Spatial Morphology Design Studio 2019. Volume 2. Hisingen

SPATIAL MORPHOLOGY DESIGN STUDIO 2019 FINALREPORT | VOL.2 | HISINGEN

Colophon

Chalmers University of Technology Department of Architecture and Civil Engineering Spatial Morphology Studio 2019 Design studio ARK 142

Tutors: Ioanna Stavroulaki Henrik Markhede Evgeniya Bobkova Kailun Sun

Course coordinator: Meta Berghauser Pont

Guest lecturers:

Examiners:

Per Haupt, Norrköping municipality/BTH Blekinge Åsa Gren, Beijer Institute Oskar Kindvall, Calluna Maria Thorell, Calluna Ann Legeby, KTH Stockholm Lukas Memborn, Gothenburg municipality Claes Caldenby, Chalmers Martin Allik, Mareld Landscape architects Erik Linn, White

Lars Marcus Meta Berghauser Pont Studio participants (Hisingen groups): Adrian Pihl Spahiu Yan Zhang Aleksandra Pucolowska Aleksej Beilin Alicia Bell Hanna Jörlén Tove Söderberg Zhu Yao

Guest critics: Marta Caldeira, Yale University Erik Hansson, City of Gothenburg Erik Florberger, City of Gothenburg Eva Tenow, City of Gothenburg Mia Edström, City of Gothenburg Andrea Hulting Gustavsson, City of Gothenburg

Contents

Introduction Group 1 Toolbox: masterplan for Hisingen Masterplan Toolbox Strategy 1 Strategy 2 Focus areas Typologies

Key projects Frihamnen City Park (Alicia Bell) Volvo - Lindholmen Connected (Hanna Jörlén) Plotting Backaplan(Tove Söderberg) Stereoscopic Connection Hjalmar Brantingsgatan (Zhu Yao)

5

8 10 14 18 20 22

34 52 66 86

Group 2 One Gothenburg General context Area analysis

Infrastructure Goals

Vision

Integration and Betweenness Streets

Land use Masterplan Key projects

Key projects Nya Hjalmar Brantingsplatsen (Adrian Pihl Spahiu) Active green corridor (Yan Zhang) The Cable Car Project: Three stops - One street (Aleksandra Pucolowska) Backaplan (Aleksej Beilin)

104 106 108 110 112 114 116 118 120 122 124 138

152 164

Map extracted from Gothenburg Development Strategy, 2014

Prioritized development areas

Central points

Mastering strength areas

INTRODUCTION

Current global urbanization processes put acute stress on urban and ecological systems. This has been articulated in UN sustainable development goals and specified in UN-Habitat’s 5 principles for sustainable urban development. On a national level, Sweden is in the middle of an exceptional attempt to build 700.000 housing units until 2025, which has the potential to redirect Swedish cities into more sustainable trajectories. 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 currently not always are well prepared for.

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

The studio is organised around a sequence of connected workshops, laboratories in GIS, lectures, literature seminars and a design studio. Workshops give room for experiments, lectures transfer knowledge and offer inspiration, laboratories in GIS gave the technical knowhow to conduct advanced spatial analysis, literature seminars deepened the understanding and critical reading of theories and methods, which is synthesised on the Masterplans and key-projects.

This book presents the results of the SMoG Design Studio 2019 where students, in teams, developed four Masterplans (Generalplan or Structural Vision) for two areas in Gothenburg: Hisingen and Frölunda. The challenge addressed in the studio this year, was to transform these disconnected and less dense areas into more vital connected places, where besides social-economic performance, also ecological performance was in focus.

This year, the studio focused on both socialeconomic and ecological sustainability. For the first, people sharing public space is central as it steers many social and economic processes in cities. To address ecological processes in the design, a new topic for this years’ studio, the green and blue infrastructure was discussed through the lens of ecosystem services, including both cultural services (e.g. recreational, therapeutic) as well as supporting and regulating services (e.g. pollination, biodiversity).

SMoG Design Studio

Masterplan Hisingen & Frölunda (group work)

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

Teachers: Gianna Stavroulaki, Henrik Markhede

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.

Urban design project (individual key-project) Teachers: Gianna Stavroulaki, Jane Bobkova During the second half of the studio, individual keyprojects were developed. The projects should in a convincing way demonstrate that it helps realising the visions set out in the Masterplan. Three questions were central throughout the design process. First, how is location created through spatial configuration and accessibility? Second, how can you best realize the full potential of such a location by means of different building typologies, constituted by fundamental measures of density?

Third, which program can fit the location based on both density and centrality?

During the first 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): Hisingen and Frölunda. The objective in

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GROUP 2 TOOLBOX: A MASTERPLAN FOR HISINGEN

Masterplan Toolbox Strategy 1 Strategy 2 Focus areas Typologies

Key projects Frihamnen City Park Volvo - Lindholmen Connected Plotting Backaplan Stereoscopic Connection Hjalmar Brantingsgatan

Alicia Bell Hanna Jörlén Tove Söderberg Zhu Yao

MASTERPLAN | Introduction

‘Toolbox: A Masterplan for Hisingen’ focuses on creating diversity and vibrancy within Hisingen. We propose to strengthen Hisingen as its own city-centre by improving pedestrian experiences and connections between neighbourhoods, connecting green spaces to support public life and ecosystem services, and to strengthen the quality of local hubs and centres.

The vision for the masterplan is focused on improving connections and conditions on Hisingen to develop the island as an attractive district within Göteborg, rather than focusing solely on improving connections across the river and towards the central Göteborg. With Hjalmar Brantingsplatsen and several smaller public transportation hubs on Hisingen, the connections today are as good as the river barrier allows for without adding another bridge across Göta älv. Working with the site analysis to the master plan, it was deemed more important to prioritize interventions on Hisingen, to attract movement to the island, and within the neighbourhoods of the district.

The masterplan applies two strategies on four focus areas and engages a dynamic toolbox to guide future development The masterplan proposes a densification in Backaplan, turn-

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Spatial Morphology Design Studio 2019

ing the industrial area into a mixed-use area with residential dwellings, offices and retail. Unused buffer land between Volvo and Lindholmen is turned into an area that connect and support its surrounding office areas. A recreational park is created in Frihamnen, turning the site into a city attraction with ecologically important functions. The masterplan also proposes to strengthen and extend a foreshore walk along the rivers’ north shore, as a part of increasing access to green, so that it will reach all the way from the new Frihamnen Park to the new ferry stop by Älsvborgsbron.

When developing the masterplan, a dynamic typology toolbox has been created and applied. The toolbox is relative in nature and in application, with the typologies relating to each other through GIS analysis of network centrality and betweenness.

In this way, the masterplan employs a tool for city planning that is relative to the context of the city and the specific place, providing more nuance rather than hard numbers directives.

As a result, this masterplan creates potential for Hisingen as a dynamic district in Göteborg, adaptable as the city transforms.

Toolbox: A Masterplan for Hisingen

Structural plan 0

200

500 m

Land use Corner Square Plaza Hub Residential

Office Public Mode of travel Pedestrian+bike Pedestrian+bike+car Pedestrian+bike+car

+bus or tram Pedestrian+bike+car

+bus and tram Ferry

Green spaces Courtyard Neighbourhood District Recreational

Masterplan

9

TOOLBOX | Site

Site Analysis and Observations Following our first visit to the site, we analysed the character of each area, noticing building typologies and patterns, traffic structures, connections to surrounding areas, existing functions and greenery. We also evaluated the pedestrian experience and accessibility, moving through the different parts of the area.

We identified barriers for pedestrian movement, both in the form of bigger roads, but also as areas that are experienced as difficult to navigate through or across for pedestrians. The primary barriers observed are along Hjalmar Brantingsgatan and Lundbyleden, through Backaplan, and between the Volvo Campus and Lindholmen Business Park. In the masterplan,

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Spatial Morphology Design Studio 2019

these are translated into areas that have been given extra focus during the development of the masterplan.

Worth noting is that the area barriers (Volvo- Lindholmen and Backaplan), are primarily obstructing pedestrian movement in the east-west direction, while Hjalmar Brantingsgatan primarily acts as a barrier in the north- south direction, with a secondary barrier block in the east- west due to long sections of the road lacking sidewalks or pedestrian paths, and the exposure of walking along a wide, heavily trafficked road.

Toolbox: A Masterplan for Hisingen

Barriers to Pedestrian Movement 0

200

500 m

The primary barriers observed: Hjalmar Brantingsgatan Lundbyleden, Backaplan, Volvo Campus and Lindholmen Business Park.

Masterplan

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TOOLBOX | Strategies

Two strategies applied to four focus areas

Connect Volvo and Frihamnen

Improving Networks of Movement

Connecting Green Spaces

Backaplan

Two strategies, improving networks of movement and connecting green spaces, were developed as we endeavoured to resolve the barriers we observed during our site visit. We believe that by improving networks of movement and connecting green spaces, we improve pedestrian experiences in Hisingen, create vibrant streets and public spaces, and better connect neighbourhoods in the area. These two strategies are then applied to four focus areas, as identified in the analysis of barriers.

Between Volvo and Lindholmen, we aim to create better northsouth connections and improve pedestrian movement. Adding a new road across Lundbyleden and adding plantings to the street will soften a space otherwise potentially hostile to pedestrians.

We transform Frihamnen from an industrial site into a city park and connected it to a foreshore walk to Eriksberg. This create space for important ecosystem services in Hisingen, and make 12

Frihamnen

Spatial Morphology Design Studio 2019

Hjalmar Brantingsgatan

the formerly concrete harbour into a friendly public space close to the city centre and new Backaplan development.

Warehouses and fringe commercial functions, narrow streets, and lack of public space in Backaplan were identified as a perceived barrier to movement between neighbouring residential areas. We aim to strengthen movement through Backaplan to connect Kvillebäcken with Brunnsbo and create a vibrant mixed-use, new Hisingen centre taking advantage of its proximity to GÜteborg’s CBD. Hjalmar Brantingsgatan, with heavy traffic and minimal street activation, is crucial for movement on Hisingen but simultaneously creates a major barrier for pedestrians. We aim to increase crossings to better facilitate movement from north to south, and integrate greenery to soften the pedestrian experience while strengthening green connections from north Hisingen towards the river shore.

Toolbox: A Masterplan for Hisingen

The Typology Toolbox

Green Spaces

Centres

Travel Modes

Density

G1 Courtyard

T1 Corner

T1

Pedestrian + Bike

D1

G2 Neighbourhood

T2 Square

T2

Pedestrian + Bike + Car

G3 District

T3 Plaza

T3

Pedestrian + Bike + Car + 1 Public

G4 Recreational

T4 Hub

T4

Pedestrian + Bike + Car + 2 Public

1-2 storeys FSI: < 0.3, GSI <0.1

D2

2-4 storeys FSI: 0.3-1.3, GSI: 0.15-0.4

D3

4-6 storeys

The Typology Toolbox is divided into four categories where centres, green space, and mode of transport inform an understanding of density.

Centres, green space and mode of transport are related to values of betweenness and centrality integration, while density is allocated as appropriate to the relative typologies.

FSI: 0.5-2, GSI: 0.15-0.6 D4

6-8 storeys FSI: 0.8-3, GSI: 0.1-0.4

D5

8-12 storeys FSI: 1.5-3.5, GSI: 0.1-0.35

From the site analysis and working with the development of the masterplan, and for application in the key projects, we developed a toolbox with typologies from and for: green spaces, centres, modes of travel, and density. These typologies were developed both as a way to analyse the site, and to implement conclusions and observations from our analysis in the masterplan and in the key projects.

addressing all scales from local use to global attractors.

The elements of the toolbox are related to conditions of betweenness and network integration, thus we created a master plan with rules and regulations that are relative to the context.

As a result, we see our masterplan as being dynamic and able to adapt as the conditions of the city change.

In creating the toolbox, we determined a set of integration conditions we believe will best suit the scale and functionality of each particular element. As a result, the toolbox forms a central part of a less rigid and more nuanced masterplan, while Masterplan

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STRATEGY 1 | Goals of Focus Areas

Following the analysis of barriers, the focus areas are plotted according to integration and density. Discussing visions for these areas, desired treatment in the masterplan and changes to the current situation, this chart conceptually visualise the desired goals and qualities of the respective key projects.

Density

Lindholmen

Backaplan

Areas Hjalmar Brantingsgatan Lindhollmen Backaplan Frihamnen

Hjalmar Brantingsgatan

Volvo Frihamnen Integration

14

Current situation

Spatial Morphology Design Studio 2019

Toolbox: A Masterplan for Hisingen

Changes to Transportation Network 0

2

5 km

Changes to the current transportation network are necessary to implement the first strategy of improving networks of movement. Some of these changes are significant in scale, but necessary to improve access from north to south in the masterplan area. This includes rerouting the current industrial train line serving the harbour. Slowing down Lundbyleden from 70 to 50 km/ t from its southern intersection with Hjalmar Brantingsgatan to the tunnel entrance, a street is added across Lundbyleden from Volvo to simplify movement from Hjalmar Brantingsgatan to Lindholmen. To support the focus areas in Backaplan and Lundby, current street structure is expanded upon within the focus areas, and along the river shore new ferry stops with increased ferry services are added.

Masterplan

Existing railroad Removed railroad Added structures

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STRATEGY 1| Network Integration Analysis

As can be seen in the analysis of the current network, large parts of southern Hisingen have low integration values, which was one reason we wanted to emphasize the north-to-south connections.

The changes applied to the network improved the integration in this area.

Although the analysis shows that overall integration has increased, the situation is not of a similar urban quality to that of Gothenburgâ&#x20AC;&#x2122;s city centre where all streets have a high integration value.

Rather, the areas in the masterplan are characterized by main streets with a high integration, which drops quickly when leaving the main streets. The urban quality suggests the conditions appropriate for high streets with linear activation while the surrounding streets are quieter and appropriate for housing and offices.

OLD R4 Intergration R 4 0.35 - 0.90 0.90 - 1.20 1.20 - 1.40 1.40 - 1.80 1.80 - 2.05 2.05 - 2.50 2.50 +

OLD Intergration R 4

Integration R4, current conditions

0.35 - 0.90 0.90 - 1.20 1.20 - 1.40 1.40 - 1.80 1.80 - 2.05 2.05 - 2.50 2.50 +

Integration R4, proposed

0 150 300 450 m 0 150 300 450 m

OLD R16 Intergration R 16 0.23 - 0.60 0.60 - 0.70 0.70- 0.74 0.74 - 0.80 0.80 - 0.85 0.85 - 0.92 0.92 +

OLD Intergration R 16

Integration R16, current conditions

0.23 - 0.60 0.60 - 0.70 0.70- 0.74 0.74 - 0.80 0.80 - 0.85 0.85 - 0.92 0.92 +

Integration R16, proposed

0 150 300 450 m 0 150 300 450 m

OLD

R30 Intergration R 30 0.20 - 0.35 0.35 - 0.40 0.40 - 0.44 0.44 - 0.47 0.47 - 0.51 0.51 - 0.55 0.55 + 0 150 300 450 m

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OLD Intergration R 30

Integration R30, current conditions

Spatial Morphology Design Studio 2019

0.20 - 0.35 0.35 - 0.40 0.40 - 0.44 0.44 - 0.47 0.47 - 0.51 0.51 - 0.55 0.55 +

Integration R30, proposed. Top 5 %

0 150 300 450 m

Toolbox: A Masterplan for Hisingen

Betweeness Analysis The analysis demonstrates how the interventions of the masterplan increase overall betweenness at local, city and global scales. The interventions support the goals of improving north-south movement and demonstrate improved connections between neighbourhoods in the focus areas.

