Bury the Tracks cancelling the city division with villages

...The Dissertation...

BENVGHE6

Bury the Tracks

cancelling the city division with villages

University College London MA Architecture and Historic Urban Environments Research Led Design 20 September 2017 Michail Polyzos - 16121613 Tutor:Peter Bishop

...bury the tracks_cancelling the city division with villages

...001.2021.0202.0019

...

p. 2...

p. 3...

...

Bury the Tracks

“Railway termini are our gates to the glorious and the unknown. Through them we pass out into adventure and sunshine, to them, alas! we return.�

E. M. Forster

...001.2031.0203.0019

...bury the tracks_cancelling the city division with villages

cancelling the city division with villages

03

...pp. 33-47

...

...pp. 11-31

...Table of Contents

...pp. 4-5

...Introduction

...pp. 7-9

...Historic Background

...First Steps of the New Capital ...The Railway Stations and Tracks Area ...Urban Expansion around the Railway Tracks ...Current State of the Railway Tracks Area ...Kato Patisia-Aghios Pavlos ...Metaxourghio-Eleonas-Kerameikos ...Kolonos-Plato’s Academia ...Kolokinthous ...Sepolia

...Site Allocation

...Geographic Identification ...Social Identification ...Neighbourhood Connectivity ...Opportunities Identification

04

...Burying the Tracks

...Urban Village ...Street Pattern Analysis ...Piraeus, Athens, Greece ...Las Vegas, NV, United States of America ...Central Athens, Greece ...Psychico, Athens, Greece ...Edinburgh, Scotland, United Kingdom ...Tel Aviv, Israel ...The New Urban Layer ...Linear Park ...Pin-Wall Modules

05 06 ...001.2041.0204.0019

... p. 35 ... p. 37 ... p. 39 ... p. 43

...pp. 49-99 ... p. 53

... p. 62

...Conclusion

...pp. 101-105

...References

...pp. 107-115

...Bibliography ...List of Figures

07

... p. 13 ... p. 21 ... p. 23 ... p. 25

...Appendix

...Appendix A ...Appendix B ...Appendix C

... p. 109 ... p. 113

...pp.117-125 ... p. 119 ... p. 121 ... p. 124

...table of contents

p. 4...

00 01 02

...001.2051.0205.0019

...table of contents

...Table of Contents

00

p. 5...

...

...001.2071.0207.0019

...Introduction

01

p. 7...

...introduction

...001.2081.0208.0019

...

p. 8...

...001.2091.0209.0019

...introduction

In many cities around the world, strong infrastructure lines were used or were rendered, with the passage of time, to apparent division lines of the urban fabric and community cohesion. This fact was, and still is, persisting to this day turning the tracks into iron barriers of either class, race or social status. A number of these lines are still standing as a reflection of discriminatory policies and treatment, but also of the power of infrastructures themselves to segregate, giving the ground to epithets like; “the other/wrong side of the tracks” to emerge1.

Therefore, the relation between strong linear infrastructures and community composition/allocation is searched out. In other words, this study questions whether the tracks entail an urban division, or if other factors are of greater importance for the aforementioned inequality.

Furthermore, in a next step, an effort is being made so as to invert this standing condition. Ultimately, this research will culminate to a method which could piece together the two sections of the city. Namely, the barrier of the rail tracks that constitutes a severing line drawn to the city; would be turned into a stitching line that would bring the communities on both sides together, through a sequence of nodes placed along the curve. The stitching line could, also, assist to the uplift of the existing fabric according to the ever-changing needs of a modern city, or the future city to come.

The network of the Greek national railway tracks and stations in Athens is chosen as case study. It was selected as the case study, because its establishment took place in a tabula rasa condition. On the grounds that the site was formerly agricultural fields; there was no historical precedent for the occupiers to develop from and, therefore, the development and the use of the surrounding area will be solely based on spatial and social factors. Thus, the analysis and research of the current and previous states of the area will provide a more impartial and secure outcome on what leads to the “two sides” of the tracks.

1. Badger, E. and Cameron C., (2015) How railroads, highways and other man-made lines racially divide America’s cities. [Online] The Washington Post. Available from: https://www.washingtonpost.com/news/wonk/wp/2015/07/16/how-railroads-highways-and-other-man-made-lines-raciallydivide-americas-cities/?utm_term=.acccad2c7bd0 [Accessed 13.06.2017]. p. 9...

...

Introduction...

...First Steps of the New Capital ...The Railway Stations and Tracks Area ...Urban Expansion around the Railway Tracks ...Current State of the Railway Tracks Area

...Kato Patisia-Aghios Pavlos ...Metaxourghio-Eleonas-Kerameikos

...Kolonos-Plato’s Academia ...Kolokinthous ...Sepolia

...001.20111.02011.0019

...Historic Background

02

p. 11...

...

p. 12...

nu

o et

e Av

Pir

a

s eu

Administration Centre [Palace, Ministerial Buildings]

Comme r Centre cial

Barracks Industrial Uses

rt Po

Excavation Area Botanic Garden

First Athenian Masterplan composed by Stamatios Kleanthis and Edward Schaubert (source: Kleanthis, S. and Schaubert, E., (n.d.) Kleanthis-Schaubert Plan.

[Drawing] In: Καρύδης [Karidis], Δ., (2006) Τα επτά

βιβλία της πολεοδομίας [The Seven Books of Urban Planning]. Athens: Παπασωτηρίου [Papasotiriou Publications], p.29.)

...historic background

...001.20121.02012.0019

Acropolis Hill

The choice of Athens as the capital of the newly established Greek state was not a simple matter, since several cities (among them Nafplion, Corinth, Ermoupolis) strove to claim this title. Kapodistrias, the first Greek governor, received strong and persistent coercion from the representatives of each side.

However, with the arrival of the Bavarian prince and the first king of Greece, Otto (1833-1862), the scales swayed in the direction of the idealistic perspective of the Munich Court. Eventually, the will of Otto’s father, the Bavarian culture and art enthusiast ruler Ludwig I, to offer to the forgotten city of Athens a magnificent revival worthy of its rich historical and cultural history; was carried out. This decision was ratified by the signing of the Royal Decree of 29th June 18332.

The first plan of the capital, was commissioned to the architects Stamatios Kleanthis and Edward Schaubert; and its composition began in 1831, before even the ratification of the capital allocation. The proposal of the two designers was describing a city that would be developed in the north of the archaeological complex of the Acropolis hill, and in immediate vicinity with it. In addition, it was considered significant to highlight and maintain the historical treasure of the Acropolis hill and therefore extensive excavation and conservation works were part of the masterplan in order to showcase the historicity that this area bore. The main idea of the proposal was a triangular road grid, with a set of a monumental square and important public buildings on each of the tips. The intentions conveyed by this plan were the clean geometries; as neoclassicism demands, symmetry and monumentality; attributes that are apparent by the plans.

Although, despite the integrity and the urban planning rationalism of the plans, the proposal was never implemented predominantly due to its incoherency as far as the prospects of growth of the pre-existing settlement are concerned. In addition, as it turned out immediately, it was extremely difficult to apply its faithful implementation3.

...001.20131.02013.0019

...historic background...first steps of the new capital

...First Steps of the New Capital

2. Μπίρης [Biris], Μ., (2003) Αθηναϊκή Αρχιτεκτονική 1875-1925 [Athenian Architecture 1875-1925]. Athens: Μέλισσα [Melissa Publications] [In Greek].

3. Μπίρης [Biris], Μ., (2003) Αθηναϊκή Αρχιτεκτονική 1875-1925 [Athenian Architecture 1875-1925]. Athens: Μέλισσα [Melissa Publications] [In Greek]. p. 13...

...

Historic Background...

... ...historic background...first steps of the new capital

p. 14... ...001.20141.02014.0019 4. Καρύδης [Karidis], Δ., (2006) Τα επτά βιβλία της πολεοδομίας [The Seven Books of Urban Planning]. Athens: Παπασωτηρίου [Papasotiriou Publications] [In Greek].

5. Πάσχος [Pasxos], T., (2012) Τα Παλαιά Ανάκτορα [The Old Palace] [Online] BlogSpot. Available from: http://history-pages.blogspot.co.uk/2012/04/blog-post_24.html [Accessed 18.08.2017] [In Greek]., and Φιλίστωρ [Philistor], I., (2012) Η ανέγερση και η Ιστορία του κτηρίου της σημερινής Βουλής των Ελλήνων (1836- ) [The erection and the history of the building of the present Greek Parliament (1836-)] [Online] Θέματα Ελληνικής Ιστορίας [Greek History Issues]. Available from: http://www.istorikathemata.com/2012/11/history-of-the-building-of-Greek-parliament.html [Accessed 18.08.2017] [In Greek].

The outpouring of the affected interests –which culminated with opening of the first streets– and the complexity of the issue of compensations –which unconditionally exploited the interest of the “upper class” of the time–; led to the conversion of the plan, in 1834, elaborated by the architect of Munich and royal secretary Leo von Klenze, limiting it from his original grandiose scale to a practical but obviously short-cut variation4.

However, once again the new masterplan of the city of Athens caused a series of hostile reactions, this time by the nobility of the city. The main point of disagreement was the palace complex allocation. Klenze’s plan delineated that the complex would be placed at the area of Kerameikos; a piece of land which has been obtained by numerous prominent individuals at the time. The need of the amendment of the plan was apparent, therefore, in 1835, Friedrich von Gärtner composed the relocation amendment and the plans of the new palace complex, which was suggested to be placed at the eastern end of Ermou St5.

opposite... Gärtner amendment������������������������������������� (source: ��������������������������� Gärtner Plan��������������� , (n.d.) photograph [Online]. Available from: http://2.bp.blogspot.com/-cEuImEjmUu8/TfhFDHqjNCI/AAAAAAAACoQ/BS1sAmu2F2k/s1600/plaza.

JPG [Accessed 10.09.2017].)

...001.20151.02015.0019

p. 15...

... ...historic background...first steps of the new capital

above... Klenze Plan (source: Klenze, L., (n.d.) Klenze Plan.

[Drawing] In: Μπίρης [Biris], K., (2005) Αι Αθήναι, από του 19ου εις τον 20ον αιώνα [Athens, from the 19th to the 20th century].

Athens: Μέλισσα [Melissa Publications], p. 38.)

...

“In 1841, the Municipality of Athens took the decision to proceed to the construction, towards the Ancient Athenian Mpatis Municipality, of a street which is going to perpetuate the place name Patisia. The survey and the relative study was commissioned to the engineer Mpeis, who designed the segment from Sofokleou St. to Stadiou St. 12meters wide, while until Stournari stream 14 metres wide.”6

In other words, it is apparent that a commercial cut, as Athinas St. was from its inception, from one hand it concentrated the small craft industry of the surrounding areas. On the other hand, it was organising and reproducing the division between the bourgeois and the lower strata, creating this topographic distinction that was the base for the city to come7.

The coming years until the end of the 19th century, it is apparent that the expansion of the urban fabric from both ends, east and west, was happening with almost similar rates. The common characteristic of the urban expansion in both ends was that it happened in an unmonitored and rampart way –around the area of Plato’s Academia and the current area of the railway stations was illegal as well, an attribute that to a large extend survived until today–.

An effort to organise and plan the largely and quickly growing city of Athens was attempted indirectly during the last quarter of the 19th century, by Charilaos Trikoupis8. During Trikoupis’ premiership a series of important public infrastructure works were established across the country, marking also the first steps of the industrialisation of Greece. Some of them include the establishment and the improvement of the goods and people transportation networks, in country and city scales, the financial support and establishment of the underdeveloped at the time Greek heavy

...historic background...first steps of the new capital

p. 16...

6. Μπίρης [Biris], K., (2005) Αι Αθήναι, από του 19ου εις τον 20ον αιώνα [Athens, from the 19th to the 20th century]. Athens: Μέλισσα [Melissa Publications] [In Greek].

7. Καρύδης [Karidis], Δ., (2006) Τα επτά βιβλία της πολεοδομίας [The Seven Books of Urban Planning]. Athens: Παπασωτηρίου [Papasotiriou Publications] [In Greek]. ...001.20161.02016.0019

This final major masterplan amendment finalised the starting formation of the city of Athens, through which the reproduction of a particular composition is ensured, until the 1850s. The city presents and reproduces a polarized condition between the administration/state operation/bourgeois support from one side, and the basic production processes of the lower social strata on the other side. This division is easily represented topographically as primary differentiation in eastern and western sections of the city, with Aiolou and Athinas Streets being the separation axis of the two. The aforementioned axis was strengthened with the extension of Aiolou St. beyond Omonoia Sq., as Patision St.

...001.20171.02017.0019

Charilaos Trikoupis (source: Charilaos Trikoupis, (n.d.) photograph [Online]. Available from: http://s. kathimerini.gr/resources/toolip/ img/2014/11/14/header.jpg [Accessed 02.09.2017].)

8. Charilaos Trikoupis (11 July 1832 - 30 March 1896) was a Greek politician and Prime Minister.

He was one of the most important figures of the political scene of Greece, from 1875 to 1894, taking the post of prime minister seven times in total and ruled the country for nearly 10 years.

In his last governmental period, he was unable to cope with the financial obligations he had made against foreign lenders, resulting in the bankruptcy of Greece with the historical phrase “unfortunately we have been bankrupt”. He was the Prime Minister of Greece for the following periods: _27 April 1875-15 October 1875, where he established the Principle of Majority _21 October 1878-26 October 1878 _10 March 1880-13 October 1880 _3 March 1882-19 April 1885 _9 May 1886-14 October 1890 _10 June 1892-3 May 1893 _30 October 1893-12 January 1895, when Greece bankrupted during his premiership

9. Μαρκεζίνης, Σ. [Markezinis, S.], (1973) Πολιτική Ιστορία της Συγχρόνου Ελλάδος [Political History of Modern Greece] vol. 1-4. Athens: Πάπυρος [Papyrus Publishing] [In Greek].

p. 17...

... ...historic background...first steps of the new capital

industry and a series of land reclamation works9.

Through these works it was attempted to limit and organise/zone the city expansion, but due to a series of reasons the effort was never fully completed.

The enhancement of the transportation networks included the establishment of the inexistent at the time national railway network and the expansion of a better national road network in order to facilitate the goods and people transportation, across the nation.

In order to accomplish the aforementioned; a series of supportive infrastructure was conducted, including the drainage of Copaid Lake, the opening of the Corinth Canal etc.

...001.20181.02018.0019

...

p. 18...

p. 19... ...001.20191.02019.0019

...

map of Athens, 1881 (source: Karten von Attica, Kaupert, J.A., (n.d.) map photograph [Online].

Available from: http://athensopenmuseum. com/chartes-tis-attikis-tou-kaoupert-to-athinaiko-pedio-sta-teli-tou-19ou-aiona/ [Accessed 12.08.2017].)

...

p. 20...

Peloponnese Station (source: Peloponnese Station, (n.d.) photograph [Online]. Available from: https://c1.staticflickr.com/4/3845/15 031029548_5073d86ed3_b.jpg [Accessed 04.09.2017].)

...historic background...the railway stations and tracks area

...001.20201.02020.0019

Larissa Station (source: Larissa Station, (n.d.) photograph [Online]. Available from: https:// upload.wikimedia.org/wikipedia/commons/ thumb/d/de/Athens_central_railway_station. jpg/800px-Athens_central_railway_station. jpg [Accessed 04.09.2017].)

