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T U HA I T RA N u r b a n

d e s i g n


01

brief

Tu Hai Tran urbanist | urban designer Copenhagen, Denmark +45 29 82 17 60 nicky.tran2704@gmail.com Vietnamese | English


To whom it may concern. My name is Tu (called Nicky). I am Vietnamese, 24 years old, specializing in urban design and looking for an internship in an architect firm. I have a master degree in Human Settlements (2017) from Belgium (Department of Architecture, KU Leuven) and a bachelor degree (2015) in Urban Design from Saigon,Vietnam. I now live in Copenhagen, Denmark.When I am not studying Danish I have started discovering the city by myself. I am fascinated by the modernity, diversity and creativeness of Copenhagen. My aim is to be able to work in this environment allowing me to contribute to that variety of Copenhagen and to improve my professional skills. For two years professor Bruno De Meulder has been my main supervisor in Belgium. I have been taught by professors from both Vietnam and Belgium and have worked with classmates and teachers from more than 30 countries. Academically I am thus trained in a international and multi-disciplinary tradition. Therefore, besides my personal skills, I have also learned to listen, balance, co-operate and contribute effectively in group projects. I have studied urban design in 6 years (four year bachelor-program in Saigon, one year attending the KU Leuven exchange program of Urban Design (2016) and finally completing the KU Leuven Master program of Human Settlements in 2017). I was trained to understand and analysis different areas with different contexts as well as provide visions and solutions with regard to their own identities. Besides that, I know that urban design is an ever-shifting process. Thus, in order to answer the questions of how to obtain sustainability, I am always seeking for as much balance as possible in four aspects: social, economical, environmental and spatial configuration. The four projects included in my portfolio will show a variety in contexts, scales and innovative solutions as well as the balances in these four criteria. As an urban designer perceiving from study in two different continents, I believe I can be adaptive and flexible privately and in a working situation. I am enthusiastic and hard-working and I believe I am a good contributor in both group and individual work. Thank you for your time and consideration Sincerely, Tu Hai Tran


02 PERSONAL DETAIL

Name: Tu Hai Tran Date of birth: 27.04.1993 Nationalities:Vietnamese Address: Jens Otto Krags Gade 2, 6 th 2300 Copenhagen, Denmark Phone number: +45 29 82 17 60 Email: nicky.tran2704@gmail.com

cv LINK

linkedin.com/in/nickytran2704 issuu.com/trannick academia.edu/TranNicky

EDUCATION 2016-2017

Advanced Master of Science in Human Settlements University of Leuven (KU Leuven) - Leuven, Belgium Specialisation in Spatial Planning and Urban Design Graduated with honor cum laude

2015-2016

Advanced Bachelor of Science in Urban Design and Architecture University of Leuven (KU Leuven) - Leuven Belgium Specialisation in Urban Design Graduated with honor cum laude

2011-2015

Bachelor in Urban Design Ho Chi Minh City University of Architecture - Ho Chi Minh City,Vietnam Specialisation in Urban Design and Landscape Architecture Graduated with honor cum laude

SKILLS Adobe Photoshop

AutoCad

Hand Drawings

Adobe Illustrator

SketchUp

Model Makings

Adobe InDesign

Microsoft Offices

Videos Makings


EXPERIENCES Public Speaking in Landscape Urbanism in HCMC University of Technology HCMCUT (Vietnam)

Sep 2017 Feb-Mar 2017 Feb-Mar 2014 Jan 2014

Intensive Landscape Urbanism fieldwork/workshop in Jianang, China KU Leuven (Belgium), XJTLU (China), SUST (China) Intensive Landscape Urbanism fieldwork/workshop in Ca Mau,Vietnam HCMCArc (Vietnam), KU Leuven (Belgium), AHO (Norway) Student Workshop - Saigon Port development in HCM City ,Vietnam HCMCArc (Vietnam), Huddersfield University (UK)

PUBLICATIONS Spring 2017

Reviving Territories of Hydraulic Civilization Design explorations in the Jiangnan transect of the Yangtze River Delta Publisher: KU Leuven, Belgium Authors:Water Urbanism Studio, 2017

Fall 2016

The Big,The Bad and The Ugly? Returning to modernist utopias Publisher: KU Leuven, Belgium Authors: Concept and Analysis Studio, 2016

Spring 2016

Future Urban Tissue of Ca Mau Anticipating new urbanisation Publisher: KU Leuven, Belgium Authors:Water Urbanism Studio, 2016

Fall 2015

Antwerp New South Redesigning strategic vacant landscapes Publisher: OSA - Research of Urbanism and Architecture and KU Leuven, Belgium Authors: Antwerp New South Fall 2015 Studio, 2015