OLD 2Betweeness km 2km OLD Betweeness 2km

Betweenness 2km, current conditions

0 - 80000 80000 - 130000 130000 - 200000 200000 +

0 - 80000 80000 - 130000 130000 - 200000 200000 +

Betweenness 2km, proposed

0 150 300 450 m

0 150 300 450 m

OLD 5Betweeness km 5km OLD Betweeness 5km

Betweenness 5km, current conditions

0 - 500000 500000 - 2500000 2500000 - 3500000 3500000 +

0 - 500000 500000 - 2500000 2500000 - 3500000 3500000 +

Betweenness 5km, proposed

0 150 300 450 m

0 150 300 450 m

OLD 15 km 15km Betweeness OLD Betweeness 15km

Betweenness 15km, current conditions

Masterplan

0 - 8000000 8000000 - 30000000 30000000 - 70000000 70000000 +

0 - 8000000 8000000 - 30000000 30000000 - 70000000 70000000 +

Betweenness 15km, proposed

0 150 300 450 m

0 150 300 450 m

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STRATEGY 2| Attraction distance of Green Space 0

200

500 m

As part of the second strategy, attraction reach from buildings to park entrances in the are were analysed. There is a large quantity of green areas in the masterplan area, especially in the north and west.

However, in the mapping in issue identified is an absence of strong connections between green spaces and limited access, especially in the eastern parts of Hisingen.

While overall access appears strong, the quality of green spaces is deemed to be limited. Many large green areas form buffers around industrial infrastructure and is underutilised or not sufficient for recreational use. As a result, one aim of the masterplan is to develop a high quality of green space with greater public functions and increase robust connections between green areas. This is to be developed further in future focus projects in the area, with Frihamnen park as the first priority for green space development.

Distances to park entrances, metres

0 - 499

499 - 999

999 - 1500 1500-2000

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Spatial Morphology Design Studio 2019

Toolbox: A Masterplan for Hisingen

Connecting Green Space 0

200

500 m

Connecting green spaces is crucial to strengthen ecosystem services in the large existing nature reserves on Hisingen.

Creating these links is critical to the implementation of our second strategy: connecting green spaces.

By integrating planting into connections across Hjalmar Brantingsgatan the ecological network is strengthened; crossings are focused at points where large green spaces are at a close proximity, but blocked by the busy road. Developing and strengthening a river park along Kvillebäcken enables connection to nature reserves in the north, while supporting pedestrian movement through Backaplan to Frihamnen, and from Brunnsbo to the west.

Kvillebäcken, through its connection to Frihamnen, connects to the foreshore walk thereby allowing a corridor from Hökälla to Göta älv.

Green spaces

Masterplan

Private, added Public, added Private, existing Public, existing

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FOCUS AREAS

The implementation of the two strategies: improving networks of movement and connecting green spaces aimed to combat barriers perceived on the site visit. Focusing these strategies on resolving the barriers in four focus areas. The overall aim was to improve connectedness between areas of our masterplan, create greater pedestrian experiences and strengthen and connect green spaces.

Connect Volvo and Frihamnen

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Spatial Morphology Design Studio 2019

Frihamnen

Backaplan

Hjalmar Brantingsgatan

Toolbox: A Masterplan for Hisingen

0

200

500 m

We visualised the outcome of our implemented strategies. For Hjalmar Brantingsgatan, we created frequent crossings to break the dominance of its eastwest direction. We believed integrating greenery and easier movement across would allow greater activation along the street and improve the overall pedestrian experience.

We aimed to increase connections between neighbourhoods at Backaplan, where we proposed a new city centre. Here new road structures were suggested and a long park along the river enabled the possibilities for a dynamic and vibrant Hisingen centre.

We aimed to integrate Frihamnen into a wider green network and use it to connect with both the city and the surrounding ecosystems. A vibrant mixed use area would support workers in Lindholmen and Volvo and strengthen connections between north and south.

Masterplan

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Betweenness

Betweenness

TYPOLOGIES | Method and Development

Centrality

Centrality

Local (R4, Betweenness 800m) conditions

City (R16, Betweenness 2-5km) conditions

The masterplan toolbox was developed as we observed and analysed the neighbourhoods addressed by our masterplan. The toolbox is divided into four categories: centres (with commercial and public functions), green spaces, modes of transportation - all of which informed an understanding of density. The four scales in the first three categories (centres, green spaces, and mode of transportation) are determined and defined by their function and scale, and their placement was related to centrality and betweenness values found when analysing the Hisingen network.

centrality values.

For each element of the toolbox, we assigned a value of low, medium and high at local, city and global betweenness (800m, 2km, 5km and 15km) and centrality (R4, R16 and R30) values.

As a result, the elements related to each other, across their respective categories, through centrality and betweenness values. For example, the “squares” and “neighbourhood parks” could be related as they correlated to similar betweenness and

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Spatial Morphology Design Studio 2019

We observed and analysed the existing situation in Hisingen to aid us in determining the appropriate betweenness and centrality integration conditions for each element. In the opposite graphs, we plotted each element according to their betweenness and centrality integration value at local, city, and global scales. Finally we combined this data into a single diagram where we can see the typologies cover the range of city morphology and can provide for the dynamic and varied urban fabric we hope to create.

As the elements of the Typology Toolbox are relative to their integration and betweenness values, they are able to move and adapt as the city’s network changes. In our masterplan we provide a suggestion of how the Typology Toolbox can be applied as can be seen in the following maps.

Toolbox: A Masterplan for Hisingen

Betweenness

Betweenness

Each element of the typology toolbox was plotted at local, city, and global scales according to their centrality and betweenness values. These graphs are then combined and demonstrate that the toolbox is able to relate to a complete range of urban morphologies.

Centrality Global (R30, Betweenness 15km) conditions

Centrality Local, City and Global conditions combined

Scale Local City Global Centers Corner Square Plaza Hub Mode of travel Pedestrian+bike Pedestrian+bike+car Pedestrian+bike+car+

bus or tram Pedestrian+bike+car+

bus and tram

Green spaces Courtyard Neighbourhood District Recreational

Masterplan

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TYPOLOGIES | Green Space

1. Courtyard - unrelated to network integration and betweenness. Connected to residential buildings, small scale greenery with direct access from private home.

(Courtyards and “förgårdsmark”).

2. Neighbourhood - medium/ high local network integration, combination of open green surfaces and tree clusters, some specific functions (e.g. playground).

3. District - medium/ high network integration on local and neighbourhood scale, proximity to high betweenness roads.

With destination qualities as a park, with a variation of shared functions in green area.

1. Courtyard

3. District

2. Neighbourhood

4. Recreational

4. Recreational - adjacent high network integration and to high betweenness roads on local, city, and global levels. Destination for the whole city, with both shared everyday functions and temporary public events.t

Green space accessibility 1

Private garden

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Spatial Morphology Design Studio 2019

2

3

4

National park

Toolbox: A Masterplan for Hisingen

Centres 1. Corner - In relation to high local betweenness.

Single functions, direct access from the street.

2. Square - In relation to high local network integration and local betweenness.

Grouped functions, adjacent to a public transportation stop.

3. Plaza - In relation with high network integration (local and city level), and high betweenness. Grouped functions on more than 1 level. Adjacent to public transportation node.

2. Square

4. Hub - In relation to high network integration and high betweenness for global and city level. Large variety of functions, attractor for the whole city.

Public transportation hub and accessible by private transportation.

1. Corner

3. Plaza

4. Hub

Commercial attraction 1

Single shop

Masterplan

2

3

4

Mega- mall

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TYPOLOGIES | Street

1. Pedestrian + bike - formal, no internal hierarchy. Low/ medium/ high network integration (R4 + R16).

2. Pedestrian + bike + car - medium/ high network integration (R4 + R16) low to high betweenness (800m + 2km). Max speed 40 km/h.

3. Pedestrian + bike + car + public medium/ high network integration (R16 and R50), medium to high betweenness (2km + 5km). Formal structure. Max speed 50 km/h.

4. Pedestrian + bike + car + 2 public medium/ high network integration (R16 + R50), high betweenness (2km + 5km + 15km). Formal and hierarchical structure.

Max speed 70 km/h.

1. Pedestrian + bike

3. Pedestrian + bike + car + public

2. Pedestrian + bike + car

4. Pedestrian + bike + car + 2 public

Travel mode 1

5km/h (walking)

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Spatial Morphology Design Studio 2019

2

3

4

70 km/h

Toolbox: A Masterplan for Hisingen

Density D1 1-2 storeys, FSI: < 0.3, GSI <0.1 D2 2-4 storeys, FSI: 0.3-1.3, GSI: 0.15-0.4 Potential for ground floor commercial activation (commercial or office) D1 D3 4-6 storeys, FSI: 0.5-2, GSI: 0.15-0.6 Ground floor commercial activation (commercial or office) D4 6-8 storey, FSI: 0.8-3, GSI: 0.1-0.4 Potential for commercial activation and offices from 1-8 storeys

D2

D4

D3

D5

Masterplan

D5 8-12 storey, FSI: 1.5-3.5, GSI: 0.1-0.35 v for commercial activation and offices from 1-8 storeys

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TYPOLOGIES | Land Use

Backaplan is suggested to be transformed as a new urban area on Hisingen with residential, commercial and public functions.

Hjalmar Brantingsplatsen remains as the main public transportation hub on Hisingen.

In Lundby a new residential and office area create movement between the new Volvo campus and Lindholmen tech hub. Along Hjalmar Brantingsgatan there are many different areas with increased mobility and improved activation. The added activity at Backaplan begins to bridge Hjalmar Brantingsplatsen and integrate with Frihamnen Park.

Land use Corner Square Plaza Hub Residential

Office Public

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Spatial Morphology Design Studio 2019

Green Spaces The masterplan focuses on adding new parks in eastern Hisingen where there today is limited availability to green space, with peripheral green areas. Frihamnen is intended as a park to attract people from all of GÜteborg, and connects to the foreshore walk running to Eriksberg. Improving the north-south green corridors is important, as a result, a district park is strengthened along Kvillebäcken and neighbourhood green spaces are created in the north of Backaplan.

Green spaces Courtyard Neighbourhood District Recreational

Private, existing

Public, existing

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TYPOLOGIES | Mode of Travel 0

200

500 m

In the site analysis, Hjalmar Brantingsgatan is identified as the most important street in Hisingen. As a result, the masterplan increase crossings and aim to improve pedestrian experiences while maintaining the roadâ&#x20AC;&#x2122;s function as a primary transport line. The transportation networks in Backaplan and Lundbyvassen are expanded upon. New ferry stations are placed close to entrances of Frihamnen Park. The masterplan also slow down Lundbyleden between the red lines from 70km/h to 50km/h and change the route of the industrial train line.

Mode of travel Pedestrian+bike Pedestrian+bike+car Pedestrian+bike+car

+bus or tram Pedestrian+bike+car

+bus and tram

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Spatial Morphology Design Studio 2019

Toolbox: A Masterplan for Hisingen

Density 0

200

500 m

Today, the density increase gradually from west to east as a reflection of the existing residential conditions. This masterplan aims to increase the density in Backaplan to create a connection between Brunnsbo and Kvillebäcken. High density is planned for Lundbyvassen, to support a new mixed-use area and the planned development of Volvo campus. The hatched areas in the southern part of Backaplan indicate a retention of existing shopping areas.

Density

1-2 storey,

FSI: < 0.3, GSI <0.1

2-4 storey,

FSI: 0.3-1.3, GSI: 0.15-0.4

4 -6 storey,

FSI: 0.5-2, GSI: 0.1-0.6

6-8 storey,

FSI: 0.8-3, GSI: 0.1-0.4

8-12 storey,

FSI: 1.5-3.5, GSI: 0.1-0.35 Frihamnen

Hjalmar Brantigsplatsen

Hjalmar Brantigsplatsen

Masterplan

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TOOLBOX | Masterplan 0

200

500 m

Overlapping four layers of land use, green space, mode of travel, and density provide an overview of Hisingen and demonstrate how the Typology Toolbox relate to the city.

Land use Corner Square Plaza Hub Residential

Office Public Mode of travel Pedestrian+bike Pedestrian+bike+car Pedestrian+bike+car

+bus or tram Pedestrian+bike+car

+bus and tram Ferry

Green spaces Courtyard Neighbourhood District Recreational

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Spatial Morphology Design Studio 2019

Toolbox: A Masterplan for Hisingen

Key Projects 0

200

500 m

The original focus areas become the location of four key projects. The key projects should implement the Typology Toolbox and engage the two overarching strategies to contribute to a vibrant and dynamic Hisingen.

Key Projects 1 Hjalmar Brantingsgatan 2 Backaplan 3 Lundby 4 Frihamnen

Masterplan

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FRIHAMNEN CITY PARK FRIHAMNEN CITY PARK

A new park is proposed for the city of Gothenburg on the post-industrial site of Frihamnen. The park is to be a destination for the whole city and accommodate both human activity and ecosystem services.

Concept

Creating a park which satisfied both human and eco-system services was a principal goal of this project. The needs of flora, fauna and humans were balanced equally to create a space which served the Gothenburg city and supported eco-system services throuhout the city.

This aim was drawn from the masterplan which emphasised supporting green structures to promote environmental resilience and enhance pedestrian experiences in Hisingen. The masterplan provided two key outcomes for the park. Firstly, the park should be a destination for the entire city; and secondly, it should connect to the surrounding green networks contributing to the resilience of eco-system services.

As a destination, it was important for the park to be accessible with a variety of public transport modes connecting to all parts of the city. Likewise, a range of functions was important to ensure the park was accessible to both locals and visitors.

According to the masterplan, the park was required to connect

Connecting Green Spaces

Improving Networks of Move-

â&#x20AC;&#x2DC;Toolbox: a Masterplan for Hisingenâ&#x20AC;&#x2122; strategies

to a new hub at Backaplan and the growing commercial centre in Lindholmen.

Due to its proximity to other large green areas in Hisingen, the park was also required to sensitively engage with surrounding animal life and form a sanctuary as green corridors connected with the water. Frihamnen City Park connected to two major new green corridors at Kvillebäcken and the Foreshore Walk.

As a result, the distribution of programs and services in the park gradiated. Human services were concentrated in the north, close to Backaplan and Hjalmar Brantingsgatan where they could engage with major transport hubs and new centres. Eco-system services were placed in the south where they could be protected and isolated.

This gradient helped to order the programs within the park and create a frame for a variety of experiences to take place.

Eco-System Services

Human Services

Frihamnen City Park concept

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FRIHAMNEN CITY PARK | Urban design proposal 0

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As a destination for Gothenburg, Frihamnen City Park was to be accessible, able to accommodate a variety of functions and activities and provide spaces for both local users and visitors.

Frihamnen provides a waterfront alternative to Slottskogen, a park of similar character and function, and presents a public ‘destination’ for Hisingen. As a public space, the Park intends to build up community networks surrounding it. As a result, a number of social and recreational services are incorporated along with pedagogical and ecological functions.

Human activities are balanced alongside ecological functions as both are equally accommodated at Frihamnen. Human activities, including cafes, offices and public services, bleed into ecological programs (allotment gardens, oyster farms, and wild ecological rehabilitation areas) creating a gradient within the

park; human activities are located near park entrances and create a buffer between the city and the more sensitive natural areas.

The programs selected for Frihamnen City Park are diverse and are intended to provide public services otherwise less accessible within the city. As a result, the functions are various and include natural education sites, diverse sporting facilities, and gardening opportunities. The diverse range of programs also allows for activation throughout the day, week, season and year. For example, Frihamnen City Park is anticipated to be occupied in the early morning by runners and dog-walkers, throughout the morning by caregivers and children, during lunch by office workers, in the afternoon by school children or recreational users, in the evenings by locals or for specific

Frihamnen’s context within a larger network of green spaces and accessibility by public transport throughout the city

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Spatial Morphology Design Studio 2019

Toolbox: A Masterplan for Hisingen

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events, and on weekends by people from all across the city.

Likewise, the activities on site are selected to be inclusive and provide opportunities for all - old and young, able-bodied or not, nature-loving and city-dwellers.