...001.20211.02021.0019

The area around the railway stations was originally a rural area, which was in short distance from the then business, administrative and commercial centre of Athens. That was the main reason that this specific area was chosen as the site for the railway network starting point. In addition, the proximity with the westernmost half of the city where the lower social strata and the labourers of the capital were mainly located. Therefore, a railway station which entails the establishment of the heavy industry of the capital was ably located close to the labour force that would man and operate the latter10. Ever since the establishment of the railway network the main characteristic of the area was, and still is, the fact that the residence coexisted with commercial, craft and administrative uses, which were developed in relation to the roads that cross the area.

The national network was divided into two evident sections; the southern part of the country, which would be serviced from Peloponnese Station and the northern part of Greece, which would be serviced from Larissa Station.

The Peloponnese Station was built between 18821889 based on plans of a group of French engineers.

However, the complex acquired its final form between 1912-1913, according to the design composed by Ernst Ziller, where its characteristic domes replaced the roof11. Today, the building remains relatively intact, since all the exterior openings have been preserved, the decorative details of the 19th century are still unchanged and the most drastic intervention was the addition of the second residence of the inspector on the second floor.

Larissa Station was built in 1910 and is the main railway station in Athens. In 1951, the new two-storey building was added to its right-hand side, which hosts administrative functions, on ground-floor level, and a runway for passengers’ exit. In addition, the perimeter gallery was constructed and several doors were turned into windows, resulting in the undoing of the station12.

10. Χαβδούλα [Chabdoula], E., (2013) Σταθμοί και Πόλη Σταθμός Λαρίσης [Stations and City Larissa Station]. Dissertation (BArch), National Technical University of Athens [In Greek].

11. Λαμπαδιάρη [Lampadiari], Α. and Σπάθη [Spathi], Θ., (2014) Τερματικός Σταθμός: Αγορά Ελληνικών Προϊόντων στο Σταθμό Λαρίσης [Terminal Station: Purchase of Greek Products at Larissa Station]. Final Major Design Thesis (BArch), National Technical University of Athens [In Greek].

12. Χαβδούλα [Chabdoula], E., (2013) Σταθμοί και Πόλη Σταθμός Λαρίσης [Stations and City Larissa Station]. Dissertation (BArch), National Technical University of Athens [In Greek]. p. 21...

... ...historic background...the railway stations and tracks area

...The Railway Stations and Tracks Area

... right top... Tobacco Factory (source: Tobacco Factory of Athens, (n.d.) photograph [Online]. Available from: http:// www.eie.gr/archaeologia/gr/layout/images/mnimeia/zoom/ KAPNERG1989.jpg [Accessed 02.09.2017].)

left middle... Atlas Factory (source: Atlas Factory, (n.d.) photograph [Online]. Available from: https://athens.indymedia.org/ media/old/dsc07395.jpg [Accessed 02.09.2017].)

right middle... Petalouda Factory (source: Petalouda Factory, (n.d.) photograph [Online]. Available from: https://oikologicarodiaka.files.wordpress.com/2011/11/cair_03-02-2011-31. jpg?w=640&h=426 [Accessed 02.09.2017].)

left bottom... Botrys Factory (source: Botrys Factory, (n.d.) photograph [Online]. Available from: https://ipop.gr/wpcontent/uploads/2014/06/botrus-ipopgr-1.jpg [Accessed 02.09.2017].)

right bottom... Petalouda Factory (source: Petalouda Factory, (n.d.) photograph [Online]. Available from: http://textile. chem-net.gr/wp-content/uploads/2014/04/aigaion-02.jpg [Accessed 02.09.2017].)

...historic background...urban expansion around the railway tracks

p. 22... ...001.20221.02022.0019

left top... Gasworks Factory (source: Gasworks Factory, (n.d.) photograph [Online]. Available from: http://www.characters. gr/images/stories/1487360537_gazi-ergostasio-sinthima.jpg [Accessed 02.09.2017].)

The westernmost part of the city of Athens had a rather rapid expansion and development and until the end of the 19th century was one of the dignified areas of the capital, since it was the most privileged part of it based on Klenze’s city-plan. However, the relocation of the palace complex deprived of this area its excellent development prospects. Almost 15 years later, a second element was added, with definitive more negative consequences: the establishment of an EnglishGreek silk processing industry, in the current Millerou and M. Alexandrou St. position, the building of which survived on spot until 1885 and then they were refurbished as a residential complex. This industry was so prosperous that named the entire neighbourhood Metaxourghio (meaning in Greek silk shop).

In the 1880s, the expansion of Metaxourghio was apparent and rapid, while a similar, but smaller in size, urban expansion was taking place in the north, in close vicinity of the railway stations area. This city section which was expanded along Liosion and Acharxon Streets was of great importance after the establishment of the railway network, due to the intense goods and industry-related distribution13.

The establishment of the railway network and the industrial zoning, that Trikoupis applied to the westernmost part of the capital, attracted numerous large industries, smaller in size workshops and warehouses to establish in the area. Some of the most notable are: _the Gasworks Factory14, which was established in 1877 to provide gas lighting in Athens in the area of Kerameikos, _the Tobacco Factory15, established in Lemorman St. in early 20th century in order to process, package and cater tobacco-related goods, _Botrys and Coropouli Factories16, in early 20th century, which were spirits production and bottle/cork industries respectively and were producing in collaboration bottled wine and spirits, _Altas Factory17, established in 1920 to process and produce concrete, and _Petalouda Factory18, established in early 20th century, to produce threads and weaving-related goods.

All the above resulted in a section of the city which was mainly inhabited by lower income labour classes.

A characteristic that was, also, symbolical; since the labour class was situated in diametrically opposed positions from the “cultural” and “formal” part of the city.

13. Μπίρης [Biris], Μ., (2003) Αθηναϊκή Αρχιτεκτονική 1875-1925 [Athenian Architecture 1875-1925]. Athens: Μέλισσα [Melissa Publications] [In Greek].

14. Anonymous, (n.d.) The History of the Athens Gasworks [Online] Technopolis city of Athens. Available from: http://www.technopolis-athens.com/web/guest/museum/history [Accessed 28.08.2017].

15. Δανιήλ [Daneil], M., (n.d.) Τo Καπνεργοστάσιο Αθηνών. Τ’ αποκαΐδια μιας καπνικής βιομηχανίας [The Athens Tobacco Workshop. The remnants of a tobacco industry] [Online] Monumenta. Available from: https://www.monumenta.org/article.php?IssueID=5&lang=gr&CategoryID=6&ArticleID=421 [Accessed 28.08.2017] [In Greek].

16. Μανωλαράκη [Manolaraki], Ε., (2012) Το οινοποιείο ΒΟΤΡΥΣ όπως είναι σήμερα [BOTRYS winery as it is today] [Online] ipop. Available from: https://ipop.gr/themata/vlepw [Accessed 28.08.2017] [In Greek].

17. Μαρμαρίνος [Marmarinos], K., (2012) Σεπόλια-η πόλη μας [Sepolia-our city] [Online]. Available from: http://53gym-athin.att.sch.gr/index.php/city [Accessed 28.08.2017] [In Greek].

18. Anonymous, (2011) Γκρεμίζουν την βιομηχανική και αρχιτεκτονική ιστορία της Ελλάδας [They demolish the industrial and architectural history of Greece] [Online] BlogSpot. Available from: http://akadimia-platonos.blogspot.co.uk/2011/04/blog-post_21.html [Accessed 28.08.2017] [In Greek]. p. 23... ...001.20231.02023.0019

... ...historic background...urban expansion around the railway tracks

...Urban Expansion around the Railway Tracks

...historic background...current state of the railway tracks area

...001.20241.02024.0019

...

p. 24...

p. 25...

...

opposite left top... Excavation works at Kerameikos (source: excavation works, (n.d.) photograph [Online]. Available from: http://static.panoramio.com/photos/original/55030149.jpg [Accessed 05.09.2017].)

opposite right top... Factory at Kerameikos, 1950 (source: Gasworks Factory at Kerameikos, (n.d.) photograph [Online]. Available from: http://perierga.gr/wp-content/uploads/2014/07/spanio12.jpg [Accessed 05.09.2017].)

opposite left middle above... Market at Athinas St. (source: Barbakeios Market, (n.d.) photograph [Online].

Available from: http://www.star.gr/publishingimages/2013/03/280313143504_4729.jpg [Accessed 05.09.2017].)

opposite right middle above... Men weave baskets, Psyrri (source: Men weave baskets, Psyrri, (n.d.) photograph [Online]. Available from: http://perierga.gr/wp-content/uploads/2014/07/spanio13.jpg [Accessed 05.09.2017].)

opposite left middle below... Athens 1800s (source: Athens 1800s, (n.d.) photograph [Online]. Available from: https://i. ytimg.com/vi/dHwsMYouW0M/maxresdefault.jpg [Accessed 05.09.2017].)

opposite right middle below... Athens view from Lycabetus Hill 1880s (source: Athens view from Lycabetus Hill, (n.d.) photograph [Online]. Available from: http://www.in2life.gr/ dm_pictures/palia_athina-gal-3_173238_Y61320.jpg [Accessed 05.09.2017].)

opposite left bottom... Omonoia Sq. (source: Omonoia Square, (n.d.) photograph [Online]. Available from: https://i. pinimg.com/originals/3c/5e/85/3c5e85aa1a9f8d5975f94b9848 071e22.jpg [Accessed 05.09.2017].)

opposite right bottom... Tram line at Athens (source: Tram line, (n.d.) photograph [Online]. Available from: http://i366. photobucket.com/albums/oo105/Vereniki7/athens/parousiasi_istoria_fotografies_4_3.jpg [Accessed 05.09.2017].)

The area around the stations and the tracks on both sides continued its development and expansion; with its basic attribute being that of a labour/economically inferior in relation with the east side of the original city. The city expanded even further the other side of the tracks and currently the railways area is considered as part of the city centre. Also, with the passage of time the residential stock of the area was not renewed, many houses were abandoned, crafts and workshops were installed and, since the 1990s, a number of foreign immigrants settled there.

...001.20251.02025.0019

...historic background...current state of the railway tracks area

...Current State of the Railway Tracks Area

... ...historic background...current state of the railway tracks area...kato patisia-aghios pavlos

p. 26... ...001.20261.02026.0019 19. Παρμενίδης [Parmenidis], Γ. et al., (2013) Διερεύνηση Στρατηγικών για τη Δικτύωση των Αστικών Παρεμβάσεων στο Μητροπολιτικό Κέντρο Αθηνών β’ φάση σύνταξη προδιαγραφών για δικτυακές/κομβικές επεμβάσεις [Investigation of Strategies for the Networking of Urban Interventions at the Athens Metropolitan Centre phase b’ drafting standards for network/nodal interventions]. Research program (Undergraduate), National Technical University of Athens and Attika Periphery [In Greek].

20. Καούνη [Caouni], Δ., (2012) Η Κοινωνική Διάσταση του Δημόσιου χώρου: μελετώντας τις πλατείες του Μεταξουργείου [The Social Dimension of Public Space: studying the squares of Metaxourghio]. Research program (Postgraduate), National Technical University of Athens [In Greek].

21. Παρμενίδης [Parmenidis], Γ. et al., (2013) Διερεύνηση Στρατηγικών για τη Δικτύωση των Αστικών Παρεμβάσεων στο Μητροπολιτικό Κέντρο Αθηνών γ’ φάση σύνταξη προδιαγραφών για δικτυακές/κομβικές επεμβάσεις [Investigation of Strategies for the Networking of Urban Interventions at the Athens Metropolitan Centre phase c’ drafting standards for network/nodal interventions]. Research program (Undergraduate), National Technical University of Athens and Attika Periphery [In Greek].

Kato Patisia-Aghios Pavlos It is a typical example of an overbuilt area of the city centre of Athens, which bears this characteristic from the early 1970s.

At the past, the area attracted a large number of people in order to establish new commercial and residential structures. At the same time, some public services were located there, a worth-mentioning example is the bus station that serves the northern part of Greece. However, the urban planning, political, social and economic forces of the last 30 years, resulted in the progressive abandonment of the residential use and the cracking of the community sense of the area and ultimately to its dereliction, decline and ghettoization. The area is currently colonized by a large number of immigrants. Nonetheless, a large number of these immigrants have found their permanent residents predominantly on the northernmost boundary19.

That situation resulted in a large number of the empty built fabric units (both residential and commercial), the deterioration of the built fabric and public openair spaces, and most importantly the association of entire neighbourhoods with marginal uses (brothels etc.). The area also has a high concentration of neoclassical buildings and villas, hinting the glamor of the original neighbourhood of the first phases of development of the area.

The current urban fabric of the area is aggravating to the way that people understand and experience Patisia, adding more to the marginalization and ultimately the deterioration of the area. However, there were some redevelopment plans, suggesting cultural and educational uses, in order to elevate the area but none of them flourished.

Kolonos-Plato’s Academia A densely populated area with a unique topography, since it includes two hilltops, the Ippeios Kolonos hill and Skouze hill, and is in approximate vicinity with the open-air space of Plato’s Academia excavations.

Modern Kolonos keeps its name and boundaries from ancient Athens and it is linked with Oedipus myth, who was sheltered there blind until the end of his life.

It was the birthplace of Sophocles and Plato’s place of residence, teaching and burial. Plato’s Academia, which is part of the area, was established in 387 B.C. and was in operation until 529 A.D., when it was forced to close by Emperor Justinian.

In modern times, it was inhabited by workers that were occupied in the industrial and business facilities of the area. Small low-rise houses with gardens are preserved. The area today preserves its bourgeois character, with residential and professional local uses.

The historical, philosophical, archaeological significance of the area has not been recorded in the consciousness of the residents and visitors of Athens except a focused audience (students, field scientists and theatrical artists). Additionally, the tough limits of Lenorman Avenue to the west and the railway station to the east cut the area from the city’s fabric, contributing to its introverted character and building a sense of isolation to the local population and indifference to other residents and visitors of the city21.

p. 27... ...001.20271.02027.0019

... ...historic background...current state of the railway tracks area...metaxourghio-eleonas-kerameikos | kolonos-plato’s academia

Metaxourghio-Eleonas-Kerameikos As it was mentioned before the area was linked tightly with the establishment of the English-Greek silk processing industry. On the first steps of development of the area the original silk processing unit expanded to a whole complex, including workshops for the professional training of guests and the installation of the neighbouring gas production plant (1859-61), preventing the construction of residential areas in the area, until around 1875. In addition, the establishment of the Gasworks Factory, in 1877, furthered the correlation of the area with the industrial force of the capital, rendering the area synonym of industry and therefore unsuitable for habitation20.

In general, the area is considered to be a degraded district with many old and abandoned buildings and a high prostitution activity. In addition, the area was developed as the end of the city, since it was clearly and strongly defined by the railway tracks and the industrial areas on its western boundary. Therefore, it is stigmatised by the stereotype of an underdeveloped and underprivileged area, resulting in the establishment of low-income elderly and immigrant population. In recent years, however, some areas of the area have begun regeneration.

...

p. 28...

opposite... Adverse conditions in the areas around the railway tracks, showing the two island conditions [Kolokinthous and Sepolia], frequent assault nuclei [marked with a cross] and high illegal activity concentration; including prostitution, drug dealing etc. [red] (original).

Sepolia The area on the north-west part of the railway tracks presents an even more intense condition that in the example of Kolokinthous. The area is defined and surrounded by three strong infrastructure lines. The first is once again the railway tracks, together with some minor station buildings and the current railways museum, while the remaining two are the national highway and Dirrachiou Av. In other words, in this example a complete island condition is observed.