LANGUAGES

INTEREST

Vietnamese English Danish Travelling

Reading

Photograph

Singing

Cooking


03

projects NEW SOUTH FOREST

Rule based urbanism on urban parcellation in a woodland landscape Antwerpt, Belgium Urban Design, Urbanism and Spatial Planning Fall 2015 Tu Hai Tran | Minh Nguyen Ngo | Nhu Le Khanh Phan

CA MAU ARCHIPELAGO CITY Future Urban Tissue of Ca Mau

Ca Mau, Vietnam Landscape Urbanism and Spatial Planning Spring 2016 Tu Hai Tran | Thanh Hoang Nguyen| Tien Thi Thuy Pham


UP-CYCLING GEAR

Dynamic Socio-Economical Improvement in Peterbos Brussels, Belgium Urban Design, Landscape Architecture Fall 2016 Alice Larsimont, Tu Hai Tran, Xinyu Xiao

R(E)STRUCTURE MOBILITY IN JIANGNAN CORRIDOR (E)routing and Pooling

Jiangnan, China Landscape Urbanism and Spatial Planning Spring 2017 Tu Hai Tran | Athanasiou Iosif Petros | Huazhou Ye | Ana Maria Arcos Aspiazu


3.1


NEW SOUTH FOREST

Rule based urbanism on urban parcellation in a woodland landscape Location: Antwerpt, Belgium Type: Urban Design. Architecture Time: Fall 2015 Design Team: Tu Hai Tran, Nhu Le Khanh Phan, Minh Nguyen Ngo The design reflects a new inhabited forest that mediates between new and existing forest structure in and around Antwerp, a forest that is both an integral part of the city, as a moment to escape it. Beside the great dwelling environments for their inhabitants, it also offers a lots more room for future residents in Antwerp which is framed by Forest Urbanism tools


Tall Trees valuable trees noise control forest

Meadow breshes pepple and grass

Soil sandy soil rich soil gravel soil

Topography

Today’s green structure

Landscape Investigation

City’s Strategy New South can be the starting point of Forest Urbanism in Antwerp

Antwerp is a city within a region with enormous traffic flows. The ground, water and air are all polluted. In short, the ecology of Antwerp is at risk and has had hardly any enhancement in recent years. When we analyse the green system of Antwerp, we can easily recognize that Antwerp has some wonderful parks and nature along the ring road and the along soutern west bank of the river. However, they are rather disconnected. On a neighbourhood scale, the ‘New South’ area has many existing big old trees, of which some are very valuable. If we would elaborate on that, the site could be seen as a transition between the old urban area and the big forest locates further south in


Phase 1: Preserve existing trees

Phase 2: Expanding current forest as Permanant natural forest

Antwerp. So, in order to enhance the ecology and connect greenery system of Antwerp, a new woodland structure could be used to develop New South as a city in forest. This forest would form an abrupt transition between ‘old’ Antwerp and the ‘new’ urbanised forest, that forms a green lung for the whole city.

Phase 3: Afforestation and Adding Infrastructure and Public Programs

Phase 4: Creating Forest-Clearings and developing housings

In a first step, the whole site and beyond will be planted with trees. (Except two predetermined clearing with public program.) Then, in order to be flexible for upcoming changes, a set of clearing and housing development rules are put in to place. This ensures different scenarios are possible in terms of building types and intensities, while maintaining the quality of the forest. The site will be divided into different parcels which are based on the existing old railway on the site. On these parcels, maximum 35% of the forest can be cleared; avoiding to clear the permanent forest. After that, buildings can be built on maximum 50% of the clearings: the rest of the clearing will be a collective space.


Being inside the Forest that gradually clears and open-up toward the Scheldt and changes in landscapes in different seasons of the years

Shadow

Permanent and New Forest

Clearing in Parcels

Built Development

Building Views

Sunlight

Alignment

Building’s Height

Parking

Rules on how to make clearing and how to position buildings on the forested parcels

Section 1: the ratio between housings, forest and public spaces reflects the balance in environment while it still provides enough 2000 housings


A clearing with public and collective areas

The buildings must have underground parking on their parcel within 100 meter from the main road. Moreover, the vegetation next to the building should be low and can be maintained by the resident as a collective garden. Two buildings should not be closed to one another than than their height, to avoid shadow problems. Lastly, each building offer at least two views: to the forest and to the collective clearing for example. The rules by tested on their extremes by creating different scenario’s, for instance in everyone wants to build as close to the river, or make the largest clearings. Finally, a mixed scenario was developed into a detailed design, that demonstrates the unique and qualitative living environment.