OFFICES

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ENHUS-I-PARK OFFICES MUNICIPALITY

ALLOTMENT GAR-

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PLAYGROUND EN-

CAFE & GARDEN SCHOOL

ROLLER SAIL DERBY SCHOOL SAUNA CLIMBING WALL HARBOUR POOL

SANCTUARY

KONST HALLEN

PLAY HARBOUR

EVENT HALLS

EVENT HALL + OYSTER

ENSANCTUARY

BIRD LEARNING CENTRE

OYSTER FARM

FOOTBRIDGE

FOOTBRIDGE

SINKING MARSH

General Plan Trees

Natural growth Lawn

Allotment gardens

Ruderal path

Frihamnen City Park

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FRIHAMNEN CITY PARK | Structures

While located geographically close to Gothenburg’s city centre, Frihamnen City Park can appear mentally distant and isolated. In our masterplan, new transport hubs significantly increase access to the park with multiple ferry, bus, and tram routes connecting to all areas of the city. However, due to its proximity to Hjalmar Brantingsgatan, access and entry to the park requires sensitivity.

Five entrances were suggested by the Masterplan; each has its own distinct qualities and connects with an external network of city infrastructure. In locating these entrances, it was crucial to understanding how they connect to the city and which demographic would typically pass through. Each has been hierarchized according to its suggested traffic.

Entrance ‘A’ is considered the primary entrance and sits a the head of a long boulevard. Connecting to Frihamnen tram stop, this entrance has a global attraction but also functions to connect local pedestrian paths from Backaplan and Ringön.

Entrance ‘B’ meets a new transport hub at Lundbyleden with ferry, bus and tram connections. Visitors anticipated here will be arriving by ferry from riverside suburbs, taking public transport from Volvo campus, or walking from Lindholmen and Brämaregården.

Entrance ‘C’ is a ferry stop and takes advantage of its proximity to Lilla Bommens Hamn. Both entrances ‘B’ and ‘C’ connect to ferry routes, however, are approximately 1km from each other and provide access to opposite sides of the park. This provides an opportunity to travel to Frihamnen City Park by water and arrive within the park.

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Entrance ‘D’ is small and connects to pedestrian paths from Backaplan and the Kvillebäcken River Park. While this entrance appears to have a high betweenness, this is perhaps misleading as the entrance appears connected to Hjalmar Brantingsgatan.

I would anticipate this entrance could only behave as the analysis suggests if the pedestrian experience was improved along Hjalmar Brantingsgatan, as was considered in another key project.

Entrance ‘E’ is primarily for pedestrian traffic from Götaälvbron and takes into consideration the landing point of the new bridge. This entrance could also accommodate pedestrian traffic from Ringön if Hisingsbron allows.

Internally, primary paths of movement focus on connecting different points of interest throughout the park. As these were mapped, it became apparent that some points of the movement were destination points, while others were intersection points of multiple paths where way-finding would become important. While movement paths were mapped, it was also important to consider places of rest and the condition of resting points. These were split into two characteristics: ‘active’ rest where certain levels of activation occurred, and ‘passive’ rest where environments suggested quiet, reflective areas. Rest points helped to clarify the type of traffic along primary paths of movement.

In the northern park, movement is fluid and allows for meandering. However, in the south fingers, human movement is restricted to specific walkways to protect the sensitive regrowth areas and animal habitats.

Toolbox: A Masterplan for Hisingen

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The external city structure meets the parkâ&#x20AC;&#x2122;s internal structure and it mitigated by five entrances.

Internal Structure External Structure

Transit Stop

Entry

Frihamnen City Park

Entry Rest (Active) Rest (Passive) Point of interest

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Centrality Integration, R4

Centrality Integration, R16

Centrality Integration, R30

The internal structure within Frihamnen City Park was completely reconstructed as the existing structure was informal and incongruent with the new function.

centrality area similarly demonstrates a connectedness to the larger city area and suggests human traffic to support activating services located here.

to support the parkâ&#x20AC;&#x2122;s intentions.

At a local scale, centrality analysis demonstrates diversity in levels of integration across the park and confirms the intended gradient of human functions to eco-system services within the park. A concentration of high-medium integration centrality in the north suggests an appropriate setting for offices, public spaces, and restaurants and cafes. This high Centrality, R4

-1.00 - 0.64

0.64 - 0.97

0.97 - 1.24

1.24 - 1.48

1.48 - 1.75 1.75-2.09 +2.09

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The concentration of low integration along the fingers of the park suggests limited human traffic and supports this being a place for animal habitats and ecological rehabilitation.

This gradient and variation highlighted at R4 continues to be evident throughout the city and global levels demonstrating a structure with the potential Centrality, R16

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-1.00 - 0.50

0.50 - 0.60

0.60 - 0.68

0.68 - 0.75

0.75- 0.85 +0.85

Spatial Morphology Design Studio 2019

High levels of betweenness run through the park at all scales demonstrating the structureâ&#x20AC;&#x2122;s ability to support the local, city and global movement to the park. Likewise, the placement of entrances is aligned to roads of high betweenness suggesting its connection to the city, while internal paths remain low suggesting a positive environment for recreation.

Centrality, R30

-1.00 - -1.00

-1.00 - 0.35

0.35 - 0.41

0.41 - 0.46

0.46 - 0.50

0.50- 0.56 +0.56

Toolbox: A Masterplan for Hisingen

Betweenness, 800m

0.00 - 2822 2822 - 8470 8470 - 18284 18284 - 64489

Betweenness, 2km

Betweenness, 800m

Betweenness, 2km

0.00 - 44024 44024 - 139834 139834 - 312920 312920 - 1000941

Betweenness, 5km

0.00 - 683950 683950 - 2316634 2316634 - 5472278 5472278 - 21536030

Betweenness, 15km

Betweenness, 5km

Frihamnen City Park

Betweenness, 15km

0.00 - 14491130 14491130 - 49213764 49213764 - 114171280 114171280 - 271785856

Toolboxing: A Masterplan for Hisingen

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FRIHAMNEN CITY PARK | Zones and Program

Due to its diverse programming, Frihamnen City Park is divided into nine zones demonstrating the general area within which various activities take place. These zones assist in the gradiation from human functions in the north to eco-system services in the south.

Each zone has been grouped into three categories: urban functions, park functions, and ecosystem services.

Urban functions include those of a city character where programs primarily relate to human behaviour. These are clustered in the north and include offices, cultural and temporary-event spaces, an ‘eat-street’ with a new architectural interpretation of ‘hus-i-park’.

Park functions relate to programs which relate to human recreation and leisure while engaging with ecological operations.

These activities are placed to gradiate between primarily urban and ecological areas and create an active centre within the park. Activities include allotment gardens, recreational activities at Jubileumsparken, spaces of environmental pedegogy, a multi-purpose common, and oyster farm.

Eco-system services occupy much of the fingers of Frihamnen.

Chosen for their isolation and distance to surrounding roads, these spaces are dedicated to ecological rehabilitation.

EN-

2 5

7 EN-

1 Hus-i-Park Eat Street 2 Office relocation 3 Event spaces 4 Entry plazas 5 Commons 6 Recreational ‘Play’ park 7 Allotment gardens 8 Ruderal land 9 Oyster farm

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1

2 EN-

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Park Zones

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Toolbox: A Masterplan for Hisingen

Urban Functions

Programs with primarily human functions are concentrated in the north of Frihamnen due to its proximity to entrances and public transport. Urban functions include office buildings, an eat-street composed of small pavilions, and existing warehouses for temporary events.

Offices contained in existing buildings are relocated into new buildings along Hjalmar Brantingsgatan. These new buildings are four to six storeys, with ground floor spaces for restaurants, cafes or associated services. These buildings increase the population using Frihamnen City Park throughout the weekdays, making this area especially active during lunchtimes and early mornings. The buildings also provide a level of separation from Hjalmar Brantingsgatan and frame the entrances in the north.

EAT STREET

HUS-i-PARK Frihamnen City Park

A number of small, scattered pavilions create a transition from the office buildings into the park. They exist in a bounded area and are a reinterpretation of the modernist ‘house in a park’ typology.

Left: Zones associated with urban functions Right: Sketches of associated programmes

Event spaces occupy existing four warehouse buildings across the site allowing the continuation of temporary events already occurring on Frihamnen including performances, exhibitions, sports events. Göteborgs Konsthall is occupying Magasin 113 setting the tone for the use of the other buildings. An oyster school and stall could also be incorporated into the building near the oyster farm.

OFFICE RELOCATION

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Small, pavilion-like buildings aid a transition from the urban landscape near Hjalmar Brantingsgatan to the nature reserve areas of Frihamnen City Park. Named ‘Hus-I-Park’, these buildings follow a set of urban rules aimed to reinterpret the modernist ‘hus-i-park’ typology. These buildings reinterpret this typology, centred around the car, and transpose it to a pedestrian setting creating small folly-like buildings in a park landscape; thereby the modernism typology becomes a true house in a park where each building responds to garden on all sides.

The character of these buildings aims to be quirky and small matching the existing context at Jubileumsparken formed by the sauna and open classroom and prioritising architecture which is modest, yet distinct. The pavilions as a collection form a unique and iconic architecture while promoting dynamic public space.

Frihamnen remains a single plot, and as a result, these pavilions will be developed by the municipality. Management and rent of these buildings will remain with the state ensuring Frihamnen City Park remains entirely public. As a result, these spaces can be rented by the municipality and provide a space for functions which may otherwise be unavailable.

The urban rules developed promote accessibility and diversity, however, could be further developed to ensure a dynamic architecture style is maintained. Below is an example of how these rules could manifest.

Right: An interpretation of the ‘hus-i-park’ typology with example prorgams Top: Open space rules allow for large areas around the buildings Middle: Meandering secondary paths intersect with primary paths of movement Bottom: Buildings open on all sides to squares and gardens of differing qualities

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Toolbox: A Masterplan for Hisingen

Open space: designed to ensure a large proportion of the area is outdoor squares, plazas and gardens. Large open space also allows the individual pavilions to be views as objects in a landscape, as the modernist typology requires.

Diversity: drawn from Jane Jacobs ideas about street diversity, each building must house at least two distinct functions to provide a multifaceted public space. This also encourages municipal management and upholds organisations of multiple tenants and shared spaces.

Transparency: openness at the ground floor maintains sightlines through the park and promotes a feeling of accessible public space. These can form buildings raised on pilotis or large glazed facades.

Footprint: buildings are small allowing a greater number of pavilions, however, the provision of space must be large enough for small offices or workshops.

Storey: 2-4 storeys align with masterplan toolbox suggestions.

the

Planting: the pavilions must comply and align its rhetoric with Frihamnen City Parkâ&#x20AC;&#x2122;s goals to encourage the provision of ecosystem services.

Heights: to ensure contextual alignment, buildings may not be taller than municipal offices and Frihamnen 4.

Frihamnen City Park

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Park Functions

Below: Zones associated with park functions Right: Sketches of associated programmes

The provision of programs for human leisure, community involvement and pedagogical public space are combined with those supporting ecological rehabilitation and animal habitat support. In these spaces, humans, plants and animals are anticipated to interact and have space equally.

THE COMMONS

These ‘Park’ functions are grouped around four zones: the commons, a recreational ‘play’ park, oyster farming, and allotment gardens.

The Commons is a multipurpose field and accommodates places for picnics, organised sports activities (with space for two hockey pitches), informal lawn games, as well as spill-over space from events and office spaces, outdoor cinemas or markets as required.

The recreational Play Park incorporates activities from Jubileumsparken: the sauna, sail school, swimming pool, roller derby, skate park and playground. I have also suggested incorporating marinas, a cafe with community pedagogy for gardening, a climbing wall on the Konsthallen facade, and a bird watching and learning centre.

The oyster farm harnesses the ability of oysters to purify water and demonstrates a possibility to reduce toxicity in the water around Frihamnen.

Due to it’s proximity to Kvillebäcken and its ecosystem service functions, purifying the area is critical to the safety and rehabilitation of the area. Oyster-tecture by Scape Studios provides a precedent for functioning and is supported by EU funded research on oyster farming at Göteborg Universitet. Oyster farming also serves a pedagogical function and community engagement programs here could open dialogues about sustainable farming practices, food production, and healthy habitats. Placed close to surrounding residential areas, allotment gardens provide a space for urban farming, community interaction and plant diversity required for pollinators and birdlife. As with other ‘Park’ functions, the allotments are pedagogical and can create systems of local food production for cafes and restaurants within the park.

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PLAY PARK

OYSTER FARM

ALLOTMENT GARDEN

Toolbox: A Masterplan for Hisingen

Ecosystem Services

The provision of ecosystem services is a principle concern designated by the masterplan. It is important to recognise Frihamnen City Park as part of a wider network of green spaces across the city. Our masterplan aims to connect green spaces to ensure a more robust network for flora and fauna, and as a result, Frihamnen must provide areas for animal habitation and plant proliferation.

While ecosystem services are important across the whole park, the fingers of Frihamnen are designated as specific areas of focused ecological rehabilitation. Here, human movement is restricted as animal and plant-life is prioritised. The fingers were chosen as an appropriate location due to their isolation, and thus protection, from the surrounding roads and neigh-

RUDERAL â&#x20AC;&#x153;growing where the natural vegetational cover has been disturbed by humansâ&#x20AC;?

Frihamnen City Park

bourhoods. Their proximity to the water and the creation of soft edges provide opportunities for the development of habitats for birds, otters, and others.

Left: Sketches of associated programmes Right: Zones associated with ecosystem service functions

The fingers, classified as ruderal landscapes, are post-industrial and must be recolonised by plant species. Initially, these areas are slow-growing and sensitive, however, can develop into robust and fertile landscapes. To protect the recolonisation and rehabilitation of the fingers, human movement is restricted to raised timber walkways. These walkways can also provide structure to the sinking piers and continued use when the park becomes flooded.

IN FRIHAMNEN unnaturally formed land, used for industrial purposes, abandoned, recolonised by plants.

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Habitats for bees

Habitats for bats

Habitats for birds

Bats, bees and birds were selected as umbrella species as habitat creation for these animals can simultaneously promote more robust areas of a greater number of species. Considering the appropriate conditions for each animal group was an important factor in the placement of programs across the site.

across the park would be attractive to pollinators so placing trees as guides for flight became important to protect bee traffic.

nen including Aegopodium podagraria, Convolvulus arvensis, Epilobium angustifolium and Solidago canadensis. The drier and rockier central areas include grass and succulent species from families species: Festuca, Poa and Sedum, but also Betula, Salix, Fragaria, Arctium and Taraxacum. Common trees can already be found onsite including: rosa rugosa, crataegus, a variety of willows (salix), alders, birches, carpinus betulus and sorbus intermedia.

The planting of willows is especially important as these fast-growing species can provide â&#x20AC;&#x2DC;oldâ&#x20AC;&#x2122; structures quickly creating habitats for bats and birds.

Bats were anticipated to travel from nearby habitats identified by Calluna. As they preferred lesser light pollution, their nesting areas could be accommodated around buildings onsite (provided light outputs were minimal) and in trees on the fingers.

Allotment gardens provided plant diversity appealing to pollinators; as a result, anticipated bee habitats would be focused there. However, planting

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Research conducted by Mareld indicates sitings of eleven bird species at Frihamnen, many of which are waterbirds. Purifying the harbour, and maintaining and allowing soft shorelines to develop is critical to providing appropriate habitats.

Tree planting in Frihamnen City Park guides the flight paths of birds, bees and bats to the appropriate areas for their respective habitats, while also providing habitats in their own right.

Varied flora has already begun to colonise Friham-

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Left: habitats for birds, bees and bats are overlayed and cover the entire park Right: trees become beacons guiding flying animals to appropriate habitat areas

General Plan Trees Bees Bats Birds

Frihamnen City Park

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VOLVO - LINDHOLMEN CONNECTED HANNA JÖRLÉN Transforming current buffer green into a new mixed-use area that connects Volvo Lundby with Lindholmen Science Park and Chalmers Lindholmen.

