Otto Busses Vej - Master Thesis 2016

OTTO BUSSES VEJ

A STRATEGIC VISION FOR COPENHAGEN’S CENTRAL RAILWAY WORKSHOP MASTER THESIS

JESPER HESSELHOLDT & TROELS ØGAARD MADSEN 2016

UNIVERSITY OF COPENHAGEN DEPARTMENT OF GEOSCIENCES A N D NATURE RESOURCE MANAGEMENT

Jesper Hesselholdt Otto Busses Vej

A strategic vision for Copenhagen’s central railway workshop

30 ECTS-point thesis Jesper Hesselholdt cwz675 Troels Øgaard Madsen fzm751 Supervisor: Anne Tietjen Department of Geosciences and Nature Resource Management Faculty of Science August 2016

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Troels Øgaard Madsen

Acknowledgements Special thanks to our supervisor Anne Tietjen for thorough guidance and support.

Thanks to DSB Ejendomme.

Thanks to Dragør Flyfoto for their aerial photos.

Troels Thank you to my friends and family.

Especially my girls for being so indulgent with me over the past six months when I had to be away.

You have been the best support and a much needed break

Jesper A personal thanks to my family and friends, for putting up with 6 months of negligence.

And especially so, to Zhan, for incredible support and hours spent proofreading.

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INTRODUCTION SUMMARY The aim of this thesis is to create a development vision for the Danish Railway’s (DSB) central workshop at Otto Busses Vej in Copenhagen. The idea is to transform a unique historical industrial site into a well-integrated mixed-use district in Copenhagen.

Currently, the area is set aside for planning in the late 2020, but small activities within the area already beg the question of its future use, and the heavily developing areas surrounding it on all sides area pressing against the still active industrial site.

The central railway workshop houses many old workshops that have been in use for more than 100 years. It has recently been designated a heritage site, as it represents the railways development and influence on industrialisation, while being part of the first railway stretch in Denmark. DSB aims to leave the area at some point, but there is no clear strategy about how and when the area will transfer to public use. Gradually companies are allowed to sublet spaces within the area, and even though DSB still has some activities in the area, the actual used space has diminished over recent years. This on-going transformation where

DSB still has active workshops in the area leads to new spatial configurations, where private and public functions share space as they make ways for temporal changes in the landscape, and trains make their way in or out of the area.

Being one of Denmark’s 25 national industrial heritage sites, it is the aim of the thesis to propose a design that departures from the existing and still functional heritage, suggesting new functions for the workshops that has grown redundant over time. In this way, live heritage is placed amidst of the public, not being a reminiscence of what was, but rather a sustainable activity that is also beneficial to the area around it.

Through a three-point strategy, the thesis aims to tackle the main issues of the area. First, by reconnecting the area to its surrounding neighbours via a north-south traversing bridge and a green bike route. Secondly the vacant workshops and spaces are reprogrammed into uses that are more relevant today. It also aims to show that existing activities in the area before and activities implemented now can coexist, and

actually benefit from one another. Thirdly, it aims to expand upon the green qualities in the area, having the intentionally planted greenery mix with the self-planted vegetation that has grown over the years of vacancy.

Since areas in development surround the central railway workshop, it is found that the area does not benefit from intense residential or otherwise private reconfiguration. Rather, this thesis aims to showcase the potential as a characteristic and attractive environment that tells the story of the Danish railway development, while also showcasing the unique functions of workshops that remain in the area. This proposal aims to highlight the area as the historic and characteristic area that it is, keeping it relevant to the public who can get close to a major piece of Danish industrial legacy.

The design principles built from the analysis suggests that a minor part of development should be done, and that the site should be kept as a green and cultural recreational area.

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CONTENTS INTRODUCTION

SUMMARY CONTENTS TRANSFORMATION THEORY INTRODUCTION

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1 // PROJECT CONTEXT

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2 // SITE EXPLORATION

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3 // HISTORY & ANALYSIS

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4 // VISION

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5 // DESIGN PROPOSAL

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SITE INTRODUCTION CONTEXT DEVELOPMENTS PLAN INFLUENCES CURRENT DISTRICT PLAN

AREA WALKTHROUGH

HISTORIC DEVELOPMENT TIMELINE HERITAGE DESIGNATION INFRASTRUCTURE GREEN AREAS GREEN SPACES QUALITIES THE BUILDINGS GENERAL ANALYSIS

STRATEGY

MASTER PLAN SITE PROGRAMMING THE CONNECTION NORTH // SOUTH THE PARK THE CONNECTION EAST // WEST THE TRIANGLE IN THE CONNECTION THE YARD WOODWORKS TRAVERSER FLEXIBLE SPACES

CONCLUSION CONCLUSION BIBLIOGRAPHY

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MOTIVATION

During early winter, we got news of DSB selling “Den gule By” while discussing topics for our thesis. Den Gule By was once used as housing for the workers of the central railway workshop, now turned into quiet gardened residencies, less than 15 minutes by bike from the city hall. We knew of the area already, and found it odd that is has escaped public awareness to such a degree.

Initially, our interest was primarily in Den Gule By, but quite quickly changed to the surrounding area. We realized that the area constituted a larger whole, composed of many areas of high quality.

Furthermore, it seemed that the area was unknown to our friends and co-workers too, boosting the interest in this ‘hidden’ area located just next to Fisketorvet (a Copenhagen Mall).

As we researched the history of the area, a development plan of the northeastern area was revealed and sent to consultation in the public.

It would turn into a landscape stretch with a brand new IKEA, youth dwellings and hotels. The boundary of the area stretched all the way to the borders of the central railway workshop.

Development south of the area along Teglholmen, Frederiks Brygge and Havneholmen will increase the population throughout Sydhavn. At the same time, Carlsberg City is being developed to the northwest, further densifying the city fabric surrounding our site.

All of these recent and undergoing developments makes the site even more relevant to uncover.

We suggest an optimal development of the area ahead of time, so it develops in conjunction with its neighboring area, and not as an afterthought.

Many brownfield developments are taking place in the city to further densify the existing city limits. Instead of becoming just another dense development, our site is special in its designation as cultural heritage, and offering protection for the many buildings in the area. Throughout this thesis, we explore the meaning of heritage, and how the term recently has evolved from a static preservation process, into a more dynamic democratisation of what has value to people now. In this regard, the fact that workshops are still active, adds further significance to the site.

VIRTUAL REALITY

Virtual Reality (VR) is a computer technology, which has become more popular within the recent years. It create a 3D version of an environment, real or imagined, and make the user feel present within this environment. (J. Isaac, 2016) Early in the process of the thesis, we discussed testing and implementing this new type of medium in a landscape architectural context, as an additional way of presenting our project. We imagined that by using VR we could give the project an extra dimension and let the reader experience our site as if he/she was there.

We could let readers get a feel for what VR is, and could add a new perspective on how a project can be perceived and experienced.

The way we normally present projects within landscape architecture is by using more known media such as posters, slideshows, visualisations and models. VR could give a more immersive experience and present the reader with a ‘life-size’ interactive visualisation, whereas traditional media normally show a scaled version of the project.

Even though VR still is relatively new, we believe this form of media will be a part of landscape architecture in the years to come. Not just as a form of presentation but also as a tool when designing and testing ideas. This tool can be used to present a project to the end user and show the actual scale of buildings and areas, (where regular visualisation sometimes fail). We have often heard of situations where an end user has been disappointed with a project when experiencing a finish project for the first time. They would say something in the lines of: “Had I know this building/area was so big/small I wouldn’t have. etc.”

We believe that using VR could alleviate this problem.

Throughout this thesis we have placed QR codes next to some images. If these are scanned with a mobile device you will enter a photosphere which either showcases the current sitution on the site or present you with a rendered design proposal. These will put the viewer in the middle of the design to experience the scale and an atmosphere of the given place. The full potential of these photospheres are achieved when looking through a VR Viewer.

So whenever a QR-code appears, scan it, rotate your phone into landscape mode and press ‘Enter VR’, put the device in a VR viewer and look around.

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TRANSFORMATION THEORY NEW HERITAGE

In recent years, heritage sites have become socially embedded top priority in many cities all around the world (Fairclough, G. 2009). When transforming brownfield sites in cities, heritage is being taken into account like never before. At the Faro convention in Portugal, a new definition of the word ‘heritage’ was introduced. Rather than serving the traditional meaning of conservation of a static object as it is, the new definition is more concerned with the value the heritage in question has to its peers. This puts the future of heritage into the hands of its users, giving them the decisionpower along with experts on what should be called heritage, and what should not. Traditionally, heritage has been formed from the wishes of what to pass on, rendering a static idea of what once was. Fairclough (2009) argues that heritage can be seen from two points of view: Originally as the object, but also as the process. It is not only the object that we are concerned about and want to protect, but it is also a process of contextualising our surroundings. In that sense, the object we perceive is not the only thing worth perceiving, but also that of perceiving or living with that object. It is the notion that we transform the world as we experience it.

The new heritage is very different from the traditional views. It means that not only objects like: buildings, ruins or archaeological items can be targets for protection, but an identity, or a contextual landscape around a milieu can as well.

New heritage is more management of change than everlasting preservation.

This means that the new heritage puts more focus on “live” heritage rather than heritage that has been “artificially kept alive” through policies and applied conservation for generations. This fits the central railway workshop perfectly, as many of the workshop buildings are still actively being used for train-related activities.

IMPLEMENTING NEW HERITAGE

Two cases of cultural heritage are covered in the text “Doing Heritage Together - New Heritage Frontiers in Collaborative Planning” (Riesto & Tietjen, 2016). It goes to exemplify how heritage has taken a front seat in spatial planning. Taking it’s

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starting point in the Faro convention, it shows how not only especially representative relics from the past can be heritage, but also everything else that is inherited can have an intrinsic value to people around it. It describes implementing heritage management as doing three things: collaborating with local stakeholders, seeing heritage products as means rather than ends, and coming to terms with preservation not being the only way of dealing with heritage (i.e. managing its degradation, consumption, change or destruction). Riesto & Tietjen mention the example by Tunbridge and Ashworth, which is an early description of heritage producing as selecting and targeting.

The selection can be from a range of resources, among them past events and memories, physical objects, towns and landscapes. Collectively called a “Quarry of possibilities” from which the selection occurs. The selection of the most useful resources is assembled and aimed for a targeted group of people, which should have a strong relation to the resource. The result is the heritage product. This process is emphasised as being dissonant, having inherent conflict of interests. It exemplifies how conflict is intrinsic to any heritage production, as there is a clear distinction between the producers and the users. ‘All heritage is someone’s heritage and therefore logically not someone else’s’ (Tunbridge and Ashworth (1996: 21), which is a way of saying that some actors of stakeholders intrinsically will have opposing opinions on not only what should be heritage, but also have different perceptions or views on what the heritage product in question means to them.

In conclusion from the two cases, a balance was kept between historical curators and actual residents making decision. It concludes that both places’ transformation was not to communicate the past, but rather tell a story of the process of their transformation.

METHODS OF TRANSFORMATION

In Ellen Braae’s book “Beauty Redeemed (2015)”, she covers the topic of transforming post-industrial landscapes. Braae explains how transformation theory is a theory of change. In Braae’s perspective, everything that we attempt to transform is both the object and the context. This means that each transformation case not only

represents ‘what there is, but also what is done’ (Braae, E. 2015). A transformation process should be concerned with the layers of time, and not only the present state of the object in question. This may sound logical, but becomes more complex as each layer or action that has been done unto the transformation target, has its own context and reasoning. In her text, Ellen Braae mentions four paradigms – a relative construct that can help make a common ground for discussing actions of transformation. She mentions the adverse difference transformation, the constructive continuity transformation, the impermanencecelebrating cultivation transformation and the temporal optimisation transformation. Describing them in full would require multiple pages alone, but in summary they can, and often do, co-exist.

They each presents a different way of perceiving the temporal aspect of transformation, but can even still be present together in different areas of the same project. They are a strong toolset for perceiving the present object, as well as devising a protocol for the future.

APPLIED TRANSFORMATION

In determining the important elements, a visual excavation takes place. Elements such as remnants of railway beds, old trains and vacant workshops all play a part in telling the story of what is left from the industry housed at the central railway workshop. These elements constitute a part of a larger whole that is the interplay between the workshops. In some places, rails have been pulled out of the ground to be reused somewhere else. A great change in the sites logic came when materials stopped being transported around with trains, but with diesel trucks and electrical vehicles. This is also reflected on site, where small tracks have been replaced make way for the new technology. In quite the same way, the interior of the inactive workshops would benefit from something that strengthens the structure, although changing the function. Likewise, the central railway workshop offers potentials for a dynamic that is rarely found elsewhere. Layers of time are visually present at the site. Exhibiting and adeptly reusing these systems, adds our own legacy in time, and could be just as faithful to the site as extending it artificially in a static state.