Section 2: the quality of living is concentrated by considering carefully on the housing-views to the forests or public spaces in different heights


Bird-eye views to the New South of Antwept from the city

Top view to New South

Bird-eye views to the New South of Antwept from the south


on Pedestrian and Bike ways toward the riverside, which are structured base on the existing railways to create parcels Walking and Cylcing Walking Only Tramline Tram Stop

Nursery trees is used to recover the soil

Infrastructure and Building Heights

School x4 (18.000 m2) Kinder Garten x2 (2.900 m2) Sport Hall x1 (2.500 m2) Commercial (20.000 m2) Office (60.000 m2)

Programs and Shadow Study

Forest Arrangement


Public buildings: Cafe, restaurants

Pedestrian and bike routes

Thin forest

Various changes in terrain

Quay Design: Thinning the forest toward the water, change in forest type due to richer soil and water conditions. The various changes in topography adapting to the rise of water creates different landscape along the quay.

In order to adapt to the effects of Climate change that cause the level of water rises every year, the new bank must be enhanced as a dyke up to (at least) 1.5 meter. Taking advantages of cut and fill process, the design brings to the site a varius changes in topography which creates a diversity in spaces and landscapes.


Zoom In 1 | Ground Floor Plan | Tram stop and Commercial centrum

Zoom In 1 | Typical Upper Floor Plans | A House with a View


In order to make Anwept Forest Urbanism, it is important to create Forest cultures in the smaller scale via the architecture design. The first zoom-in is sellected in the tram-stop area. The building is designed with its length toward the East-south direction to recieve the sunshine as much as possible. The lower part is lifted up higher than upper floors due to the fact of hardly get sunshine and can be used as commercial or public purposes. Besides that, the lower housing units are developed as duplex typologies with two-floor which increase the sunlight going to the room. Most of the units will be added the balcony which creates the views to the forest and interact with trees (below, equal or above the trees’canopy) as well as dynamic facade for the buildings.

Zoom In 1 Section I | A House with a View


Zoom In 1I | Ground Floor Plan | Private Clearing towards riverside

Zoom In 1I | Typical Upper Floor Plans | Private Clearing towards riverside


The second Zoom-In is chosen with a clearing nearby the waterfront. The ground-floor of the buildings are opened-up to create spaces for community connecting by platforms unifying the buildings, forest, sport yards to the riverbank. The forest nearby the clearing can be defined as orchards or garden which provides more foods and activities for the site.

Zoom In 1I | Section II | Private Clearing towards riverside


3.2

Rapidly transforming Xang Canal in Ca Mau: Can the contrast between the still rural south and the emerging north side of the Xang Canal be maintained and (re)articulated as urbanization is fast invading? (Tu Hai Tran, in “Intensive Landscape Urbanism fieldwork/workshop� in Ca Mau, Vietnam, KU Leuven, AHO, HCMCArch, 2014)


CA MAU ARCHIPELAGO CITY Future Urban Tissue of Ca Mau

Location: Ca Mau, Vietnam Type: Landscape Urbanism and Spatial Planning Time: Spring 2016 Design Team: Tu Hai Tran, Thanh Hoang Nguyen, Tien Thi Thuy Pham The project concentrated into the approach of Landscape Urbanism Strategies in order to adapt with the effects of climate changes in Ca Mau, Vietnam. In addition, these strategies will work as a frameworks to frame and structure the future rapid urbanization and expansion through the tools of Water Urbanism.


U Minh Thuong

Quang Lo - Phung Hiep Canal U Minh Ha Ca Mau - Bac Lieu Canal Bac Lieu

Ca Mau

Doc River Ganh Hao River

Bay Hap River Bo De River Nam Can Cua Lo River

Sea Level Rise Saline Intrusion

Sea Level Rise Effects and Saline Intrusion Issues in Ca Mau Peninsula


Framming the Issues Ca Mau peninsula is situated in the southern most part of Vietnam. Because it is located between the East Sea and the Gulf of Thailand and the lowest part of the country, thus the region is one of the most areas under the Climate Changes effects in the world. In which, sea level rise and saline intrusion are two biggest challenges that the region is facing with. Ca Mau city is located in the heart of the peninsula. The topography of the city is quite flat with the highest part of the city being the current city center, and along the rivers while the rest of the city is quite low. which damages up to 10 billion VND each year for water management and development. Moreover, the ecology of the city is now at risk due to the loss of the territory.