Problem description and project context

The key project area, situated between Ramberget, Lindholmen Science Park och Volvo Lundby, is today mostly unused buffer land for the harbour railway and Lundbyleden. The big transport structures constitute barriers which makes moving from north to south difficult, both for pedestrians, bikes and cars. These barriers are being treated by the masterplan on a larger scale - the allowed speed on Lundbyleden is lowered and a part of the railroad gets a new route.

characteristics of the area and has effected both how we have developed the area in the masterplan and in my key project.

A result of the area being mostly offices and light industry is that the area today is experienced as dead and slightly unsafe at night and at weekends. This issue is something that the masterplan wanted to treat by creating a mixed-use area, including a sufficient amount of dwellings.

Many developments are taking place in the area at the moment. Karlastaden is being built right next to the key project, and another important change is that Volvo, which has ealier been closed with fences, is opening up to invite collaborators.

This, as well as many collaborations between Chalmers Lindholmen and Lindholmen Science Park, are important for the

Volvo campus

Ramberget

Key project area Lindholmen Science Park Chalmers Lindholmen

Project context Volvo - Lindholmen connected

Project main structure with blocks, main connections and plazas 53

VOLVO - LINDHOLMEN CONNECTED | Urban design proposal

The design proposal suggests a mixed-use area with offices, dwellings and functions to support the companies and the people that will be spending time in the area, since that is missing in the area today. This might include hotels, conference centers, restaurants, short-term apartments for people visiting the different companies and for scientists, student apartments and commercial activities to support all this, parks etc.

The typologies from the masterplan - density, street typologies, centers and green, have been applied according to the masterplan but investigated more in detail on a smaller scale.

are shown in this proposal, it results in FSI values that push towards the maximum values allowed by the masterplan. This is to provide the best prerequisits for a functioning mixed-use area, as according to the works of Jane Jacobs.

Following the masterplan, the plan proposes active ground floors along the main street, which carries pedestrians, bikes, cars and tram. There is also a plaza where the key project meets Karlastaden and a square where the main street meets the connecting street to Chalmers Lindholmen.

The building height and density is also from the masterplan, where density is calculated by dividing FSI with the area for the plot + half the widht of the street. As the building footprints

Building height and density

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4-6 storeys 6-8 storeys 8-12 storeys

Ground floor use FSI 0.5-2, GSI 0.15-0.6 FSI 0.8-3, GSI 0.1-0.4 FSI 1.5-3.5, GSI 0.1-0.4

Public function obligatory

Public function optional

Street typologies

Types of green

Courtyard Neighbourhood District Recreational

1: Pedestrian+bike 2: Pedestrian+bike+car 3: Pedestrian+bike+car+bus or tram 4: Pedestrian+bike+car+bus+tram

Spatial Morphology Design Studio 2019

Total amount of build area: 370 000 m2 - 500 000 m2

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VOLVO - LINDHOLMEN CONNECTED | Distribution of flows 0

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Modes of transport, key project Pedestrian+bike Car Bus Tram

Public transport stop

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By elaborating different connections in QGIS I reached this as the street structure of my key project. The main street of my key project as well as the main connecting streets that reach into Karlastaden, towards Volvo and to Hjalmar Braningsplatsen all have high integration values. To have in mind when comparing the integration analysis maps is that the changes are not only caused by my key project but by the masterplan too.

Integration R16, current situation

Integration R16, proposed

0.23 - 0.60 0.60 - 0.70 0.70 - 0.74 0.74 - 0.80 0.80 - 0.85 0.85 - 0.93 0.93 +

Through a betweenness analysis, we can also see that the new road connecting from Volvo across Lundbyleden seems to be supported. The street I have chosen to work with as main boulevard also has a high level of betweenness until reaching the plaza facing Karlastaden, where betweenness decreases slightly as paths are divided into several options. Although, betweenness across the plaza towards Karlastaden and Lindholmen is still relatively high, which is positive since these are important in connecting to Lindholmen Science Park.

Betweenness 3km, current sutation Volvo - Lindholmen connected

Betweenness 3km, proposed

0 - 100 000 100 000 - 200 000 200 000 - 500 000 500 000 +

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VOLVO - LINDHOLMEN CONNECTED | Zooming in

The typology toolbox was applied to the area in the masterplan. A task for this key project has been to investigate this on a more detailed level. To do that I have chosen to focus on a smaller area in my key project, the square that meets Karlastaden and the key project buildings framing the square.

Selected focus area

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Landscape section, wih key project Toolbox: A Masterplan for Hisingen

VOLVO - LINDHOLMEN CONNECTED | Urban rules

How to plan for a mixed-use area that actually could become lively and vibrant if realised, that feels alive both at day and at nigh and where business can survive, is something I have wanted to investigate in this key project.

Our masterplan determins which land uses that are allowed to be built for in each block, but according to the work of Jane Jacobs, mixed-use needs to be considered on all scales, from plot level to a larger district scale. She argues that a district and as many of its internal parts as possible should serve for more than two primary functions, to ensure that there are people present in the area during different times of the day. They have different schedules but can share common functions and service.

To try to achieve such an area I created urban rules that could function as complementory to the rules of the masterplan.

The goal and purpose of the key project is not to control the specific functions in each block/plot/zone but to try to provide strategic rules that would allow the area to change over time, as society and its demands change. Therefore the rules are general, to be able to accomodate both large and small companies and to allow for dynamic development and redistributions of functions over time.

* Such as residential, offices, public use (libraries, schools etc.), retail or services.

Zone level

Block level

Plot level

A. Of the total amount of sqm within each marked zone, 40-50 % should be for residential use.

B. Each block must contain at least three different kinds of functions*.

C. A developer is not allowed to buy more than two plots within the same block.

D. Marked plots must have an active street frontage (assigned in masterplan).

Ground floor activation in unmarked plots is optional.

Ground floor use

A.

Volvo - Lindholmen connected

B.

Public function obligatory

Public function optional

D.

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Building density and centers 0

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The plan allows for higher buildings/more density towards the north of the block as a rule, whilst buildings towards the south are kept lower, to create favourable daylight conditions to courtyards and in buildings.

Some of the buildings adjacent to the main plaza where my area meets the very tall Karlastaden, are allowed to be taller than the regular blocks.

The masterplan assigns active bottom floors to the main street of my key project, but when I started to apply the center typologies from the toolbox, none of the typologies really matched the characteristics of this main street. The square, plaza and hub typologies are all associated with a dense core of functions, which is not really the case of a longer street as this one. The corner shop typology is associated with low integration and betweenness values on larger scales, which neither is the case here.

To solve this a fith typology, the boulevard, was created for this key project, which allows for relatively high values on all scales from local to city level.

Building height and density

4-6 storeys

FSI 0.5-2, GSI 0.15-0.6

6-8 storeys

FSI 0.8-3, GSI 0.1-0.4

8-12 storeys FSI 1.5-3.5, GSI 0.1-0.4

Centers Boulevard Plaza

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Toolbox: A Masterplan for Hisingen

Suggestion for potential ground floor use 0

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The masterplan prescribes both locations for centers and allowed categories of land use for each area, for example residential, offices or commercial, which the key projects had to follow. Since this key project is a mixed-use area, severeal land use options where allowed by the masterplan. I have worked with ground floor uses for plots, still following the masterplan regulations of land uses and centers. Plots have in the key project been marked “public function obligatory”, or “public function optional”, with the main focus to create active bottom floors along the main street.

This image to the left shows some potential ground floor activities, if the masterplan and key project would be realised.

Potential ground floor uses

Office Residential Daycare School Library Culture Hotel Restaurant/café Retail Sports/gym

Volvo - Lindholmen connected

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Travel modes 0

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According to the masterplan, the four different street typoliges are used. Some of the streets, in this case the horisontal ones going in a west-east direction, were asigned a street ttypology and route already in the masterplan. Others, the vertical ones, going in a south-north direction, were designed as flexible structures in the masterplan to be determined by the key project, both in placement and typology.

C.

A.

B.

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1: Pedestrian+bike 2: Pedestrian+bike+car 3: Pedestrian+bike+car+bus or tram 4: Pedestrian+bike+car+bus+tram

Spatial Morphology Design Studio 2019

Toolbox: A Masterplan for Hisingen

Street sections 0

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Modes of transport Green Pedestrian Bike Car Tram Parking

A. Pedestrian space, bikes allowed

Volvo - Lindholmen connected

B. Main boulevard

C. Pedestrian, bike and car

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VOLVO - LINDHOLMEN CONNECTED | From above

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Spatial Morphology Design Studio 2019

Toolbox: A Masterplan for Hisingen

Process

The land area I have been working with is very exciting and provides many opportunities. As mentioned, a lot of developent is taking place at, or around, the site right now, changing the characteristics and the demography of the area.

The pictures below show some of the sketches I have done during the run of the course. In the beginning of the project I was elaborating with a semi-open block structure (shown in the middle picture below), were buildings were paired two and two, opening up a bit towards each other over a pedestrian area. After a discussion during the mid critique and after reading a report by Eva Minoura, I realised that it probably wasnâ&#x20AC;&#x2122;t the way to get what I wanted to achieve. I had imagined a shared space that would encourage collaborations where the courtyards could be shared between the different inhabitants and where the limits between the two different blocks would become less apparent, but reading Minoura I feared that these semi-private spaces instead would have become empty and unused, so I decided to make the blocks closed instead.

Volvo - Lindholmen connected

Another issue discussed during feedback was Lundbyleden and how it would have been solved in detail. According to the masterplan Lundbyleden is slowed down from 70km/h to 50km/h. It is not an easy task to deal with Lundbyleden since it is an important part of Gothenburgs street network and an important carrier of tranports, but a next step would have been to analyse and develop this question further.

It would also have been interesting, if I would have had more time, to elaborate more on a larger difference in building heights throughtout the project, working in sections and with solar studies, since the area at some places meet very tall surroundings, such as Karlastaden and Ramberget.

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PLOTTING BACKAPLAN TOVE SĂ&#x2013;DERBERG Transforming Backaplan, with a strategy of layering scales of network, blocks and density. Reprogramming the area along Backavägen from fringe commercial to residential, with strategically placed points of mixed use.

Project description

Method and theory The basis of the project is developed from the use if space syntax analysis data, relying primarily on analysis of network integration (centrality) and betweenness.

The goal is not to replicate the morphological and urban conditions of a traditional city centre, but to create a linear urbanity along Backavägen, with adjacent streets and blocks having a more residential rather than urban character.

The linear centrality affords pedestrian movement along the street, creating the potential for Backaplan to act as a connector, linking adjacent neighbourhoods through the transformed site, but also for Backavägen to act as a more “traditional” centre in function to the neighbourhood, with commercial and public functions centred along the street.

With the aim for creating potential for a neighbourhood with strategic mixed use points, the division of land into blocks and plots is central in the method developed for the project to follow. The impact of parcellation on the street space, owner strategies, and adaptability is considered, through the conscious use and placement of blocks and plots in three different sizes: small, medium and large.

The number of owners will typically influence the level of diversity of land-use, and this is originally influenced by how land is divided into plots. The division of land has a direct impact on the potential for diverse owner strategies, and thus for urban diversity.

The idea of ownership as influential on the potential for diversity and on urban form has been central in the design proposal.

Parcellation, L + M + S Block Plot Building

Plotting Backaplan

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PLOTTING| Urban design proposal

Site conditions and concept As both centrality and betweenness analyses are done on axial maps, the decision was made to develop the plan from the street network in. Investigating this method of planning became the central concept behind the proposal.

The idea is to plan the transformation of Backaplan from the street in, stopping the planning process where the process of building design starts. From street, to block, to plot, to program and location of functions in the urban network, and back to the plot as the medium between movement network (the street) and built form (building setback from edge).

Along Backavägen today there are only six plots, and flows along the street are interrupted by four roundabouts between Hjalmar Brantingsplatsen and Lillhagsvägen (north- east border of the key project). Hjalmar Brantingsplatsen is one of the most complex and chaotic traffic points in Göteborg, with a highway, train tracks, trams, buses, local car traffic and trucks passing by. For the development of this project, it has not been deemed necessary to “solve” the situation here before the transformation along Backavägen. Rather, the busy activity of the place is likely to benefit the new development, as

there is already a lot of people moving in the area. Developing the inner parts of Backaplan before, and simultaneously with, changes to Hjalmar Brantingsplatsen will benefit both places, as changes to one will influence and inform use of the other.

Fixating a street grid in the area was done with land division and the distribution of block size as an added next layer of guiding conditions, taking this into consideration as a spatial layer influencing the nature of the urban space created. Large blocks and plots can house a greater number of functions, but will create a fragmentation in the street scape. Small plots and blocks are more adaptable over time, but cannot house functions that need larger spaces.

Working with blocks as space between the streets, with this method block size follows centrality, and plot size follows the result of the centrality analysis to reinforce the scale of functions (local or city scale).

Example (below): a denser grid of streets, set deep in the network, results in smaller blocks with several small plots that encourage diverse ownership, but with the same main function (residential).

Site plan (right side page)

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New buildings Existing buildings inside key project Existing buildings First stage removal

Spatial Morphology Design Studio 2019

Toolbox: A Masterplan for Hisingen

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PLOTTING | Network layers

Structure of network From the masterplan, the only roads with fixed positions are the streets that exist on the site today (1-10). The position of the rest of the streets in the new structure for the analyses in the masterplan were assigned with flexible positions, leaving their exact position to be determined in the key project.

To achieve simultaneous conditions of connections and movement through at the edges of the area and a calm, residential central part of the neighbourhood, the new street structure of Backaplan is designed to have high network integration in different places depending on the scale of the analysis (reach).

The placement of functions and density is then informed by the use of typologies, as developed in the typology toolbox.

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Spatial Morphology Design Studio 2019

The idea for the neighbourhood is to layer the globally important connections on the edges of the area, as the situation is today with Lundbyleden (highway) and Hjalmar Brantingsplatsen (public transportation hub). The transition from global to local network centrality (inner layer) is mitigated in the city scale (middle layer). A neighbourhood designed with high centrality on a global scale focused at the edges, and local scale centrality in its centre, with city scale centrality in between, and overlapping the whole neighbourhood.

Parts of the street structure in the northern part is still drawn with flexible placement, to be fixed in the further development of the area (not within the scope of this key project). This is to allow for future design solutions that may be developed (following the method of this key project) .

Toolbox: A Masterplan for Hisingen

Context strategies 0

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Context strategires and edge relations Arödsberget (nature preservation)

1. Linking: Attach to existing grid to create a link to adjacent neighbourhoods’s network 2. Layering: Layers of network scale

Backaplan Kvillebäcken

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3. Connecting: Utilise transport hub with direct link to city centre 4

4. Buffering: A soft transition from residential area to nature preserve

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5. Blocking: Block noise from highway and track yard

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Hjalmar Brantingsplatsen

Plotting Backaplan

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Distribution of flows 0

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Distribution of flows in the new street grid.

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Spatial Morphology Design Studio 2019

Toolbox: A Masterplan for Hisingen

Network integration, local scale (R4)

Network integration, city scale (R16)

Network integration, global scale (R30)

Local centrality, with the highest potential for pedestrian movement, is focused in a tight grid in the inner parts of Backaplan. This is to encourage local activities and encourage residential and small scale typology functions in this part of the neighbourhood. From the typological toolbox this would be types 1-2 in the respective categories (for example, G2: the neighbourhood park or C1: the corner shop).

To avoid replicating a satellite neighbourhood, the whole area is well integrated on a city scale with the network. This is important especially to give the existing shopping centre (south) potential to keep acting as an attractor of people to the area. Hjalmar Brantingsplatsen as a public transportation hub also has an important role in this, as it is the main connection to both the city and the rest of Hisingen island.

Highest integration at the global level is focused at the public transportation hub at Hjalmar Brantingsplatsen, Lundbyleden, and Backavägen; the main connection of roads. Several tram and train tracks also converge here, but will act as blocks rather than connections in the analysis, since what is analysed is pedestrian movement. However, in the urban situation the tram connection is a link in the movement of people.

