Great Climateproof Citystreets by Timo Stevens

GREAT CLIMATEPROOF CITYSTREETS “How can climateproofing the public realm of Copenhagen generate opportunities to create more people oriented cityspaces that contribute to the Danish human-friendly mindset?”

GRADUATE RESEARCH URBAN DESIGN

TIMO STEVENS 091933

COLOPHON Student Timo Stevens 091933 Study

Urban Design

School NHTV Breda University of Applied Sciences Claudius Prinsenlaan 12 4811 DK Breda Supervisor school

Ed Ravensbergen

Graduation company De Urbanisten Jufferstraat 21 3011 XL Rotterdam Supervisor company

Dirk van Peijpe

PREFACE You are now reading the graduate research I made as a final assignment for the study Urban Design at the NHTV Breda University of Applied Sciences. The design office ‘De Urbanisten’ gave me the chance to do a research about making rainproof citystreets in Copenhagen. In this research, the challenge was not to only create climate resilient streets, but also think of the additional opportunities that a new street design could possibly offer. In a period of 17 weeks, I visited the city of Copenhagen and collected and processed a lot of information. Then I made a strategy for the city district of Nørrebro and made a design for a couple of streets based on this strategy. During this research I was able to translate a large scale problem (on the scale of the city) into a design on a very low scale in which I could use all qualities I learned during my studies. Everything together is reduced to this comprehensive research report. I want to thank all employees at the design office ‘De Urbanisten’ for the opportunity to carry out my research in their office and for all the help and feedback they gave me during my research. In particular I want to thank Dirk van Peijpe, who has supported me on the content and Ed Ravensbergen, who helped me through the process of the research. Also I want to thank Ezra Rémy, who has showed me the first watersquare in Copenhagen and provided me with some useful information. Thanks to their help this report became what it now is. Timo Stevens - June 2015

ABSTRACT “How can climateproofing the public realm of Copenhagen generate opportunities to create more people oriented cityspaces that contribute to the Danish human-friendly mindset?” This is the main question that is answered in this research. Copenhagen is a healthy city that already has done some great and smart developments in its past to improve city life. Due to the changing climate, the city faces some major problems mainly concerning heavy rainfall in short periods of time. The city really needs to adapt to the climate and by doing this they have the ambition to improve the city at the same time. The municipality created a strategy called the ‘cloudburstplan’. In this plan, they analysed the city on its elevation and the direction in which water flows during a heavy rain event. Also they came up with smart street typologies that could manage (large) rainwater flows on the surface level. These solutions however, still are only solving a problem and not directly improving the city spaces in general. This research looked at the possibilities of combining these street typologies with improving the quality of the public spaces at the same time. Also other future developments of the city are studied and by doing this an area is determined in which interventions are needed most. Therefore this research is done in the city district of Nørrebro. A plan is made for Nørrebro that on the one hand creates a public space in which a cloudburst does not causes major problems anymore and on the other hand gives people a more attractive and pleasant public place in return that will improve city life. This plan is translated into a strategy for the entire city district showing the different qualities that could be achieved. Three different street typologies are designed on a lower scale level to explain the strategy more in dept and show the possibilities of a new spacial design. Eventually, this could become a new milestone in the timeline of smart people oriented city developments by the city of Copenhagen and set an example of how to make ‘Great Climateproof Citystreets’.

TABLE OF CONTENTS PREFACE 3 ABSTRACT 4

1 INTRODUCTION

2 COPENHAGEN ANALYSIS

3 NØRREBRO

4 GREAT CLIMATEPROOF CITYSTREETS

1.1 ABOUT THIS RESEARCH 1.2 RESEARCH METHODS 1.3 INTRODUCTION OF NØRREBRO

9 10 13

2.1 HISTORICAL DEVELOPMENTS IN COPENHAGEN 2.2 THE CLOUDBURSTPLAN 2.3 SURFACE SOLUTIONS

16 25 26

2.4 DEFINING THE RESEARCH LOCATION

3.1 MAIN URBAN STRUCTURES

3.2 FUTURE PLANS 3.3 AMBITIONS FOR NØRREBRO

44 45

4.1 VISION FOR NØRREBRO 4.2 WATERMANAGEMENT STRATEGY 4.3 DESIGN LOCATIONS 4.4 JAEGERSBORGGADE / BJELKES ALLÉ 4.5 JAGTVEJ 4.6 NØRREBROGADE 4.7 CONCLUSION

48 50 52 54 66 74 83

2.3.1 STORMWATERROADS 2.3.2 DETENTION AREAS 2.3.3 DETENTION ROADS 2.3.4 GREEN ROADS

3.1.1 INFRASTRUCTURAL NETWORKS 3.1.2 BUILDING STRUCTURES AND PROGRAME 3.1.3 MAIN PLACES OF INTEREST

28 29 30 31

39 41 43

BIBLIOGRAPHY 84

FIG. 1.1 - KALVEBOD BRYGGE, COPENHAGEN

1 INTRODUCTION

1.1 ABOUT THIS RESEARCH 1.2 RESEARCH METHODS 1.3 INTRODUCTION OF NØRREBRO

9 10 13

Denmark Research Location Copenhagen

Netherlands De Urbanisten Rotterdam

The watersquare

FIG. 1.2 - OVERVIEW MAP NETHERLANDS / DENMARK

1.1 ABOUT THIS RESEARCH

Thanks to my education in urban design and a minor in landscape architecture I have built up a fascination for public spaces in the city. These are the places in which all life of the city comes together and where a lot of interaction between people takes place. You can actually say that the public spaces show the true identity of a specific location. The way in which spaces are designed, often plays a major role in the way in which these areas are used. During my studies, I got an increasingly better view on the changing climate. In the future, we face more rain in shorter periods and longer periods of drought. The way we deal with our planet has also ensured that we are dealing with a decreasing biodiversity. Our cities often are very stony, which creates a heating effect during warm periods. It also prevents rainwater from infiltrating into the soil naturally. As an urban designer it is very important to be aware these issues. Another thing is that more and more people start to move towards the city. This mainly has to do with the fact that people in cities have a better chance in finding a job and making a career but the choice is often made by the better living conditions in the city. A fast growth of cities means that its public spaces need to adapt to the new needs. Therefore, it is very important to give careful thought to how we deal with our cities and their public areas. For example, improvements in public transport can lead to changing traffic flows, this eventually can create new places and provide a bit more â&#x20AC;&#x2DC;airâ&#x20AC;&#x2122; for its inhabitants. De Urbanisten, an urban design office based in Rotterdam, is specialised in developing designs and strategies which are often based on climate resilience. The office already has a rich portfolio with projects such as the very first watersquare in which rainwater can be temporarily stored and kept during heavy rainfall to prevent basements and streets in the area of flooding. And the office developed a strategy for the city of Rotterdam that can make the city climate-proof within a period of 15 years. Currently, the office started getting international attention and their projects are being used as references throughout the entire world. The City of Copenhagen also showed great interest in the office and therefore they are now involved in several projects concerning climate proofing this city. This also has been the main motivation to focus on this metropolis during my research.

1.2 RESEARCH METHODS

For this graduation research I traveled to Denmark to learn about their culture in general and the way they planned the city of Copenhagen. As a student in the field of urban design I tried to look at this city with a different perspective. For this research I first collected information about people in the field of planning who had an important role in the development of Copenhagen. After this I studied lots of maps of the city to learn about the most important problems, possibilities and ambitions of the city. With all this information I was able to point out an area in which I as a nearly graduated urban designer could intervene and give advises about the possibilities in this area. My main goal for this research is to come up with a design that combines an agenda of making a city district rainproof, and at the same time gives something in return for the city and its inhabitants. This eventually will create the â&#x20AC;&#x2DC;Great Climateproof Citystreetsâ&#x20AC;&#x2122; (Fig. 1.3).

Now we have a waterproblem...

It is important to not only solve the waterproblem,

And leave an undesigned space most of the time...

? 10%

But create a smart system that solves the waterproblem,

10%

90%

And at the same time is an attractive and pleasant place!

90%

RAINPROOF

PLACES FOR PEOPLE

+ GREAT CLIMATEPROOF CITYSTREETS FIG. 1.3 - RESEARCH PRINCIPLE

My research will be based on a couple of subquestions (shown below) which together will give an answer to the main research question:

â&#x20AC;&#x153;How can climateproofing the public realm of Copenhagen generate opportunities to create more people oriented cityspaces that contribute to the Danish human-friendly mindset?â&#x20AC;? How did the city of Copenhagen become the city that it is now, and which important developments took place in the past of this growing city? To give an answer to this question I made a timeline of the city of Copenhagen. This timeline shows the most important developments divided in themes that are relevant for this research to learn about the Danish way of planning and mindset. Some of these historical events can inspire in taking decisions dor new developments. What is the main climate problem that the City of Copenhagen faces and how are they planning to take measures against it? For this I visited an exhibition in the Danish Architecture Centre about the changing climate and the cloudburstplan for Copenhagen. This gave an insight in issues mainly concerning heavy rainfall in short periods of time. It appears to be the most important aspect to solve in the nearby future. What are comparable projects that are already done in terms of innovative watermanagement in the city? For this I studied literature and did a survey on the internet to find projects. This was to enrich my knowledge about this subject and it also provided inspiration to create new designs for public spaces in Copenhagen. How is the current public space of the research location now designed and how are these places currently being used? For this I did a spacial design of the research location and pointed out the most important elements on different relevant themes. The themes are mainly concerning the public spaces and the facilities attached to it. This gives a clear overview of the current qualities in the area and gives starting points for new developments. How can we create a city district which is resistant to extreme weather situations and can cope with a large amount of precipitation in peak periods? For this I studied (current) plans of the municipality of Copenhagen and did a research of the elevation of the area. I studied how the rainwater flows and where te biggest problems arise during heavy rain. After this I came up with a strategy of how this problem could be solved. How can a streetscape be redesigned to become a better liveable place and at the same time become rainproof? For this I studied what the needs and ambitions of some specific streets are and designed new profiles which combine multiple agendas and at the same time in one design.

FIG. 1.4 - MAP OF THE PRIORITY AREAS IN COPENHAGEN

FIG. 1.5 - CYCLISTS ON THE NØRREBROGADE

FIG. 1.6 - COMMERCIAL ACTIVITY ON JAEGERSBORGGADE

1.3 INTRODUCTION OF NØRREBRO

Because it is not possible to solve the problem everywhere in the city at the same time it is very important to know where improvements are needed most. Therefore the focus of my research went out to Nørrebro. This in fact is the area which my research into the highest risk areas and municipal plans revealed to be in a priority zone in which multiple agendas could be combined. Besides the fact that Nørrebro is situated in this priority zone it already is an interesting part of Copenhagen. It is mainly a residential area with the greatest diversity in ethnicities of the entire city. It also has the most used bike route (Fig. 1.5) in the world and is becoming increasingly attractive among people who want to shop for the more alternative shops, bars, art galleries etcetera (Fig. 1.6). They are generally very involved when it comes to joint developments as for example in community gardens or parks. HIGHEST RISKS The highest risks occur in the areas where water can not escape via natural gravitation, these are mainly the lowest areas. The 19th century residential parts of Nørrebro, Østerbro and Vesterbro were built in the lower parts of the landscape and still use a mixed sewage-system. The other aspect that is included in the determination of this risk-area is the value of the buildings. The older city parts often have more buildings with a monumental value. The information show in this map is taken from the cloudburst management 2012 plan made by the municipality of Copenhagen. MOBILITY CHANGES Within the next five years the new metro line (Cityringen) will open 17 new metrostations in the area around the city centre of Copenhagen. This means that there will be a huge change in the use of public spaces around the new stations. The municipality also wants to strengthen its bicycle-network throughout the entire city because of the increasing bicycle use in the city of Copenhagen. MUNICIPAL PLANS With a high demand for dwellings, the municipality is expanding the city mainly in the areas around the harbour. Nordhavn for example is a very big urban development on a former harbour site. Another big ongoing development is taking place in Ørestad, where new kinds of architecture provide attractive workspaces and living areas. The city points out in the municipal plan of 2011 that besides creating new residential areas, they really want to improve living conditions and safety in the public spaces in the areas around the new metrostations in Nørrebro. In the map shown on the previous page (Fig. 1.4) it is visible that Nørrebro is situated in the area with the highest risks, faces a change in mobility within the next five years and has to become an area with a safer and more coherent public space. When choosing where to start, this is the area that really stands out because multiple agendas can be combined here. This really fits the Danish way of thinking.

