Urban design experimental project in Vienna by Timirlans Abidovs

Can Vienna double its Density and Maintain its Livability? A simulated project

Sagarika Chowdhury | Shalom Osuchukwu | Ekaterina Petkova | Timirlans Abidovs

CONTENTS

01 Introduction 02 Literature review 03 Environmental qualities

04 Case studies

05 Design principles

06 Spatial requirements 07 Concept model 08 Application to site

09 Evaluating the plan 10

References

11 Reflective statement 12.Appendix

Brief Methodology Key authors and sources Citizen’s survey Connections between environmental qualities Accessibility Belonging Choice Connection to nature Vienna - green space and public transport Vienna - environmental effect of car free housing Main train station - Vienna Seestadt - Vienna Utrecht train station masterplan Yorkville, New York Manhattanville, New York Singapore Hong Kong

Land Budget Iterations Final Location Masterplan Street network - mobility Land use Green and blue networks Sustainable strategies Site sections Street sections River corridors and biodiversity Cultural coexistence 3D views Townscape analysis Materials Tree types 2

Introduction

Brief An experiment of urban intensification . 800 people/Ha . Vienna .

Why?

Rapidly growing - around 25 000 new people per year. (Vassilakou, M. 2020) By 2025 120 000 additional flats would be needed This experiment will show whether extremely high density can deliver environmental qualities of a healthy city.

Where?

What will we deliver?

The site for this experiment is the are of Nordwestbahnhof, one of the last ‘patches’ in the morphology of the city

Housing (including subsidized housing), amenities, green spaces,public spaces, commercial and business areas.

METHODOLOGY

VISION

healthy city for a growing population

mixed use integrated with nature Figure 1

BACKGROUND AND PLACE IDENTITY

23 districts

public spaces

400 people per Ha average

density ‘The outside of the building is the inside of the city’ Jacobs. J.

Figure 5 Figure 2

Population of of 2019

1.897 million as

Figure 6

Figure 7

subsidised housing

67%

of residents live in social housing Figure 3

Very high quality of living spaces terraceds generous green areas pools on rooftops

A city rooted in culture and history ....... and open to innovation Figure 8

public transport network

Figure 9

Figure 4

Open space in front of landmarks host events and create vibrancy

The Ringstrasse - Heritage from the time of Franz Joseph emperor - surrounds the city core and connects key landmarks

Literature review In this literature review, we will be exploring theoretical concepts of designing for health and wellbeing in intensified cities. To do this section of the report we will summaries targeted literature which will go on to develop our Environmental Qualities and Design Principles. The aim of this review is to develop a framework which can be used in the design stage of the report.

Conclusion

To conclude chapter 1, we used the brief and literature review to identify environmental qualities which would need safeguarding when addressing intensification in Vienna. We briefly explained the health issues that Vienna currently faces which helped to develop the most important environmental qualities for our design proposal. This helped to develop our vision as a group enabling us to develop a methodology of how this can be achieved.

Environmental qualities In this chapter we will expand on the meaning behind each environmental quality as it relates to our site. This section will also explore how we can achieve the mentioned qualities in relation to the design proposal of our masterplan. This chapter will be in conjunction with the design principles that will be developed from our Environmental Qualities.

ENVIRONMENTAL QUALITIES

Figure 10

Conclusion

In this chapter we reviewed the SWOT in the context of our driving force which is physical and mental health and wellbeing. We identified how our environmental qualities would improve the area regardless of the intensified density of our site - which in turn would improve mental wellbeing. The identified qualities allowed us to make informed initial design decisions for our site.

04 Case studies

The following 11 case studies outline and explore international best practice in relation to the project aim of ‘ensuring environmental quality alongside intensification’. The case studies have been selected to cover a range of locations, cultures, climates and approaches to development including that of Vienna. As such they range in both scale and levels of intensity, although each is considered high intensity within the context. These case studies have been assessed in relation to the environmental qualities developed out of the literature review process. These case studies - in conjunction with the literature review - further develop and refine the environmental qualities that form the framework for the generic conceptual model, and the design case study site.

Vienna, Austria THE CITY AS A CASE STUDY - VIENNA

Comparing Subjective and Objective Quality of Life Criteria: A Case Study of Green Space and Public Transport in Vienna, Austria

Population: 1,930,000 Area: 152.61km²/ 15261Ha Density: 4,883/km² Vienna is widely recognised as an example of urban sustainability, crowned as one of the most liveable cities worldwide by several quality of life rankings. Despite being highly committed to incorporating the ecological and social dimension into its urban development strategy, Vienna is undergoing a deep transition, orienting its urban policy more closely toward economic criteria and techno-managerial solutions to climate change. Contrary to initial expectations, the subjective green Quality of Life (QoL) assessment measured via ‘‘satisfaction with access to green spaces’’ varies proportionally to the GIS shares of adjacent green areas. People are very well aware about abundance or lack of green space and consequently wish to have more green in illsupported urban environments. In district 20 as shown in Figure 1, the results of the green spaces provided is at a satisfactory level. This can impact the QoL negatively in an intensified community area if not paid attention to. This is because if everyone cannot gain access to the green space, physical and mental health with deteriorate in that community.