Centrality, R4

Centrality, R16

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0.00 - 0.85 0.85 - 1.11 1.11 - 1.34 1.34 - 1.57 1.57 - 1.82 1.82 - 2.17 2.17 - 3.16

Plotting Backaplan

0.23 - 0.47 0.47 - 0.57 0.57 - 0.65 0.65 - 0.71 0.71 - 0.78 0.78 - 0.86 0.86 - 1.06

0.00 - 0.28 0.28 - 0.34 0.34 - 0.40 0.40 - 0.46 0.46 - 0.52 0.52 - 0.60 0.60 - 1.05

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PLOTTING | Urban rules

Application of the toolbox As the idea behind this transformation plan is to begin from the starting point of street and block arrangement, the category most utilized in the development of the project for Backaplan is the street typology.

Since there is already a strong commercial presence at the site, well connected to the transportation network, centre typologies are mainly utilized to support the added residential and office functions. Public services are also added, as they are not present at todayâ&#x20AC;&#x2122;s centre hub.

The green typologies are utilized primarily on the more local scale (G1 and G2), as Frihamnen Park (key project) is directly south of Hjalmar Brantingsplatsen, and ArĂśdsberget nature preserve to the north, on the other side of Lillhagsleden.

Density assigned follows the master plan, and is informed by the application the other typologies and as a response to the edge context. It follows the strategy of layered scales, with taller and denser areas facing the highway and track yard to act as a noise barrier and an edge definition to the east. The blocks facing the mall are also denser, to add urbanity to the global scale of the commercial centre.

T2 (a)

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continued linearity

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Spatial Morphology Design Studio 2019

Toolbox: A Masterplan for Hisingen

Analysis of network The main and most important connections are to Kvillebäcken (east) and Hjalmar Brantingsplatsen (south). In the east the new structure is designed to attach to the already existing streets, with the addition of new bridges across the small river.

South, the masterplan dictates a strong move across Hjalmar Brantingsgatan within any change/ development of Hjalmar Brantingsplatsen.

Main connections are to Lillhagsleden and Brunnsbo in the north east, to Hjalmar Brantingsplatsen and Brämaregården/ Frihamnen in the south, and to Kvillebäcken in the west.

Lundbyleden and the track yard to the east acts as a block to Ringön (east).

Betweenness, 2 km

To create the potential for connections between Kvillebäcken (west) and Brunnsbo (north-east) the structure yields Backavägen (bottom, circled in black) high values in betweenness all through the city, neighbourhood and local scales (analysis at 2km, 5km and 15km). That is shows up as strong on all three scales and reinforces the potential to act as both a neighbourhood connector and a linear centre, as local pedestrian activity is likely to pass by here.

Low

Medium low

Medium high High

In the 2km analysis (top), in the tight central grid of Backaplan, a portion of road lights up with high betweenness (circled in black). At this location local typology functions from the categories in the toolbox have a potential to develop successfully.

Regarding potential for active ground floors to create mixed use points within the project, it is further shown in later pages in the key project. Location, choice of typology from the toolbox and argument for potential success of an activation is based on parts of Erik Linn’s research into the active frontages of Göteborg, as relating to street space, location in network and density.

Betweenness, 5 km Low

Medium low

Medium high High

Plotting

Toolbox: A Masterplan for Hisingen

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PLOTTING | Typologies

Typology expanded: street The basic mode of transportation typologies from the masterplan have been expanded upon in the key project to be applied as street sections to the respective streets they are correspond to in the project.

To emphasize connection through the area in the south-west to north-east direction, the streets running parallel to Backavägen retains a continued linearity through the neighbourhood. An exception is made in the broken linearity of the T1 (a+b) street that leads between the medium density blocks, as this pedestrian and bike path should have a more local scale.

To the east Lundbyleden acts as a block to any connection to

Ringvägen. Because of this, the east to north-west direction is designed with a broken linearity to achieve a high local centrality (analysed at R4) within the block, but not extending all the way to Backavägen. This creates an irregular quality in the shape of building blocks, as streets in both directions follow and relate to the existing, fixed roads from the masterplan.

To the direct east there is a strong connection to Kvillebäcken, both with pedestrian and bike only streets and car roads. This raises centrality for both Backavägen and Kvillebäcken on all scales, but especially on city and global levels (R16 and R30).

As a result of this, several neighbourhoods on Hisingen are increasingly well connected to each other, one of the aims of the masterplan.

T3 (a)

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Spatial Morphology Design Studio 2019

Toolbox: A Masterplan for Hisingen

T1 (a)

Streetscape

T2 (c)

T2 (b) T1 (a)

Modes of travel

Plotting Backaplan

T1a: pedestrian + bike T1b: courtyard shortcut T2a: car + trees T2b: car, one way + trees T2c: car + no trees T3a: public transportation (bus)

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PLOTTING | Typologies

Impact on urbanity The impact of plot systems on urban diversity can be described through the concept of urban capacity; with increased division of land into separate spaces increases the opportunity for a greater number of owner strategies, and from this comes a larger potential for diversity. The number of owners in an urban area will influence the level of diversity of land-use, and this is at its origin influenced by how land is divided into plots.

Arrangement of block size and how they are divided into plots in the project follow the strategy of a layered neighbourhood, with global scale on the edges, city scale connecting within and through the neighbourhood, and local scale deeper within the network.

Block size also follows the strategy of a layered neighbourhood, with the only large size blocks servicing the global centre functions, parts of the original XL size of plots in the previous situation.

Taller and denser blocks face the edges (highway and track yard east and mall south) to act as a noise barrier and an edge

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definition to the east. The tall buildings will also create a visual connection to Ringön development and the new bridge, Hisingenbron. The blocks facing the mall add urbanity to the global scale of the commercial centre.

The inner layer is medium dense to reflect this part of the neighbourhood as in-between the most global and most local areas, directly adjacent to the main connection within and through Backaplan, which is Backavägen.

Density is informed by the other typologies, as in the creation of the toolbox and it’s application in the masterplan. The size of

Backaplan, global functions present (public transportation hub, shopping malls), location in relation to central Göteborg and dire need for housing in Göteborg and Sweden in general allows for a high density development, without compromising urban qualities of life.

The location on Hisingen gives the potential for an alternative planning with a different identity, but equal quality in the resulting urban life. Not trying to compete with or mimic the traditional city core, but offering an alternative in a central location.

Toolbox: A Masterplan for Hisingen

Density 0

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The inner layer is medium dense to support urbanity with primarily residential character, directly adjacent to Backavägen.

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1,2 3,1 2,1 2,5 2,5 2,5 2,5 2,6 2,6 1,9 3,65 1,3 3,58

Total footprint: 45 843 m2 Total floor area: 207 480 m2 Density

Plotting Backaplan

FSI 0,3 - 1,3 FSI 0,5 - 2,5 FSI 0,8 - 3,0 FSI 1,5 - 3,6

(D2) (D3) (D4) (D5)

Commercial hub

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Functions and mixed use points 0

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Striped units symbolize building units at points of mixed use, with the most publicly accessible function on the ground floor (in order of accessibility: public services, restaurant, commercial space, office, and housing).

High street: > 70% Main street: 50 - 70% Urban street: 10 - 50% Side street: < 10% (also: residential street)

Active fronts

Betweenness 1km

> 70% 50 - 70% 10 - 50% < 10% 0 5000 10000 15000 Active fronts

Integration R10

> 70% 50 - 70% 10 - 50% < 10% 1,0 1,1 1,2 1,3 1,4 1,5 Functions Housing

Offices

Commercial shops Restaurant

Public (health care centre)

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Spatial Morphology Design Studio 2019

Toolbox: A Masterplan for Hisingen

Network integration, local scale (R4)

Network integration, city scale (R16)

Correlation of betweenness and integration

Active ground floor

In order to create well argued for points of mixed use units in Backaplan, rather than blanket the whole area in the term, the location of these points is found using GIS analyses based on Linn’s results in betweenness and centrality. These results are then overlaid to find the points with overlapping potential for active ground floors.

rate, as there will be a big change in the number of businesses, and also, as is the nature of fringe commercial areas, the present businesses do not have open frontages toward the street.

In the lecture and research by Erik Linn there is an investigation into factors of urban morphology as related to active ground floor fronts in Göteborg. The results, based on analyses of network integration, betweenness, population density (day and night) within 500 m and proximity to other businesses (500 m), are grouped into four types of streets: high street, main street, urban street, and side or residential street. The types of streets are defined by their amount of open fronts in the building façades.

As this project transforms Backaplan from fringe commercial to residential, there are no people living in the neighbourhood today, and an analysis of day and night population density would not be accurate. In the same way, an analysis of attraction distance or reach for businesses would be inaccu-

Because of this, the locations are based only on network integration and betweenness analyses, and may therefore be not completely accurate in a comparison to Linn’s results. However, they are deemed to give a stronger indication as they are based on the analyses of axial maps, rather than only on proximity or distance to current commercial functions that are kept through the transformation.

Betweenness, 1 km : correlation to active fronts

Network Integration, R10 : correlation to active fronts

Overlap of potentials : correlation centrality and betweenness

< 10% 10 - 50% 50 - 70% > 70%

Plotting Backaplan

< 10% 10 - 50% 50 - 70% > 70%

< 10% 10 - 50% 50 - 70% > 70%

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PLOTTING | Typologies

Private or semi public In the masterplan mapping it is shown that the western part of Hisingen is the more fragmented area in terms of green space accessibility and network. Backaplan is situated in between two large scale green areas in the masterplan (G4, global park): Arödsberget nature preserve next to Brunnsbo in the north, and Frihamnen city park in the south (key project).

Along the top of Backavägen there is today large trees that are preserved in the transformation, which is why the route of the northern part of Backavägen is not changed. In terms of eco-system services there is a need for a connection between the two G4 green spaces, as they today are detached. With two large green areas so close by, and a regional park (G3) programmed along Kvillebäcken, private green space such as enclosed courtyards (G1) can be prioritized along Backavägen, as they provide a necessary level of greenery to link eco-system services but also affords more use by residents, as there is a stronger sense of ownership of the space.

G1: Courtyard green (from masterplan)

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Spatial Morphology Design Studio 2019

To provide green space usable for people visiting or temporarily residing in the neighbourhood (i.e. workers and visitors) the courtyards at the ends of Backavägen are semi-open and designated as typology G2, neighbourhood park.

In the south block, this intersects with the neighbourhood’s internal local bike path, breaking up the sight-line along the path.

This is to provide green space in relation to a centre typology of C3 that is potential just behind the mall. In the north block, the partially open north end is programmed with a playground available to the whole neighbourhood, as this block is situated furthest away from the heavily trafficked road and transportation hub at Hjalmar Brantingsplatsen.

Some amount of privacy is lost in these courtyard in regard to residents, but their location in the network, or program in the park, is regarded as important to the neighbourhood as a whole, and has the potential to make up for loss in residents’ sense of ownership and use.

G2: Neighbourhood green (from masterplan)

Toolbox: A Masterplan for Hisingen

Green space

Enclosed courtyard

Open courtyard with public space

Block enclosure:

Green space

Neighbourhood park with public playground, and open courtyard

Plotting Backaplan

Neighbourhood park with public and private funcitons

Neighbourhood park Courtyards Road

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Block and setbacks 20

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Setbacks from the plot edge are allowed with specific criteria: P1/ P5 P1. In relation to a public service function or if two or more public and/ or commercial functions correlate with an intersection.

Example: the bus stop in relation to the health care centre, a restaurant facing an intersection and the health care centre.

P2. To be used as public space in relation with a commercial function.

Example: outdoor seating in front of a restaurant. 2 - 4 m setback from plot edge.

P3. To service users of the building with functions that can’t be placed on the courtyard (or if there isn’t one).

Example: bike parking, taxi and public service car transport pick up location.

1.5 - 3 m setback from plot edge.

P4. Street entrances to the neighbourhood that are serviced by special care in the architecture.

Example: both ends of Backavägen, where Lundbyleden exits into Backaplan.

P5: At a public transportation stop Example: bus stop on Backavägen.

(Examples marked in plan, right)

Entrances Public Private

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Toolbox: A Masterplan for Hisingen

Plotting Backaplan

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STEREOSCOPIC CONNECTION ZHU YAO Two car roads and the tramway become the terrible barriers along the Hjalmar Brantingsgatan, leading to the problem of crossing the road. One interesting element is that the tramway going up and down along the road, so my concept is Stereoscopic Connection to connect different area in different levels.

Problem description

As you can see from the pictures, two car roads and the tramway become the terrible barriers along the Hjamar Brantingsgatan, leading to the problem of crossing the road and the existing transport facilities, like the overpass showing below, are quiet steep and narrow. Therefore the important contradiction

Stereoscopic Connection

in this project is between keeping the high speed of west-east vehicles roads and improving bad experience of north-south pedestrian connection. One interesting element is that the tramway going up and down along the road, which can provide the opportunity to solve this problem.

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STEREOSCOPIC CONNECTION | Concept

The goal of the key project is to keeping the high speed of west-east vehicles roads and improving bad experience of north-south pedestrian connection, which is quiet difficult to solve crossing problem in ground floor level.

Because the tramway goes up and down along the road, and different tram stations are also in different levels, I want to use the method of stereoscopic connection to achieve the goals.

I add new overpasses and tunnels and improve the environment of the old ones to let people cross the road, and also arrive at tram stations. In this step, I focus on the comfort of traffic space, navigation system, and possible life scenes.

The public space and buildings near the intersection are also important in my project.

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Spatial Morphology Design Studio 2019

Toolbox: A Masterplan for Hisingen

Mapping of Focus Nodes 0

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1200m

Firstly, I started to analyze each intersection along the Hjalmar Brantingsgatan, and you can see some areas with red lines means the bad walking experience. I added the analysis of betweeness 5km in this map.

Those problematic intersections are quiet important in urban transportation network.

I chose those three intersections as my focus areas and these three points were analyzed as examples, and some measures and experiences can be popularized to other intersection in the future. After defining the focus area, I also mapped the important space near the intersection.

LEGEND

Villa 2-4 Residential 4-8 Residential 8-12 Residential Plaza Hub Office Public Space Green Space Good Normal Bad

Stereoscopic Connection

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STEREOSCOPIC CONNECTION | Node 1: Problem 0

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The node 1 is the Wiselgrensplatsen area.

Today the tram stop donâ&#x20AC;&#x2122;t have a direct connection to the Wiselgrensplatsen and also the south residential area. The new stadium lacks of entrance public space and the parking lot in west-north area become a barrier.

LEGEND Car Route Tramway Pedestrian Pass

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Toolbox: A Masterplan for Hisingen

Method 0

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First I built a new tunnels for the Wiselgrensplatsen and created a sunken square to lead people to the south area. A stadium square were designed and some new buildings were added. Finally, the parking lot were demolish and a paving square were added for the market.

Stereoscopic Connection

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STEREOSCOPIC CONNECTION | Node 1: Scenes & Section

These is two diagrams showing the possible scenes may happen in the stadium square and the paving square. The section below shows the overview of the street and you can see height different and the relationships between Wiselgrensplatsen, tram stop, and sunken square.

Stadium Square

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Spatial Morphology Design Studio 2019

Toolbox: A Masterplan for Hisingen

Topology & Future Vision These topology diagram can clearly show what I change in this area and now different public space are connected better than before. The picture below is just a conceptual diagram, showing if the cable car and station are built, what may happen in this area.

Old Topology

New Topology

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P

Stereoscopic Connection

Future Vision

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STEREOSCOPIC CONNECTION | Node 1: Axonometric

This is the 3D model of Wiselgrensplasen area, which you can have an overview of what I changed in this site.

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Toolbox: A Masterplan for Hisingen

QGIS Analysis From these analysis, you can find out now people have a more convenient way to cross the road and the streets nearby are also become more important.

Stereoscopic Connection

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STEREOSCOPIC CONNECTION | Node 2: Problem & Method 0

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The node 2 is the Kvillebäcken area.

