Spatial Morphology Design Studio 2019. Volume 1. Frölunda-Högsbo

SPATIAL MORPHOLOGY DESIGN STUDIO 2019 FINALREPORT | VOL.1 | FRÖLUNDA - HÖGSBO

Colophon

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

Tutors: Ioanna Stavroulaki Henrik Markhede Evgeniya Bobkova Kailun Sun

Course coordinator: Meta Berghauser Pont Guest lecturers: Examiners: Lars Marcus Meta Berghauser Pont Studio participants (Frölunda -Högsbo groups): Lina Sundberg Lovisa Olsson Elise Wicklein Rachel McLure Ainara Aragón Espinosa Michaela Jandekova Jason Gibbs Khuloud Hifzy Anton Löberg Ningxin Xu

Per Haupt, Norrköping municipality/BTH Blekinge Åsa Gren, Beijer Institute Oskar Kindvall, Calluna Maria Thorell, Calluna Ann Legeby, KTH Stockholm Lukas Memborn, Gothenburg municipality Claes Caldenby, Chalmers Martin Allik, Mareld Landscape architects Erik Linn, White Guest critics: Marta Caldeira, Yale University Erik Hansson, City of Gothenburg Erik Florberger, City of Gothenburg Eva Tenow, City of Gothenburg Mia Edström, City of Gothenburg Andrea Hulting Gustavsson, City of Gothenburg

Contents

Introduction

5

Group 1 Inwards-Outwards General context

Visions and proposal

Strengthen the middle city

Integrate West and East Högsbo

Increase access and connections between green areas West Högsbo - context based development East Högsbo - an area for living Space syntax analyses

7 8 10 12 16 20 24 28 32

Key projects Transitions (Lina Sundberg) An urban, green connector (Lovisa Olsson)

34 36 52

Layers of diversity (Elise Wicklein) Masterplan gateway (Rachel McLure) Progressive system (Ainara Aragón Espinosa)

68 82 96

Group 2 Southern Gateway to Gothenburg General context Vision and strategies Spatial analysis Structural plan Submaps

104 106 108 110 116 118

Key projects Musiktorget (Michaela Jandekova) 126 Green Connector (Jason Gibbs) 138 Frölunda walk (Khuloud Hifzy) 152 New neighbourhood for south Göteborg (Anton Löberg) 164 Live corridor (Ningxin Xu) 176

Map extracted from Gothenburg Development Strategy, 2014

Prioritized development areas

Central points

Mastering strength areas

INTRODUCTION

Current global urbanization processes put acute stress on urban and ecological systems. This has been articulated in UN sustainable development goals and specified in UN-Habitat’s 5 principles for sustainable urban development. On a national level, Sweden is in the middle of an exceptional attempt to build 700.000 housing units until 2025, which has the potential to redirect Swedish cities into more sustainable trajectories. The challenge is not only how to accomplish this, but also to determine which qualities we want to see emerge, which puts unprecedented expectations on urban planning and design and brings knowledge demands that these practices currently not always are well prepared for.

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

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

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

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

SMoG Design Studio

Masterplan Hisingen & Frölunda (group work)

The main goal of the SMoG Design Studio is to strengthen students’ understanding of how urban form provides a framework and creates conditions for social and environmental processes. Theories and methods in analytical Urban Morphology, especially network analysis (Space Syntax) and density analysis (Spacematrix), are used to arrive

Teachers: Gianna Stavroulaki, Henrik Markhede

Gothenburg’s Development Strategy is to add 45 000–55 000 new housing within the entire intermediate city, which asked for a proposal that allows for such densification and at the same time improves social-ecological sustainability.

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

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

During the first weeks of the studio four Masterplans were developed for two areas located in what is defined as the intermediate city in Gothenburg’s Development Strategy (2014): Hisingen and Frölunda. The objective in

5

GROUP 1 INWARDS-OUTWARDS

General context Visions and proposal Strengthen the middle city Integrate West and East Hรถgsbo Increase access and connections between green areas West Hรถgsbo - context based development East Hรถgsbo - an area for living Space syntax analyses

Key projects: Transitions An urban, green connector Layers of diversity Masterplan gateway Progressive system

Lina Sundberg Lovisa Olsson Elise Wicklein Rachel McLure Ainara Aragรณn Espinosa

GENERAL CONTEXT

The site and our proposed masterplan is located in the valley between three of western Gothenburg’s biggest green and recreation areas, at an equal distance from Gothenburg’s and Mölndal‘s city center. The broad and heavy trafficked highway of Dag Hammarskjöld is today splitting the site in two pieces with sparse connections crossing it.

On the west side we find districts such as Högsbo, Flatås, Järnbrott and Frölunda - primarily post-war residential areas with a wide range of building typologies. The eastern side is mainly a car-oriented industrial warehouse area with barely no residential population. Most of the buildings here are relatively young, but not planned for the highly integrated district the area has potential to be.

8

Spatial Morphology Design Studio 2019

The context pictures below highlight both problematic aspects of the area, such as the wide six-lane highway and widespread parking space, and aspects we have identified as assets, such as local green areas and the range of typologies. centre and Mölndal centre.

The highway of Dag Hammarskjöld is in our proposal redesigned into a low speed high street constituted by buildings on both sides. Along the road an additional tramline supports the densification of the area, and further on to Mölndal.

Inwards-Outwards

0

1000

2000

3000

4000

5000m

The map shows our proposed masterplan in relation to its surroundings. An area which is located at the same distance from Gothenburg center as from Mölndal center. Thicker black arrows show the outer connection in form of the highway leading traffic circular around the city, and red arrows show the inner connection through our site, leading into Gothenburg city center and to the southern districts of Askim and Tynnered. Dag Hammarskjöld’s highway is transformed into a high street with a reversed traffic hierarchy.

CITY CENTER

HISINGEN

MÖLNDAL

TYNNERED

ASKIM

General context

9

MASTERPLAN | Visions and Proposal Strengthen the middle city

Strengthen the middle city

Strengthen the middle city

1 | Strengthen the middle city

2 | Integrate West and East Högsbo Strengthen the middle city

context based development

context based development

Based on space syntax analyses and experiences of the area five visions have been stated: Strengthen the middle city, Integrate west and east Högsbo, Increase access and interconnections between green areas, Context based development in west Högsbo and make east Högsbo an area for living. Together they form the base for the masterplan.

The masterplan contains main connections, new building developments and green connections between larger green areas. Connections to the city centre and Mölndal are strengthened with new tram lines and added pedestrian and cycle paths. One crucial act is to redesign Dag Hammarskjöldsleden into a boulevard which both enables nearby densification and the integration of areas divided by it today.

The establishing of main connections is based on space syntax analyses which predict the extent of pedestrian flows.

Developments along main connections are given a high GSI to support building typologies with high enclosure, continuous street frontages and a clear distinction between public and private. Near the borders of large green areas, developments instead have a lower GSI to favor more fragmented typologies which enables more visual and physical connections to these areas.

East Högsbo is presently an industrial warehouse area where cars are prioritized in the planning. In the masterplan it also becomes a place for living where pedestrians, cyclists and public transportation are prioritized.

context based development

3 | Increase access and connections between green areas Strengthen the middle city

context based development

4 | West Högsbo - context based development

development

5 | East Högsbo - an area for living

10

Spatial Morphology Design Studio 2019

Inwards-Outwards

0

500

1000

1500

2000

2500 m

B

A B B

B A A

B

Integration R30

B

B

B

B B

A A A

B

A A

B A

A

Street network

B

A

B B C

A

B

Main street

B

Secondary street

C

A

B B B

A

C B

A

Existing tram line

A

B

A

B

New tram line

B C

B A B

B

B B

B B

B B

B

B

B B

A

B

B

B

B

B

B

B

B

A

B A

A

A

C B

B

B

A

B

A

B B

A

A A

B

B

B

B

B

C B

B

B B

Main land use

B

A

B C

B A

C

B C

A A

B

Existing square

A

A

B B

New tram stop

A

B C

Existing tram stop B

B

B

B

B

B

B B

Green network

Residential

Global links

Office

Local links

B A

B C

A

C

B

A

A

A

A

Public

B

A

Commercial

A

GSI

Proposal | Masterplan

Number of floors 10-30 %

A 6-12

30-40 %

B 3-8

40-60 %

C 2-4

11

STRENGTHEN THE MIDDLE CITY | Spatial Analysis Strengthen the middle city

Strengthen the middle city

Strengthen the middle city

Vision one centred around strengthening the middle city by creating better connections to the inner city and increasing pedestrian access.

There is a great potential for a connection to the city centre with a high betweenness along the route that connects the areas. However, the surrounding areas have low FSI or no built areas. Some parts neighbouring the potential connection have poor pedestrian connections and large walking distances to public transportation.

Strengthen the middle city context based development

context based development

context based development

Some parts neighbouring the potential connection have poor pedestrian connections and large walking distances to public transportation. There is a high attraction distance to public transportation and a reliance on cars in the area. The current pedestrian crossings are scarce with many of them at a higher level reducing easy pedestrian access.

Strengthen the middle city

context based development

development

12

Spatial Morphology Design Studio 2019

Inwards-Outwards

0

500

1000

1500

2000

2500 m

Attraction distance to public transportation < 400 m to tram < 400 m to bus > 400 m to tram + bus

FSI 0.60 - 10.00 0.45 - 0.60 0.30 - 0.45 0.15 - 0.30 0.00 - 0.15

Betweenness 5km 3360055 - 6904151 1459703 - 3360055 663537 - 1459703 213243 - 663537 0 - 213243

Strengthen the middle city

13

STRENGTHEN THE MIDDLE CITY | Proposal Strengthen the middle city

Strengthen the middle city

Strengthen the middle city

Strengthen the middle city context based development

context based development

context based development

In the proposal, areas of higher density have been created along the main connections developing the link to the city centre which today is mainly highway. New paths have been added to better access the existing tram stops and new tram stops have been added to better serve the area allowing for faster access to public transport.

The tram line is extended southwards and a circular tram connection was added to Mรถlndal in the east and Kungssten in the west. This is to serve the existing residential areas and connect them better to the new masterplan area as well as the city.

Further more pedestrian and bike connections in the south were added allowing for fast bike connections throughout the masterplan area and to create an easier pedestrian path.

Strengthen the middle city

context based development

development

14

Spatial Morphology Design Studio 2019

Inwards-Outwards

0

500

1000

1500

2000

2500 m

Attraction distance to public transportation < 400 m to tram < 400 m to bus > 400 m to tram + bus

Betweenness 5km

Proposal Main connections New tramline New tram stop Existing tramline Bus

Strengthen the middle city

15

INTEGRATE WEST AND EAST HÖGSBO | Spatial Analysis Strengthen the middle city

Strengthen the middle city

Strengthen the middle city

Strengthen the middle city context based development

context based development

Two highways are shown in the map. One is Dag Hammarskjöldsleden which leads straight into the city and cuts through it, while the other leads traffic around the city and into a tunnel beneath the centre. For these two highways motor betweenness is high, and the daily traffic flows are correspondingly large. Mapped is also the noise pollution which along Dag Hammarskjöldsleden affect people living in the area today.

The western part of the project area which is mainly residential, and the eastern industrial part are today divided by the highway Dag Hammarskjöldsleden. It forms a barrier with limited crossings for pedestrians and cyclists. Network integration analyses shows the spatial segregation between these two otherwise closely situated areas.

context based development

Strengthen the middle city

context based development

2.5

3

1.5

3

1

3

Distansgatan

15

Parking

18

Green

3

10

3

6

9

7.5

5

7.5

Dag Hammarskjöldsleden

8.5

5

13

6

2

Section | Current Situation Dag Hammarskjöldsleden

development

16

Spatial Morphology Design Studio 2019

Inwards-Outwards

500

0

1000

1500

2000

2500 m

City centre

A

B

C

Integration R16 ÅMVD 2016 A-B: 25 900 B-C: 47 900 C-D: 24 700 D-E: 32 900 E-F: 28 200 F-G: 29 400 G- : 31 300

D

ÅMVD 2016 a-b: 25 400 b-c: 46 400 c-d: 68 700 d-e: 59 000 e-f: 66 700

(http://www.statistik.tkgbg.se)

E

Kungssten, Hisingen, city centre a

b F c

G d

Mölndal, Kungsbacka

Noise pollution (dB) >65

1752482-4203220

60-65

656545-1752482

55-60

185628 -656545 0-185628

55-60

Integrate West and East Högsbo

Motor betweenness 5 km

17

INTEGRATE WEST AND EAST HÖGSBO | Proposal Strengthen the middle city

Strengthen the middle city

Strengthen the middle city

Strengthen the middle city context based development

context based development

context based development

Dag Hammarskjöldsleden is redesigned into a main street with a new tramline where walking, cycling and public transportation are prioritized, making it less attractive to drive. The reconstruction makes it possible to densify and provide a closer network of cross connections. Integration analysis show a clear change where west and east are united as one large centrality.

As this street distinguishes itself throughout all integration and betweenness analyses it has a clear potential of becoming a public and urban artery. One sequence in the middle is left car-free while car traffic is diverted through the two parallel streets. This leaves one of the most populated and visited parts of the project area car-free. As motor betweenness is still high, the importance of street typology and speed limit should be emphasized. The new Dag Hammarskjöldsgatan can be compared to Norra Allégatan in central Gothenburg which has a higher motor betweenness but considerably lower traffic flow.

Strengthen the middle city

2.5

3

1.5

3

1

3

15

18

3

10

3

6

9

7.5

5

7.5

8.5

5

13

6

2

context based development

2.5

2 1.5 3

1

3

3

3

Distansgatan

3

3

Proposed Densification

8

1.5

4

9

1 2.5 1.5

Dag Hammarskjöldsgatan

7

Section | Proposal Dag Hammarskjöldsleden

development

18

Spatial Morphology Design Studio 2019

Inwards-Outwards

0

500

1000

1500

2000

2500 m

City centre

Integration R16

Kungssten, Hisingen, city centre Motor betweenness 5km

In comparison Norra Allégatan (central Gothenburg) has a higher motor betweenness but an average daily traffic flow of 2 100 cars/day. (http://www.statistik.tkgbg.se) Mölndal, Kungsbacka

Proposal Cross connections New buildings New parks

Integrate West and East Högsbo

19

Strengthen the middle city

Strengthen the middle city

Strengthen the middle city

INCREASE ACCESS AND CONNECTIONS BETWEEN GREEN AREAS | Spatial Analysis On the site we find three larger green areas – Slottsskogen, Ruddalen and Änggårdsbergen. These green areas are visibly present but not always as accessible as they have potential to be.

The entrances are few and not so obvious to find if you are not familiar with the area. Also, both the physical and mental connections between the green areas are poor, especially across the Dag Hammarskjöld’s highway which operates as a barrier between west and east.

Strengthen the middle city context based development

context based development

The street section of the current Marconigatan, which has great potential of being a green corridor, shows large areas of unused green space and parking lots.

context based development

Strengthen the middle city

context based development

Unused Green Space 35m

Unused Green Space 35 m

Unused Green Space 12m Unused Green Space 12 m

Parking Parking

Marconigatan Existing

Section | Current Situation Marconigatan

development

20

Spatial Morphology Design Studio 2019

Inwards-Outwards

0

500

1000

1500

2000

2500 m

Topography + water flux (100-year flood)

Attraction distance to green space (m) Green space entrances 0 - 500 2000 - 3000 1000 - 2000 500 - 1000 3000 - 4000 Large green areas Small green areas

Increase access and connections between green areas

21

Strengthen the middle city

Strengthen the middle city

Strengthen the middle city

Strengthen the middle city context based development

context based development

INCREASE ACCESS AND CONNECTIONS BETWEEN GREEN AREAS | Proposal In our proposal we are proposing a green network consisting of primarily two layers. First, the main connections linking the western green areas with the eastern crossing Dag Hammarskjöld’s street. These ‘horizontal’ streets are designed with a larger proportion of green features supporting a physical and mental link between the areas. New, and existing, entrances are developed in relation to the proposed crossconnections.

The second layer of the green structure are locally important connections between smaller recreation areas. Overlapped, we get a green network of roads linking existing small green areas with the larger parks.

One of the strongest links is located along the west-east heading Marconigatan, where the already green section is utilized and redesigned to better carry the green character from Ruddalen to Änggårdsbergen.