FIgure 1: Visualization of satisfaction with proximity to green spaces and actual green shares per raster-cell

Figure 11

THE CITY AS A CASE STUDY - VIENNA

Vienna, Austria

Key Learning and

Vienna as a city has begun to impleme Design Strategy these are yet to be found in our site b

In Vienna’s urban planning framework Comparing Subjective and Objective Quality of Life Criteria: A Case Study of Green Space and Public Transport in Vienna, Austria

Key Learning and Design Strategy

The creation of Parklets (see images is aSchanigarten world wide and kinds ofbelow) parklets: movement and can be a designMunicipality solution forprovides the 2nd aand 20thapplica simple Comparing Subjective and Objective Quality of Life Case parklets Study read ofareinfographic district of Criteria: Vienna. AThese micro public spaces material to that translate t Green Space and Public Transport in Vienna,extend Austriathe sidewalks by occupying one or several parking spaces. This into understandable information. In general, they seek to improve streets as spaces for people that creativity in appropriating public s can promote different uses: sit, play, meet, rest, gardening. The legislation. first parklet installation was created in San Francisco in 2005. Vienna as a city has begun to implementKey these parkletsand however, Learning Design Stra these are yet to be found in our site boundary.

Parklets (see images In Vienna’s urban planning frameworks The we creation can findof two specific movement and can be a design solutio The creation of Parklets (see images below) is kinds of parklets: Schanigarten and Grätzloase. For These both,parklets the are m district of Vienna. a world wide movement and can be a design extend the sidewalks by occupying one o Municipality provides a simple application process and easy-tosolution for the 2nd and 20th district of Vienna. general,space they seek to improve streets a read infographic material to translate theInpublic legislation These parklets are micro public spaces that extend can promote different uses: sit, play, m into understandable information. This isfirst a way to match citizen’s the sidewalks by occupying one or several parking parklet installation was created in Grades of satisfaction concerning access to green space in the four zones of green shares spaces. In general, they seek to improve streets creativity in appropriating public space space Viennawith as a citypublic has begun to implement as spaces for people that can promote different these are yet to be found in our site bou legislation. Figure 13

uses: sit, play, meet, rest, gardening. The first parklet installation was created in San Francisco in 2005. Vienna as a city has begun to implement these parklets however, these are yet to be found in our site boundary.

In Vienna’s urban planning frameworks we can find two specific kinds of parklets: Schanigarten and Grätzloase. For both, the Municipality provides a simple application process and easy-to-read infographic material to translate the public space legislation into understandable of satisfaction concerning access to greeninformation. space in the This four is zones of green shares a way to match citizen’s creativity in appropriating public space with public space legislation.

Figure 12

In Vienna’s urban planning frameworks kinds of parklets: Schanigarten and G Municipality provides a simple applicati read infographic material to translate the into understandable information. This is creativity in appropriating public sp legislation.

Figure 14

Grades of satisfaction concerning access to green space in the four zones of green shares

The environmental effect of car-free housing: A case in Vienna THE CITY AS A CASE STUDY - VIENNA

The environmental effect of car-free housing: A case in Vienna

Population: 1,930,000 Total Area: 152.61km²/ 15261Ha Average Density: 4,883/km²

Vienna, Austria

The environmental effect of car-free housing: A case in Vienna

A case–control study of the car-free model housing project in Vienna was conducted to evaluate whether people living in this settlement have more ‘sustainable lifestyles’ than people living in comparable buildings in Vienna. Another aim was to identify the lifestyle characteristics and household activities which significantly influence the environmental impact of the residents of the car-free housing project and a control group. The control group, referred to as the reference settlement, was chosen from a nearby building complex, with similar characteristics, but without the car-free feature. Household consumption patterns were estimated based on interviews in combination with data from the Austrian consumer expenditure survey and the national accounts. The evaluation of household environmental impacts uses emissions estimates from the Austrian national accounting matrices including environmental accounts and data from life-cycle assessments.

A case–control study of the car-free model housing Vienna was conducted to evaluate whether people li settlement have more ‘sustainable lifestyles’ than pe in comparable buildings in Vienna. Another aim was the lifestyle characteristics and household activi significantly influence the environmental impact of th of the car-free housing project and a control group. T group, referred to as the reference settlement, w from a nearby building complex, with similar characte without the car-free feature. Household consumptio were estimated based on interviews in combination from the Austrian consumer expenditure survey and t accounts. The evaluation of household environment uses emissions estimates from the Austrian national matrices including environmental accounts and data cycle assessments.

Households from the car-free settlement have substantially lower environmental impacts in the categories of ground transportation and energy use; their CO2 emissions of these two categories are less than 50% of those living in the reference settlement. The households in the car-free settlement have somewhat higher emissions in the categories air oftransport, Visualization perceived public transport connection and actual travel time nutrition, and ‘other’ consumption, reflecting the higher income per-capita. As a result, the CO2 emissions are only slightly lower than in the reference settlement, but the emissions intensity is 20% lower. Both household groups have significantly lower environmental impacts than the Austrian average reflecting less car use and cleaner heating energy in Vienna.