Besides that, with the low amount of rainfall in dry season which allows saline intrusion to the city also causes many serious problem for the economy and the living of the residents in Ca Mau city. Consequently, it leads to the water become more salty and the serious lack of fresh water demands for human habitation in Ca Mau City. Even though the city is now at risk of being under the water by the year 2050, the urbanization is growing rapidly, especially in the last 20 years.With the aim to become a second class city of Vietnam, the masterplan of Ca Mau in 2025 is developed with a concentric model and expansions of hierarchy of old roads. However, the new developments made by Ca Mau government are on the lowlands where the soils are very weak and flooding risk is really high.

1939 1951 2016 Lowland City Planning

Potentials being underwater in the next 30 years and Rapid Urbanization in the lowland


Existing and Strategy of Water Management: Saving Storm water, Pushing Pressure of Fresh water and preventing salt water by afforestation

Wetlands in Dry Season


Cut and Fill process on creating the islands and adapt with flood

Wetlands in Rain Season


Ca Mau Archipelago City Strategy


Urbanization direction on the higher topography along the rivers

Future urbanized Islands

Using Landscape as islands’ mediator and connector


Ecological corridor, constructed wetland Mangrove Forest Finger Fresh-water Forest Fresh-water Pressure Saline Intrusion

Landscape Strategy: 1_ afforestation, 2_ constructed wetlands, 3_ Space for water

Waterbus Existing Civic Spine Commercial Road Cultural Road Park Road Pedestrian/Bike Boardwalk View/Transport mode

Mobility Strategy: 1_ civic and commercial spine, 2_ cultural spine, 3_green spine


Population Distribution in islands

The strategy challenges the concentric logic of Ca Mau urbanization and it persistent lowland settlement patterns. In contraposition to the expansive and continious urban form, it propose to organize the future urban tissues of the city in constructed urban archipelago. Attached to the lines that traditionally structure the urban development - rivers, canals and roads, these islands are to be platforms for new neighborhoods in between fringes of the landscape. Moreover, Ca Mau archipelago is able to answers main question of challenges that the city is facing with: How can the city be adaptive with the Flooding issues and saline intrustion while still meet the demands of housings for the future population in sustainable way? These islands are connected by new ecological corridor that is constructed wetland between the urban islands and infrastructure strategy. Three new spines including: civic - commercial spines crossing in the

middle of the islands, cultural spine along the riverside, park spines along the new finger forests, will be established based on the existing infrastructure and logics of characteristics of the city development. In addition, each island has its own identity that responds to the surrounding landscape context and pre-existing tissue and infrastructure. Within each island, inner clearings of openess collect community spaces of the everyday and public facilities of recreation, education and cultural issues.


Site Scale Strategy: Future Urban Tissues on safe islands floating in the sea of Landscape


Potential Wetlands and Islands Creation based on topography of the site

Connecting by Infrastructure and Spines

Defining the Edge and Public Programs

Urban Tissues and Housing development


Island I section:The development of commercial spine

Island II section:The development of cultural spine along riverfront

Island III section: diversity in size and fuctions of urban spaces and garden

Island IV section:The invasion of landscape in existing and new urban tissues


1

III II

IV

The proposal focuses on the north east side of Ca Mau. Here, the urban developments are influenced by the proximity of the Petro industry of Vietnam. The site is stamped by the main infrastructures coming from the city centre and a grid of secondary roads that aim to accommodate future neighborhoods. Within this existing frame, the figures of the archipelagos structure new typologies of tissue according to their particular position: road intersection, innerland, edge, riverfront, productive front, etc. While the urban tissue is concentrated in these clusters of urbanization, the surrounding landscape acts as a water management network with the capacity to face the issues of flooding and saline intrusion of Ca Mau.


Forest Urban Park Collective garden Productive Landscape

Landscape Strategy: Diversify types and sizes of landscape base on the characteristics of the islands


Wetland and Linear Park

Freshwater forest

Community Garden

Hightech productive landscape

Floating Platform

Water taxi

Private boats and cultural house

Floating Restaurant and cafe


City Road Island Road Neighborhood Road Pedestrian/Bike

Infrastructure and Collective Spaces Strategy


Commercial and Busy Road with greenery system

Pedestrian Road linking Inner community space

Commercial and Busy Road with greenery system

Elevated pedestrian along Linear Wetland Park

Colletive space type I

Colletive space type II

Colletive space type III

Colletive space type IV


View from the constructed wetland: Returning to Water cultures


Zoom In I | Sectional Perspective I | The Urban commerce and Riverfront Cultural Spine

Zoom In I | Strategic Plan I | The Urban commerce and Riverfront Cultural Spine


Zoom In II | Sectional Perspective II | The geometric break and Open towards Landscapes Tissues

Zoom In II | Strategic Plan II | The geometric break and Open towards Landscapes Tissues


3.3


UP-CYCLING GEAR

Dynamic Socio-Economical Improvement in Peterbos Location: Brussels, Belgium Type: Urban Design, Landscape Architecture Time: Fall 2016 Design Team: Alice Larsimont, Tu Hai Tran, Xinyu Xiao The project reflects a new and open eye to modernist utopian architectures and real estates in the city that could answer the questions of how these housing complexes can be contributors to 21th expansion and overal urban structure of Brussels. Besides that, a deep understanding in socio-economics in relation with spatial development is used as a key role for the concept of mozaic landscapes that activate and improve the site and link it in bigger system of Brussels.