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INTRODUCTION PROBLEM FORMULATION

We want to develop a vision for the old train workshop area located in the centre of Copenhagen where some of the original industry still exists. The plan is to transform this former railway area into a new (cultural) neighbourhood and anchor it to the rest of Copenhagen. This has area been cut off the surrounding areas where to the north and west have track bed and southeast has the heavily trafficked Vasbygade. Today, there is only one single connection under the rails (from Enghavevej) where cyclists and pedestrians can access the area besides the main entrance.

The area has been set aside as a perspective area for city planning in 2023, but redevelopments are already happening as new uses have been found for some of the vacant workshop buildings.

The new service centre for the Metro City Circle is also located in this area. As the central railway workshop is listed as a unique national heritage site, listed buildings and necessary DSB service areas will be taken into account and used as assets in the development of an attractive mixed use city district, and thus, the characteristic heritage forms in buildings and green spaces will be the starting point for new development.

How can the characteristic buildings and green spaces as industrial heritage help shape a unique new district in Copenhagen, having live industry coexist with a mix of housing, recreation and new businesses?

AIM

The aim is to envision an urban transformation in a peri-industrial context, in the sense that there is still industrial activity going on in the areas owned by DSB. The transformation will suggest uses for some of the vacant spaces, and through a historical analysis find important historical elements that can explain the logic of the spaces back when the whole area was industrial.

METHODS

We have worked with mixed methods in this thesis, including is GIS network analysis, an interview with DSB Ejendomme representive, Søren BeckHeede and a series of informal interviews on-site.

Furthermore, a series of site visits where studies of the spaces and buildings took place, and a study of historical maps and local plans and policies.

Additionally, a day-long search in the archives of Copenhagen’s Technical and Environmental Administration was carried out, to find out how the area has developed over time using original blueprints. Throughout the process, a series of model work has been made to experiment with the spatial quality of the area around the traverser.

Together, this material forms a development strategy, presenting a design vision for the central railway workshop.

This thesis will consist of 5 chapters: project context, exploration, site history and analysis, visions/strategy and a design proposal. The report attempts to answer the hypothesis by listing theory and collecting a ‘quarry’ of heritage for selection, from which a catalog containing strategy and key areas for interventions are proposed. This will lead to the conclusion, where the product will be discussed in relation to other transformation contexts.

SITE ANALYSIS

PROJECT CONTEXT

After the analysis, an overlying strategy could be made. This strategy provided guidelines that in turn informed the design proposal and process.

The first part explores the details of the project area, describing the project demarcation. It also shows central railway workshop situational context and its physical relation to its surroundings in Copenhagen.

Early on, an interview was set up with Søren Beck-Heede from DSB ejendomme in order for us to grasp DSB’s vision for the area. Other actors within the area have also been informally interviewed in order to create a holistic idea of how the stakeholders perceive the area. Literature covering the site has been read to create a truer image of the many stories and experiences from the area. Satellite maps and the local plan concerning the area were studied in order for us to learn what Copenhagen Municipality’s plans were for the area as well.

Using several aerial photos, change in the use of spaces and buildings could be tracked throughout the years. Aside from that, old records and photos helped determine important areas and functions in the project area. Additionally, we will explore how and why the central railway workshop is marked as heritage today, and what heritage means in todays context. The result will be a more coherent idea of what to preserve, both in terms of tangible and intangible heritage. In the local plan, a couple of connecting bridges were suggested. In order to find the foundation of these bridges, GIS analyses were made to detect the distance from the nearest stations in the area. Since our project area is located close to three stations, but not within 600 or 1000 meters distance, it was visible that the bridges and their position were well founded.

An ownership analysis, and a spatial analysis were made to support the future use and strategy for the area.

VISION

The design project is split into five parts, being the master plan, the north-south connection, the west-east connection, the yard, the woodworks area and finally the traverser area. Some of the areas are presented with supplementing virtual photospheres, recreating the atmosphere at eye height, for better immersion.

Throughout the project, there was supervision every other week from our supervisor, Anne Tietjen.

This was either through individual supervisions or pin-up sessions where the project received feedback from other master students supervised

by Anne Tietjen.

SITE EXPLORATION

In the two first months, three trips were made to the project area. In order to examine the area properly, the photos were arranged in an order that explored the project area and its edges in a hierarchical order that supports the important elements. Key areas of interest are found here.

QUARRY HYPOTHESIS

CATALOGUE THEORY

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PROPOSAL

COPENHAGEN CENTRAL STATION

CENTRAL RAILWAY WORKSHOP

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1 // PROJECT CONTEXT

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SITE INTRODUCTION ISLAND IN A SEA OF TRACKS

The site is a prior train maintenance centre, serving most of Denmark’s national trains since its inauguration in 1909. Initially, the coastline was cutting the area through, but landfilling regained the land over time as more and more functions were added to the workshop area.

Initially, it was only a few buildings, but as technologies disrupted normal workshop spaces, newer constructions such as the express train workshop had to be built for maintenance of the longer train sets. As the area has transformed through time, there are still many active workshops to this day, and travelling through the area untrained is not advised, as trucks, trains make their way with haste and routine within the area.

FIRST ENTRY

Entering the area requires access from either the heavily trafficked Vasbygade, or through the tunnel path from Enghavevej. Access to the area is inconvenient, and is one of the reasons why the area is unknown to many native Copenhageners.

As one enters from the tunnel, a gatehouse and a boulevard are among the first impressions. Yellow houses mark the left side of the boulevard. This area used to be the key entrance point for workers from outside the area, and once a thriving market place every time salary was paid in cash (Willer, T., 2010).

Accessing from the east by Vasbygade, one is met by train tracks on the right side and the main administration building on the left. Used parking lots, new signage and bikes are a sign of recent usage. The buildings still contain life inside of them.

FENCED OFF

Upon walking along the boulevard, a fence between the trains and the observer becomes prevalent. Looking at the express train workshop and the actual backyard of the central railway workshop, one gets the feeling that the boulevard exists mainly to serve as an access point for the characteristic yellow houses, with the dimensions slightly out of the human scale. Occasionally, a car drives by, but mostly it is the odd bicyclist making a shortcut from the tunnel and towards Kalvebod. The boulevard’s dimension might be a

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remnant from times when the area was buzzing with life from sheer number of workers exiting and entering the area by foot.

OPEN PLACES IN SMALL SPACES

Passing by The locomotive workshop, one has the chance to go inside the workshop yard, consisting of three major open surfaces stretching down towards the building framing the courtyard, on a calm day each will be somewhat empty. When The locomotive workshop has an event, the area will be buzzing with people, the spaces will be filled with parked cars, and banners cover the facade of the building. On a calm day, it is empty. It would be hard to fathom that the spaces were once complex labyrinths of stacked materials, movable along tracks in-between buildings, pushed along the tracks to where they were needed. Today the tracks have been removed, and asphalt has taken its place. A few stacks of material are in each of the three yards, but more dominant is the parked cars of the employees working for DSB or subletting companies renting the office spaces in the buildings dividing the yard. Their shared logic is somewhat obscured from what it was, as only one set of tracks remains in the area.

INTO THE WILD

When passing by the courtyard, the still functioning traverser is reached. Besides the temporary container housing used by the metro workers, the area is composed of the wide, lengthy stretch down the traverser ditch. A boat is parked along two train wagons on the side with the entrances into the wagon workshop.

Walking further directs into the deepest part of the area. Here a path leads onto the timber storage sheds, with all kinds of leftover material being left and forgotten. Some modern bright orange seating elements left under some trees, hints of recent use. Behind the wooden sheds trees appear. In a mix of kempt and unkempt mowed grass, groves appear in-between clusters of trees. Small plant boxes marks that some sort of production has taken place here, but most dominantly are the strands of birch and pine trees. In winter these trees act as vertical columns in the grass, letting the outside in. During summer, the foliage covers the outside world, creating an intimate space.

KONGENS ENGHAVE

THE CENTRAL RAILWAY WORKSHOP

VESTERBRO

Courtesy of Dragør Flyfoto ApS/Kjeld Madsen The central railway workshop in the context of the complete DSB area, also called district area 433.

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HOVEDBANEGÅRDEN // Central train station DGI-BYEN // Sports & recreation FISKETORVET // Shopping & events KØDBYEN // Retail & offices SØNDER BOULEVARD // Park

CONTEXT

ENGHAVE // Park

CARLSBERG BYEN // New city development

The central railway workshop is located in the midst of one of Copenhagen’s busiest boroughs.

The Danish capital is currently experiencing an unprecedented development boom, and three known development areas, Carlsberg, Kalvebod Brygge, and the waterfront Teglholmen surround the workshop area. These projects add to the total number of residents in the area. Existing institutions are servicing the future citizens, but they are already being put under pressure.

Most of the area has been reclaimed seabed, but as the population of Copenhagen grows, needs for more space expands the city waterfront.

Therefore, the workshop has become engulfed by development on all sides, as needs from the city made claim to the surrounding areas.

Extending from the residential areas of Vesterbro and Kongens Enghave, it is located just north of the waterfront harbour, which has been a place of industry for years. Now, the area houses developments for new neighbourhood quarters.

Surrounded by railway infrastructure and the heavily trafficked Vasbygade, it is a true island in the sea of infrastructural veins. Many areas of industry surrounding it have turned into more public areas, such as the meatpacking district (Kødbyen), which has turned into a food market and venue space, and Fisketorvet, one of the major shopping malls of Copenhagen, which was once where suppliers bought fresh fish from the fishermen. Nearby lies DGI-Byen, a major sports

facility offering swimming pools, and a range of sports halls.

Vestre Prison from 1895 is located on the other side of Enghavevej. Right by it, Vestre Cemetery unfolds its 54 hectares, which is approximately the same size as the project area in question, which is 56 hectares. Shortly after the central railway workshop was built, technological marvels in electricity led to the construction of H.C. Ørsted Power Station, which was built approximately 7 years after the central railway workshop, in 1916.

At the time, it was located remotely and in a place where it would seem unlikely to be of nuisance to anyone. A century later, new residents have moved into the new developments, a result of the ever-densifying city. Close to its southern limits, a university has made its way. Aalborg University’s Copenhagen deparment is located in Sydhavn less than five minutes from the area’s southern boundary.

Across the canal lies Amager, an island that has also experienced extreme land expansion. Accessible from Bryggebroen just beyond Fisketorvet, one arrives at Islands Brygge, a waterfront area that has undergone heavy reprogramming to become a popular spot for citizens to enjoy the city’s clean waters. Close by lays Amager Fælled a nature park serving Copenhagen and further beyond, a converted garbage patch turned into a public park.

VESTRE FÆNGSEL // Prison & detainment facility

BAVNEHØJ BAD // Open air bath & sports

VESTRE KIRKEGÅRD // Cemetery

FREDERIKS BRYGGE // Residential development H.C. ØRSTEDSVÆRKET // Retail & offices

AALBORG UNIVERSITET // University TEGLHOLMEN // Residential development

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SLUSEHOLMEN // Residential development

VESTERBRO

SYDHAVN

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DEVELOPMENTS A CITY AT LARGE

Copenhagen is undergoing a massive development and during recent years, the capital region has seen a significant growth in inhabitants.

It is expected that Copenhagen will expand with 100,000 new Copenhageners by 2027 (Kommuneplan, 2015). To fulfil the housing needs, around 45,000 new residencies needs to be built, averaging 3750 residencies per year. Famous large scale projects like Ørestad and Nordhavn will house a large amount of the newcomers, but existing areas within Copenhagen will also be developed to house even more residents.

Surrounding the central railway workshop, a multitude of residential and office areas are being developed.

Currently, Carlsbergbyen is having some of its first buildings erected, just like parts of Teglholmen and Sluseholmen, which are being developed in phases. Valby Syd is also in development, close to Ny Ellebjerg Station, and recently municipal council has verified plans for Kalvebod Vest.

area consists of waterfront and developments expanding the city further into the canal between Zealand and Amager.

Valby Syd is a new development area that attempts to improve the area as well as implement new train infrastructure strategies that eventually will lead traffic from outside of Copenhagen directly to the airport, relieving Copenhagen central station from some of the traffic that normally passes through there.

POSTTERMINALEN // Office, hotel & residential district KALVEBOD VEST // Landscape stretch CARLSBERG BYEN // Residential & office spaces

Closer to the central station, Kalvebod Vest is in progress to become a new landscape stretch, housing large companies such as IKEA, a number of hotels and numerous youth accommodations.

Between Kalvebod Vest and the central station, the former post terminal will be developed into a highrise district with offices, hotels and apartments.

It is expected to be around 184,000 m2 with a building percent of approx. 360%.

Carlsbergbyen is a development of the historic beer-brewing area, where emphasis is put on providing spaces for research staff and education institutions. There is also going to be residential and office spaces.