Figure 15

Vienna, Austria

Households from the car-free settlement have substan environmental impacts in the categories of ground tran and energy use; their CO2 emissions of these two cat less than 50% of those living in the reference settle households in the car-free settlement have somew emissions in the categories air transport, nutrition, consumption, reflecting the higher income per-ca Per capita CO2 emissions (in kg/capita) and average emission intensities (in kg/Euro) of the two settlements in comparison with the average Austrian. result, the CO2 emissions are only slightly lower t Figure 16 reference settlement, but the emissions intensity is 2 Both household groups have significantly lower env impacts than the Austrian average reflecting less ca cleaner heating energy in Vienna.

The environmental effect of car-free housing: A case in Vienna Figure 17

Total CO2 emissions per household, (a) with and (b) without air transport, as a function of household income. For the reference settlement (ref), we distinguish between households with and without cars.

Figure 18

Total CO2 emissions per household, (a) with and (b) wit function of household income. For the reference settlem between households with and without cars. 30

CASE STUDY EVALUATION Key findings & design application Moving to the car-free settlement is not the main reason that people do not use a car anymore. Many residents have decided to live without a car long before they moved to the car-free settlement. Nevertheless, the issue ‘car-use’ in the car-free settlement is still a very important conversational topic in the settlement. This contributes to the stabilization of the car-free habit of the tenants. It seems that residents in the car-free settlement have changed their daily mobility routines permanently. Most of the daily mobility needs are covered by public transport and by bicycle. The ecologically conscious micro-culture in the car-free settlement helps to reproduce and stabilize these habits on a daily basis. To encourage a car-free settlement in district 2 and 20, connectivity to the available public transport networks is key. It is also vital to give priority to people who cycle and those who walk by providing street widths which become places in themselves as opposed to a flow-through space.

MAIN TRAIN STATION REDEVELOPMENT, VIENNA, AUSTRIA

Population: Area: 1 09Ha Density: Located 2.5km from the city centre this is one of the most significant infrastructural and urban projects in the last decade. The masterplan has many functions - especially given the key function of the train station to connect to other cities internationally. The design treats the station not merely as a travelling node but also as a destination itself. The design of the public realm aims to create healthy and vibrant spaces that connect the traditional with the innovative, the inside and the outside. Additionally the scheme also delivers homes and workplaces. In the inner space of the perimeter blocks a new 8Ha park has been introduced. The scheme started in 2014 and is expected to be finalized by 2026

Figure 19

Figure 20

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CASE STUDY EVALUATION Key findings & design application The zoning plan (or the urban development master plan behind it) provides for the construction of six apartment blocks with several high points up to 35 meters high, divided into eight building plots. Plots 1 and 2 directly on Laxenburger Straße (around the existing gas station) were sold to a private developer a long time ago, including the existing Gösserhalle from 1902. This, like the somewhat older inventory hall, is to be retained. usage is still open.

SEESTADT DEVEOPMENT, VIENNA, AUSTRIA

Population: 20 000 Area: 240 Ha Density: 83.3 people/Ha The new ‘Lake city’ as the names gives away is the largest urban development in Vienna. It proposed an entire neighbourhood around the lake Asperneer. The scheme delivers mixed use - housing workspaces and focused on the technology centre and research facilities connecting to some of the leading Universities in the city It has been designed with the Smart city agenda in mind. After completion, around 20,000 employees and 25,000 residents will work and live in the Seestadt Aspern. Currently, more than a third of the total area of the seaside city has already been built on.

Figure 26 Figure 24

50% of the area is dedicated for public spaces 25% is green space To the south and south-west of the lake you will find a colorful mix of apartments, offices, trading and service companies, high-tech production, and research and educational institutions. There is also a 5 hectare lake and several parks. In the final stage there will be 70 hectares of green space. Further educational institutions are under construction or in planning. In addition to the U2 underground line, tram lines 25 and 27 will also serve Seestadt in the future. Figure 25

Figure 27

CASE STUDY EVALUATION Key findings & design application This precedent was important in the context of co-dwelling with nature as it is centered around a lake and 25% of the land is dedicated to green space. Additionally mixed use is very well addressed in the face of active retail streets and providing not only housing, but also employment. That proves to be very important in the context of creating a new neighbourhood in a relatively peripheral location such as a Seestadt. Accessibility is also very well dressed - the neighbourhood is designed alongside a transit corridor - the U2 metro line. Additionally it will support when completed sustainable modes of travel such as walking and cycling.

ALT EERLA HOUSING COMPLEX - VIENNA, AUSTRIA

Population: 10,000 Area: 0.024Ha Density: 416 people/Ha Often named as one of the best examples for social housing in the world, Alt Eerla is located in the 23 district of the city. Towers of 27 levels dominate the landscape - the first twelve storeys have balconies which offer green spaces and privacy, additionally they soften the vastness of the architecture which might initially look vast and inhumane. There are six children’s playgrounds within the park but naturally, in a scheme built in the proud tradition of Red Vienna, the social infrastructure extends much further. There are two nurseries, a children’s day care centre, a sports hall and tennis courts, a church, three schools, a youth centre, a multipurpose hall, two health centers as well as a local shopping centre.

Figure 28

Social housing in Austria is funded by a fixed earmarked portion of income and corporation tax + housing contributions paid by all employers. Arguably the city has mitigated the formation of ghettos and unsafe areas exactly through the strategy of social housing.