FIG. 2.1 - NØRREBROGADE, COPENHAGEN

2 COPENHAGEN ANALYSIS

2.1 HISTORICAL DEVELOPMENTS IN COPENHAGEN 2.2 THE CLOUDBURSTPLAN 2.3 SURFACE SOLUTIONS

16 25 26

2.4 DEFINING THE RESEARCH LOCATION

2.3.1 STORMWATERROADS 2.3.2 DETENTION AREAS 2.3.3 DETENTION ROADS 2.3.4 GREEN ROADS

28 29 30 31

2.1 HISTORICAL DEVELOPMENTS IN COPENHAGEN

First it is important to look at the city in general. Copenhagen is a city with a rich history. The city is often seen in literature of urban design because of its smart way of planning. In this timeline some important events in the history of the city explain why Copenhagen became the city it now is. The timeline is divided in three main theme’s. The first theme is city growth, this timeline contains information about major developments and important planning choices of the city. The second theme is about mobility, this timeline contains information about changes in the way how people move in and around the city. The last theme is watermanagement, this timeline shows how the city deals with its waste- and rainwater. All the themes combined give a clear overview of some important choices that the city of Copenhagen made in its past.

1600

1000

King Christian IV is responsible for the first major urban development in the history of Copenhagen. The area Christianshavn is added to the city and a large citywall was built for protection. During this period they also have dug several large ponds that served as a defense.

Copenhagen was founded along aside the Øresund as a small fishing-village because of its unique location at the Øresund.

Fig. 2.2 - Map of Copenhagen around 1700

CITY GROWTH MOBILITY WATERMANAGEMENT 16

1000

1600

1892

At the end of the 19th century, the very first bicycle infractructure of Copenhagen was being realized in the inner centre. This had to be done to accommodate the heavy growth in cycling at the time.

Fig. 2.3 - Map of Copenhagen in 1850

1850

The population of Copenhagen grew but for longer than two centuries they all lived inside the old citywall. A cholera-epedemic in 1853 eventually led to a large-scale urban expansion outside the citywall. This is the period when the city districts NĂ¸rrebro, Ă&#x2DC;sterbro and Vesterbro were built. These residential areas were built on the lowest parts in the surrounding landscape.

Fig. 2.5 - Making new cycle tracks in 1915

1860

To improve the sanitary conditions of the city they started in 1860 with the construction of large sewers leading wastewater and rainwater into the harbour. They installed a sewer system that combined the collection of rainwater with the collection of wastewater.

Fig. 2.4 - Construction of the first sewer system 1860

1800

1947

Meanwhile, the city of Copenhagen had became a large city. During the second world war, the planners of Copenhagen started to think about new developments. Due to the rapid growth of the city they were forced to develop a structured way to prevent clogging of the area. The planners looked at the British ‘Garden Cities’. These cities were planned to be autonomous communities surrounded by ‘greenbelts’ and well connected to a central city in the area. This method of planning was introduced by Ebenezer Howard back in 1898. In 1947 the Finger Plan was created. This plan allowed the city to develop in a finger-structure. This would allow green areas to reach deep into the city to make sure that residents have large amounts of green space close to where they live. The ‘fingers’ are important transport corridors as well. Most facilities and the most dense buildings were built around railway stations to ensure the public transport to be one of the easiest ways to get around the city. This was also the first time that ‘Transit Orientated Development’ took place.

Fig. 2.6 - Finger Plan Copenhagen 1947

1900

1956

Car use was rising rapidly after the second world war. Copenhagen’s first freeway was realized in this year and the inner centre of Copenhagen rapidly became the main domain of the car and other motorized traffic.

Fig. 2.7 - First freeway of Denmark in 1956

Fig. 2.8 - The Strøget in 1954

Fig. 2.9 - The Strøget in 2006

1962

Very soon the municipality of Copenhagen decided that the Strøget had to turn into a large pedestrian-zone (Inspired by plans of Jan Gehl). At the time it was the largest pedestrian area in the world. The pedestrian area expanded throughout almost the entire inner city in 1996. Jan Gehl is a Danish architect who really has a focus on improving the quality of public spaces by searching for a better balance in public life. He has done many projects in which he re-orients the city design towards the pedestrian and the cyclist. His work plays a big role in the development of Copenhagen as well. The mindset of the cityplanners has gradually changed into a peoplefriendly way of planning which makes Copenhagen a very interesting place with high quality public spaces.

“We should create cityspaces that are designed for people.”

Fig. 2.10 - Jan Gehl

Fig. 2.11 - Nyhavn around 1960

Fig. 2.12 - Current situation on the Nyhavn

The city continued making more and more places for pedestrians and cyclists. In the beginning, the entrepreneurs were not convinced of these interventions, they thought that the removal of parking would drastically reduce the amount of visitors. Eventually it appeared to have the opposite effect and it resulted in an enormous growth in visitors and commercial activities.

1974

1995

In Copenhagen, industries and private consumption grew after the second world war. This also resulted in a bigger pressure on the sewer system. First they thought that the Ă&#x2DC;resund (the water in which they discharge their wastewater) has a selfcleaning capacity but in fact this water was heavily polluted. In the year 1974 the city of Copenhagen granted 590 million DKK (around 80 million Euro) for the realisation of the Lynetten Wastewater Treatment Plant. From this point on they started to improve the quality of the environment and the quality of their water.

Wastewater was still discharged in the harbour and into the Ă&#x2DC;resund during rainfall because the sewer system could not handle the amount of rain. New rainwater reservoirs and conduits were built in Copenhagenâ&#x20AC;&#x2122;s sewerage system which were able to store wastewater until there is space enough to lead it to the treatment plants. This resulted in closing 55 of the 93 overflow chanels which resulted in a better water quality in the harbour

Bi e

2000 - 2002

The city made big developments in mobility during this period. In the year 2000 they opened the ร resundbridge which connects Copenhagen (Denmark) with Malmรถ (Sweden). This fixed link between two nations has resulted in a new flow of people from Malmรถ that started working in Copenhagen and vice versa. In 2002 a metronetwork opened in Copenhagen. This addition to the the public transport resulted in a decreased need for cars and made the city function much better. Fig. 2.13 - Metro of Copenhagen

2002

Because of the major improvements of the treatment plants and the less frequent use of the overflows that lead wastewater into the harbour, the quality of the water became much better than before. Copenhageners were able to swim in the harbour again and decided to invite star-architect BIG to design an extension of the public space into the water. This was the first harbour-bath since 1952. It was a big milestone for the city and served as an example for other cities.

Fig. 2.14 - Harbour bath in Copenhagen by BIG architects

2007

The city continued to expand and the city outgrew the original Finger Plan. The planners had to come up with a new plan. They decided to stay with the principles of the original plan but add two more fingers to it. Also they extended the original transit coridors. One of the new fingers is Ørestad. This is an entirely new part of Copenhagen that profits from its proximity to the new Øresund bridge. For the development of Ørestad, they first built a metro infrastructure to make the area well accessible by public transport. After that, the residential buildings, schools and companies started to develop.

sa Car u

Ørestad also became a place where a lot of architectural innovation took place. It is an area which is spacious, green and almost completely designed for public transport and bicycles. Fig. 2.15 - The 2007 Finger Plan of Copenhagen

sa eu Bik

Ørestad

Fig. 2.16 - View over the metro line of Ørestad

2011

The effects of climate change are increasingly noticeable. In july 2011 a large cloudburst made the city of Copenhagen realise that the current water managementsystem can not extremely large downpurs. What happened was that an amount of 150 millimeter rain dropped in the city in less than three hours. This led to very dangerous situations and an enourmous amount of damage.

Fig. 2.17 - Copenhagen after cloudburst in july 2011

From 2011 until now, the city of Copenhagen is developing smart ways to prevent situations like those that happened in july 2011. The main plan that they started to develop is the Cloudburstplan. This is a strategy by the municipality in which they have the ambitions to transform public spaces in such a way that it can handle a much larger amount of rainfall. Someone who is very active in creating awareness about these problems is Lykke Leonardsen. Lykke is currently head of the climate unit of the city of Copenhagen. She is traveling around the world with her story of Copenhagen and the ambitions of the city to become the first carbon neutral capital of the world by 2025. She is also saying that we not only need to solve a problem but also look at other aspects that can be solved at the same time. Copenhagen is already improving city life by expanding its bicycle network and making an entire new metro ring to connect the city parts Vesterbro, Nørrebro and Østerbro to the existing metronetwork. It is one of the few cities that has a rising bicycle usage and a declining car usage. These are excellent themes to keep in mind during the design phase of the new climate adaptive city spaces.

“We have to work with adaptation in a way that we will improve our city.”

Today

Fig. 2.18 - Lykke Leonardsen

Catchment area 1. 2. 3. 4. 5. 6. 7.

7 4 3

2 6

Inner city Ladegårdsåen, Frederiksberg-east and Vesterbro Nørrebro Østerbro Amager and Christianshavn Copenhagen west and Frederiksberg west Bispebjerg, Ryparken and Dyssegård Main stormwaterline

Research area

Fig. 2.19 - Catchment areas of the cloudburstplan

Catchment area 1. 2. 3. 4. 5. 6. 7.

Fig. 2.20 - The Cloudburstplan

2.2 THE CLOUDBURSTPLAN

As mentioned earlier, the climate is changing quite fast. The main aspect that causes a lot of damage in the city of Copenhagen is an extreme amount of rain in a short period of time. When talking about the amount of rain, it is very often expressed in return periods. For example a 100-year rain (also called a cloudburst) means a rainfall with an intensity or mass that statistically only happens every 100th year. The complex part of this is that Denmark already has had several 100-year rains in the past decade. These facts really prove that a smart way of adaptation is needed. The cloudburstplan is a plan that makes sure the city of Copenhagen is going to adapt its watermanagement system to these additional consequences of the changing climate. The municipality of Copenhagen faces a very big task to make the city rainproof. After the cloudburst that occurred in July 2011 they started creating a plan to organise this adaptation. The city of Copenhagen therefore is analysed on many different aspects such as elevation, the estimation of a heavy rainfall event, the direction in which the water flows and where the main problems occur. Based on this information they have determined seven different catchment-areas (shown on the map). These catchment-areas are regions in which a combination of multiple projects have to make sure that the entire catchment-area functions as one system that leads water to the surface-water to reduce the water problems due to flooding sewers during heavy rainfall. In total they came up with 300 projects that cover the entire city (Fig. 2.20) The costs of these projects are mainly to be divided between the watercompany and the municipality. The watercompany on the one hand is responsible for the collection of rainwater on the streets and the municipality is responsible for the safety of their citizens and has to provide a functioning infrastructure (also when it rains). The city recently finished the very first cloudburst project on the T책singe Plads, here they transformed a formerly asphalted city part into a large watersquare with more green elements (Fig. 2.21). The cloudburstplan is not the only plan the municipality has in mind to change the city. Therefore it is important to combine the cloudburstplan with the other plans that it is not only about climate proofing but also about creating better cityspaces. The area with the most potentials to start acting (shown in the black dashed line) contains a main stormwaterline from beginning to end. This research may thus be an example of which projects are needed to make a rain-resistant stormwaterline.

