Infrastructure – STAR http://st-ar.nl strategies + architecture - Rotterdam Thu, 08 Jun 2017 19:00:26 +0000 en-US hourly 1 ZAC Gare Ardoines, Vitry-sur Seine, Région Île-de-France http://st-ar.nl/zac-gare-ardoines-vitry-sur-seine-region-ile-de-france/ Mon, 03 Dec 2012 19:00:48 +0000 http://st-ar.nl/?p=15250 December 2012 – FIRST PRIZE

ZAC Gare Ardoines: How to deal with the conditions you do not control? A benefit of the current crisis is that it clearly reveals how the nature of urban planning is radically changing. In the current economic and political context, a powerful leverage is lacking: top down solutions will proof to fail.
It’s therefore clear that for the ZAC Gare Ardoines only a new strategy to guide the urban process will be able to perform in line with the true potentials of the site.

In this new condition earlier assumed levels of control have ceased to exist and as a consequence more than ever the key question in urban design has become how to deal with the elements you do not control. How to integrate an uncontrollable collection of forces and imposed changes in a pragmatic and flexible way without compromising the quality of the urban plan?

In our proposal for the ZAC Gare Ardoines we have tried to deal with this question. The urban plan first of all tries as much as possible to reincorporate the current parcel layout. No tabula rasa but a careful process of reusing and reinterpretation of the existing tissue. As a result the plan does not ask for a massive restructuring operation but becomes very flexible. There is no need to construct the plan in a predefined order, nor is it necessary to obtain all parcels before works can start. In our scheme the ZAC Gare Ardoines can be redeveloped in a way that existing buildings can be incorporated without frustrating the overall outcome.

Next to that a second outline structures the plan. There is a strong need to deal with flooding and pollution. Instead of engaging into a complicated and costly fight against these conditions we have developed a strategy in which we work with them. We have created a system where all the ground floor levels will be above the highest expected water table during flooding. In doing so, we create, under the buildings and without the need to excavate in polluted soil, parking levels that double as water buffering.  It proves to be a very efficient system that deals with multiple problems in one go and turn them into qualities. Green transition zones add a quality of life for the entire area.

A big benefit of elevating the area is that we assure much easier connections over the tracks. As a consequence the ZAC Gare Ardoines can play an important role for the entire city: it links in a smooth way the east- and west side of the town that so far has been brutally cut but the railroads. At the point of the biggest setback the scheme ensures the biggest asset: a multimodal knot of infrastructure connections in which the reprogramming of the big hall will play an important role.

This strategy of reinterpretation of the biggest problems as having the biggest potential for change radiates through the entire plan: flooding, pollution, barriers are all dealt with in a way that they start to represent important qualities. Urban planning often has dealt with problems by creating a sequence of easy to control programmatic mono cultures. In our scheme we aim at a much more intelligent and versatile urban plan.

For the ZAC Gare Ardoines the true potential lays in clever combinations, not in separations: creating a strong link between the east and west side of the city, dealing with flooding and pollution issues by organizing green transition zones, harmonize old and new and combining living and working, consumption and production.


ZAC Gare Ardoines : comment faire face à des situations que l’on ne contrôle pas ?

Un des avantages de la crise actuelle est qu’elle révèle clairement la façon dont la nature de la planification urbaine est en radicale mutation. Dans le contexte économique et politique actuel, un puissant levier manque: des approches de force majeure descendantes seront vouées à l’échec. Il est donc clair que, pour la ZAC Gare Ardoines, uniquement une nouvelle stratégie pour guider le processus d’urbanisation sera en mesure d’accomplir les véritables potentiels du site.

Dans ces nouvelles conditions, les anciens niveaux de contrôle ont cessé d’exister et par conséquence, la question clé du design urbain est devenue : comment faire face à des éléments qu’on ne contrôle pas. Comment intégrer une collection de forces incontrôlables et imposer des changements de manière pragmatique et flexible, sans compromettre la qualité du plan urbain ?

Dans notre proposition pour la ZAC Gare Ardoines, nous avons essayé de faire face à cette question. Tout d’abord, notre plan urbain tente autant que possible d’incorporer la couche parcellaire existante. Pas de «tabula rasa» mais un processus attentionné à la réutilisation et la réinterprétation du tissu existant. En conséquence, le plan ne demande pas une opération de restructuration massive, mais devient très flexible. Il n’est pas nécessaire de construire le plan dans un ordre prédéfini, il n’est pas nécessaire d’obtenir toutes les parcelles avant que les travaux puissent commencer. Dans notre schéma, la ZAC Gare Ardoines peut être réaménagée de façon que les bâtiments existants puissent être intégrés sans frustrer le résultat global.