Green areas and parks have been included in the planning, named after several significant people and ingredients important to the brewing process.

VALBY SYD // Station & residential area

Teglholmen, Sluseholmen and Frederiks Brygge are being developed as a post-industrial transformation project. The development is mostly adding residential and office spaces, most of the

FREDERIKS BRYGGE // Residential area

POPULATION INCREASE

The following numbers show the number of inhabitants living in the area in 2014 and how many are expected to live in these areas by 2025 (Årlige Handlingsplaner, 2015)

Carslberg Byen Valby Syd Ørestad Sydhavn

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2014

2025

4.100 6.600 9.100 5.300

8.200 12.300 20.000 15.500 / 19.500 (max)

Rise in percent 100 86 120 192

% % % % / 268 %

SLUSEHOLMEN // Residential area

TEGLHOLMEN // Residential & office spaces

CENTRAL RAILWAY WORKSHOP

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BY

U RO

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PLAN INFLUENCES

COPENHAGEN MUNICIPAL PLAN 2015

The municipality plans for 2015 acknowledges the area as a perspective development area which can be taken into development, should the need for further urbanisation arise.

As Sydhavn, Nordhavn and Carlsberg are currently being developed into residential and commercial areas, the need for further square meters added to the real estate market might not be necessary.

As such, the plan mentions the need for urban recreative areas within Copenhagen, and this is where the area could be utilized.

It can have great value in terms of nature and recreational areas, with only small areas for residences. For instance, smaller youth or student housing could be included in the area. The ideal size of new housing should be around 90m2, but youth housing can receive exception from that decision.

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VALUABLE HERITAGE SITES IN COPENHAGEN

The central railway workshop has been designated as a heritage site in accordance to the Cultural Agency’s designation of national industrial heritage sites. (Københavns Kommune, 2015) The central railway workshop is part of a railway section stretching from the central train station in Copenhagen to the city of Korsør, marking one of the early railway distances important to the nations industrial history.

The reasoning behind is its early construction, being the first railway section in Denmark, benefiting trade and technological marvels such as the steam locomotive. The central station and the central railway workshop are important elements on this historical railway, marking the first and second waves of industrialisation in Denmark.

BANEBYEN V. ØRESTAD

Back in 1991, a newspaper article reported on the possibilities of developing the area into an urban area.

The main argument was the financial benefits of the project, listing approximately 300 million kroner in tax revenue from its future residents.

An association was founded for developing the area, named Vesterbro Baneby A/S, which spent at least five million kroner analysing the potentials of developing the area. At the time, the municipality of Copenhagen focused on developing Ørestad, and argued that Ørestad would have better infrastructure due to the connection of Øresundsbroen, which would open in the following years.

The proposed plan for the area would share the looks of Høje Taastrup, a realised regional metropol for relieving the capital for some of its traffic volume.

CURRENT DISTRICT PLAN

LOCAL PLAN 433

The primary aim of the local plan is to make a foundation for erecting the new Control- and Management Centre (in short, CMC) for the new metro city ring. The local plan’s demarcation marking the 56 hectares includes the central railway workshop station, the CMC area and the area just north of Vasbygade.

The plan document goes into detail with the aesthetic standards and the sustainable construction methods required for the construction.

The area has shared ownership between DSB, Bane Danmark and Freja Ejendomme. They are subletting spaces to a range of companies, especially the area south of the CMC site.

Apart from this, there is also the listed intent of including the railway as areas that can be transformed into different use.

Ideally, the area will be more connected to its surroundings, with bridges connecting it to Vesterbro and strengthening the passage to Bavnehøj, and finally towards the waterfront area to the south of the area. The CMC building is the result of the “Lov om en Cityring” that was adopted in June 2007. The local plan notes that the workshops in the area have been listed as one

of Denmark’s 25 national industrial heritage sites.

The local plan is also taking the risk of storm water into account. In order to avoid flooding of the CMC area, it is listed in the local plan that it needs to be raised by one meter in relation to the surrounding terrain.

The area is within T1 specification (Københavns Kommune, 2012) meaning that it is a technical building, specifying the intended use of the area to that which is deemed necessary for maintaining operations. This means that an amount of pollution is allowed, under the requirement of a buffer zone of 150m away from residential housing areas.

Listed within the plan is the agreement to expand the current railway between Copenhagen and Ny Ellebjerg. What is worth noting about this is the fact that that the area is to serve as a biological corridor as well.

DEVELOPMENTS

Other planning documents on the nearby development areas: The national archive development that includes a landscape stretch between Bernstoffgade and Dybbølsbro, including Kalvebod Brygge that serves as the main infrastructure. Teglholmen is a development area

south of Otto Busses Vej that is currently under construction.

The final intent of the local plan is to define the area for the CMC, and open up for renewal projects in the area. An integral part of the thesis is to establish the connections between the neighbouring areas Vesterbro and Kongens Enghave, as well as the new waterfront developments (among them Teglholmen and Frederiks Brygge).

INTENTION

The future identity of the area is sought to extend its existing qualities into areas with traces of the historical uses, keeping the protected buildings and marking green spots that can help develop the area into an attractive and central area in Copenhagen. The present local plan is both advising on how construction should be, with depicted connection points and designated buildings for protection. This plan is preparing the area for further development, where it is strongly hinted that it can support the densely developed area as a cultural recreational area with green spots that further reinforce it’s recreational capacity.

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2 // SITE EXPLORATION

Courtesy of Dragør Flyfoto OTTO Aps/Kjeld BUSSESMadsen VEJ 23

AREA WALKTHROUGH

Landmark Temporary parking Tracks Unused tracks for train parking GB Workshop Still in function Den Gule By Express train workshop Backside of area Park

Idyllic Boulevard Arrival

Garden

Green The Yard

Leftover tracks

Overgrown

Back-Back Garden

Void of gravel

Asphalt & Parking Landmark

Overgrown

Fenced off area within area Metro Service The divider

Sydhavn connection

Sydhavn st.

A map showing the impressions gathered during the exploration of the site.

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Southern Area

The Triangle

Woodworks Wilderness

Non-DSB

Spare parts

Traverser

Abandoned

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Bane Danmark

Fenced off Lowered green area Serves a purpose

Narrow and steep terrain

Administration

Empty

Smaller companies

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From Sydhavn st. and where Valbyruten is located.

The stretch between the station and the main workshop area is narrow and has steep terrain.

View from Scandic Hotel Sydhavn with the CMC area in the foreground and the workshop in the background.

These pipes deliver electricity from H.C. Ørstedværket to the S-train network.

A green wedge in this mainly asphalted area.

The main building at the Metro service center.

A barbedwired fence keeps people out of the CMC area creating a very sharp edge between the moving trains.

Visible train tracks through wild vegetation.

Unused train tracks north of the actual workshop area.

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Former entrance into the area from Vasbygade. The metro blocks the road at the end.

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The Metro service center lies on the old container terminal area and divides the work area in two.

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Visible train tracks on gravel surface. Banedanmark’s control tower is in the background.

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The eastern-most part of the workshop bordering to the green landscape stretches towards the city centre

Locomotives are still being repaired in this areas.

A small functional traverser.

The ‘front yard’ is a parking lot, with small green plots.

The narrow space between the vacant administration building and the CMC area.

The pillar hall structure of the park creates big green spaces underneath the trees.

The old trees stand tall over the locomotive workshop.

A few train tracks embedded in concrete are still visible within this area.

Birch trees and other wild plants flourish in this untouched post-industrial land and create a big green volume.

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The vacant administration building facing the metro area.

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The old park ‘The Forest’ is fenced in and serves as outdoor space belonging to the venue at the locomotive workshop.

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The site has stood empty for years and is now being used as storage / dumping area. Most rails on grass have been removed.

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Beams and pipes still give the feeling of being in an industrial area.

What used to be an area with many spare parts and tracks is now a green space.

Few spare parts are still to be found around the area.

The old wheel yard has been stripped off its tracks and is now a big open asphalted area.

On days when The locomotive workshop hosts a fair, cars fill up the otherwise empty spaces.

Tracks are still visible in the overgrown areas.

To this day, the traverser still moves trains between the different parts of the workshop.

This area consists of large trees that have grown wildly over many years.

The wood workshop feels abandoned and is used for storage of old parts. A third of the buildings are in bad shape.

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Smaller buildings within the big yard are to some degree vacant. They used to house kettles or power generators.

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The 6 meter tall power cable rises over the area and provides the traverser with electricity.

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Large trees create an border towards the west.

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The old western entrance with the porter house and original control tower. The tunnel leading towards Vesterbro is on the right.

The concierge house garden still remains a calm place and is somewhat maintained.

The wood workshop feels abandoned and is used for storage of old parts. A third of the buildings are in bad shape.

The outdoor spaces relating to the workshop seem narrow but are still wide especially when including the area on the other side of the fence.

The express train workshop is long and narrow and still operates today.

This idyllic place is located very close to Vesterbro only separated by numerous train tracks, yet not many people know of this area.

Visitors get the feeling of coming into a small village or idyllic community.

The locomotive workshop used to be loud and dirty.

Today, it is a popular venue and hosts both fairs and private parties. Tracks are still visible inside and pays and ode to history.

The sawtooth roofs on the workshops give the place a special character, while providing indirect sunlight to the workers inside.

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View from Otto Busses Vej westwards towards the express train workshop.

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Eastward view from the tunnel and along the avenue. Den Gule By is on the left.

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Some buildings are still being used by DSB workers.

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Picture showing the locomotive workshop before and now.

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Atmosphere collage of the central railway workshop and its surroundings

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3 // HISTORY & ANALYSIS

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The past and the present of the express train workshop. Pictures are from 1973 and 2016.

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HISTORIC DEVELOPMENT OTTO BUSSE

All the roads at the site are called “Otto Busses Vej”, named after a renowned chief engineer Otto Frederik August Busse (b. 1850-1933) son of another chief engineer in the Zeelandic Railway Company (Det Sjællandske Jernbaneselskab).

Otto Busse jr. was in part renown for the construction of award winning locomotive Litra P, which won a prize at the world fair in Bruxelles 1910.

Furthermore, Otto Busse jr. was in charge of erecting the then new workshop.

FROM THE SEA

Halfway through 1800, the area was a coastal area. Because of the growing developments outside of the embankments in the inner city, pressure was on continuing densification and supporting the industrial growth throughout the growing city. Needs for space resulted in the water body between Sydhavn and Amager being shortened significantly. Before the reclaiming of the ocean floor, the area housed the cemetery to the west as well as small harbour ports and farms. Part of the land reclamation came from a demolished porcelain factory, contributing to findings in porcelain in the gardens by the inhabitants of “Den Gule By” (Willer, T. 2010).

Following the land reclamation, the railway boom and the transportation of goods became more and more prevalent in the growing city.

Hence, it was decided to establish the train workshop in the area, where the train traffic could be supervised and maintained. From map studies it can be learned that part of the reclamation included new factory areas and a part called “Djævleøen”.

The area got its name from the rumoured outlaws living in the area since the reclaiming and until the early 1900, when factories retook the area.

Illustration by Henry Hansen (1949) as overlay on a picture from 2016

The southern part of the site, directly south of the workshops, housed many allotment gardens (Eriksen, H. 1999). Today, Djævleøen is being developed into a new residential area with a much more pleasant name, Engholmen. (engholmene. dk, 2016). From 1953 to 1976, the harbour refined its coastline, and factory and storage areas began to appear in high numbers along the former Kalvebod Strand. While still an area for fishing, the proximity to the train station and to the water made the area more important for transportation of goods, and therefore the fishermen and former

residents where relocated (Eriksen, H. 1999). The allotment garden area was also cleared out to make way for trains freighting goods. Later on this area would house a crane for unloading cargo and containers from the trains. From 1986-1997 there is not much change. The addition to the eastern workshop has been torn down and turned into an outside traverser. In 2000, Fisketorvet was built, and few of the factories have shut down. Since the metro expansion, the metro service centre has to claimed more space as the most local and recent change to the site.

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TIMELINE

1847 1847

1909 1909

1920 1920

19171917 Vasbygade opensopens Vasbygade

19111911 Copenhagen’s current central station opens Copenhagen’s current central station opens architect the central railway workshop) (same(same architect as theascentral railway workshop) 1847 1847 First railway in First railway in Denmark Denmark opensopens between between KorsørKorsør and and Copenhagen Copenhagen

1930 1930

19271927 Rosenåen turned into into Rosenåen turned underground sewer underground sewer

1940 1940

19341934 1939 1939 First First S-train line opens train workshop opens S-train line opens Express Express train workshop opens (electric) (electric)

1950 1950

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1954 1954 Allotment gardens taketake Allotment gardens up most of the areaarea up most of the towards Vasbygade towards Vasbygade

- 1909 19071907 - 1909 The central railway workshop is built and starts operating The central railway workshop is built and starts operating

19031903 Allotmentgardens start to move Allotmentgardens start to move in in 1901 1901 The water and engine The water towertower and engine shed shed opensopens

- 1908 1884 1884 - 1908 is turned frominto sealand into land Area isArea turned from sea

Pre 1907

Today’s location of the central railway workshop used to be underwater, but this area was filled up when the city of Copenhagen decided on building a large locomotive workshop. Until 1845, the Belvedere institution was located at the shoreline (now Sønder Boulevard) and it has given name to different buildings and areas in later years. Before the big constructions began, the original engine workshop and water tower was built.