To create a better connectivity between Slottsskogen and the botanical garden we move the crossing closer to the entrance and let the two parks blend together over the high-street - an adjustment that will improve the promenade for people as well as the flight for bats which has been spotted near the particular location.

context based development

Unused Green Space 35m

Unused Green Space 12m

Parking

Marconigatan Existing

Strengthen the middle city

context based development

Pocket Park Pocket park

Area for Densification Area for densification

Marconigatan Proposed

Section | Proposal for Marconigatan

development

22

Spatial Morphology Design Studio 2019

Inwards-Outwards

0

500

1000

1500

2000

2500 m

Streets with green storm water infiltration

Attraction distance to green space (m)

Proposal Entrances Paths Green connections Green network Large green areas Small green areas

Increase access and connections between green areas

23

WEST Hร GSBO - CONTEXT BASED DEVELOPMENT | Spatial Analysis Strengthen the middle city

Strengthen the middle city

Strengthen the middle city

Strengthen the middle city

East Hรถgsbo characterized by many different typologies, mainly built between the 1940s and 1980s. The most common typology is the Lamella house, but there are also different types of blockhouses and tower block houses as well as villas and row houses.

A look on the map shows a cluster of neighbourhood units with one main typology, that is rather oriented to green inbetween spaces than to the outside. This measure protects the residential areas from the traffic of the broader car streets but at the same time, it gives them a very enclosed character.

The area of East Hรถgsbo is divided into two parts by a speedy tram line that crosses uneven terrain - sometimes on the pedestrian level and sometimes uplifted. The possibilities to cross the tram are rarely.

Some residential areas are also connected to local squares which are not functioning as intended but offer lots of potential.

The section of the tram stop Lantmilsgatan summarizes the current situation and especially shows the relation of car parking and residential areas.

context based development

context based development

context based development

Between these residential areas, you could find large areas that are dedicated to parking - a leftover of a former infrastructural concept. In combination with all the infrastructure, they appear like a non-defined space in which all the buildings seem to float.

Strengthen the middle city

context based development

9

1.5

28

7

5

Section | Current situation Lantmilsgatan

development

24

Spatial Morphology Design Studio 2019

9

1.5 2.5

8.5

5

7.5

5

Inwards-Outwards

0

500

1000

1500

2000

2500 m

Integration R4

Typology Block house 6-12

Lamella 2-3

Tower block 4-12

Villa/Row house

Lamella 3-6

Parking lot

Betweenness, 2km 0-105627 105627 - 226535 226535 - 434612 > 434612

Spatial analysis | West Hรถgsbo - context based development

25

WEST HÖGSBO - CONTEXT BASED DEVELOPMENT | Proposal Strengthen the middle city

Strengthen the middle city

Strengthen the middle city

Strengthen the middle city

Our most important aim for East Högsbo is to retain the qualities of these small neighbourhood areas such as the green courtyards but at the same time integrate them better in the network of flows.

One solution could be to add bike and pedestrian paths, especially along the high-speed tram line. By doing this, we keep the fast connection between the city centre and Frölunda torg and even improve it for other traffic participants. By doing this the connection between the neighbourhoods will be improved as well.

Furthermore we want to integrate the existing squares in with the surrounding neighbourhoods to strengthen their qualities.

The section below shows our improvements like a bike and pedestrian path along the tram as well as densification at the example of the tram stop Lantmilsgatan.

context based development

context based development

context based development

The areas along Dag Hammarskjöld’s street and the existing car parks will be used for densification. This densification will also function as a connector between the existing residential areas.

Strengthen the middle city

9

1.5

28

7

5

context based development

9

1.5 2.5

8.5

5

7.5

5

Section | Proposal for Lantmilsgatan

development

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Spatial Morphology Design Studio 2019

Inwards-Outwards

0

500

1000

1500

2000

2500 m

Integration R4

Betweenness, 2km Development based on typology Block house 6-12

FSI High

Tower block

FSI Medium

Lamella 3-6

FSI Low

Lamella 2-3 Villa/Row house Main bicycle lane Tram Tram stop Square / Public

Proposal | West Hรถgsbo - context based development

27

EAST Hร GSBO - AN AREA FOR LIVING | Spatial analysis Strengthen the middle city

Strengthen the middle city

Strengthen the middle city

Strengthen the middle city

East Hรถgsbo is a mainly car-oriented industrial warehouse area with almost no residential buildings. The walking and cycling connections are spare, while the car gains importance.

The area is directly connected to the highway by large streets which are only used by cars. The only walking connecting to its surroundings are a couple of bridges.

Most of the businesses have no relation to the streets, the facades are used for advertisement or and the parking lots are often facing the public space. The car entrance is visible and well located while walking paths sometimes not clearly visible.

context based development

context based development

The development is placed along time due to the industrial character of the area. You can find buildings from the last four decades.

context based development

Strengthen the middle city

The city of Gothenburg has estimated a population growth which will be followed by a residential development. East Hรถgsbo is located at a close distance from Gothenburg center and Mรถlndal centre which makes it a well-connected area.

context based development

development

28

Spatial Morphology Design Studio 2019

Inwards-Outwards

0

500

1000

1500

2000

2500 m

4,5km

Gothenburg Centre

Proposed Development

4km

Mรถlndal Centre

Population density, equal interval of 50 from 0 to >400 New projections show that Gothenburg population will increase by 164 000 by 2040, adding pressure to the already present demand for housing.

(Gรถteborgs stad, Befolkningsprognos 2019-2040)

Integration R4

Spatial Analysis | East Hรถgsbo - an area for living

Building Age

2.16-3.22

2000-2019

1.82-2.16

1980-2000

1.58-1.82

1960-1980

1.35-1.58

1940-1960

1.11-1.35

1920-1940

0.84-1.11

1900-1920

0.35 - 0.84

Not specified

29

EAST Hร GSBO - AN AREA FOR LIVING | Proposal Strengthen the middle city

Strengthen the middle city

Strengthen the middle city

For east Hรถgsbo we want to create a mixed used area by adding residential and office use to the existing industry. By doing this we also absorb the estimated population growth.

In our masterplan we create a new street structure based on the original one, where the connections linking East Hรถgsbo to the surroundings are prioritized.

Strengthen the middle city context based development

context based development

context based development

To maintain the actual functions, business and buildings, the road connections are kept untouched while the walking and cycling connections are increased and improved. This permits a slow transformation where a lot of existing buildings can be preserved and the land owners are consequently not forced to sell. As our masterplan is based on the existing infrastructure the costs for the transformation will be decreased and the adaption facilitated. By changing the qualities of its public space, we want to give the area a more urban character.

Strengthen the middle city

context based development

development

30

Spatial Morphology Design Studio 2019

Inwards-Outwards

0

500

1000

1500

2000

2500 m

Integration R4

Betweenness 5km

Street network

Buildings, East

Keep

Keep

Add

Demolish

Keep Add Keep Add

Proposal | East Hรถgsbo - an area for living

31

Comparison | Integration

SPATIAL ANALYSIS | Conclusions

The integration analyses of the existing area show that Gothenburg centre and Tynnered, southwest of the project area, have a high global network integration.

Meanwhile, the project area has a lower integration where the eastern industrial part is notably dimmed. The results correspond to the planning of these areas which was mainly car-oriented. A more extensive pedestrian accessibility was less prioritized or overseen. In the masterplan proposal large parts of the project area have become highly integrated globally, forming a belt of red lines between the centre, Tynnered and Majorna. It indicates that accessibility and orientation for pedestrians are improved and movement will increase, which is further strengthened by the densification.

R16

Integration R16 | Current Situation

Integration R16 | Proposal

Integration R30 | Current Situation

Integration R30 | Proposal

0.233 - 0.468 0.468 - 0.565 0.565 - 0.643 0.643 - 0.711 0.711 - 0.780 0.780 - 0.873 0.873 - 1.064

R30 0.20 - 0.32 0.32 - 0.38 0.38 - 0.42 0.42 - 0.46 0.46 - 0.49 0.49 - 0.54 0.54 - 0.61

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Spatial Morphology Design Studio 2019

Inwards-Outwards

Comparison | Betweenness In the global betweenness analysis the current bike and pedestrian path along the highway is distinguished which demonstrate the possibility to densify and create an urban boulevard. In the proposal this connection becomes further strengthened.

Marconigatan and the new pedestrian and bike path along the existing tramline also have a high global betweenness. Where both integration and betweenness is high the prospects for service and commerce are good.

Betweenness 2 km | Current Situation

Betweenness 2 km | Proposal

2km 0 . 0 - 32745.5 32745.5 - 105627.5 105627.5 - 226535.0 226535.0 - 434612.0 434512.0 - 954159.0

5km 0.0 - 411914.0 411914.0 - 1413315.0 1413315.0 - 3075041.0 3075041.0 - 5503155.0 Betweenness 5 km | Current Situation

Spatial analysis

Betweenness 5 km | Proposal

5503155.0 - 13851596.0

33

KEY PROJECTS

With our key projects we try to cover all important focus points of our masterplan. Therefore we have chosen five different areas which where our visions could be applied.

The third key project deals with infill densification between already existing residential areas. Parking sites are the starting point for this project.

The first key project is dealing with the integration of East and West Högsbo and the transformation of Dag Hammarskjöldsleden to a high street.

Key project 4 works with the connection to the city centre and is located between Marklandsgatan and Linnéplatsen. It also introduces infill densification on large infrastructural areas.

The second project focuses on an urban green connection and also covers the eastern and western part. It mainly concentrates on Marconigatan.

Last but not least the fifth project investigates the transformational process in East Högsbo from an industrial area to a mixed area that offers a lot of housing.

Integrating West and East Högsbo

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Urban-Green Connection

Spatial Morphology Design Studio 2019

Infill Densification West Högsbo

Connecting to the City Centre

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TRANSITIONS LINA SUNDBERG Exploring spatial transitions through the development of a block typology - between differing areas, and between public and private space.

Problem description

The key area is situated between a modernist residential area in the west and an industrial warehouse area in the east. The two areas are today divided by a highway, Dag Hammarskjรถldsleden, with few pedestrian connections between them.

The implementation of the new boulevard according to the masterplan integrates these two sides locally, and also contributes to a larger integration of the whole masterplan area. Increased pedestrian flows in the key area are expected from space syntax network analyses. The boulevard which has high integration and betweenness both locally and globally becomes an important artery, connecting Frรถlunda and Hรถgsbo internally and to the city centre.

An increased density and the introduction of a tram line along the boulevard further contributes to more movement through the key area. On these terms it becomes one of the most central parts of the master plan with changed conditions for social life.

key area boundary

Network integration R16 0.873-1.064 0.780-0.873 0.711-0.780 0.643-0.711 0.565-0.643 0.00-0.565 Network betweenness 15 km

Network integration R16 for masterplan

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Network betweenness 15 km for masterplan

5503155 - 13851596 3075041 - 5503155 1413315 - 3075041 411914 - 1413315 0 - 411914

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Main connections from the masterplan form a basic structure for the key area with the car-free sequence of the boulevard crossing through it. The grey shadow shows the existing gap between the two areas. Plots and building footprints are extracted from the two areas. Because of their different characters they are approached differently in the project.

representative image

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Key area boundary Main connections Car-free part of boulevard Other connections

Spatial Morphology Design Studio 2019

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Concepts

1. The built transition between the neighbourhood unit in the west and the industrial area in the east is made in large perimeter blocks. Main streets in northsouth direction have a unified character in building heights and a clear continuous street frontage.

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2. Both existing areas have a limited definition of open space. As the neighbourhood becomes more visited and inhabited they will therefore be more exposed. Based on Eva Minouraâ&#x20AC;&#x2122;s research on territorial performances in residential areas a differentiation of open space is made in existing and new areas. This supports a variation in social life as centrality increases.

3. New blocks with large complex yards complement a shallow street structure where the line between public and private is materialized. Based on space syntax centrality measures, the configuration of yards creates localities that support the territorial differentiation mentioned above.

4. The unfixed inside of the rigid perimeter blocks allows changeability and the integration of existing industrial buildings and trees. Existing open blocks in the west are complemented by links of buildings and secondary boundaries.

3. Maze

Transitions

4. Incorporation

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TRANSITIONS | Project references

The project is influenced by Eva Minoura’s doctoral thesis Uncommon Ground: Urban form and Social Territory.

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“It is the premise of this work firstly; that recognizing urban spaces in terms of territorial production is necessary to understanding the processes by which space ends up being used (or not used)” (2016, p. 14)

increased presence of people alter the conditions for social life. Ideas of territorial production is introduced with the aim to create a depth in social life by the configuration of space.

The results of Minoura’s socio-spatial research influence the exploration.

Minoura claims that the negotiation between private and public interests is inherent in urban planning. She connects the configuration of space to the production of social territories with a focus on courtyards in Swedish residential areas and how they perform as social arenas. (2016, p. 1).

Dimensions, block structures and plot divisions in urban environments are also used as references. Most of them are taken from highly dense urban contexts and generally have a clear boundary between public and private along main connections. Apart from this, they provide some unusual examples in the differentiation of public and private spaces, where the public is sometimes allowed to infiltrate the private.

With a potential of becoming the most populated part of the masterplan area on account of centrality and density, the

Minoura, E (2016). Uncommon Ground: Urban Form and Social Territory (Doctoral thesis). KTH, Stockholm.

Spatial Morphology Design Studio 2019

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Transitions

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TRANSITIONS | Urban design proposal

Large perimeter blocks introduce a clear distinction between private and public space along main connections. These are further divided into more enclosed public spaces called mews, and large private courtyards which are divided in yards and backyards.

yard with a minimum of 0,30 hectares of open space together support frequent use. For example recreational activities can take place in a yard of that scale (2016, pp. 318-321).

Combining large size with high enclosure generates yards with both use and ownership qualities (2016, p. 332).

The new blocks merges with the two areas in different ways. In the residential area in the west the aim is to preserve existing qualities while enclosing the yards with new buildings and secondary boundaries such as fences or greenery. In the eastern warehouse area a majority of the buildings are preserved but the principal order changed. While incorporating the large buildings the proposal also allows them to be replaced by something different in the future.

In the proposal courtyards are even bigger, but one should take into consideration that interior buildings divide the open spaces and that the buildable backyards allow blocks to grow inwards.

Passages or wider portals connect streets to the mews within the superblock, narrow portals link them to the yards. Based on space syntax theory, smaller buildings are placed inside the courtyards. Breaking the limited sight lines through the narrow portals they create a theoretical maze.

GSI 0,34

Some conclusions Minoura makes is that highly enclosed smaller yards support a sense of ownership among residents.

Residents experience a right to make changes and personal additions but the yards do not serve well as social territory for collective use. Instead, a lowest OSR of 0,30 and a large

Mean courtyard open area:

Area within dotted line:

FSI 1,68 OSR 0,39

including backyards: 0.53 ha

excluding backyards: 0,31 ha

Legend

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Urban rules Some general principles are applied which correlate to the territories that emerge from the differentiation of open space.

An interpretation of the historical mews of London is applied. The mews are more smallscale enclosed spaces shared between traffic modes. Buildings in the yards are either private or belong to a commons shared by the properties surrounding it.

Communications Street Car-free/tramline

Shared space Turnaround Pedestrian/bike

Pedestrian secondary Communications

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Streets have a general high integration and mainly high local betweenness. The street grid with long sight lines supports orientation and an increase in pedestrian flows is expected, this also for existing connections. Streets in a north-south direction have a high integration and betweenness on all levels. These will become important for pedestrians and have the potential as main bicycle connections in the area. Especially the boulevard is distinguished throughout all analyses and will become the backbone of the new urban fabric.

Network integration R30

Mews have high integration but lower betweenness. While some streets are predicted to become important thoroughfares mews are not. Yet, their high integration and close connection to the boulevard implies a potential of urban life leaking into them.

Yards have a low integration apart from on a global level where in particular the links to the boulevard have a higher integration.

Together with an all over low betweenness, very limited or no pedestrian flows through the yards are expected.

Network integration/Network betwenness

Network betweenness 12 km

Transitions

High Low

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TRANSITIONS | Blocks The rigid shell of the superblocks define the streets while a more unfixed inside allows changeability and the incorporation of trees and warehouse buildings. The irregular mews provide enclosement and pockets that complement the strict street structure.

One main idea is that the privacy of the yards will be maintained without gates by their configuration. This hypothesis is supported by the network analyses. Still, if the area becomes more intense with people and urban life, borders can materialize. One design should support several outcomes.

As each property has a private backyard, boundaries can emerge both on the inside of the courtyards or in its outer limits. Thereby the public can infiltrate the common yards on the terms of surrounding properties. A potential publicness on the inside of the courtyards will differ from the publicness of the streets and the mews.