Consequently, Sepolia neighbourhood is completely isolated by the two sides since there are no links from its two sides and the third is limiting its circulation possibilities. The above resulted in a rather derelict area, with almost inexistent production processes taking place in the area. In addition, the built fabric is poorly constructed and unmonitored as far as the planning is concerned, and in many cases the buildings are illegal and hazardous to live in.

...historic background...current state of the railway tracks area...kolokinthous | sepolia

...001.20281.02028.0019

Kolokinthous The main characteristic of the area is that it abuts the railway station complexes. Therefore, the area from its inception was characterised with minor industrialisation, as the road cuts were not allowing the establishment of larger units. But, the main attribute of the area, which is tightly linked to both the railway existence and the road cuts, is its urban layout. The area is bound on two sides by two strong infrastructure lines, the railway tracks and Lenorman Av., that present an acute angled intersection. Therefore, the area is isolated from its two sides, rendering the area easily accessible and linked, in a neighbourhood-associated way, by the least possible length. In other words, the afore-mentioned area is bound by a near island condition, as it partially detached by the urban fabric.

...001.20291.02029.0019

...historic background...current state of the railway tracks area...kolokinthous | sepolia

p. 29...

...

...

p. 30...

Sepolia

Kato Patisia-Aghios Pavlos

Kolonos-Plato’s Academia

...001.20301.02030.0019

Metaxourghio-Eleonas-Kerameikos

...Neighbourhood allocation around the railway tracks (original).

...historic background...current state of the railway tracks area

Kolokinthous

p. 31...

...

_industrial remains _small-scale built fabric _illegal/hazardous residential buildings _lack of organised urban planning _residents of lower social strata

_traditionally working-class neighbourhood _mild circulation roads _strong community sense _low-rise buildings, mainly residential _limited municipal/public uses _high concentration of families and elderly Greeks _employment of secondary sector professions

_residential area mainly _Larissa station: transportation hub _combination of low, medium and tall buildings _main road axis + vertical connecting roads _productive age residents (mainly immigrants) _high concentration of elderly towards the centre

_area with growth trends _unused/derelict low-rise buildings _predominantly residence use _industrial uses, proximity to Piraios Av. (industrial axis) _residents mainly occupied with primary sector professions _high concentration of immigrants and elderly, resulting to progress stagnation _prostitution-ghettoization

...001.20311.02031.0019

...historic background...current state of the railway tracks area

_small-scale buildings _minor industrial/warehouse units _derelict built fabric _high immigration population _ever-changing population composition

...Geographic Identification ...Social Identification ...Neighbourhood Connectivity ...Opportunities Identification

...001.20331.02033.0019

...Site Allocation

03

p. 33...

ns

io

at

St

n

...site allocation

sa

ris

La d an e on es cti nn se po b lo Su Pe ea Ar

tio ea cr Re q. s S on ni cti ho se ep b rs Su Pe rea A

...001.20341.02034.0019

a re lA ria st du In n ys tio tr ec Bo ubs S

Railway Lines Subsection B

Railway Lines Subsection A

... p. 34...

p. 35...

...

Site Allocation... ...Geographic Identification

This section could be broken down to five subsections: _the area in front of Persephonis Sq., that the recreation area, that is developed the last decade, ends up, _the railway lines sections from Persephonis Sq. to the Stations, 23 meters wide, _the Peloponnese and Larissa Stations section, that is the largest and widest area that underlines the city division and was over the years subject of debates in local and national scale, _the railway lines from the stations area to the minor station complex next to the lines-highway intersection point, and _the minor station on the northern part of the city centre, which include a number of small-scale station buildings, the current Museum of Railways and an undeveloped, derelict industrial area around Botrys Factory.

opposite... Area of study identified subsections (original).

...001.20351.02035.0019

...site allocation...geographic identification

The railway netwrok in Athens is rather extensive and intricate, in relation to the size and commercial of the Greek capital at the time. However, the aforementioned core area consists the starting point of the Athenian railways and it is considered the most problematic, since the city was developed in immediate vicinity to them and, also, there are two width enlargements on the area so as to host the station complexes, underlining even more the boundary line that it is drawn to the city. Therefore, the site that would be the subjected to further consideration is limited to the core section that extends from the former Gasworks Factory to the intersection, with the national highway, point; from where the tracks are not regarded as boundaries since there are infrastructures that prevent it from happening.

...

p. 36...

“…the shops are closing now. We are about to close as well. There are a lot of unemployed…not only Greeks, but also immigrants. We have only one park and only dogs are in it…”22 small shop owner

“…there are a lot of immigrants. But it is quiet here, it’s not like Panteleimonas Sq. (…) because the railway lines act as barriers. We have a few small parks, like this one here, but they are used by the shops around them, during daytime, so…”23 elderly at a coffee shop

...001.20361.02036.0019

“…this is a workers’ society. There are large-scale buildings, 8-storey tall although Sepolia is surrounded by hills…we don’t have any problems with the immigrants, if we have any the Greeks are the one creating them…there is lack of green (spaces); the kids are trespassing the school on weekends…”25 school teacher

“…we are experiencing the crisis from 2004. The last 2,5 year the shops are closing the one after the other. This is something like the lower labour place, a slum…a slum with a lot of unemployed, the 80% are unemployed, what can I say. The root of all the problems is the unemployment… the issue is mainly economic; the parks are not enough. Criminals have occupied the parks, sending our kids away, threatening with knives. You can’t walk there during night. The children are inside their homes doing nothing. Also, there are a lot of drugs, fires and homeless. We don’t need green, whatever you build this condition is not going to change…”26 shop owner

...site allocation...social identification... residents’ testimonies

“…the neighbourhood needs a park. There is a huge problem in the area. The kids are running at the pavements and the roads. They are jumping over the school fences to be able to play at the school yard. At the (Botrys) Factory a green space is essential, don’t you as an architect think so!?...”24 school gym teacher

...001.20371.02037.0019

As described above the area faces a number of problems relating to the urban and built fabric. These problems may result from the subsections/islands created by the streets and infrastructure layout; the age and bad conservation of the existing buildings; the lack of open-air and green spaces, which render the area unappealing and inhospitable, reducing that way the number of visitors and forming an area unfitted for settlement or so called a ghetto.

But the human resources of the area are utterly contradictory with the essence that the fabric itself conveys. The people are rather active at their respective neighbourhood, trying to solve problems that could be solved collectively. In addition, the fact that the area is the transportation hub of the capital, as it hosts the main international train and bus stations, it consists the first relocation point of the immigrants that they wish to settle to Greece. Nonetheless, the immigrants are not treated as a foreign body, but they are welcomed and assimilated to the existing community. In other words, the neighbourhoods surrounding the railway lines present a unique community sense, that it probably owes its roots to the first people that moved there and created small communities of labourers.

However, there are several examples that the community sense is not enough to solve the problem.

The main problems of the citizens are the fact that the area in unmonitored and underdeveloped as far as employment and necessary amenities for all age groups are concerned. The main factor that leads to this is the boundary condition that occurs on both sides. They are perceived as the boarders of the city from both sides, therefore any unwanted or less fragrant activity is pushed to the “boundaries� and finds shelter to these neighbourhoods, causing problems to the residents.

22. Delaporta, M., (2017) Current State of the Railway Tracks Area, interview with M. Polyzos on 6 July. Athens, Greece.

23. Drakopoulos, K., (2017) Current State of the Railway Tracks Area, interview with M. Polyzos on 6 July. Athens, Greece.

24. Papadopoulos, G., (2017) Current State of the Railway Tracks Area, interview with M. Polyzos on 6 July. Athens, Greece.

25. Kazazi, K., (2017) Current State of the Railway Tracks Area, interview with M. Polyzos on 6 July. Athens, Greece.

26. Kodjimaj, A., (2017) Current State of the Railway Tracks Area, interview with M. Polyzos on 6 July. Athens, Greece.

p. 37...

... ...site allocation...social identification

...Social Identification

...

p. 38...

Siokou

Accessibility-Connectivity Generated Centrality

Aghiou Me

letiou Sq.

e

ng

ha

erc

Int

Od

Athino

os S

t.

Railway Stations area

an

rm

no

Le

Iera

St.

Station Generated Centrality

n Aven

ue

...site allocation...neighbourhood connectivity

...001.20381.02038.0019

Use (Cultural-Entertainment) Generated Centrality

p. 39...

...

...Neighbourhood Connectivity

opposite... Accessibility-Connectivity between the neighbourhoods found on the two sides of the railway tracks (original).

...001.20391.02039.0019

...site allocation...neighbourhood connectivity

A key factor that highly contributes to the rendering of the tracks to figurative boarders is the lack of links between the two sides. In the area being studied, which is approximately 4km long, there are only six linking points. These points are: _Iera Odos St., which is located inside an industrial zone and therefore its main use is to cater the goods from and to the industrial units, _Athinon Av., a motorway avenue which is inaccessible by bike or on foot, _Lenorman Interchange, which consists of two highcirculation streets located in two different levels, _Railway Stations area, which is possible through a local street that its bizarre topography and geometry cause circulation problems to the area, _Aghiou Meletiou Sq., a set of one-direction local roads that they are incapable to sustain the circulation are loaded with, especially during the rush hours, and _Siokou St., which is utterly underused mainly due to the island condition applied to the area.

...

p. 40...

Open-air public allocation across the Railway network of the city of Athens (original).

rea

actory A

Botrys F

ze

Plato’s Ac

ademia &

Hil

Ippeios K olonos H

l

ill

At

tik

is S

Kerameikos & Acropo

q.

...001.20401.02040.0019

lis Complex sites and

open-air spaces

...site allocation...neighbourhood connectivity

Sk ou

p. 41...

...

...001.20411.02041.0019

...site allocation...neighbourhood connectivity

Accessibility Radii from important reference points across the railway tracks (original).

p. 42...

...site allocation...opportunities identification

...

27. Design Lab, (2016) Σιδηροδρομικός Σταθμός Πελοποννήσου: Ιστορικό, Παρόν, Προοπτικές [Railway Station of Peloponnese: History, Present, Perspectives] [Online]. Available from: http://www.designlabshow.gr/gr/news/33 [Accessed 28.07.2017].

28. OSE (greek: ΟΣΕ=Οργανισμός Σιδηροδρόμων Ελλάδος), the Organisation of National Railways of Greece.

29. Dolihos Architects LTD, (2004) Conversion of Botrys Industry into a School Complex [Online]. Available from: http://www.dolihos.gr/en/1815/projects/restoration/industry/conversion-ofthe-votris-industry-into-a-school-complex [Accessed 28.07.2017].

30. EPAL (greek: ΕΠΑΛ=ΕΠΑγγελματικό Λύκειο), Vocational High School.

31. Παρμενίδης [Parmenidis], Γ. et al., (2013) Διερεύνηση Στρατηγικών για τη Δικτύωση των Αστικών Παρεμβάσεων στο Μητροπολιτικό Κέντρο Αθηνών β’ φάση σύνταξη προδιαγραφών για δικτυακές/κομβικές επεμβάσεις [Investigation of Strategies for the Networking of Urban Interventions at the Athens Metropolitan Centre phase b’ drafting standards for network/nodal interventions]. Research program (Undergraduate), National Technical University of Athens and Attika Periphery [In Greek].

32. Anonymous, (n.d.) Δημόσιο Καπνεργοστάσιο [Public Tobacco Factory] [Online] Archaeology of the city of Athens. Available from: http://www.eie.gr/archaeologia/En/Index.aspx [Accessed 28.08.2017] [In Greek].

33. Τζαναβάρα [Tzavara], X., (2017) Υπόγειο τρένο στα Σεπόλια [Underground Train at Sepolia] [Online] efsyn. Available from: http://www.efsyn.gr/arthro/ypogeio-sepolia [Accessed 27.06.2017] [In Greek].

34. Unification of Athenian Archaeological Sites (n.d.) Unification of Athenian Archaeological Sites: Joint Program of YPEHODE and Ministry of Culture and Sports. Athens: EAXA S.A.

...001.20421.02042.0019

p. 43...

...

...Opportunities Identification

Specifically, the areas on both sides of the tracks were part of the following: _the restoration of the old Peloponnese station27 and its reuse to house the new Railway Museum is in the immediate plans of OSE28 _the maintenance and restoration of the preserved buildings of the former Botrys Factory29. The modernization and the construction of a new building that will cover, together with the restored complex, the needs of the 9th EPAL30 of Athens. However, the plan is still unimplemented. _the redevelopment of the Mouzaki Factory at Plato’s Academia, located at the corner of Lenorman and Kifisou Streets, to become a multi-purpose building named “Academy Gardens”; creating 1600 new working posts31, _the refurbishment of the Tobacco Factory in order to host the Parliament’s Library and secondly the intention to create a Museum of Tobacco, using the existing mechanical equipment32, _a redevelopment plan to render the railway tracks underground33. The main objectives of the proposal were not only to lift the barrier of the tracks and stitch the two halves of the city, but also to grant a large area to host activities and amenities missing from the neighbouring communities. The infrastructure was initially designed to be partially completed and the works have started but due to lack of funding and political expediency they were frozen until today. _a redevelopment idea, also known as the “Great Promenade”34, which is focusing on the archaeological sites-modern city relation. This redevelopment plan was incepted in the 1970s and was focusing on

...001.20431.02043.0019

...site allocation...opportunities identification

Nonetheless, the area is far from forgotten as far as the opportunities it presents. It is close to the city centre, 10minutes on foot, it is highly connected, with six underground stations in a 5-minute walking distance, and it is sheltering numerous sites of historic importance, ranging from the ancient Plato’s Academia to the remnants of industrial and post-industrial complexes. Consequently, it was the centre of numerous redevelopment plans so as to meet the potentials that it presents.

...

ra yT

a

ilw

Ra

Plato’s Academia

s

ck

Tobacco Factory

Railway Stations

Apo

stolo

u Pa

ulou St.

the pedestrianisation of a number of streets, creating a promenade that would go through the archaeological sites and let them be part of a new city. s y Track a w il a R This unification intention Omonoiawas Sq. at his pick in 1976, Kerameikos where numerous plans were published by prestigious Koumoundourou Sq. architectural and urban planning firms. The aforementioned were considered strongly by the Greek state culminating in the proposal for an “archaeologiSq. calMonastiraki park” that is presented in the context of the AtAncient Agora tica Regulatory Plan in 1983. In 1987, the Ministry of Roman Agora and the Hadrian Library Culture and Sports (MCS) proceeds to the composure Syntagma of a masterplan that will define the Sq. six areas of major Dio Filopappos Hill nisi Acropolis ou A interventions. The redevelopment plan exceeds the ero pag original expectations and expands outside the bounditou St. aries set. So, in 1995, a new S.A. is founded by the MCS and YPEHODE35, which is named EAXA36 S.A.37 The implemented masterplan38 was focusing on the revitalization of the historic city centre through a series of urban interventions. Specifically, these interventions were: _pedestrianization of Dionisiou Aeropagitou and Apostolou Paulou Streets, and some minor interventions on a number of other streets, _redevelopment of the four central squares; Syntagma, Omonoia, Monastiraki and Koumoundourou, and _enhancement of six archaeological sites _Olympio _Acropolis _Filopappos Hill _Ancient Agora _Roman Agora and the Hadrian Library _Kerameikos opposite... Redevelopment opportunities to the Over the years the original plan was expanded. The central Athens area, showing active redevelopment last amendment includes the extension of the secplans [red] and planned yet not completed [black] (original). tion that ends at Kerameikos to intersect the tracks and reach the park that Plato’s Academia is situated.

In a second phase of the plan, Plato’s Academia will be linked with the two hilltops, the Ippeios Kolonos and Skouze hills, and then the parks that would be created on top of the underground train lines. The last two expansions have been paused, partially due to the uncompleted plan of OSE.

