through the design when a courtyard acts as an urban park and when it does not act as such, recognizing which are the design elements that invite to use a space or even take care of it .

“The problem begins when they appear to be public spaces open to everyone, but do not act as such territorially”.

(2) Eva Minoura’s doctoral thesis Uncommon Ground: Urban form and social territory. (KTH, Stockholm, 2016).

The way in which this project adresses the gradients of control over urban space is specifically illustrated in the section “Between blocks” .

In relation to the last reference (3), through the use of corten steel in landscape design, RCR has developed a particular way of understanding the environment. The colour of the natural environment is in constant mutation, and a way of integration with the green landscape is chromatic and textural transformation achieved with rusty surfaces.

(1) Riesefeld, Fribourg-en-Brisgau, Germany, 1992

THE GREEN TRAIL

This inherent characteristic of many of the materials of popular architecture, is achieved in Piedra Tosca Park with corten steel, which present favourable conditions for achieving this resilience. The patina as an architectural component of intense expressive value, generates in RCR’s work an enormous expressiveness in its landscape and architectural interventions, dematerialising the limits between natural and artificial design elements.

( 3) Piedra Tosca Park, RCR Arquitectes, 2016.

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THE GREEN TRAIL | Design Tools

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1. Engage the topography and use of the same architectonic expression for different situations.

2. Height difference, separate from the traffic.

3. Trees row.

4. Pavement and material.

5. Lighting.

6. Social interaction and slow pace.

7. Tree rings, important for maintenance.

8. Handrail that defines the green trail as an independent element.

All the design tools vary in quantity in each situation as has been said throughout this report, and they all have a common goal: to give continuity and character to the green path.

element. The use of corten steel panels is proposed as containment for the land, a design that is then reproduced on the street furniture and the entrance to Ă&#x201E;nggĂĽrdsbergen.

it passes through pedestrian areas, it is slightly separated from residential and public areas, differentiating it as an independent element.

the tree rings, also contribute to characterized the path.

Firstly, in situations with more architectural presence (more green) such as entrances to social green spaces or forests, the same architectural expression is used, taking into account the topography as one more design

When the green path meets a more urban context and runs alongside the tram line or traffic, it is important to mark the difference between the two movement networks, and to do so, give them their separate character.

As we will see in detail in the sections, even when

The use of a tree rows and a handrail has the same role as differentiation in height, consolidating the green path as an independent element, also highlighting the continuity along the different situations that frame the path. The pavements and materials, in combination with

Spatial Morphology Design Studio 2020

The trail aims to stimulate social interaction and slow pedestrian pace, so the proposal of seating areas with the same rhythm as the lighting and the tree rows, seeks to generate a more paused atmosphere as well as the characterization of the trail not only as a network but also as a meeting place for the neighborhood.

Closing the loop

Design Tools 0

The previous page shows a catalogue of architectonic tools that characterise the path as a green street, as an independent network from the rest of the urban fabric. These elements can be applied in a multitude of ways in the project when it comes to designing a green social corridor.

This illustration represents how the design tools (explained on the previous page) could be incorporated into specific elements in this particular project, but which would not necessarily have to be the same if we are talking about other â&#x20AC;&#x153;social green corridorâ&#x20AC;? proposals or different locations. It also represents an image with all the elements together, a situation that may occur in certain

THE GREEN TRAIL

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places of the project but not necessarily in all - again mentioning the gradients of greenery in the proposal.

The perspective from which these tools are considered focuses on the social green aspects of the corridor, leaving aside the ecological perspective and focusing on which sociological elements define this kind of network. As a further new development to be taken into account to complete this study, a similar strategy should be implemented with only ecological design elements and therefore have the full catalogue.

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THE GREEN TRAIL | Public facilities 10 m

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The first of the concepts explained previously is called â&#x20AC;&#x153;Reference areasâ&#x20AC;?, with the implementation of characteristic architectural elements. These elements establish a topological continuity along the path that guides the walkers and makes them feel that they are still on the same route.

The current section and illustrations show a specific public facility area (in this case a school), where the green path expands and contributes to this particular public role, giving it an amphitheater and a small square for outdoor classes and activities. The first illustration, chosen as this projectâ&#x20AC;&#x2122;s cover, really shows how the green corridor is an element that expands and contracts as it flows through the urban fabric.

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Low green/ High High green/ Low

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Parallel to this expansion of the path, it also takes place the entrance to the school from the trail. In the second illustration it can be seen how the same architectural elements discussed so far create the entrance and organize the green space around the school. Both scenes show how the path takes over the adjacent spaces giving them their own character and using the same elements and materials.