A côté de cela, un second contour structure le plan. Il y a un fort besoin de faire face aux inondations et à la pollution. Au lieu de s’engager dans un combat compliqué et coûteux par rapport à ces conditions, nous avons mis au point une stratégie dans laquelle nous travaillons avec eux. Nous avons créé un système où tous les niveaux de rez-de-chaussée seront au-dessus du niveau de l’eau le plus attendu lors des crues. Ce faisant, nous créons, sous les bâtiments mais sans avoir besoin de creuser dans le sol pollué, les niveaux de parkings qui dans le cas des crues fonctionnent comme des zones tampon pour l’eau.  Il se révèle être un système très efficace qui traite les multiples problèmes en une seule fois et les transforment en qualités. Les zones vertes de transition ajoutent une qualité de vie et architecturale pour tout le secteur.

L’élévation de la zone apporte un bénéfice important qui est d’assurer plus facilement les connections au-delà des voies ferrées. Par conséquent, la ZAC Gare Ardoines peut jouer un rôle plus important pour la ville entière : elle relie de manière douce les parties Est et Ouest de la ville qui, jusqu’ici sont cruellement coupées par les voies ferrées. Au plus grand point d’échec, le schéma assure le plus grand atout : un nœud multimodal de liaisons d’infrastructure dans lequel le re-programmation de la Grande Halle jouera un rôle important.

Cette stratégie de réinterprétation des plus grands problèmes à changer en plus grand potentiels rayonne à travers le plan entier
: inondations, pollution, barrières, sont tous traités de manière à ce qu’ils commencent à représenter une qualité importante. La planification urbaine a souvent tenté de traiter les problèmes en créant des morceaux de villes, mono-programmatiques et non-communicantes. Dans notre schéma, nous visons un plus intelligent et polyvalent plan urbain. Pour la ZAC Gare Ardoines, les réels potentiels ne résident pas dans la séparation mais au contraire dans des combinaisons intelligentes : créer un lien fort entre l’Est et l’Ouest de la ville, faire face à des problèmes d’inondation et de pollution en organisant des zones vertes de transitions, harmoniser l’ancien et le nouveau et combiner habiter et travailler, consommer et produire.

Images and text from the competition entry:

– – – – Complete information about the project and updates coming soon – – –

Title: ZAC Gare Ardoines

Project name: Urban plan for the renewal of the south of Les Ardoines

Date: July 2012 – On going

Type: Commission after winning competition : Dialogue Competitif  (July – November 2012)

Competition Organizer: EPA ORSA

Number of participants: 3 selected teams: Reichen & Robert, SEURA, STAR strategies + architecture

Ranking: FIRST PRIZE

Location: Vitry-sur Seine, Région Ile de France

Site: Les Ardoines

Programme: 1 000 000m² – Activities (236 810m²), Offices (408 700m²), Housing (312 800m²), Equipments (23 720m²), Commercial (24 760m²)

Surface: 49 ha

Status: On going

Client: EPA ORSA

Budget: N/A 

Awards: FIRST PRIZE

Publications: Les Ardoines – Territoire Émergent du Grand Paris, Paris, France, April 2013

Exhibitions:
– Les Ardoines en projet, La maison des projets, Vitry-sur-Seine, France, June 11 – September 14, 2013
– Les Ardoines, Territoire Emergent du Grand Paris, Pavillon de l’Arsenal, Paris France, April 16 – May 19, 2013

STAR team(‘Mandataire’)
Team (competition): Beatriz Ramo, Lydie Seurre, Ieva Cicenaite
Team (project): Geoffrey Clamour, Antoine Ceunebroucke, Rodrigue Lombard, Veronica van der Horst, Andrea Stanghini, Fleur Samé, Mikel Mujika, Julie Pommier, Ieva Cicenaite
Associate : Floris Alkemade Architect

Collaborators: BOARD: Bernd Upmeyer

Consulting: IRIS Conseil, Bureau B+B

Extra:

]]>
Rotondas and Walls http://st-ar.nl/rotondas/ Wed, 30 Sep 2009 10:00:24 +0000 http://st-ar.nl/?p=5227 September 2009, Cadrete, Zaragoza, Spain

The assignment is peculiar. For more than 30 years the client enjoyed  an unimpeded view from his weekend house in the outskirts of the city. In order to help ensuring this for the future he bought some of the properties in front of his house.