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1909

After its completion, the central railway workshop became a part of the Danish railway system: The train traffic used to be the central traffic nerve in transportation of people and goods. The whole harbour front used to be industrial and filled up with train tracks. Through the workshop site, the Belvedere sewer ran transporting sewer water from Vesterbro.

1944

The workshop expanded over the following years making space to repair the increasing amount of locomotives and wagons. The traverser was extended and express train workshop was built to repair the new types of long train sets. South of the workshop, the DSB allotment gardens were located. At this point in time, the open Belvedere sewer had been put into pipes under the area.

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2007 2007 Listed Listed as as important important cultural cultural heritage heritage 2009 2009 Initial Initial districtplan districtplan 433 433 approved approved

1992 1992 Project ProjectBanebyen Banebyenalternative alternative totoØrestad Ørestad(not (notadopted) adopted)

1960 1960

1970 1970

1963 1963 TheThe toll toll building “Toldkammerbuilding “Toldkammerbygningen” opens bygningen” opens (today Banedanmark) (today Banedanmark)

1970 1970 DSB container terminal opens DSB container terminal opens

1980 1980

1990 1990

1979 1979 The last The lastallotment allotmentgarden garden moves movesout out

1970 1970 The original control tower The original control tower ‘Det Gule Palæ’ retires ‘Det Gule Palæ’ retires

2000 2000

2012 2012 Districtplan Districtplan 433-1 approved 2015 Marked for future development in Municipality Plan

2010 2010

2000 2000 The TheØresund Øresundbridge bridge opens, opens,leading leadingtraffic traffic aroundCopenhagen Copenhagen around

2015 The new control tower opens 2014 Government decides on electrification of all remaining traintracks 2011 2011 Godsbanen area becomes a future Godsbanen perspective area for development perspective 2007 2007 new Metro Metro City City Ring Ring isis approved approved with a AA new service centre centre being being located located within within the area service 2005 2005 Container terminal terminal closes closes and and moves moves to to Tåstrup Tåstrup Container

1950

At this time, big changes are happening in the Sydhavn district. The H.C. Ørested power plant is erected and industrial areas were built where the allotment gardens used to be. In 1975, the container terminal opens.

1992

The layout of the workshop does not change much from the 50’s and onwards. Major differences are the shortening of the traverser, while many of the smaller tracks within the area are being removed.

This is due to electric vehicles like forklifts taking over the job of transporting parts around rather than pushing them on tracks.

2016

Not many people work at the workshop anymore due to trains becoming gradually more electric.

The workshop is from a diesel era and therefore not suited for the future. Many areas are now left unused and metro workers have temporary housing within the site, while the metro city ring is being built. In 2005, the container terminal closed and now houses the metro city ring service centre.

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The building of the power central, which provided the whole area with heat and power. Under construction in 1909.

The traverser outside the wagonworkshop in 1919.

The Yard between the big buildings at the central railway workshop. In the open spaces spare parts were piled up and moved around on tracks. From 1934.

The locomotive workshop when it was under construction in 1909. After World War II a concrete floor replaced wooden bricks.

The Yard between the big buildings at the central railway workshop. In the open spaces spare parts were piled up and moved around on tracks. From 1934.

Machine room at the power central. No date

The wagon workshop in 1909.

The locomotive workshop. No date

The locomotive workshop in 1942.

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Picture from Vesterbro looking south over the trackbed in the foreground and “Den Gule By” in the middle. The wagon workshop and the traverser can be seen In the background. From around 1950.

The park, also named “The Forest”, lies between the two locomotive workshops. Earlier, they functioned as two seperate workshops but were under the same administration.

The express train workshop was built in 1931 to service the new long train sets. From 1973.

The yard in the late 60’s. In the background, Vesterbro is visible. No date

A machine workshop in late 60’s. This building does not exist anymore.

The express train workshop on the backside of yard. Built more than 20 years later than the rest, it is placed along the Otto Busses Vej avenue. Picture from around 1980.

The wheel yard, which once was filled with wheels and tracks. Today none of these are left. Photo from the late 60’s.

Smaller repairs were made on the steam and diesel locomotives. Late 60’s.

The Locomotive Workshop around 1980.

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HERITAGE DESIGNATION

20km Sites and railway strech which was marked as industrial heritage.

DEMARCATION

In 2007, the railway stretch between Copenhagen and Korsør was one of the 25 sites, which was designated as a valuable industrial heritage by the Department of Heritage. Copenhagen municipality has in a document based on the 2012 municipality plan, made an in-depth research of the site and its value as a heritage site. It is as mentioned earlier also covered by local plan 433 which marks it as an area of preservation.

The publication covers the Copenhagen central station with the nearby railways, the central post office, and the area around Otto Busses Vej, including the central railway workshop, “Den Gule By”, and the area in its entirety. It also mentions Valby station of importance as the last stop within the Copenhagen municipality.

The reason behind the designation lies in the site’s value as a part of the whole railway stretch between Copenhagen and Korsør. It highlights the developments between 1840-1970, being the first railway section in Denmark, furthering trade and national infrastructure. Furthermore, it is seen as a symbol of the industrialisation and its effect

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on Denmark as a nation. The industrialisation happened in a multitude of waves, where the central station and the central railway workshop took part in the second industrialisation wave (Københavns Kommune, 2014).

QUALITY

Not just the buildings within the demarcation are worthy of protecting, but so are the landscape qualities. The buildings are described in details, each with their logic and reasoning adding to the layout of the site. Pictures of both buildings and spaces are shown on the following pages. As to the landscape, a key quality is the infrastructure of the rail network in-between the buildings (Københavns Bymuseum, 2008). As the train wagons and locomotives made their way through the area, they in turn entered the different buildings via the connecting rail system according to the maintenance needs.

Nature is highlighted as an important element, and the older, larger trees relating to the voluminous buildings and the flat open spaces. A small fruit garden (the apple garden) is located next to the gatehouse, and the avenue between “Den Gule By” and the northern part of the workshop.

IMPACT

The municipal realisation of the heritage elements supports the preservation of the buildings and spaces, as they are, being mostly intact to this day. The implication of this, for the design proposal in this thesis, is not to transform and alter the facades too drastically and preserve the still functioning parts of the area. To preserve the spirit and character of the area, both the buidlings and the logic of the site needs to be preserved and highlighted. If done correctly, present functionalities and infrastructural needs can be informed by the spaces in-between the buildings and the buildings themselves. Suggested repurposing could cover the workshops, where the wagons were maintained, the railway tracks that are still remaining, and highlighting the connections that might disappear in-between the many buildings.

As a place yielding residents and active businesses it is important to preserve the active atmosphere and opening the area up to public use. Many small workshops have had their places in the area before, so it would be natural to support small business units creating their products under the sawtooth roofs roofs of the old workshops.

Heritage area Valuable Building Valuable Landscape

The buildings marked grey are cited as buildings of preservational value in “Værdifulde Kulturmiljøer 2014” and in the municipal district plan

LOGIC OF THE SITE

A multitude of buildings designated as heritage stand within the site. Most of the buildings are built around 1909, when the workshop area was established. Around this time and until 1922, most buildings were designed by H.E.C. Wenck, who also drew Copenhagen central station and Østerport station. Collectively, the area is connected by approximately 7 kilometres of railway tracks, as well as 3 kilometres of smaller tracks. Many of the buildings were designed in such a way to allow for either trains to enter the workshops, or small wagons to transport goods between the buildings, hence rails were prevalent throughout the site. Trains would enter through the eastern entrance and drive along the northern border of the area, until it reached the traverser, where it would be delegated among the workshops required for its maintenance. When fully repaired, it would take position along “the exit”, where trains were queued for re-entering the railways once again.

CHARACTER

Characteristics of the area is the many sawtooth roofs on the larger workshop buildings, supplying

appropriate diffused lighting into the otherwise dark interiors. Some of these larger workshops would have small traversers and cranes inside of them, in order to move trains up and down the production line. To maintain the boogies of the trains, trenches were also made in the floor.

Remains from these and the transporters can be seen to this day, such as the traverser trench in Copenhagen Venue, “Lokomotivværkstedet”.

Among the important buildings in the area are the water towers, which were some of the first buildings in the area, decorated with rich detail

by H.E.C. Wenck. Wenck was perhaps inspired by the Gasamtkunstwerk movement with traces of romanticism, which can be seen in the everpresent details of the buildings from their exterior shape to the design of the individual staircases inside of the workshops.

Part of what makes this area unique is the scale of the buildings, and the logistics they serve, combined with the careful details on the facade and interior of the buildings. While certainly playing the most apparent presence in the area, they also serve as intricate backdrops to the spaces and infrastructure between them.

Traintracks inside of the central railway station at its high in 1955. (Copenhagen technical and environmental administration archives)

The site is part of the Ministry of Culture’s designation of 25 industrial heritage sites.(Copenhagen municipality 2007).

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INFRASTRUCTURE The map to the right displays the network distances from the centre of the central railway workshop to its surroundings. The cross in the middle represents the approximate centre of the area. It is located next to the green area “Skoven” which is adjacent to the administrative building.

From the middle of the central railway workshop, there is almost one kilometre to the surrounding areas.

Zooming further out, there are two kilometres to Carlsberg station, and Sydhavn station.

to Ingerslevgade, and two new connections crossing the CMC area to make the southern area and Vasbygade accessible once again. Furthermore, a green bike path is added along the northern side of the CMC area. This is to support a stretch called “the Valby Route” that runs from Kalvebod Vest through Valby Syd and to Danshøj.

The new suggested connection points have, via a GIS network analysis, been found to expand the onekilometre boundary significantly, as well as expanding the 2-kilometre mark. The proposed bridges from the local plan have been placed onto the map, visibly changing the accessibility of the area. Instead of using a normal buffer analysis radiating in circles from the centre of the area, the network analysis shows the actual difference in distance between the few existing connections and the benefits from establishing the new.

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In order to improve upon this distance, connectors can be added to the road network to test its new connectivity. If it increases the proximity of stations or neighbourhoods, it will be seen as a success.

Between the one- and two-kilometre marks there is an extra boundary on the map, showing what could be gained by establishing a new connection. In the local plan, new connections are suggested as well (Local plan 433, 2016). It is suggested to make a connection

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1 KILOMETER // 12 MINUTES by foot 1 KILOMETER //12 MINUTES by foot, PROPOSED 2 KILOMETER // 24 MINUTES by foot 2 KILOMETER // 24 MINUTES by foot, PROPOSED PROPOSED CONNECTIONS ENTRANCE FOR CARS AND PEDESTRIANS ENTRANCE FOR PEDESTRIANS PROPOSED ENTRANCE FOR PEDESTRIANS

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S-TRAIN STATION OTTO BUSSES VEJ 43 METRO STATION

GREEN AREAS GREEN POLICY

There is a multitude of parks in Copenhagen.

Even so, the amount of green spaces in Copenhagen per citizen lies around 2,4ha per citizen. Compared to Helsinki ans Oslo this is a relatively small amount, as they, respectively, have 11,6 and 3,9 hectares of green spaces available to their citizens. The central railway workshop lies close to the centre of Copenhagen. Even so, its closest green neighbours are the cemetery and Kalvebod Fælled. Copenhagen has a proposed strategy to make the municipality greener in the eyes of its citizens. As a matter of fact, their recent publication “Træpolitik 2016-2025” sets the ambition for 75% of Copenhageners to perceive their city as green. One physical indicator of this is the percentage of land covered by tree crowns, which same publication gathers to be about 20%.

In 2019 the new municipality plan will cover an analysis, which will uncover the needs for parks in Copenhagen. If the total amount of green space is not increased, the average green space per capita will stagnate, as 100.000 new citizens will make their home in the municipality.

For this reason, Copenhagen Municipality Publication states the importance of not only achieving status quo, but also taking an active

stance in developing new green areas, as competing cities such as Helsinki and Oslo already have more green space per inhabitant.