Gradient of green spread out by the green trail Gradient of controlled/ non controlled public spaces between the blocks

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While when categorizing the different urban spaces that frame the green trail it is proposed a system based on the quality and quantity of green that is in contact with it, in the sections of the project it is possible to mention two linear gradients, represented in parallel to each section.

On one hand, once again it is mention the “gradients of green”, with the path as the maximum presence of green that distributes and adds greenery to its adjacent spaces. This presence of green dilutes and diminishes the further it moves away from the centre of the path. On the other hand, it is mention the “gradients of control” in public spaces; where the path is a public network with low control that gives access to spaces accessible to everyone. The further you move away from the path, there is more control over the spaces, whether it is public or private (see section “Between blocks”).

This section shows the double entrance to a school framed by two parallel streets: the green trail and a secondary motorized street. Access to the school can then be made either from the secondary street or from the path. In this case the gradient will not be symmetrical, as we will see in the next section (page “Between blocks”), but it will find its point of maximum green presence in trail, and will decrease towards the secondary street.

In the same way, the small square/amphitheatre together with the path itself represent urban spaces with low control, totally accessible; while when the section continues towards the motorised secondary road the level of control increases, finding its maximum in the private patios of the villas adjacent to the secondary road.

Reference areas (characteristic architecture elements along the trail)

THE GREEN TRAIL

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These three illustrations show how the midpoint of the green path is the starting point of two parallel gradients are produced: the green grandient and the gradient over the control of public spaces. This section illustrates how the path is the maximum point of green presence and how it distributes it towards the adjacent spaces (characterized in these illustrations), but it is also a public network that has low control, next to courtyards that everyone can access; you can even see in illustration 1 that it has a childrenâ&#x20AC;&#x2122;s playground and urban furniture that follow the design tools explained before, characterizing this public space as an addition to the path.

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(3)

In order to generate a contrast between high control areas and fully public areas, new design tools appear that we have not yet talked about and that represent a new layer in this project.

Illustrations 2 and 3 represent, respectively, the transition between spaces adjacent to the path (low control) and spaces further away from it (high control) - illustration 2 - and block entrances area/ private areas - illustration 3.

Gradient of green spread out by the green trail Gradient of controlled/ non controlled public spaces between the blocks

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As a constant throughout the project, the topography and the differentiation of the path as an independent network element play an essential role.

Again, when it comes to generating contrast between semipublic spaces that cannot be accessed from the green path, the topography is once again a design tool, generating a difference in height as well as avoiding using the same architectural expression as the adjacent spaces.

In illustration 2 it is shown that stairs and ramps make the transition from a space with urban furniture characteristic of the project, to a situation of closed space of a neighbourhood with urban farming and private gardens.

Illustration 3, shows that the entrance to one of the blocks is produced far from the green path, with the presence of the same design elements that we saw in the distance in the illustration of the transition (2). These areas have private courtyards for the neighbours, which adds a new layer of control to the gradient from the green path. â&#x20AC;&#x153;In the city, the interplay of open space, building and boundary produces a patchwork of subspaces, which we can consider as potential urban territories.â&#x20AC;?(E. Minoura, Uncommon Ground: Urban form and social territory, Abstract, p. 1).

Incorporation of green (to the schools, to the street, to the social green)

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THE GREEN TRAIL | Entrance to Änggårdsbergen

The entrance to the park in Änggårdsbergen is considered the starting and ending point of the green trail, as it is treated differently from the other interventions throughout the project.

The influence of this intervention (already mentioned in the Project References, page 9) is the Piedra Tosca Park by RCR, with the constant use of corten steel as the unifying material of the route.

A first transverse volume acts as a representation of the entrance, overlapping with the green path. This entrance volume compresses the space to later meet the green social space adjacent to the trail. The oblique arrangement of the volume allows the generation of a waiting space for the tram stop, thus providing a strong connection between the green infrastructure and the transport network in this residential area.

With generating an entrance space, as well as recreational areas, the project seeks to enhance the strong role of the topography and to activate the factor of surprise in its discovery through the process of entering the park. The narrow dotted line (the steel panels), allows you to circulate through space and the broken and geometrical shape of the steel lines contrasts with the round rocky and greenery masses.

In the section on the next page we can see how it takes place a special entrance to the residential blocks located next to the park of Änggårdsbergen, taking into account the complicated topography that distinguishes them.

The small bridges that create the entrance to the courtyards also allow continuity in the characteristic design elements of the trail, so that their presence constitutes the colonization of these courtyards as new semi-public spaces on the green path.