Fig. 2.21 - First realized project of the cloudburstplan

2.3 SURFACE SOLUTIONS

To make an area cloudburst resistant, it is essential to create a cloudburst stormwaterline. This system consist out of different types of street typologies which have to work together as one big entity. The following scheme (Fig. 2.22) shows the different typologies and explains briefly what the main goal of this typology is. In the next couple of pages each typology is linked to interesting reference-projects to show what interventions could be done in order to achieve the desired results and how it not only can solve a problem but also add quality to a specific place.

Green Roads

In some roads, green spots are added which can infiltrate rainwater back into the soil

Stormwaterpipes

Situated on places where rainwater can not escape in a natural way, stormwaterpipes can transport the surplus of rainwater to the surface water

Detention Roads

Roads with (small) detention areaâ&#x20AC;&#x2122;s in which rainwater can be temporarily stored or directly infiltrate back into the soil.

Stormwaterroads

Roads that are made for rainwater transportation, the road functions as a canal when needed

Detention Areas

Detention of rainwater, large surfaces provide waterstorage when needed

FIG. 2.22 - SCHEMATIC OVERVIEW OF SURFACE SOLUTIONS

Permeable streets

Roads with (small) dete can be temporarily det The surface consists o

project: Gladsaxe, Copenhagen (DK)

Profile large street for example Frederiksberg Alle

Stormwaterroad

2.3.1 STORMWATERROADS

Collection of rainwater, when needed an trans water.

Delay street rain-lane

Urban context The Westersingel can store extra water on the lower-lying terrace

The stormwaterroad mainly has to transport rainwater. The road will function C Large traffic street as a canal during heavy rainfall events and leads rainwater towards detention areas or towards the surface water. When transforming an existing road into a stormwaterroad, more water capacity has to be created in the street profile. Alsoof rainwater, Detention the street has to be disconnected from the existing sewer system to make sure that waterstorage when nee rainwater is not directly going into the existing drains. This will prevent the sewer Cloudburst ‘hollow’ street, symmetrical system from flooding. reasons it is not allowe

Detention Areas LINEAIR SOLUTIONS: CLO Basic street profile (small/medium)

Rotterdam (NL)

Large scale urban context

24 hours.

project: Rainproofing South-axis, Amsterdam (NL)

Cloudburst, a-symmetrical

FIG. 2.23 - SURFACE WATER RUNOFF

ofile

Small scale urban context

More capacity can be created by transforming the street into a hollow profile, this can be done by lowering the street level and/or raising the curbs. Instead of the original convex shape where water is guided to the outer sides of the road, the road collects the water in the center part. Sometimes there is a possibility to use the original drains as overflows when the maximum capacity of the road is reached.

project: Climate proof Middelfart (DK)

Modification into a ‘hollow’ street profile Using natural topography to

Cloudburst principle transport stormwater

velocity

FIG. 2.24 - EXAMPLES OF A HOLLOW STREET PROFILE BY DE URBANISTEN

On places where there is enoughCloudburst space, it is possible to create open water channels (Fig. 2.25). These channels can be provided with aquatic plants. Occasionally (only during heavy rainfall) these water channels can function as rivers to transport water out of the streets. The image shown above is an example of an open water channel in Park Killesberg in Stuttgart by the lanscape architect Rainer Schmidt.

Cloudburst + infiltration permeable paving

FIG. 2.25 - OPEN WATER CHANNEL

Delay, ‘green open paving’

Stormwaterroad

Collection of rainwater, when needed an trans water.

2.3.2 DETENTION AREAS

Detention Areas

Detention of rainwater, waterstorage when nee reasons it is not allowe The detention areas are the larger areas in the public space which can temporarily 24 hours. store water during heavy rainfall and can be used for other purposes when there is no rain. Because of hygiene reasons it is not allowed to store water longer than 24 hours. The main benefit of creating these areas is that they are less expensive and more adaptable than creating waterstorage capacity below the surface.

PLACES AND AREAS: DELAY SQ Central large storage FIG. 2.26 - WATERSTORAGE IN WATERSQUARE BENTHEMPLEIN

FIG. 2.27 - OVERVIEW WATERSQUARE BENTHEMPLEIN

Urban There already are some great examples of water-detention areas realised. The Benthemplein in Rotterdam (designed by De Urbanisten) is the first large scale watersquare in a dense city context. The square is designed in three different levels which can flood stepwise in case of heavy rainfall. The Benthemplein is also really designed to meet the needs of the stakeholders and residents of the surrounding area. By creating spaces like this you can make a very dynamic public realm and increase the water storage capacity of the city at the same time. project: Water square Benthemplein, Rotterdam (NL)

S: DELAY SQUARES AND PARKS FIG. 2.28 - TANNER SPRINGS PARK, PORTLAND

FIG. 2.29 - BISHAN PARK, SINGAPORE

Green Larger green areas can also function as detention areas. The addition of more height differences in parks can create more space where water can be (temporarily) stored. This can also create more areas with a higher biodiversity. When the vegetation is chosen wisely and the landscape is designed to hold the water long enough the green area can function as a bioswale and actually clean the water coming from streets by removing pollutants. The examples in Fig. 2.28 and 2.29 Theparks â&#x20AC;&#x2DC;waterwallâ&#x20AC;&#x2122; bringsasthe waterwetlands, from further theand deepone in a big scale. The are designed urban oneaway in ainto small basin. It functions as a delay mechanism and will only overflow in Dreiseitl. parks are both designed by the landscape architects at Atelier

project: Climate proof Middelfart (DK)

case of a serious cloudburst.

Stormwaterpipes

Situated in the lowest a stormwaterpipes can c the surface water.

Cloudburst + delay wadi

2.3.3 DETENTION ROADS

Detention Roads

Roads with (small) dete can be temporarily det The surface consists o

The detention roads are streets with (small) detention area’s in which water can be temporarily detained or directly drained but in a more linear structure than the detention areas. The detention can tak place on green or on paved areas. In Pennsylvania they have made a great example of a street which can detain water and infiltrate it back into the soil (Fig 2.30 and 2.31). This project has benefits on of rainwater, many other aspects because the lower laying green spots (smallCollection rain gardens) also filter pollutants and sediments out of the water that is coming from the street. The when needed an trans images below show there is a height difference needed so water can flow through water. the gardens.

Cloudburst + delay linair rainpark

xe, Copenhagen (DK)

Stormwaterroad

Detention Areas

Detention of rainwater, waterstorage when nee Profile large street FIG. 2.31 - RAIN GARDEN ON ALLEN reasons it is not allowe FIG. 2.30 - DETENTION OF WATER IN ALLEN STREET STREET 24level, hours. Besides increasing the water storage capacity on the surface this for just example Frederiksberg Alle street typology also contributes to a greener streetscape. This eventually creates opportunities to make a street more attractive, but also can help to increase the biodiversity or reduce heat and noise problems. The image below (Fig. 2.32) shows a ‘complete street’ in California. This type of street is introduced by the National Complete Streets Coalition, which is active in creating safe, convenient and comfortable streets in which also the environment plays a big role.

Delay street rain-lane FIG. 2.32 - 21ST STREET, CALIFORNIA

FIG. 2.33 - EXAMPLE OF A DETENTIONSTREET BY DE URBANISTEN

terrace

C 30

Large traffic street

New Stormwa

SURFACE SOLUTIONS

The surface solutions can be devided in five main typologies:

SURFACE SOLUTIONS

The surface solutions can

Green Roads

2.3.4 GREEN ROADS

In some streets green can infiltrate water bac on the soil in the speci possible. Green roads are streets that can be quite similar to the detention roads. The difference mainly lies in the movement of the rainwater. In the green roads, the main emphasis is more about infiltration back into the soil and less about storage and transportation of rainwater. Interventions which you can think of in this typology Situated in the are reducing the amount of stone and replacing it with vegetation or creating more places with permeable paving (for example on parking places).

Stormwaterpipe

lowest a stormwaterpipes can c the surface water.

Detention Roads

Roads with (small) dete can be temporarily det The surface consists o FIG. 2.34 - EXAMPLE OF GREENING IN STREET BY DE URBANISTEN

Probably the most important aspect of creating a stormwaterline is that all interventions eventually have to work as one coherent system. An example of a such a smart stormwater system is the Zidell waterfront district in Portland designed by GreenWorks landscape architecture and urban design practice. They designed Collection of rainwater, an new urban development area with a very smart rainwater management system when an trans which consists of green roads, bioswales and overflows on surface level needed to the adjacent river. This plan also shows that such system creates attractive water.cityspaces.

Stormwaterroad

An otherlower-lying example is the project Arkadian Winnenden in Stuttgart by the landscape store extra water on the terrace architects Atelier Dreiseitl (Fig. 2.36), this also is an urban development with a very water sensitive design, and uses the surface to lead the rainwater towards the adjacent creek. In this plan, they gave special attention to create well balanced streetscapes which are fully accessible for vehicles but are very pedestrian Detention of oriented.

Detention Areas C

rainwater, waterstorage when nee reasons it is not allowe 24 hours.

FIG. 2.35 - ZIDELL WATERFRONT DISTRICT

FIG. 2.36 - ARKADIAN WINNENDEN

Requlair Requlair rain-event rain-event

Requlair rain-event Requlair rain-event

In a regular situation the gasvaerksvej looks like this

Mixed sewersystem

Fig. 2.37 - Gasvaerksvej during regular rain

Mixed sewersystem Mixed sewersystem

Wastewater from Wastewater from toilets goes to sewer toilets goes to sewer

Cloudbursts Cloudbursts

Mixed sewersystem Wastewater from toilets goes to sewer Wastewater from Rainwater goes toilets goes to sewer Rainwater goes to the same sewer to the same sewer

Cloudbursts Cloudbursts Cloudburst Cloudburst

Heavy downpurs in Heavy downpurs in a increased frequency a increased frequency

Rainwater goes to the same sewer Rainwater goes to the same sewer

Cloudburst

Heavy downpurs in Cloudburst a increased frequency Heavy downpurs in a increased frequency

On 2 july 2011 during an extreme cloudburst the gasvaerksvej looks like this

Mixed sewersystem Mixed sewersystem Mixed sewersystem Fig. 2.38 - Gasvaerksvej during

cloudburst

Water returns from Water returns from sewer, basements ﬂood sewer, basements ﬂood

Mixed sewersystem Water returns from sewer, basements flood Water returns from Sewer is overloaded basements flood Sewersewer, is overloaded Streets are flooding Streets are flooding

Sewer is overloaded Streets are ﬂooding Sewer is overloaded Streets are ﬂooding

2.4 DEFINING THE RESEARCH LOCATION

The map in the Introduction (on page 12 of this report) explains that the city district of Nørrebro has the most ambitions for a change of its public spaces. Within Nørrebro there is still a lot of diversity, research on a lower scale pointed out an area which the further report is going to be about. Nørrebro is a residential area built around the 1850’s. The city streets in these older city parts, mainly those that are built in the 19th century, have a mixed sewer system. The scheme on the previous page explains how streets with this kind of watermanagement reacts on a cloudburst or a 100-year rain. The mixed sewer system is collecting water from rooftops, wastewater out of the adjacent buildings and the water that falls on the streets. During regular rainfall (Fig. 2.37) it does not cause problems but when a cloudburst occurs (Fig. 2.38), the sewer system is getting filled and the water comes back towards the streets. This eventually causes basements to flood. The same thing just described happened in July 2011. During this day an amount of 150mm rain fell down in less than three hours, this is around twenty per cent of the yearly average of rainfall in Copenhagen. The cloudburst only on this day caused for around a billion euro in damage to streets and buildings and lead to very dangerous situations like unaccessible roads.