Recently, the municipality made plans to urbanize the community, allowing owners to build warehouses and workshops.  The uncertain economic future added pressure to the development. The free view from our client’s house was going to disappear.
In order to provide the client with a pleasant view after the site is built up, we propose to transform the blind walls and the roundabouts in such a way that he will still enjoy looking at them. We treated the walls as 1800 m2 of white canvas; an exhibition hall of 5 gigantic canvases creating a special corner that will  contrast sharply with the roughness and prefab character of the future warehouses.
We tested tens of proposals, from the literal, precise recreation of the view of the current landscape to the abstract tension of the constructivists painters.  Soon after, the client commissioned STAR not only to design these pieces but also the 12 warehouses that will fit in his property.

↑ image above: David Teniers the Younger. The Art Collection of Archduke Leopold-Wilhelm in Brussels. 1651. Oil on canvas. 127 x 162.5 cm. Petworth House, The National Trust, Sussex, UK.



– – –

Title: Rotondas
Project name: Roundabouts + Warehouses / Naves y Rotondas
Date: September 2009
Type: Commission after Self-initiated study
Location: Cadrete, Zaragoza, Spain
Site: Calle la Venta / Calle Valladolid / Avenida de Navarra
Programme: Design of 3 Roundabouts + 2 Art Walls + 11-14 Warehouses
Surface: Roundabouts: 850 m² + 100 m² + 350 m² / Walls: 140 m² + 200 m² / Warehouses: 3800 m²
Status: On hold
Client: Confidential
Budget: N/A
STAR Team: Beatriz Ramo, Guadalupe Hernández, Jean-Vianney Deleersnyder

]]>
Mirador del Palmeral http://st-ar.nl/mirador-del-palmeral-de-elche/ Mon, 16 Feb 2009 15:29:15 +0000 http://st-ar.nl/?p=2392 Feb-Apr 2009 / on going, Elche, Spain – FIRST PRIZE

In 2009 STAR won the International competition for the Mirador del Palmeral (Palm Grove’s Viewpoint) with the simplest proposal, yet the most controversial project the office had ever undertaken.
The two-phased competition received a lot of attention, not only because renowned firms such as: MVRDV, SANAA, Foster, Abalos+Sentkiewicz, and Lapeña&Torres were invited to participate, but because STAR, as the office getting through the first-open phase, won the competition with a strategy, rather than a design. STAR trusted the simplicity of a Ferris wheel to meet all the requirements of the brief and more, which surprised and convinced a jury of reputable professionals and the City Mayor, who became one of its strongest supporters, that strategies more than shapes provide the best solutions.This project unleashed an avid debate among architects, who either quickly became loving supporters of the project, or turned into strong opponents alleging that the project was not ‘architectonic’ enough. But what is and what isn’t architecture? Even assuming that it isn’t architecture, is there something bad about that? The media had reported that: STAR’s proposal was – having overcome the outdated debate about the Icon – a step forward in many ways. The development of this competition brief was the ultimate proof for STAR that architectural thinking is stronger than even architecture itself.