Today the green corridor is unconnected, and some areas along the river are quiet narrow. In addition, the public space near the bus station is quiet empty and lacks of navigation system.

I demolished the building in the middle and changed the route of channel. Then I added an green overpass and also some facilities in the bus station. Finally, a green square was created and also some new buildings were added.

LEGEND Car Route Tramway Pedestrian Pass

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Toolbox: A Masterplan for Hisingen

QGIS Analysis From these analysis, you can find out the green corridor become more obvious.

In addition, now people have a more convenient way to cross the road and the streets nearby are also become more important.

Stereoscopic Connection

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STEREOSCOPIC CONNECTION | Node 3: Problem 0

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The node 3 is the Volvo area. Today when people arrived at the tram station, they need to go downstairs and then crossing the roads, which is quiet unsafe and uncomfortable.

A new overpass was added near the tram station and three areas were developed and also provided some public services to the people both working in Volvo and living nearby.

LEGEND Car Route Tramway Pedestrian Pass

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Toolbox: A Masterplan for Hisingen

QGIS Analysis From these analysis, you can find out now people have a more convenient way to cross the road and the streets nearby are also become more important.

Stereoscopic Connection

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STEREOSCOPIC CONNECTION | Summary 0

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It is interesting that there are some common problems in these three areas although they are quiet different.

1. Lack of connections with existing tram stations.

2. Bad experience of north-south pedestrian pass.

3. The land near the intersection has not been fully developed.

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Toolbox: A Masterplan for Hisingen

Method

Transportation Facilities: 1. These facilities are not just a simple, we can try to create active function for these facilities, like the green overpass in Kvillebäcken and active tunnels in Welselgrensplatsen 2 Paying more attention to the navigation system and the changes in vision as people walk, like the tunnels in Welselgrensplatsen.

Public Space: 1. Using small stairs in public space to deal with height difference, like the sunken square in Welselgrensplatsen.

2. Paying more attention to the navigation system, creating better both eye connection and physical connection between different public space.

3. Providing the space for activities to the users of public space and their needs, like the big grass area in the stadium square in Wiselgrensplatsen.

Building: 1. Providing public service and activities to the users of public space and their needs, like new restaurants and shops in Volve.

2. Considering the enclosure between architecture and space, like the stadium square in Wiselgrensplatsen.

Stereoscopic Connection

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GROUP 1 ONE GOTHENBURG

General context Area analysis Infrastructure Goals Vision Integration and Betweenness Streets Land Use Phases Masterplan Key Projects Nya Hjalmar Brantingsplatsen Active green corridor The Cable Car Project: Three stops - One street Backaplan

Adrian Pihl Spahiu Yan Zhang Aleksandra Pucolowska Aleksej Beilin

GENERAL CONTEXT

The basis for our work is an area between Brunnsbo and Vårväderstorget on Hisingen in Gothenburg. The area is dominated by infrastructure and housing from the million homes program and is generally considered “outside” of Gothenburg despite being rather central land. Brunnsbo is generally considered as a bit outside the city despite being geographically closer to the central station than for example Chalmers main campus in Johanneberg.

Despite the industry almost dying completely in the 1980ies, this era still dominates the landscape of the city. The large docks are still clearly visible on maps of Hisingen, many cranes of that era still stand along the waterfront, and the population of Hisingen where the wharfs were situated are still mainly of a working class.

In a historical context Hisingen belonged to the Danish and Norwegian kingdoms when Gothenburg was founded and for the first years of the city’s existence the river was the main protection from a northern invasion. In more modern times Hisingen has been the centre of some of the heaviest Swedish industries. In the post-World War II era, the Gothenburg shipyard was one of the world’s largest shipyards, and for a period the city with the most produced tonnage in the world.

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The old docks are clearly visible on the hisingen side of the river. While the shipyards have been gone for many years, the infrastructure is still there, and the demographics are still dominated by the working class.

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General context

Area Affected by the Masterplan

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AREA ANALYSIS

The project group did several visits to the area and compiled a list of observations and analyses of aspects such as building typologies, landmarks, gathering points, density, network integration and betweenness, barriers and green areas to mention a few.

velopment. Lindholmen is already being heavily developed and both the Swedish state as well as several larger companies and institutions like Chalmers see the area as an emerging hotspot for technological companies working with, for example, Artificial Intelligence among other things.

These analyses in turn led to some conclusions, that can be categorized in three categories. Integration, Potential and environmental.

Connecting Lindholmen to the rest of Hisingen would be mutually beneficial for the areas. One of these areas that could be better connected to Lindholmen is the main public transport hub on Hisingen, Hjalmar Brantingsplatsen, which today, despite being a large and central hub, contains almost no activities aside from public transport. The group identified this area as a key area for connecting the different parts of Hisingen with each other as well as with the mainland.

The group concluded that the areas were well integrated in themselves, but often lacked connections and integration with the surrounding areas. Large barriers of infrastructure and inhospitable industrial areas further acts to separate the different areas of Hisingen, as well as the entire Island from the rest of the city.

The group also identified areas with potential for further de-

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In addition to the above, the group also noted that the project area contains a lot of waterfront areas, and many large green areas.

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Top Left We can see how Brämaregården is well integrated within itself, but the area lacks connections to the surrounding areas. Out of the 5 connections out of Brämaregården, three are tunnels, one is a bridge, and the last is an open street that takes a long way to reach any destination.

Bottom Left We also see that there are a few connections crossing the river. There are only five crossings in the city, two of them are tunnels only accessible by car, two are bridges with bad crossing for pedestrians. Only Göta Älvbron in the middle of the city can be considered accessible for pedestrians.

Top Right If we mark the larger infrastructure areas and industrial areas we see that these areas block the rest of Hisingen away from both the mainland as well as the water Example of an area with bad connections to it’s surroundings

Example of how infrstructure separates different areas from each other

Bottom Right We can see that the old docks can be transformed into land with long waterfronts.

Legends Tunnels Bridges

Open Streets Infrastructure Industry There are only five ways to cross the river. Only one is intended for walking

Area analysis

The old ports gives a lot of areas on the Hisingen side waterfront

Waterfront

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INFRASTRUCTURE 0

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The map represents the current distribution of public transport in the project area as well as how it is connected with the rest of the city.

The main connection with the inner city goes through one bridge (GÜtaälvbron), which is the only way to pass the river on land.

System of busses and trams is supported by ferry, which is less frequent then them. On the southern side of the city, there is also a more developed system of transport. On the contrary, the northern part has only one tram line along the Hjalmar Brantingsgatan.

Legend bus ferry train tram

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As on the map of public transport, here we can also notice that the distance between the connections of the northern and southern parts of the city are large. Road transport runs only through two bridges and one tunnel, two of which are highways. In the northern part of the city, there are three main streets, but they are not connected with each other so that the traffic is smooth.

In addition, a major barrier to north-south communication on Hisingen island is the highway running through the area.

Legend Highways

Main streets

Secondary streets

Small roads

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GOALS

The overall goal is to create ONE GOTHENBURG We want the new areas to have meeting places as the inner city does.

Our area is accessible to the region, and the region is accessible to our area. This is to let the areas use each otherâ&#x20AC;&#x2122;s strengths, and to give the benefits of being in a bigger region.

We want to plan for the region to grow, in order to provide opportunities for its residents.

We want people to have a reason to come here. We want Hisingen to be less excluded from Gothenburgâ&#x20AC;&#x2122;s inner city.

We want living creatures to have a healthy way of life here, both humans and other organisms.

We want our area is accessible to the region, and to strengthen this we want to create new connections across the river, and through our area.

We want living creatures to have a healthy way of life here, and to accomplish this we believe it would be of great benefit to connect the larger green areas around the area, and to make a green corridor along the stream Kvillebäcken.

We want the new areas to have meeting places as the inner city does, and we believe that adjacent to the public transport hubs would be an appropriate place to do so.

We want people to have a reason to come here, and we believe this can be achieved through creating a conditions for a variety of activities along our most integrated and central streets.

We want to plan for the region to grow, and to do this we aimed at taking advantage of the large swatches of central industrial land with potential for redevelopment.

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Connecting areas with new connections

Densifying areas around the city centre, water and nodes

Create new meeting places

Creating green corridors

Goals

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VISION

We envision a “city circle” of public transport where trams and the cable car form a circle around the city centre. In this circle we densify in order to allow the city to grow across the river.

We simplify and straighten out some of the connections in the area and create new connections to connect already existing ones.

In order to allow for this densified city we need to adjust the already existing infrastructure in some ways.

One of these adjustments is that we slow down the traffic on Hjalmar Brantingsvägen and turn it from a 70 km/h road to a city boulevard.

ment we consider it justified by how much built environment we are able to create on top of it and We also bury the train track leading towards the harbour.

These changes in combination with that we transform the industrial areas to urban areas will reduce the perceived distance between Hisingen and the mainland of Gothenburg.

The changes we propose would change Gothenburg and Hisingen drastically, so it’s important that we are careful with how we affect the already existing areas. Our vision is to add values to these areas by adding to their surroundings, not adding directly to them. We want them to be able to continue being what they already are.

The perhaps larges change is to Lundbyleden. In order to build an urban environment we bury the highway for 800 meters going under Hjalmar Brantingsplatsen. While it is a large invest-

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Streets (existing) Streets(Existing) Streets(Existing) Streets(Existing) Streets(Existing) Streets(Existing) Streets(Existing) Connections Connections Connections Connections Connections Connections Connections Connections Working Working Area Area

Working area Working Working Area Area Working Area Working Area Connections City Circle City CityCity Circle City Circle Circle

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INTEGRATION & BETWEENNESS

We made several different Integration and Betweenness analyses to test different structures in the area. We were looking at three main factors.

What does the area look like today?

What will the area look like when the new bridge across the river and the cable car, and a few other minor tweaks are finished?

What will the area look like with our new structures in place?

These analyses clearly show that the cable car adds helps tremendously to create a circle around the city centre where it’s easy to move around. We also simplified a few connections and straightened a few streets. We were a bit surprised by how the diagonal connection across Backaplan did not overshadow Gustav Dahlensgatan, despite being shorter than the current street.

Integrations R16 today

This is most likely due to that there is more build environment in the East and northwest than in the north east which diminishes the effects of the shorter diagonal headed for the north eastern parts of the area. To better connect with Brunnsbo/ Backa and Lindholmen/Eriksberg we instead chose to go against the city’s plans by extending the connections coming from the east in Kvillebäcken and continue a west-east based grid structure throughout Backaplan. Our analyses showed that this had better effects on integration in the area and created a clearer hierarchy of streets throughout the area.

This also helped to integrate Brunnsbo into the area better than the diagonal solution.

With better integration we can expect more pedestrian movements, and the new density makes more services available within walking distance

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Betweeness 5km today

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Legend

Integrations R16 with new bridge and cable car

Integration R16 with new bridge, cable car and new urban structure

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STREETS

As infrastructure connections are a large part of our project, through our project we wanted to integrate the new street structure with the existing city structure. For this purpose, we analyzed street cross sections on both sides of the city both in new and old building areas. Inspired by well-functioning street types, we have created four types of streets for our project, which are also designed to support connectivity of the different values in the region.

The four types created by us are described by four qualities as well as the requirements for street width, building heights and buildings frontage continuity.

These street typologies are meant to implemented when applicable, but can be sidestepped if deemed necessary.

Taking as an example our first street type - main street - we intended to create urban green corridors through them in order to connect existing and proposed green areas, as well as create more pedestrian-friendly streets, referring to eg. Vasagatan.

STREET TYPOLOGY

Green

Car Bike Pedestrian

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facade continuity, following street line, allowing to place building 1/4a (street section) into the plot, but no closer then a to the crossing

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The streets’ widths are maximum streets values within the street type. Street can be more narrow if only is still having mentioned qualities (green, car, bike, pedestrian). Buildings along the street shouldn’t be higher than the street width.

Street typology should be adjusted to the current street conditions, typology and land use. Therefore, small exceptions from the masterplan are accepted, as only the street keepsOne the assigned Gothenburg Spatial Morphology Design Studio 2019 qualities.

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A map showing the street structure as well as the major public transport hubs in the area

Wiselgrensplatsen A minor hub in Gothenburg. Connected by trams and cablecar.

Lundby A minor Hub in Gothenburg. Connected by city busses and cablecar Lindholmen A Hub in Gothenburg. Connected with city busses and the cable car.

Järntorget A main node in Gothenburg. There’s a square surrounded by services, offices and housing. Connected with Trams and busses.

City routes and regional routes on busses.

Brunnsbo Station A Hub in Gothenburg. Connected with city busses, regional Train and regional busses.

Brunnsbo Torg A smaller hub in Gothenburg. Connect- ed by city and regional busses.

Hjalmar Brantingsplatsen A main node in Gothenburg. There’s a square surrounded by services, offices and housing. Connected with Trams and busses.

City routes and regional routes on busses.

Frihamnen A minor hub in Gothenburg. Connected by city busses and trams Central Station The Central Station in Gothenburg where trains, trams, amd busses go. Both regional routes and national routes. City Routes, regional routes and national routes for busses.

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LAND USE 0

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Map showing the intended uses of land in the area. We can see that we have more uses along the the main streets, while housing is moved to calmer areas with less traffic and calmer streets. A green corridor around Kvillebäcken cuts through the area and end in the park at Frihamnen. We also try to allow for activities along the waterfront by having services and housing there

Land Use Green Area Services (Shops, RestauLand Use: rants,

Existing greenetc) areas

Services (shops, restaurants, etc.)

Residential

Offices + services

Residential + services

Residential + offices

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The initial development will be along the main streets and around the infrastructure hubs. These are the main arteries and it’s important that they are up and running before we continue developing the surrounding areas.

Once these areas are developed, phase two expands into Frihamnen and the housing blocks of Backaplan. These areas border to the main streets and hubs and are undeveloped today. This makes them a logical next step. In this phase we also develop the street under the cable car completing the circle around the city.

Phase three reaches north of the proposed extension of Björlandavägen and into Ringön. Ringön is today filled with industry that is partly abandoned. This area is not ready for development yet and by focusing on Backaplan in phase two we give time for sanitation efforts etc in the area.

We also mark how the future development outside our masterplan will continue developing north and north west along extended streets and already existing streets.

Phases

Land use and phases

Phase One Phase Two Phase Three Future Development

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MASTERPLAN

In the final masterplan we see how the previously described layers combine. The main streets and how the land use takes them into consideration. We see the smaller streets that are “flexible”, meaning that the masterplan just states the general structure of these streets. They can be changed to fit the their local context.

Lundbyleden is burried beneath Hjalmar Brantingsplatsen, represented by a grey dotted line.

It also shows how our new street structure weaves into the already existing structure. In the north of the area we see our new main street in black and how it connects the existing Björlandavägen with Litteraturgatan (in grey).

Pedestrian paths are made along the waterfront, and a lot of services are invited as well as housing to give these areas life during all times of the day.

The plan intentionally leaves areas like Kvillebäcken, Brunnsbo and Brämaregården untouched to allow these areas to retain their own identity as much as possible.

The cable car connects major public transport hubs on both Hisingen and the mainland.