FIG. 2.40 - DEFINING THE RESEARCH LOCATION IN NØRREBRO

Lowest point Highest point Problem area

When taking a closer look at the way Nørrebro is built, you will see it is built on a gentle slope. Before this area became a residential part of Copenhagen, a small river was streaming at this location in the direction of the lakes. Now a very busy traffic road is situated on this same place (The Åboulevard). Within Nørrebro there are also different zones in which the water causes problems. In the map and in the scheme (Fig. 2.40 and 2.41) is shown that when a cloudburst occurs, the sewer system becomes overloaded and water is pressed upward in the low-lying areas. These low-lying areas face the most problems and therefore are the most interesting places to start acting and designing new rainproof public spaces for. In the future plans at least 30 per cent of the rainwater should be transported towards the surface water or back into the soil without using the sewer system. For extreme rainfall events there will be a stormwaterpipe added which can handle with the remaining surplus of water. When you implement surface solutions (earlier explained in this chapter) in streets and areas that are suitable, the public spaces can become a part of the watermanagement system of the city. This eventually reduces the pressure on the existing sewer system during heavy rainfall. The focus of the rest of this research will be roughly in the area in between the Nørrebrogade and the Åboulevard ending at the Peblinge Sø (the area in between the blue dashed lines in Fig 2.40). This area is the most suitable for applying the surface solutions simply because it is the area which is suffering the most during a cloudburst. The next chapter goes deeper into the city district of Nørrebro. It will explain the most important structures and facilities. Also it will tell something about the citizens and about the way in which people use the public spaces.

CURRENT WATERSYSTEM

When it rains, rainwater from streets, rainwater from roofs and wastewater from houses is collected in the sewagesystem that leads it to theatmentplants. In case of heavy rainfall water comes back from the sewage system because itArea cannot theproblems amount of rain. It causes withhandle the most flooding streets and basements.

Fig. 2.41 - PROBLEMS OCCURING IN THE LOWER AREAS

CLOUDBURSTPLAN

In the future plans 30 per cent of the rainwater should be transported to surfacewater without using the sewersystem. For extreme rainfall events there will be a stormwaterpipe added which can handle with the surplus of water.

Surface solutions (disconnect 30%)

FIG. 3.1 - SATELITE VIEW OF NØRREBRO

3 NØRREBRO

3.1 MAIN URBAN STRUCTURES

3.2 FUTURE PLANS 3.3 AMBITIONS FOR NØRREBRO

44 45

3.1.1 INFRASTRUCTURAL NETWORKS 3.1.2 BUILDING STRUCTURES AND PROGRAME 3.1.3 MAIN PLACES OF INTEREST

39 41 43

Busstation on route Busroute

Detatched bicycle route Bike paths alongside roads Nørrebrogade

Shopping street with light traffic Local road (one-way) Local road (two-way) Urban street Collector road Regional road

3 4

Fig. 3.2 - INFASTRUCTURAL NETWORKS IN NØRREBRO

3.1 MAIN URBAN STRUCTURES

To understand the urban structures and the spatial qualities of the district of Nørrebro, it is important to look at the district in different layers. This part of the research discusses the infrastructural networks, the public spaces, the (public) facilities, the future plans and the way how people make use of space in Nørrebro. This can eventually lead as input for the redesign of the public space of specific streets of this neighbourhood.

3.1.1 INFRASTRUCTURAL NETWORKS

In this map (Fig.3.2), the various street typologies in Nørrebro are made visible. Nørrebro consists mainly out of local roads which are mainly oriented towards the Åboulevard (an important regional road). Furthermore, there is a lot of ongoing traffic movements on the Jagtvej, this is a road that distributed traffic towards the more local roads. 1

Fig. 3.3 - CYCLISTS ON THE NØRREBROGADE

Fig. 3.4 - CYCLISTS ON THE NØRREBRORUTEN

Nørrebro is a district with a very low car ownership, in fact, only 19% of the population is owner of a private car. Nørrebro is also is in possession of an important route for cyclists, the Nørrebrogade (1). This route is used by an average of 36,000 cyclists everyday, making it one of the most used cycling routes in the world. Also there is an independent route going through Nørrebro which is surrounded by green areas (2) in which many recreational activities take place. This route (called the Nørrebroruten) is highly valued and is therefore used frequently by the inhabitants of Copenhagen. 3

Fig. 3.5 - HUSUMGADE

Fig. 3.6 - BLÅGÅRGSGADE

Fig. 3.7 - ÅBOULEVARD

The street typologies widely vary in Nørrebro, the largest part of the district consists of local roads (3) which sometimes have one-way and sometimes two-way traffic. Usually cars are parked along the sides of these streets. Thanks to the relatively low car ownership there is no immediate parking pressure. Several roads including the Blågårdsgade (4) are only for slow traffic (except for local traffic). These streets often lack space for bicycle parking which causes sidewalks being filled by the large amount of bikes. Furthermore, the area has a very important regional access road called the Åboulevard (5). This road connects the center of Copenhagen with the highway land inwards.

Commercial facilities Religious facility Cultural facility Sport facility Educational facility

Compact urban structure Blocks with comunal gardens Freestanding buildings

4 3

Fig. 3.8 - BUILDINGSTRUCTURES AND PROGRAME IN NĂ&#x2DC;RREBRO

3.1.2 BUILDING STRUCTURES AND PROGRAMME

In this map (Fig. 3.8) the different programmatic functions of Nørrebro are displayed. Here we speak about aspects such as shops, schools, churches and other special places that attract visitors and encourage a particular use of the space around it. Nørrebro is the district of Copenhagen with the biggest diversity in cultures. 28% of the population of the district is of foreign origin (not Danish). Quite recently BIG architects created a public space in Nørrebro (called Superkillen) which expresses this diversity in objects that come from 60 different places representing the nationalities that come together in this city district. 1

Fig. 3.9 - COMMERCIAL ACTIVITIES ON THE JAEGERSBORGGADE

Nørrebro is also a very attractive place to go shopping or to make use of the many restaurants and bars for both locals and tourists. Nørrebro has an emerging creative industry which is very popular among shoppers and therefore is very upcoming. The image shown above displays an everyday situation Jaegersborggade, this is a shopping street that is one of the hippest and most vibrant streets of Copenhagen. It is a narrow residential street that houses around 40 different facilities such as art galleries, vintage clothing stores, coffee bars, wine bars and so on. 2

Fig. 3.10 - COMPACT STRUCTURE

Fig. 3.11 - COMMUNAL GARDENS

Fig. 3.12 - HIGHRISE IN NØRREBRO

The building structures in Nørrebro are generally quite similar because the city of Copenhagen has a very consistent way of building (with a few exceptions). It has been decided in the past, to not build high-rise in the city. That is the main reason why the most buildings in the city have a height of around five or six storeys. However, there is a diversity in the density of the buildings. In fact there are very compact structures with hardly any private space (2), but there are also a number of building blocks which have a semi-public area inside the block (3). As mentioned, there have been some exceptions made, and in some places they have chosen to build some high-rise (4). These are to be divided as a freestanding building typology together with some school buildings and churches.

2 1

5 4 1. Nørrebrogage 2. Assistents Cemetry 3. Jaegersborggade 4. Blågårds Plads 5. Peblinge Sø

Park / Green space Cemetry Square Lake

Fig. 3.13 - ACTIVITIES IN THE PUBLIC SPACE OF NØRREBRO

How do people use public spaces How do people use public spaces

Places in the public space stay When people go tooutside

Places in the public spacethey to staylook for places in which they can do for recreational purposes When people go outside for recreational purposes they look for places specific activities, some of the places that you can find Nørrebro are as follows: in which they can do speciﬁc activities. Some ofin the places that you

When people go outside for recreational purposes they look for places in which they can do speciﬁc activities. Some of the places that you can ﬁnd in Nørrebro are as follows:

can ﬁnd in Nørrebro are as follows:

How public dospaces people use public spaces

aces in the public space to stay

en they people look for go places outside for recreational purposes they look for places which he places they that can you do speciﬁc activities. Some of the places that you ﬁnd in Nørrebro are as follows:

se use public spaces Places to sit

ce to stay

tional purposes they look for places ties. Some of the places that you

Places in which people can sit, read, enjoy or observe the surroundings, eat, have a drink etcetera

Places to sit Places in which people can sit, read, enjoy or observe the surroundings, eat, have a drink.

Places to play Places in which kids can enjoy being outside, play games, play with playground equipment etcetera

Places to Places to sit Places to meet Places to playPlaces toCommercial do Places to sport Commercial places Places to meet Places to shop Places to do Places toplaymeet Places to sport places Places in which kids Places in whichPlaces in which Places which can Places be in which communal kids Places in which Places in whichPlaces which can Places be in whichcommunal activities activities Places which used forpeople people to for peoplecan Places in use which people can sell in which people can enjoy being can bepeople can use the can sit, read, used to enjoy beingPlaces which people can people the can sellused thingsfor people people to things can visitPlaces shops people outside, play games, ﬁelds, socialize enjoy or observegather the and socialize, outside, play games, ﬁelds, socialize in the public space, gather and socialize, and stroll in thecan streets can use to do collective use to do collective gather and socialize,sports sit or stand together thesports public space, have a market, play with playground etcetera surroundings, eat, sit or stand together play with playground have a market, sit or stand together and on organise the sidewalks things such as etcetera things such as equipment etcetera have a drink etcetera etcetera equipment etcetera organise eventsetcetera or gardening,events socializing, or place gardening, socializing, etcetera a terrace. place a terrace. make things together make things together

ocespeople usePlaces public spaces to sit Places to sport to playPlaces to meet Places to sport Places to do Places to meet Commercial places Places to do Places to shop Commercial places Places to do communal activities Places which people can use to do collective things such as gardening, socializing, make things together etcetera

etcetera

Commercial places Places in which people can sell things in the public space, have a market, organise events or place a terrace.