Elche´s Wheel
The Design of an Oxymoron.
Thousands of words have been written on the influence of the current economic crisis on the construction business. However, we think that this event has accelerated the birth of a new form of architectural thinking that – when applied to architectural production – will generate intelligent and substantial ideas, and leave behind the sensationalistic architecture of quick consumption. We believe more than ever that strategies, rather than shapes, are the only valid answers to the demands of the city of today.
The Mayor of Elche organized the competition with the requirement that the project should “provide the city with an EMBLEMATIC element to contemplate and promote the Palmeral of Elche” (quote from the competition brief). This raised the challenge of designing a humble icon, which is a true oxymoron. How to design an icon with the purpose of diverting attention towards something else?
In our careers as architects, the competition for the Mirador del Palmeral was our first chance to create an emblem for the city in which the landscape plays a crucial role, whereby evoking admiration for this landscape is the raison d’être of the icon.
Moreover, in this period of financial collapse and extreme preoccupation with sustainability, it would be hypocritical to close our eyes and produce another icon similar to all the previous ones. Let’s take this chance to think profoundly; to focus our intelligence on a strategy rather than on the egocentric and frozen architecture (icon) so characteristic of recent times.
The cultural landscape of palms that constitutes the Palmeral of Elche dates back to the 10th century, when much of the Iberian Peninsula was under Arab rule. This great patchwork of agricultural plots (huertos) was listed as a UNESCO World Heritage Site in the year 2000. The palm grove extends over approximately half of the area of the city. Due to the loss of its original use, it is becoming more difficult to integrate the Palmeral into city life. Apart from some huertos that were transformed into parks (losing their initial configuration in the process), remain empty and are deteriorating. Most of the Palmeral, mainly the most authentic parts, passes unnoticed to inhabitants and tourists, who misunderstand that the real value of the palm grove is not in the palm tree itself but in the ordered system of its plantation. There is not a single viewpoint in the city where the huertos system of palms can be seen and understood. The highest public point is the tower of the Basilica, but viewed from there the Palmeral is mistakenly understood to be a random forest of trees.
Within certain restrictions that apply to acting on a World Heritage Site, UNESCO supports interventions that enhance the universal value of the site. We believe that by building this viewpoint, tourists and inhabitants will be able to understand the Palmeral of Elche for the first time as a system of huertos, and recognise its strong presence in the city. Although the intervention should not eclipse or even compete with the importance of the Palmeral, it should be significant enough to attract tourism and regenerate the economy of the City.
Thus, we searched for an atemporal emblem; intelligent and flexible; capable of fulfilling these requirements within a budget of €10 million. We need an imaginative solution.
We propose a wheel for Elche. The wheel is a strategy. The wheel is resistant to fashion, style, and time. Its assembly is completely reversible and therefore the wheel has no permanent impact on the points where it touches the ground. As the wheel does not consume the total budget, we can also invest in the creation of adjacent public spaces. Moreover, with money made by selling tickets for the wheel, it is possible to recover the initial investment in less than three years. The wheel is an intelligent and rational structure; representative and beautiful, powerful and transparent.
The Wheel is the perfect union between FORM and FUNCTION.

Maximum Potential:  Mirador + Station, the greatest welcome to Elche
To explore the full potential of the intervention we propose three scenarios with different levels of investment. They range from the initial requirement of a single Mirador (viewpoint) project to a common building, housing the Mirador and railway station, with a connection to the platforms and the underground parking.
Our design places the Mirador at the former site of Elche’s Railway Station, which was demolished in the 1970s. The new railway station was built on the same avenue, 100 metres to the East. The spatial quality of the building leaves much to be desired, and it is in poor condition. There is an investment of €6 million for its renovation already in place. We believe it does not make sense to invest in that building; rather we propose a much more efficient and comprehensive operation. We plan to make a common investment of €16 million, including the budget for the Mirador, for a new common building where both programs can benefit from shared functions. This idea is feasible because the project is located within the double platform area of the train tunnel. In this way, the Railway station comes back to its original place: at the end of the Paseo it is named after. The Mirador and the Palmeral will be the image of arrival in the city.

Strategy in the immediate surroundings: Re-creation of Elche’s Palmeral
As we don’t consume the entire initial budget with the Mirador we propose to invest the remainder on the creation of a large public space in the current Paseo de la Estación, and a big square in place of the current traffic roundabout in front of the new Mirador-Station.
From the beginning of the 20th century until the 1960s this avenue was an elegant elevated Paseo Salon where the inhabitants of Elche enjoyed walking. It formed the main connection between the Railway Station and the City centre. With the prominence of the car in the 1960s, the elevated Paseo was demolished and transformed into a three lane road. This, together with the displacement of the railway station, damaged the character of the Paseo as a civic public space.
After studying the current traffic patterns in the area, we propose restricting vehicular access to public transportation and bicycles.
Once the Paseo is free of cars not only do we improve the sequence of public spaces on the North-South axis, the spaces between the city and the new Mirador+Station, but we also link the two parks that are currently disconnected on the East-West axis. Both parks are former palm huertos. This operation will unlock the enormous potential of the area as a public space right in the centre of the city. The construction of the Mirador-Station to the North of the Paseo will frame the views and will relocate the station in its former location.
We propose to keep the Paseo as a “hard” surface so it may host a large number of events, which would be impossible in a green area. Moreover, due to the dry weather of Elche, a green Paseo would require a significant amount of maintenance.
We have minimized the Paseo’s design to avoid compromising its potential. This design will only affect the surface; we have created a great carpet of tiles representing a pixelated aerial view of the Palmeral.
This large mosaic will be visible from the wheel as an enormous piece of urban art.