Figure 29

CASE STUDY EVALUATION Key findings & design application This case study scored highly on the social housing element, the facilities it brings together and onconnection to nature. The main finding from this case study is the vertical stacking of uses and the proviison of private green spaces, despite the 27 level towers. It opens up the topic of green space and facilities in intensely developed areas and proves that it is possible if well executed and maintained. The ideas can be further developed in a vertical urbanism research and strategies for future developments can be extracted. Last but not least the area is also well connected to the city through the public transport network.

UTRECHT RAILWAY MASTERPLAN, NETHERLANDS

Area: 90 Ha

Key area for the city - main railway station where around 1500 people visit each day . Additionally a shopping centre and a conference and events centre can be found on the site. Despite these amenities though the area was not able to serve the growing population and intervention was needed . Rail tracks were a posing as a barrier between a large part of the city to the historic city , additionally it was unsafe. A decision was made to modernise and expand the railway, shopping centre and the entire area by adding - new office spaces - leisure facilities - housing - parking spaces

Figure 30

The total cost of the project is 3 billion euros and it is expected to be completed by 2030. The project was initiated by the municipality but its success arguably lies in the cooperation between involved parties including the landowner - Corio.

Figure 31

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CASE STUDY EVALUATION Key findings & design application Provision of spaces for open air stages, festivals and other activities; Dealing with railway station and transforming it - the design and exectution of the bridge is one of the main takeaways from this case study. It tackles the challenge of the railway under and transforms it into a green passageway in the sky. Additionally the project deails with achieving permeability in a context where railways are posing a barrier - which is very similar to the project in this report.

KARL MARX HOF, VIENNA, AUSTRIA

Population: 5000 people Area: 156 000m2 = 15.6 Ha Density: 320 people/Ha

One of the earliest examples of mixed uses in Vienna, Karl Marx Hof housing complex was built between the two world wars. Opening in October 1930 it was a symbol of the socio - democratic period aiming to show the ‘self image’ of workers. The main focus on this project and perhaps the biggest takeaway from it is the social element and the facilities it provided. Within the complex could be found a pharmacy, post office, library, youth centre and more. Additionally its morphology formed generous courtyards that included extensive green areas, squares and paths.

Figure 33

Figure 35

From a architectural perspective it is one of the longest buildings - stretching over 4 tram stops and half a mile. The buildings consist of thick imposing walls penetrated by small windows and arched passageways. The complex was used as a fortress during the Austrian civil war. At the moment most of the facilities are split throughout apartments but the project remains one of the most significant examples of social Utopian architecture. Figure 34

Figure 36

CASE STUDY EVALUATION Key findings & design application This case study scores highly on facilities and choice - it was the pioneer for adding services to large housing complexes and undoubtedly has paved the way for mixed use and proximity to amenities which has become recently hugely important - now phrased as 15 minutes or compact city. The scheme also offers vast internal courtyards which have been dedicated for walking, community activities and play. The arched walkways offer early ideas on permeability and accessibility which are applicable to future schemes.

AMSTERDAM, BORNEO HOUSING, NETHERLANDS

Population: 9 000 people Area: 74,5 m² Density: 200people/ Ha

The Masterplan was completed in 1999. It was created for the area surrounding the docklands. The original scheme consists of 2500 low rise dwellings with a focus on private realm - namely patios and roof gardens. What is interesting about this masterplan is the design code developed by MVRDV. The result the rigid design guidance resulted in a subtle balance between the traditional Dutch row house and creative and diverse architectural solutions. This practice can be applied in places with significant cultural heritage and belonging where the aim is to preserve the authenticity while delivering contemporary design.

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CASE STUDY EVALUATION Key findings & design application Perhaps the biggest finding and application from this case study is the design code and the way identity and authenticity have been addressed and preserved. In cities with rich history and culture the balancing of preserving those and moving forward with design is a challenge. Borneo Island is an example of how a design code helps achieve that balance. In the city of Vienna, where most residential building have a recognizable facade and organization a similar strategy may be employed when aiming to achieve a sense of belonging.

YORKVILLE, NEW YORK

Population: 16 275 Total area: 21 ha Average density: 775 people/Ha

Young, affluent and well educated community. Mix of large modern apartment buildings, 6-storey and mid-sized buildings. The proportion of 25034 year olds in this neighbourhood is twice as high as the average for Manhattan. There is a supply of large, sharable apartments. Evenly distributed density

Figure 41

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CASE STUDY EVALUATION Key findings & design application This case study gives us an understanding of how a mixed use development can be created without disrupting the place-identity of the area. In this example, the traditional perimeter blocks were used despite the intensification on site also allowing for a variety of housing units to be implemented. This site provided a walkable neighbourhood with services no further than a 15 minute radius.

MANHATTANVILLE, NEW YORK

Population: 3.326 people Total area: 4.2 HA Average density: 792 people/Ha This case study was chosen to visualize an example of high density - similar to the one set out by the brief. The complex is comprised of five buildings ranging from 10-35 stories high The scheme contains approximately 1200 apartments At the base of the complex is mainly occupied by educational facilities.

Figure 43

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CASE STUDY EVALUATION Key findings & design application The notion of choice is a very important take-away from this case study. The key facilities are located in the centre of the site where it is accessible to everyone on site. This also creates a walkable environment where walking routes are provided to destinations. There is also a strong connection to nature with communal green spaces available for all to use.