Existing week connection to surrounding area: Peterbos is isolated morphologically and socially Peterbos is a social housing neighborhood in a park locating next to the ring and the border between Brussels and Flanders regions. Even though the neighborhood was designed as a public park with 80% of open-spaces and 20% of buildings, the appearance of the site makes it looks more private and poorly invested. Besides that, the socio-economic context of the site shows a high rate of unemployment, social crimes and low education, thus people living in Peterbos have a weak connection to surroundings areas. In other words, the site is isolated morphologically and socially. A deep investigation in everyday life and spatial uses in Peterbos demonstrates a particular lifestyle of different types of people and backgrounds. Spatial connections liberate the possibilities and potentials of diversity in open spaces in the site.

Based on that spatial ecological connection and everyday-life of people living in the neighborhood, the concept of diversifying openspaces as a mosaic pattern is established to upcycle the socio-economic context to give new opportunities by improving quality of life and reconnecting Peterbos as part of the city structure’s system. In order to implement the concept, landscape is defined as a key that will unify mosaic programs and existing buildings into one entity. A new system of pedestrian pathway and platforms will be formed by re-structuring the grid network that will link and merge all the public spaces and buildings. The new platforms from the avenue are used as new outdoor markets which can attract people from outside of Peterbos and absorb them by the sequences of other public activities inside


Spatial and Social connections Strategy: Peterbos is a part of city system (Surrounding Greenery, Commerical, Schools and public facilities System) the neighborhood with strategies of transforming, activating and regenerating the existing potential spaces in the neighborhood. New indoor spaces are create to provide class rooms, library, cultural facilities and workshops spaces. Through this program - established by and for the inhabitants with the participation of surrounding actors - education, local economy and shared services are highlighted. These new activity systems enable the residents of Peterbos to improve their life quality and to insert the neighborhood into a city’s larger scale dynamic.


Spatial and Social connections Strategy: Peterbos is a part of city system (Surrounding Associations System)


City Scale Strategy: Peterbos as a part of Park and Economical Spines


Spatial Analysis of everyday life of People in Peterbos in relations with Space,Time, Gender, Age)


Young Adult Smoking Parents and Children Buying Drinks Elderly Taxi Service Doing Sport Biking around Garden and Market

The interconnection among spatial and social activities

Used Areas Well-Invested Areas Parking Lot

The current spatial uses


Down-cylcing life in relation to existing spatial arrangment

Concept of Mozaic: dynamic socio-economic spatial development in Peterbos as Up-cylcing Gear


Strategic Plan of Peterbos Neighborhood:


Zoom In I | Plan & Section I | To create nice living environment for the resident (House with view to sport facilities, open-air theater, cafe, playground, meeting garden, secondhand market)


Zoom In II | Plan & Section II | To involve residents as actors in the cylcing system (Sport facilities, cafe, nursery, playground, gardening, greenhouse, fresh vegetable market)


Zoom In IIII | Plan & Section III | To re-connect the spaces and the inhabitants with the outsiders (Sport facilities, cultural and educational center, playground, green house, gardening


g,


3.4


R(E)STRUCTURE MOBILITY IN JIANGNAN CORRIDOR (E)routing and Pooling

Location: Jiangnan, China Type: Landscape Urbanism, Spatial Planning Time: Spring 2017 Design Team: Tu Hai Tran, Athanasiou Iosif Petros, Huazhou Ye, Ana Maria Arcos Aspiazu The project is a contribution of the Landscape Urbanism studio, concentrates on the mobility and infrastructure development of Jiangnan Corridor. Its aims are on the one hand, to re-structure the mobility system more logically in order to reduce the rapid expansion of generic infrastructure (roads and railway), on the other hand, to bring water from the “backside of the city” into the “frontyard” by re-formulating water as infrastructure. Besides that, new concepts of e-commerce and e-routes are established which not only contribute to the environmental factors but also increase the economics in the area.