The backyards are instrumental for its owners as they are shared by few and allow for extensions and changes. Physical boundaries are not necessary, but the possibility exists. If a yard becomes more exposed to outsiders it continues to support use by residents, but sense of ownership is then only maintained in the backyards.

In some larger yards there are detached private buildings enclosed by the common property in addition to commonly owned buildings. These might house functions that require public access, such as commercial activities, and thereby induce a public infiltration. The common buildings can house functions shared and maintained by all surrounding properties, supporting a larger collective. In that way, small properties can have access to functions they lack space for and their floor space is more efficiently used.

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TRANSITIONS | Block scenarios

common building visitor apartment • meeting room • sauna/gym • workshop • greenhouse • common centre

common yard courts • playgrounds • gardening • festivities

private building in yard offices • cooperative housing • residential • retirement home • studios

private backyard extensions • gardening • furniture • terraces • row house garden

public or commercial cafés/restaurants • nightlife • stores • public functions

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Exterior boundaries

Spatial Morphology Design Studio 2019

public exposure

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common building visitor apartment • meeting room • sauna/gym • workshop • greenhouse • common centre

common yard courts • playgrounds • gardening • festivities • day park

private building in yard offices • cooperative housing • residential • retirement home • studios

private backyard extensions • gardening • furniture • terraces• row house garden • commercial patios

public or commercial cafés/restaurants • nightlife • stores • public functions

building in yard, public access B&B • café • cooperatives • cultural centre • garden centre

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AN URBAN, GREEN CONNECTOR LOVISA OLSSON What happens when a highly integrated main street overlaps with a green connector? This project is an exploration of the urban-green sequence of Marconigatan.

Main concept

As part of our masterplan we find a unique situation along the west-east heading Marconigatan. It is a location where one of our strongest green connections, between Ruddalen and Änggårdsbergen, overlaps with a highly integrated main street.

By ‘higly integrated’ I mean that the area is well connected and scores high on all levels of integration analyses. The street segment that forms my key project plays an important role in both a global and a local context, since it is a meeting point between several districts and green areas, and as much as it is an important link from east to west and crosses our high-street that brings you downtown, it includes locally important meeting points between two smaller recreation areas and between two

An urban, green connector

local squares. These three intersections have gotten special attention in the creation of my proposal, and I have worked with each of them differently as they all carry different uses and characters. By overlapping our betweenness analysis of 5 km it also tells me how heavy the flow of people passing by will be. So, this knowledge helped me capsulate my pre-conditions and key aspects of my area in an early stage of my process.

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AN URBAN, GREEN CONNECTOR | Design proposal

My urban design proposal for Marconigatan is an ‘urbangreen corridor’ based on the pre-conditions set in the previous presented masterplan of Högsbo-Frölunda. In the surrounding districts of Flatås, Järnbrott and Fröunda it lives aproximately 22 000 residents, with an addition of about 4 000 resident in the proposed densification of my key area. Due to the street’s high betweenness and connectivity between several districts, this west-east heading section of it has great potential of being a central spine for all neighbouring residents, and a link between Ruddalen’s recreation area and the nature reserve of Änggårdsbergen.

Some of the bullet points in the creation of my proposal has been to preserve as many of the current Linden trees as possible, to design a dynamic promenade from west to east,

and to create a reflective and context based design. Three of the intersections with crossing streets (marked in red in the map) has been explored further.

The proposed densification utlilizes the surrounding building’s forms and creates a new layer of architecture that is different in terms of design and parcellation structure, but is in dialogue with the already built. Close to the intersection with our high-street the blocks can swell and provide a third level of publicness. A ‘shortcut’ path, more informal in its design. The size of the plots gets bigger and deeper as closer you get to this central ‘hotspot’. This provides a mix of land owners and a diversity of commercial uses in ground floors.

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Section showingB green intersection C

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Spatial Morphology Design Studio 2019

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Main street rules:

DYNAMIC STREET SPACE

Keep trees

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Entrances toward street OUTWARD-FACING ENTRANCES MAXIMUM DISTANCE BETWEEN ENTRANCES

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MAXIMUM DISTANCE BETWEEN ENTRANCES PRONOUNCED / ACTIVE BOTTOM FLOOR

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CONTINOUS FACADE Keep trees Keep trees

Maximum distance between entrance: 22 m MAXIMUM DISTANCE BETWEEN ENTRANCES

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Enable sun access to courtyard

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Keep treesSTREET SPACE DYNAMIC DYNAMIC STREET SPACE

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MAXIMUM DISTANCE BETWEEN ENTRANCES MAXIMUM DISTANCE BETWEEN ENTRANCES

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Keep trees

Continous facade towards main street OUTWARD-FACING ENTRANCES CONTINOUS FACADE CONTINOUS FACADE

Street constituted by two lines of trees Keep trees Keep trees

DYNAMIC SPACE PROVIDESTREET YARDS WITH DAYLIGHT ACCESS PROVIDE YARDS WITH DAYLIGHT ACCESS DIVIDED PROPERTY OWNERSHIP

PRONOUNCED / ACTIVE BOTTOM FLOOR PRONOUNCED / ACTIVE BOTTOM FLOOR

PROVIDE YARDS WITH DAYLIGHT ACCESS DIVIDED PROPERTY OWNERSHIP DIVIDED PROPERTY OWNERSHIP

PROVIDE YARDS WITH DAYLIGHT ACCESS

DYNAMIC STREET SPACE DYNAMIC STREET SPACE

PROVIDE YARDS WITH DAYLIGHT ACCESS PROVIDE YARDS WITH DAYLIGHT ACCESS

Public street Public space within plot Semi-public ‘shortcut’ Private courtyard

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Municipal plot Entrance OUTWARD-FACING ENTRANCES OUTWARD-FACING ENTRANCES

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Main Strategies | Street / Typology Two main strategies on street level has been fundamental in the design of my proposal.

First, to keep the line of Linden trees which can be found on the site today. It feels deeply contradicting to take these down in the creation of a green connection. To make the preservation of the linden trees possible on both sides I have moved the street closer to the northern line of trees and then used the flat ground of the original street as base for new development.

1. Keep the existing line of Linden trees

The second strategy in terms of street design is the play between static and fluent public space. City life happens on both levels but an equal interval of places to stay turns a distance from A to B into a dynamic promenade where the mental distance feels shorter. On an equal interval the outwardfacing façades are set back 2.8-4.4 meters.

This to offer a dynamic street scape but also the possibilities for features such as bicycle stands or outdoor terraces.

2. Create a dynamic streetscape

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1. In dialogue with the existing

An urban, green connector

The proposed typlogies are first, based on the surrounding morphology, where new buildings create an additional layer of architecture which is different in terms of design and parcellation structure but is in dialogue with the already built. Second, on locations that are not directly attached to the existing buildings, I work with a deeper typology that offer a third level of publicness, between the more intimate private yards and the completely public streets. A space that is owned by the municipality but read at part of a larger block. I call it â&#x20AC;&#x2DC;shortcutsâ&#x20AC;&#x2122;, as they are internal streets with broken sight lines, probably most used by the people that know their surroundings and live in the area or visit it frequently.

2. A new layer of publicness

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REES a’

Green main street section 5

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Marconigatan is a main street connecting two larger recreation areas and the green features of the street section are accordingly of great significance. More than 25 % of the total street width consists of soft surface greenery - a continuous green bed supporting the roots of the existing Linden trees, a planter for rain water drainage, and smaller planters (2x2 m) supporting the planted line of Swedish Whitebeam trees which are lapped with right-side pocket parking.

The figure describes urban and green parts as well as what’s fluent and static space.

10 m

EXISTING LINE OF TREES ’Tilia cordata’ 8,0000

PLANTED LINE OF TREES ’SORBUS INTERMEDIA’ 6,0000

Where two ‘fluent spaces’ meet I create a static space by setting back the facade 2.84-4 meters.

PLANTED LINE OF TREES ’SORBUS INTERMEDIA’ 6,0000

Legend Urban Green Static Dynamic

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Alternative borders On locations not facing the main street, the rule of a continious facade is not a must. +1.5 When the building itself doesn’t constitute a clear border between public and private space I have accordingly worked with mainly +5 alternative borders. three

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LINE OF TREES

In the first koncept I work with trees as a border. To the west I take advantage of the current line of linden trees, that especially in summertime are as effective as a built volume.

To the east I work with differences in hight (1.5 - 5 meters) when the border otherwise feels too diffuse. This permits commerce to spread out in all ground floor space, or a parking lot to take place underneath the courtyard.

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GROUND SURFACE

In the ‘in-between-zones’ such a simple thing as a contrasting ground surfaces can be enough to indicate that the public space goes towards a more private space.

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AN URBAN, GREEN CONNECTOR | The cross-streets

The second part of the main koncept is the crossing streets. These four cross-streets carry different characteristics and uses depending on what level of integration/ betweenness they have and what specific places they’re leading to and from. In their context, and with my proposed densification marked with a thicker outline, it looks like the figure to the right. The connections which I have classified as “global“ green or “global” urban refers to their high result of betweeness/integration on city level. The ones that I describe as “local” green or “local” urban refers to their importance in a more zoomed-in perspective, and their value on the ‘district’ or ‘neighborhood’ level.

Global green GREEN - GREEN (GLOBAL)

GREEN - GREEN (GLOBAL)

Local green GREEN - GREEN (LOCAL)

GREEN - GREEN (GLOBAL)

URBAN - URBAN (GLOBAL)

GREEN - GREEN (LOCAL)

GREEN - GREEN (GLOBAL)

Global urban URBAN - URBAN (GLOBAL)

SQUARE - SQUARE (LOCAL)

URBAN - URBAN (GLOBAL)

Local urban SQUARE - SQUARE (LOCAL)

URBAN - URBAN (GLOBAL)

SILUETTES WOMEN

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SILUETTES OTHERS

PLAN SILUETTES WOMEN

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The intersections My main interest though, is what happens in the intersection with the urban, green main street. If you think of Marconigatan as 50 % green and 50 % urban, a locally green crossstreet makes the intersection proportionally greeener than an intersection with a crossing urban street. The intersection between our main street and our highstreet gets accordingly upper-most ‘urban’ in its character.

These three intersections have gotten special attention in my proposal and I’ll go through my interpretation of them, one by one.

75 % Green 25 % Urban

50 % Green 50 % Urban

25 % Green 75 % Urban

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75 % Green 25 % Urban

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In the first intersection ‘green features’ such as allotment gardens, planters, water and other greenery play a major role in the design. In the meeting point between these rather rural attributes and the urban main street I get an interesting cross-fertilisation between the two characters. The intersection is located between a smaller green area in the south and a football court in north.

urban street, in-between two smaller squares. This is a pretty common situation, which can be found in a lot of places in cities. Here, I find it important to keep the urban character and blend it with local greenery. Instead of creating another square I create a void, free from commerce, which can be an asset for people living nearby or walking by. Here I propose an outdoor gym, or exercise zone, which also can be an asset on the route from Ruddalen to Änggårsbergen.

point between the main street and the high-street leading towards Gothenburg’s city centre. On this ‘urban hotspot’ I let relatively up-scale commerce and service take place. I make space for a larger crowd to meet by a significant set-back of the facades. The plots, as well as the public space expand towards this location. Greenery is stricter and more urban in its character.

The second model is an intersection with a local

The eastern, and third intersection is in the meeting

An urban, green connector

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INTERSECTION 1 | Local green 0

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Football court

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Allotments The first intersection is situated between a smaller green area in the south and a football court in north. Here I create a shared space area, of reinforced grass, crossing the street from south to north. Cars must therefore drive slowly and pay extra attention - this is a pedestrian’s zone. I have focused on adding allotment gardens along this path.

There might be troublesome to locate such a rural attribute so close to the urban main street, but I think that the meeting between these characters is intriguing. A volume is placed in the middle of the northern space to create a gradient from ‘very’ public to a more suitable spot for gardening. The same goes for the northern side where the space closest to the street is a public garden and pond. Also this to create a slightly calmers location for the allotments. The distance between the existing facades are broad which I program by adding allotments all the way up to the football court.

Allotments

Greenhouse/café

Shared space

I propose the plot closest to the northern space to be a pre-school, as the outdoor playground gets calm but not hidden.

Pre-school

Public garden and pond

Allotments Playground

Commecial entrance Residential entrance Courtyard entrance Green area

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INTERSECTION 2 | Local urban 0

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The second intersection is the local urban connection between Flatås square and Radiotorget. I make space for an outdoor gym, or exercise zone, which can be an asset for people living in the care home for elderly. Or by people on their running route between Ruddalen and Änggårsbergen.

Outdoor gym A place to sit

Care centre for elderly

Radiotorget

An urban, green connector

Radiotorget

Commercial entrance Residential entrance Courtyard entrance

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Intersection 3 | Global urban 0

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The third intersection is the most urban in this context as our main street crosses the high-street. This is a location for service and commerce. The plots are larger which enables bigger companies to move in. Here, for example, it might be a supermarket in all ground floor space. The square is publicly owned and contains urban greenery and a bus stop.

Shortcut

The set-back is between 12 and 18 meters to make space for a larger crowd. The private yards are one level up, on top of the store, to increase the sense of privateness.

Here, I also let the commerce spill over to the shortcut space.

Commerce Tram line

Bus stop

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Commecial entrance Residential entrance Courtyard entrance Bus stop

Commerce

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The total GFA of this key project area is approximately 230 000 m2, where most of the densification is of residential use.

About 1 500 new dwellings will fit into the plan, counted on the average floor number of five. The average GSI of 0.4 (on fabric level) follows what our masterplan proposes and is accordingly quite a good number for a neighborhood like this. To make the area lively over the whole day a certain number of office buildings is necessary, and these are mainly located towards the more urban high-street. The ‘shortcuts’ are interesting locations for different kinds of social services, such as pre-schools, youth recreation centers, elderly care centers or assisted living facilities. Their outdoor space might be troublesome to locate towards a private courtyard, and likewise towards a main street. I have therefore proposed most of them in these calmer (but not hidden) zones, between private and completely public.

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Municipal plot A Plot: 5-7 floors B Plot: 4-6 floors C Plot: 3-4 floors Entrance

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LAYERS OF DIVERSITY ELISE WICKLEIN The urban design strategies of the post-war-time are a challenge for urban planners today. How to deal with an abundance of roads and car parks? How to improve the hidden qualities of existing housing structures and densify between those? These questions will be investigated by the following key project.

CURRENT SITUATION

This key project is mostly located in the area of the highrise ensemble between Positivgatan, Fagottgatan and Mandolingatan but also contains the tram line, Marconigatan itself and the adjacent areas in the south-east.

This area is characterised by a lot of hidden qualities which can only be strengthened if the current problems could be solved.

First, there is the fast tram line connecting the city centre in the north and Frölunda torg in the south. This connection is very convenient for Högsbo’s and Frölunda’s residents but at the same time it is often difficult to cross the tram line. Second, there is a huge system of car roads and parking sites which appears as a barrier and creates huge distances between residential areas. From a pedestrian perspective, it is often not clear where you are allowed to walk and where you can find

shortcuts. As a result, you often find yourself lost in the middle of non-defined space. Our Masterplan clearly prescribes densification on the parking lots, but it contains no specified measures for working inside the residential areas. Study trips clearly showed that the green space between the buildings is not really used but offers potential. Therefore, the question arose to what extent you can also work with this park-like situation. How to create a livelier place, where people actually use the green spaces?

All in all, the aim is to improve the orientation on the site, where people get easily along by foot and bike, and to create centres of attraction in form of social institutions, shops and cafés that attract residents as well as people from outside.

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CONCEPT

Layers of diversity The proposed concept for this project is a kind of layering of structures with different qualities. Therefore each layer provides a structure that is the basis for the next layer.

The starting point is the existing structure, formed by ten high rises from 1963 which are surrounded by large, but rather unused green areas. In between these high rises there is an alley which has a mainly infrastructural use right now.

In the north- and south-eastern parts this residential area is surrounded by a road that accesses the parking lots.

Set by the masterplan - densification on the parking lots

The second layer that is added, reacts on the densification that is set in the Masterplan and answers the question, how to frame the existing structure and connect it to the surrounding residential areas. This urban layer consists of perimeter blocks whose size are oriented on the network which is already provided by the existing layer. Especially the front to Marconigatan adds urban qualities to turn Marconigatan into a lively street with local shops and street cafĂŠs.