Once again, corten steel as a characteristic material is the one that serves as a guide through the complicated topography, generating the first part of the route towards the interior of the park.

Differenciation (freedom in spreading greenery)

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Colonization (semi-public spaces are articulated throughout the trail in this area towards Änggårdsbergen )

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As a constant throughout the project, the difference in height between the green path and the road is important when differentiating it as an independent element and for the design of the small recreational areas before the entrance.

Closing the loop

Entrance to Änggårdsbergen 0

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GREEN LINK JUNTIAN CHEN

The aim of this project is focus on how to close the ecological gap between forest in Eklanda and southern part of forest.

Also,in my project I also thought about how to connect eco to social and make people benefit from ecological service.

ext

Problem description

Background and theroy

？

The aim of the green link project is to think about how to realize the goal of closing the ecological loop and create continuous ecocorridor in our masterplan of Frolunda.

Site of the project is located in the field near Änggårdsbergen, where there is currently farmland for growing only grain and grass. At the same time, the continuous farmland is splited by highway 159 and that cause difficulties for animal and local species to migrate from the habitats in the north to the forest in southern Gothenburg. So the project of green link focused on researching the guidline of remediating the ecological gap and creating healthy ecological pattern that can provide both social value and ecological system services.

The design project for habitats and ecological corridor is based

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Current ecological gap

Green Link Broader context

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In order to improve the ecological quality of habitats and the link, Theroy of agriculture science which focused on monoculture and permaculture is also taken into consideration, which provide base for renovating local monoculture field and redesign forest in agroforest, potential habitats and potential ecological corridor in this site.

Continuous small sclae farmland near Änggårdsbergen, 1960

Finally the reflection paper discuss to what extent the initial hypothesis can be confirmed and what are the possible developments of this study.

Farmland cutted by infrastructure near Änggårdsbergen, 2020

1.How to connect habitat?

2.How to link eco to urban l 3.How to plan green trail in

Broader context

on landscape ecology theroy and EU ecoduct guideline. For linking ecological to social, the theroy is based on urban morphology and I used these theroy to think about creating a better framwork for developing city and the relationship between humam path and potential nature habitats.

3 MAIN PROBLEMS 1.How to connect habitat?

1.How to connect habit A. How to connect habitats?

B. How to link eco to urban life? eco to urb 2.How to link eco to urban life?

2.How to link C.How to plan green trail in this site?

3.How to plan green trail in this site?3.How to plan green tra

Closing the ecological loop

1.How to connect 1.Howhabitat? to connect habitat?

2.How to link eco to urban life?

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Analysis of ecological condition 1.Local habitats shows characteristic of fragmentation. The area of 45 fragments range from 44 M² to 3970M².

2.Only four existing ecological corridors between habitats in the farmland north of Frolundagatan. two corridors located along the side of road. one corridor located along stream and one is the hedge along the boundary of residential plots.

3.The connection of the nature reservate from north to south are cut by highway 159 and Frolundagatan.

Cutting the local scale eco-connection.

Cutting the meadow landscape

Cutting the global scale eco connection

Legend Meadow landscape

Conflicts points point Conflict

Plots boundary Building Area of existing habitats fragment is from 44m² to 3970m²

Legend Exsisting forest Exsisting farmland Facimus est xczczxczczxczczczc zasdsdfragments Habitats Facimus est xczczxczczxczczczc Existing eco corridor Exsisting Facimuseco estcorridor

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Steps and strategies in planning

Green Link

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GREEN LINK | Ecological corridor types - flow distribution 0

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A.TYPES OF ECO-CORRIDOR

Legend Facimus est xczczxczczxczczczc zasdsd Facimus est xczczxczczxczczczc Facimus est

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Entrance of farmpark

Route of farmland boundary

B.FLOW OF DISTRIBUTION

Nature reservate

Entrances of farmpark

Pocket parks (biotopes)

Entrances of pocket parks

Green strip

Green trail

Ecoduct

Green route

Farmland hedge corridor

Route of farmland boundary

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Closing the loop

D. 6 KEY AREA KEY AREA

C. DEVELOPMENT DEVELOPMENT PLAN PLAN DEVELOPMENT PLAN DEVELOPMENT PLAN 100 0

KEY AREA AREA Public space in the in edge KEY 1.Public space the edge

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1.Public space space in in the the edge edge 1.Public

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Ecoduct by the side of the tram line

F

A.Public space between new blocks and farmpark

Ecoduct by the side of the tram line Ecoductby bythe theside sideofofthe thetram tramline line Ecoduct

FFF

B Wetland landscape between villa and farm park

2.Divers types of green trail related to and landscape A Public space between new block and farm park 2. Diverse of green trail related to landscape A Public Publictype space between new block and farm farm park A space between new block park

F. B

B.Wetland green space betweem villa and farmpark

A Public space between new block and farm park

B Wetland landscape between villa and farm park B Wetland Wetland landscape landscape between between villa villa and and farm farm park park B

2. Diverse Diverse type type of of green green trail trail related related to to landscape landscape 2.

West edge wetland park

B B B B.