...site allocation...opportunities identification

...001.20441.02044.0019

p. 44...

35. YPEHODE (greek: YΠΕΧΟΔΕ), the Ministry of Environment, Physical Planning and Public Works, at the time.

36. EAXA, acronym of Ενοποίηση Αρχαιολογικών Χώρων Αθήνας, english: Unification of Athenian Archaeological Sites 37. Government Gazette B’ 551.1995. Athens: Government Gazette.

38. Unification of Athenian Archaeological Sites (n.d.) Unification of Athenian Archaeological Sites: Joint Program of YPEHODE and Ministry of Culture and Sports. Athens: EAXA S.A.

Botrys Factory

...001.20451.02045.0019

...site allocation...opportunities identification

p. 45...

...

...site allocation...opportunities identification

...001.20461.02046.0019

...

p. 46...

p. 47...

...

...001.20471.02047.0019

...site allocation...opportunities identification

opposite... Urban space attributes and characteristics across the Railway network of the city of Athens.

...Urban Village

...Street Pattern Analysis ...Piraeus, Athens, Greece

...Las Vegas, NV, United States of America ...Central Athens, Greece ...Psychico, Athens, Greece ...Edinburgh, Scotland, United Kingdom ...Tel Aviv, Israel ...The New Urban Layer

...Linear Park

...Pin-Wall Modules

...001.20491.02049.0019

...Burying the Tracks

04

p. 49...

...burying the tracks

...001.20501.02050.0019

...

p. 50...

p. 51...

...

Burying the Tracks...

Specifically, the main principle is the reversal of the current status of this linear piece of land. In other words, the dividing attribute that the tracks conveyed to the area; will be reversed to become a unifying, reference point which brings together the surrounding communities and the Athenians.

The intervention is organised in two parts; one part consists of the railway tracks that are laid in an elongated piece of land, while the second is the open-air space amplifications located across the existing lines.

In particular, Persephonis Sq., the railway stations and the derelict industrial area around Botrys Factory are considered the space amplifications that could convey characteristics to the respective area rendering them as new centralities of the urban fabric. Considering that the area around Persephonis Sq. was recently redeveloped to a recreation/cultural area, it will not be subjected to further redevelopment. However, the remaining two would be designed to receive new city sections in order to cover the existing needs of the surrounding neighbourhoods.

On the other hand, the tracks sites are going to be redeveloped in order to host linear parks and open-air amenities that are currently missing from the area.

They will be organised in a way that they will perceived as part of the fabric, rather than a foreign body that landed in the area.

...001.20511.02051.0019

...burying the tracks

Consequently, the need to lift the existing physical and figurative barrier that the tracks are, at the moments, is imperative. Therefore, a design proposal is composed in order to stitch the city back and cancel the current city division.

The design proposal is based on the fact that the underground railway and the “Great Promenade� plans are ratified and are currently in the process of sorting out the funding issues. Thus, the design proposal would be composed in a way that it would add a new layer to the general redevelopment of the Greek capital.

... ...burying the tracks...urban village

p. 52... ...001.20521.02052.0019

above... Urban Village facilities layering by masterplanner Leon Krier, show how public [top] and private buildings [middle] combined create a balanced whole (source: Krier, L., (n.d.) Urban Village Layering. [Sketch] In: Aldous, T., (1997) Urban Villages: A Concept for Creating Mixed-use Urban Developments on a Sustainable Scale. 2nd ed. London: Urban Villages Forum, p.29.)

p. 53...

...

39. Appendix A and B, see p. 119 and p. 121 respectively.

40. Castree, N., Kitchin, R. and Rogers, A., (2013) A Dictionary of human geography. Oxford: Oxford University Press.

The main question arisen is How will the city be organised to join two seemingly independent/different city sections?

That is a rather crucial question because the linear city added must be tailored to the heterogeneity of the area as different neighbourhoods are located across the track line. Also, the community composition changes should be thought since these parts of the city are subjects of a rather nomadic use of the urban fabric, with most of the residents being immigrants.

So, a system must be implemented to alter the everchanging users’ composition, either by changing the perception or reforming the current population composition.

The area in question, as well as Athens in general, presents a rather organic layout of the urban fabric.

With the exception of a small number of neighbourhood centres, the rest of the city was built and expanded based on the needs of the residents, at the time. Therefore, Athens and specifically the area around the railway stations present a unique urban fabric where public and private amenities are organically combined, lacking any organisation rules. On the one side, this is advantageous since this small-scale shops and markets have resulted in a unique community sense, but on the other hand, it rendered this part of the city dysfunctional as the physical barrier of the railway tracks consists a sudden and strong ending line to this organic expansion. Therefore, the need for a new urban layout which is going to be implemented in a planned infill way in the space amplifications and make good present imbalances and deficiencies are apparent.

Therefore, a concept of urban planning is needed where space and use zoning is not implemented, as there is a rather organic mixed-use background. The existing background is considered worth-preserving as it resulted in the aforementioned strong community sense that it is highly treasured by the residents.

For this reason, the Urban Village concept is applied.

Urban village39 is what continental Europeans would recognise as an “Urban Quarter�, a well-defined, medium-density, mixed-use area where pedestrians are prioritized over automobiles and the neighbourhood itself presents self-sustainability attributes. It is closely associated with new urbanism40.

...001.20531.02053.0019

...burying the tracks...urban village

...Urban Village

...

p. 54...

“I do believe strongly in the application of two simple tests to the planning and development of urban communities…First, when you walk around an urban area, do you feel in your bones or in your hearts that it is a community which works (…) Secondly, is it an area or building (in) which you yourself or your children would be glad to live or work?”41

opposite... Abstract representation of buildings forming a varied townscape and housing mixture of uses (source: Anonymous, (n.d.) Artist’s impression of buildings forming a varied townscape and housing mixture of uses. [Sketch] In: Aldous, T., (1997) Urban Villages: A Concept for Creating Mixed-use Urban Developments on a Sustainable Scale. 2nd ed. London: Urban Villages Forum, p. 33.)

village

...001.20541.02054.0019

urban

Urban village concept is structured in order to form an alternative pattern of urban fabric development, especially focusing on de-centralisation and urban sprawl, which are the main attributes of the current areas that are essential to be preserved. Also, an urban village is organised to a series of principles; including: “_3000 - 5000 people capacity _”[I]nclude such adjoining land as is needed for its maximum protection…maximum possible self-sufficiency” _Focal village square _Small enough for everything to be in walking distance _Mix of housing tenures, ages and social groups _Retail mixed with other uses throughout the scheme _Primary school within the scheme _Pattern of open spaces should be considered _Connected street network _Traffic calming _Locality will set the prevailing architectural style _Architectural focal points, street corners, building lines, visual incidents, enclosure _Mix of uses within neighbourhoods, street blocks, streets, and within individual buildings _Permeable, pedestrian friendly, cul-de-sacs to be avoided _Social mix and consultation _Legible, focal points, strong street corners _Variety of buildings and spaces that change and adapt over time _Bring life to the buildings and the spaces in front of them” 42

...burying the tracks...urban village

HRH the Prince of Wale

...001.20551.02055.0019

“Dull, inert cities, it is true, contain the seeds of their own destruction and little else. But lively, diverse, intense cities contain the seeds of their own regeneration, with energy to carry over for problems and needs outside themselves”45 Jane Jacobs

41. Aldous, T., (1997) Urban Villages: A Concept for Creating Mixed-use Urban Developments on a Sustainable Scale. 2nd ed. London: Urban Villages Forum, p.16.

42. Aldous, T., (1992) Urban Villages: A Concept for Creating Mixed-use Urban Developments on a Sustainable Scale. London: Urban Villages Forum.

43. Biddulph, M. J., Franklin, B. and Tait, M., (2002) The Urban Village: A Real or Imagined Contribution to Sustainable Development?.

44. Aldous, T., (1997) Urban Villages: A Concept for Creating Mixed-use Urban Developments on a Sustainable Scale. 2nd ed. London: Urban Villages Forum.

45. Jacobs, J. (2016) The death and life of great American cities. Vintage. p. 55...

... ...burying the tracks...urban village

Many of the above principles are currently found at the area, therefore the fabric alterations would not be extreme, and therefore the change would be more subtle and gradual for the residents to assimilate. A focal principle that need to be incorporated would be the car reliance reduction, so as to promote cycling, walking and transit use, as well as the intensification of a strong community interaction and the provision of a level of self-containment, as people are offer the opportunity to work, recreate and live in the same neighbourhood43.

In order to achieve the effective Urban Village implementation, the tracks will be used as regional facilities and common amenities sites that are referring to the two urban villages, currently found on the two sides of the tracks; creating a correlation of different units.

This would not lead to a singularity but to a polycentric grouping of urban villages44 that do not follow any hierarchy, but they are equally important parts of the city with the “new tracks” being the reference point.

... ...burying the tracks...urban village...street pattern analysis

p. 56... ...001.20561.02056.0019

Integration analysis of the central area of the city of Athens, showing the segments of the most integrated sections of the area around the railway stations [scaled; with red being the most integrated segments and yellow the less integrated, while the segregated areas are not shown] (original).

48. Integration is usually indicative to how many people are likely to be in a space, and is thought to correspond to rates of social encounter and land usage.

49. Choice measures movement flows through spaces. Spaces that record high choice are located on the shortest paths from all origins to all destinations. Choice is a powerful measure at forecasting pedestrian and vehicular movement potentials.

p. 57... ...001.20571.02057.0019

Space Syntax theory and methods47 are applied to enhance our understanding of the space configuration and inform the design decision for the redevelopment. The measurement of Integration48 and Choice49 are used to reveal the different movement patterns.

Integration measures how deep is a space in relation to all others in a system. It shows the “to movement” patterns and indicates how many people are likely to be in space, occupation. On the other hand, choice measures “through movement”. It measures pedestrian and vehicular movement rather than occupation, showing the shortest paths in a system. Radius 2000 metres is chosen for both measurements referring to the neighbourhood scale, equal to an urban village average area.

46. Hillier, B., (2007) Space is the Machine: A Configurational Theory of Architecture. London: Space Syntax. pp.vi-vii., and Hillier, B., (2010) The Need for A Spatial Ontology for Societies, the Space Syntax Workshop at the European Archaeological Association Conference. The Hague, Netherlands.

47. Bafna, S., (2003) Space syntax: A brief introduction to its logic and analytical techniques. London: Environment and Behavior, pp. 17-29., and Al Sayed, K., Turner, A., Hillier, B. and Iida, S., (2014). Space Syntax Methodology. 3rd ed. London: Bartlett School of Graduate Studies, UCL.

... ...burying the tracks...urban village...street pattern analysis

Street Pattern Analysis Bill Hillier argues that in order “to understand the city we must first understand its spatial form”. Societies shape space so as to order social relations, generate or restrict encounter. The spatial form creates the probability of space, in which we live and move, in terms of co-presence and encounter. Thus, the configuration of space can reveal what people do and how they move in it. In order to analyse the spatial interrelations and describe the performance of space, Hillier conceived the city as a network of spaces. This network is defining movement and occupation in space. The cities are represented in axial maps, showing different sets of accessible lines following their street networks. These lines reveal the structure of the urban street network and categorise them into the foreground and background network46. The foreground network, made up of the fewest and longest lines and the background network, made up of shortest lines with more angled connections which are more localised and with less linear continuity. Functionally, the foreground network links centres at different scales and is generated by the micro-economic activity, while the background network is largely residential. The foreground network is structured to maximize movement as it attracts more people and the background network restricts and structure movement because is based on social and cultural factors. These systems work together and allow the city to operate in two ways. The foreground works generatively, supporting the copresence and interaction and the background is conservative, reproducing the existing social patterns.

In the case of study, the foreground network is more developed and organised, but due to the tracks boundary the background network is disconnected. Thus, the system does not support to exchange between these two systems, and restrict the performance of the city. Aim of the study is to inform and enhance the background in order to communicate better with the foreground network. New links will be added to the current street network in order to improve its performance.

opposite middle above left... NACH 2000, Las Vegas, NV, United States of America (original). opposite middle above right... NAIN 2000, Las Vegas, NV, United States of America (original).

...001.20581.02058.0019

opposite middle below left... NACH 2000, anarchical layout, central Athens, Greece (original). opposite middle below right... NAIN 2000, anarchical layout, central Athens, Greece (original).

opposite bottom left... NACH 2000, Psychico, Athens, Greece (original). opposite bottm right... NAIN 2000, Psychico, Athens, Greece (original).

...

The first example to be examined is the orthogonal system met at Piraeus, Greece. It is organised in a grid system that it gets distorted when it reaches the seashore. As it is apparent it does not meet the urban village qualifications, as both integration and choice analyses present the reverse of what it is pursued, high integration and choice in the centre and low values on the periphery.

Las Vegas, NV, United States of America A variation of the system Piraeus of Piraeus is the Las Vegas layout. It consists of an almost orthogonal grid, as well, with further street formations of various different geometries in each block. In contrast with the previous example, the integration and choice diagrams present similarly to the intended values. The only contradiction is the extensive use of dead-ends and cul-de-sacs. However, the confined available space is not sufficient to allow this layout.

Central Athens, Greece This example is based on a rather anarchical/organic urban layout. It is an amalgamation of the old Athenian settlements and the urgent need for housing of the early stages of the city. Although, the choice diagram follows the qualification for high peripheral and low central values, the respective for integration is insufficient to form a closed peripheral shape. In other words, this example will create one more island condition in the area, a result which is not desirable.

Psychico, Athens, Greece This layout is based on a centrality that it is offset and the circulation is possible by radial cuts. Although, the layout has some well thought attributes, the outcome is rather difficult to navigate and therefore to use for outsiders. In other words, the whole system is rendered extremely segregated, which is undesirable for an urban village.

...burying the tracks...urban village...street pattern analysis...

p. 58...

Piraeus, Athens, Greece opposite top left... NACH 2000, orthogonal grid layout, Piraeus, Greece (original). opposite top right... NAIN 2000, orthogonal grid layout, Piraeus, Greece (original).

0.00-0.83 0.82-0.94 0.94-0.99 0.99-1.05 1.05-1.15 1.15-2.06

0.00-0.82 0.82-0.94 0.94-1.03 1.03-1.12 1.12-1.21 1.21-2.06

0.00-0.83 0.82-0.94 0.94-0.99 0.99-1.05 1.05-1.15 1.15-2.06

...001.20591.02059.0019

p. 59...

... ...burying the tracks...urban village...street pattern analysis...

0.00-0.82 0.82-0.94 0.94-1.03 1.03-1.12 1.12-1.21 1.21-2.06

...

p. 60...

opposite bottom left... NACH 2000, Geddes’ superblocks, Tel Aviv, Israel (original). opposite bottm right... NAIN 2000, Geddes’ superblocks, Tel Aviv, Israel (original).

Edinburgh, Scotland, United Kingdom Edinburgh is chosen, as one of the officially recorder urban villages by the Urban Village Group. The attributes of the street layout are apparent by its characteristic forms. It is based on a similar principal as the Las Vegas example, except the fact that allows a lessspacious layout. It basically creates a segregated loop to the integrated orthogonal system, that presents similar choice values, perfectly meeting the urban village requirements.

Tel Aviv, Israel The last example studied is another variation of the Las Vegas example, found in Tel Aviv. This specific layout consists of a network of deliberately narrow lanes arranged in an irregular non-aligned ‘pinwheel’ fashion to discourage non-residential access to the interior of the large block, described as Geddes’ superblocks50. As it is apparent from both diagrams the objective is successful and the layout meets the urban village requirements as well. In other words, it creates segregated core nuclei in the centre of the blocks that are not chosen due to visibility discontinuity. ...burying the tracks...urban village...street pattern analysis...