Existing situation: High rises surrounded by green areas and parking

The paths between the perimeter blocks deliver a grid for the third layer - the park layer. This structure consists of smaller buildings with different uses that allows the densification from the outside also continue in the inside of the area. The result is seven blocks formed by the existing high rises, the smaller buildings and additional trees. The aim is to open up the â&#x20AC;&#x153;park streetsâ&#x20AC;? also for people from outside and transform the green spaces into courtyards usable for the residents.

Latitude how to deal with the existing structures

The final proposal is formed by the interaction of all three layers which also support each other through their diverse structures and qualities.

How to activate the park?

What kind of densification, activities and uses are needed?

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1. LAYER EXISTING STRUCTURE

2. LAYER THE URBAN LAYER

3. LAYER THE PARK LAYER

Residential use

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Large green spaces around the buildings, but the qualities have to be improved

INTERACTION OF ALL THREE LAYERS FORMS THE PROJECT

Connects residential areas that are floating in space Adds urban qualities („urban front“)

Diverse uses attract people from the surroundings while the huge green courtyards offer relaxation for the residents Layers of diversity

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THE URBAN LAYER

It has already been emphasized in the concept description that the urban layer is based on the rules of the master plan.

The building blocks that are set in the map are based on the positions of the high rises.

Towards Marconigatan the blocks form an urban front, which is recognisable both by the height of the building, which reaches its maximum there, but also by the uses. The ground floors are dominated by street cafés and local shops, above there will be a mix of residential and office use. The densification on the other side of the street is contributing to this concept, as well. The local square at the bend of Marconigatan could be the “Entrance” to this urban front. In general, you can say that the building height decreases in the direction of the “park neighbourhood”. Furthermore, there is also a difference in use.

While Marconigatan is a lively street with mixed use, the use in the back of the perimeter blocks will be mainly residential.

In total, the proposed structure could provide 600 to 620 new dwellings. To guarantee good daylight conditions for the blocks between Mandolingatan and Marconigatan, the back sides are lowered to a floor height of maximum two floors. These parts of the blocks would offer a good location for social uses such as kindergarten or elderly care.

The parking lots which were taken away due to densification will be replaced by underground parking in the new buildings.

The mainly residential buildings in the west of the “park neighbourhood” are also part of this framing layer.

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Overview map with the urban layer and areas for densification in the park layer

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THE PARK LAYER

The purpose of the park layer is to obtain the quality of the existing green layers between the high rises. This key project fixes the areas of densification as well as building rules, which have to be observed. The areas of densification (see previous page) are the result of the street network, given by the existing layer and the urban layer, and of distances that have to be kept to guarantee good daylight conditions for the added buildings as well as the high rises. A suggestion how this densification can be realised according to the rules can be seen on the map beside. The relatively scattered structure reacts to the park-like surroundings in contrast to the urban front at Marconigatan.

The new buildings create in combination with the high rises and added trees a kind of block, whose residents use the common green area like a courtyard. The total of these blocks

Due to a high amount of residential uses the buildings are a little bit away from the street to guarantee privacy for the residents. Every building is accessible from the streets as well as from the green courtyards. Extra paths lead to the high rises which are now mainly located inside the courtyard.

DIVERSE BUILDING HEIGHTS

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The four categories of building rules for the “park neighbourhood”

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forms the “park neighbourhood”. While the courtyards are mainly reserved for the residents, the streets are accessible for everyone and also aim at inviting people from the outside to stroll through this park-like neighbourhood. To create centres of attraction within this area, it is important to include commercial uses like small cafés or creative workshops. At the same time this neighbourhood might be also a good location for social institutions. The proposal includes a commercial or social function in each row of new buildings.

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DISTRIBUTION OF PUBLIC SPACE AND FLOWS

Everyday life at Marconigatan a little square with street cafés is leading from busy Marconigatan to the “park neighbourhood”

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Public space The concept of public space consists of four categories. Most public are the squares that function as a local centre. This is the new tram stop at the bend of Marconigatan as well as the three little squares on each end of the park alley. These squares are connected by the lively urban front at Marconigatan and the alley itself.

The public space includes all larger and smaller streets and open green spaces. Exceptions are the green spaces inbetween residential areas, which function as a courtyard.

These are semi-private. The new green courtyards in the “park neighbourhood” are also included in this category. These courtyards are mainly used by the residents but, of course, not surrounded by any solid borders. All buildings and the closed courtyards within the perimeter blocks are private.

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Result of these categories is the accompanying graphic.

Flows Basically, there are four different kinds of movement in the key project area. The fast tram is leading straight from northeast to the south-west. Next to it you see Marconigatan which probably has to handle the highest amount of car traffic. In the newly densified area, car traffic is reduced to a minimum.

Especially in the “park neighbourhood” only the residents are allowed to transport their purchases to their apartments.

The rather dense network of pedestrian paths is remarkable.

On the streets between the blocks, also between the “park blocks” everyone is allowed to go everywhere. The “park courtyards” are mainly for the residents. This distinction is also visible on the map beside.

Along the tram line you see fast bike connections as they are already proposed in the masterplan. Inside the “park neighbourhood” the streets are shared between pedestrians and cyclists.

Layers of diversity

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STREET SECTIONS

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Lively “park streets” residents and visitors stroll through the “park neighbourhood” and enjoy the green

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FINAL REFLECTION | Opportunities for the â&#x20AC;&#x153;park neighbourhoodâ&#x20AC;?

In this final reflection, I would like to investigate which other uses for the green areas are possible. Therefore, I would like to introduce the concept of open courtyards that are not only used by the residents but also by everyone else who is attracted by the park.

This means that everyone could use these green areas for games, sport or relaxation. It is important for this concept that the residential buildings are multifamily housing with private balconies or uplifted terraces. This way it is possible to guaranty that the green spaces outside belong to the public and that there are no smaller private zones between.

My experience shows that courts, even if they are obviously intended for sharing, are rarely actively used. As a rule, they often only provide space for bicycles or garbage cans. Especially if one does not know the neighbours, which is certainly often the case with skyscrapers, using the shared outdoor space is often even more difficult.

the hurdle to use the area is much smaller. I imagine that the park brings a kind of dynamic. It may start with a small group that motivates more and more people to use the park.

An obvious argument against this concept could be that the residentâ&#x20AC;&#x2122;s privacy might be disturbed by people sitting to close to their apartments. To avoid this, I would suggest adding paths and planted areas in the back of the buildings to create a kind of distance to the residential buildings.

I would like to reject the argument that the high-rises yards will be taken away because these buildings have not had their own green space and the park concept actually offers the chance to provide the residents with a lively outdoor area.

Since this proposal is probably more of a concept for the future, I remain with the semi-private courtyards for the time being.

Due to their seclusion and the addition of diverse uses, there is at least the possibility that residents develop a relation to their green courtyards and actively use it.

The concept of the open park offers a completely different basic requirement. Here, too, few people know each other, but

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MASTER PLAN GATEWAY RACHEL MCLURE Creating a new, vibrant area that is at the entrance of the masterplan and working to better connect the already existing green areas.

Problem Description

The current situation in the key project area is made up of only traffic with multiple lanes of cars, buses and a tram line. It is a fast traffic route, with poor pedestrian crossings.

Within the master plan it is proposed to reduce the space for traffic and densify in the free space to create a new residential and commercial area.

There is an existing three storey residential area however it has no amenities and is cut off from the rest of the city.

The key project area is the connector between the city centre and the rest of the masterplan area so it is a prime location to densify and create a new residential and commercail area.

The site also features two of Gothenburgâ&#x20AC;&#x2122;s main attractions, Slottsskogen and the Botanic Gardens however pedestrian and bike access from the city to these is poor and the tram stop that serves these is not easily accessed from the Botanic Gardens.

Existing Situation

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MASTERPLAN GATEWAY| Urban Design Proposal

The main concept for the area was to create an urban front, a main commercial street that would serve both the new residencies and the existing area. New tram stops were added to bring people to the area and serve the residencies. The tram line is now situated on the other side of the development to run through the commercial street better serving both sides.

The proposal is to create a mix-use area with independent shops and services to serve the residencies and the flow of traffic coming to the area due to the Botanic Gardens and Slottsskogen.

As the main assets to the area are the green attraction, the other concept was to better connect these areas allowing for easier pedestrian access and tram access from the city.

Creation of Urban Front

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Connecting The Green Areas

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MASTERPLAN GATEWAY| Connections 0

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The key project site is situated at the entrance to the masterplan which acts as a connector between the city and the masterplan. Many trams stops have been added to bring people to the key project area and allow easy access down to the rest of the master plan.

Furthermore a green bike and pedestrian path has been added to connect Linnegatan to the new city boulevard within the masterplan allowing fast bike connections to the city and better pedestrian access to between the two areas. The bike only lane that connects the master plan area and the city should decrease the amount of car traffic on the road. The bike and predestrian path from the city to the masterplan would be tree lined to create a green connection thoughout the whole area.

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Densification In Master plan Proposed Buildings Tram Stops Tram Line Bike/Pedestrian Green Paths

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Street Hierarchy

The betweenness analysis shows one street with much higher betweenness than the other. To respond to this the development area features one main commercial street that creates an urban front between the existing residential area and the new development.

The secondary street will be a pedestrian and bike street only, with slow car for access to the properties only.

Entrances to the residencies are on the tertiary streets and off the main road, allowing for private entrances for the residents.

The existing tram line was changed to its new location to better serve both the existing residential and the new area.

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Residential Entrances Tram Stop Primary Streets Secondary Streets Tertiary Streets

Betweenness Analysis Flows

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Masterplan Gateway

Tram Stop Pedestrian and Bike Only Pedestrian Commercial Tram Line Slow Residential Access Car and Bike

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Block Rules

A series of rules for the new densification were devised.

To react to the high betweenness, the new densification must have an active ground floor for commercial use. The floors above are residential.

The heights of the buildings should be higher towards the high betweenness street and lower as the betweenness decreases.

A maximum of six storeys to react with the existing three storey context.

New buildings should have green roofs to spread the ecological connection throughout the area.

Active ground floor on high betweenness streets.

More storeys towards high betweenness streets.

Maximum six storeys to respond to low height context.

Green roofs to spread ecological connection through development,

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High Betweenness Low Betweenness

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Hierarchy of Green Spaces

Within the new area there is a series of green spaces with different hierarchies.

Office green is where the buildings are mainly offices, and the block structure is more open. It would consist of a wild green area but mainly paving and seating for the workers to use.

Private green is where the block structure is completely closed which allows total privacy for the residencies. It would areas for allotments for residents to grow their own vegetables.

Public green is only featured next to the Botanic Gardens and acts as one of the developments green connections. It features a park and is open on all sides for public access.

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Hierarchy of Green Spaces

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MASTERPLAN GATEWAY | Land Use 0

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The development is a mix use area with services, restaurants and shops. The focus for the area is to serve the new residencies but also to allow for independent shops to open in this area due to its unique location with the two public attractions, Botanic Gardens and Slottsskogen.

Open block structure to fit office use.

Legend Plots Public Building Offices Residential Retail

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Shown is one strategy for how the land uses could function. The area is targeted with small, independent shops, with smaller plots to create a vibrant area.

With the attractions bringing people to the area, small independent businesses would create a more mix-used area than larger commercial developments. As it is away from the city centre, shops can avoid the high costs of inner city plots but still will get foot-traffic from the visitors to the Botanic Gardens and Slottsskogen.

Smaller more local activities such as a small market and takeaways will better serve the residents of the area.

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Masterplan Gateway

Small Market Flower and Garden Store Independent Clothing Store Bike Store Bookstore Hairdressers Pharmacy Small Independent Art Gallery Restaurant Cafe Take-away Residential Offices Public Building

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MASTERPLAN GATEWAY | Street Sections

The commercial side of the development features a larger pedestrian path, 6m, to allow for cafes and restaurants to spill out onto this area as well as pedestrians to stop and look at shops with enough space.

The more residential side faces onto Slottsskogen and is narrower for bike and pedestrian use.

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Section Line Residential Access Streets Busy, Commercial Slow, Pedestrian, Green Street

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Shown are representations of the character of each side of the development.

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Green Connections To better connect the green areas within the area two different characters of connections have been create.

Currently there is poor pedestrian connections between the Botanic Gardens and Slottsskogen. To change this, a public park has been create a public green connection that bridges the two areas.

Compared with the exisitng situation, the pedestrian crossing is flat and easier to access and as the entrance to Slottskogen connects to the public park it will create a more seamless connection. On the other side of the path from Slottsskogen is the public space that connects to the community building allowing community events to take place there.

At the opposite end of the development area is a ecological connection where a path connects a wild green area to Slottsskogen and the existing sports field. To ease the connection across the road, the traffic has been split by a wild green area for habitats to form. It will ease the crossing of pedestrians between the two areas.

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PROGRESSIVE SYSTEM AINARA ARAGÃ&#x201C;N ESPINOSA Creation of a system to allow an organic development inside an industrial area.

A long term development in an area to transform it into a mixed used area.

PROBLEM DESCRIPTION

East Hรถgsbo is characterized by the diversity in plot and building sized, the non existing relation between the buildings and the public space, and the importance of the car over the pedestrians and bikers.

Huge plots are found along the area making difficult to create a good pedestrian communication along the neighbourhood. So first with the master plan and now with my key project we create a new street structure based and growing from the existing one.

Looking in the area we realized that the smaller the plot is the bigger the relation to the streets gets. Therefore the huge plot

PROGRESSIVE SYSTEM

sizes are the ones that presents a bigger problem in the public space structure that we want to create. being also them the ones that interferes with the new streets we want to develop.

There are so many activities going on, so i tried to keep them by not creating a complete new area, but creating a system to be used every time the owner wants to develop its plot. After talking to the municipality representative, I realized that it would have been better to work with the whole area instead of trying to keep it as it is. Due to the fact that, almost all of the owners prefer to sell, instead of continuing with the industrial activities.

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First of all, the streets are given a different character to which a section is related.

Looking at its connections and integration the street will have a main pedestrian character, main car connection, secondary car connection, neighbourhood street etc.

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Dividing it you can create the plot you need. The bigger ones are next to the main streets encouraging active frontage to appear.

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PROGRESSIVE SYSTEM| Urban design proposal

My key project is located in the east Hogsbo industrial area where the master plan introduces a new mixed used area. Creating a new top-down street structure linked to its centralities and actual use they have.

The main goal is the creation of a long term development plan for the area to give it the mixed use character we aimed for in the master plan. Even though i would not be necessary or appropriate to keep the existing buildings making the street structure from the old one will beneficiate the project. Giving it clarity, making easier the transition and helping during the process.

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Based on the connections to its surroundings i design the plot structure attending to its sized. Making possible of encouraging different uses to appear.

Inside the neighbourhood we will have a different business character than in the whole area of the master plan. Having local commercial areas, workshops as industry and multiple small offices that will be related to the neighbourhood (with shared spaces, workshops etc.)

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GROUP 2 SOUTHERN GATEWAY TO GOTHENBURG

General context Vision Spatial analysis Masterplan Public spaces Transportation Greenery Density and land use

Key projects: Musiktorget Green connector Frรถlunda walk New neighbourhood for south Gรถteborg Live corridor

Michaela Jandekova Jason Gibbs Khuloud Hifzy Anton Lรถberg Ningxin Xu

GENERAL CONTEXT

Our master plan covers an area of southern Gothenburg from Linnéplatsen to Frölunda Torg, encompassing the neighborhoods of Högsbo, Flatås, Järnbrott, and Frölunda.

Much of this part of Gothenburg was constructed during the “record years” of the post-war period and million home programme era. The district was created around the tram and the car, with distinct neighborhood units and a segregation of land use close to the concept of the ABC-city (a district where one should have access to service, work, and housing).

and the municipality is currently preparing new comprehensive plans for the area with the goal of densifying the western neighborhoods and transforming the industrial area on the east side to a mixed use area.

A primary challenge in the area is the disconnection between neighborhoods, caused in part by existing barriers such as highways, parking lots, the tram line, and ambiguous green spaces; the traffic separation of the existing network of streets and paths; and the modernist zoning which separates functions.

