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Transcript of thesis: 2nd Connection
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THESIS of E .C . Kauf fmann
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& A SPATIAL DESIGN FOR HELSINGR based on
THE POTENTIAL SPATIAL AND PROGRAMMATIC IMPACT OF A NEW INFRASTRUCTURAL CONNECTION BETWEEN HELSINGR AND HELSINGBORG ON THE CITY OF HELSINGR
-
& A SPATIAL DESIGN FOR HELSINGR based on
THE POTENTIAL SPATIAL AND PROGRAMMATIC IMPACT OF A NEW INFRASTRUCTURAL CONNECTION BETWEEN HELSINGR AND HELSINGBORG ON THE CITY OF HELSINGR
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Preface
Bfore I ever visited Scandinavia, the area did /
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Fig. 1 Birds eye view from Helsingborg to Helsingr (source: Helsingborg Kommune)
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++PVTQFWEVKQP Introduction Context Problem Field
- Problem statement & Aim - Main research question - Research questions
Relevance Methodology
++#PCN[UKU Helsingr Current plans for Helsingr Helsingr in the resund region Helsingr in the Capital region Helsingr vs Helsingborg Conclusions position Helsingr within regional development
+++6JGQTGVKECNHTCOGYQTM Cross-border integration Literature review (Abstract) Case study: push and pull
- Framework - Conclusions
+88KUKQPUVTCVGI[ General challenges for the region Vision Regional strategy Regional masterplan Strategy for Helsingr
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8%QPFKVKQPU General conditions plan area
- Relation 1: Hisotrical city centre- Relation 2: Culture Yard- Relation 3: Suburbs- Other conditions
Challenges and tools
8+&GUKIPRTQRQUCN Programmatic proposal Spatial proposal Plan Housing
- housing blocks and courtyards (+ conclusions study) - urban blocks and parking
Details of the plan Phasing and feasibility
8++%QPENWUKQPUGXCNWCVKQP Conclusions Reflections & Recommendations
Bibliography
#RRGPFKZThe Danish planning system Historical perspective Literature review paper Push & pull factors: the cases Push & pull factors: indicators and comparisons Design variants (small selection) Urban plan references Study: courtyards
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I Introduction
& A SPATIAL DESIGN FOR HELSINGR based on THE POTENTIAL SPATIAL AND PROGRAMMATIC IMPACT OF A NEW INFRASTRUCTURAL CONNECTION BETWEEN HELSINGR AND HELSINGBORG ON THE CITY OF HELSINGR
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Fig. 2 Denmark & Sweden Fig. 3 Scandinavian flags
Fig. 4 resund region Fig. 5 The resund bridge
Fig. 6 Helsingr municipality Fig. 7 Helsingr s historical city centre
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Fig. 8 Time Proximity from Kastrup Airport. Source: Danish Ministry of Foreign Affairs
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Fig. 9 The resund in Europe and its prime connections with other regions. Source: author
Fig. 10 Some of the main functions of European regions that are in relation with the resund. Source: author
logistics
creative
trade + culture
trade + culture
baltic countires with growing market
rich heritage
relation
Rhine-RuhrBerlin
Hamburg
Oslo
Stockholm
Tricity
Riga
Milano
TallinnSt. Petersburg
Helsinki
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more then 5 million inhabitants2,5 - 5 million inhabitants
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Fig. 11 The resund region. source: TendensOresund
Fig. 12 Municipalities in the resund region with a few of their main characteristics. Source: author
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Fig. 13 Fingerplan Copenhagen 1947 source: ministry of Eviron-ment
Fig. 15 Percentage distribution of population growth in the resund Regions municipalities by 2019 according to current
forecasts. Source: www.tendensoresund.org
Fig. 14 Current density of population in the resund Regions. Source: www.tendensoresund.org
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Fig. 16 The Oresund bridge, seen from Malmo (source: world travel attractions.com
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Fig. 17 current cross-border gateway. (by author)
Fig. 18 planned new cross-border gateway. (by author)
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Fig. 19 Centres around the Oresund water with their most important functions and characteristics. Source: author
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Fig. 20 The resund bridge to tunnel ( source: holidolic.nl)
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Fig. 21 Helsingrs position in relation to other centres. (source: author)
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& A SPATIAL DESIGN FOR HELSINGR based on