Population: 150,000 Total Area: 157Ha Average Density: 362/HaKong Mongkok, Hong

MONGKOK, HONG KONG

Hong Kong Population: 150,000 Total Area: 157Ha Average Density: 362/Ha

The scale of this case study is much bigger than that of some of the previous ones. This case study is investigated at a district scale as opposed to a neighbourhood scale. However, the population per hectare and density of Mongkok is very similar to that of our site. Infact, this case study can be used to understand how the surrounding area copes with this high density district.

Mongkok district is considered the geographic heart of Hong Kong, lying roughly equidistant from all parts of the city accessible by public transit. Although extremely popular as a shopping and nightlife district, it is also home to over 150,000 people in 157ha. Housing stock is old by Hong Kong standards, and the district is noted for its overcrowding, particularly in the form of subdivided tenement buildings, discussed in more detail in the block-level case study of Fa Yuen Street. In administrative terms Mongkok is grouped with its adjacent districts on Kowloon peninsula, Yau Ma Tei and Tsim Sha Tsui as an entity called YauTsimMong that has come to represent the essence of neon-lit bustling Hong Kong.

Mongkok, Hong Kong

District Scale

Key Learning and Design Strategy

Key Learning and Design Strategy Increasing numbers of cities in densely populated urban areas are being transformed from vertical to volumetric. Elements such as skyscrapers, residential towers, elevated pedestrian bridges, and subways transform people’s vertical living into volumetric urban living. As a land-hungry and hyper-dense city, Hong Kong has gradually developed a system of three-dimensional urban volumes extending over a wide urban area. This volumetric urban space is formed, produced and configured by various urban elements, mainly high-rise buildings, skyscrapers and infrastructures such as elevated walkways and subway stations (Wang, 2020). Figure 45

Figure 46

P To A

The scale of this case study is much bigger than that o theIncreasing previous study is investigated at a diTh numbersones. of cities inThis denselycase populated urban areas are being transformed from vertical to volumetric. Elements such as asopposed to a towers, neighbourhood scale. However, the thasp skyscrapers, residential elevated pedestrian bridges, subways transform people’s vertical living into volumetric perand hectare and density of Mongkok is very similar to pe t urban living. si su site. this casecity, study can be used to understand As a Infact, land-hungry and hyper-dense Hong Kong has gradually developed a system of three-dimensional urban volumes surrounding area with this high density district.MKo extending over a wide urban copes area. This volumetric urban space is formed, produced and configured by various urban elements, mainly high-rise buildings, skyscrapers and infrastructures such as elevated walkways and subway stations (Wang, 2020).

by ni H no te ca gr Te co

Mongkok district is considered the geographic hear Kong, lying roughly equidistant from all parts of the city by public transit. Although extremely popular as a sho nightlife district, it is also home to over 150,000 people Housing stock is old by Hong Kong standards, and the noted for its overcrowding, particularly in the form of s tenement buildings, discussed in more detail in the b case study of Fa Yuen Street. In administrative terms M grouped with its adjacent districts on Kowloon peninsu Tei and Tsim Sha Tsui as an entity called YauTsimMon come to represent the essence of neon-lit bustling Ho

Figure 47

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Figure 49

CASE STUDY EVALUATION Key findings & design application Increasing numbers of cities in densely populated urban areas are being transformed from vertical to volumetric. Elements such as skyscrapers, residential towers, elevated pedestrian bridges, and subways transform people’s vertical living into volumetric urban living. As a land-hungry and hyper-dense city, Hong Kong has gradually developed a system of three-dimensional urban volumes extending over a wide urban area. This volumetric urban space is formed, produced and configured by various urban elements, mainly high-rise buildings, skyscrapers and infrastructures such as elevated walkways and subway stations (Wang, 2020).

MI CASA, SINGAPORE

Block Scale

Key Lear

Mi Casa, Singapore

10 Principle

Population: 1,589 Total Area: 1.65Ha Average Density: 241/Ha Block Scale

Key Learning and Design Strategy

At an even smaller scale than the neighbourhood scale, the block scale at the same density can also be useful in understanding the relationship between a high density area and its surroundings. Mi Casa, a Mediterranean-themed condominium, was developed by Far East Organization, the biggest locally-owned commercial real estate developer in Singapore. The project is located on Choa Chu Kang Drive in the heart of Choa Chu Kang, a short walk from the Choa Chu Kang MRT and LRT stations, and Lot 1 shopping mall. The proposed developments comprise one 5-story, one 7-story, one 10-story, one 12-story, one 16-story, two 17-story and two 20-story residential towers, and also a multi story car park, a swimming pool and ancillary facilities. Most of the units are 3-bedroom or 4-bedroom, and at the time of writing (2010) they are mostly sold out. Population density figures are estimates, based on an assumption of 100% occupancy and an average household size of 4. The average household size for condominium dwellers in Singapore is 3.4 persons.