West edge wetland park Westedge edgewetland wetlandpark park West

parblic square

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parblic square parblicsquare square parblic

A A A

A. C

Meadow bridge

C C C

C.

Meadow bridge Meadowbridge bridge Meadow

D Green trail across ecological corridor

D D D

D.

Green trail across ecological corridor Greentrail trailacross acrossecological ecologicalcorridor corridor Green

C.Green trail meadow C Green trailbridge bridgeacross across natural natural meadow

D.Green trailDbridge ecological Greenacross trail bridge across corridor

C Green trail bridge across natural meadow 3. Ecoduct link green pocket park habitats 3.Ecoduct-link pocket park biotopes C Green Green trail trail bridge across natural meadow C bridge across natural meadow 3.

Ecoduct link green pocket park habitats 3. Ecoduct link green pocket park habitats

D Green trail bridge across D Green Green trail trail bridge bridge across across D

Legend Legend Legend

Legend

Meadow Meadow Meadow Meadow Pocket parks Pocket parks Pocketparks parks GrainPocket field

E

Grain field Grain field TramGrain line field

E EE

Ecoduct across highway 159

Ecoduct across highway 159 Ecoductacross acrosshighway highway159 159 Ecoduct

Tram line line Tram Eco corridor Tram

E.

Eco corridor Eco corridor FlowEco from trail corridor Flow from trail Flow from train FlowFlow fromfrom urban trail E Ecoduct across highway 159

E.Ecoduct (bridge) across highway 159 Ecoduct across highway 159 E Ecoduct Ecoduct across across highway highway 159 159 EE

Green Link

F Ecoduct by the side of the tram line

F.Ecoduct (underground) and green tram line

Flow from urban Flowfrom fromurban urban Flow

Ecoduct by the side of the tram line Ecoduct by by the the side side of of the the tram tram line line FFF Ecoduct

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GREEN LINK | Sections 0

100

200m

Section B B’ Green trail by the edge of city and farmpark

4M 7M Biotopes

Edge public space

Green trail

7M

City road

12M

12M Building

Shared courtyard

Building

Section A A’ Green trail in village

4M Field

Village

Green trail

Village

Original forest

Section C C’ Meadow bridge 4m

4m Meadow

Green trail

Section D D’ Green trail bridge across eco-corridor

Meadow

Biotopes

3m 4m

4m Biotopes

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Spatial Morphology Design Studio 2020

Eco corridor

Green trail

Eco corridor

Biotopes

Closing the loop

Vision of green trail in urban and village GREEN TRAIL IN URBAN AND VILLAGE

Forest hiking park

New blocks

Buisiness

Courtyard

Interplanting field

public square

Village

Farming hub

Green trail

Pocket parks

Green Tram line

1. Green trail by the edge of city and farmpark (section B Bâ&#x20AC;&#x2122;)

2. Green trail in the village (section A Aâ&#x20AC;&#x2122;)

At the edge of new urban block and farmpark, the green trail (for biking and walking) is paraller to the secondary road and it link the public space by the side of the farmpark. Residents who live in the urban neighbourhood can have access to the transition public space and farmpark through the green route which connet both public courtyard and farmpark.

In the north side of the tramline, the green trail go across the village. Here the countriside heritage is protected and the space between different house can be designed to be public space for people to experience the rural landscape. Original route in the village are linked to the boundary of the field in the farmpark, which link pocket park biotopes, village and farmpark

Green Link

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GREEN LINK | Vision of green trail in the nature

GREEN TRAIL IN THE FARMING PARK

Pocket parks

Pocket parks

Public lawn Public lawn

Eco corridor

NaturalMeadow

Pocket parks

Farming garden productive field

Wetland

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3. Green trail bridge for meadow landscape (section C Câ&#x20AC;&#x2122;)

4. Green trail bridge for ecological corridor (section D Dâ&#x20AC;&#x2122;)

There are several meadow biotopes in the south of the farming park. here the strategy is to connect the meadow and amplify them so that meadow can function as important biotopes. In order to keep the continuity of meadow, the green trail in this site can be 1.5M elevated and the ecological flow can be protected, for people they can also enjoy the meadow landscape from the bridge.