In more recent years there has been infill development in parts of the area, primarily new preschools and residential buildings,

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VOLVO AREA - 15min by car - 50min by tram

LINDHOLMEN - 16min by car - 35min by tram CITY CENTER - 16min by car - 35min by tram

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LINNÉPLATSEN - 6min by car - 12min by tram

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SEASHORE - 16min by car - 45min by tram FRÖLUNDA TORG MÖLNDAL - 12min by car - 35min by tram

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General context

Project area Existing tram Existing highway

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VISION AND STRATEGIES

Through this project we aim to better connect the neighborhoods in the project area, and help this area of Askim-Frölunda-Högsbo become an important district in its own right, as part of Gothenburg’s evolution from a concentric city to a polycentric city, To achieve these goals we will cross barriers with new connections, create new fast and slow trams, redevelop suburban caroriented roads into urban streets, and improve the relationships between buildings and public spaces.

Polycentric city

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Crossing barriers

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SPATIAL ANALYSIS | Centrality

INTEGRATION

BETWEENNESS

This series of analysis maps shows the integration (or segregation) of different areas by examining reach at different scales.

Areas of higher integration can be expected to be occupied by more people, leading to more interaction and activities. Conversely, areas of lower integration will have fewer people and activities.

Betweenness provides a measure for how frequently routes in the network will be traveled in order to get from one place to another. Segments of high betweenness are the shortest paths and can be expected to be important pedestrian routes.

Currently the masterplan area generally has a lower integration than more central areas of the city, with Hรถgsbo and Flatรฅs having higher integration values than Frรถlunda. The changes to the street network in this plan increases integration of many areas at both the local and global scale

By adding new key streets we create new routes of high betweenness and increase the betweenness of other existing streets in the area. This in turn informed the masterplan designation of main and local streets to prioritize for non-residential ground floor use and active street frontage.

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existing street added street New streets added to the network

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0.35 - 0.85 0.85 - 1.13 1.13 - 1.36 1.36 - 1.57 1.57 - 1.80 1.80 - 2.14 2.14 - 2.50 2.50 - 5.00 Network integration – R4 (current)

Network integration – R4 (proposed)

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Network betweenness – 5000m (proposed)

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0.26 - 0.49 0.49 - 0.60 0.60 - 0.69 0.69 - 0.77 0.77 - 0.85 0.85 - 0.95 0.95 - 1.05 1.05 - 3.00

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Network betweenness â&#x20AC;&#x201C; 15000m (current)

Spatial analysis

0.20 - 0.32 0.32 - 0.39 0.39 - 0.43 0.43 - 0.47 0.47 - 0.50 0.50 - 0.54 0.54 - 0.61 0.61 - 3.00

Network betweenness â&#x20AC;&#x201C; 15000m (proposed)

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SPATIAL ANALYSIS | Density and typology

This area of Gothenburg has a wide variety of housing typologies â&#x20AC;&#x201D; single-family houses, three and four-story apartment buildings of various configurations, and 7-10 story point houses around FrĂślunda.

The floor space index (FSI) for plots in the masterplan area is generally less than 0.5 for single family homes and row houses, and less than 1.5 for many point houses, slabs and open blocks.

FSI for some smaller plots which have tall slabs and point houses is greater than 1.5.

A reach analysis shows that for all addresses in the masterplan area, the accessible FSI within a 500m walk is less than 1.50, and for most addresses is less than 0.50.

Existing typologies

Open blocks Industrial Point houses Slabs Row houses Single family houses

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0

1000

2000 m

Legend PLOT FSI

0.00 - 0.15 0.16 - 0.50 0.51 - 1.50 1.51 - 3.50 3.51 - 7.50 7.51 - 20.00

BUILDING HEIGHT (FLOORS)

0-3

4-6

7-9

10 - 12 13+

Legend ACCESSIBLE FSI (500M WALK)

0.00 - 0.15

0.16 - 0.50

0.51 - 1.50

1.51 - 3.50

3.51 - 7.50

7.51 - 20.00 BUILDING HEIGHT (FLOORS)

0-3

4-6

7-9

10 - 12 13+

Spatial analysis

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MASTERPLAN | Structural plan

Our masterplan provides a flexible framework for development, densification, and integration within the area and to the rest of the city.

Based on spatial analysis a hierarchy of public space is defined, with rules for development along streets and around centers.

The transportation network is greatly expanded with new fast and slow trams, and a focus on providing complete urban streets rather than suburban traffic separation. Dag Hammarskjöldsleden is retained as a fast highway, but key connections are developed in order to link the neighborhoods on either side.

The green network is strengthened through primary elements — new parks and connections between natural areas — and secondary elements such as courtyards, allotment gardens, and roof gardens.

Land use and building density are designated; with general rules regarding use and more specific rules governing building height and FSI. Finally, key project areas are identified for further investigation and design.

Key projects

Live corridor

Green connector

Musiktorget

Frölunda walk

New neighbourhood

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0

1000

2000 m

Legend PUBLIC SPACE

top center main center

local center main street local street

TRANSPORTATION highway

slow tram

fast tram

fast tram station

GREENERY

natural area

park – forest

park – social

playground / local park

sports / recreation

allotment garden cemetery other LAND USE AND DENSITY

mixed use – high density

mixed use – medium density

residential – medium density

residential – low density

Structural plan

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MASTERPLAN | Public space

Based on the spatial analysis our masterplan specifies a network of key streets and centers and sets rules for development along and around these spaces.

Main streets — streets that show the highest centrality on many levels, and are the most important for traveling through the area.

• Non-residential use is required for ground floor spaces, and a 10% fsi bonus is provided.

• Buildings must meet the street line.

• Building entrances must be located at the street line.

• Buildings must occupy 90% of the street frontage, for a minimum of 3 floors.

Local streets — streets that are important for connecting the neighborhoods.

• Non-residential use is encouraged for ground floor spaces; 10% fsi bonus if provided.

• Buildings must meet the street line • Building entrances must be located at the street line • Buildings must occupy 50% of the street frontage (for a minimum of 3 floors)

Top center — located at the strategic position with the highest centrality.

• Commercial or publicly-oriented use on the bottom floor facing the center, with entrances from the center.

• Location of city-wide interest / activities.

• Designated as location of highest density.

Main centers — located at areas of high centrality and strategic position.

• Commercial or publicly-oriented use on the bottom floor facing the center, with entrances from the center.

• Location of services of interest for the all of southwest Gothenburg.

Local centers — old centers of the neighborhood units, and centers of high local integration.

• Flexible, pedestrian focused public space.

• Social centers for local public services such as pre-schools, youth centers, senior centers.

Legend NETWORK INTEGRATION - TOP 5%

R4 (2.2 - 2.9)

R14 (1.0 - 1.12)

R13 (0.61 - 0.65) NETWORK BETWEENNESS - TOP 10%

5K (1,384,839 - 3,097,804)

5K (3,097,804 - 22,654,528)

15K (4,777,084 - 20,387,848)

15K (20,387,848 - 281,453,056) PUBLIC SPACES

main street

local street

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Network integration – top 5%

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Network betweenness – top 10%

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1000

2000 m

Legend

top center main center

Public space

local center main street local street

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MASTERPLAN | Transportation

A key feature of our masterplan is the retention of Dag Hammarskjöldsleden as a limited-access vehicular highway. While we do want to reduce motor vehicle use in this area of the city, and see densification and an expansion of the tram network (as well as the congestion pricing zone) as important components to achieving this goal, we also think this fast motor vehicle connection will remain important even with reduced traffic flows.

We understand that the municipality has been studying options to convert this highway to an urban boulevard and to create a new fast tram in this corridor, but we see these two goals as being in opposition. While the conversion of the highway to a boulevard would remove a major barrier between the east and west sides of the project area, a fast tram requires safety fencing along the tracks and thus will erect a new barrier to transverse movement. By retaining the highway and inserting a new fast tram in the center we combine barriers in the same corridor, which is then bridged at key locations.

Gothenburg, and in addition to the fast tram along Dag Hammarskjöldsleden we propose a second fast tram to connect our project area to other peripheral districts, running from Mölndal to Frölunda Torg, then to Majorna and on to Hisingen.

Slower trams are also an important component to better integrate the neighborhoods in the project area and link them to the rest of the city. We propose to extend the 2 tram south from Marklandsgatan to serve the redeveloped east side area, and to create a new east-west tram linkage along Marconigatan to connect the east and west sides and serve as an important transfer from the fast tram at Dag Hammarskjöldsleden.

In addition the existing tram corridor between Musikvägen and Marklandsgatan will be converted into a complete urban street, retaining the tram but also providing space to pedestrians, bicycles, and motor vehicles.

The tram network is key to the masterplan goal of a polycentric

Left: Converting the tram line between Marklandsgatan and Musikvägen into a complete urban street.

Right: Retaining Dag Hammarskjöldsleden as a highway; adding a new fast tram in the median; constructing new non-residential buildings along this corridor to densify and block noise.

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Legend TRANSPORTATION highway

slow tram

fast tram

Transportation

fast tram station

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MASTERPLAN | Greenery

Our masterplan area is bounded by large green areas — Slottsskogan, Botaniska, and Västra Kyrkogården to the north, Änggårdsbergen to the east, Ruddalen to the west, and parks and buffer spaces along the E6 highway to the south. The area also contains many smaller parks and natural areas, as well as local green spaces in yards and courts.

Existing connections between the large natural areas are strengthened and new connections made, such as redeveloping Marconigatan as a green boulevard spanning Dag Hammarskjöldsleden to link the eastern and western neighborhoods, and constructing a new ecoduct between Slottsskogan and Botaniska.

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New social parks along the edges of Änggårdsbergen will enhance recreational opportunities for the redeveloped neighborhood and provide future habitat for bats (a key umbrella species).

The local green structure is supported and intensified through rules to encourage the creation of landscaped terraces, allotment gardens, and roof gardens, as well as providing permeable surfaces to better manage stormwater.

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0

1000

2000 m

Legend GREENERY

natural area

park â&#x20AC;&#x201C; forest

park â&#x20AC;&#x201C; social

playground / local park

sports / recreation

allotment garden cemetery other

Greenery

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MASTERPLAN | Density and land use

Our masterplan is quite general regarding land use, specifying that existing residential neighborhoods on the west side should remain residential, identifying key streets that should be developed into mixed use corridors, and calling for the entire east side to be developed into a mixed-use area.

DENSITY RULES BASED ON AREA

The plan is more specific regarding density, identifying and setting rules for four levels and specifying allowable ranges for building height and FSI (GSI and OSR are not set).

Medium density - intended to have a similar density to neighborhoods like Haga; applied to most of the project area.

• 3 – 6 floors • FSI 1 – 2

Low density - reserved for residential areas with small houses.

• 1 – 3 floors • FSI 0.5 – 1

Most of the masterplan area is designated for medium-density development of a similar scale to the existing west side buildings. FSI values were determined by examining other areas of the city with the character we sought to create. Higher density is permitted along important corridors and centers, and there are rules for increased FSI along main and local streets to encourage larger buildings and non-residential uses at ground floor spaces in these areas.

High density - designated along main corridors.

• 6 – 9 floors • FSI 2 – 4

DENSITY RULES BASED ON LOCATION Top center - plots bordering the top center area are designated to have a very high density.

• 9 – 15 floors • FSI 3 – 6

Spacematrix (Berghauser Pont and Haupt, 2010)

FSI

10% FSI BONUS

L

5.50

13

11

12

10

9

8

7

5.00

10% FSI BONUS

TOP CENTER

4.50 4.00 3.50

Main street - increase minimum and maximum FSI by 10%.

HIGH DENSITY

3.00

OSR

2.50

0,10

10% FSI BONUS

2.00

MEDIUM DENSITY

1.50

Spacematrix diagram with the masterplan densities (Berghauser Pont and Haupt, 2010)

1.00

0,15 0,25 0,35

LOW DENSITY

0.50 0.00 0.00

10% FSI BONUS

0.10

0.20

0.30

0.40

0.50

Local street - 10% FSI bonus for providing a non-residential ground floor.

0.60

0.70

0.80

GSI

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2000 m

Legend PUBLIC SPACE

top center main center

local center main street local street

TRANSPORTATION highway

slow tram

fast tram

fast tram station

LAND USE AND DENSITY

mixed use – high density

mixed use – medium density

residential – medium density

residential – low density

Density and Land Use

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MUSIKTORGET MICHAELA JANDEKOVร The development in Hรถgsbo-Frรถlunda area aims to create a mixed use piece of city serving as a center of the district. By providing workplaces and services, the area becomes less dependent on the inner city.

PROBLEM DESCRIPTION

The area today The key project area is today mainly residential suburban part of the city providing many housing units for people in Gothenburg. Built mainly in the million home programme era, the area is composed of multiple neighborhood units, that are mainly inward-facing.

It is well connected to the city center by tram and fast car road.

However, the Högsbo-Frölunda area is quite far from the center for a walk and the pedestrian experience is not pleasant, being only a path along the highway.

In the times, the area was designed with a focus on traffic division – car and pedestrian ways are usually not meeting on the same streets. That creates an area with good car accessibility

Musiktorget

and well-integrated roads, but not very nice pedestrian environment – the main connections are usually car roads surrounded by parking lots.

Unused open space The main problem in the area is seen in treatment of the public space – too much open space dedicated to car traffic junctions doesn’t leave much focus on pedestrian experience. The space is poorly organized, so the orientation is not clear.

However, we can find some important features and functions – municipality hall or sport halls. The area is also in close proximity to large sport area Ruddalens Idrottscentrum and Frölunda Torg.

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MUSIKTORGET | Urban design proposal

Masterplan conditions

Streets full of life

In the masterplan, aiming for a multicenter city of Gothenburg, this key project area is the most integrated part and is supposed to become the center of self-sufficient Högsbo-Frölunda area.

New functions added to the area as well as the high-quality public space affording for various activities should support residents to stay in the area and also other people from the city to come and spend their time there.

In the meeting of several main and local streets, the place becomes a top center – home of important events and activities of city-wide interest.

The streetlife than strengthen the square to really become a liveable central place less dependent on the inner city.

Center of Högsbo-Frölunda

Tram line

In order to follow the masterplan goal and support HögsboFrölunda being more self-sufficient, the project proposes a piece of mixed city. By creating different public spaces with characters fitting various uses, it aims to afford multiple activities for different groups of people.

Existing tram line is kept and creates a central spine of the area.

In the proposal, the tram was moved a bit towards the center of the open space in order to allow new development along both sides of the main street – create active frontages.

District variety The proposed area introduces two different environments – the center, which is the most integrated and full of life and new neighborhood, providing a nice environment for living.

Legend

existing building new building active frontage main entrance building height (number of floors) plot division

car road shared street neighborhood street pedestrian space

VII

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50

0

100 m to Marklandsgatan

to Ruddalens Idrottscentrum sport area

representative square

municipality hall

pedestrian zone

local center space

to fast tram East neighborhood

retirement home

community garden

playground

sport plaza

ice skating rink

preschool school

sport hall

skatepark

to Frรถlunda Torg

Musiktorget

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MUSIKTORGET | Public spaces â&#x20AC;&#x201C; The center 0

20

50 m

PEDESTRIAN ZONE Visual continuation of the representative square. Free from car traffic, it provides calm space with many cafĂŠs and restaurants with outdoor seating.

By making use of existing rocky slope, the pedestrian zone is a fluent continuation of the green corridor.

REPRESENTATIVE SQUARE This public space with an official character gives enough space to the institution of municipality hall.

It is suitable for city events, celebrations or festivals.

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Public spaces – New neighborhood 0

20

50 m

PLAYGROUND hidden space dedicated to the little ones COMMUNITY GARDEN neighborhood meeting space supporting local farming

SPORT PLAZA meeting place before games and location of outdoor skating ring

SKATE PARK nice gathering space with informal sport opportunities OUTDOOR GYM for leisure time outside and one’s well-being

Musiktorget

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MUSIKTORGET | Streets

Several approaches were used when designing the structure of public spaces through the new part of the city. Rather than creating a single huge square, the main aim was to provide multiple smaller places affording for various activities.

The biggest challenge was to create a difference in types of streets in the main central area (including the main street and representative square) and other residential parts of the neighborhood. Space syntax analysis were used to measure the difference between various options.

smaller pocket spaces divide the public space into smaller places with a character

street types MAIN STREETS continuous, leading a visitor through the area all means of transportation SIDE STREETS local movement, not continuous views pedestrian-focused, car accessible for residents INNER ALLEYS hidden paths through the block, not clear orientation pedestrian only

continuity in walk through the area work with views through streets to lead people through continuous public space

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Centrality 0

100

300 m

The neighborhood streets are significantly less integrated than the main street on local scale, which gives them more privacy.

From the masterplan street structure, the key project area was the most integrated part of the whole plan.

Central square In the central space, the aim was to create a main street and a liveable square – in the highly integrated public space, we suppose many co-present people and many activities happening.