10 Principles for Liveable High-Density Cities Lessons from Singapore: 1. Plan for Long-term Growth and Renewal 2. Embrace Diversity, Foster Inclusiveness 3. Draw Nature Closer to People 4. Develop Affordable Mixed-use Neighbourhoods 5. Make Public Spaces Work Harder 6. Prioritise Green Transport and Building Options 7. Relieve Density with Variety and Add Green Boundaries 8. Activate Spaces for Greater Safety 9. Promote Innovative and Nonconventional Solutions 10. Forge 3P Partnerships

Mi Casa, Singapore Block Scale

Population: 1,589 Total Area: 1.65Ha Average Density: 241/Ha

1. Plan for Lo 2. Embrace D 3. Draw Natu 4. Develop A 5. Make Pub 6. Prioritise G 7. Relieve De 8. Activate Sp 9. Promote In 10. Forge 3P P

Figure 50

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CASE STUDY EVALUATION Key findings & design application 10 Principles for Livable High-Density Cities Lessons from Singapore: Plan for Long-term Growth and Renewal Embrace Diversity, Foster Inclusiveness Draw Nature Closer to People Develop Affordable Mixed-use Neighbourhood Make Public Spaces Work Harder Prioritise Green Transport and Building Options Relieve Density with Variety and Add Green Boundaries Activate Spaces for Greater Safety Promote Innovative and Non-conventional Solutions Forge 3P Partnerships

Conclusion To bridge the gap between theory and practice, we looked at a number of relevant case studies which addressed each of our environmental qualities. From this we could take the benefits and improve on the weaknesses through theory, and then implement them into our design proposal.

Design Principles Following on from the site and SWOT analysis to understand the site in more detail, this chapter explores the chosen design principles which would help develop the proposal. Each of the design principles has been altered along the design process to reflect exactly what we wanted to gain from the site, altered to reflect our overall vision and objectives.

Spatial requirements In this chapter we will be exploring the recommended spatial requirements of building typologies as it relates to Vienna from a legal policy standpoint. This will be put into a land budget diagram to help calculate the quantity of each building typology on our site.

At 800 people per hectare... there is nowhere to go but UP Public spaces

So the goal becomes to deliver all the good things cities can offer - vertically.

Contact with nature

Figure 53

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Pavilion over Leopold Museum in Vienna

Urban farming in Germany

Urban farming

Playgrounds

Urban farming in Germany

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Rooftop playground in Copenhagen

Concept model

Following the information gathered in the previous chapter, this section of the report will graphically represent the information in a 3-dimensional format. The purpose of this chapter is to determine which uses would work well together and develop a mixed-use design proposal following our environmental qualities and design principles.

Conclusion After a few iterations, we were able to determine a concept model which could then be developed onto our site as will be seen in the next chapter. We resulted in creating two separate concept models for the two separate sites due to the differences in qualities of each site. Overall, we were able to reach a point where the concept model can be developed and adapted to our sites.

08 Application to site

In this chapter, we will begin to pull all the analysis and design decisions together. We will adapt the concept model created in the previous chapter to fit the shape and size of our site. At this point in the report we will be determining accessibility within, throughout and around our site in more detail.

Conclusion

From the previous chapter’s concept, the next stage was to design the full masterplan in high graphical quality, to allow maximum reader understanding. The plan has been adapted from a combination of the concept plan and from a breakdown of various block-uses that could occur in an 64Ha area. This has then been shifted into our site’s dimensional plan (74Ha), before being rearranged into a spread of the required block uses. Major roads were then threaded through the blocks in order to create a cohesive and efficient masterplan.

Masterplan

Figure 57

The undertaken analysis in different morphological levels gives us vital information about different aspects of the site. The Noli map is primarily useful for open public space and the ‘negative’ space between buildings. It is also crucial to understand the urban grain and the reasons behind it in order to deliver a scheme that is context sensitive and appropriate. A more detailed analysis of the different perimeter blocks can be found on page 90. Examining the land use of the surrounding area identifies that there is a variety of uses, which has been used as a base for delivering the environmental quality of mixed use. There is a great existing practice of mixing uses in Vienna as a whole which also contributes to our aim to achieve familiarity and belonging. One of the three elements that were key for the high livability status of the city is the well integrated public transport network, as the Vice Mayor herself identifies. Around the area of Nordwestbahnhof there are a number of public transport stops which helps achieve accessibility and promotes the use of green transport. FInally, building heights are crucial for maintaining the current cityscape and views - some of which have historic and cultural significance - the spires of Saint Peter’s cathedral, Town hall of St Charles’s Church. The current city regulations claim that every building over 35m is counted as a ‘high building’. The heights within this scheme vary from 4-5 storeys in the lower areas to maximum 15 in the business district - they have been carefully positioned so as not to interfere with landmarks and viewing corridors.

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EXISTING RIVER CORRIDOR AND BIODIVERSITY

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SUSTAINABLE STRATEGY: HEATING AND COOLING

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MORPHOLOGY ANALYSIS

Type 1

The morphology of the city of Vienna can be described by predominately perimeter blocks with internal courtyards. The courtyards can be parking space, green areas, space for services such as bins or all of the above The only way to access them is through buildings which makes them exclusively private.

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A perimeter blocks with one open space in the middle.

Periphery

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Type 2

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A block with a 2 or more internal courtyards, usually belonging to individual buildings. Generally smaller internal space than type 1

Progressively smaller courtyards and more space dedicated to buildings

Type 3

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Mostly solid block, with few internal spaces, which are progressively smaller, ‘shaft-like internal spaces’

City core

MAP NOT TO SCALE

BUILDING TYPOLOGY

Existing

Typical 4-5 storey apartament blocks with one entrance to them. Facades involve plaster decorations. The rhythm is very much preserved and maintained throughout the city.