– – –


El chapuzón – Museo Escolar Agrícola de Puçol

East view of palmeral


Site within the Palmeral  – UNESCO World Heritage Site since 2000

Brief demands:

Contradiction:


Current phenomena of Superstar architects / Iconic buildings

Invited architects for phase II:

Dilema: compromise?

Solution: Form+Function

Wheel vs. Traditional viewpoint typology

Wheel vs. Iconic Building





We undertsand the wheel as a programme, not as a design. We will develop option 3, to test its feasibility


View from Altamira Palace


The square determines the maximum dimension of the wheel


Elevation from the Paseo


€4 million to invest in the creation of new public spaces


New public space

Maximum potential:


In red: current location of Elche Railway Station


Elche Parc – Elche Railway Station


Current arrival at Elche’s station


Proposed arrival at Elche’s station


Proposed building: Mirador + Station + Parking




Station elevation


Shading study





With the wheel, it will be the first time that Elche will be able to see its most famous view from a public place:



– – –

Title: Mirador del Palmeral
Project name: Mirador del Palmeral de Elch
Date:
First phase: February 2009 – results March 23, 2009
Second phase: May 2009 – results July 17, 2009
Type:
First phase: Open International Competition, selection of two teams from 56 participants (145 registrations).
Second phase: Invited Competition (2 teams from first phase + 5 invited teams: SANAA, MVRDV, Foster & Partners, Lapeña & Torres, Ábalos & Sentkiewicz + Teresa Galí-Arquitectura Agronomía)
Organizer: OCOA – Oficina de Concursos Comunidad Valenciana
Position: FIRST PRIZE
Location: Elche, Alicante, Spain
Site: Avenida del Paseo de la Estación + Roundabout with Avenida del Ferrocarril
 Programme: View point + Reurbanization + Proposed: Railway Station, Parking, Cultural Centre, Strategy for the reintegration of the Palm Grove in the city
Surface: 15.000 m² of public spaces + 1200 m² of exhibition rooms + Mirador –Viewpoint + Railway Station 1.100 m² + Parking 7.800 m²
Status: Construction Public Spaces expected spring 2011
Client: Ayuntamiento de Elche (Elche City Council)
Budget: € 10 Mill. + € 6 Mill. – Already reserved for the Railway Station
Awards: FIRST PRIZE
Publications: Selection:
– Arquitectos Movilidad, Madrid, Spain, June, 2011
-A New Generation in Architecture. West Arch vol.1, Berlin, Germany, September, 2010
-Met Stip 2010, Amsterdam, the Netherlands, June, 2010
-Architectuur NL #06, Amsterdam, the Netherlands, May, 2010
-TC Cuadernos, Concursos #94, Valencia, Spain, May 2010
-AV Proyectos #35, Madrid, Spain, March 2010
-AWM – Architectenweb Magazine #31, Bussum, the Netherlands, February 2010
-Arte y Cemento #2109, Bilbao, Spain, December 2009
-Paisajismo #31, Barcelona, Spain, November 2009
-Mark Magazine #22, Amsterdam, the Netherlands, Sept/Oct 2009
-A10 magazine #29, Amsterdam, The Netherlands, Sept/Oct 2009
-Cyan Magazine #5, (Spain), Sept/Oct 2009
-a+u. Architecture and Urbanism #468, Tokyo, Japan, September 2009
-Space Magazine #502, Seoul, Korea, September 09
-Design ReportMagazine # Spanien, Leinfelden, Germany, September 2009
-AD Algeem Dagblad #230709, Amsterdam, the Netherlands, July 2009
-Diario La Verdad #180709, Elche, Spain, July 2009
-Diario Información #180709, Elche, Spain, July 2009
-Diario Información #050609, Elche, Spain, June 2009
-Diario La Verdad #050609, Elche, Spain, June 2009
Exhibitions: Selection:
-West Arch – A New Generation in Architecture at the Ludwig Forum für International Kunst, Aachen, Germany, September 12 – November 14, 2010
-Traveling Exhibition Elche, Spain June 29–17 July 2009
-Lonja del Ayuntamiento, Elche, Spain June 5 – 29, 2009
-Solo Presentation at Menage a Trois in Matadero, during the Madrid Architecture Week, October 5, 2010
-Solo Presentation at FITUR 2010, IFEMA, Madrid, Spain, January 20, 2010
STAR Team: First phase: Beatriz Ramo, Jean-Vianney Deleersnyder, Simone de Iacobis
Second phase: Beatriz Ramo, Jean-Vianney Deleersnyder, Jordi Milà, Albert Perez, Luca Vandini
Collaborators: Competition phase: Logistics: Javier Ramo, Ana López – Angulo, Bernd Upmeyer (BOARD) Model: Vincent de Rijk + STAR; Text Editing: Maarten Doude van Troostwijk; Model 2011: Vincent de Rijk + STAR (Philip Vandermey, Francesca Rizzetto, Genoveva Carrión)
Consulting: ARUP España, Project director: Ignacio Fernández Solla (Associate Director) Coordinator: Fernando García Colorado, Structure: Patricio García Hernández, Kayin Dawoodi; Sustainability: Ramón Rodríguez Cabezón (Associate), Albert Hassan, Susana Saiz Alcázar; Electrical installation: Pablo Checa Sanz (Associate), Valentín García Rasero
– – –