Massive Goods Flow in YRD (Agri/Aquacultural products, industrial products and logistics centers)

Massive People Flow in YRD ( more than 8 million tourist per year, crowded flow inner the city)


1950s,Water as infrastructure

2000, industrialization

2010, city expansion

Mobility Current situation: Massive road development and illogical public transport system concentrates on touristic areas and weakly approach residential areas


Existing Transport modes and Flows

Encourage clean and public transport modes and re-structure flows


80 - 150 passengers 50 bikes speed: 20 km/h

40 - 60 passengers no bikes speed: 10km/h average

Concept Diagram of People Mobility Strategy in the Corridor 40 - 60 passengers no bikes speed: 10km/h average

Concept Diagram of Goods Mobility Strategy in the Corridor

80 - 150 passengers 50 bikes speed: 20 km/h


Greenery and Recreational Spaces Aquacultural landscapes Potential Agricultural land Greenhouse Agricultural landscapes Industrial zone Soft Mobility Bus line Harbour, docks Water Transportation Transport Direction

People Mobility Strategy in the Corridor

The Yangtze River Delta region and the Jiangnan Wetland & Water Village Corridor where this studio takes place have some particularities in its spatial configuration. On one hand is one of the most populated region of the country, but in the other hand it also hosts one of the most productive agricultural and aquaculture areas that has the duty of feeding grand part of the country. Not to mention also the industry boom that only takes place in vast areas of land but also changes the dynamics of the territory making urbanization extremely fast growth in the past decade. Finally, the area is known for its ancient water towns, well preserved village in the middle of a growing territory.

These spatial dynamics that characterized the Jiangnan corridor had as a result the development of a dense infrastructural vehicle oriented network. The massive aquaculture and agriculture production, the flows of the industrial products and the thousands of tourists, they all use this network to cross all over the corridor. This situation creates great pressure in the existing network. If we take under account that the population of the area will have an increase of inhabitants of 100.000 until 2030, this network is going to face even worse. The extension of the existing infrastructural system will creates tremendous problems in the Jiangnan Wetland & Water Village Corridor that could lead to its total destruction.


Water Transportation: lines and stops: The water transportation is introduced by taking advantages of existing east-west connection to link the whole corridor. The aim of boat system will first redistributing the pressure of road transportation mentioned above, and secondly, bringing people back to water and appriciate the water.

Water Transportation: North-South Bus lines and stops: Coming along with the East-West water connection, the new bus routes will be formed to link the North-South areas. All the bus lines will be connected with the water transportation as the main destination then spreading to corridor in North-South orientation. The new figure of bus network gives opportunities to connect and reach more to the villages which has not been linked in current situation

Soft mobility network inner city and rural areas: a new system of soft mobility which prioritize pedestrian, bikes, e-bike will be establish in between the

water and bus transports. The system will link from the neighborhood scale to the main bus stops or harbour and even link the city with rural area by a network of bike highways along the East West roads. Besides that, a new system of greenery, recreational spaces will be created along the soft mobility in which infrastructure (including waterway + roadway) performs as collec


Greenery and Recreational Spaces Aquacultural landscapes Potential Agricultural land Greenhouse Agricultural landscapes Industrial zone Soft Mobility Bus line Harbour, docks Water Transportation Transport Direction

Goods mobility strategy in Jiangnan Corridor

For this reasons our main purpose is to develop a new system of people mobility and goods flows by using in a different way the existing infrastructures. Our main aim is to redistribute in a proper way the pressure that the infrastructural network faces without developing it with new heavy infrastructures. Our proposal targets to the diversification of mobility ways in which water is once again become infrastructure re-distribute the pressure on road and inland public transport networks. Besides that, a new e-commerce system is introduced based on the potentials of internet access of the site, which will reduce the expansion of physical infrastructure and help people approach cleaner and environment friendly transport

By providing a new mobility strategy that guides the flows in more logical ways and strictly taking advantages of existing infrastructure, current infrastructure can be intervened into more green-spaces, public spaces, pedestrian friendly, contribute to larger issues of pollutions and climates changes in the whole delta.


Aquacultural Products Transport Strategy: The aquacultural products are mostly transported into other larger city, thus, a system of water network will be established to transport these goods outside the corridor without using big containers and trucks inside the site.

Agricultural Products Transport Strategy: Agricultural products are current used for corridor, therefore, they will be linked with two main East-West corridor

Roads to transport the products feeding the city and 100 000 up-coming people.These roads will be turned into e-road which allow only e-vans or e-trucks inside the corridor

Industrial Products Transportation Strategy: For the industrial products will be transport by waterway to outside of the corridor by taking advantages of north-south Grand-canal


Comic Strip: Example of how to shop online and delivery system working on new mobility strategy

Taking under account this trend, the delivery of products, could be a great opportunity for us to develop our infrastructural system in the virtual world of the Internet. The corridor has the great potential of becoming the food supplier of the individual inhabitants of its self. So our idea is based on the logic of connecting the consumers immediately with the producers. For this reason, we decided to develop an app from which the inhabitants can order the vegetables that they want from the local producers. Then by a pooling system they will have their vegetables delivered directly to their homes. For this delivery system we implement an electrical bike system e-bike that can use the soft mobility network in order to distribute their products. By this way, we create a new flow of goods based on soft electrical mobility that will satisfy the needs of the both inhabitants and producers reduce the needs of massive roads and infrastructure development inside the corridor.