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Proposed In order to deliver density of 800 people per Ha two new floors would need to be introduced to housing blocks. Additionally as a mixed use approach is employed communal uses such as employment and education will be introduced on the lower levels. All of this is to be with consideration to the existing style and feel of the city.

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SPACE SYNTAX ANALYSIS

In order to create a street structure that works with the context and that would be as efficient as possible Space syntax analysis was used to help determine which streets are most suitable for retail and employment - depending on their integration and connectivity.

The analysis informed the decision to make street 1 and 2 the primary retail streets, A ‘shared space’ approach was taken on them - inspired by the longest shared space street - Mariahilfer strasse which is on to the south in district 2. Another key moment for the project is the green connectivity - we designated specific ‘green corridor streets’ which would serve as connectors for pocket parks as well as the district level green network.

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STREET NETWORK

The project achieves high permeability and accessibility by a connected street network, which is further integrated into an existing street network in the surrounding area. Overall, the project uses a grid street structure, however, the core street that pulls the whole development together is inspired by walkable streets in the Old Town of Vienna and follows more traditional forms. There is a variety of street types in the scheme, including pedestrian-only streets, shared surface streets, local and main streets. These are also varied in sizes and widths. It is important to note that all streets sizes and width are policy compliant and achieve a minimum Vien na’s street standards.

MOBILITY

Driven by the vision to create a place that will enhance and improve human’s social and mental wellbeing, the project promotes sustainable urban travel modes in the area. Both the high density and the driving force inspired our team to implement pedestrian-only streets, in green, that connect the area to an existing green network. The scheme contributes to the central target of Vienna’s mobility policy: ‘80-20 by 2025’, Urban Development Plan Vienna. The core street, in red, plays a vital role in the development. Apart from being a pedestrianorientated street in a form of shared-surface space with traffic calm measures, it is the main mobility street in our project. This street connects a proposed Business Centre on the south in Vienna and an existing industrial zone on the north on a par with bringing to life a street, rail avenue, along the railway line, in dark red. But although the project has a number of pedestrian-only and shared surface streets, it achieved a high degree of permeability and accessibility by other transport modes, including public transport, cycling and private cars.

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RETAIL

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The scheme is characterized by diverse and dense land uses. There is a vibrant urban environment with high proximity to all facilities and amenities for all residents and users. The diagram below shows the walking distance for different facilities and amenities in the development.

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GREEN AND BLUE NETWORK

Vienna is a green city. In the densely developed urban areas, squares, avenues, city parks and spacious recreation areas are gaining in significance as places of encounter and interaction, but also as spaces to escape from city life and relax. Driven by the landscape urbanism principles, the scheme greatly integrates within the existing green infrastructure in Vienna. The project site takes the advantages from the high proximity to Vienna’s both major and local city parks. Previously an abandoned industrial zone, the project orientates it’s streets towards the green areas. Horizontally, it connects Augarten on the west to Rudolf-Bednar Park and Schmetterling Park (eng. Butterfly park) on the east. Vertically, The scheme connects the area with green infrastructure on the north. For the purpose of the project, our team proposes that the previously-used railway line and the North Train station to re transform in a green linear park.

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The aim is to provide a variety of neighbourhoods for people to choose from. The Different block types provide different experiences in terms of living and social interactions. The podium blocks provide the largest density of people due to the highest number of floors which is in response to the higher buildings at the south end of our site. The mix use podium blocks make it easier for people to access facilities on the ground floor. This reduces travel time and car dependency. Density of people in those blocks is higher than purely residential perimeter blocks to allow maximum number of people access to all facilities.

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SHARED SPACE STREET

The shared surface street acts as the heartbeat of the development, where users have an opportunity to interact with each other and enjoy a vibrant urban environment. The shared surface street prioritizes pedestrians and cyclists among car drivers. This was pioneered in Vienna in 2015 as can be seen in figure 108 where the main shopping street of the city is ‘given back to the people’. Previosly a car dominated street, and a reapproporiated area that serves as a example. Important to note is the speeding limit in the street - cars are allowed, but a) they have to give priority to pedestrians at all times and b) are no supposed to go faster than 20km/h

Figure 108

The same approach has been applied to the main shared space in this scheme - cycles, pedestrians, benches on one surface - where people wallking are the focus.

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STREET RAIL AVENUE

The Rail Line Avenue provides a host of spaces. It is a culmination of green spaces, retail spill outs and pedestrian corridors. It helps create a sound and visual barrier between the built environment and railway lines. Tree lined edges help with noise reduction. The greens on the surface interact with the green roofs of the podiums within the business district. It allows everyone to have visual and functional access to green spaces. The pedestrian bridge introduced over the railway line promotes a barrier free movement network for the pedestrians. Movement at different levels helps integrate people with the spaces. Green spaces are provided both on the ground floor and along the raised pedestrian pathway. Elevators are available to allow everyone access to these spaces.

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VISUALS OF THE RAILWAY BRIDGE PROPOSED These visuals show how our design proposal aims to revitalise the underneath of the existing bridge. To create a safer environment for the users of this shared street, we have created active shop fronts which would create passive surveillance in the area.