Legend

New neighborhood In the other part of the proposed area – new neighborhood – the situation should be very different. The area is mostly residential and provides narrow habitable streets with small scale buildings.

By dividing streets into multiple categories based on publicity, and using different approaches to them, there is a significant drop of the integration from the main street inside the neighborhood (especially on R4 integration scale). The difference was reached by working mostly with width of streets and continuity of sight lines.

network integration – R4 – proposal

0.35 - 0.85 0.85 - 1.13 1.13 - 1.36 1.36 - 1.57 1.57 - 1.80 1.80 - 2.14 2.14 - 2.50 2.50 - 5.00

On bigger scale of integration, all streets are highly integrated – there is no isolation of the neighborhood.

Legend

network integration – R14 – proposal

Musiktorget

0.26 - 0.49 0.49 - 0.60 0.60 - 0.69 0.69 - 0.77 0.77 - 0.85 0.85 - 0.95 0.95 - 1.05 1.05 - 3.00

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MUSIKTORGET | Distribution of flows 0

100

200 m

The main streets offer all kinds of transportation – public transportation is provided by existing slow tram line. The through traffic is directed here.

The rest of car streets lead to parking lots (existing or new) and are accessed by the residents.

Narrow shared alleys inside the neighborhood provide a pedestrian focused space, although car accessible if needed.

Fast bike lanes lead through the area and create good commuting possibilities.

Legend tram

tram stop

cars – through traffic

cars – access to parking bikes

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3D views

2 1

4

2 – municipality hall ending the green connector axis

3

3 – main street – building height graduating towards the center

1 – pedestrian zone to the square – visual connection

Musiktorget

4 – inner neighborhood alley – small scale, not continuous views

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MUSIKTORGET | Buildings

In the current open space in the area, new development was proposed. Multiple building typologies were used and placed to fit the character of streets they frame and expand the range of activities in the public space.

The main street is framed by buildings with large platforms providing spaces suitable for commercial and office functions.

Also, the buildings along the wide main street are higher so support activities and urbanity.

building typology vs. street type larger-footprint building (allowing for offices and commercial) along main streets residential along calmer streets courtyards / private gardens can face inner alleys

building height vs. street type back street facades lower terraces and balconies facing the back street buildings higher along main street entrances from the main street

building height vs. central spaces buildings get higher towards the center

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Musiktorget

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New development

Legend

new buildings

new buildings – another key project

Legend

added buildings

towers with platforms two-sided apartment buildings courtyard apartment buildings townhouses with garden

buildings typologies

Legend

representative square pedestrian zone, local center main streets sport plaza outdoor sport spaces – outdoor gym, skatepart

Legend

public greenery – static activities

public greenery – dynamic activities

private greenery public spaces

Musiktorget

greenery

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GREEN CONNECTOR JASON GIBBS This project densifies an existing residential area, sets a framework for a new mixed-use area, and develops a green structure to link them.

Introduction

Context

Goals

Dag Hammarskjöldsleden is a barrier separating the east and west sides of the project area. Our masterplan retains this highway and introduces a new fast tram in the same corridor.

•

Redevelop the east side industrial area into a new mixeduse neighborhood.

•

Densify the west side residential areas and improve the relationship between buildings and public spaces.

•

Redevelop Marconigatan into a high-density mixed-use and green corridor to better connect the nodes, neighborhoods, and natural areas on the east and west sides.

One key link spanning this barrier and connecting the east and west sides is Marconigatan. Currently a suburban car road, this main route will be transformed into an urban street with pedestrians, bicycles, and trams.

This new boulevard will also serves as a green connector between Änggårdsbergen and Ruddalen, with a green structure that varies based on the characteristics of the surrounding urban fabric.

N 6396057 E 319237

Ruddalen Flatås

Änggårdsbergen

Frölunda

Green Connector

139 Koord

GREEN CONNECTOR | Problems to investigate

Buildings and public space

Green structure

Much of Gothenburg’s housing has an uneasy relationship with the street. Buildings in many older neighborhoods turn inward, away from the street space, and later suburban developments do away with the urban street entirely, setting the buildings within a field of open space. Newer residential developments attempt to return to the urban grid, but blocks are still fragmented and buildings more inward-facing.

Gothenburg is a city intertwined with and softened by nature.

Parks, yards and courts, undeveloped areas and leftover spaces all contribute to a sense — especially when travelling on foot or by tram — of a city nestled by greenery.

Julienne Hanson has written about the importance of bounded and constituted street space as a “‘mixing mechanism’ for both use and people” (Urban transformations: a history of design ideas, 2010), and Eva Minoura has examined how defined boundaries and enclosure of open space can create a sense of ownership and lead to increased use (Uncommon Ground: Urban Form and Social Territory, 2016).

For this project, better bounding of the communal courtyards and a shift to a more outward-facing morphology with affordances for public and domestic life to mix may lead to increased interaction between residents (and non-residents) and create more vibrant and socially sustainable neighborhoods.

Early to mid 1800s: outward-facing mixeduse blocks.

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Landshövdingehus: entrances move to the interior; courtyards linked by semi-public pedestrian paths.

Spatial Morphology Design Studio 2019

Lamellhus: breakdown of the perimeter block; move to the superblock.

Natural areas are vitally important for cities — not only for ecosystem services but also for the physical and mental well-being of residents. Studies have shown that one’s access to nature can help reduce stress, boost cognitive performance, and improve emotion and mood.

During the next 15 years Gothenburg is expected to grow by 150,000 residents, requiring 80,000 new homes and workplaces. As green areas in the city are lost to construction, new green areas must be developed and existing green areas intensified in order to maintain and improve ecosystem services, increase biodiversity, and to continue to provide a variety of natural areas for residents to view, pass through, and linger.

Skivhus & punkthus: suburban; complete abandonment of the urban street.

Early 21st century: return to the urban grid, but blocks are fragmented and buildings mostly inward-facing.

This project considers the use of a local green structure to better facilitate an outwardfacing morphology.

Southern Gateway to Gothenburg

Urban design proposal 0

100

200

300

400

500 m

Existing Building Existing Building New Building Existing Building New Building (other key project) New Building New Building (other key project) New Building (other key project) Parks Parks Parks Residential Existing Building Residential Mixed Use / Non-Res Gnd Flr New Building Residential Mixed Use / Non-Res Gndproject) Flr Non-Residential New Building (other key Mixed Use / Non-Res Gnd Flr Non-Residential Governmental Non-Residential Governmental School Parks Governmental School Religious School Religious Service Residential Religious Service Parking Mixed Use / Non-Res Gnd Flr Service Parking Non-Residential Parking 9Governmental Stories 9School Stories 7-8 Stories 9 Stories 7-8 Stories 6Religious Stories 7-8 Stories 6Service Stories 4-5 Stories 6 Stories 4-5 Stories 3 Stories Parking 4-5 Stories 3 Stories 1-2 Stories 3 Stories 1-2 Stories 9 Stories 1-2 Stories 7-8 Stories 6 Stories Plot division 4-5 Stories Active frontage Plot division Plot division 3 Stories Active frontage Active frontage 1-2 Stories

Green connector Local green structure Yards and courts

Green Connector

Street Shared Street Street Existing Building Pedestrian Path Street Street Shared Bike Path New Building Shared Street Plot division Pedestrian Path Tram Pedestrian Path Bike Path New Building (other key project) Active frontage Tram Fast Tram, fast Natural areas and Bike Path Tram Highway Fast Tram, slow nature reserves Tram Tram Fast Tram Highway Parks Parks and sports fields Highway Highway Street Street Shared Street Residential Pedestrian Path Mixed Use / Non-Res Gnd Flr Bike Path Tram Non-Residential Fast Tram

Existing Existing Building Building New New Building Building New Building Building (other (other key key project) project) New Parks Parks Residential Residential Mixed Use Use // Non-Res Non-Res Gnd Gnd Flr Flr Mixed Non-Residential Non-Residential Governmental Governmental

Existing Building New Building New Building (other key project)

School School Religious Religious Service Service

Parks Residential Mixed Use / Non-Res Gnd Flr Non-Residential Governmental

Parking Parking Stories 99 Stories 7-8 7-8 Stories Stories 6 6 Stories Stories 4-5 Stories Stories 4-5 3 Stories Stories 3 1-2 Stories Stories 1-2

School Religious Service Parking 9 Stories 7-8 Stories 6 Stories 4-5 Stories 3 Stories 1-2 Stories

Plot Plot division division Active frontage frontage Active

Street Street Street, Street shared Shared Street Shared Pedestrian Path Path, pedestrian Pedestrian Path Bike Path Bike Path,Path bicycle Tram Tram Fast Tram Tram Fast Highway Highway

9 stories 7 - 8 stories 6 stories 4 - 5 stories

3 stories 1 - 2 stories Plot Plotdivision boundary Active frontage

Street Shared Street

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GREEN CONNECTOR | Streets, flows, and public spaces 0

Marconigatan is realigned to better provide space for new buildings, and expanded from a car road to a multimodal boulevard with a tram, bicycle path, generous sidewalks, and green space.

Most existing streets and paths on the west side are retained, but transformed into more urban shared streets where pedestrians and bicycles are prioritized. New streets are created to the south of Marconigatan to better link the existing neighborhoods on either side.

A new street grid is established on the east side based on a superblock concept of motor vehicle streets with interior shared streets, spaced so as to create pedestrian-oriented blocks of a similar size to older, more central areas of the city.

Dag Hammarskjรถldsleden is retained as a limited-access vehicular highway, with a new fast tram inserted in the median to provide quick access to the city center. New tracks for slower trams are also added to the redeveloped east side.

The location where Marconigatan crosses Dag Hammarskjรถldsleden is an important main center in our masterplan, and a key transfer point between the slow and fast trams.

At the western edge of the project area is Musiktorget, another key project and a top center as defined in our masterplan.

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100

200

300

400

500 m Existing Building New Building New Building (other key project)

Existing Building New Building Existing Building New Building (other key project) New Building New Building (other key project) Parks

Parks Existing Building Residential Existing Building New Building Existing Building Mixed Use / Non-Res Gndproject) Flr New Building Building (other key New Non-Residential New Building (other key project) New Building (other key project) Governmental Parks

Parks Residential Mixed Use / Non-Res Gnd Flr Residential Non-Residential Mixed Use / Non-Res Gnd Flr Governmental Non-Residential School Governmental Religious School Service Religious Parking Service

School Parks Parks Religious Residential Service Residential Mixed Use / Non-Res Gnd Flr Residential Parking Mixed Use Non-Residential Mixed Use // Non-Res Non-Res Gnd Gnd Flr Flr Governmental Non-Residential Non-Residential 9Governmental Stories Governmental School 7-8 Stories School Religious School 6Religious Stories Religious Service 4-5 Stories Service Parking Service 3Parking Stories Parking 1-2 Stories 9 Stories

Parking 9 Stories 7-8 Stories 9 Stories 6 Stories 7-8 Stories 4-5 Stories 6 Stories 3 Stories 4-5 Stories 1-2 Stories 3 Stories 1-2 Stories Plot division Active frontage Plot division Active frontage Legend Street Shared Street Pedestrian Building, existing Path Street Bike Building, other key project Path Shared Street Tram Pedestrian Path Fast Tram Bike Tram, fast Path Highway Tram Tram, slow Fast Tram Highway

9 Stories 7-8 Stories 9 Stories 7-8 Stories 6 Stories 7-8 Stories 6 Stories 4-5 6 Stories PlotStories division 4-5 Stories 3 Stories 4-5 Stories Active frontage 3 1-2 Stories 3 Stories Stories 1-2 1-2 Stories Stories Street Shared Street Plot division Pedestrian Path Bike Path Active frontage Plot division division Plot Tram Active frontage Active frontage Fast Tram

Highway Highway Street Street Shared Street, Street shared Street Street Pedestrian Path Shared Street Shared Street Bike Path Pedestrian Path, pedestrian Pedestrian Path Path Tram Bike Path Bike Path,Path bicycle Fast TramTram Tram Highway Fast Tram Tram Fast Highway Highway

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Existing Building New Building Green connector New Building (other key project) Natural areas, nature reserves Parks Parks and sports fields Residential Mixed Use / Non-Res Gnd Flr Non-Residential Governmental School

Southern Gateway to Gothenburg

Spatial analysis 0

200

400

600

600

1000 m

The redeveloped east side, with new streets set on a grid, has a high level of network integration at the local scale.

Integration on the west side is more varied, though quite high along the redeveloped Marconigatan, indicating that it is likely to be occupied by more people, leading to increased interaction and activities.

At the city scale Marconigatan is one of three streets in the project area with the highest level of network integration.

Integration 4 steps

Integration 30 steps

Betweenness 2,000 meters

Betweenness 15,000 meters

Betweenness provides a measure for how frequently routes in the network will be traveled in order to get from one place to another. Segments of high betweenness are the shortest paths and can be expected to be important pedestrian routes.

Marconigatan shows a high level of betweenness at both the local and city scale.

Green Connector

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GREEN CONNECTOR | Land divisions 100

0

200

300

400

Existing Building New Building New Building (other key project)

On the redeveloped east side blocks are divided into plots which are designated for mixed-use along the vehicular north-south streets — identified in the master plan as important main and local streets — and along the portion of Marconigatan with the highest betweenness. Plots along the shared streets and toward Änggårdsbergen are designated for residential uses only.

On the west side new parcels are created along Marconigatan — designated for mixed-use — and in the existing residential areas in order to better bound streets and enclose the courts.

Parcels are generally sized on a residential module, but larger parcels are provided around the main center where Marconigatan crosses Dag Hammarskjöldsleden — a key location where larger retail and office uses can be expected — and as along the highway where non-residential uses are specified in order to provide a sound barrier.

Existing Building New Building Existing Building New Building (other key project) New Building New Building (other key project) Parks Existing Building New Building New Building (other key project)

Residential Mixed Use / Non-Res Gnd Flr Non-Residential Governmental

Parks Residential Mixed Use / Non-Res Gnd Flr Residential Non-Residential Mixed Use / Non-Res Gnd Flr Governmental Non-Residential School Governmental Religious School Service Religious Parking Service

School

Parking 9 Stories

Parks

Religious Service Parking 9 Stories 7-8 Stories 6 Stories 4-5 Stories 3 Stories 1-2 Stories

Legend

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500 m

Plot Plotdivision boundary

Active frontage Residential use Mixed use

Non-residential use

Street Shared Street Pedestrian Path Bike Path Tram Fast Tram Spatial Morphology Design Studio 2019 Highway

7-8 Stories 9 Stories 6 Stories 7-8 Stories 4-5 Stories 6 Stories 3 Stories 4-5 Stories 1-2 Stories 3 Stories 1-2 Stories Plot division Active frontage Plot division Active frontage Street Shared Street Building, existing Pedestrian Path Street Building, other key project Bike Path Shared Street Tram Pedestrian Path Fast Tram Tram, fast Bike Path Highway Tram, slow Tram Fast Tram Highway

Parks Existing Building Residential Existing Building New Building Existing Building Mixed Use / Non-Res Gndproject) Flr New Building Building (other key New Non-Residential New Building (other key project) New Building (other key project) Governmental Parks School Parks Parks Religious Residential Service Residential Mixed Use / Non-Res Gnd Flr Residential Parking Mixed Use Non-Residential Mixed Use // Non-Res Non-Res Gnd Gnd Flr Flr Governmental Non-Residential Non-Residential 9Governmental Stories Governmental School 7-8 Stories School Religious School 6Religious Stories Religious Service 4-5 Stories Service Parking Service 3Parking Stories Parking 1-2 Stories 9 Stories 9 Stories 7-8 Stories 9 Stories 7-8 Stories 6 Stories 7-8 Stories 6 Stories 4-5 6 Stories PlotStories division 4-5 Stories 3 Stories 4-5 Stories Active frontage 3 1-2 Stories 3 Stories Stories 1-2 1-2 Stories Stories Street Shared Street Plot division Pedestrian Path Bike Path Active frontage Plot division division Plot Tram Active frontage Active frontage Fast Tram

Highway Highway Street Street Shared Street, Street shared Street Street Pedestrian Path Shared Street Shared Street Bike Path Pedestrian Path, pedestrian Pedestrian Path Path Tram Bike Path Bike Path,Path bicycle Fast TramTram Tram Highway Fast Tram Tram Fast Highway Highway

Existing Building New Building Green connector New Building (other key project) Natural areas and nature reserves Parks Parks and sports fields Residential Mixed Use / Non-Res Gnd Flr Non-Residential Governmental