INTENTIONALLY UNKEMPT

As of now, the site has areas with leftover spaces, reclaimed by vegetation. These areas are dominated by pioneer species, which soon make the foundation for complex habitats. The area is littered with self-planted species such as Betula pendula. Since the area is surrounded with rails, it is mainly the top of the buildings and the CMC area , which is visible from the outside. It is therefore understandable if the area is perceived as grey. By improving access, to the area, citizens of Copenhagen will gain entry into an undiscovered green haven, discovering the unkempt atmosphere of nature taking over in selected areas.

It is found that preserving most of the areas wild and self-grown nature while ensuring access through green bike routes will support municipalities aims of increasing the awareness of green spaces in the city. The site offers a rustique venue for citizens and events, which look for a getaway from the dense and maintained inner city.

TIVOLI // Amusement park

ENGHAVEPARKEN // Park

J.C. JACOBSEN GARDEN // Park

VESTRE KIRKEGÅRD // Cemetery

AMAGER FÆLLED // Park

Copenhagen’s tree policy 2010, describing how the municipality manages the existing trees and the reasoning behind planting new ones.

Copenhagen’s urban nature policy 2015, describing how the municipality will handle it’s green spaces in the future.

VALBY PARKEN // Park

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GREEN SPACES QUALITIES

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Even though the area apears desolate on municipal maps, the central railway station houses many different types of natures.

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I // Wilderness The area behind the wood storage buildings is not being maintained and creates an atmosphere of wilderness, where nature has taken over with high grasses and large trees. It shields towards the trains running on top of the train plateau.

II // Fruit Garden This green space has always existed and used to be a garden belonging to the porter residence.

Throughout time, the garden has also been used by the workers. The trees here are both birches and fruit trees.

III // Woodwork & Traverser Pioneer species have grown up where carpenter workshops and derelict trains once stood. Until recently, the site was used as a train graveyard.

The traverser space has always been green and with short grass in order for the traverser to move over it.

IV // Avenue Along Otto Busses Vej, old limetrees (Tilia) are placed creating a beautiful green avenue along the central railway workshop.

V // Den Gule By Den Gule By is a lush green area, where all houses have a small garden and a common green center with a playground.

VI // Green Triangle Initially, this area was filled with rails and smaller buildings. As such, the area had little vegetation.

Today, where the area is no longer used, pioneer species have begun to settle among the original tracks. Vegetation is denser in the areas with no prior activity.

VII // Yard Lawns Inside the yard, large green lawns are placed.

These areas used to have tracks and therefore was covered in brocks or concrete. We suspect these green spaces were created when there were less need for storage space and therefore turned it into green areas for the enjoyment of the workers.

VIII // ‘The Forest’ Park Tall trees have stood here for many ages, almost since the central railway workshop was established. It is where the oldest trees can be found, but also the more maintained version of nature found in the area. Currently connected to the locomotive workshop, now serving as outside area for the venue

IX // Administration Green This green space is very open and has a few old trees located within it. Initially, this area had a few tracks running through it leading wagons away from the workshop when done. The area also served as ‘semi-public’ area, since this site was near the east entrance to the workshop.

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THE BUILDINGS

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I // Wood Storage The wood work storage is placed behind the fruit garden next to the painting worshop.

The black wooden buildings are used for storing wood, and their construction year is unknown.

Their appearance is very different from the other buildings at the site, and their uniqueness set them and their surroundings apart from the rest of the site.

II // The Porter House This building marks the entrance to the central railway workshop. Even though it marks entrance into the workshop area, residents near Den Gule By frequent the area for its fruit garden, which yielded fruit for the gatekeeper and neighbours for a long time.

III // Painting Workshop Located next to the traverser and the woodwork storage. The building has entrances for the trains and wagons to enter. The painting workshop is key to preserving the history and relevance of the traverser field, being the more visible workshop remaining placed opposite of the wagon workshop.

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IV // Wagon Workshop The wagon workshop is placed next to the traverser and is one of the wards defining the yard interior. The wagon workshop is one of the more important buildings, as it is where a major part of the repairs took place.

V // Express Train Workshop Along Otto Busses Vej old lime trees (Tilia) are placed creating a beautiful green avenue along CentralvĂŚrkstedet.

VI // Mixed Workshops The back buildings in the yard used to house many different workshops relating to the repair of trains. Today, an electrical workshop can still be found on the ground floor.

VII // Power House This building is one of the central buildings in the yard area. This building delivered power to the whole area, and this in turn is the reason for it’s central placement. Having a power station within the workshop area, the area was self-sustainable and worked as a city within a city.

VIII // Blacksmith The smithy lay next to the wheel storage, as it was where wheels were spun and other elements were forged. This smithing capability made the central railway workshop self-sustainable, which was not normal for workshops in most places.

IX // Iron Storage Besides being the tallest building in the area, it is also one of the newer ones. Built in 1940, it expanded on the existing function of storage, but is today mainly used as an office hotel with several smaller companies renting spaces inside.

X // Locomotive Workshop Being one of the earlier buildings, the locomotive workshop was built in 1907. It is one of the larger buildings in terms of footprint, and has the characteristic sawtooth roof for constantly diffused lighting. Today, it is used as a Copenhagen venue and hosts many different types of events yearround.

XI // Water Tower The water tower was built around 1903, and has two significant towers drawn by H.E.C Wenck.

They are very significant as landmarks of the area, but are currently part of the area fenced in by DSB.

XII // Freight Train Workshop A series of buildings were required for smaller repairs to some of the freight wagons and locomotives that transported goods throughout the country and beyond. Initially being one building, it was expanded numerous times, each time to fit the present needs. For this reason the building appears varied and showcases different styles throughout the 20th century.

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GENERAL ANALYSIS OWNERSHIP

CURRENT USE OF BUILDINGS

Active DSB Workshop Creative businesses Museum storage Residential Railway Museum Vacant & derelict Venue Space Metro Maintenance Other businesses

INCENTIVES FOR ACTING

In 1997, a split was made within DSB to separate its tracks from the train company utilising them.

This led to a separation of ownership, that has resulted in a fragmentation in the ownership of the site.

The result can be seen on the map above.

DSB Ejendomme, DSB, Banedanmark, Freja Ejendomme and Metroselskabet share ownership of the area.

Since DSB owns large parts the area, it is uncertain what will actually happen in the future. Since there is a mix of ownership, there is likely also a mix of agendas for the individual owners to transform the area. Through an interview with DSB Ejendomme, we learned that the properties owned by DSB Ejendomme are properties that have less usability

by DSB’s core activities. We also got informed that DSB currently still needs space for maintaining the trains until a more permanent solution has been found. Therefore, it is suggested that DSB and DSB Ejendomme join up in order to activate parts of the central railway workshop and increase the awareness of the area. Thereby it is possible to benefit from higher paying renters or sub-letters this way until sold and the afterwards actualized in municipal planning. This would make room for the suggested improvements to the area put forth by this project. However, acceptance from Banedanmark is necessary if a southwest connection is to be established towards Sydhavn.

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EXISTING ACTIVITIES

Today, the buildings use is very mixed. Some buildings are vacant due to lack of activity, others are unused due to bad condition. DSB is still active in some of the buildings and therefore needs a large area. Some of the buildings are only partly used with no permanent activities. The Danish Railway Museum is present in the area, but they only use the buildings as storage for old trains and busses. The main impression is therefore that buildings are being randomly used in the lack of better and are just waiting to be put into proper use.

It is uncertain what DSB will do with the buildings in the future, but it is expected that the active part of DSB (maintenance of trains) will slowly disappear from the area making even more buildings vacant.

Because of the high value of the buildings as elements in the heritage plan, it is suggested to keep all buildings except a few, and give them new functions inside. South of the CMC the area does not have the same historic characteristics.

It does not represent the railway industrialisation, and could quite possibly turn into an extension of the developments by the waterfront. In the central railway workshops, the activities would continue to diversify, as new companies make their entry.

PUBLIC ACCESS

SPATIAL CONFIGURATION

Defined rooms Open Flat & Open Vegetated

FENCE ON FENCE OFF

Most areas of the site are fenced off from the general public, though some areas are vacant. In the centre of the central railway workshop, smaller companies are starting up. Due to it still being an active area for train repairs rains, forklifts and trains still move around. Therefore, safety regulations demand that unauthorised entry in most cases is not allowed. All areas with tracks are fenced off and the smaller companies also surround themselves with fences to keep unwanted people out.

In the future the the fenced off areeas will be limitied to DSB core activities, which include the large rail bed surrounding the site, the areas where trains are being serviced and the Metro Service Centre.

Part of Otto Busses Vej will have an automated fence system that allows train to enter and leave the area when necessary.

ATMOSPHERIC CHARACTERISTICS

Within the central railway workshop area, four different types of spatial atmospheres can be defined: Clearly defined rooms, wide open spaces, and vegetated area.

South of the central railway workshop area, the small factories share flat and open spaces, with the few standing buildings having little relation to each other.

The aforementioned four spatial atmospheres can be defined further in the design, lending themselves to the predominant experiences found in the area now.

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4 // VISION

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Reactivate the central railway workshop Preserve the history Anchor it and make it more accessible to Copenhagen Make it more green

Example of the earliest thoughts when starting this thesis back in February 2016 and this collage derived from these ideas within the first couple of weeks

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STRATEGY

CONNECTING “THE ISLAND”

REPROGRAMMING THE MACHINE

NEW URBAN GREEN SPACE

The central railway workshop is an “island” surrounded by buzzing neighbourhoods and developments. In order to integrate it further, it is necessary to connect it, so that it becomes a viable destination for the citizens around it.

By proposing connecting bridges to Vasbygade and Ingerslevgade, the area is made accessible to more than 56,000 people (Årlige Handlingsplaner, 2015) living in the surrounding neighbourhoods by 2025, and even more from the rest of Copenhagen.

Traditionally, the site consisted of multiple specialized workshops, each concerned with different parts of train reparation. The small workshop ecosystem provided living spaces for a number of workers, and will continue to serve as housing area, while many of the now vacant workshops will change function to reflect the needs of today. One can interpret the methodological progression of the train’s journey as a way to explore the area. Since the original purpose is still partly active, some workshops have been reserved for continued train maintenance.

The express train workshop and electrical workshop will still be functioning in years to come, as long as DSB still has a need for functioning workshops in this part of Copenhagen.

Being part of Copenhagen, the area has potential to take part in the city’s green city plan. With vegetation already being a central element in the area, it can become an area of mixed functionality as a green park and a living environment for residents and companies residing in the area.

Many leftover areas are developed into lush vegetated areas, with minimal maintenance furthering enclosed and overgrown areas, rich with biodiversity and greenery. Vital parts of infrastructure and a few areas are maintained to ensure full functionality of the outdoor spaces.

Nature is allowed to take over old railway tracks, unused light posts, wagons and stacks of unused materials, creating a wild and untempered look.

A green bike path is suggested by the local plan. This is included in the strategy as a binding element, making the area more accessible while creating a shortcut between inner city and Sydhavn. Dubbed “Valby Ruten”, it is not only focusing on fast traffic, but also making the passage pleasant for bicyclists and pedestrians alike. Thereby it connects the area into the existing green infrastructures throughout Copenhagen and Frederiksberg.

Since the establishment of the central railway workshop in 1909, the city has expanded around it, and development is currently enlarging the waterfront to host yet another dense neighbourhood. In a matter of years, the area will be completely surrounded by increasingly densified areas.

The site’s location in the heart of Copenhagen not only makes it relevant to immediate residents, but also demands reintegration into the city fabric.

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In order to stay relevant, the repurposing of workshops aims to both preserve protected buildings and designate areas ideal for repurposing. Areas such as the wooden storage buildings are ideal for small companies and studios, and the wagon workshop can house new workshops crafting and manipulating materials for new installations throughout the city and beyond.

Besides housing permanent companies, areas ideal for temporary events are also suggested. For instance, the traverser field can host a variety of events.

1944

Tracks

TRACKSCAPE & GREENSCAPE

1954

Wagons

Trackscape

View

Vegetation

Greenscape

Through the years, the area has had many different volumes. Not only the buildings, but also trains, wagons and the rails acted as lines, making the area look like a transistor board. Extracting these elements gives a relevant and dynamic design grip when designing the area. The rails can be translated as pathways or lines of trees. The wagons are dynamic elements that are either multifunctional or movable, reflecting the short duration of the locomotive and wagons stay which once were within the area. The vegetation within the area has been sown in areas such as “Skoven� and the fruit plantation near the porter house. Dominantly, vegetation has been self-sown as a result from years of negligence. It translates the logic of the trees as both something that is deliberately planted as part of a plan or strategy, and as an element that is uncontrolled and unmanaged; a more temporal and wild aspect of the area.

These elements, the trackscape and the greenscape, lend themselves a strong design element throughout the site. The temporality, both in terms of the volumes representing the wagons and the trees placed in lines and grids, makes for a site that can change its function according to the present needs of the society. The trees can and should be replaceable should they wither or be in the way for a more fitting function for the space.