BEFORE

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VISUALS OF THE RAILWAY BRIDGE

The barricaded railway line creates a physical division of the site, therefore to increase connectivity, our design proposal has introduced overhead pedestrian bridges which would flyover the trams themselves. These bridges are connected to the buildings either side of the railway line on floors where the usage of that floor can be accessed by the public such as retail and employment. Due to the large span of these bridges, we have incorporated green pocket parks where people can play, relax and meet with other members of the community. The aim is to make these bridges a place to stay as opposed to a walkthrough street.

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GREEN CORRIDOR STREET

A population growth with a density of 800pph leads to rising demands to be met by urban green space. Landscape and green spaces planning therefore must provide for all sufficient space for enjoying a ‘wild’life. The proposed green corridors aims to combine urban life with nature. Here is a place where people can enjoy a coffee and a green view

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Evaluation

This chapter will look at whether the final masterplan implements our environmental qualities and design principles. Each of the actions will address a number of issues found upon site through our analysis and explain how we have overcome these. The design actions will talk about our environmental qualities and show our thinking in how we solved these issues to create our vision of a healthier city in an intensified high density cultural city.

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Conclusion

Upon the application of Design Principles as well as our Vision for the Vienna site (64 Ha) with the density of 800 people/Ha we have designed a city district with a sufficient mixture of uses to support the local needs - all accessible within the specified walking distances from Residential blocks. There are a variety of building types that contribute to the character of the area with a balance between public and private open spaces. We have also used our analysis of the local morphology to morph the pattern of local routes, and further intend to blend the proposed building typology with the traditional design.

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Reflective statement This scheme is considered to be an urban experiment. With this urban experiment, our design team aimed to answer the question: ‘how to safeguard and deliver high environmental quality in the context of increasing intensification of land use with 800pph density’ in Vienna. We further adapted this question to fit our specific site which is as follows: Can Vienna double its density and maintain livability? We strongly believe that this urban experiment is counted to be a successful one. Yet there is also a room for further improvements. For the purpose of the degree program, each member of the design team then focuses on the specific topic area, which can be further improve this urban experiment.

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REFERENCES

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REFERENCES Egger, T., 2020. How do you plan in Vienna? 7 urban planning lessons from the Vienna Exchange Program. [Blog] Ciudades Sostenibles, Available at: <https://blogs.iadb.org/ ciudades-sostenibles/en/how-do-you-plan-in-vienna-urban-planning-lessons-from-vienna-exchange-program/> [Accessed 6 February 2021]. City of Vienna, 2015. Thematic Concept Green and Open Space. Vienna: Vienna City Administration, pp.1-95. Elisabetta Mocca, Michael Friesenecker and Yuri Kazepov (2020) “Greening Vienna. the Multi-Level Interplay of Urban Environmental Policy-Making,” Sustainability, 12(4). Fernandez-Anez, V., Fernández-Güell, J.M. & Giffinger, R. 2018, “Smart City implementation and discourses: An integrated conceptual model. The case of Vienna”, Cities, vol. 78, pp. 4-16. Haslauer, E. et al. (2015) “Comparing Subjective and Objective Quality of Life Criteria: A Case Study of Green Space and Public Transport in Vienna, Austria,” SOCIAL INDICATORS RESEARCH, 124(3), pp. 911–927. Hee, L. and Dunn, S., 2013. 10 Principles for Liveable High-Density Cities Lessons from Singapore. 2nd ed. [ebook] pp.52-59. Available at: <https://www.clc.gov.sg/docs/default-source/ urban-solutions/urb-sol-iss-2-pdfs/essay-10-principles-for-liveable-high-desnity-cities-lessons-from-singapore.pdf> [Accessed 15 February 2021]. Miller, J.R. 2005, “Biodiversity conservation and the extinction of experience”, Trends in ecology & evolution (Amsterdam), vol. 20, no. 8, pp. 430-434. Montgomery, C (2013) Happy city: transforming our lives through urban design, Penguin, London. Navarrete-Hernandez, P. & Laffan, K. 2019, “A greener urban environment: Designing green infrastructure interventions to promote citizens’ subjective wellbeing”, Landscape and urban planning, vol. 191, pp. 103618. Orbasli, A. and Vellinga, M. (eds) (2020) Architectural regeneration. Hoboken, NJ: Wiley Blackwell. Available at: INSERT-MISSING-URL (Accessed: 2021). Ornetzeder, M. et al. (2008) “The Environmental Effect of Car-Free Housing: A Case in Vienna,” Ecological Economics, 65(3), pp. 516–530. Pacione, M (2003) Urban environmental quality and human wellbeing Pretty, Jules. (2004). How nature contributes to mental and physical health. Spirituality and Health International. 5. 68-78. S. Saxena, M. Van Ommeren, K. C. Tang & T. P. Armstrong (2005) Mental health benefits of physical activity, Journal of Mental Health, 14:5, 445-451 Volkmar Pamer (2019) Urban planning in the most liveable city: Vienna, UrbanResearch & Practice, 12:3, 285-295, DOI: 10.1080/17535069.2019.1635728 Wang, W. (2020) “Everyday Practice in the High Density, Volumetric Hong Kong: Ambiguity, Intensity and Life between Interfaces,” Cities, 96.

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APPENDIX

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COLLECTIVE SCRIBBLES & PROCESS

The following images present snapshots of our collaborative creative process. They are all screnshots of our conference calls where we would all scribble together, challenge ideas and make decisions based on arguments

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THANK YOU!

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