etcetera

Places toto shop Places shop Places in which people can visit shops and stroll in the streets and on the sidewalks

ces s in whichPlaces in whichPlaces in whichPlaces kids which can Places be in whichcommunal activities Places which can Places be in whichcommunal activities Places in whichPlaces in which Places in which public space to staythe enjoy beingused ple can sit, read, people can usecan for peoplepeople to can usePlaces the which people used for peoplepeople to can sell Places things which people people can visitpeople shops can sell things people can visit shops oy s, or observe sports the fields, socialize outside, gather and socialize, sports fields, socialize gather and socialize, in the public space, and stroll in the in streets the public space, and stroll in the streets utside for recreational purposes theyplay lookgames, for places can use to do collective can use to do collective The waytogether people in the public space have a market, The way people movehave in the public space and on the sidewalks d oundings, etcetera Some of play playground sit or stand etcetera movethings a market, do specific eat, activities. thewith places that you such as sit or stand together things such as and on the sidewalks a drink etcetera equipment etcetera etcetera etcetera organise or public space organise eventsevery or day. People use it oe are as follows: gardening, socializing, socializing, The public space is used by almost everyone, every day. People use it eventsgardening, The is used by almost everyone, place a terrace.make place café’s, a terrace. make café’s, things together together when going to work, school, shops, sports clubs etcetera. when things going to work, school, shops, sports clubs etcetera. etcetera etcetera In order to to get oneto place to another, people use public In order to get places from one place to another, Places do from Commercial places Places to shop ces to playPlaces to meet Places to sport Places meet Places to dospaces. Commercial Places to people shop use public spaces. The way in which people move however is very diverse. The way which people movePlaces however is very diverse. be in whichcommunal Places Places in whichPlaces ces in whichPlaces kids which can Places Places which can be in which in in which in which activities communal activities to can sell things people can visitpeople shops can sell things enjoy beingused for peoplepeople can usePlaces the which people used for peoplepeople to people can visit shops Places which people ze play games, gather and socialize, in the public space, and stroll in the streets side, sports fields, socialize gather and socialize, in the public space, and stroll in the streets can use to do collective can use to do collective sit or stand together have a market, and on the sidewalks cewith space way people move in the public playground etcetera have a market, and on the sidewalks thingsspace such as sit or stand together things such as etcetera organise events or ipment etcetera etcetera organise events or gardening, socializing, gardening, socializing, rypublic day. People space isuse used it by almost everyone, every day. People use it place a terrace. place a terrace. makeclubs things together make things together en clubs going etcetera. to work, school, shops, café’s, sports etcetera. etcetera etcetera use rderpublic to getspaces. from one to place to another, people use public spaces. Places play Places to sport Places to meet Places to do Commercial places Places to shop verse. way in which people move kids however is veryPlaces diverse. Places in which in which Places which can be Places in which Places in which

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can enjoy being

outside, play games, nethe public space play with playground

ra etceterause it t everyone, equipment every day. People s, café’s, sports clubs etcetera.

people can use the sports ﬁelds, socialize Walking route etcetera Movements done by walking

used for people to gather androute socialize, Jogging sit or stand together Movements done etcetera running or jogging

nother, people use public spaces. wever is very diverse.

communal activities

people can sell things people can visit shops Places which people the public space, in the Bicycle streets route Public transport Bicycle vehicle Jogging routeand Car stroll route Motorized vehicle Walking routeinMotorized can use toroute do collective have and on the sidewalks Movements done by Movements done by Movements done by Movements done by a market, Movements done things such as route route route organise events or bicycles socializing, bicycles running or jogging cars walking gardening, Movements done Movements done Movements by done place a terrace. make things together scooters, motors bus, tram, trainscooters, or metro motors etcetera etcetera etcetera

Bicycle routeCar route Motorized vehicle Public transport Car route lking routeBicycle routeJogging routeMotorized vehicle ple move inbythe public spacedone Movements done by Movements done by Movements Movements done by Movements done by vements42 done route

bicycles bicycles or jogging sking used by almost everyone, running every day. People use it Movements done k, school, shops, café’s, sports clubs etcetera. scooters, motors

cars

route

cars Movements done Movements done by scooters, motors bus, tram, train or metro

Public transport route

Movements done by bus, tram, train or metro

Car route

Movements done by cars

Public transport route

Movements done by bus, tram, train or metro

Places to sho

Places in which people can visit and stroll in the s and on the sidew

3.1.3 MAIN PLACES OF INTEREST

Nørrebro has a lot of places in which people can escape the busy city life. Central in Nørrebro there is the Assistens Cemetery, which is a place where a lot of important Danish people are buried, therefore a lot of tourists visit this spot. This cemetery is also regularly used by the public as a park and it is the most important green space of Nørrebro. When the weather allows it, people come here to read, meet each other and enjoy the sun. 1

Fig. 3.14 - ASSISTENTS CEMETERY

Fig. 3.15 - ENJOYING THE SUN ON THE CEMETERY

The other main green area in Nørrebro is the Nørrebroruten. This is a green ten kilometres long bicycle route which stretches from Frederiksberg to Østerbro. Alongside this bicycle path you can find the Nørrebropark, and the community garden Byhaven 2200. This community garden shows that in Copenhagen there are a lot of small initiatives that organise things together and have a really hands-on approach. 2

Fig. 3.16 - NØRREBROGADE

Fig. 3.17 - BYHAVEN 2200 COMMUNITY GARDEN

The inner centre of Copenhagen is surrounded by five big lakes which are originally made for the water supply of the city. Now the lakes have a recreational use. In good weather conditions people are strolling the boulevards and enjoying the waterfront and in the winters the lakes are used for ice-skating. This is also a place which is popular among joggers. Close to this lakes there is Blågårds plads, this is a square which is the focal point for the public life of the surrounding residential area It is a place for events, markets and servers as a meeting place during an average day. 4

Fig. 3.18 - PEBLINGE SØ

Fig. 3.19 - BLÅGÅRDS PLADS

3.2 FUTURE PLANS

In the future, Nørrebro is facing some major changes. The city district is in fact engaged in the construction of a new metro line called the ‘Cityringen’. With these improvements, this district is becoming even more accessible by public transport. This means that the immediate surroundings also face a change in mobility, movements often will be more oriented on the public transport. This for example means that there will be an increased need for pedestrian and bicycle routes towards and from the new metro stations. This is also an important aspect to keep in mind during a redesign of the public space. In the earlier mentioned cloudburstplan there is a clear devision made in surface solutions, these are discussed in the previous chapter of this research. The map shown below display the typologies proposed in the cloudburstplan which must be taken into account during the redesign of the public space.

In 500m range of new metrostation

Stormwaterroad Detention area Detention road Green road Stormwaterpipe

Fig. 3.20 - FUTURE PLANS IN NØRREBRO

3.3 AMBITIONS FOR NØRREBRO

The spatial analysis showed that Nørrebro has a very diverse structure and that there are many opportunities and starting points to bring into a new design of the public space of the neighbourhood. It has also became clear that there are already several developments on the agenda for Nørrebro. Opportunities that can be exploited in a vision for this city district are as follows:

Improve quality of life in residential street

The regular residential street (the local streets with a parking function) is one of the most common street typologies in the district of Nørrebro. Making these streets more vibrant and green can contribute in creating an area with a much better quality of life. Also creating more places in which people can meet ensures an increase in use and eventually will improve the public safety in the streets.

Create a rain-proof network

As explained earlier it is also of great importance for Nørrebro to create a network of surface rainwater handling. This is because the city has to deal with flooding from the sewer system as a result of extreme rainfall. The public spaces therefore have to play a role in the transportation and the temporary storage of this surplus of rainwater so that the city is no longer only depending on the limited capacity of the sewer system anymore.

Strengthen the sense of community

The analysis has shown that there are a couple of places in this area where people are gathering together and realize things in public space. During a redesign, it is therefore important to take this into consideration and to use this quality as much as possible. In a redesign residents can play a very large role. Involving them more in new developments may increase the appreciation of areas and this will increase its use. Increased use turn has also a positive impact on safety in public spaces.

Strengthening the commercial functions

The emerging creative industry in Nørrebro can expect extra visitors thanks to the realisation of the new metro stations. By providing a new design for a more attractive lingering environment around the existing facilities, it is possible to give this growing creative industry an extra boost. So by doing this, the already good functioning shopping areas can become a highly successful commercial zone.

Connecting the new entries of Nørrebro

The new metro stations will open their doors around 2019 and thus will create new flows of people. The public areas towards and from these stations will also have to deal with an increasing number of pedestrians and cyclists where these spaces not currently on the walls. So this is something to be reckoned with in a new layout of the streets and from these new stations.

FIG. 4.1 - IMPRESSION OF THE NEW DESIGN OF THE NØRREBROGADE

4 GREAT

CLIMATEPROOF CITYSTREETS

4.1 VISION FOR NØRREBRO 4.2 WATERMANAGEMENT STRATEGY 4.3 DESIGN LOCATIONS 4.4 JAEGERSBORGGADE / BJELKES ALLÉ 4.5 JAGTVEJ 4.6 NØRREBROGADE 4.7 CONCLUSION

48 50 52 54 66 74 83

4.1 VISION FOR NĂ&#x2DC;RREBRO

Fig. 4.2 - VISION MAP FOR NĂ&#x2DC;RREBRO

When translating the ambitions to a map of NĂ¸rrebro (Fig. 4.2), it becomes visible that it is possible to create a very diverse and complete city district. On places in which currently commercial activities take place, it is possible to make an infrastructure that is more suitable for these purposes. The most used bicycle routes could become more important and therefore get more attention during a redesign. Furthermore there are a lot of potentials in creating new places intended for lingering activities such as attractive parks, areas where people can practice sports and more places for the community. Also, from and towards the new metrostations, the amount of pedestrian movements will increase. This is an important aspect to keep in mind.

can infiltrate water back into the soil. It depends In some spots created which on the soilstreets in the green specific areaare if infiltration is can infiltrate water back into the soil. It depends possible. on the soil in the specific area if infiltration is possible.

the surface water. Stormwaterroads

Collection of rainwater, road functions as a canal when needed an transports water to the surfaceDetention Roads water. Roads with (small) detention area’s in which water can be temporarily detained or directly drained. surface consists green and paved areas Detention Areas DetentionThe area (stone andof green)

Stormwaterpipes

Situated in the lowest areas where water collects,

Stormwaterpipes

stormwaterpipes can carry the surplus of water to Stormwaterpipe Overflow Situated in the lowest areas where water collects,

the surface water. stormwaterpipes can carry the surplus of water to the surface water.

Detention of rainwater, large surfaces provide waterstorage when needed. Because of hygienereasons it is not allowed to store water longer than Stormwaterroads 24 hours. Stormwaterroad Collection of rainwater, road functions as a canal when needed an transports water to the surfacewater.

Detention Roads

Detention road Roads with (small) detention area’s in which water

Detention Roads can be temporarily detained or directly drained. Roads with consists (small) detention in which water The surface of greenarea’s and paved areas can be temporarily detained or directly drained. The surface consists of green and paved areas

Detention Areas

Detention of rainwater, large surfaces provide waterstorage when needed. Because of hygienereasons it is not allowed to store water longer than 24 hours.

Stormwaterroads

Collection of rainwater, road functions as a canal Stormwaterroads when needed an transports water to the surfaceCollection of rainwater, road functions as a canal water. when needed an transports water to the surfacewater.

TEMPORARY WATER STORAGE

Detention Areas PRIVATE WATER STORAGE

TRANSPORTATION OF WATER

Detention of rainwater, large surfaces provide Detentionwhen Areas waterstorage needed. Because of hygieneDetention rainwater, surfaces reasons it isofnot allowedlarge to store water provide longer than waterstorage when needed. Because of hygiene24 hours. reasons it is not allowed to store water longer than 24 hours.