In this way, where the wagons and tracks were originally parked is where long benches, planters or temporal meeting places can be distributed.

The green space, which originates from being both planted - and self planted - can expand into and out of grids. This design grip reflects the strength of the trackscapes systemic logic, and in places where the trackscape has degenerated, lack hereof.

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5 // DESIGN PROPOSAL

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MASTER PLAN

Den Gule By Active train workshop

Physically and visually improved acces to Enghavevej under tracks

The Yard

The Painters Garden

The wagon workshop.

A transformable eventscape both in- and outdoors

Woodwork City Rowhouses in small scale

The Exit A wild nature with remnants of the past

The Valby Route

Kindergarden

Connection to Sydhavn st.

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Bridge over tracks and Ingerslevgade arriving at Sønder Boulevard and Absalon Community House

Control Tower Potential expansion area and path north of the active workshop

Connection to Kalvebod Vest, IKEA (future) and city center

Fisketorvet Metro (2023) Active train workshop

Belvedere Ruten The Forest A public park with old trees

Intersection major road has right of way over bike and pedestrian path, but allows residing car traffic

Bridge over the CMC area

New residential area with commercial stores on the groundfloor.

High rises increasing in height towards Vasbygade (put in textbox)

Parking Garage for residents and visitors of central railway workshop

Connection to Frederiks Brygge and new residential area

A GREEN ISLAND RECONNECTED

WORKSHOPS REDEFINED

AN URBAN HIATUS

The first notion of the area is how the greenscape has expanded from the origins into a lush landscape. In some areas, the green is following a grid-like structure originating from the historic structure of the tracks, while in other places, it follows a more stochastic pattern through natures own maintenance. One of the most important elements is how the area has been connected with new bike and pedestrian paths, improving accessibility in all directions. The main road should be considered a pedestrian zone. Minimizing car traffic to residents and workers. The connectivity has been improved with bridges to the north and south of the area, and a green path meandering in a diagonal path through the southern part of the area, leading from Fisketorvet and Kalvebod Vest towards Sydhavn station.

In the spirit of past usage, functions for the vacant workshops have been suggested, where craftsmanship again can take place in the workshops. The areas where the blacksmith normally produced steel parts for the trains could easily house metal-manipulating workshops again.

Specialised companies could benefit from being surrounded with a wide variety of services that could serve small-scale productions for projects in Copenhagen and beyond. Other services include a kindergarten close to nature, and small housing in the woodworks area. Here, life and creative ideas can be added to the businesses and events around the traverser field; a host for events ranging from open-air cinemas to outdoor markets.

Surrounding the area on all sides are developments.

Part of the DSB area, the area to the south can be developed into a mixed-use area with room for high-rise residences and office spaces. The area has buildings with less historical significance. In this area, recreation is only a small walk away. The composition and shape of this city development is not the main point of this thesis, but the future use of the area is relevant to the central railway area. Economic incentives can potentially help preserving the central railway workshop as recreational space for the whole of Copenhagen to enjoy.

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SITE PROGRAMMING

Hand drawing from the early stages of concept development.

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HERITAGE

RESIDENTIAL

ACTIVE DSB / PERI-INDUSTRIAL

North of the CMC area will be kept as a mixed use area, mainly benefitting the populace of Copenhagen. Small businesses and creative companies will use the retrofitted workshops for contemporary events and other purposes. The heritage transformation will take place here.

The southern area will, as mentioned earlier, help fullfil the need for new residences in the Copenhagen. This area will have a higher building density leveling out the losses DSB might have on not being able to heavily develop the workshop area. These future residences will benefit from the closeness to both the waterfront and the workshops new activities.

As a heritage site, its relevance is only increased by having actual live industry within the area.

Though slightly minimized, the property actually used by DSB is minimal. The sight of active train repairs will be a sight reminding citizens of what purpose the area used to serve.

TRAFFIC MOVEMENT BEFORE METRO

CURRENT TRAFFIC MOVEMENT

FUTURE TRAFFIC MOVEMENT

Prior to the CMC construction, the area had three entrances. Two major roads and one pedestrianonly entrance (the tunnel under Enghavevej).

Today, the area only has two entrances, the southern road being cut-off by the construction of the CMC area.

Looking foward, the area will be reconnected for bike and pedestrian traffic, while a parking lot in the southern part of the area will make it plausible to access the area by foot by crossing the bridge, making the central railway workshop almost carfree.

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THE CONNECTION NORTH // SOUTH Vesterbro

Sønder Boulevard

Ingerslevgade

Traintrack bridge Potential new area and east connection Through active industry Otto Busses Vej Park

Valbyruten

CMC bridge New residential area

Square

Frederiks Brygge

Vasbygade

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BRIDGING THE TRAIN TRACKS

THE BELVEDERE ROUTE

Most importantly, the new connection will traverse the field of tracks to the north, leading into Ingerslevgade and beyond. Simultaneously it will also connect the central railway workshop to the developing areas directly south of the site. This strenghtens access to the area, while drastically shorting the distance for the new residents.

Throughout the connection, one will pass by the active train workshops, through the park and cross the CMC workshop, into the area south of the central railway workshop, with denser urban configuration.

Traversing along the route where the Belvedere sewer used to flow, it passes through the park.

Many old trees are dotted through the area, where the locomotive workshop on one side shows the stark contrast between the rational needs of the train workshop against the green landscape of the park.

In the early days of the central railway workshop the open Belvedere sewer used to run through the area transporting water from Vesterbro

THE PARK

At a later occation the sewer was closed and now run in pipes under the area. Due to it still being below ground it can restrict future building projects.

When the locomotive workshop was turned into a venue, the park was transformed into the venue’s outdoor space. This led to the park being fenced off from the general public.

We propose the park being opened to the public while adding a bikepath where the sewer once was, creating the Belvedere route

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A DYNAMIC MEMBRANE

At the northern part of the site, the railway tracks cross Otto Busses Vej. In order to manage the still active express train workshop and the traffic, a system will be put in place to momentarily shut off the street, when a train needs to pass.

The connection leading from north to south allows for access from Sønder Boulevard, passing over the CMC area and into Vasbygade.

Current situation The public is only allowed to move along Otto Busses Vej. Entering the fenced off areas is strictly prohibited.

Future plan - Free flow A new path will lead through the active train workshop area towards Vesterbro. A new fence will keep people out of the active workshop area at all times creating a narrow safe corridor.

Future plan - Temporary stop When trains have to move between the sub areas of the train workshop, gates will open and a temporary fence will emerge from the ground. When the train has passed the path will be reopened.

Otto Busses Vej The Belvedere route The new connection to Vesterbro

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The connection over the northern railway tracks into Vesterbro Ingerslevgade and Sønder Boulevard.

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Placement of proposed bridge over the CMC area.

ELEVATED PATH

Across the CMC area, the bridge slopes up to a five metre high elevation point, possible to traverse either by foot or on bike, as well as on wheelchair.

The bridge will support traffic to and from the central railway workshop, looking down on the metro trams being maintained below. The bridge starts and ends in an immediate surrounding of greenery, granting nice scenery no matter if just passing through or stopping in the area. Activity related to the metro maintenance will be visible, and the starting point of Kalvebod Vest will also be visible from the bridge.

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The connection over the CMC area into the southern part of the site closest to Vasbygade.

BELVEDERE BRIDGE

http://goo.gl/yJfLnd

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THE CONNECTION EAST // WEST Control tower

Less wild stretch (Narrow)

The exit (Green belt)

Wild stretch (Wide)

Sydhavn st

Fisketorvet Otto Busses Vej

The Yard Traverser Woodwork City The Belvedere Route

Kindergarden

Sydhavn

PATH ALONG THE TRACKS

Where the north-south connection mainly elevates the user, the west-east connection meanders through the railway area, where wagons and materials used to be placed. Granting access to some of the facilities within the area, it also has invites people to stop on the way for resting or enjoying the vegetated landscape. With the workshop buildings in the background, remnants of the trainscape scattered in the greenery, it provides a diverse route through the area.

Connecting Sydhavn to Kalvebod Vest, it is part of a green bike path strategy that continues all the way to Valby Syd. The stops on the way also makes

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it ideal for commuters to bike to work. Sheltered from most of the heavy traffic, it is a a pleasent alternative to the highly trafficked Vasbygade.

TRAVERSING THE TRAIN QUEUE

The green belt halfway through the area yields elements for resting and activity, such as exploring old trains, watching bicyclists passing through.

The elements scattered over the area represent the wagons which once used to rule the site.

These elements vary in dimension and function and can be everything from a small bike repair shop, to old locomotives turned into a climbing elements.

Impression of the new green Valby route linking both Valby and the project site to the inner city of Copenhagen city.

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THE TRIANGLE IN THE CONNECTION

Site used to be covered in tracks

As the final stage of the repair, wagons were temporary parked here

Nature has taken over since the area is not being used anymore

Future use where existing tracks will be showcased, elements representing the wagons and ‘unkempt’ nature which is prevalent throughout the site

AN EVENTFUL SHORTCUT

Along the west-east path is “The Triangle”, where finished wagons rested on their way to fulfil their purpose of freighting goods or people once again.

Meandering through the area, groves in between the thickness of the wilderness will appear, occasionally showing retired trains or train parts.

The purpose of this area is a densification of what is happening throughout most of the stretch, showcasing how the area once was. Layers of time and vegetation has turned this space into an area that could easily be forgotten if not rediscovered.

Travelling off-track will bring visual rewards such as old train tracks and forgotten wagons that can

be explored by the curious soul. Not just serving as a shortcut, it also makes it possible to exit on to the active parts of the central railway workshop, offering ranges of opportunities for recreation.

EXHIBITING HISTORY

The atmosphere of the area will encourage visitors to explore. Those only passing through will remember the previous logic of the place by travelling along or crossing the remaining train tracks, with forgotten trains and other elements.

Densely vegetated, peeks into the area reveal the buildings, and invite for further exploration. The old lamppost will at anytime be visible, when one is looking up. These will be a constant reminder of the function the area used to serve.

Only some rails are left embedded in concrete and lamppost rise high above the vegetation

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Wild grass

Südgelände path, Berlin

Gravel

Betula

Crataegus

Track lines still visible through tall vegetation

Bike path crossing straight railway path

Road with old tracks

Hangout

The railway path

Old tracks embedded in concrete

Bike repair ‘Quick fix’

Old train

The Valby route

Metro Service Center

1:500

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THE YARD Studios // Workshop // Office Workshop in ground floor The yard used to be filled with tracks moving spare parts around

Once the yard was a labyrinth of spare parts and wheel sets

DSB designated building Today only asphalt, a few trees and some grass surfaces are found in the yard

Future plan is to add more trees, surfaces, which highlights the direction of how the tracks once were. Raised grass surfaces to resemble stacks of materials and spare parts

A HUB OF ACTIVITY

The yard will return to being the hub of activity that it once was, with the reintroduction of the workshops. Many of the workshops originally owned by DSB has been shut down. By either selling or subletting the spaces to smaller businesses (as DSB has already done with some of their vacant workshops), a more active feel and atmosphere can be reintroduced to the area.

The buildings in the yard interior can host many different workshops, which can lead to a network of crafts flowing through and from the area. While the paths inside follow the directions of the train tracks once in the area, materials were once stacked in numerous piles all around the area. It has been attempted to repopulate the area with volumes of raised grass surfaces. The egdes of the raised grass surfaces also act as seating elements where some parts will be turned into benches.

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Narrow areas, no vegetation or tracks

Square (can also be used by the wagon workshop)

A NETWORK OF CRAFTS

Housing a wide array of different workshops, the yard could benefit from a synergy of many technical know-hows being placed throughout the area. If an idea requires more than one material or mechanical know-how, the likelihood of that knowledge being close by is could be high. Living among the historic remains of one of Copenhagen’s biggest crafts employer, the branding quality could benefit shops aiming to reflect the artisan skills that were exhibited here.

The range of skills will be reintroduced, even though the new products are not necessarily related to trains.

Old wheel sets

(Ca w

Betula

Crataegus

NY High Line

Islands Brygge

Entrance to The wagon workshop

Lawns

The locomotive workhop (CPH Venue) The boiler smithy (CPH Venue)

Train workshop (Off limits)

Studios // Workshop // Office Raised grass surface

Tunnel

Outdoor space for CPH Venue

DSB designated area Off limits Raised grass surface Arkitektur Ministeriet designated area Arkitektur Ministeriet

Raised grass surface

Raised grass surface Old heat and powerline

Parking area 2

Bike workshop

Path with old track edges Existing green space

Old wagon

Raised grass surface

New terrace for employees

Green passage through parked cars

Office // Workshop

New terrace for employees Office

Parking area 1 CafĂŠ

Existing green space Office // Hotel Square (Can also be used by wagon workshop)

Office // Studio

hop

1:500

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A

A’

A The wagon workshop

Section A-A’ 1:300 76

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Food stall / Wagon business

Old train

Raised grass surface

Path

Terrace for employees

‘Blacksmith’ Office / Workshop

A’ Terrace for employees

Path

Raised grass surface

Terrace for employees

‘The Iron storage’ Office hotel

Parking lot Multifuncitonal space

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SCENARIO I

SCENARIO II

SCENARIO III

SCENARIO IV

Currently the locomotive workshop (also known as CPH Venue) uses the big park ‘The Forest’ as its private outdoor space, when an event takes place. The park is fenced off from the general public. Since we plan on making this space public, we have designated areas within the yard which CPH Venue can use as new outdoor event spaces. These areas can fluctuate accordingly to the scale of the particular event.