...001.20601.02060.0019 50. Welter, V. M., (2009) The 1925 Master Plan for Tel-Aviv by Patrick Geddes. Israel: Israel Studies, pp. 94-119.

opposite top left... NACH 2000, looped blocks grid layout, Edinburgh, Scotland, United Kingdom (original). opposite top right... NAIN 2000, looped blocks grid layout, Edinburgh, Scotland, United Kingdom (original).

p. 61...

...

0.00-0.83 0.82-0.94 0.94-0.99 0.99-1.05 1.05-1.15 1.15-2.06

Therefore, the most suitable layouts for the site of the Athenian railway tracks are the looped and the pinwheel-like blocks found at Edinburgh and Tel Aviv respectively. Each has different qualities useful for the new piece of city to be designed. Mainly due to space Geddes’ superblocks will be used for the new additions to the railway stations and Botrys Factory areas, while the looped blocks will be used to correct and adjust the current street network to the new masterplan proposed.

...001.20611.02061.0019

...burying the tracks...urban village...street pattern analysis...

0.00-0.82 0.82-0.94 0.94-1.03 1.03-1.12 1.12-1.21 1.21-2.06

...burying the tracks...the new urban layer

...001.20621.02062.0019

Looped blocks layout

Looped blocks layout Peloponnesse Station/New Railway Museum

Gasworks Factory_Kerameikos

...

p. 62...

p. 63...

...

Botrys Area Urban Village Addition

Underground Larissa Station

...The New Urban Layer

Geddes’ Superblocks

Looped blocks layout Geddes’ Superblocks Geddes’ Superblocks

Railway tracks and stations area, intervention masterplan (original).

...001.20631.02063.0019

...burying the tracks...the new urban layer

Railway Station Urban Village Addition

Looped Blocks layout applied to the Railway Tracks Area close to Botrys Factory

...001.20641.02064.0019

es

New

Exist ing F ban Fab

Re-a rr ange

Exist ing F

ange abric

Urba

d str eet n

d str eet n etwo rk

n Fab ric

abric

New Urban Fabric

Building Volumes

Re-arranged stre

et network

Existing Fabric

ric

Geddes Superblocks layout applied to the Railway Stations Area

Re-a rr

New Ur

...burying the tracks...the new urban layer

ing V olum

Geddes Superblocks layout applied to Botrys Area

Build

etwo rk

...

p. 64...

below... Building heights and blocks organisation investigation, including the Π value alteration (original).

51. Appendix C , see p. 124. ...001.20651.02065.0019

The boundaries of the volumes of the new buildings were decided based on the Greek regulation for building heights51. However, in order to create a neighbourhood ambiance to the area, and avoid high-rise where it is allowed, altering Π with the distance from building line to the first existing opposite building line. In other words, if a park is inserted between two building blocks the full park distance is calculated for the Π, keeping the area close to the current status of the neighbourhoods, as far as heights and ambiance are concerned. However, the form of the buildings is not a subject of the present design proposal and therefore are not further investigated.

opposite... Geddes superblocks and looped blocks layout applied to the respective sites (original).

p. 65...

... ...burying the tracks...the new urban layer

The two new parts of the city added are organised as mentioned above. The new city pieces are laid according to the Geddes’ superblocks qualities, while the existing blocks were rearranged using the looped blocks geometry. These layouts were used so as to reduce the use of the car in the interior of the new urban village to be implemented. But the built fabric does not follow the same layout. Regarding the need for extensive transportation by bike or on foot; the building sites are receding to create straight lines of circulation inside the blocks facilitating the transportation of these means and allowing the ventilation of the centre of the blocks at the same time.

...

p. 66...

Example of refurbishment precedents that could be incorporated to the refurbishment of historic buildings located on the intervention area.

top... Burgos Railway Station Refurbishment by ContellMartínez Arquitectos, interior perspective (source: Burgos Railway Station Refurbishment, (2017) photograph [Online]. http://www.archdaily.com/873855/burgos-railway-station-refurbishment-contell-martinez-arquitectos [Accessed 10.09.2017].)

middle... Burgos Railway Station Refurbishment by

bottom... Burgos Railway Station Refurbishment by Contell-Martínez Arquitectos, interior perspective (source: Burgos Railway Station Refurbishment, (2017) photograph [Online]. http://www.archdaily.com/873855/burgos-railway-station-refurbishment-contell-martinez-arquitectos [Accessed 10.09.2017].)

...burying the tracks...the new urban layer

...001.20661.02066.0019

Contell-Martínez Arquitectos, exterior perspective (source: Burgos Railway Station Refurbishment, (2017) photograph [Online]. http://www.archdaily.com/873855/ burgos-railway-station-refurbishment-contell-martinezarquitectos [Accessed 10.09.2017].)

p. 67...

...

The buildings of historic importance are maintained and refurbished to host new land uses, to allow fabric versatility and heterogeneity. A starting proposal could be the conversion of the unused Peloponnese Station to the new Railways Museum, and the refurbishment of Botrys Factory to a shopping/start-up complex to the cultural and economic-commercial aspects of the respective areas. However, the final decision is to be made with the community consultation group, hence it is a drastic change to the present status of both areas. Finally, the National Railway Larissa Station is going to be rendered underground.

below... Refurbishment of the Peloponnese Sta-

tion to the New Railway Museum (source: New Railway Museum proposal by OSE, (2016) photograph [Online]. Available from: http://www.designlabshow.gr/gr/news/33 [Accessed 10.09.2017].)

...001.20671.02067.0019

...burying the tracks...the new urban layer

The remaining area will be organised in a linear format to be a park with different public amenities across it, and link the nodes of important buildings/area/amenities found there. Also, as the lines would accommodate a series of nodes a new underground tram line is introduced. The tram line will be underground, but there will be openings in order to allow the visual connection, posing as a reminder of the historic state of the area.

This new-old relation is of great importance for this linear park proposed.

p. 68...

The following maps display the alterations to the urban fabric before and after the implementation of the intervention. As it is apparent the current state of the area, shows a rather fragmented integration in general, and in the two identified island conditions almost complete segregation. The respective values of the choice diagram are showing that in the island condition areas, there are lower choice values verifying the identified condition. Also, the streets that link the two sides of the tracks have the highest choice values, which is indicative of the high circulation currently occurring.

top... NAIN 2000 before intervention implementation,

...001.20681.02068.0019

showing the segments of the most integrated sections of the area around the railway stations [scaled; with red being the most integrated segments and yellow the less integrated, while the segregated areas are not shown] (original).

bottom... NACH 2000 before intervention implementation, showing the segments of the most chosen sections of the area around the railway stations [scaled; with red being the most chosen segments and yellow the average valued chosen segments, while the less chosen areas are not shown] (original).

p. 69...

However, after the intervention implementation, a different condition observed. The integration map shows a more equally integrated network, which is indicative of a better-laid amenities network, which is essential for the operation of an urban village. In addition, the choice values are equally distributed as well, having lower values on the streets connecting the two sides of the tracks, as there are more streets in number.

Finally, it is apparent that the two street patterns utilised are working as expected. They allow the good circulation allowing an integrated grid of circulation, while at the same time the core of the residential area is left segregated as it is needed.

top... NAIN 2000 before intervention implementation,

showing the segments of the most integrated sections of the area around the railway stations [scaled; with red being the most integrated segments and yellow the less integrated, while the segregated areas are not shown] (original).

mentation, showing the segments of the most chosen sections of the area around the railway stations [scaled; with red being the most chosen segments and yellow the average valued chosen segments, while the less chosen areas are not shown] (original).

...001.20691.02069.0019

bottom... NACH 2000 before intervention imple-

...burying the tracks...the new urban layer...linear park

...001.20701.02070.0019

...

p. 70...

p. 71...

...

Linear Park

Urban elements used to organise and illuminate the linear park.

...001.20711.02071.0019

...burying the tracks...the new urban layer...linear park

The linear park is the former area of the railway tracks.

Its elongated shape leads to a linear handling of the site parallel to the current track lines. Also, this linear continuity will act as remembrance to the linearity of the tracks.

The main attribute of the linear park will be the erection of the wall, which is an arcaded multi-levelled passageway. The wall will act as visual reference point from the vertical streets, inviting the passer-by and residents; similar to the ancient Arcade Buildings, which were meeting areas for people from different origins, strata, educational level to come together and communicate, which was inspired from. Simultaneously, the wall will pose as an above-ground memory of the tracks, and a visual hint of the underground tram line as it is situated directly above it.

Along the park; vital walkways and bike lanes were introdued to allow the unobstructed circulation of the users. In addition, the bike lanes are separated from the pedestrian walkways; by appropriate street furniture. Also, the park is properly illuminated to allow 24-hour use of the park. The park will be accessible by car, only for embarkation/disembarkation and accessibility reasons in case of an emergency.

...

p. 72...

Lastly, an amenities line is incorporated in the linear park. It consists of empty areas that could be embedded by different units according to the needs of the community, at each time. The community consultation group will be the decision-maker of the use of each site. The possibility to change the use of the site is a rather unique possibility to allow the extension of the operation of the group to allow the modernisation of the park, an opportunity to be appreciated and incorporated by the current residents.

Amenity Unity #Δ

Small Amphitheatre/Sitting Unit ...P013.05H.0B29...

Amenity Unity #Θ

Bicycle Docking Unit

...001.20721.02072.0019

Amenity Unity #Λ

Skate/Bicycle Park Unit ...P051.06H.0B11...

...burying the tracks...the new urban layer...linear park

...P061.05H.0B01...

p. 73...

...

Amenity Unity #Ξ

Temporary Event/Pavilion Unit ...P076.06H.0B56...

Amenity Unity #Φ

Playground Unit ...P091.05H.0B92...

Amenity Unity #Ω

Underground Tram Station Unit

...001.20731.02073.0019

...burying the tracks...the new urban layer...linear park

...P103.06H.0B51...

...001.20741.02074.0019

p. 74...

p. 75... ...001.20751.02075.0019

Linear Park formation.

Indicative slice of the new park organisation and the underground train lines.

...burying the tracks...the new urban layer...pin-wall modules

...001.20761.02076.0019

... ...

p. 76...

...burying the tracks...the new urban layer...pin-wall modules

Marcel Duchamp

As the modules need to be alterable and reversible a simple steel-framed scaffolding-resembling structure will be used. The structure will have a core structure which will be provided as a starting nucleus, and from that point the user, or the community, will work to the complete product autonomously, according to the needs.

This will provide an everchanging elongated façade that would provide the pursued reference point attribute; and could possibly render the pin-wall to a modern landmark of the area. However, the most important characteristic is the opportunity of community involvement to the scheme, leading to strong community bonds and an even stronger community sense. Someone could say that it is a form of a societies city in tangible form.

...001.20771.02077.0019

The wall apart from the already described attributes will present one more important characteristic. The wall will be able to be coated with small structures, also known as micro-architecture structures. Microarchitecture is a contemporary type of architecture which focuses on the creation of unusually small and functionally autonomous spaces, that either act additionally to another big building, taking advantage of their infrastructure, referred as parasites, or they are located freely in the public space. Their characteristics are the flexibility, the alterability of their form and space organization, the ephemerality and the simplicity of their structure. Micro-architecture is the field of architectural experimentation, innovation, original use of materials and even collaboration with digital technology. It is, also, the meeting point of art and architecture52. These modules will render the wall to a “pin-board” of different activities; alias a pin-wall.

Once again, the activities composition will be decided by the community consultation group and will act as a visual conglomeration of the needs/interests of the neighbourhood, at the time. “ç’est le regardeur qui fait le tableau”53

52. Μιχαλοπούλου [Michalopoulou], A., (2012) Μικρο_αρχιτεκτονική [Micro_architecture]. Dissertation (BArch), National Technical University of Athens [In Greek].

53. English translation: It is the viewer who makes the painting (original, French). p. 77...

...

Pin-Wall Modules

...

p. 78...

The units are being formed based on the needs and the material available, at the time of the construction. Some possible variations that could arise are displayed below...

...burying the tracks...the new urban layer...pin-wall modules | module #09

...001.20781.02078.0019

In the areas around the railway tracks there are numerous open-air markets operating during the week. A possible relocation on the wall is possible and could be shaped as shown.

It includes a piece of walkway in front of the shop station that could be elongated, if a number of units are placed in a row.

...burying the tracks...the new urban layer...pin-wall modules | module #09

Shop/Store Module

...L89.01A.001...

...001.20791.02079.0019

Module #09 p. 79...

...

... ...burying the tracks...the new urban layer...pin-wall modules | module #12

p. 80... ...001.20801.02080.0019

Organisations, clubs, neighbourhood meetings that are unable to find a place for their meetings could be sheltered in appropriate spaces on the wall. This could be one of the social uses of the wall, and simultaneously an advertisement for a variety of activities.

...burying the tracks...the new urban layer...pin-wall modules | module #12

Meeting Space/Office Module

...L92.01A.028...

...001.20811.02081.0019

Module #12 p. 81...

...

...

p. 82...

...burying the tracks...the new urban layer...pin-wall modules | module #16

...001.20821.02082.0019

A unit for the younger residents of the area. It could be formed by their parents of from organisations that are aiming to the improvement of the after-school lives of the children.

It could be constructed from materials/objects that are unconventional for a playground and add a playful side to the wall.

...burying the tracks...the new urban layer...pin-wall modules | module #16

Children Playground Module

...L102.01A.011...

...001.20831.02083.0019

Module #16 p. 83...

...

...

This multi-layered structure could enable people to experience the city from different levels.

...burying the tracks...the new urban layer...pin-wall modules | module #17

p. 84... ...001.20841.02084.0019

The Linear Park would be intersected by the “Great Promenade� a number of times. So, viewing points to attract the curiosity of visitors and native people as well is a possibility. In numerous points, views to the Acropolis hill and other sites of the city are possible.

...burying the tracks...the new urban layer...pin-wall modules | module #17

Viewing Point Module

...L126.01A.009...

...001.20851.02085.0019

Module #17 p. 85...

...

...

Another possibility could be a periodical art festival hosted and sheltered on the wall in units fashioned by the respective artist/occupier.

...burying the tracks...the new urban layer...pin-wall modules | module #21

p. 86... ...001.20861.02086.0019

The wall could be, also, coated with an artistic layer. Artists and art-related professionals, or artrelated groups/clubs that are supported by the locals could be sheltered in appropriate units.

...burying the tracks...the new urban layer...pin-wall modules | module #21

Workspace/Aterier Module

...L132.01A.017...

...001.20871.02087.0019

Module #21 p. 87...

...

...

This unit could be used in case of emergency and a large number of housing spaces is needed (e.g. natural disaster, immigration wave etc.).

...burying the tracks...the new urban layer...pin-wall modules | module #30

p. 88... ...001.20881.02088.0019

A small residential unit could, also, be “hanged” on the wall. The area, as it is afore-mentioned, is chosen by people of lower social strata and immigrants that are moving to Athens. Therefore, a unit that could be used as their resident for a short period of time is possible. It could be a section of “social housing wall”.

...burying the tracks...the new urban layer...pin-wall modules | module #30

Small Residential Module

...L150.01A.016...

...001.20891.02089.0019

Module #30 p. 89...

...

...001.20901.02090.0019

Small Residential Module [without walls]

...L150.01A.016...

...burying the tracks...the new urban layer...pin-wall modules | module #30

Module #30 ...

p. 90...