MASTER PLAN MASTERPLAN

MASTER PLAN

Legend

Streets(Fixed) Landscape Walking MASTER PLANpath (Fixed ) Streets(Fixed) Roads (Flexible ) Landscape

Walking path (Fixed ) Streets/railways Roads (Existing)

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(Flexible )

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Green Area Walking path Streets(Fixed) Land Services Use Streets(Fixed) Land Use (Fixed ) (Shops, RestauStreets(Fixed) Streets(Fixed) Use Landscape Land Use Land Area Streets(Fixed) Land Green Use etc) Landscape Green Area rants, Landscape Green Area Walking path Roads Services Landscape Green Area Walking path path Walking Services Services Landscape Green Area Residential (Fixed ) path (Flexible ) (Fixed ) (Shops, Restau- (Shops, RestauWalking Services (Fixed ) path (Shops, RestauWalking rants, etc) Services Roads rants, etc) (Fixed ) (Shops, RestauRoads rants, etc) (Fixed Offices + Residential (Flexible ) ) (Shops, RestauStreets/railways Roads rants, etc) Residential (Flexible ) Services rants, etc) Roads Offices + (Existing) Residential Streets/railways (Flexible ) Roads Services (Existing) Residential (Flexible ) Residential Residential Offices + + (Flexible ) Residential + Streets/railways Offices Services+ Streets/railways Services Services (Existing) Offices + Cable Car Car Services Streets/railways Cable Residential + Offices + + (Existing) Residential Streets/railways Services Offices Residential + (Existing) Services Residential + Offices (Existing) Residential + Services Nodes Residential + Offices+Service Services Residential Cable Car Residential + + NodesCar Residential + Services Cable Services Residential + Offices+Service Cable Car Offices Residential + Cable Car Offices Residential + Offices Residential + Nodes Offices Residential + Nodes Offices+Service Residential + Offices+Service Nodes Residential + Nodes Offices+Service Offices+Service

Streets Land Use(fixed)

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KEY PROJECTS

New Hjalmar Brantingsplatsen

The Cable Car Project: Three stops-one street

For most people “Hjalmar” is the first stop when you go to Hisingen. It’s the entrance to the island and most roads, tracks and walkways lead here. In order to invite the city centre to reach across the river, handling how the different types of traffic meet while still inviting people to enjoy the site will be crucial.

The projected cable car from Järntorget on the mainland will be a key project to connect the western parts of Hisingen with the central mainland. The connections with Lindholmen, Lundby and Wiselgren- splatsen will connect the areas in a way that a ferry or bridge cannot.

This will be the main transport hub of Hisingen and the challenge is to make this a pleasant spot in the city while still handling all the people that will transfer or just pass through here.

The cable car will bridge obstacles like highways, railroad and terrain and open up completely new paths. The expected travel time between Järntorget and Lindholmen will be 4 minutes instead of 20 minutes. From there it’s another 4 minutes to Wiselgrensplatsen, a trip that depending on how well you time your connections can take between 12 and 20 minutes today.

Not only will Hjalmar have to manage all the connections headed for the area today, but it will have to make way for several new areas. Frihamnen will be developed to the south and to the north thousands of new dwellings are planned on Backaplan.

Active green corridor This key project locates at Kvillebäcken- Brämaregatan-Frihamnen area. The main challenge for this key project from masterplan is to connect the existing green area and lead the green go along the stream and all the way south to the riverfront.

Right now there are different problems for different areas along the corridor. According to this, different strategies are adopted to create public spaces with different qualities along the corridor.

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In short, the cable car will connect areas what are today perceived as far away from each other, and areas that are today on the fringe of the city will become very central, and that new centrality needs brings new challenges as well as opportunities.

Backaplan Investigating the building typology that can be applied to the new development areas. The keyproject has typical characteristic of the new area, with different kind of streets and park connections.

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Map showing where the key areas are in the plan. The areas aer connected to each other and

Key Projects Backaplan

Active green corridor

The Cable Car Project:

Three stops-one street

New Hjalmar Brantingsplatsen

Other development area in the masterplan

Key Projects

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NEW HJALMAR BRANTINGSPLATSEN ADRIAN PIHL SPAHIU For most people “Hjalmar” is the first stop when you go to Hisingen. It’s the entrance to the island and most roads, tracks and walkways lead here. In order to invite the city centre to reach across the river, handling how the different types of traffic meet while still inviting people to enjoy the site will be crucial.

This will be the main transport hub of Hisingen and the challenge is to make this a pleasant spot in the city while still handling all the people that will transfer or just pass through here.

Not only will Hjalmar have to manage all the connections headed for the area today, but it will have to make way for several new connections. Frihamnen will be developed to the south and to the north thousands of new dwellings are planned on Backaplan.

PROBLEM DESCRIPTION

When densifying at Backaplan, Frihamnen and eventually at Ringรถn, The area around Hjalmar Brantingsplatsen will change drastically and the need for the hub will change. Where it today is mostly used by people changing from trams to buses or the other way around, the new environment around the hub will have people moving through the area in a new way.

With a new lower bridge across the river, new housing and new offices we can expect to see more pedestrians and bicycles in the area. While the masterplan still contains a lot of shopping and services, the plan distributes it more evenly throughout the area. This means that while we can expect the shopping to remain, it will not be as concentrated at one spot as It is today and we can expect to see new movement patterns from the shoppers as well.

New Hjalmar Brantingsplatsen

The goal is to create a node that handles existing street structures from the surrounding areas with care, while still allowing for a complete redevelopment of other areas around it. To create a hub that handles the more urban movements suggested by the masterplan while still allowing for more calm and green areas. The hub is connected to a park at Frihamnen that will require a transition from the hectic public transport context to a calmer park context.

The site will also be the meeting place between the people living and working in the area, and the people travelling through the site or changing transport modes at the site.

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NEW HJALMAR BRANTINGSPLATSEN | Urban design proposal

The final design proposal is a square with public transport in one corner, and an open south side of the square towards the Frihamnen park as well as the river. The south east corner of the square is designated for buses and trams where space has been made for public transport movements. The street has been redesigned to an urban boulevard 35 meters wide with pedestrians and bicycles in the middle, flanked by two lines of trees, and cars, trams and buses on the outside.

At the stops pockets have been made for trams and buses to stop so that they will not stop traffic through the area when people are getting on or off. Pockets have been made for buses going north and south, and trams going east and west. There is room to ad stops at a few locations should future traffic need it. The main intersection is also prepared for a future tram-line towards the north, and the corners have been enlarged to allow for a turn radius of 18 meters, which is sufficient for both trams and buses in Gothenburg.

Around the square the buildings have been made thicker and larger to allow for the expected services and offices, but along the smaller streets the buildings are a bit thinner and smaller to adhere more to the needs of housing rather than offices and services. This is to ad flexibility to the area. Some of these buildings are assigned for only offices and services, but considering the time aspect of the master plan, the need can change and if it does the design builds on the assumption that housing units make for better offices/shops than office units make housing units.

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A diagonal transition area has been made through the square to mark where the calmers public square area meets the more hectic public transport area. This diagonal transition area is filled with two rows of trees that will act as a spatial border between the areas, creating two different spaces and cancelling out some of the noise.

To the south the same principle can be seen where two small shops – could be an ice cream stand for example – create a perceived transition area between the public transport area and the park.

To make sure that the designated calmers areas remain calmer, no through traffic is allowed along the north and west side of the square, and the diagonal street that meets the square coming from Lindholmem is only for trams and pedestrians.

On the north side of the square “Göteborgarnas Hus” is erected. This is a landmark building that acts as a motif from the park, and ads a landmark to the skyline of Gothenburg, marking the importance of the site, helping people find the site, and – as the name implies – indicate that this is an important part of Gothenburg.

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NYA HJALMAR BRANTINGSPLATSEN | Design Process

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The Masterplan identifies several major connections that need to be taken into account for the project at Nya Hjalmar Brantingsplatsen. Four of the main connections converge in the project area and the masterplan states that handling these connections will be one of the main challenges of the key project.

tions should be extended through the key projects.

This gives us a basic grid that looks like what is presented above with the New Hjalmar Brantingsplatsen in the bottom right corner of the grid. This gives us a basic structure of the entire area, and a clear picture of where the more global connections come from as well.

In order to work with the main connections and the flows of people in the key project we also need to see the other connections and define them. The Masterplan states that already existing connec-

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There are only a few existing connections in a North-South direction, so we need to make new ones. The Masterplan suggests that the streets should have a grid structure so we use the already existing grids in Gothenburg as an example of what block sizes are reasonable. We see that a structure with approximately 80 meter wide blocks is quite common both in Gothenburg and the rest of the country.

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The burried Lundbyleden will pass under the project area, and to ease the loads on it from strucutres above, itâ&#x20AC;&#x2122;s situated under the main street going north-south.

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Map showing the project area and surrounding structure and its position in Gothenburg. We can see where the main streets come from and which hubs they connect to the site.

We also see the stretch of Lundbyleden that is buried under the site.

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New Hjalmar Brantingsplatsen

Project Site Hubs connected to the site Buried part of Lundbyleden Main connections affecting the site

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NYA HJALMAR BRANTINGSPLATSEN | Traffic and movements 0

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Map Showing how the different types of traffic interact with each other.

Dotted lines indicate that through traffic is not allowed here, but itâ&#x20AC;&#x2122;s possible to get supplies to stores, restaurants etc. â&#x20AC;&#x192; On the smaller streets where there are no bicycle lanes, the bicycles are intended to share the street with the cars

Trafic Types Pedestrians Bicycles Cars Buses Trams

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The different typs of traffic separated from each other.

Pedestrians and Bicycles

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NYA HJALMAR BRANTINGSPLATSEN | Land Use 0

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The building plots area design to allow for variation as well as being practical. In general the plots are designed to overlap the building heights so that the developers can make use of their entire plot. There are a few exceptions to this, but they are designed with this practicality in mind.

The plots are generally designed to fit one staircase, again, to ensure that itâ&#x20AC;&#x2122;s practical to develop the land while still forcing diversity in the areas. This means that most plots are between 20 and 25 meters wide.

Corner plots are an exception to this.

One key word in this area is flexibility and thus most buildings are between 12 and 14 meters deep. The exceptions are around the square where the office and service areas are 16 meters deep.

This is so that unwanted or unneeded offices in the future easier can be converted to housing and vice verse.

Legend Housing Services

Offices

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Sections through the square showing the elevations and lateral distribution of lad usage.

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NYA HJALMAR BRANTINGSPLATSEN | Street sections

Section W-E of the main street headed north towards Brunnsbo. Here we see in more detail how the street space is used.

We also see how the traffic on Lundbyleden is going under the main street to ease the loads on the construction.

24m

On the left we can see some activities inside the building. We see a clothing store on the first two levels with a few offices on the floors above. The upper three floors are one office with a stair running through it so that the employes can move freely.

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Section N-S looking east towards where the main street turn towards the new Hisingen Bridge. We see how cars can overtake trams on the tram stops, and also one tram overtaking another tram.

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DENSITY

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Nya Hjalmar Brantingsplatsen

Block 122 400 m2 19 768 m2 0.19 165 540 m2 1.5

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Land use including half of the street Building Footpring Ground Space Index Floor space on all floors Floor Space Index

9572 m2 3000 m2 0.31 20 352 m2 2.1

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Linnéstaden

Domkyrkan

The built environment around Vasagatan has an FSI around 2.4, much due to the fact that the courtyards are built as well.

Linnéstaden along Linnégatan has an FSI ranging between 1.8 to 2.2, which is one of the most similar areas to NHB. Unlike Vasastaden a lot of the courtyards are not built, but the buildings along the widern streets are higher.

The area around domkyrkan in Gothenburg has an FSI of around 1.3, which is slightly lower than the FSI in NHB as a whole. However, Both Areas have some open land. NHB has the square and entrance to the park while the area around Domkyrkan has the church grounds and the canal.

The street Strucutres are similar to those of New Hjalmar Brantingsplatsen (NHB)

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ACTIVE GREEN CORRIDOR YAN ZHANG To lead the green space along the stream south to Frihamnen.

To create various public space with different qualities in different areas.

To create active waterfront .

Problem description

The main challenge for this key project from masterplan is to connect the existing green area and lead the green go along the stream and all the way south to the riverfront.

There are several problems in this area right now. Hjalmar Brantingsgatan, which is the main street with heavy traffic, and Lundbyleden, which is the highway link the west to the east, are two huge barriers right now. Because of this, the walking path(which shows in dashed line in the following diagram) are segmented and can only circulate within small areas. Different areas also have different distinctive problem. In Kvillebäcken area, there is only one pedestrian bridge to connect western and eastern side of the stream, which causes the negative urban space within the residential area. To add more connection over the stream may bring some improvement to these area.

The stream suddenly narrows down after passing Hjalmar Brantingsgatan, where right now only have a 2 metersâ&#x20AC;&#x2122; path along the stream for pedestrians. Brämaregatan area has a very good location but not active nowadays because there are so many unused space and several public buildings around it have their backsides towards it. Also there are some abandoned building and greenery. But there is a famous restaurant near the river which is very popular, especially during summer.

If we go south to the residential blocks that next to the highway, right now they are totally blocked by it and the walking path also ends here. At last, Frihamnen, which is a previous industrial harbour with beautiful scenery of waterfront and also good visual connection with the city center, right now is very hard to get access to.

connect existing green

Legend bring people to water

Current street hierarchy

Active green corridor

Goals from masterplan

Main street Sub-street Walking path Highway

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ACTIVE GREEN CORRIDOR | Urban design proposal

Considering the different contexts, different strategies are adopted.

In Kvillebäcken(Area A), the courtyards of the new blocks are all designed open towards green area and two pedestrian bridges are added over the stream to increase the connection. At the junction of the green corridor and Hjalmar Brantingsgatan(Node 01), I suggested to build a high park, which is a bridge with greenery on it for pedestrians and bicycles. Although we have already changed Hjalmar Brantingsgatan to a boulevard, there is no continuous vehicle street to connect on this side of the boulevard and also I want to create a welcoming walking path along the narrow stream without tear down the restaurant. For this reason, I choose to build this recreational bridge to provide the continuity of the walking path.

For Brämaregatan area(Area B), after we buried the highway in the masterplan, the traffic that get off the highway will take

Kvillegatan-Herkulesgatan instead to go north. There will bring more flow into this area and I see the potential to activate this area to a popular public space. I added more active frontage by changing the use or orientation of several buildings, and also added more services into it to support this area. Moreover, I added two urban square that will hold food markets during weekends. In the second node, after burring the highway, there is only one tram way on it. I built it into a green square with all amenities to support it. And also opened the courtyards towards this square and extended the stream . In Area C, I kept the abandoned railway as the main road in this park and added some spots along this road for art installations and also a gallery as the main building in this park. In the harbour area(Node 03), I added a water park and a skateboard park as complements for the public sauna to support this leisure center. And also connected separate parts of the wooden path and built it into a continuous waterfront path.

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01 B 02 Legend New blocks Area Node

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ACTIVE GREEN CORRIDOR| Streets 0

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After changing the street structure, a continuous walking path along the stream is provided. And also people within each area can have better connection with the main hub of Hjalmar Brantingsplatsen.

Legend Main street Secondary street Tertiory road Walking path Highway Tunnel

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Network of public spaces 0

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Different layers of open space are provided in this project for a diversity of activities.

The open space with large area of greenery merged together with the urban space but different areas have distinctive difference of percentage of the green space to support different qualities.

Legend Public & Green

Park

Public & Urban Linear GreenSpace Local Courtyard Inner Courtyard Building Building Water Water Pocket Green

Active green corridor

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ACTIVE GREEN CORRIDOR | Green Map 0

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Different layers of greenery are taken care of. Except for the main park area and the linear green which are the greenery that along the streets and the perimeter of buildings, local park green, which are the green area that both the size and locations are suitable for human activities, and pocket green, which are the greenery at the corner of buildings mostly for separation but not for activities, are also included in this project.

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Legend Local park Park Pocket Green green Pocket Linear Green green Linear Courtyard Courtyard Building Building Water Water Local Park Park

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Pedestrian flows 0

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Except general flow, which represents for the flows of visitors in this area that come mostly from public transport stops, the flow of residents living nearby also have good access to the green corridor.

Legend General flow Neighborhood flow Public transport stops

Active green corridor

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ACTIVE GREEN CORRIDOR | Waterfront 0

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To bring people close to the water, a continuous waterfront is designed along the stream. There are several different strategies to deal with the relationship of water and people. At the main harbour area near the sauna, two waterfront terraces are designed for people to sit on and have a look at the beautiful scenery at the riverfront.

But at another harbour where there has the special marshland, a soft shoreline where children can play is designed. At some parts of the river where the width drop, the wooden walking path is designed a little bit into the water. And finally on the high park over Hjalmar Brantingsgatan, people are brought to an upper level to have an overall view of the water and greenery and also have good visual connection with Hjalmar Brantingsplatsen.