SCENARIO I In this case, two smaller events can take place in both the old locomotive workshop as well as the boiler smithy. Vegetation and a raised grass surface separate the small outdoor space in two, so each event can be held without much interference.

SCENARIO II This setup shows that slighter bigger event can be kept within the corner space, which is defined by trees.

SCENARIO III For large events, about half of the parking space can be included and transformed into event space. To separate the area from the parking lot, cars should not be able to park on the second half of the parking lot. The green path, which cuts through the big area, can be used as a border.

Raised vegetation surfaces in the middle of the car park also signify a division of the site.

SCENARIO IV In case of a really big event all areas can be taken into use, taking up the whole parking lot and entrance area to the locomotive workshop.

This outdoor space can almost create the same outdoor area in terms of square meters as the indoor area.

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WOODWORKS

Old train tracks which are still on site

Small workshop sheds and wood which once was in the area

The train graveyard which until recently was on the site

Future residential area made up of houses resembling wagons

The woodworks housed many smaller sheds and places for working on carpentry related repairs, which could take place in shelter. Stacks of materials filled the area, as well as old trains that were parked for maintenance or disassembling.

In keeping the wagon volumes that were once left, it is suggested to erect 3x4x10 metre rows of houses that can accommodate young students or single family households. Being one or two stories, some of them could house small families or shared apartments. Connected by the old rails that are turned into paths, the area leads into the traverser area in the east and the fruit garden in the north. Directly south is the connection to Sydhavn,

Tiny home

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Lawn

making it ideal home for students at the nearby Aalborg Universitet. The row houses surround a small strand of self-grown trees, of which one can rest in the shade during visits or on sunny days in general. The atmosphere in the area is intended to be communal, with semi-public front porches.

These housing units are among the few strong elements that will actually serve as residences at the central railway workshop. Located next to the row houses are the old wood storage buildings could serve as studios or workshops.

The black buildings are unique to the area due to their architecture, and could be restored to house these new functions.

Sßdgelände path, Berlin

Asphalt, grass and rails

Betula

Tracks are covered by vegetation but still visible. Tall birches are also in the area

Crataegus

Gravel

Plant school // Gallery

The old apple garden

Wood workshop

Studio // Workshop Studio // Workshop

The wilderness Slighty unmanaged green space 1:500

Open space located around old trees

Studio // Workshop

Dense green area with tall old birch trees

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The Woodwork City is a new small residential area, where people live in buildings the size of wagons; these elements reflect how it used to be the final resting place for old locomotives and wagons.

An important element here is to show the views down the alley between the buildings. The overall atmosphere should resemble walking between parked trains, but adding everyday life as a new layer of activity. The big old birch trees are kept to preserve larger trees as well as to give a sense of nature taking over - when an area is left unused, plants reseed themselves and expand. An open space around these trees create a gathering point for both residents and people using the workshops and the old refurbished wood storage buildings. Within this space, a feeling of public and semi-public areas should be obtained. A large public space with smaller spaces between buildings, can act as a front or back garden for some of the residents. Being a more calm and social area, the ‘Woodwork City’ can house small families, couples as well as students.

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WOODWORK CITY

http://goo.gl/MtX78x

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B

B

Train tracks in use Plateau

Section B-B’ 1:300 84

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DSB Maintenance road

Fence

Wilderness

B’

Studio / Workshop

Road

Green square

Wagon sized homes

Path

Traverser B’

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Den Gule By j s Ve

sse o Bu

Ott

Maintenance

TRAVERSER During the peak of the workshop two traversers and many wagons were on site

Plant school // Gallery

A new double traverser has replaced the old ones. Amount of maintenance slowly depleting

Removed roof due to fire damage

Now only retired wagons are being moved around. Used as boat storage

A FLEXIBLE PROMENADE

One of the main areas for activities within the central workshop is the space around the traverser and the wagon workshop. This space still has a functional traverser, which mainly transports retired trains around in the museum storage area, which is one of the temporary uses of the old wagon workshop.

This area could be seen as a starting point for the whole transformation of the central railway workshop. A combination of a lack of activity and buildings in good shape, this site can with a few steps be taken in use and given new life.

The two main spaces, the traverser and the wagon workshop, should basically be seen as one since they are physically and historically bound together.

One simply cannot function without the other and this ‘machine’ should be preserved. The historical aspect of wagons being moved in and out of the building, up and down the traverser is an element, which will continue on in the future. The traverser shall not just be seen as a static relic of the past, but it shall take part in the constantly changing future of this area. The wagons of the past will be replaced by elements of similar size, which in this case can be: containers, offices, food wagons etc. These new ‘wagons’ will roam the area just like passanger wagons did years earlier, and the traverser will be transporting them up and down

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St. Ann’s Warehouse

Future reactivation w. food wagons, some trees and grass surfaces

Open air space

the site. On either side of the traverser, tracks are still embedded in the asphalt for trains to be moved into either the wagon workshop or the paint workshop. This area around the traverser is approximately 20 meters wide and has always been kept free of permanent structures in order to keep clear of the moving element. We propose that this ‘rule’ should be kept so we create a buffer zone around the traverser where containers etc. can be parked to create different spaces and scenarios. The main transformation of these traverser sides shall be found in the surface, where grass in some areas will replace the existing asphalt. A few trees should be added in order to maintain the flexibility of these spaces but still enough to break the long views along the walls of the workshops. Creating flexible and interlinked spaces both inside and outside, there are endless possibilities. Slight changes might occur from month to month, but over a period of years, the spaces might look completely different compared to how it started out. The space can be adjusted to the needs of the users or events and will and should therefore experience a constant change.

The traverser moves on rails in a 27 metre wide trench, which has a depth of roughly one meter.

No permanent structures can be placed here, unless they are a part of the surface. Therefore, the optimal use of the trench, when the traverser is not moving, is for activities such as ball games,

concerts, gathering of big groups or simply a big lawn where people can sit and relax as they would in a park.

Inside the old wagon workshop, clusters of the before mentioned elements can be placed to create small environments within the big environment. These small sub-areas can vary in size to accommodate everything from clusters of studios and offices to large areas for events, fairs and concerts. Placing the structures in the building also directs where the main flow of people should be and in this way, smaller semi-public areas can be created. The wagon workshop is mainly a large open space (currently divided up with temporary walls due to different activities) a bit more than six meters high at the lowest part of the ceiling structure. This height gives the opportunity to have two containers stacked on top of each other. However, on both ends of the workshop is a two story building which used to have smaller offices, administration, toilets and other amenities.

These structures might as well keep their function and accommodate new administrations and maintenance space for employees of the workshop.

The old paint workshop, which was damaged by fire in 2007, will be made safe for usage by removing the damaged roof. This space, however will be less flexible due to the vegetation, which will be part of the building’s future activity.

Asphalt, grass and rails

Container offices

CPH Street Food

The traverser is mainly grass surface with trackembedded asphalt on the sides

Removed fence Train workshop No access Two story part of the workshop Administration // DSB

Less crowded space More permanent elements

New grass surfaces

Offices // foodstall // studio

Traverser trench

to New line of trees

More crowded space Street concerts

Moveable elements

New line of trees Functional traverser Event space

Areas to relax on grass

Food wagon

Traverser power line Existing tree

Two story part of the workshop OTTO BUSSES VEJ 87

C

C

The fruit garden

Road

Section C-C’ 1:300 88

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The Painters Garden Orchard // plantschool // gallery

C’

Path Multifunctional

C’ Traverser trench Multifunctional

Public multifunctional space

The wagon workshop

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Between the wagon workshop and the traverser, a 20 metre wide space with tracks are located.

Throughout time, this space has been used as a temporary stop between the indoor and the moving traverser. This long thin stretch can be used as a multifunctional space, where elements like food wagons or vegetation can divide it into smaller segments. Having a one metre drop to the traverser trench, a feeling of a promenade is created. Depending on the setting, the space can be adjusted and e.g. host one-day events like food or flea markets. Depending on what the indoor space accommodates, the outdoor space

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can be adjusted accordingly. If a larger company event is taking place inside, containers can be rolled into place. By adding some plant boxes, a smaller private outdoor space can be arranged.

By adding grass surfaces on this currently asphalted area, smaller areas for passive recreation is created, while giving another element to the area. Permanent structures within this area are kept to a minimum in order to retain the spatial flexibility of with moving structures like wagons and containers etc. In the lowered traverser trench, the existing grass surface opens up for opportunities for a flexible space as well. One day the space

can act as a small football pitch, and the next day, yoga exercises can take place. Structures, which are added to the traverser trench, must be able to be removed, since the traverser still operates and levitates just over the grass. On the opposite site of the traverser, another 20 meters wide space is designated to the same kind of flexibility aforementioned. All in all, the areas around the traverser and wagon workshop give opportunity for both active and passive recreation.

TRAVERSER - DAY

http://goo.gl/5O5J0e

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In the evening and at night time, there are also endless opportunities to use the traverser space.

The lowered area in the visualisation acts as a frame for an open-air movie night. The traverser can then be equipped with a large screen with food trucks and wagons on the asphalted surfaces. Just as during a daytime event, multiple events might still take place even after nightfall.

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TRAVERSER - NIGHT

http://goo.gl/ QFmVCe

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SCENARIO I

SCENARIO II

SCENARIO III

SCENARIO IV

FLEXIBLE SPACES As mentioned earlier, the wagon workshop has the potential of being a multifunctional space. With the before mentioned elements, e.g. movable containers, it yields endless opportunities to transform the interior and exterior as the users of the wagon workshop please. Depending on the arrangement, the indoor spaces can have a corresponding outdoor space. Towards the traverser, almost all tracks have matching ports (24 of 26), which can connect these two spaces.

Towards the east, only three ports give access to the yard, and the interaction towards the east is not as great as to the west. In spite of these few entry points, some of the indoor spaces can be linked to the yard to create a flow through the whole building.

Being 70 meters wide and 160 meters long, this gigantic indoors space has the opportunity to house many different types of spaces without mutual interference. Offices and workshops can coexist together, creating a crowded street food atmosphere.

The diagrams on the left show a small selection of the opportunities the wagon workshop can provide. Each colour represents a different use of space and the corresponding outdoors space.

SCENARIO I

This option displays a mixture of open public spaces, while also hosting small more private spaces. The blue, brown and red areas are the smaller areas, which are not related or only indirectly relate to the surrounding areas. These could be small offices, workshop areas or a small administration for the larger adjacent space. The yellow and green spaces are bigger spaces which can be transformed on a daily basis and also relate to both sides of the building.

SCENARIO II

Like scenario I, this setup splits the area in bigger and smaller spaces. This setup, however, uses more wagon elements. Here, the blue and red areas represent an office collective. The yellow area is a venue space - hosting both bigger parties and markets. The green space is inspired

by Copenhagen Street Food, where a lot of food trucks - in this case food wagons - are creating narrow streets of shops with small squares within it. Having access point on both sides of the building, it creates a flow and maybe a shortcut through the workshop area.

SCENARIO III

This setup gives the possibility of creating four large wall-to-wall spaces with a small amount of containers. Depending on the customer needs, the wagon workshop can be adjusted accordingly.

This setup can be absent of office containers, but rather suit the needs of a big space such as food and drink stalls and wardrobes in case of a concert or conferences.

SCENARIO IV

This scenario is similar to the setup in Scenario I. The difference here is a more diagonal setup of the elements creating spaces that are more triangular.

The wagon workshop can be arranged in a way so a space can have fewer openings towards the traverser allowing a small space with full outdoor access to be established.

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Around the old porter house and the old paint workshop, a slightly different atmosphere is created. It builds to some degree upon the element of the fruit garden (The apple garden), which is the garden of the porter residence.

The vegetation here is unlike the rest of the area (except for the ‘The Forest’ next to the locomotive workshop) more designed and planned out. The trees have been chosen to create a garden feel and these species will also be added into the paint workshop. The paint workshop was victim of a fire in August 2007, and part of the roof is now gone or deemed unsafe. In order to reactivate the building, we propose to remove the damaged part of the roof while keeping the outer walls as a framework inspired by St. Ann’s Warehourse in Brooklyn, New York. In this new space, trees can

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be planted emphasising the idea of ‘nature taking over’, but in a more structured way. Using fruit trees also links up to the existing vegetation in the garden west of the building.