...burying the tracks...the new urban layer...pin-wall modules

And the list goes on...

...001.20911.02091.0019

... p. 91...

...

...001.20921.02092.0019

p. 92...

...001.20931.02093.0019

p. 93...

...001.20941.02094.0019

p. 94...

...001.20951.02095.0019

p. 95...

...reference images...design|research inspiration

...001.20961.02096.0019

...

p. 96...

p. 97...

...

opposite left top... The Waterhouse Boutique Hotel at South Bund (source: The Waterhouse Boutique Hotel, (2010) photograph [Online]. Available from: http://thepractice.neriandhu. com/index.php?q=content%2Fwaterhouse-boutique-hotelsouth-bund [Accessed 05.08.2017].)

opposite right top... Hacienda Niop by As Arquitectura (source: Hacienda Niop, (2015) photograph [Online]. Available from: http://uk.archello.com/en/project/hacienda-niop/2043155?utm_ content=buffer983c3&utm_medium=social&utm_ source=facebook.com&utm_campaign=buffer [Accessed 15.08.2017].)

opposite left middle... Rehabilitation of the City Hall of Traspinedo (source: Rehabilitation of the City Hall of Traspinedo, (2017) photograph [Online]. Available from: https://divisare.com/ projects/343300-oscar-miguel-ares-alvarez-rehabilitationof-the-city-hall-of-traspinedo?utm_content=bufferb2240&utm_ medium=social&utm_source=facebook.com&utm_ campaign=buffer [Accessed 05.08.2017].)

opposite right middle... Micro-architecture structure inscribed a steel-framed grid (source: 426 best MICRO ARCHITECTURE images, (n.d.) photograph [Online]. Available from: https://i.pinimg. com/736x/bb/99/ce/bb99ce7933b0ef35381f9c274564395f--spacetime-francisco-dsouza.jpg [Accessed 04.08.2017].)

opposite left bottom... “Micro architecture” for bees (source: Francesco Faccin creates “micro architecture” for bees with Honey Factory, (2015) photograph [Online]. Available from: https:// www.dezeen.com/2015/07/01/francesco-faccin-honey-factoryurban-beehive-bees-triennale-museum-milan-expo-2015/ [Accessed 06.09.2017].)

opposite right bottom... Timber Small-scale structure (source: 47 best Micro architecture images on Pinterest, (n.d.) photograph [Online]. Available from: https://i.pinimg.com/736x/08/47/71/084 771c47c52392e10a4beff2add64f6--kids-zone-learning-spaces.jpg [Accessed 05.08.2017].) top... Scaffolding structure sketch (source: Scaffolding sketch, (n.d.) photograph [Online]. Available from: https://www.osha. gov/Publications/OSHA3150/images/3150_2.jpg [Accessed 15.08.2017].)

...001.20971.02097.0019

...reference images...design|research inspiration

bottom... Scaffolding structure (source: Scaffolding, (n.d.) photograph [Online]. Available from: https://irp-cdn.multiscreensite. com/58151f06/dms3rep/multi/desktop/s3-1280x520.jpg [Accessed 05.09.2017].)

...

p. 98...

opposite left top... Hellastock workshop poster (source: Hellastock, (2014) photograph [Online]. Available from: http:// www.tovima.gr/vimadeco/trends/article/?aid=625729 [Accessed 10.07.2017].) opposite left middle... Park Villette perspective (source: Park Villette, (n.d.) photograph [Online]. Available from: http://europeantrips.org/wp-content/uploads/2012/07/Parc-de-la-VilletteThe-Design.jpg [Accessed 05.08.2017].) opposite bottom... Park Villette walkway structures (source: Autonomous Neutral Objects: The Combinatorial Models of La Villette’s Folies, (2014) photograph [Online]. Available from: http://socks-studio.com/2014/12/29/the-combinatorial-modelsof-the-folies/ [Accessed 16.08.2017].)

opposite right top... Hellastock structures (source: Hellastock, (2014) photograph [Online]. Available from: http://www.3nta. com/wp-content/uploads/2015/11/bxwkzc1igaah4-s.jpg [Accessed 13.07.2017].) opposite right middle above... Bellastock, Agile city (source: Agile city, (n.d.) photograph [Online]. Available from: http://agile-city. com/architecture/bellastock-annual-ephemeral-city-built-in-paris-with-salvaged-construction-material/ [Accessed 04.08.2017].) opposite right middle below... La Rambla, Barcelona (source: La Rambla, (n.d.) photograph [Online]. Available from: http://3.bp.blogspot.com/-1dbAUmKjavU/U59DcziauLI/ AAAAAAAAAMc/FfAFBl8llP0/s1600/La-Rambla2.jpg [Accessed 25.08.2017].) left... Cities Reassembled by Mister Mourau (source: Cities Reassembled by Mister Mourau, (2014) photograph [Online].

Available from: http://socks-studio.com/2014/07/06/cities-reassembled-by-mister-mourau/ [Accessed 15.06.2017].) right top... Roman Water transfer system (source: Roman Water transfer system, (n.d.) photograph [Online]. Available from: https://i.ytimg.com/vi/IMwybilOVCg/maxresdefault.jpg [Accessed 05.09.2017].)

...reference images...design|research inspiration

...001.20981.02098.0019

right bottom... Hadrian Library, Athens (author archive).

...001.20991.02099.0019

...reference images...design|research inspiration

p. 99...

...

...001.201011.020101.0019

...Conclusion

05

p. 101...

...conclusion

...001.201021.020102.0019

...

p. 102...

p. 103...

...

Conclusion...

This intervention benefits from the fact that it does not propose a final product, thus, potential failure and re-determination is as much embraced as appreciation. In addition, this is a proposal of intervention that could be held at any moment chosen.

This new form of space occupancy is strongly attached to the avoidance of the creation of a single form, rather than the composition of units with adaptability attributes to a relatively vacant urbanscape. The space acts as a canvas for all occupiers and users, and each unit as a marker of their declaration of community needs.

Also, the procedure of a trial and error of a unit, or of a group of units is much appreciated. The community and its needs are everchanging, thus the urban-scape is following the needs of the community-users. Culminating to a social city that the urban-scape represents the current needs of the users and nothing more.

The compact size of the small units, also, provides an adaptability to the structures. In other words, the units could be adjusted to other bearing structures as well. They could be adjusted to a historic building, such as the Botrys Factory to aid to its refurbishment. They could also be adjusted to the open-air space between buildings or in the centre of a block. The possibilities are numerous; the only issue is the where and by whom is going to proceed to its appropriation.

...001.201031.020103.0019

...conclusion

The modern societies have grown to be more aware of their needs and are trying to express that through groups and voluntary acts. However, in the present example the community involvement is not realised and in some cases even discouraged.

Therefore, practise and theories, such the urban village, allow the actual and active involvement of the user. This practice is basically the tangible manifestation of a city which is designed “by� the user and it is aiming the user itself. Leading the way for a more social version of the city, with actual community sense, an attribute that tends to vanish from the modern cities and a lot of people crave for.

The main objective is the re-appreciation of the public space, the participation to public affairs, the invitation to discussions under the topic of the common concerns of the people of the neighbourhood, the city, the world. This could lead to the decision on a micro-architecture that would activate and attract people around it, but it could also lead to the resolution of an even greater community issue. However, the most important aspect would be that it would be from the people, to the people.

...001.201041.020104.0019

p. 104...

...001.201051.020105.0019

p. 105...

...Bibliography ...List of Figures

...001.201071.020107.0019

...References

06

p. 107...

...references...bibliography

...001.201081.020108.0019

...

p. 108...

p. 109...

...

English Bibliography _Anonymous, (n.d.) The History of the Athens Gasworks [Online] Technopolis city of Athens.

Available from: http://www.technopolis-athens.com/web/guest/museum/history [Accessed 28.08.2017]. _Anonymous, (n.d.) Urban villages: an introduction. London: ICE Publishing. _Anonymous, (n.d.) Access scaffolding [Online] Uni-spam holdings. Available from: http:// www.uni-span.co.za/access-kwikstage.html [Accessed 02.07.2017]. _Al Sayed, K., Turner, A., Hillier, B. and Iida, S., (2014). Space Syntax Methodology. 3rd ed.

London: Bartlett School of Graduate Studies, UCL. _Aldous, T., (1992) Urban Villages: A Concept for Creating Mixed-use Urban Developments on a Sustainable Scale. London: Urban Villages Forum. _Aldous, T., (1997) Urban Villages: A Concept for Creating Mixed-use Urban Developments on a Sustainable Scale. 2nd ed. London: Urban Villages Forum. _ Badger, E. and Cameron C., (2015) How railroads, highways and other man-made lines racially divide America’s cities. [Online] The Washington Post. Available from: https://www. washingtonpost.com/news/wonk/wp/2015/07/16/how-railroads-highways-and-other-manmade-lines-racially-divide-americas-cities/?utm_term=.acccad2c7bd0 [Accessed 13.06.2017]. _Bafna, S., (2003) Space syntax: A brief introduction to its logic and analytical techniques.

London: Environment and Behavior, pp. 17-29. _Biddulph, M. J., Franklin, B. and Tait, M., (2002) The Urban Village: A Real or Imagined Contribution to Sustainable Development?. _Bishop, P. and Williams, L., (2016) Planning, politics and city making: a case study of King’s Cross. London: RIBA Publishing. _Bradley, S., (2017) Railways nation, network & people. London: Profile. _Castree, N., Kitchin, R. and Rogers, A., (2013) A Dictionary of human geography. Oxford: Oxford University Press. _Design Lab, (2016) Σιδηροδρομικός Σταθμός Πελοποννήσου: Ιστορικό, Παρόν, Προοπτικές [Railway Station of Peloponnese: History, Present, Perspectives] [Online]. Available from: http://www.designlabshow.gr/gr/news/33 [Accessed 28.07.2017]. _ Dolihos Architects LTD, (2004) Conversion of Botrys Industry into a School Complex [Online].

Available from: http://www.dolihos.gr/en/1815/projects/restoration/industry/conversion-ofthe-votris-industry-into-a-school-complex [Accessed 28.07.2017]. _Hillier, B., (2007) Space is the Machine: A Configurational Theory of Architecture. London: Space Syntax. _Hillier, B., (2010) The Need for A Spatial Ontology for Societies, the Space Syntax Workshop at the European Archaeological Association Conference. The Hague, Netherlands. _Jacobs, J., (2016) The death and life of great American cities. Vintage. _Johnson, R., (2012) The Effects of Residential Segregation During Childhood on Life Chances: Causal Evidence Using Historical Railroad Track Configurations [Online]. Available from: http:// socrates.berkeley.edu/~ruckerj/RJabstract_ChildhoodSegregation_LifeChances_RailroadIV_12-11.pdf [Accessed 13.06.2017]

...001.201091.020109.0019

...references...bibliography

Bibliography...

Greek Bibliography _Anonymous, (n.d.) Δημόσιο Καπνεργοστάσιο [Public Tobacco Factory] [Online] Archaeology of the city of Athens. Available from: http://www.eie.gr/archaeologia/En/Index.aspx [Accessed 28.08.2017] [In Greek] _Anonymous, (2011) Γκρεμίζουν την βιομηχανική και αρχιτεκτονική ιστορία της Ελλάδας [They demolish the industrial and architectural history of Greece] [Online] BlogSpot. Available from: http://akadimia-platonos.blogspot.co.uk/2011/04/blog-post_21.html [Accessed 28.08.2017] [In Greek]. _Αραβαντινός, Α., (2007) Πολεοδομικός σχεδιασμός για μια βιώσιμη ανάπτυξη του αστικού χώρου [Urban design for a viable development of the urban space]. Athens: Εκδόσεις Συμμετρία [Simmetria Publishing] [In Greek]. _Δανιήλ [Daneil], M., (n.d.) Τo Καπνεργοστάσιο Αθηνών. Τ’ αποκαΐδια μιας καπνικής βιομηχανίας [The Athens Tobacco Workshop. The remnants of a tobacco industry] [Online] Monumenta. Available from: https://www.monumenta.org/article.php?IssueID=5&lang=gr&C ategoryID=6&ArticleID=421 [Accessed 28.08.2017] [In Greek]. _Καρύδης [Karidis], Δ., (2006) Τα επτά βιβλία της πολεοδομίας [The Seven Books of Urban Planning]. Athens: Παπασωτηρίου [Papasotiriou Publications] [In Greek]. _Καούνη [Caouni], Δ., (2012) Η Κοινωνική Διάσταση του Δημόσιου χώρου: μελετώντας τις πλατείες του Μεταξουργείου [The Social Dimension of Public Space: studying the squares of Metaxourghio]. Research program (Postgraduate), National Technical University of Athens [In Greek]. _Λαμπαδιάρη [Lampadiari], Α. and Σπάθη [Spathi], Θ., (2014) Τερματικός Σταθμός: Αγορά Ελληνικών Προϊόντων στο Σταθμό Λαρίσης [Terminal Station: Purchase of Greek Products at Larissa Station]. Final Major Design Thesis (BArch), National Technical University of Athens [In Greek]. _Μανωλαράκη [Manolaraki], Ε., (2012) Το οινοποιείο ΒΟΤΡΥΣ όπως είναι σήμερα [BOTRYS winery as it is today] [Online] ipop. Available from: https://ipop.gr/themata/vlepw [Accessed 28.08.2017] [In Greek]. _Μαρκεζίνης, Σ. [Markezinis, S.], (1973) Πολιτική Ιστορία της Συγχρόνου Ελλάδος [Political History of Modern Greece] vol. 1-4. Athens: Πάπυρος [Papyrus Publishing] [In Greek]. _Μαρμαρίνος [Marmarinos], K., (2012) Σεπόλια-η πόλη μας [Sepolia-our city] [Online]. Available from: http://53gym-athin.att.sch.gr/index.php/city [Accessed 28.08.2017] [In Greek]. _Μιχαλοπούλου [Michalopoulou], A., (2012) Μικρο_αρχιτεκτονική [Micro_architecture]. Dissertation (BArch), National Technical University of Athens [In Greek].

... ...references...bibliography

p. 110... ...001.201101.020110.0019

_Magnaghi, A., (2005) The Urban Village. London: Zed Books. _Neill, W. and Schwedler, H., (2001) Urban Planning and Cultural Inclusion: lessons from Belfast and Berlin. Springer: Palgrave _Oltmans Ananat, E., (2008) The Wrong Side(s) of the Tracks: The Causal Effects of Racial Segregation on Urban Poverty and Inequality [Online]. Available from: http://houstonecodev.com/media/7883/Ananat_Railroads_and_Segregation_21_Sept_2008.pdf [Accessed 13.06.2017] _Pollard, J., (2004) From industrial district to ‘Urban Village’? Manufacturing, money and consumption in Birmingham’s Jewellery quarter. Carfax Publishing _ Unification of Athenian Archaeological Sites (n.d.) Unification of Athenian Archaeological Sites: Joint Program of YPEHODE and Ministry of Culture and Sports. Athens: EAXA S.A. _Waldheim, C., (n.d.) The landscape urbanism reader. _Welter, V. M., (2009) The 1925 Master Plan for Tel-Aviv by Patrick Geddes. Israel: Israel Studies, pp. 94-119. _Zorn, A., (2017) How the Layout of urban “cells” affects the function and success of neighbourhoods [Online] ArchDaily. Available from: http://www.archdaily.com/872420/how-the-layout-of-urban-cells-affects-the-function-and-success-of-neighborhoods [Accessed 19.07.2017]

p. 111...

...