Fig. 4.3 - WATERMANAGEMENT STRATEGY FOR NØRREBRO

4.2 WATERMANAGEMENT STRATEGY

Highest point Lowest point

This map shows what has to be done to the streettypologies or areas to function as one coherent stormwaterline that directs rainwater via the streets towards the surfacewater, the detention areas or the stormwaterpipe. This strategy is based on the elevation of the area and the space available for watercollection in the streets. The direction of the arrows shows in which direction the water is leaded. As you probably can see there is no green road typology implemented in this strategy. They are replaced by detention roads (also mainly green) because every road has the potentials to temporarily store water. During regular rain the main goal of these streets is to infiltrate water back into the soil. Due to the urban structures there is a diversity in the way how rainwater can be kept or if it has to be directly transported (shown as A, B and C. The area around A is very compact, therefore this area is depends the most on its streetnetwork to quickly transport rainwater towards the bigger spaces. The area around C has more spaces in the building blocks where rainwater temporarily could be stored.

4.3 THE DESIGN LOCATIONS

Detention road

Waterstorage in block

Stormwaterroad

Cemetery

Detention area (green)

Community garden

Detention area (stone)

Sports fields

Jaegersborggade Detention Road

Nørrebro Park Sports facilities

Byhaven 2200 Community garden

FIG. 4.4 - OVERVIEW MAP OF THE QUALITIES AND DESIGNLOCATIONS IN NØRREBRO

Jagtvej

Stormwaterroad (with frequent traffic)

This map shows the different qualities of streets and places that Nørrebro could offer. It is visible that most of the streets are to become detention streets. These streets are to getting more green and create a bigger capacity to temporary store rainwater. An example of such a street is the Jaegersborggade. For this street, a design on a lower scale is made (shown in paragraph 4.4). An other important typology is the stormwaterroad. These streets collect the water from the adjacent detention roads during heavy rainfall. Because there is a diversity in use on the proposed stormwaterroads, two of these locations are designed on a lower scale. One street, the Jagtvej is a street with frequent traffic and the other street, the Nørrebrogade is a street with only light traffic (bicycles and pedestrians) and busses. These designs are shown respectively in the paragraphs 4.5 and 4.6.

Nørrebrogade

Stormwaterroad (with bicycle function and buslanes)

Assistents Cemetry Folkets Park

Community park

Hans Tavsens Park

Blågårds Plads Watersquare

Recreational bioswale

4.4 JAEGERSBORGGADE

First we take a closer look at the Jaegersborggade, it now is a street in a very compact urban area. In this street there is a lot of activity taking place especially at the sidewalks. The plinth of the buildings is almost entirely commercial. There are a lot of small boutiques, bars, restaurants and art galleries situated in this street (3). However these entrepreneurs have very limited space in front of their business facilities. The sidewalks however, are filled with parked bicycles (1) and some terraces. Except for these terraces (which are commercial) there is no place to sit down in this street. The pavement now consists only out of stone, there are no green elements at all and the roadsides are mainly filled with parked cars (2).

Fig. 4.5 - CURRENT WATERMANAGEMENT SITUATION ON THE JAEGERSBORGGADE 1:200

Sidewalk

3,75m

Street (one-way)

Sidewalk

7,5m

3,75m

Location of the scene

Jaegersborggade

Fig. 4.5 - MAP OF THE JAEGERSBORGGADE 1:2000

The street has no separate path for bicycles, they use the same space as the cars. (4) Currently, the rainwater in this street is collected on both sides of the road, here it is going directly into the same sewage as the wastewater coming from the houses (shown in Fig. 4.5). The street its materialisation consists out of big cobblestones for the road and asphalt at the sidewalks.

Fig. 4.6 - LOCATION OF THE JAEGERSBORGGADE Fig. 4.7 - CURRENT SCENE ON THE JAEGERSBORGGADE 1:200

To create a detention road, it is necessary to make it possible to organise the rainwater handling on the surface level. The street profile therefore is transformed into an asymmetrical profile and is being disconnected from the existing sewer system. A greenspot on the lowest point of the street will collect the rainwater. These greenspots can also provide (possible) extra space for other functions. For example in this street it could be a place for a more organised way for a bicycle parking, or an extension for a terrace of a bar next to it.

Fig. 4.8 - SECTION OF THE JAEGERSBORGGADE 1:100 Optional functional zone:

Infiltration boxes

Sidewalk

Greenspot

Street (one-way)

Sidewalk

5,5m

3,5m

In this street, the Copenhagen sidewalk will be reintroduced. This sidewalk consists out of rows of tiles separated with a row of small cobblestones. The streets material will be reused (big cobblestones) but will be placed in a new way.

The different greenspots are connected to each other with so called transport gullies, these are open water flows placed next to the sidewalk at the lowest points which occasionally (only during heavy rainfall) are used to transport the rainwater in a fast way towards the adjacent stormwaterroads or detention areas.

The scheme above shows that during regular rain events the rainwater will infiltrate in the greenspots. The scheme below is in a cloudburst situation, the transport gullies will become active then. When these gullies are active, the entire street will work as one system that transports the water in a quick way towards the end of the street.

Fig. 4.9 - SCHEMES OF GREENSPOTS AND TRANSPORT GULLIES

Fig. 4.10 - PROPOSED DESIGN FOR THE JAEGERSBORGGADE 1:200

The rainwater coming from the rooftops is being lead towards central points where smaller gullies in the sidewalks and street will then make sure the rainwater will end in the greenspots.

This map gives a clear overview of how the principle explained on the previous pages can be implemented on a bigger scale. All the streets with similar characteristics in this area are suitable for the detention road typology. The repeating greenspots can give the street a greener appearance which contributes to a more pleasant and liveable public space. What this map shows is that it also establishes a visual relation with the NĂ¸rrebropark and the Assistents Cemetery (situated at both ends of the streets). Fig. 4.11 - Location of the map shown below

The Byhaven 2200 is a community garden which consists of a group of very committed residents. This area therefore proves that the residents here are willing to be active and involved in the public space. Interventions such as the adoptable greenspots can provide new spaces for residents to organise things together, therefore they are a suitable solution for this area.

Bjelkes AllĂŠ

Jaegersborggade

NĂ¸rrebro Park

ad ansg Stef

Kronborggade

Byhaven 2200

The blue arrows on the map (Fig. 4.12) show in which direction the water is leaded during extreme rainfall. The bigger arrows are the stormwaterroads which more have a watertransport function during rain events. The Jagtvej is such a street, in the design of this street in the next paragraph it is shown how this could work. In the regular living street, the greenspots can also be implemented. In addition to the more commercial street like the Jaegersborggade, greenspots here could more often have only a waterstorage and a greening function. Though it is still possible for residents to adopt a greenspot to transform it for example into an urban living room. The streets like the Jaegersborggade (with commercial facilities in the plinth) could have relatively more functional greenspots which entrepreneurs can adopt and transform into an extension of their shop. Also it is possible that the municipality installs a bicycle parking on top of it.

Fig. 4.12 - THE DETENTION ROAD IN THE BIGGER SYSTEM

Assistents Cemetry

vej

Jagt 59

Main goals for improvements in the street: - Create more space alongside the sidewalks for commercial activities, thinking of functions such as bicycle parking or an extension for the shops and art galleries - Create communal places that can function as an urban living room in which residents can be closely involved - Organise water detention (temporary storage) and infiltration places for rainwater on the surfacelevel of the street

Fig. 4.13 - CURRENT SITUATION ON THE JAEGERSBORGGADE

JAEGERSBORGGADE

Sidewalk (3,5m)

15m 60

Asymetrical street (5,5m)

As you can see in the perspective (Fig 4.14), the Jaegersborggade gets a sidewalk with activities on both sides in the new design by the addition of the functions on top of the greenspots. This will give the street a more lively sidewalk and creates new opportunities for commercial activities. Parking in the street remains possible. Though some parking places have to make space for the greenspots. However, this will give something in return for the residents and increases the quality of the street. When there is no functional layer placed on top of the greenspot, this zone can have a more flowery character. The lowest area will be covered with rocks because this will be the wettest place.

Green spots / Parking zone (3m)

Greenspots / Parking zone (3m)

Sidewalk (3m)

Fig. 4.14 - PERSPECTIVE OF THE JAEGERSBORGGADE IN A DRY SITUATION 61

As you can see on the perspective (Fig 4.15), the Jaegersborggade collects its rainwater in the greenspot when a cloudburst occurs. By transforming the street into a hollow profile, water will always flow in a natural way towards the greenspots. This will ensure accessible sidewalks and streets even during heavy rainfall. The depth of the greenspot will be around 40 centimeters deep. This should create enough capacity to store the most of the water of a cloudburst. When the greenspots are getting filled, rainwater can overflow into the transport gullies. These will make sure that the water will flow out of the street towards the stormwaterroads. The layer beneath the greenspot (3) is a layer of soil that allows the infiltration of rainwater and at the same time is fertile enough to grow plants on. Copenhagen has of itself a variating soil type and therefore it is not possible to rely on the existing soil when it comes to infiltration. It is necessary to excavate a part of the existing soil and replace it by a mixture that consists out of 60% sand, 25% topsoil, and 15% of peat.

Sidewalk (3,5m)

15m 62

Asymetrical street (5,5m)

4 3

Greenspots / Parking zone (3m)

The transport gully is hollow and consists out of the small cobblestones that are similar to the ones used in the sidewalk to create an entity in the materialisation. The edge of the gully at the roadside is made out of half big cobblestones and prevents cardrivers ending up in the lowered zone. To make sure the rainwater still can enter the gully, some of the stones of the edge occasionally are placed lower than the streets pavement. The materials of the gully are placed on a cement fundament (1) to prevent the stones from moving. The street and the sidewalk are placed on a bed of sand (2). The greenspots are the main rainwatercollectors of the street. Therefore edges at the the streetside are slightly lower than the cobblestones of the street itself so the water easily can flow into the depaved area. This green spot can infiltrate water back into the soil. The functional structure on top of the greenspot can have different appearances (such as bicycle parking or a place to sit) but is always placed on a structure of concrete pillars and infiltration boxes (4) to maximize the waterstorage capacity.