]]>
Reykjavik Master Plan – Ideal City of 21st Century http://st-ar.nl/reykjavik/ Wed, 31 Oct 2007 23:03:59 +0000 http://st-ar.nl/?p=1562 May 2006, Oct 2007, Reykjavik, Iceland – FINALIST

Reykjavik has the exclusive opportunity to reinvent its city centre. It could not only rejuvenate itself but also give a preview of how a European City of the 21st Century could function. The relocation of its city airport unveils an incredible potential: a large amount of area is freed up right in the heart of the city.
These days, it does not happen often in Europe that an area close to a city centre is being developed and that one gets the chance to plan a completely new activity centre for a city. Normally, this opportunity only arises in the periphery and its big-box development: the shopping mall. There, planners try to recreate the atmosphere and structure of inner cities. Shopping malls ultimately took over and claimed all former central functions for themselves, far away, and sealed off from the centre, however much trying to imitate the inner city.

Reykjavik could herald a reverse trend. The availability of space and the good connections to the area will make it suitable to implement and materialize what could herald the beginning of a new approach to urbanism: bringing pieces of the periphery back to the centre: Multiplex cinemas, Shopping mall developments, Ikea… and so on, will be sharing space right in the centre of Vatnsmýri. To make this possible two things are needed: the adaptation of the architecture of these “boxes” to their new location and the planning of good infrastructural connections and plenty of parking space.
As the garden city was a reaction to industrialization, so the Vatnsmýri development will be a reaction to the diasporas of city-life. Today, one of the most powerful generators of urban life is shopping. Nevertheless, shopping has never been recognized as a relevant element for urban planners.

This new city centre, where urban activity is ensured, will be complemented with other city functions: the university, the hospital, the sports, recreation (the beach), and the airport, currently all existing at the edges of the site, and will be linked by the Vatnsmýri ring.
While all of these functions are usually peripherally situated in a city, in Reykjavik they exist right in the centre. By adding to this efficient assemblage of services the content of the big-box-development as the contemporary containers of city life, a successful development of the entire city may result.
Vatnsmýri can house everything the city centre could not endure and thus the new part of Reykjavik will be not combative, but complementary to the existing inner city. The result would be an “ideal” city where everything is within reach.

The Centre of Vatnsmýri:
The centre is given by the cross formed by the three runways of the airport. This generates a magnificent urban plateau that hosts the main shops, offices, cinemas, thermal baths, a university, the transportation hub, and a plaza with heated zones in winter. It possesses a large -1 level with 4500 parking lots, loading areas, entrances to shops and offices, and semi-sunken plazas. This underground world will provide shelter to city life in wintertime. To ensure a strong connection between these two levels the public spaces run from one to the other. This plateau is an essential element to allow for the long awaited reunion of suburban functions with urban functions.

Boulevards:
The size and direction of the existing airport runways fit perfectly in the development of the Vatnsmýri area. By keeping them we maintain a trace of an essential period in Reykjavik’s history, which will be inscribed in the structure of the city. They provide perfect shortcuts between the elements of the ring of services. They will be the main axes acting as: a wide Reykjavik Boulevard connecting the new with the old city centre, connecting the North with the South, and most of the main institutions; a fast expressway Vatnsmýri Road providing direct connections to the airport and disappearing underground when it crosses the centre; and a big Öskjuhlíð Avenue that connects the sea with the hill. The three axes cross on the Plateau at the ground floor and at -1 level, reduce traffic, and provide access to the parking lot and the underground world.