_Μπίρης [Biris], Μ., (2003) Αθηναϊκή Αρχιτεκτονική 1875-1925 [Athenian Architecture 18751925]. Athens: Μέλισσα [Melissa Publications] [In Greek]. _Μπίρης [Biris], K., (2005) Αι Αθήναι, από του 19ου εις τον 20ον αιώνα [Athens, from the 19th to the 20th century]. Athens: Μέλισσα [Melissa Publications] [In Greek]. _ Παρμενίδης [Parmenidis], Γ. et al., (2013) Διερεύνηση Στρατηγικών για τη Δικτύωση των Αστικών Παρεμβάσεων στο Μητροπολιτικό Κέντρο Αθηνών α’ φάση σύνταξη προδιαγραφών για δικτυακές/κομβικές επεμβάσεις [Investigation of Strategies for the Networking of Urban Interventions at the Athens Metropolitan Centre phase a’ drafting standards for network/nodal interventions]. Research program (Undergraduate), National Technical University of Athens and Attika Periphery [In Greek]. _ Παρμενίδης [Parmenidis], Γ. et al., (2013) Διερεύνηση Στρατηγικών για τη Δικτύωση των Αστικών Παρεμβάσεων στο Μητροπολιτικό Κέντρο Αθηνών β’ φάση σύνταξη προδιαγραφών για δικτυακές/κομβικές επεμβάσεις [Investigation of Strategies for the Networking of Urban Interventions at the Athens Metropolitan Centre phase b’ drafting standards for network/nodal interventions]. Research program (Undergraduate), National Technical University of Athens and Attika Periphery [In Greek]. _ Παρμενίδης [Parmenidis], Γ. et al., (2013) Διερεύνηση Στρατηγικών για τη Δικτύωση των Αστικών Παρεμβάσεων στο Μητροπολιτικό Κέντρο Αθηνών γ’ φάση σύνταξη προδιαγραφών για δικτυακές/κομβικές επεμβάσεις [Investigation of Strategies for the Networking of Urban Interventions at the Athens Metropolitan Centre phase c’ drafting standards for network/nodal interventions]. Research program (Undergraduate), National Technical University of Athens and Attika Periphery [In Greek]. _Πάσχος [Pasxos], T., (2012) Τα Παλαιά Ανάκτορα [The Old Palace] [Online] BlogSpot.

Available from: http://history-pages.blogspot.co.uk/2012/04/blog-post_24.html [Accessed 18.08.2017] [In Greek]. _Τζαναβάρα [Tzavara], X., (2017) Υπόγειο τρένο στα Σεπόλια [Underground Train at Sepolia] [Online] efsyn. Available from: http://www.efsyn.gr/arthro/ypogeio-sepolia [Accessed 27.06.2017] [In Greek]. _Φιλίστωρ [Philistor], I., (2012) Η ανέγερση και η Ιστορία του κτηρίου της σημερινής Βουλής των Ελλήνων (1836- ) [The erection and the history of the building of the present Greek Parliament (1836-)] [Online] Θέματα Ελληνικής Ιστορίας [Greek History Issues]. Available from: http://www.istorikathemata.com/2012/11/history-of-the-building-of-Greek-parliament.html [Accessed 18.08.2017] [In Greek]. _Χαβδούλα [Chabdoula], E., (2013) Σταθμοί και Πόλη Σταθμός Λαρίσης [Stations and City Larissa Station]. Dissertation (BArch), National Technical University of Athens [In Greek].

Interviews _Delaporta, M., (2017) Current State of the Railway Tracks Area, interview with M. Polyzos on 6 July. Athens, Greece. _Drakopoulos, K., (2017) Current State of the Railway Tracks Area, interview with M. Polyzos on 6 July. Athens, Greece. _Kazazi, K., (2017) Current State of the Railway Tracks Area, interview with M. Polyzos on 6 July. Athens, Greece. _Kodjimaj, A., (2017) Current State of the Railway Tracks Area, interview with M. Polyzos on 6 July. Athens, Greece. _Papadopoulos, G., (2017) Current State of the Railway Tracks Area, interview with M. Polyzos on 6 July. Athens, Greece.

...001.201111.020111.0019

...references...bibliography

Legal Documents _Law no. 4067. Athens: Government Gazette 79A / 2012. _Government Gazette B’ 551.1995. Athens: Government Gazette.

... ...references...list of figures

p. 112... ...001.201121.020112.0019

The illustrations and pictures not listed are product of the author of the present dissertation (original).

p. 113...

... p.14, First Athenian Masterplan composed by Stamatios Kleanthis and Edward Schaubert.

Kleanthis, S. and Schaubert, E., (n.d.) Kleanthis-Schaubert Plan. [Drawing] In: Καρύδης [Karidis], Δ., (2006) Τα επτά βιβλία της πολεοδομίας [The Seven Books of Urban Planning]. Athens: Παπασωτηρίου [Papasotiriou Publications], p.29.

p.16, Gärtner amendment.

Gärtner Plan, (n.d.) photograph [Online]. Available from: http://2.bp.blogspot. com/-cEuImEjmUu8/TfhFDHqjNCI/AAAAAAAACoQ/BS1sAmu2F2k/s1600/ plaza.JPG [Accessed 10.09.2017].

p. 17, Klenze Plan.

Klenze, L., (n.d.) Klenze Plan. [Drawing] In: Μπίρης [Biris], K., (2005) Αι Αθήναι, από του 19ου εις τον 20ον αιώνα [Athens, from the 19th to the 20th century]. Athens: Μέλισσα [Melissa Publications], p. 38.

p. 19, Charilaos Trikoupis.

Charilaos Trikoupis, (n.d.) photograph [Online]. Available from: http://s.kathimerini.gr/resources/toolip/img/2014/11/14/header.jpg [Accessed 02.09.2017].

pp. 20-21, map of Athens, 1881.

Karten von Attica, Kaupert, J.A., (n.d.) map photograph [Online]. Available from: http://athensopenmuseum.com/chartes-tis-attikis-tou-kaoupert-toathinaiko-pedio-sta-teli-tou-19ou-aiona/ [Accessed 12.08.2017].

p. 22, Peloponnese Station.

Peloponnese Station, (n.d.) photograph [Online]. Available from: https:// c1.staticflickr.com/4/3845/15031029548_5073d86ed3_b.jpg [Accessed 04.09.2017].

p. 22, Larissa Station.

Larissa Station, (n.d.) photograph [Online]. Available from: https://upload. wikimedia.org/wikipedia/commons/thumb/d/de/Athens_central_railway_station.jpg/800px-Athens_central_railway_station.jpg [Accessed 04.09.2017].

p. 24, Gasworks Factory.

Gasworks Factory, (n.d.) photograph [Online]. Available from: http://www. characters.gr/images/stories/1487360537_gazi-ergostasio-sinthima.jpg [Accessed 02.09.2017].

p. 24, Atlas Factory.

Atlas Factory, (n.d.) photograph [Online]. Available from: https://athens.indymedia.org/media/old/dsc07395.jpg [Accessed 02.09.2017].

p. 24, Botrys Factory.

Botrys Factory, (n.d.) photograph [Online]. Available from: https://ipop.gr/wpcontent/uploads/2014/06/botrus-ipopgr-1.jpg [Accessed 02.09.2017].

p. 24, Tobacco Factory.

Tobacco Factory of Athens, (n.d.) photograph [Online]. Available from: http:// www.eie.gr/archaeologia/gr/layout/images/mnimeia/zoom/KAPNERG1989. jpg [Accessed 02.09.2017].

p. 24, Petalouda Factory.

Petalouda Factory, (n.d.) photograph [Online]. Available from: https:// oikologicarodiaka.files.wordpress.com/2011/11/cair_03-02-2011-31. jpg?w=640&h=426 [Accessed 02.09.2017].

p. 24, Petalouda Factory.

Petalouda Factory, (n.d.) photograph [Online]. Available from: http://textile.chem-net.gr/wp-content/uploads/2014/04/aigaion-02.jpg [Accessed 02.09.2017].

p. 26, Excavation works at Kerameikos.

Excavation works, (n.d.) photograph [Online]. Available from: http://static. panoramio.com/photos/original/55030149.jpg [Accessed 05.09.2017].

...001.201131.020113.0019

...references...list of figures

List of Figures...

p. 26, Athens 1800s.

Athens 1800s, (n.d.) photograph [Online]. Available from: https://i.ytimg. com/vi/dHwsMYouW0M/maxresdefault.jpg [Accessed 05.09.2017].

p. 26, Omonoia Sq.

Omonoia Square, (n.d.) photograph [Online]. Available from: https://i. pinimg.com/originals/3c/5e/85/3c5e85aa1a9f8d5975f94b9848071e22.jpg [Accessed 05.09.2017].

p. 26, Factory at Kerameikos, 1950.

Gasworks Factory at Kerameikos, (n.d.) photograph [Online]. Available from: http://perierga.gr/wp-content/uploads/2014/07/spanio12.jpg [Accessed 05.09.2017].

p. 26, Men weave baskets, Psyrri.

Men weave baskets, Psyrri, (n.d.) photograph [Online]. Available from: http://perierga.gr/wp-content/uploads/2014/07/spanio13.jpg [Accessed 05.09.2017].

p. 26, Athens view from Lycabetus Hill 1880s.

Athens view from Lycabetus Hill, (n.d.) photograph [Online]. Available from: http://www.in2life.gr/dm_pictures/palia_athina-gal-3_173238_Y61320.jpg [Accessed 05.09.2017].

p. 26, Tram line at Athens.

Tram line, (n.d.) photograph [Online]. Available from: http://i366.photobucket.com/albums/oo105/Vereniki7/athens/parousiasi_istoria_fotografies_4_3. jpg [Accessed 05.09.2017].

p. 54, Urban Village facilities layering by masterplanner Leon Krier.

Krier, L., (n.d.) Urban Village Layering. [Sketch] In: Aldous, T., (1997) Urban Villages: A Concept for Creating Mixed-use Urban Developments on a Sustainable Scale. 2nd ed. London: Urban Villages Forum, p.29.

p. 57, Abstract representation of buildings forming a varied townscape and housing mixture of uses.

Anonymous, (n.d.) Artist’s impression of buildings forming a varied townscape and housing mixture of uses. [Sketch] In: Aldous, T., (1997) Urban Villages: A Concept for Creating Mixed-use Urban Developments on a Sustainable Scale. 2nd ed. London: Urban Villages Forum, p. 33.

p. 68, Burgos Railway Station Refurbishment by Contell-Martínez Arquitectos, interior and exterior per-spectives.

Burgos Railway Station Refurbishment, (2017) photograph [Online]. http:// www.archdaily.com/873855/burgos-railway-station-refurbishment-contellmartinez-arquitectos [Accessed 10.09.2017].

p. 69, Refurbishment of the Peloponnese Station to the New Railway Museum.

New Railway Museum proposal by OSE, (2016) photograph [Online]. Available from: http://www.designlabshow.gr/gr/news/33 [Accessed 10.09.2017].

p. 98, The Waterhouse Boutique Hotel at South Bund.

The Waterhouse Boutique Hotel, (2010) photograph [Online]. Available from: http://thepractice.neriandhu.com/index. php?q=content%2Fwaterhouse-boutique-hotel-south-bund [Accessed 05.08.2017].

p. 98, Rehabilitation of the City Hall of Traspinedo.

Rehabilitation of the City Hall of Traspinedo, (2017) photograph [Online]. Available from: https://divisare.com/projects/343300-oscarmiguel-ares-alvarez-rehabilitation-of-the-city-hall-of-traspinedo?utm_ content=bufferb2240&utm_medium=social&utm_source=facebook. com&utm_campaign=buffer [Accessed 05.08.2017].

p. 98, “Micro architecture” for bees.

Francesco Faccin creates “micro architecture” for bees with Honey Factory, (2015) photograph [Online]. Available from: https://www.dezeen. com/2015/07/01/francesco-faccin-honey-factory-urban-beehive-bees-triennale-museum-milan-expo-2015/ [Accessed 06.09.2017].

p. 98, Hacienda Niop by As Arquitectura.

Hacienda Niop, (2015) photograph [Online]. Available from: http://uk.archello.com/en/project/hacienda-niop/2043155?utm_ content=buffer983c3&utm_medium=social&utm_source=facebook. com&utm_campaign=buffer [Accessed 15.08.2017].

...

Barbakeios Market, (n.d.) photograph [Online]. Available from: http:// www.star.gr/publishingimages/2013/03/280313143504_4729.jpg [Accessed 05.09.2017].

...references...list of figures

p. 114... ...001.201141.020114.0019

p. 26, Market at Athinas St.

p. 98, Timber Small-scale structure.

47 best Micro architecture images on Pinterest, (n.d.) photograph [Online].

Available from: https://i.pinimg.com/736x/08/47/71/084771c47c52392e10a4b eff2add64f6--kids-zone-learning-spaces.jpg [Accessed 05.08.2017].

p. 99, sketch.

Scaffolding sketch, (n.d.) photograph [Online]. Available from: https://www. osha.gov/Publications/OSHA3150/images/3150_2.jpg [Accessed 15.08.2017].

Scaffolding

structure

p. 99, Scaffolding structure.

Scaffolding, (n.d.) photograph [Online]. Available from: https://irp-cdn. multiscreensite.com/58151f06/dms3rep/multi/desktop/s3-1280x520.jpg [Accessed 05.09.2017].)

p. 100, Cities Reassembled by Mister Mourau.

Cities Reassembled by Mister Mourau, (2014) photograph [Online]. Available from: http://socks-studio.com/2014/07/06/cities-reassembled-by-mistermourau/ [Accessed 15.06.2017].

p. 100, Roman Water transfer system.

Roman Water transfer system, (n.d.) photograph [Online]. Available from: https://i.ytimg.com/vi/IMwybilOVCg/maxresdefault.jpg [Accessed 05.09.2017].

p. 101, Hadrian Library, Athens.

Author’s archive.

p. 101, Hellastock structures.

Hellastock, (2014) photograph [Online]. Available from: http://www.3nta. com/wp-content/uploads/2015/11/bxwkzc1igaah4-s.jpg [Accessed 13.07.2017].

p. 101, Bellastock, Agile city.

Agile city, (n.d.) photograph [Online]. Available from: http://agile-city.com/ architecture/bellastock-annual-ephemeral-city-built-in-paris-with-salvagedconstruction-material/ [Accessed 04.08.2017].

p. 101, La Rambla, Barcelona.

La Rambla, (n.d.) photograph [Online]. Available from: http://3.bp.blogspot. com/-1dbAUmKjavU/U59DcziauLI/AAAAAAAAAMc/FfAFBl8llP0/s1600/LaRambla2.jpg [Accessed 25.08.2017].

p. 101, Hellastock workshop poster.

Hellastock, (2014) photograph [Online]. Available from: http://www.tovima. gr/vimadeco/trends/article/?aid=625729 [Accessed 10.07.2017].

p. 101, Park Villette perspective.

Park Villette, (n.d.) photograph [Online]. Available from: http://europeantrips.org/wp-content/uploads/2012/07/Parc-de-la-Villette-The-Design.jpg [Accessed 05.08.2017].

p. 101, Park Villette walkway structures.

Autonomous Neutral Objects: The Combinatorial Models of La Villette’s Folies, (2014) photograph [Online]. Available from: http://socks-studio. com/2014/12/29/the-combinatorial-models-of-the-folies/ [Accessed 16.08.2017].

p. 115...

426 best MICRO ARCHITECTURE images, (n.d.) photograph [Online].