Southern Gateway to Gothenburg School

Building typologies, use, and active frontage 100

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500 m Existing Building New Building Existing Building Existing Building New Building (other key project) New Building Building New New Building Building (other (other key key project) project) New Parks Parks Parks Residential Existing Building Mixed Use / Non-Res Gnd Flr Residential Residential New Building Non-Residential Mixed Use // Non-Res Non-Res Gndproject) Flr Mixed Use Gnd Flr New Building (other key Governmental Non-Residential Non-Residential School Governmental Governmental Parks Religious School School Service Religious Religious Residential Parking Service Service Mixed Use / Non-Res Gnd Flr Parking Parking 9Non-Residential Stories Governmental 7-8 Stories 9 Stories 9 Stories 6School Stories 7-8 Stories 7-8 Stories Religious 4-5 Stories 6Service Stories 6 Stories 3 Stories 4-5 Stories 4-5 Stories Parking 1-2 Stories 3 Stories Stories 3 1-2 Stories 1-2 Stories 9 Stories 7-8 Stories Plot division 6 Stories Active frontage 4-5 Stories Plot division Plot division Active frontage 3 Stories Active frontage

Existing Building New Building New Building (other key project) Parks Residential Mixed Use / Non-Res Gnd Flr Non-Residential Governmental School Religious Service Parking 9 Stories 7-8 Stories 6 Stories 4-5 Stories 3 Stories 1-2 Stories

Legend Plot Plotdivision boundary Active Activefrontage frontage Residential Mixed use, Street non-residential Shared Street

ground floor Pedestrian Path Bike Path Tram Fast Tram GreenHighway Connector

Existing Building Building Existing New New Building Building New New Building Building (other (other key key project) project)

Non-residential Governmental School Religious Service Parking

1-2 Stories Street Shared Street Pedestrian Path Street Street Bike Path Shared Shared Street Street Tram Pedestrian Path Plot division Pedestrian Path Fast Tram Bike Tram, fast Path Bike Path Active frontage Highway Tram Tram, slow Tram Fast Fast Tram Tram Highway Highway Highway Street Street Shared Street, Street shared Pedestrian Path Bike Path Tram Fast Tram Highway

Parks Parks Residential Residential Mixed Mixed Use Use // Non-Res Non-Res Gnd Gnd Flr Flr Non-Residential Non-Residential Governmental Governmental School School Religious Religious Service Service Parking Parking 9 Stories Stories 9 7-8 Stories Stories 7-8 6 6 Stories Stories 4-5 4-5 Stories Stories 3 Stories Stories 3 1-2 Stories Stories 1-2

Building uses follow the plot rules, with residential uses at the shared streets, and active non-residential ground floors along Marconigatan and other main and local streets that have a high betweenness (and thus can be predicted to have higher rates of pedestrian movement).

On the west side of the project area the new infill buildings to the north of Marconigatan — mostly rowhouses — are located and configured to enclose the existing courts in order to better bound the street spaces and provide the residents with an increased sense of ownership of the court spaces.

To the south of Marconigatan, and on the east side, the majority of new buildings are arranged in perimeter blocks, which similarly limit courtyard access for non-residents, Smaller bar buildings and townhouses are located adjacent to Änggårdsbergen on the east side, an area specified as low-density by our masterplan.

Plot Plot division division Active frontage frontage Active

Street Street Shared Street Street Shared Pedestrian Path Path, pedestrian Pedestrian Path Bike Path Bike Path,Path bicycle Existing Building Tram Tram New Building Fast Tram Tram Fast Green connector New Building (other key project) Highway Highway Natural areas and nature reserves Parks Parks and sports fields Residential Mixed Use / Non-Res Gnd Flr Non-Residential

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GREEN CONNECTOR | Building heights 0

The majority of existing residential buildings on the west side of the project area are between 3 and 4 stories, though intermixed with a few taller buildings — scattered point houses to the south, and new apartments under construction in the northwest near Flatåsskolan.

The heights of new infill buildings were selected to be in this scale, but increasing to 7 and 8 stories along Marconigatan (and 9 stories at the main center), as this was designated in our master plan as a high-density corridor.

On the east side, 6 story buildings are permitted along the vehicular streets, stepping down to 4 stories along the shared streets.

Buildings near the park — an area designated as low density in our masterplan — are 2 to 3 stories.

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100

200

300

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500 m Existing Building New Building Existing Building Existing Building New Building (other key project) New Building Building New New Building Building (other (other key key project) project) New Parks Parks Parks Residential Existing Building Mixed Use / Non-Res Gnd Flr Residential Residential New Building Non-Residential Mixed Use // Non-Res Non-Res Gndproject) Flr Mixed Use Gnd Flr New Building (other key Governmental Non-Residential Non-Residential School Governmental Governmental Parks Religious School School Service Religious Religious Residential Parking Service Service Mixed Use / Non-Res Gnd Flr Parking Parking 9Non-Residential Stories Governmental 7-8 Stories 9 Stories 9 Stories 6School Stories 7-8 Stories 7-8 Stories Religious 4-5 Stories 6Service Stories 6 Stories 3 Stories 4-5 Stories 4-5 Stories Parking 1-2 Stories 3 Stories Stories 3 1-2 Stories 1-2 Stories 9 Stories 7-8 Stories Plot division 6 Stories Active frontage 4-5 Stories Plot division Plot division Active frontage 3 Stories Active frontage

1-2 Stories Street Shared Street Pedestrian Path Street Street Legend Bike Path Shared Shared Street Street Tram Pedestrian Path Plot division Pedestrian Path Fast Tram Bike Tram, fast 9 stories Path Bike Path Active frontage Highway Tram Tram, slow 7 - 8 stories Tram Fast 6 stories Fast Tram Tram Highway Highway 4 - 5 stories Highway Street Street 3 stories Shared Street, Street shared 1 - 2 stories Pedestrian Path Bike Path Tram Fast Tram Spatial Morphology Design Studio 2019 Highway

Existing Building Building Existing New New Building Building New New Building Building (other (other key key project) project) Parks Parks Residential Residential Mixed Mixed Use Use // Non-Res Non-Res Gnd Gnd Flr Flr Existing Building Non-Residential Non-Residential New Building Governmental Governmental New Building (other key project) School School Religious Religious Parks Service Service Parking Parking Residential Mixed Use / Non-Res Gnd Flr 9 Stories Stories 9 Non-Residential 7-8 Stories Stories 7-8 Governmental 6 6 Stories Stories School 4-5 4-5 Stories Stories Religious 3 Stories Stories 3 Service 1-2 Stories Stories 1-2 Parking 9 Stories Plot division PlotStories division 7-8 Active frontage frontage Active 6 Stories 4-5 Stories 3 Stories Street Street 1-2 Stories Shared Street Shared Street Pedestrian Path Pedestrian Path, pedestrian Path Bike Path Bike Path,Path bicycle Tram Tram Fast Tram Tram Fast Plot Plotdivision boundary Highway Highway Active frontage

Street Shared Street Pedestrian Path Bike Path Tram

Existing Building New Building Green connector New Building (other key project) Natural areas and nature reserves Parks Parks and sports fields Residential Mixed Use / Non-Res Gnd Flr Non-Residential Governmental

Southern Gateway to Gothenburg School

Green structure 100

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The primary green structure for the project is the redeveloped Marconigatan, which provides a green east-west connection spanning Dag Hammarskjöldsleden and linking the Änggårdsbergen nature reserve on the east and the Ruddalen sports fields and nature area on the west.

This green boulevard serves as a spine for the secondary local green structure along the local and shared streets, which on the west side reaches out to the existing park to the north and hilly natural area to the south.

A third level of green structure comprises the yards that surround buildings and are well connected to the adjacent green network, and the courtyards that are contained by buildings and therefore less connected.

The multiple levels and types of green structure increase biodiversity, provide support for pollinators in a dense urban environment, aid stormwater management through permeable surfaces, and provide access to and views of nature for the city’s inhabitants.

Legend Green connector Local green structure Yards and courts

Existing Building New Building New Building (other key project) Natural areas and nature reserves Parks Parks and sports fields Residential Mixed Use / Non-Res Gnd Flr Non-Residential Governmental

Green Connector

School Religious

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GREEN CONNECTOR | Green boulevard west

Along the commercially-oriented portions of Marconigatan the green structure takes the form of a series of planted mounds located on the northern side of the street where they will receive the most direct sunlight. These elements provide a visual connection with nature as one travels the length of the boulevard, and serve as an externally-focused backdrop, a place to sit and observe activity on the street.

Generous sidewalks support the active frontages and allow for sidewalk cafes, while a comfortable protected bikepath encourages a sustainable mode of transportation.

The plants in these spaces provide a green structure of varying heights, offering pedestrians a mix of sun and shade, with plants selected to attract pollinators and act as a supportive pathway connecting both people and nature.

Stormwater is managed via these absorptive planted areas as well as permeable paving at the pedestrian sidewalks and the street parking spaces.

Sidewalk with active frontage

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Greenery

Spatial Morphology Design Studio 2019

Bicycle path

Parking & trees

Driving

Trams

Driving

Parking Sidewalk with & trees active frontage

Southern Gateway to Gothenburg

Main center

The location where Marconigatan crosses Dag HammarskjĂśldsleden is a key junction of fast and slow trams.

Our masterplan identifies this as a main center â&#x20AC;&#x201D; a place for large buildings with retail, service, or other publicly-oriented uses.

Here the linear greenway of the boulevard expands and breaks apart, becoming a large green plaza with permeable pavers, sheltered by the overhead tree canopy.

Large planters filled with greenery serve as areas for seating and provide a lush backdrop to the social activities.

The active frontages of the surrounding buildings allow for cafes and shops to spill out, extending into the space of the plaza.

Sidewalk with active frontage

Green Connector

Green plaza

Sidewalk

Bicycle path

Driving

Tram platform

Trams

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GREEN CONNECTOR | Green boulevard east

Conditions along Marconigatan change as one approaches Änggårdsbergen. The tram tracks turns north and south, network betweenness drops, and buildings are lower in height and entirely residential.

The width of the street remains the same, but the changing character of the surrounding fabric allows for the green structure to take a different form, with large rain gardens which can hold and percolate stormwater.

Here the local green structure from the adjacent shared streets also extends into the boulevard, delineating a “stoep” zone around the residential buildings.

This portion of the green connector is quieter with more plantings, and serves to transition the boulevard into the park land to the east.

“Stoep” zone

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Sidewalk

Rainwater garden

Spatial Morphology Design Studio 2019

Bicycle path

Parking & trees

Driving

Parking Walk & trees

42M TRANSITION STREET

Rainwater garden

Sidewalk

“Stoep” zone

Southern Gateway to Gothenburg

Infill development and local green

At shared streets on the east and west sides, where pedestrians and bicyclists are prioritized, a local green structure is developed to narrow the public portion of the street and delineate a “stoep” zone in front of the buildings for the residents.

Additionally, at infill areas of the west side where the existing courts cannot be fully enclosed by new buildings, the local green structure also serves as a barrier so that the courtyards can function as more private communal spaces for use by the building residents.

Besides defining space, the plants in these intensive green structures provide access to nature, attract pollinators, increase biodiversity, and facilitate stormwater infiltration — also supported by the permeable paving of the shared street and the “stoep” zone.

“Stoep” zone

Green Connector

Shared street

“Stoep” zone

15M SHARED STREET

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FROLUNDA WALK KHULOUD HIFZY The project is focusing on creating a walkable environment in the main street that is proposed according to the masterplan guidelines. It mainly connects between two important nodes, the new top center and a main center.

The work process has invistigated the following: How can we redesign the movement? Can a separated urban fabric get united with few interventions? How to use the urban form to guide pedestrian through the main street, and create a nice space that invites people to walk instead of taking the tram or car?

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Frolunda Walk

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FROLUNDA WALK | Proplem Description

The connection between (musikvagen) and (Frolunda torg) today is a big barrier, it is only a fenced tram line, aligned with a continues line of parking lots on its western side.The walking paths on the both sides, create a totally different perspectives.

On the western side of the tram line, people take the pavement, walking along 12 stores residential buildings on one side and a local car street followed be parking on the other. Because of the garages buildings, the parking is blocking any visual connection into the other side, only the high floors of the other buildings can be seen.

While in the eastern side, the perspective is totally different, the tram line is visible, followed by a main car street, and on the other side the buildings donâ&#x20AC;&#x2122;t face the street directly, but there

is a wide lawn before them. Despite the space is larger, but the area is wasted, it is used for a facilities like recycling stations or bikes storage.

The connection between the two sides for pedestrians is only at the two tram stops openings, and for the cars and pedestrians there is one narrow underground connection.

According to site observation and interviews with people in (Frolunda Torg), it was clear that people mostly choose to take the tram towards the next tram stop instead of walking, either on the left or the right side, whether they need to go somewhere or head to their houses.

The photo is taken from (Musikvagen) tram stop, showing the grages and resedential buildings on the right, and the main street followed by the buildings on the the left.

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Distribution of flows 0

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The flow has been mapped depending on the site observation, through differnet times of the day.

The drawing shows how the movement is separeted mainly because of the tram line and the parking lots.

Legend Entrances Cars Pedestrian

Frolunda Walk

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FROLUNDA WALK | Masterplan guidelines 0

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The main structure of the project is built on the guidelines of the masterplan. The applied rules were imported and followed, according to them, this area should include the following:

1

1- Top center 2- main Center 3- Main street 4- Local street 5-Slow tram line 6- Mixed use _ medium density 7- Mixed use- high density 8- Residential - mediem density (These elements follow the detailed instructions in the masterplan description )

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The intersection between the main street and the local street creates an adequate place for a new local square, especially because of its position in the midst of the distance between the two nodes.

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8 2

3 7 4

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Spatial analysis Based on the spatial analysis of the current situation, and the proposed one. The main street shows the highest centrality on the local level, which means that it is has the highest potentiality while moving in the area.

Legend

network integration – R4– current

0.35 - 0.85 0.85 - 1.13 1.13 - 1.36 1.36 - 1.57 1.57 - 1.80 1.80 - 2.14 2.14 - 2.50 2.50 - 5.00

network integration – R4– proposed

While the local streets showed less importance, which means that they are targeted by the local people and the residents of the buildings.

Legend

network betweenness – 2000 m – current

Frolunda Walk

0 - 23028 23028 - 72382 72382 - 166271 166271 - 300000

network betweenness – 2000 m – proposed

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FROLUNDA WALK | Buildings

The new buildings are densified along the main street, to support the new movement and direct the pedestrian. On the western side of the street, semi-public spaces are created between the existing buildings and the proposed ones, giving a level of privacy to the residents there.

The buildings of the square are leaving an opening on the main street, to allow the visual connection and the movement flow between the main street and the space inside. The rest of the square buildings create passages to facilitate the localsâ&#x20AC;&#x2122; accessibility.

Legend

Proposed buildings Existing buildings Added buildings

The land-use is distributed according to the masterplan rules, the mixed-use buildings have active frontages on the main street with a commercial use. The same applies for the building facing the local square.

Legend

Mixed use Residential

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Land-use

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Co- presence The following diagrams are a representation of the current and proposed active co-presence in the area.

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People prefer taking the tram to the next stop rather than walking, it is hard to navigate for outcomers, and it is almost impossible to figure out how to reach the other side.

00

m

Currently, people visit this area to head to Frolunda torg, where the tranportation hub and the shooping mall are located. In the rest of the area, the cars and pedestrian have a separated traffic system that increases the isolation od the two sides.

The project is proposing that more vibrant movement will be created due to the integration of the slow tram and the main street, which will enhace the street life and create a nice connected environmt between thesides of the stree. the street will encourage the local to walk to their destinations and invite the outcomers to discover Frolunda.

Legend

Frolunda Walk

Active co-presence

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FROLUNDA WALK | Distribution of flows 0

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According to the spatial analysis of the proposal, and the new urban form, the new flows will be concentrated on the main street, with an accessibility to the square, the residents have a more private paths into their buildings and within the area.

The old streets are kept as local secondary streets.

The slow tram line is linking the two sides of the area instead of creating a barrier.

Legend Entrances Cars

Cars - local Pedestrian Pedestrian - local

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The local square zoom-in 0

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The local square can host many activities in the area, it can be occupied as an open street market, weekly bazar, seasonal occasions and annual festival.

The space can also accommodate open-air cafĂŠs, or the extension of the surrounding mixed-use buildings facilities.