Sidewalk (3m)

Fig. 4.15 - PERSPECTIVE OF THE JAEGERSBORGGADE IN A CLOUDBURST SITUATION 63

- RESIDENTS - ENTREPRENEURS - MUNICIPALITY

FUNCTIONAL LAYER

OR: - MUNICIPALITY - WATERCOMPANY

GREEN LAYER - WATERCOMPANY

STRUCTURAL LAYER

Fig. 4.16 - EXPLODED VIEW OF THE GREENSPOT

STAKEHOLDERS As explained earlier, the greenspots can become a model that is easy to implement in multiple streets on scale of the neighbourhood. This can have a positive effect on the streets on many aspects. Though, these spots can all become different in the way they are being shaped. The process of building the greenspots should be well organised. Therefore a lot of different stakeholders such as the municipality, the watercompany (HOFOR), the residents and/or entrepreneurs have to work closely together. The functional layer This part of the greenspot is optional, this is an addition that can be realised in collaboration with stakeholders such as a group of residents, entrepreneurs of a nearby facility or the municipality itself. This structure could have many different appearances. For example it is possible that the municipality wants to create an area that provides extra places to park bicycles. The materialisation of this structure could vary. For an urban living room or a terrace, the top layer of the structure could for example exist out of wood but for the more frequently used functions as a bicycle parking it could be made out of metal or concrete. The base of this structure always consists out of infiltration boxes and concrete pillars as explained in the previous pages. This will always guarantee the maximum waterstorage capacity below the added feature. When there is a functional layer on top, plants are only placed around the edges. The green layer The municipality is responsible for the plants and trees in the green layer and the watercompany (HOFOR) is responsible for the storage capacity of the rainwater. This means the two of them have to make clear arrangements about who does what. The green layer is part of the base of the greenspot and consists out of a layer of soil that makes it easier to infiltrate rainwater back into the ground (explained on page 62). On top of this layer there will be plants and trees. Towards the sides of the greenspot the layer of soil will become thicker. This creates possibilities for different kinds of plants to grow. The main types of plants that are applied are the Carex and the Juncus on the lower places where frequently water will stand (because they prefer moistly soil). Towards the edges some higher plants (such as the Laurel) will be applied. This plant can handle as well dry and wet situations. On both sides of the green spot Gold Ashes are planted. These trees are suitable because they are salt tolerant. The structural layer The base of the greenspot everywhere will become the same, as shown in the details, the street needs to adapt its shape to ensure the water will collect at the lowest points. The transport gullies are also part of this layer. This is mainly a task for the watercompany (HOFOR) because this also has to be done to ensure enough waterstorage capacity and make sure that rainwater is transported out of the street during peak moments.

4.5 JATGTVEJ

The Jagtvej is one of the more important traffic collector roads in NĂ¸rrebro, therefore this street needs a different approach than the other, more regular street types. The street has one side that also has a lot of commercial activities but because of the very continuous character of the road there is hardly any room for these shops and restaurant to make use the public space (1). The most crossings in this street are designed as shown on the map, this means the road continues in the adjacent streets with the result that the cyclists and pedestrians have to cross the driving lane (2). Currently, painted crosswalks ensure safe pedestrian movements on this street. Fig. 4.17 - CURRENT WATERMANAGEMENT SITUATION ON THE JAGTVEJ 1:200

Sidewalk

2,75m

Bike path

Buslane

Street (two-way)

Bike path Sidewalk

2,25m

Fig. 4.18 - CURRENT SCENE ON THE JAGTVEJ 1:200

BUS

Location of the scene

Jagtvej

Fig. 4.19 - MAP OF JAGTVEJ 1:2000

NEW METRO

Fig. 4.20 - LOCATION OF THE JAGTVEJ

The other side of the road is very unused, here a long wall (surrounding the Assistents Cemetery) runs almost along the entire street. At some points this wall has an entrance towards the cemetery, here some traffic flows are situated (3). There is now a sidewalk situated along the entire wall, for pedestrians it is not a very attractive route. Currently the water in this street is collected at several points from which it is discharged in the mixed sewer system. The current materialisation of the street consists out of asphalt for the roads and the bikepaths, the sidewalks consist out of concrete tiles and small cobblestones. These sidewalks (as reintroduced in the new design of the Jaegersborggade) are very common in Copenhagen.

BUS

Sidewalk

Bike path

Green strip

Street (two-way)

Bike path

Sidewalk

3,5m

1,5m

In the watermanagement strategy, the Jagtvej becomes a street which collects rainwater coming from the detention roads during extreme weather conditions and transports it towards a green bioswale in the Hans Tavsens Park. The separate bus lane in this street will be merged with the regular traffic creating new space next to the sidewalk and bicycle path on the side where the commercial activities are located. This new space will become a green strip that ensures a safer and more comfortable feeling for the slower traffic. This green strip is also going to infiltrate water coming from the roofs, sidewalks and bicycle paths.

Fig. 4.22 - PROPOSED DESIGN FOR THE JAGTVEJ 1:200

Fig. 4.21 - SECTION OF THE JAGTVEJ 1:100

Because the Jagtvej is located in an area in which two new metrostations are going to be opened in 2019, the amount of pedestrians in this area will definitely increase. The street has not yet been designed for this change in mobility, so the crossings will get a new design that fits better to the needs of its (new) users. In the new design, the sidewalk will become slightly wider to enable more activities, also it creates extra spaces in front of the shops and restaurants. The sidewalk will continue at the crossings making it safer and more comfortable for pedestrians to cross the street. The traffic that comes from the adjacent roads then have to be more aware when they want to enter or leave the Jagtvej because they have to cross the sidewalk. Some of the rainwater that falls in this street will be polluted because the street is frequently used by cars an busses which causes oils and greases mixing with the rainwater. This means that this water is not suitable to infiltrate back into the soil. The rainwater that is collected on the sidewalk, the bicycle path and on the roofs of the adjacent buildings on the other side, is not polluted. This water is much cleaner and is suitable for infiltration. Because of these different water qualities, a system is created that keeps the clean water in the green strip during regular rain. This zone can have plants an trees to add some spatial quality. The water from the street is directly transported on surface level towards the detention area. This is organised by a gutter on the lowest part of the street. The blue arrows on the map show how the water during rainfall will flow. The main goal is to keep the clean water in the green strip, but when it is full it can overflow towards the street.

Main goals for improvements in the street: - Improve the walkability in this street towards and from the new metro stations - Create space for the transportation of rainwater on the surface level - Create more space for the existing commercial activities

Fig. 4.23 - CURRENT SITUATION ON THE JAGTVEJ

Sidewalk (3,5m)

18m 70

Bicyclepath (2m)

Green strip (3m)

The perspective (Fig. 4.24) shows that the Jagtvej is more suitable for commercial activities on the sidewalk by making the sidewalk almost the double size than before. This will increase the possibilities for the facilities in the street and at the same time ensure a more vibrant street life. The bicycle path also increases in comfort because the green strip creates a zone between the path and the road. As you can see on the perspective, the green strip is interrupted by small paved areas to make it possible to cross the road. The green strip can have a richer vegetation because only clean rainwater will enter this zone. In the current design of the street there are only trees at the side of the cemetery, in the new design there will be trees on the other side as well. According to the â&#x20AC;&#x2DC;Grey to Green Benefitsâ&#x20AC;&#x2122; report by the city of Portland, greening of streets has a lot of advantages. The addition of green in urban areas (especially when done in a larger scale) will increase the biodiversity. Also it can help reduce the amount of CO2 emissions. They have proven that greener streets will lead to an increase of use and therefore is good for the community cohesion of an area and it will also increase the value of the properties.

Asymetrical Street (6m)

Bicyclepath (2m)

Sidewalk (1,5m)

Fig. 4.24 - PERSPECTIVE OF THE JAGTVEJ IN A DRY SITUATION 71

The curb that is been added will make sure that the clean water is being separated from the polluted water from the street. In a regular rain situation (shown in Fig. 4.25) it will ensure that the clean water is being infiltrated into the soil. The water from the street is collected in the gully at the lowest point and goes directly towards the detention area in the Hans Tavsens Park where it is being cleaned in a natural bioswale.

Fig. 4.25 - PRINCIPLE OF THE CURB DURING REGULAR RAIN

Sidewalk (3,5m)

18m 72

Bicyclepath (2m)

Green strip (3m)

When a cloudburst occurs, as is shown in the perspective below (Fig 4.26), this street mainly has a watertransport function. In this situation, the waterlevel in the green strip rises and overflows onto the street. The curb is designed to keep the polluted water out of the green strip even in this situation. A small part of the road will also participate in the watertransport.

Fig. 4.26 - PRINCIPLE OF THE CURB DURING A CLOUDBURST

Asymetrical Street (6m)

Bicyclepath (2m)

Sidewalk (1,5m)

Fig. 4.27 - PERSPECTIVE OF THE JAGTVEJ IN A CLOUDBURST SITUATION 73

4.6 NØRREBROGADE

The Nørrebrogade is also a special type of street. It is Nørrebros most important connection towards the inner centre of Copenhagen and research has turned out that it is one of the most used bicycle routes in the world (3). It is also a street that is closed for cars a couple of years ago. Cars now can only cross the road at some points. The street has a lot of commercial activities in the plinth (2). There are some important bus lines driving on this road. The former driving lane is now completely a bus lane. The busstops now are located in between the bicycle path and the bus lane (1), now it is a small strip in the same material as the sidewalk. The current watermanagement in the Nørrebrogade is organised in a similar way as in the previous streets, the water in fact is collected in the mixed sewer system as shown in the section (Fig. 4.30) on the next page.

BUS 74

Location of the scene

Nørrebrogade

Fig. 4.28 - MAP OF NØRREBROGADE 1:2000

Fig. 4.29 - LOCATION OF THE NØRREBROGADE

Fig. 4.30 - CURRENT WATERMANAGEMENT SITUATION ON THE NØRREBROGADE 1:200

Bicycle path

Buslanes (two-way)

6,5m

Busstop

Bicycle path

Sidewalk

Fig. 4.31 - CURRENT SCENE ON THE NØRREBROGADE 1:200

BUS

Sidewalk

Fig. 4.32 - SECTION OF THE NĂ&#x2DC;RREBROGADE 1:100

Sidewalk

Functional Zone

Buslane

Bikepath (two-way)

Buslane

Functional Zone

Sidewalk

4,25m

1,75m

4,25m

The NĂ¸rrebrogade also gets a new, more suitable street profile. Because it is a street with a very intensive bicycle use, the profile adapts to its needs. The bicycle paths (currently on both sides) are combined in the middle of the street into a twoway bicycle path. By doing this, you can create extra space for the sidewalks which the adjacent shops, bars and restaurants can use as well during daytime. The bus lanes that are now in the middle of the street are separated to make it more easy for the pedestrians and cyclists to cross the road. In the new street profile they only have to pay attention to one side at a time, this will stimulate more movements from the one side to the other. The bus lanes are lowered in the new street profile to collect rainwater and transport it towards the surfacewater. The street also gets a greener appearance on the edges of the sidewalk. This zone will become mainly permeable and varies from a stony appearance to a greener appearance depending on the amount of use. Adding trees on both sides on the sidewalk ensures more privacy for the living spaces above the shops and also creates a more pleasant space in general. Also will it ensure a clear division between the sidewalks and the bus lanes.

Fig. 4.33 - PROPOSED DESIGN FOR THE NĂ&#x2DC;RREBROGADE 1:200

Main goals for improvements in the street: - Make the bicycle more important in the streetscape because it is one of the most used bicycle routes in the world - Make it easier for pedestrians to cross the road to make better use of the facilities - Create the possibilities for a large amount of rainwater transport on surface level - Give the commercial facilities more space in front of their businesses

Fig. 4.34 - CURRENT SITUATION ON THE NĂ&#x2DC;RREBROGADE

Sidewalk (4,5m)

19,5m 78

Functional zone

Buslane (3m)

Bicyc

clepath (5m)

In the redesign, the NĂ¸rrebrogade will become a more attractive street which is paying more respect to the existing commercial activities and the current use of the street (a lot of bicycle and pedestrian movements). The combined bicycle path will have a width of five meters and is separated by a painted line. However, this street has a lot of bicycle movements during peak hours in the direction of the inner centre of Copenhagen in the morning and in the opposite direction in the afternoon. The current bicycle lanes are quickly getting choked during these peaks but the new design will allow cyclists to use a part of the other side as well. Bus lanes are becoming easier to acces by placing them right next to the sidewalks and making them slightly lower. This will increase the comfort of the public transport because users are immediately alight on the sidewalk. The bus lanes will also be available for taxis (which in Denmark are all equipped with a bicycle rack). The curbs are getting a sloping design to allow bicycles to easily make movements from and towards the sidewalks. As visible in the perspective (Fig. 4.35) the trees will make sure that more attention will go out to the plinth of the buildings creating more privacy for the residents on the higher floors at the same time.