Legend Walking path Waterfront Attraction

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Building density and uses 0

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Several buildings are added in this area and some buildings got their uses changed. At the two urban areas in this project, more services and restaurants are added. And for those two main residential blocks, according to the masterplan, ground floor of the buildings which are along the main street are for services. There are also some density calculations about these two blocks.

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Legend Residential Mixed use of services &residential Services Restaurants Culture & art

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ACTIVE GREEN CORRIDOR | Scenarios

At Brämategatan area, during the closing hours of restaurants and shops(early morning), only several people will pass by.

People may jogging along the river or sit on the benches. But during opening hours of these shops, this area will become active, with some people dining at the outside tables of restaurants and some people chatting with their friends on the meadow.

More cars are passing by. And this area even more popular during weekends when the outdoor markets are held.

Closing hours

Opening hours(weekend)

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At main harbour area(Node 03), peopleâ&#x20AC;&#x2122;s activities also vary in different seasons. In summer, children can run into the water park or play at the sand park. Teenagers can play skateboard. When it comes to winter, the water park can change into a small ice park, and those skateboard park can become a place where people can play snow.

Summer

Winter

Active green corridor

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ACTIVE GREEN CORRIDOR | Visual connections

In this project, public space are designed to allow visual connections along the corridor.

The residential buildings at adjacent also have good view towards the landscape. At the main harbour, people can have visual connection with the city and also the main bridge over the river. There are also small connections within each area.

Legend from the bridge Main connections From residential Within each area

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Urban rules

1. Block Rules: a. Building Height(Additional rule): Buildings along park can have 2 floors bonus. b. Density: Area A GSI 0.3-0.4 FSI 2-2.2 Node 03 GSI 0.25-0.35 FSI 1.7-2.2 c. Each courtyard along the park should have at least one opening open towards the park.

Building height

2. Green Rules:

Courtyard

Area A-Neighbourhood Park Water 8%- Green > 70% Area B- Active Public Space Water 15%- Green 30-40% >70%

Area C- Natural Park Water 10%- Green 60-70%

from the bridge

3. Visual Connection: Keep the visual connection from the bridge and City of Gรถteborg.

30-40% 10-20% 60-70% to the city Green ratio

Active green corridor

Visual connection

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THE CABLE CAR PROJECT: THREE STOPS - ONE STREET ALEKSANDRA PUCOLOWSKA

The projected cable car from Järntorget on the mainland will be a key project to connect the western parts of Hisingen with the central mainland. The connections with Lindholmen, Västra Ramberget and Wiselgrensplatsen will connect the areas in a way that a ferry or bridge cannot.

The project area is located around the (partly new created) main street connecting three new cable car stations on Hisingen. The project focus is to create a continuous street with respecting local qualities and conditions.

Problem description

In connection with the need for a better connection of the northern and southern parts of the Gothenburg, city plan to build a cable car that will be an additional mean of transport over the Gota älv river. The planned cable car has 3 stops on the Hisingen side (Lindholmen, Västra Ramberget, and Wiselgrensplatsen) and one stop on cities southern side - Järntorget.

In our masterplan, we also designed small interventions on the land of great importance for the region. One of them was the connection of the streets from Lindholmen towards north and Västra Ramberget towards south to one continuous street. This new connection has been proven to be crucial for the connectivity of the region.

According to the spatial analysis carried out while working on the masterplan, the areas around the new cable car stops will be activated (they will become more integrated with the southern part of the city).

The project deals with giving continuity to the newly created street and integrating it with the existing structure. As in the masterplan, the goal is to introduce new values ​​with respect to the existing valuable elements.

The cable car project: three stops - one street

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THE CABLE CAR PROJECT | Challenges 0

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Cable car stations, towers and lines have certain regulations, which limits building possibilities in the area.

Landfrom: big land height differences, which afftects possibilities of development and also is impeding the creation of a single continious street conencting these three stations Irregular builded area and public space: preceived public space is not reagular and there is visible mix of uses and dispersion of buildings (no one street frontage, no active frontages, often one side of street is green) Legend

physical cableway corridor, fire protection regulations a risk analysis is required which shows that potencial fire does not damage the cable car

land heights lines

Buildings functions: services

offices residential industrial parkings

public space

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THE CABLE CAR PROJECT | Goals 0

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Solve the connections: connect northern area with souther through making new street and overcome barrier of highway and trainway; make movement hierarchy (pedestrians, bicycles, cars, public transport) Create green connections: connecting public space to green area of Keillers Park; creating green street from Wieselgrensplatsen to Lindholmen Create regular public space: regulation of public space, providing space for services, making active frontages ating regulated street sections

Legend

The cable car project: three stops - one street

traffic flows

green connections green areas

intended public space new buildings

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THE CABLE CAR PROJECT | Urban design proposal

The key element of the plan is to ensure the continuity of the values given to the street (car, bicycle, pedestrian and greenery). As the main approach was to integrate the new strutcture with the existing urban fabric in various areas, different spatial solutions were used.

The project is a proposal for a possible development of the street created after the creation of the cable car and deals with the restrictions and requirements that such a form of transport brings with it in difficult terrain as Gothenburg is.

An important element of the project was also the introduction of main street features set out in the masterplan. These were: the maximum street width of 35m and the height of buildings 35m, following the rule that the height of the building to the width of the street is 1: 1 and creation of the continious facade.

The project, apart from the main area, also develops connections taking care of the continuity of transport systems in the region.

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Buildings functions: services

offices residential industrial parkings

existing buildings

active service frontage plots

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new and existing buildings

outside of the plan

street structure

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THE CABLE CAR PROJECT | A continuous street with 4 qualities 0

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CARS - reorginising traffic - distribution of car traffic according to new street hierarchy - overcome the highway and train barrier

BICYCLES - create a route from north to south - seperate bicycles from pedestrians and cars - overcome highway barrier

Legend

main street additional structure to connect with the existing structure existing structure

Legend

new structure existing structure

PEDESTRAINS AND PUBLIC SPACE

GREEN STRUCTURE - connecting public space to Keillers Park - creating green street from Wieselgrensplatsen to Lindholmen - dividing public space with greenery

- create new paths and connecting public space to green area of Keillers Park - regulate public space - dividing public space with greenery

Legend

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new plantings along the street and public space new green areas existing green areas

Legend

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THE CABLE CAR PROJECT | Characteristis of the buildings

POSSIBLE BUILDINGS HEIGHTS ACCORDING TO CABLE CAR RESTRICTIONS

FLOORS

FSI

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PUBLIC SPACES AND ACTIVE FRONTAGE

Features of proposed buildings.

Structure of the buildings is based on the possibilities arising from the limitations of the cable car.

Buildings are defined by the height, number of floors,FSI, GSI and ground floor usage.

Buildings functions are represented on the overal ubran proposal.

Legend

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Legend 11 7 6 5 4 3 2 1

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The cable car project: three stops - one street

Legend

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service ground floor

small spaces supporting services

bigger spaces/squares pedestrian connections between spaces

plots

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THE CABLE CAR PROJECT | Street continuity - existing

The existing public space is not well regulated. The sections ilustrate a few main cross sections and they were used to evaluate the perceived public space.

Each of the sections has different qualities, therefore, the project has an intention to align qualities in all of them.

SECTIONS

4 QUALITIES

A-A

B-B

C-C

D-D

Legend

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F-F existing buildings existing public space

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THE CABLE CAR PROJECT | Street continuity - proposed

SECTIONS

A-A

B-B

C-C

4 QUALITIES

The proposal of regulation public space and streets. In project there were developed the same sections as in invastigation of exisitng situation in order to show the scale of the transition. Beside changing exisitng sections there is one more section which shows new bridge over the highway and the railroad, which was undentified as a barier in early project phase.

In all cross-sections, greenery has been introduced to improve the impression of the pedestrians.

On the new part of the street (section E-E), greenery was added in the middle of the cross-section (between car traffic lanes and pedestrian and bicycle paths) as well as outside the pedestrian and cycling paths to isolate noise from the highway. It was also important to provide a pleasant green corridor, which overcomes the barrier of the motorway and railway tracks, but it will not become another barrier itself.

D-D E-E Legend

F-F

The cable car project: three stops - one street

existing buildings new buildings new public space

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BACKA PLAN ALEKSEJ BEILIN Example of possible typology on Backa plan, shown on a site with characteristic features of the area.

Backaplan

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Introduction and references

In this keyproject, the building typology for the new development area given by the masterplan is examined. To study this, an area bounded by main streets, a secondary street and a park has been chosen. The focus goals from the masterplan in this project were “plan for the region to grow” and “living creatures have a healthy way of life”.

to support the yards (which are rather narrow) and mostly intended for the “superblock” residents. While the interior is meant for local use, and are relatively more private, the exterior is aimed to be public. There it is projected people passing through the area will be, and also the location of services and offices.

The method used was a comparison of many different options, produced through a parametric model. Factors considered were block size, corner solutions, street layout, private/public spaces and daylight conditions.

This (overall solution) is something more common in modernistic and suburban plans (which often don’t have the same scale of buildings and streets as this project), but can also been seen in more “classical” grid structures (but in those cases not necessarily because it was planned for it , but often a result of straight streets that end fast). Some reference areas are Ostrava Poruba (Czech Republic), Kungsladugard (Sweden) and parts of the white city in Tel Aviv (Israel).

The result became long blocks, and a place which was rather well connected inwards, but a bit separated towards surrounding global streets. In the center there is a park, which is meant

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Key project site on masterplan

Focus goals

Strategy

The keyproject site is bound by 2 main streets (35m wide), a secondary street (18m wide) and the river park. Inside the area there are so called flexible streets, which can I could where there would be, but their width had to be either 12m or 15m.

The street width in turn determined the maximum building height.

The focus goals from the masterplan in this project were “we want to plan for the region to grow, in order to provide opportunities for its residents”, which essentially meant to achieve a high FSI, and “we want living creatures to have a healthy way of life here, both humans and others organisms” , the meaning of which is being investigated in the project.

The method used was a comparison of many different options, produced through a parametric model.

Factors considered were block size, corner solutions, street layout, private/public spaces and daylight conditions.

A corridor with offices and services goes along the north - south going main street, while the east west going one has offices and residential uses. The interior of the site is zoned for residential uses.

This being said of course all of the goals and regulation of the masterplan where taken into account as well, but those were the focus goals.

Masterplan Residential

Offices Services Utilities

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80m x 80m, yard size: 3456m2, 5 story buildings

60m x 120m (north- south), yard size: 3136m2, 5 story buildings

60m x 120m (east - west), yard size: 3136m2, 5 story buildings

The square block actually creates less yard for the same FSI relative to the long blocks. But on the other hand it has a larger minimum width, so if the goal is to be able to be as far as possible from buildings in the yard, or create the widest possible space, this is the best option.

Creates the least amount of very shady areas. At plot level (mostly) neither side of the buildings becomes entirely in shade, which gives a bigger flexibility in possible apartment solutions, and is especially suitable for smaller apartments that donâ&#x20AC;&#x2122;t go through the entire width of the building.

If these factors arenâ&#x20AC;&#x2122;t the most relevant, then the long yards have more beneficial conditions for yards (since you get more yard/block).

Most of the yard receives some amount of direct daylight, the weakness being the lack of especially bright locations (both on the yard and on the building facades).

Creates the biggest contrast in light conditions.

The southern facade becomes very bright, while the northern one barely receives direct daylight at all. This could potentially be a strength at plot level, as an apartment that goes through the building will have a big variation of conditions, both dark and bright. The weakness is its sensitivity to changes, a narrower block or change in height could potentially block direct light from the southern facade. At yard level it also creates large amount of very shady spaces, which could be good warm summer days, but could otherwise be suboptimal.

Daylight hours <2 5 10<

Block form comparison - same FSI

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BACKA PLAN | Daylight study 0

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One can see a clear difference in the amount of daylight public and private areas receive, especially within the â&#x20AC;&#x153;super blockâ&#x20AC;?. While the east - west going blocks do have very shady yards, it was considered that the proximity to the inner park, which has favorable light conditions, would compensate that. The benefit of these blocks were that they made the interior more private, by having few openings, and also that they block the noise from the through streers. The inner park, yards and streets, shown on the right hand page, were designed following this study, as where the building heights. Important to note that these are the condiotions on march 20, which represents the average day of the year. In December it is shadier, while there is a lot more daylight during the summer months.

Daylight hours <2 3 4 5 6 7 8 9 10<

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small multi sport fields elevation playground multi use lawn sitting area allotment gardens small playground dog playground water management Inner neighborhood park, is meant to complement the closed yards.

multi use lawn

emergency exit only

The design of the yard and park were taken with the daylight hour study in consideration. The park is meant to be for more active uses, and has several elements that are used on a routine, and thus likely to have users at many times. The allotment gardens and sitting area are placed in the sunniest part of the park, while play areas in more shady areas (shade from both buildings and trees).

The yard is meant to be more private and calm, but can still hold some minor activities.

In the shady parts there is a water element and shade appropriate vegetation, while the sunnier parts hold deciduous trees, that block sun during warmer months. In the yard there should be a multi use lawn, which importantly isnâ&#x20AC;&#x2122;t to fragmented.

Principal plan of an enclosed yard.

The inner streets are rather shaded and calm, and contain a shared space road with one way car traffic. Traffic here will go slow, and the areas parking, which will be solved mostly through car pooling and a focus on smaller, slower means of transportation (such as scooters and bikes), will be placed along the street. The part of the streets that border the inner park will partly work as an extension of the park, with bigger trees, benches and soft ground material.

Calm inner streets, with place for parking, greenary and private space.

Backa plan

The street changes when it borders the inner park

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BACKA PLAN | Building height 0

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Given from the masterplan was that the buildings maximum height was the width of the street was on. This was used as a base, but with the height reduced along the main streets (from 35m to 24m - 21m) and increased at the intersections (which are then counted as exceptions to the masterplan). The tallest buildings are at the major intersections and along the park, and in daylight studies it was shown that sparsely populated tall buildings affect shading less then adding floors evenly across the whole block.

Building height 50m 42m 36m 27m 24m 21m 18m 15m 12m

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Integration analysis Interestingly enough an area doesnâ&#x20AC;&#x2122;t become less integrated on a global level if all streets arenâ&#x20AC;&#x2122;t continuous, it is enough that the main streets are continuous. However on a local level one can see a contrast, which was also the goal.

R16

R16 all continuous streets

0.0 - 0.4 0.4 - 0.5 0.5 - 0.6 0.6- 0.7 0.7 - 0.8 0.8 - 0.9 0.9 - 10

0.0 - 0.8 0.8 - 1.1 1.1 - 1.4 1.4 - 1.7 1.7 - 2.0 2.0 - 2.3 2.3 - 10

R16 only main streets continuous

R4

R4 all continuous streets

Backa plan

R4 only main streets continuous

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BACKA PLAN | Land uses 0

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The general locations for the different uses are derived from the masterplan, and are based on centrality and integration values along streets. Along the main street there are services on the first floor, and offices higher up (shown on upcoming sections), while the inner streets have residential uses. The areas which get the least daylight (on either side of the building) also contain utility rooms and the entrances to the yards.

Legend Residential

Offices Services Utilities Entrance

Yard entrance

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A-A, North - south section, east - west going streets

There is generally more daylight hours in the more public spaces, and that is also where it is predicted most people will be.

The interior of the area has residential uses, while the main streets also support services and offices. Noteworthy is that the 35m street changes on the weather orientation, with the east - west going having its green corridor further north.

B-B, East - west section, north - south going streets

The mains streets have space for a green corridor, which as stated in the master plan is inspired from Vasa gatan in Gothenburg.

As these are the streets that extend the longest they will have the most people, and there for also have plenty of space for pedestrians.

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Chalmers Architecture and Civil Engineering Gothenburg, Sweden, June 2019