It strengthens the link between the top center and the main center, and adds more liveable urban environment to Frolunda walk.

Frolunda Walk

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A NEW NEIGHBOURHOOD IN SOUTH GÖTEBORG ANTON LÖBERG Is it possible to create a new neighbourhood with a high amount of housing and still live up to an ambitious definition of a mixed use city?

With the masterplan as a background, this project will show how.

Problem description

What makes a mixed use city?

There are easier ways to answer that question than what I am going to do. The easy way would be to set the same definitions as for the inner city, with a certain amount of restaurants, shops near the households. But then you could also ask - What is actually needed in a city? This is not an easy question, not if you are a planner, nor even an economist.

But without focusing on the volumes of different activities to much, I decided to have at least a substantial amount of space designated to other things than housing. Both as a design challenge, but also to challenge the ideas about industrial area displacement, around

A New Neighbourhood in South Gรถteborg

40% of the current buildings are kept just the way they are today. The rest gives way to new development, housing, businesses, public service and roads.

This choice ended up as the most influential choice in the key project when it comes to the end result. There are other concept highlights too, like providing good circumstances for local businesses, and meet the demand for different kinds of housing in Gothenburg, but these principles, together with the focus on new public services makes the fundamental concept of the project with their aim towards mixed use proportions that could inspire a more sensitive transformation and spatial planning.

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A NEW NEIGHBOURHOOD IN SOUTH GÖTEBORG | Urban design proposal “What is arguable” when it comes to the industries?

“What and where” when it comes to public service?

- Old investments and paid of structures should not be wasted.

-The masterplan sets the direction of local service to the local center, and “area wide” service in the main center.

- Bigger and more rectangular blocks is more suit- able for new development.

- With a population up to 8000 (probably lower) this won’t be enough.

- Car related businesses can move further away from the city.

Areas with this high amount of population needs these decisions of where to put schools, youth center or preschools in a stage that comes before the detail planning.

Since the masterplan didn’t operate on this scale, this in between level is needed to get a sufficient overview of the urban development. There are to many cases of social service aspects being dealt with afterwards or not at all in contemporary urban design.

- Areas with smaller properties can mean more dynamic development over time. They also carry a culture and current presence that can’t be recreated. The mentality of tearing everything down and start from scratch was what created a lot of the problems that we want to solve today.

Legend

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New buildings Current buildings New service

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A NEW NEIGHBOURHOOD IN SOUTH GÃ&#x2013;TEBORG | Masterplan context 0

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The key project in relation to the rest of the industrial area.

Legend

Main street/center Local street/center Tram/Tram stop

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Integration analysis 0

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The integration analyses shows where the highest amount of activity and pedestrian movement can be expected.

Legend Integration R4

0.34 - 0.75

0.75 - 0.95

0.85 - 1.12

1.12 - 1.27

1.27 - 1.45

1.45 - 1.70

1.70 - 2.37

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Local center

Main center

Legend Integration R10

0.00 - 0.60

0.60 - 0.74

0.74 - 0.88

0.88 - 0.97

0.87 - 1.08

1.08 - 1.24

1.24 - 1.57

A New Neighbourhood in South Gรถteborg

Local center

Main center

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A NEW NEIGHBOURHOOD IN SOUTH GÖTEBORG | The different paths 200m

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The rest of the city always affects a neighbourhood. The likely differentiation between the two most central streets will be one more “technical” path adjacent to the highway and the fast tram, and one more “social” path that serves the neighbourhood.

This also relates to the masterplan intentions for main streets and local streets.

The main paths

ening path Sport

muter path Shopping

Park

es to the area

Center Shopping Health center Pre-school Stores School

Youth center

Religious building Retirement home Playground

Park

Parking

Playground

Pre-school Parking

Parking

Nature

Fast tram stop

Legend

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Commuter path Social path

Spatial Morphology Design Studio 2019

Southern Gateway to Gothenburg

Human activity map 200 m

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While the neighbourhood can be divided into paths with destinations, there are also whole areas with different character. Some of them, like the parks, retail and industry areas are already in place, while the social functions and the calmer residential areas are constructed in a way that they bring a certain amount of cosy atmosphere to the inhabitants. A quality that is heavily valued, but not so present today.

Human activity map Other sports?

Barbeque?

Football?

Parks & Recreation Cinema?

Shopping?

Private businesses?

Supermarket?

Pizzeria?

School

Social functions

Restaurant?

Library

Industry?

Logistics?

Calmer streets with neighbourhood businesses

Mini golf?

Stores?

Pet semitary?

Semitary?

Pre-school

Offices?

Wholesaling?

Old industry area Second hand?

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Retail

CafĂŠ?

Associations?

Hair dresser?

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500 km Pre-school

Fast food?

Open nature?

A New Neighbourhood in South GĂśteborg

Animals?

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A NEW NEIGHBOURHOOD IN SOUTH GĂ&#x2013;TEBORG | Streets 0

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While the natural state of streets in the area will be shared space/pedestrian speed, there are some exceptions. They also serves different purposes that relates to their role in the masterplan.

Streets

t/walking space/You it

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ndly bicycle e

car road

top

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Streets that require active bottom floor Designated car street Commuter friendly bicycle lane Shared space Tram street

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A NEW NEIGHBOURHOOD IN SOUTH Gร TEBORG | Building density

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How big should a block be? How wide, high or deep should the buildings within it be? There are more or less optimal answers to this question theoretically, but for natural reasons, very different kinds of blocks and sizes will occur in a city unless we decide to tear everything else around it down and roll out a perfect grid.

These are the blocks that formed the guidelines for the key project.

Legend Private Common

Half public Public

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Diagrams 400 m

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With places

The programming of public space is made in a conceptual level with different intentions for different places to create a diversity within the neighbourhood. Some activities are more suitable in quiet areas, others need more space.

The sport park

The wildlife park

PUBLIC SPACE

Legend

Center

The neighbourhood square

Public space

the small kids playground park

Flower park

The big kids playground park

Long walk green area

Nolli map with places The number of floors are both given from directions from the masterplan when it comes to FSI and floor regulations, but local adjustments have been made, most notable towards the southern horisontal highway for noise reduction purposes

Number of floors Legend

Over 6 floors

Around 5 floors

GSEducationalVersion

Around 4 floors

Around 3 floors

Over 6 floors Around 5 floors Around 4 floors Around 3 floors 1-3 floors

1-3 floors

Number of floors The total population is up to 8000 on the 0,6 km2. The rest of the industrial area is 1,5 km2 which would mean 20 000 inhabitants with the same population density. This makes possibly 28 000 in total. Or 12 700 households

Population distribution

Total population on the 0,6 km2 8000

The rest of the industrial area is 1,5 km2 which would mean 20 000 inhabbitants with the same population density.

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This makes possibly 28 000 in total. Or 12 700 households

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Spatial Morphology Design Studio 2019 GSEducationalVersion

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The different areas The top center is where the tram splits up in two separate lines, where service of city wide interest should be gathered and where the density of the built environment is the biggest.

The rest of the area is dominated by smaller places and openings in the grid. They link different chunks of blocks together and will be the natural places for interactions on a neighbourhood level.

The main square

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The local square

The urban landscape GSEducationalVersion

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A NEW NEIGHBOURHOOD IN SOUTH GÃ&#x2013;TEBORG | Street sections Two common street landscapes that will dominate the impression of the area. The wider, green, busy streets, and the narrower, residential streets with shared space traffic.

Staircase to park

Sidewalk 5m

Bicycle Tram stops, 3,5 greenery, loading/ freight 4m

Tram and heavy traffic 9m

Tram stops Sidewalk or greenery, 5m loading/ freight 4m

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Sidewalk 4,6 m

Shared space 8,6 m

Sidewalk 4,6 m

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LIVE CORRIDOR NINGXIN XU The project is looking into some representative elements in master planâ&#x20AC;&#x201D;â&#x20AC;&#x201D;local centers, local streets, neighborhoods and tram street.

The main focus is to solve the existing problems and create connections between them.

CONTEXT 0

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This area is located on the northwest corner. Itâ&#x20AC;&#x2122;s a low-key but representative area.

The area is mainly residential use, in addition with two local centers and a tram stop.

One of local trams go through this area, which connect west and east part of the master plan.

Figuring out how to deal with local tram street, local center and neighborhoods can help FrĂślunda has a better development.

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LIVE CORRIDOR | Final proposal 0

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Legend

Active frontage Building height

Plot division Entrance 6F

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Spatial Morphology Design Studio 2019

Southern Gateway to Gothenburg

Problem description

Traffic barrier

Inactive frontage

The first problem is traffic barrier. The tram bridge not only stop people live in the nearby neighborhood coming to the HĂśgsbor center spatially, but also prevent people seeing the center visually. Whatâ&#x20AC;&#x2122;s more, there is a big parking lot underneath, which strengthen this barrier to some extent.

The second problem is inactive frontage. The common case of frontage within the area is that residential buildings on the street side along with many parking space, which makes the street unattractive and very uncomfortable for walking. And most of entrances for these dwelling buildings are placed in the courtyard of neighborhood, which makes residents nearby are even more reluctant to come to the street.

And the building in HĂśgsbor center can also be seen as a barrier itself. Buildings enclose this center basically and leave the inactive facade to the street, with only two small access for people coming into the center.

Traffic barrier

Live Corridor

Inactive frontage

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LIVE CORRIDOR | Urban design proposal

The current situation of this area is that it’s separated to some parts to some extent and lack of connections between these parts.

tential to be a square that can attract more people, not only people live around but also passers-by who take the tram if it’s well integrated with the tram stop.

In order to solve the existing problems, the main focus of this project is to build two connections.

And the second connection is to link neighborhoods on the western side with the tram stop. According to the master plan, people live in this area can have easy access to the city center by tram, so it’s essential to build a well-connected corridor for residents.

The first connection is to link Högsbo center, tram stop(Axel Dahlströms torg) and neighborhoods around together. As I consider Högsbo center has po-

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Connection 2 Connection 1

Legend

Local center

Tram stop Connections

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Design proposal

Spatial Morphology Design Studio 2019

Southern Gateway to Gothenburg

Spatial analysis

As the proposal is to build connections within neighborhoods, HĂśgsbo center and tram stop, the spatial analysis is done in a local scale.

In terms of the result of spatial analysis, the street structure shows a good centrality of the tram street and the road which go through neighborhoods in western part and connect with the tram stop. Whatâ&#x20AC;&#x2122;s more, there is also a well-integrated street which

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cross with the tram street and connect two highways.

Other roads go through neighborhoods have slightly difference of centrality, but mainly at a lower level.

In general, the spatial analysis makes the street structure more clear.

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Legend Network betweenness_500m

0.0000 - 5228.00 5228.00 - 10456.00 10456.00 - 15684.00 15684.00 - 20912.00 20912.00 - 26140.00

NB_500m

Live Corridor

NI_R2

Network integration_R2

0.0000 - 1.1000 1.1000 - 2.2000 2.2000 - 3.3000 3.3000 - 4.4000 4.4000 - 5.5000

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LIVE CORRIDOR | Street structure

Street centrality

In terms of the result of spatial analysis, the streets are divided into five levels of different centralities. The tram street with the highest centrality is on the first level and the road connect go through neighborhoods on western side and connect local center with tram stop are on the second level. Besides, the street cross with the tram street and connect with the highway in north is on the second level as well.

Street structure

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According to the hierarchies of street centralities, streets are given different functions.

The boulevard is mainly used by residents live nearby to walk around or have a fast connection to the tram stop.

Main streets have the same function with the boulevard, but greenery is basically place by commercial buildings.

The tram street should has the most dense traffic with different means of transportation.

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Legend Centrality hierarchy The 1st level The 2nd level The 3rd level The 4th level The 5th level Street structure Boulevard Tram street Main street Local street

Street centrality

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Spatial Morphology Design Studio 2019

Street structure

Southern Gateway to Gothenburg

Street sections 0

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Section of local street

Section of main street

Section of boulevard

Distribution of streets

Legend

Section of tram street

Live Corridor

Commercial buildings Dwellings

Office buildings

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LIVE CORRIDOR | Public spaces and buildings

Public spaces

Commercial buildings and pre-school

The open space between buildings along the boulevard and west side of tram street are turned into linear parks, which afford places for people to walk or jog.

The rules for commercial buildings should be consistent with master plan. Buildings along the boulevard, main streets and the tram street should be mix-used.

The rest fragmented space which is close to neighborhoods and streets is designed as corner greenery where people can have a seat or meet with friends.

Other dwellings could also have commercial use on the ground floor, but instead of entire floor, they can be something like corner shops with a few plots.

In this way, unused space can turn to be attractive and also can function as a barrier between public and private space.

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Legend

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Commercial buildings Pre-school building Public space Boulevard Tram street Main street Local street

Spatial Morphology Design Studio 2019

Southern Gateway to Gothenburg

Land divisions 0

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The division of land use is based on the strategies of public space and commercial buildings.

Since the area is not very central, the division of plot donâ&#x20AC;&#x2122;t need to be very subtle and is only done within added buildings or existing buildings with commercial use on the ground floor.

Regular plot width of buildings with commercial use on the ground floor is 10-15m except for HĂśgsbo center, where has offices and shopping mall.

Legend

Live Corridor

Existing dwellings New dwellings Commercial buildings Pre-school building Office buildings Plot division

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LIVE CORRIDOR | Building density 0

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The basic rule for building density is to keep the big neighborhoods on western side in low to medium density and the closer to the tram stop the density should be higher.

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FSI 0.00 - 0.75 FSI 0.75 - 1.00 FSI 1.00 - 1.50 FSI 1.50 - 2.00 FSI 2.00 - 2.50 GSI 0.00 - 0.15 GSI 0.15 - 0.20 GSI 0.20 - 0.25 GSI 0.25 - 0.30 GSI 0.30 - 0.50

Density map

Spatial Morphology Design Studio 2019

Southern Gateway to Gothenburg

The first connection

Current spatial analysis

center and the tram stop.

As the problems description mentioned before, there are two layers of barrier that block people coming into the Hรถgsbo center: the tram bridge and the parking lot underneath as the first layer of barrier and in addition with the building which leave the inactive facade to the street as the second layer of barrier.

Designed spatial analysis

The current people flow of the center and nearby neighborhoods clearly illustrates that few people come from neighborhoods on the west side of the 0

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To solve the first layer of barrier, the tram bridge should be demolished and so does the parking lot underneath. And to make people have easy access into the center, entrances of the center are enlarged, especially the entrance on the northern corner, which connects the center with the tram stop to some extent.

In addition, entrances of buildings within the square should be put along the street.

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Current street section

Current people flow

Legend

Designed street section

Live Corridor

Designed people flow

Dwellings

Commercial buildings

Office buildings People flow

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LIVE CORRIDOR | Future scenario of the first connection

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Spatial Morphology Design Studio 2019

Southern Gateway to Gothenburg

The second connection Design strategies are consistent with the rules set in the master plan and are developed to be applicable for local conditions at the same time.

Buildings frame the space

Considering this is connection between neighborhoods and tram stop, the fact that main body of the street is people should be emphasized. For this reason, regular elements of street boundary like curbs are replaced by trees and road signs which make the boundary more vague.

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Gradient of building height

As the boundary of street, buildings along the corridor have a gradient of height to make a visual difference from a rural landscape to more urban one.

What's more, gradient of building height can also work as a visual guide that lead people go to the tram stop.

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Legend

Buildings frame the street

Live Corridor

Building height

2F 4F 5F 6F 7F

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LIVE CORRIDOR | The second connection

Commercial use on the ground floor

Nodes along the corridor

According to the master plan and land division, all the building along main street must have commercial use on the ground floor and building should have a minimum of 70% occupation of street frontage.

To make use of fragmented open space, they are designed as public space with different functions.

Commercial use like cafe and restaurant which can have an outdoor seat are recommended. These buildings are not only serve for local residents, but also for passers-by.

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One thing need to be pointed out that there is a childrenâ&#x20AC;&#x2122;s park in front of the pre-school, which is used by kids in the pre-school during school time , and it can be a neighborhood center for residents after school.

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Corner greenery

Childrenâ&#x20AC;&#x2122;s park

Tree array

Green path

Legend Dwellings

Commercial buildings Pre-school Greenery

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Commercial use on the ground floor

Spatial Morphology Design Studio 2019

Nodes along the corridor

Southern Gateway to Gothenburg

Future scenario of the second connection

Live Corridor

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Chalmers Architecture and Civil Engineering Gothenburg, Sweden, June 2019