Ring of services:
Essential city functions (university, hospital, sporting areas, leisure, hotel) were forcibly placed around the airport creating an unconscious ring of city services with an empty core. By relocating the airport we obtain an ideal site for a new centre. This ring of services, combined with the new shops and office spaces in Vatnsmýri centre, may well produce around 15.000 jobs.
To collect all the services and connect the loose ends of the grid and the main axis we plan a ring road. As a scenic drive, the ring road leads past the hospital, the university, and residential areas, and delivers a magnificent view of the coast, and enables good access to Öskjuhlíd Hill. Recreational bicycle lanes go along the road.

Reykjavik Grid:
An underlying grid-structure appears at several places in the existing city. Inscribed as a lost language that knits together several periods of city extensions, it becomes the ideal grid for the Vatnsmýri development. It gives maximum clarity for organization and allows maximum flexibility in development. Every plot of the grid can be filled in independently. Our master plan proposes high density development at the intersection of the former runways, and lower density building at the fringes, to merge flawlessly with the surroundings. The sea and the Öskjuhlíð will determine the direction of the grid. The three main axes will appear as diagonals to this grid.

Reykjavik Central Park:
As Hringbraut will be led through a tunnel of 1km length under the park and the hospital, Hljómskálagardur Park will be connected to the Nordic house and the two combined will form the new large Central Park.

Airport:
Although relocating the Reykjavik Airport brings enormous opportunities we are also aware of the advantages that a central airport can bring. We propose to locate it on another site on a new island very near to Löngusker. To finance this relocation, industry located at the northwestern corner of the city-center could be moved to the new island which will become a prime location harbor area that could be developed jointly to contribute to the strengthening of Reykjavik as a capital city.

 

      


 
 
 
 
 


 

– – –

Title:
Reykjavik, Ideal City of 21st Century
Project name: Masterplan for the new district of Vatnsmýri 102 Reykjavik
Date:
First phase: May 2006 – stopped & May 2007 – restarted
Second phase: October 2007
Type: International Open Competition
Organizer: Reykjavik City Planning Committee
Participants: First phase: 136
Second phase: selection of 16 entries from Phase 1
Ranking: FINALIST
Location: Reykjavik, Iceland
Site: Vatnsmýri airport
Programme: Housing, 2 University campuses, sports areas, road and rail infrastructures, new Airport, green areas and a new City centre
Surface: 225 Ha
Status: Competition
Client: City of Reykjavik
Budget: N/A
Awards: FINALIST
Publications:
-Vatnsmýri 102 Reykjavik, Iceland, February 2008
-Future Arquitecturas #15, Madrid, Spain, January 2009
Exhibitions:-Vatnsmýri, 102 Reykjavik, Reykjavik Art Museum, Iceland, February 14 – 21, 2008
STAR Team:
First phase 2006: Beatriz Ramo, Theo Deutinger, Andreas Kofler
First phase 2007: Beatriz Ramo, Astrid Rovisco Suzano
Second phase 2008: Beatriz Ramo, Astrid Rovisco Suzano
Collaborators: Second phase 2008: Bernd Upmeyer (BOARD) 

]]>
Masterplan and Tower in Leinelä http://st-ar.nl/leinela-tower/ Sat, 30 Jun 2007 20:44:31 +0000 http://st-ar.nl/?p=1361 June 2007, Leinelä, Vantaa, Finland

The future development of Greater Helsinki will balance the current centrifugal forces of Helsinki in the Region, by expanding the activity centres outside Ring Road III. Leinelä is adjacent to this and has the potential to be a distinctive and pleasant area for residents and workers.
The construction of the circle rail line will bring new life to the area. Leinelä aims to become an attractive place for residents and workers; a new residential and business area in the forest with direct connections to the airport and Helsinki city centre.

The concentration of the given programme in one single building, one big plaza, and one park is used to achieve a dynamic and lively atmosphere in a very low-density area. A building emerging from the trees will be the landmark of Leinelä. The tower will be visible from Helsinki-Vantaa airport, from Tuusulanväylä and Lahdenväylä motorways, from the future Koivukylänväylä road, and from the new circle rail line and the existing train routes.
The tower helps to position Leinelä and to herald its strength.
It is positioned facing the airport and the trains, in order to minimize exposure to the north.
We use less than 10% of the available area, and we maintain the remainder as forest. The Tower will attain the most visibility with the minimum ground impact. A big urban plaza, an orthogonal park, and a big platform to access the trains will complete the master plan of the area.