Available from: https://i.pinimg.com/736x/bb/99/ce/bb99ce7933b0ef35381f9c274564395f--space-time-francisco-dsouza.jpg [Accessed 04.08.2017].

...001.201151.020115.0019

... ...references...list of figures

p. 98, Micro-architecture structure inscribed a steel-framed grid.

...Appendix A ...Appendix B ...Appendix C

...001.201171.020117.0019

...Appendix

07

p. 117...

...appendix a

...001.201181.020118.0019 54. Aldous, T., (1997) Urban Villages: A Concept for Creating Mixed-use Urban Developments on a Sustainable Scale. 2nd ed. London: Urban Villages Forum, pp.74-76.

...

p. 118...

p. 119...

...

Appendix A...

Successive stages of the urban village development process, as described by Aldous Tony in Urban Villages, second edition54: 1. Development Team. The promoter forms his development team.

2. Site Identification. The development team assembles a short list of sites which prima facie fulfil the criteria for an urban village.

3. Designation of Site as a Spud in a statutory plan or plans. The 1991 Act re-establishes the primacy of statutory plans as criteria in considering planning applications and appeals; the key decisions will increasingly be taken at the plan-making stage.

4. Site Appraisal. The team carries out an appraisal of the selected sites. This includes: a. Analysis of viability based on market surveys: what is the likely demand for housing, shops, offices, light industry, etc.? What are the likely values? Will people be sufficiently attracted to this location? b. Preliminary site survey: can it accommodate and support the necessary critical mass to make urban village development work c. Off-site technical appraisal: what is the site’s accessibility? The actual/potential road connections? Public transport? Existing or potential railway station? Sewer connections for surface water and sewage?

How much upgrading is needed? Similar questions for electricity, gas and water supplies and telecommunication links. d. Internal character-abnormal characteristics, including: physical state of site – badly filled land, or unsatisfactory natural ground conditions? Contamination, perhaps giving rise to methane or gas emissions?

Excessively high water table? Flooding? Special topographical or landscape features? Existing buildings?

Conservation designations: listed buildings? SSSIs? Tree preservation orders? Natural features like hedges and streams? What are the costs, constrains and opportunities involved?

5. Preliminary Financial Appraisal. Preparation of estimates of projected resale values and comparison with estimated costs, prepared on a cash-flow basis against a preliminary programme; sensitivity analysis; consideration of the means by which the project can be funded, including indications of interest in principle from potential funders.

6. Acquisition of Options over different parts of the site, conditional on planning consent being obtained.

7. Define Structure of Promoter: partnership? Joint venture Company? Land must be in unified ownership.

8. Consultation. At first selective and specialist but broadening into the widespread but carefully phased and structured public involvement process. The promoter and his team, as well as the local planning authority, may need to make special efforts to explain the unfamiliar concept of an urban village and its advantages to the community. This stage begins a continuous process of consultation and involvement which will last right through to the completion of the development.

9. Analysis of Content. The team makes preliminary analysis of the mix of housing, employment, shopping, leisure and other specialist uses which the circumstances indicate is viable, as well as the tenures and phasing appropriate to them.

...appendix a

11. Public Consultation. The preliminary masterplan is subject to widespread, carefully structured public consultation, which is not only a statutory requirement but continues the process begun in (8). The results influence the nature of the plan as the basis for…

12. The Outline Planning Application. This identifies the urban village as a separate and distinct development category – a structured planned urban development, or SPUD, to be developed according to stated urban village principles – ideally reiterating such a designation in a statutory plan.

13. Statutory Public Construction on the application continues the wider consultation process begun earlier.

14. Grant of Outline Planning Consent, with appropriate conditions, is followed by…

15. Organisation of Funding for the Development Itself, which will require the completion of the financial analy-

...001.201191.020119.0019

10. The Preliminary Masterplan, which broadly sets out how it is proposed to arrange those uses on the site and the nature of the supporting infrastructure.

...

p. 120...

sis outline in (5).

16. Preparation of a Detailed Masterplan for the whole urban village. This is more than a land-use plan. It includes: a business plan; total floor areas for each use and where located; details of tenure; codes governing infrastructure, urban form, architecture, and public spaces; an environmental impact study; and detailed information on the financing and phasing of the project as well as land ownership. The whole project from concept through to detailed implementation must be worked out as a programme and unfolded in this plan.

17. Submission of a Detailed Planning Application based on this plan with all its supporting documentation.

18. Public Consultation on all aspects of this, including business and implementation, not just land use. Continuation of the process begun at (8).

19. Grant of Planning Application linked to: 20. A Binding Legal Agreement made with planning authority under Section 106 of the 1991 Act. This conveys a very wide range of subjects, including: financing; implementation defined as phases and to a programme; the codes; tenure; social content; community facilities; and creation of a community development trust. But the agreement must allow for changes in circumstances – particularly in respect of the economy – and should provide arrangements to make changes by agreement, with any dispute being capable of resolution by a third party.

21. Start of First Infrastructure Works, including advance planting and off-site infrastructure works.

22. Allocation of individual Development Sites by promoter to individual builders, developers or to himself for development in conformity with the masterplan and supporting agreements. These may range from a single dwelling house up to, say 50 units of various uses; and implementation may be in the hands of small builderdevelopers acting under agreements with the promoter.

23. Consultation on Detailed Design. Part of the continuing, wider consultation process begun at (8).

24. Community Development Trust Establishment.

25. Application on Reserved Matters of detail for individual sites within the village. The local planning authority should normally delegate consideration of reserved matters to officers; and. Since both staff and elected members may change over four or more years, there is a case for the LPA to set up a small, specialist working party of councillors and officers, with perhaps some expert members from outside, to maintain consistency of approach.

26. Planning Consents and Implementation.

...appendix a

...001.201201.020120.0019 55. Aldous, T., (1997) Urban Villages: A Concept for Creating Mixed-use Urban Developments on a Sustainable Scale. 2nd ed. London: Urban Villages Forum, pp.97-101.

27. Completion of the Urban Village. Continuing management role; continuing role for Community Development Trust.

p. 121...

...

Appendix B...

INFRASTRUCTURE CODE This will include details of: _road connections _the nature of the various types of roads to be provided _standard of construction of roads, road surfaces kerbs (where required), road surfaces and materials _services to be provided by statutory undertakers, including standard of service and appearance _treatment of grilles, grids, gullies, inspection, covers, wires, cables, pipes, conduits and all visible components of service provision _any changes to the contouring of land _existing tree-belts, copses and other major landscape features _the provision of new structural landscape.

...001.201211.020121.0019

...appendix b

Detailed regulation codes to be followed in order to develop an urban village accurately, as described by Aldous Tony in Urban Villages, second edition55.

... ...appendix b

p. 122... ...001.201221.020122.0019

URBAN FORM CODE This will be tailored to the particular site, but general principles to be followed may include: _in its physical form, the urban village needs to be both simple and subtle; it must be comprehensible wherever you stand, but at the same time have variety and elements of surprise _on plan its form should ideally be rounded and the maximum distance across a walkable 900 metres _streets and squares should be laid out clearly and legibly, responding to natural features as well as prominent and historic features, both buildings and landscape, some of the latter perhaps originally man-made _site characteristics should be emphasised and reinforced. It is a waste of topographical assets to flatten out hills, smooth slopes and fill in valleys _culs-de-sac and unlinked closes are generally to be avoided _public spaces (squares, streets, footpaths, passages, mews courtyards and the like) may with benefit occupy 25%-35% of the total area _the larger parks and public open spaces such as sports fields, golf courses and commons should form the boundaries and landscaped fringes of the urban village, providing both a visible edge and where appropriate, a clear boundary between the village and adjoining development _street blocks should decrease in size towards the centre and grow larger towards the perimeter. This ensures a denser but more permeable pattern of development around the central square, with more street corners and architectural focal points _rectangular street blocks should have their short sides to principal streets so as to give them more entry points and visual incident _public spaces should be planned as a whole – buildings and central space together; should have a strong sense of enclosure and carefully chosen points of focus. The type and status of each building, rather than the whim of designer or developer, should dictate its scale and treatment _pathways cutting across urban blocks should be planned to increase pedestrian permeability and ease of movement on foot _where possible, underground parking should be provided beneath central blocks; a less costly alternative is semi-basement parking under landscaped central courtyards _multi-level car parks should be small and dispersed, carefully designed to blend with their surroundings, and screened from principal street by 5-6m deep front buildings, perhaps occupied by shops, offices or workshops _public and civic buildings should not be grouped in a single public-use precinct, but spread around the village on appropriate and convenient sites _building heights should be determined by the character and function of individual buildings and their position within block, street or square _higher buildings should be reserved for the key sites, and generally for important public and other uses; the test should be the number of storeys rather than a prescribed height in metres or feet _buildings of wider than urban village importance, requiring easy access from other communities, should be sited on squares or boulevards on the edge of the urban village; those which are essentially local in prominent positions within the village _within their plots, buildings should be sited so as to create or contribute to a comprehensible street frontage _all visible frontages, even on a return elevation, should be treated as part of the main elevation, not as “poor relations” _street frontages should not be blown apart by too many se-backs – probably not more than 20% of any block frontage. Where such set-backs do occur, they should be treated as gardens or landscaped courts _gardens and other set-backs are not appropriate at street corners, which need a strong urban form.

p. 123...

...

ARCHITECTURE CODE This will vary according to the architectural character set by the promoter and his master planner, responding to the nature and character of the locality. It will set the prevailing architectural style and cover the design of such features as: _shape and materials of roofs and walls of buildings _chimneys and finials _fenestration _doors and door surrounds _boundary walls and fences _use of paint, render and other coverings _paths and drives _conservatories, greenhouses and other substantial garden buildings and structures visible from public places.

...appendix b

Annexed to the codes is an ENVIRONMENTAL ACTION PLAN This provides for action in the following areas: _reduction of air, water and soil pollution _control of noise levels, to the achievement of which lower levels of car use, improved traffic management and greater use of public transport, will all contribute _adoption of systems for the reduction in quality and recycling of domestic and commercial waste _achievement of high standards of energy efficiency in homes and commercial buildings _ecologically sound forms of sewage treatment and disposal _provision for effective street cleansing _provision for the creation and conservation of wildlife habitats _support for community initiatives in environmental, education and protection _action through the codes to promote the use of building materials and design which contribute to lower energy demand and reduced environmental impact.

...001.201231.020123.0019

PUBLIC SPACES CODE This code covers public spaces and the design and furnishing of all that constitutes the “public realm”. It should aim to achieve as high a standard of design and materials as in the best maintained and regulated conservation areas. It will include details of: _the design, choice and location of signage, lighting columns and brackets, bollards, seats and other street furniture, which if handsome, appropriate and consistent, can give a sense of quality and strengthen the distinctive identity of the urban village _the central square or place which is the heart of the urban village and the barometer both of its vitality and its visual quality _other squares, piazzas and other public spaces, which must be conceived as an integral part of the overall design of the village, and so as to enhance both quality of life and the value of the promoter’s and other developers’ investment in it _streets, footpaths, passages and mews courtyards _parks, public gardens, commons, greens, playing field, golf courses and the landscaped edges of the urban village _general character and quality of planting in the public realm, as a means to softening hard edges, adding colour and texture and generally creating a friendlier ambience .

...

p. 124...

Appendix C...

Law no. 4067 / Government Gazette 79A / 201256 New Building Regulation Article 15 Building height - starting point for height measurement -Street width

2. Deviations in height and volume ratios are permitted by decision of the Minister for Environment, Energy and Climate Change, following an opinion of the Central Council of Architecture (A) for complex buildings other than offices, in areas with a building factor of up to 1,2 and a reasoned proposal by the competent body, with the following maximum values: For building factor, up to 0.4 height 13.00m.

For building factor, up to 0.8 height 18.00m.

For building factor, up to 1,2 height 21,00m.

(B) in the case of a height adjustment in a building constructed with a lawful building permit, provided that the building factor has not been used up.

3. The maximum height of the building at each point of its faces shall be measured from the definitively determined level of the ground at any measuring point or from the level of the pavement if the faces are placed on the landline and this is the same as the building line.

On plots with façades in more than one common areas for which different maximum permissible heights are applicable and at least one of which is not defined under this paragraph, the lower of the permissible heights shall be maintained up to a distance of 9,0 m from the building line to which it corresponds, unless otherwise specified by specific building regulations of the area.

In the case of a basement with a cours anglaises, the starting point of the height measurement is from the final ground level of the ground level to the corresponding position.

4. It is not allowed to modify the physical ground level except to facilitate natural rainfall and up to a level of Âą 1.00 m. from the natural terrain.

...appendix c

...001.201241.020124.0019 56. Law no. 4067. Athens: Government Gazette 79A / 2012.

1. The maximum permissible height of the building is defined according to the permissible building factor of the area as follows: For building factor, up to 0,4 height 10,75 m.

For building factor, up to 0.8 height 14.00m.

For building factor, up to 1.2 height 17.25m.

For building factor, up to 1,6 height 19,50m.

For building factor, up to 2.0 height 22.75m.

For building factor, up to 2.4 height 26.00m.

For a building factor of 2.4 and above, ten times the allowed building factor with maximum height of 32.00m.

In the case of planted rooftops, the maximum permissible heights are increased by one (1,00) meter and those of the pitched roofs by forty (40) centimetres; for new buildings.

p. 125...

...

5. The building (except balconies/galleries) that can be built in the plot shall be inscribed in the ideal solid, determined: (A) to the façades of the site from the vertical surface passing through the building line and whose uppermost points are at a height of 1,5 Π which cannot be less than 7,5 m from the corresponding points of the pavement curb (Where Π the distance from building line to the opposite building line) (B) On the other sides of the site from vertical surfaces passing from the boundaries of the site or from the boundaries of the distances imposed.

6. For the purposes of the provisions of this Article, as width of road at a certain point on the façade of the site is considered to be the length of the perpendicular to the building line at that point to its intersection with the oppositely approved building line of the same road or its extension. If the building block is within the boundary of the approved urban plan and opposite there is only a landline to calculate the width of the road, this line is taken into account instead of the building line.

7. In the case of squares or widenings due to the contribution of roads with or without an abrasion, the width of the road to determine the height of the façade of the building in the extension or square, is considered to be the largest of the widths of the roads contributing, measured in point of interference.

When the approved communal space is mostly surrounded by a block of flats and is linked with another communal space through a passageway, the width of the road to determine the height of the façade of the buildings seen therein, the width of the passage at its junction point Space.

...001.201251.020125.0019

...appendix c

8. The heights for the application of the ideal solid are measured from each point of the street line to the level of the definitively shaped pavement, as certified by the engineer and approved in the topographic diagram and the coverage chart by the competent Building Service.

If there is no definite pavement, this level is determined by the approved elevation study of the road.

If there is no elevation of the road, the study is drawn up by a private engineer and is approved by the competent Building Service. A new altitude study may be prepared in the case of a change in the height of the road.

...001.201261.020126.0019

p. 126...

p. 127...

I, also, want to ascribe the t-word to all the people I met till now and sculpted what I am today.

Finally, I hope I deserve receiving a thank you as well. In this case; you are welcome.

...001.201271.020127.0019

In this point, before closure, I want to thank my mother for giving me life, my father for giving me opportunities, my three matriarch figures for giving me values, my family for giving me principles, my flatmates [you know who you are] for giving me an unforgettable year, my friends for giving amazing experiences, my teachers for giving me inspiration, my professors for giving me knowledge, my new professors for giving me even more knowledge, my new friends for giving me one more great experience‌

Michail Polyzos University College London MA Architecture and Historic Urban Environments BENVGHE6 London - September 2017