When the green trail pass through the ecological corridor which link two pocket parks, in order to keep the ecological corridor continuous, the green trail is 3M elevated and the hedge is located under the bridge. People walking through the green trail can touch the tree in the farmland hedge.Also, from the green trail people can walk to the pocket park from the starting point of the ecological corridor bridge.

Spatial Morphology Design Studio 2020

Closing the loop

Section and vision 0

100

200m

Section A A’ Roadside green strip

2M Biotopes

Green strip

Section B B’ Farmland hedge

Route

Hedge

Section C C’ Pocket park (biotopes) Deciduous forest

Elderberry

Green Link

2M

3M

Trail

Green strip

Filter ditch

Biotopes

2M Field

Section D D’ Agroforest

2M Bike line

3M

Filter ditch

Herb garden

Public orchard

Added deciduous forest

sasaktoon berry

8M

Hedge

Edge shrub garden

Rowan sasaktoon berry Hazelnut

Apple

Apple

4M

4M

4M

4M

4M

Blueberry

Lingoberry

Chikweed

Blueberry

Lingoberry

1M

Field

Birch/spruce

Windbreak forest

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Roadside green strip corridor (Section A Aâ&#x20AC;&#x2122;) Road side green strip function as ecological corridor and water filtration area if there are no original hedge along the road.The green strip is 3M wide and include one line of deciduous tree like elderberry and some local shrub species. Behind the strip there is a 1.5 M wide ditch which can clean the water runoff from road.

Current situation

Proposal

Farmland hedge corridor (Section B Bâ&#x20AC;&#x2122;) Traditional hedge in farmland function as windbreak tree line and farmland boundary but they actually play an important role in supporting ecological corridor and provide shelter for animal. In this site, original hedge located at the roadside and courtyard of house are expanded they are extended to connect biotopes. Species in hedge include productive deciduous tree and shrub like blueberry and chickweed that provide both shelter for animal and food for people.

Current situation

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Proposal

Spatial Morphology Design Studio 2020

Closing the loop

Pocket park (biotopes) (Section C Câ&#x20AC;&#x2122;) Pocket parks (biotopes) in this site function as stepstone for animal to live and move, which is a important guiding point linked by ecological corridors. Here we amplify the original patch by adding new deciduous forest at the edge of the biotope and create shrub and meadow garden as transition zone of the edge which support the eco function of biotope. People from green trail can have access to the pocket park and experience the landscape with local species.

Current situation

Proposal

Agroforest (Section D Dâ&#x20AC;&#x2122;) Currently along the highway 159 there are no windbreak forest and soundbarrier which meand high level of noise which may affect the health of people who live nearby.

Here we proposed agroforest system along the highway 159 which include a 40M wide windbreake and agroforest with local fruit tree ( apple, sasaktoon berry,hazelnut), undergrow herb garden and permeculture land (corn, faba bean,grain). They function as both windbreak and provide rich experience for local residents to enjoy different kinds of sustainable farming.

Current situation

Green Link

Proposal

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GREEN LINK| Ecological solutions for supporting green link INTRODUCTION In order to fulfill the requirement of green link from north to south, It is important to think about the relationship between landscape ecology pattern ( patch, corridor, matrix) and social environment.

Here I researched four main ecology elements (green strip, hedge corridor, biotopes,agroforest) in this site and their relationship to surrounding matrix and social area. Different solutions through sections show how the four key ecological area are related to environment which can support the green link and continuous ecological flow in this area.

Section A Aâ&#x20AC;&#x2122; From mountain to green strip along the trail Intercropping field Pateched in the field

Patches in the field : near pocket park

Biotopes

.

Green strip + filter ditch .

Original deciduous forest .

.

Pocket parks Green strip

.

.

Green trail Deciduous forest

Site of four sections

Section B Bâ&#x20AC;&#x2122; From hedge corridor to field Intercropping field Patched in the field

Farmland hedge corridor .

Biotopes

.

Farmland hedge corridor

Intercropping field

.

.

Farmland route Biotopes Farmland hedge Orchard garden

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Spatial Morphology Design Studio 2020

Closing the loop

Ecological solutions for supporting green link Section C Câ&#x20AC;&#x2122; From biotopes to intercropping field Intercropping field Patched in the field Original deciduous forest local shrub garden Added deciduous forest Agroforest

Section D Dâ&#x20AC;&#x2122; Windbreak and agroforest along highway 159

Intercropping field Patched in the field Agroforest Shrub garden Swale / wetland Windbreak

Green Link

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Chalmers Architecture and Civil Engineering Gothenburg, Sweden, September 2020