Example of vehicle recommendations on apps for tourists


Concept diagram of e-commerce how to shop online and products transports


Productive Landscape

Productive Landscape

Productive Landscape

Greenery 10-12m

Service Lane 4.5m

3.5m

Service Lane 4.5m

Greenery 10-12m

Productive Landscape

3.5m

Greenery 10-12m

Service Lane 4.5m

3.5m

Service Lane 4.5m

Greenery 10-12m

Productive Landscape

3.5m

Green

Walk Bike Wetland

10-12m Greenery 10-12m

Productive Landscape

Productive Landscape

Productive Landscape

Productive Landscape

1m 1.8m 1.5m Service Lane 4.5m

4m 3.5m

4m 3.5m

Wetland Bike Walk

Green

1.5m 1.8m 1m Service Lane 4.5m

10-12m Greenery 10-12m

Grass+Green

Parking 3.5m

12m

Grass+Green

Parking 3.5m

12m

Productive Landscape Productive Landscape

Wetland 11mGrass+Green

Walk

Walk Bike Wetland 1m 1.8m 1.5m

4m

Wetland Bike Walk 1.5m 1.8m 1m

Green 10-12m

Productive Landscape

4m

Green 10-12m

Walk Bike Wetland 1m 1.8m 1.5m

4m

Wetland Bike Walk 1.5m 1.8m 1m

Green 10-12m

Productive Landscape

4m

Green 10-12m

Walk Bike Wetland 1m 1.8m 1.5m

4m

Wetland Bike Walk 1.5m 1.8m 1m

Green 10-12m

Productive Landscape

4m

Wetland 11m

4.5m

Bike Green

1.5m Parking 1.5m 1.5m

4.5m

3.5m

12m

Green 10-12m

4.5m

Walk

4.5m

Bike Green

1.5m 1.5m 1.5m

Wetland 11m

Walk

4.5m

Bike Green

1.5m 1.5m 1.5m

Wetland 11m

Walk

4.5m

Bike Green

1.5m 1.5m 1.5m

4.5m

Re-profile the street I: Rural Road

Parking 8m

Parking 8m

Parking 8m

Recreation

Green

Green

3.5m

4m

3.5m

3.5m

3.5m

3.5m

Green

3.5m

4m

3.5m

3.5m

3.5m

3.5m

4m

3.5m

Green

Green

3.5m

4m

Green

Walk

Green 3.5m

1.5m 1.5m 1.5m

8m

3.5m

Green

3.5m

3.5m

3.5m

Bike Green

4m

Walk

3.5m

3.5m

3.5m

3.5m

3.5m

3.5m

2.5m 3.5m

Bike Green

1.5m 1.5m 1.5m

4m

Green Bike 2.5m 3.5m

2.5m

3.5m

3.5m

2.5m

3.5m

Parking 8m

Parking

Walk Bike Green

10m

1m 1.5m 1.5m

3.5m

3.5m

3.5m

3.5m

3.5m

3.5m

Parking 8m

Parking

Walk Bike Green

10m

1m 1.5m 1.5m

Parking 8m

Walk

Green

Recreation

1.5m 1.5m 1.5m

Green 3.5m

Parking 8m

4m

3.5m

Green Bike

Re-profile the street II: Rural Fringe Road 8m

4m

Green

Parking 8m

Recreation

3.5m

8m

Parking

Walk Bike Green

10m

1m 1.5m 1.5m

Recreation

Walk Bike Green

10m Parking

1m 1.5m 1.5m Walk Bike Green

10m

1m 1.5m 1.5m

Walk

Green

Recreation

Recreation

Walk Bike Green

1.5m 1.5m 1.5m

3.5m

8m

10m

1m 1.5m 1.5m

Gree 4.5m 3.5m

1m 3.5m

Gree 4.5m

1m


Grass+Green

Parking

Grass+Green

3.5m

12m

Grass+Green

4.5m

4.5m

3.5m

4.5m

4.5m

3.5m

12m

Parking

Grass+Green

3.5m

12m

Wetland

Walk

11m

Bike Green

Green Bike

1.5m 1.5m 1.5m

Grass+Green

12m

4.5m

4.5m

Walk

Parking

12m Wetland

Walk

11m

Walk

11m

4.5m

Walk

3.5m Green Bike

4.5m

4.5m

1.5m 1.5m 1.5m

4.5m

4.5m

Green Bike

Bike Green

1.5m 1.5m 1.5m

4.5m

4.5m

Walk

Walk

1.5m 1.5m 1.5m

Green Bike

Re-profile the street III: Industrial Road 11m

4.5m

Bike Green

1.5m 1.5m 1.5m

Wetland

11m Grass+Green

3.5m Bike Green

1.5m 1.5m 1.5m

Wetland

Wetland

1.5m 1.5m 1.5m

Walk

1.5m 1.5m 1.5m

12m Wetland 11m

Wetland 11m

Wetland

The strategies applied in the corridor scale are translated into territorial interventions in two ways. First, we reconfigure the street profiles with the goal of optimizing the existing constructed infrastructure. As it is shown in the analysis of the existing situation, the profiles of most of the roads are not conceived for all kind of mobility and for a human scale. As part of our strategy, a recreational network is created along the systems of roads, to achieve this we propose to implement specific lanes for people, bikes and vegetation in the same section as existed, just optimizing the space.