Buslane (3m)

Functional zone

Sidewalk (4,5m)

Fig. 4.35 - PERSPECTIVE OF THE NĂ&#x2DC;RREBROGADE IN A DRY SITUATION 79

The functional zone is designed in a permeable way so rainwater of a regular rain can primarily infiltrate back into the soil. This principle is inspired by the design of the Passeig de St Joan boulevard in Barcelona. The zone consists out of four different variables all with a width of 1,75 meter and a length of 2,5 meter.

The different variables are based on the intensity of use. The first variable (1), is the section in which the street trees are planted. These areas only have one row of bricks on each side and allows other vegetation to grow on the entire section. The second variable (2) is the section which has a very green appearance. It consists out of eight rows of bricks, which leaves almost 50 percent of the area unpaved and thus makes infiltration possible. These areas are primarily intended for a less active uses. It could be a perfect place to occasionally place a bench or be the place for some informal road crossings.

2,5m

Sidewalk (4,5m)

19,5m 80

1,75m

Functional zone

Buslane (3m)

Bicyc

clepath (5m)

The third variable (3) consists out of fourteen rows of bricks. This only leaves quite small strips green which still allows regular rainwater to infiltrate, but makes the area much more suitable for functions such as bicycle parking. The fourth variable (4) is completely paved and is placed on areas which have a really frequent use and therefore are not suitable for infiltration. This section is placed on road crossings or at the bus stops. By placing the bus lanes lower than the rest of the street, these areas can transport a large amount of rainwater during a cloudburst. The bus lanes are most suitable for this because the busses still are able to drive in a slightly flooded street (up to 30 cm of water). The street collects the rainwater and eventually transports the water towards some detention areas and the surface water. This will ensure that the rest of the street remains accessible during heavy rainfall.

Buslane (3m)

Functional zone

Sidewalk (4,5m)

Fig. 4.36 - PERSPECTIVE OF THE NĂ&#x2DC;RREBROGADE IN A CLOUDBURST SITUATION 81

4.7 CONCLUSION

Concluding, we can say that Copenhagen faces a problem due to the changing climate. However, the city has shown in its past that it is able to change in a renewing and innovative way. Solving the problem of a changing climate may be impossible but this research proves that smart interventions in the public space can reduce this problem and create spaces in which an increase of rainfall does not cause direct problems anymore. In a way, the city of Copenhagen is very inspiring. It is different than most other cities. Everyday the city of Copenhagen is becoming a little bit better than the day before because it is constantly adapting to the needs of its citizens. It really is a city that is made for people and continues to improve its conditions to make it an even more pleasant and well thought place. For example it is expanding its bicycle network and is constructing a entire new metroring below the city. By doing this, they want to create a place in which it is much more convenient to use the public transport or the bicycle instead of the car. This wil in the long term lead to a more healthy population and a very lively public realm where people want to be. The city district of Nørrebro has fascinated me as well. This is a district which has a very noticeable diversity in cultures which makes it a place in Copenhagen as no other. It is highly appreciated among the residents of Copenhagen and tourists. It has some great places such as the cemetery, the Nørrebrogade and the streets such as the Jaegersborggade that really attracts people and are worth to visit. By strengthening these existing places and “upgrading” some other promising places, Nørrebro could really become a city district that will set an example for the rest of Copenhagen and even for other cities.

The designs showed in this chapter of the report are an answer to the main question of this research:

“How can climateproofing the public realm of Copenhagen generate opportunities to create more people oriented cityspaces that contribute to the Danish human-friendly mindset?” In short, I think it is necessary to act in a very people oriented way. During the design phase I always asked myself the question “How is it adding value for the residents?”. By doing this I came up with smart interventions that are on the one hand adaptive to the changing climate. Mainly it is creating more space for rainwater on the surface level, which will prevent the sewer system of flooding in the future due to heavy rainfall. On the other hand I continuously tried to transform the public spaces into more attractive and comfortable places which are more suitable for the needs in the specific place and making outdoor activities much more important (as visible in Fig. 4.37). The new streets are therefore designed to contribute to the Danish mindset because they encourage people to walk, linger, bicycle or use the public transport more often. Eventually, this could become a new milestone in the timeline of smart people oriented city developments by the city of Copenhagen.

Fig. 4.37 - PROPOSED DESIGNS OF THE JAGTVEJ IN DIFFERENT WEATHER SITUATIONS

BIBLIOGRAPHY BOOKS: • • •

J. Gehl. (2010). Cities for people. Washington, DC: Island Press J. Gehl, B. Svarre. (2013) How to study public life. Washington, DC: Island Press H. Pötz, P. Bleuzé. (2012). Groenblauwe netwerken voor duurzame en dynamische steden. Delft: Coop for life

PDF-DOCUMENTS: • • • • • • • • •

S. Sørensen, B. Petersen, N. Kofod, P. Jacobsen. (2006). Historical overview of the Copenhagen sewerage system. Copenhagen: IWA Publishing City of Copenhagen. (2008). Traffic figures 2008-2012. City of Copenhagen. (2010). History of Copenhagen 1160-Today. City of Copenhagen. (2011). Good, Better, Best, Bicycle strategy 2011-2015. City of Copenhagen. (2011). Copenhagen climate adaptation plan. City of Copenhagen. (2014). Cloudburst management in Copenhagen. De Urbanisten. (2013). Rotterdamse adaptatiestrategie. De Urbanisten. (2014). Functional Ambience. Gemeente Rotterdam. (2014). Stedelijk Metabolisme duurzame ontwikkeling van Rotterdam.

IMAGES: • • • • • • • • • • • • • • • • • •

Fig. 1.2 - Overview map Netherlands / Denmark (page 8). Retrieved from: http://www. publicspace.org/ Fig. 1.5 - Cyclists on the Nørrebrogade (page 12). Retrieved from: http://affairstoday. co.uk/ Fig. 1.6 - Commercial activity on Jaegersborggade (page 12). Retrieved from: http:// www.visitcopenhagen.com/ Fig. 2.2 - Map of Copenhagen around 1700 (page 16). Retrieved from: http://kbhkort. kk.dk/ Fig. 2.3 - Map of Copenhagen in 1850 (page 17). Retrieved from: http://www. britannica.com/ Fig. 2.4 - Construction of the first sewer system 1860 (page 17). Retrieved from: http:// www.helsinki.fi/ Fig. 2.5 (page - Making new cycle tracks in 1915. Retrieved from: http://www. copenhagenize.com/ Fig. 2.6 - Finger Plan Copenhagen 1947 (page 18). Retrieved from: http://www.aok.dk/ Fig. 2.7 - First freeway of Denmark in 1956 (page 19). Retrieved from: http://www. copenhagenet.dk/ Fig. 2.8 - The Strøget in 1954 (page 19). Retrieved from: http://billeder.dk/ Fig. 2.9 - The Strøget in 2006 (page 19). Retrieved from: http://goingtocopenhagen. com/ Fig. 2.10 - Jan Gehl (page 19). Retrieved from: http://en.wikipedia.org/ Fig. 2.11 - Nyhavn around 1960 (page 20). Retrieved from: http://classiccopenhagen. blogspot.nl/ Fig. 2.12 - Current situation on the Nyhavn (page 20). Retrieved from: http://www. triportreats.com/ Fig. 2.13 - Metro of Copenhagen (page 21). Retrieved from: http://www.metrocityring. dk Fig. 2.14 - Harbour bath in Copenhagen by BIG architects (page 21). Retrieved from: http://www.skyscrapercity.com/ Fig. 2.15 - The 2007 Finger Plan of Copenhagen (page 22). Retrieved from: https:// www.regjeringen.no/ Fig. 2.16 - View over the metro line of Ørestad (page 22). Retrieved from: http://www. byoghavn.dk

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Fig. 2.17 - Copenhagen after cloudburst in july 2011 (page 23). Retrieved from: http:// en.klimatilpasning.dk/ Fig. 2.18 - Lykke Leonardsen (page 23). Retrieved from: http://2014.globeseries.com/ Fig. 2.23 - Surface water runoff (page 28). Retrieved from: http://www. groenblauwenetwerken.com/ Fig. 2.24 - Examples of a hollow street profile by de Urbanisten (page 28). Retrieved from: De Urbanisten Fig. 2.25 - Open water channel (page 28). Retrieved from: http://www.rainerschmidt. com/ Fig. 2.26 - Waterstorage in watersquare Benthemplein (page 29). Retrieved from: http:// www.uncubemagazine.com/ Fig. 2.27 - Overview watersquare Benthemplein (page 29). Retrieved from: http://www. publicspace.org/ Fig. 2.28 - Tanner Springs park, Portland (page 29). Retrieved from: http://www. urbangreenbluegrids.com/ Fig. 2.29 - Bishan park, Singaporte (page 29). Retrieved from: http://www.landezine. com/ Fig. 2.30 - Detention of water in Allen street (page 30). Retrieved from: http://www. statecollegepa.us/ Fig. 2.31 - Rain garden on Allen street (page 30). Retrieved from: http://www. statecollegepa.us/ Fig. 2.32 - 21st street, California (page 30). Retrieved from: http://www.svrdesign.com/ Fig. 2.33 - Example of a detentionstreet by de Urbanisten (page 30). Retrieved from: De Urbanisten Fig. 2.34 - Example of greening in street by de Urbanisten (page 31). Retrieved from: De Urbanisten Fig. 2.35 - Zidell waterfront district (page 31). Retrieved from: http://www.pinterest.com/ Fig. 2.36 - Arkadian Winnenden (page 31). Retrieved from: http://www.dreiseitl.com/ Fig. 2.38 - Gasvaerksvej during cloudburst (page 32). Retrieved from: http:// en.klimatilpasning.dk/ Fig. 3.1 - Satelite view of Nørrebro (page 36 and 37). Retrieved from: http://maps. google.com/ Fig. 3.3 - Cyclists on the Nørrebrogade (page 39). Retrieved from: http://affairstoday. co.uk/ Fig. 3.4 - Cyclists on the Nørrebroruten (page 39). Retrieved from: http://www. frederiksberg.dk/ Fig. 3.9 - Commercial activities on the Jaegersborggade (page 41). Retrieved from: http://www.visitcopenhagen.com/ Fig. 3.10 - Compact structure (page 41). Retrieved from: Google Earth Fig. 3.11 - Communal gardens (page 41). Retrieved from: Google Earth Fig. 3.12 - Highrise in Nørrebro (page 41). Retrieved from: Google Earth Fig. 3.15 - Enjoying the sun on the cemetery (page 43). Retrieved from: http://upload. wikimedia.org/ Fig. 3.17 - Byhaven 2200 Community garden (page 43). Retrieved from: http://politiken. dk

All the other images in this graduate research which are not mentioned in this bibliography are made by the author.

NAME: TIMO STEVENS STUDENT URBAN DESIGN WEBSITE: WWW.TSTEVENS.NL E-MAIL: TIMO.STEVENS@ME.COM