We maintain the proposed road network but we suggest a different placement of certain buildings, reinforcing the central position of Leinelä Tower and with a better orientation to the sun.
Taking Leinelä Tower as the centre, the density of inhabitants decreases the closer we get to the forest. The density of trees will decrease the closer we get to the Plaza.

Direct access to Leinelä Tower from the station makes it a very interesting location not only for residents but also for offices, which will occupy the lower levels, while housing will be located in the upper floors. The residents will have the most privileged views on the area.
Leinelä Tower works as a small city. We have placed common functions such as a residents’ club, a gym with saunas, and a panoramic restaurant with a projection room along the tower. From the tower one has high-speed internet access. We want to encourage e-working, so we plan a number of meeting rooms to be used by students and workers. A number of special apartments with care facilities are planned for elderly people. An underground shuttle service will collect the inhabitants of Leinelä to take them to the station in winter.

The Urban Plaza in front of Leinelä Tower is diagonally split over two levels. The top level is placed at the height of the railway platforms, becoming a perfect display of culture and performances, and transforming each passenger into a spectator. This allows for the parallel use of the Plaza and 150% usage of the surface, as we can place the day nursery and parking garage under the elevated part. 
The slight inclination of the urban plaza (3%) allows the placement of cafes and markets; at the same time, it collects the people coming from Leinelä at ±0.00 and leads them smoothly to the station at +4.70.
Where the two levels of the Plaza meet, we placed a transportation hub for  people coming from the parking area: the final shuttle stop, the Plaza, the street, passengers on their way from/to the station, the taxi ranks and bus stops, and the residents of Leinelä Tower. The station is a continuation of the urban Plaza. The main entrance to the tower is positioned at this level so residents can access the station directly.
Following the Plaza we design the orthogonal park, where nature is planned in a grid, contrasting with the surrounding forest.
Running parallel to the Park and the Plaza and ending at the train platform a covered passage will protect the passengers and cyclists from Leinelä during the winter.
 

















 

– – –

Title: Leinelä Tower
Project name: New Leinelä Town, Europan 9
Date: June 2007
Type: International Open Competition
Organizer: Europan Suomi Finland
Participants: 25
Location: Leinelä, Vantaa, Finland
Site: Koivukylänväylä Street next to Helsinki – Vantaa airport
Programme + Surface: Park 8100 m², Day nursery 2120 m², Train platform 1995 m², Square 4270 m², Leinelä station 4100 m², Parking 6235 m², Mix-use Tower: Restaurant 445 m², housing 7035 m², gym 685 m², offices 2680 m². Study Area: 4 Ha
Status: Competition
Client: Leinelä Municipality
Budget: N/A
STAR Team: Beatriz Ramo, Joana Garcia de Oliveira, Astrid Rovisco Suzano, Marta Fernández Guardado; model: Xiana Mendez, Jean-Vianney Deleersnyder

]]>
Parking Garage http://st-ar.nl/%e2%80%9cparking-garage%e2%80%9d-transferium-kralingse-zoom/ Tue, 31 Jan 2006 10:00:35 +0000 http://st-ar.nl/?p=4406 January-March 2006, Rotterdam, the Netherlands

The parking garage is one of the new Park and Ride (P+R) buildings in Rotterdam. It is placed on top of the Metro station Kralingse Zoom.
Starting from an existing design the project develops more efficiency and simplicity in the circulation in the garage, and at the same time creates an image for the area due to its location at the exit of the A16 motorway.
The green houses on top use the CO2 produced by the cars.
It is planned to be built in two phases – 800 cars in 1st phase and 2200 in the 2nd. Construction will start in 2008.
















– – –

Title: PARK
Project name: Parking Garage Transferium Kralingse Zoom
Date: January – March 2006
Type: Commission VO Parking Garage
Location: Rotterdam, the Netherlands
Site: On top of the Metro Station Kralingse Zoom.
Program: First phase: 1439 parking lots. Second phase: 498 parking lots
Status: Stopped
Client: OBR, Rotterdam
Budget: N/A
STAR Team:  Beatriz Ramo, Theo Deutinger, Andreas Kofler, João Prates Ruivo
Consulting: Traffic Plan: Arjen Kamphuis – dS+V, Construction Engineering: dS+V  

]]>