11m

City Road

Parking

Walk Bike Green

10m

1m 1.5m 1.5m

Parking

Walk Bike Green

10m

1m 1.5m 1.5m

Parking

Walk Bike Green

10m

1m 1.5m 1.5m

Recreation

Walk Bike Green

10m

1m 1.5m 1.5m

Parking 10m Recreation

3.5m

3.5m

3.5m

3.5m

3.5m

3.5m

3.5m

3.5m

3.5m

3.5m

3.5m

Green Walk Green 4.5m

1m

1.5m 1m

1m 1.5m 1.5m Walk Bike Green 1m 1.5m 1.5m

Green Bike Walk

Parking

1.5m 1.5m 1m

10m

Green Bike Walk

Parking

1.5m 1.5m 1m

10m

Green Bike Walk

Parking

1.5m 1.5m 1m

10m

Green Bike Walk 4.5m

Walk Bike Green

Re-profile the street IV: City Road 10m

3.5m

Green Bike Walk 3.5m

3.5m 4.5m

3.5m Green Walk Green 1m

1.5m 1m

3.5m 4.5m

Recreation

1.5m 1.5m 1m

1.5m 1.5m 1m Green Bike Walk 1.5m 1.5m 1m

10m

Parking 10m Recreation 10m

The second interventions takes place where the different systems of people’s mobility meet. That is to say in the nodes where people must change the type of transportation making this space a transportation hub and an opportunity for creating public spaces. We have four different types of hubs: the urban, the rural, the industrial and the one where we incorporate the railway


Existing

Proposed

Urban Transport Hubs.This model is defined by the characteristic of the landscape that occurs in urbanized areas. It illustrates the link between waterways, the bus network, and a soft mobility network. Linear green spaces are attached that encourage small economic activities, support pedestrians and revitalize the waterfront landscape


Existing

Proposed

Rural Transport Hubs.This model is defined by a newly waterway-dock system in the rural area, that is linked to the soft mobility system including e-bike, e-vans for the transport of goods.The existing trucks and car prioritized roads are transformed to include the soft mobility system.The docks along the waterfront will be used not only for transport of both people and goods. but also for recreations.


Existing

Proposed

Industrial Transport Hubs.This model links three new ferry stations with workplaces and factories in industrial areas through soft mobility.Their locations are based on existing and proposed logistics hubs Roads are re-structured to include and prioritize a soft mobility system that includes green and recreational spaces along it, to support workers to walk and bike.This system allows for small economies to will be established that not only support workers during break-time, but that have an effect on improving the economy of villages.


Existing

Proposed

Railway Transport Hubs. A high-speed railway proposed by the government is planned for construction. In the future this will create a huge flow of people along it.This model taps into the proposed rail line, by connecting it to the bus and metro, and waterway system.The link between different transport modes creates opportunities to develop commercial spaces and recreational areas.The design of the landscape will encourage people to use the public transport better and improve the economy of the site.


Tu Hai Tran

Urbanist/Urban Designer

Oct 2017

nicky.tran2704@gmail.com +4529821760 Jens Otto Krags Gade 2, 6 th 2300 Copengagen, Denmark

Tu Hai Tran | Urban Design Portfolio  

The urban design portfolio contains selected academic works and projects of Tu Hai Tran from 2015-2017.

Tu Hai Tran | Urban Design Portfolio  

The urban design portfolio contains selected academic works and projects of Tu Hai Tran from 2015-2017.

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