The indoor-outdoor feeling is less divided giving opportunity to have events in the space as well as a lot of vegetation. The space could act as a small plant school where the adjacent building could be the office or classrooms needed.

This area is the first area one will experience when arriving from the access tunnel under Enghavevej.

It is therefore the natural welcoming area of the central railway workshop. This particular corner of the site will be more polished - also matching ‘Den Gule By’ just across Otto Busses Vej. Visitors will then experience a change in vegetation where it will go from a controlled state to a more wild state.

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Quick model of the area in 1:2000. Ă…urpose is to show height of buildings and vegetation.

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Adding a names and historical layer to the model. Planephotos from 1944 added to foil.

Colouring the sides of the workshop building to make them stand out from the rest.

Experimenting with buildings in the triangular area towards the CMC-area.

The Wagon workshop model in 1:250.

View inside the Wagon workshop. Just like in real life, the sawtoothed roof and windows let indirect light in.

The wagon workshop has a huge internal space. Pillars are missing due to it being a working model with different inserts.

The outdoor space between the workshop and the traverser. A test slate with 100 scale figurines have been added to test the density of the site.

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Testing out different solutions of buildings at the ‘Woodwork City’.

Adding squares and paths in this new district.

Experimenting with different types of building typologies. Here: Double container-size.

Experimenting with different types of building typologies. Here: Bakkehusene-size.

Working model to experiment with the amount of elements within the Woodwork City.

Here only with one layer of buidlings. 62 blocks.

Similar working model with an extra 50%. Two layers and 93 blocks.

The final layout of buildings at the Woodwork City.

The three working models next to each other.

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CONCLUSION

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CONCLUSION SUMMARY

when they have owners still alive, who care for the area.

“How can the characteristic buildings and green spaces as industrial heritage help shape a unique new district in Copenhagen, having live industry coexist with a mix of housing, recreation and new businesses?“.

Thirdly, Copenhagen municipality wishes for its citizens to perceive the city as more green. Access to this oasis might grant just that. By emphasizing the existing plantations, and expanding upon the self-grown vegetation within the area, the potential of the green isolated oasis is brought for the many to enjoy. Besides the expansion of the greenscape, the wish for an improvement on the green infrastructure of the city provides reasoning for including the central railway workshop as a part of the urban nature strategy. These three strategies are a way to establish the central railway workshop as a new mixed district in Copenhagen, focusing on heritage, urban greening and access.

The aim of this thesis was to answer the question

In this report it is answered by three key strategies.

Firstly, by anchoring the area firmly to the neighbouring areas, the potential of its proximity to the heart of Copenhagen can be realised. This is done by installing two new bridges, connecting it to the neighbourhoods in the north and south of the central railway workshop, adding a two-lane bike path and a pedestrian path. Additionally, a bike path connecting Sydhavn and Kalvebod is included in the design proposal, offering a passage way more calm and secure than the heavily trafficked Vasbygade. By adding this infrastructure it fulfills the wishes of Copenhagen municipality’s aim for more green bike paths and furthers the share in green traffic.

Secondly, finding a sustainable way to transform and reprogram the site by suggesting elements for transformation and drawing upon the central railway workshop’s internal logic to activate the site’s potential for future activities. Retrofitting the buildings that support the systemic structure in the area is preferred to building something new. In this design proposal, it is found that a trackscape and a greenscape can provide a strong logic for organizing the site, as the existing tracks tell the story along with the buildings of what once was.

The interior reflects past usage by craftsmen of many different branches that used to work in the area. The entire history is relevant as active railway industry is still found within the area, with DSB to this day still managing trains in their workshops.

According to new heritage definitions from the Faro convention, heritage sites are most valuable

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DISCUSSION

Throughout the making of this thesis, the importance of the heritage elements has been apparent. A case study could have explored similar areas and the results of their transformation, adding depth and weight to the proposed design.

Management of storm water has been left uncovered in this report. Storm water has become a new normal to include in projects, especially in Danish context, but has be covered in a more encompassing thesis. The flat terrain and the proposed amount of green surfaces increases the likelihood of water being treated onsite due to increased percolation, and according to the climate adaptation maps from Copenhagen municipality, first water issues will be from 100year storm floods from the sea in 2110.

In the design process, VR technology could have been used more actively. In this thesis, VR has been used mostly for presenting finished areas of the project. However it could have served an equally beneficial role in the design process itself.

One of the major benefits of VR is the ability for the

wearer to become immersed in the surroundings and relate to the scale of the objects in the immediate vicinity. It could therefore, and probably will, change the way projects are made, as the final result can be explored before its realisation.

With a degree of detail made available by today’s rendering technologies, it seems like only the sky is the limit with the new tools presented. But there will most likely always be a need for traditional design tools.

PERSPECTIVE // FUTURE

During the writing of this thesis, a number of news related to the site came to out attention. Den Gule By went up for sale; Kalvebod Vest entered a consultation period for planning a landscape strait heading towards the central railway workshop.

Furthermore, this year’s architectural festival was held with the central railway workshop as the backdrop. Even though it is set for future planning after 2020, it is clear that the outside city is encroaching on the area, whether the planning is set in place or not. As it is clear that the area is becoming more apparent in the public mind, it is necessary to control the development of the site more, or it may go in a direction that does not achieve its full potential.

One of the biggest uncertainties is how the public will use the area. If no one uses the area now, it is hard to see the benefits of establishing something now that might not be used in the future. But in general, just by opening up an area to the public, it will often be used in ways that was never planned for. And by continuing transformation of its programming along with the transformation of its users, the central railway workshop is much more likely to adapt to change and become a hub of activity that invites the city in as its owners, adding new layers of heritage in the process.

BIBLIOGRAPHY BOOKS

ARTICLES

PICTURES

Astrup Frandsen, Lise (2007) Af Banen!: KBH, Dansk Jernbane-Klub, 2. Udgave

Riedel, Flemming (1991) Ørestad eller Baneby?

Kampen om projektet, Boligen

Braa, Ellen (2015) Beauty Redeemed. Recycling Post-Industrial Landscapes, IKAROS Press, Risskov

ONLINE RESOURCES

p. 11 - GIS extract from COWI p. 15 - Aerial photo supplied by Dragør Luftfoto ApS/Kjeld Madsen p. 17 - Satellite photo from Geodatastyrelsen p. 19 - Satellite photo from Geodatastyrelsen p. 22 Aerial photo supplied by Dragør Luftfoto ApS/Kjeld Madsen p. 25 - Topleft picture by Google Streetview p. 27 - Row 2, 3rd picture.

Photo by Troels Bak Wahlgreen p. 29 - Historical photo by Kurt Otzen p. 34 - Historical photo by Gunnar W. Christensen p. 35 - Sketch by Henry Hansen (in ‘Den gule By’) p. 38 top-left Dansk Jernbanemuseum top-middle Dansk Jernbanemuseum top-right Dansk Jernbanemuseum middle-left Dansk Jernbanemuseum middle Unknown. from ‘Af Banen!’ middle-right Dansk Jernbanemuseum buttom-left Dansk Jernbanemuseum buttom-middle Gunnar W. Christensen buttom-right Unknown. from ‘Af Banen!’ p.39 top-left Dansk Jernbanemuseum top-middle Michael Varming top-right Gunnar W. Christensen middle-left Michael Varming middle Unknown. from ‘Af Banen!’ middle-right Gunnar W. Christensen buttom-left Michael Varming buttom-middle Michael Varming buttom-right Unknown. from ‘Af Banen!’

Riesto, S. & Tietjen, A. (2016) Chapter 12 - Doing Heritage Together - New Heritage Frontiers in Collaborative Planning, in Guttormsen, T.S. & Swensen, G., Heritage, Democracy and the Public, Nordic Approaches, Ashgate Publishing Limited, Surrey Fairclough (2009) New heritage frontiers, in Council of Europe, Heritage and beyond, Council of Europe Publishing, Strasbourg Kulturarvsstyrelsen & Realdania (2005) Kulturarv er en værdifuld ressource for kommunernes udvikling, Kulturarvstyrelsen og Realdania, Copenhagen Poulsen, John (1997) Byens Baner. Jernbanen i København i 150 år, bane bøger, Smørum Willer, Tine (2010) Den Gule By: Kbh.: Dansk Jernbane-Klub

MUNICIPAL DOCUMENTS Københavns Kommune (2015), Bynatur i København, Copenhagen Købehavns Kommune (2015), Københavns Kommuneplan 2015, Copenhagen Københavns Kommune (2016), Københavns Kommunes Træpolitik, Copenhagen Københavns Kommune (2015), Københavns grønne cykelruter, Copenhagen Købehavns Kommune (2012), Lokalplan 433-1, Copenhagen Købehavns Kommune (2015), Lokalplan 462-1, Copenhagen Købehavns Kommune (2016), Lokalplan 485-1, Copenhagen Købehavns Kommune (2015), Lokalplan 494, Copenhagen Københavns Kommune (2015), Nøgletalsrapport for København 2015, Copenhagen Københavns Kommune (2015), 1.9 Værdifulde kulturmiljøer i København, Hovedbanegården 2015, Copenhagen Københavns Kommune (2015), Årlig handlingsplan for Carlsberg, Copenhagen Københavns Kommune (2015), Årlig handlingsplan for Sydhavn, Copenhagen Københavns Kommune (2015), Årlig handlingsplan for Valby Syd, Copenhagen Københavns Kommune (2015), Årlig handlingsplan for Ørestad, Copenhagen

all links were accessed August 4th, 2016 Eriksen, H. (1999) Københavns Havne I, SV Folkeblad, issue 11 [online]. Available at: http:// www.sydhavnenshistorie.dk/?page_id=516 Isaac, Joseph (2016) ‘Step into a new world Virtual Reality VR’ <https://www.completegate.com/2016070154/ blog/virtual-reality-explained#vrdef> Københavns Kommune (2014), Kreative zoner <https://kp15.kk.dk/artikel/kreative-zoner> Københavns Bymuseum (2008) “Vedr. lokalplanforslag “Otto Busses Vej” <http://docplayer.dk/5005402-Koebenhavnskommune-teknik-og-miljoeforvaltningen-centerfor-bydesign-njalsgade-13-2-3-sal-postboks447-1505-koebenhavn-v-koebenhavn-d-12-122008.html > Kulturministeriet, 25 fantastiske industrier - part 13: Jernbanen KBH-Korsør <http://www.kulturarv.dk/fileadmin/user_upload/ industriensminder/PDF-guides/13Jernbanen_ Kor2_01.pdf> & <http://www.kulturarv.dk/fileadmin/user_upload/ industriensminder/PDF-guides/13Jernbanen_ Kor2_01.pdf> Pedersen, E.V., Centralværkstedet <http://evp.dk/index.php?page= centralvarkstedet-kobenhavn> Pedersen, E.V., Maskindepot Gb, København <http://evp.dk/index.php?page=maskindepotgb-kobenhavn>

p. 40 - GIS extract from COWI p. 43 - GIS extract from COWI p. 45 - GIS extract from COWI p. 57 - ‘Wagon’. Photo “Trainyard” by gwapo79 <http://gwapo79.deviantar t.com/ar t/Trainyard-324596982> p. 57 - ‘View’. Photo ‘Train Yard HDR’

by Mark Esguerra <http://www.themarkeworld.com/glendale/trainyard-hdr/> p. 74 - NY Highline by Mike Peel <https://commons.wikimedia.org/wiki/File:High_ Line,_New_York_2012_20.jpg> p. 80, 86 - Light rail

by Generale Costruzioni Ferroviare S.p.A. <http://www.generalecostruzioniferroviarie.com/ en/our-work/urban-transport/metro-tram> p. 72 - MuvBox by Ædifica architecture <http://m.aedifica.com/en/projects/retail/ muvbox> p. 72, 80 - Wild grass by Dale Hodgins <https://permies.com/t/16580/plants/wild-grasshuge-seeds> p. 80 - Joshua Tree by Hangar Design Group <http://design-milk.com/joshua-tree-by-hangardesign-group/> p.86 - CPH Street Food by Cecilie Lind <http://cecilielind.com/cant-believe-it/> p. 86 - Photo of St. Ann’s Warehouse by John Hill <https://www.flickr.com/photos/archidose/ 26284058323/in/dateposted-public/> p. 86 - Kunststad by Ronald Tilleman <http://www.evadeklerk.com/kunststad/> All other pictures in this thesis belong to Jesper Hesselholdt and Troels Øgaard Madsen OTTO BUSSES VEJ 103

The inside and outside united in one frame

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