THE POTENTIAL SPATIAL AND PROGRAMMATIC IMPACT OF A NEW INFRASTRUCTURAL CONNECTION BETWEEN HELSINGR AND HELSINGBORG ON THE CITY OF HELSINGR
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Fig. 23 Kronborg castle. Source: H.C. Steensen. Skypix.dk
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Fig. 24 Municipality of Helsingr. Source: Kommuneplan 2009
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Fig. 27 & 28 Different housing typologies around Helsingr. Source: Bing maps
Fig. 29 The historical center of Helsingr. Source: Bing maps Fig. 30 Housing of the historical center. Source: Kommune Atlas
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25Fig. 31 The two main streets were laid out and partially developed. The grave was found around the city in several sections, following the structure of streams from the higher-lying countryside behind the town. Three monasteries were under construction and the fortress Krogen lies in its outer ring wall (approx. 80 x 80 m) - Source: Helsingrs kommune atlas
Fig. 32 The 1550th Elsinore was hit by fire twice. The monasteries were closed after the Reformation.St. Nicholas was partially standing and the Carmelite monastery was transformed into a hospital. From 1577 the fortress of Krogen became Kronborg. Source: Helsingrs kommune atlas
Fig. 33 The Swedish Wars were over. The town and Kronborg had to surrender, even though the defenses were reinforced. The city had spread out until Kronborg Fortress, but this expansion disappeared abruptly during military operations. Instead a star shaped castle wall appeared. Source: Helsingrs kommune atlas
Fig. 34 The city reinforced itself again after the state bankruptcy in 1813 and the end of the war in 1814. Kronborg was rebuilt for the last time in 1819-20, but shortly after it was over, the fort was closed in 1835. Still there was close contact between the city and the water.Source: Helsingrs kommune atlas
Fig. 35 The Northern rail track and the shipyard are established. Around the town a road was laid to connect the port and the shipyard. Helsingr had been an industrial city. In 1892 the railroad was constructed to the ferries and a large landfill later changed the coastal profile. Source: Helsingrs kommune atlas
Fig. 36 The city center and the original plan are still intact regardless of the urban growth and additional landfill for the new ferry termi-nal. The rail track has become a circular line. The citys industries have moved out and the marketplace has been changed into a new shopping center.Source: Helsingrs kommune atlas
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Political and strategic decisions making on a fixed HH connection
Enhancing cooperation with North, Capital Region and Helsingborg in culture, tourism, business, infrastructure and education
Improvement of public transport
Plan Rationale and retail inquir-ies regarding. HH connection
Detailed planning and starting the project on solid HH connec-tion
Focussing on the Lille Nord with more departures, etc.
Influence infrastructure decisions for ring 5 and access to new hospital at Hillerd
Helsingr Municipality will connect the local ringroad Helsingr Gilleleje-Hill with the circle line and the Elsinore Station
1st phase 2nd phase 3rd phase
Fig. 38 New library extension and to be developed square by Aart ArchitectsSource: Helsingr Municipality
Fig. 39 Plan area by landscapearchitect Jeppe Aagaard AndersenSource: Helsingr Municipality
Fig. 37 Latest strategy plan for Helsingor (2011) as a response to the developing plans for the new link Source: Helsingr Municipality (translated by author)
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Fig. 40 Turning Torso, by Calatrava in Malmo. Fig. 41 Legend for maps on next page
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Fig. 42 From left to right: Density of food consumption, green areas, cultural places, public & private institutions, retail consumption and industry. Maps: by author
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high speed station
highway
regional roads
local tracks (S-train)
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high speed track
high urban center environment
sub urban environment
local train station
sprinter
regional train station
intercity station
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Fig. 48 & 49 New high speed train in European network in red,both after impementing of Femern Blt connection (square). Right picture shows the 2nd connection along the H-H route (Elipse) For trips between the rest of Sweden beyond Skne and mainland Europe, using resundsbron is 50 km longer than via the ElsinoreHelsingborg ferry route which adds 300/350 DKK to the cost of a lorry trip. Source: IBU
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Fig. 51 Proposed cand for this project as-sumed onnection between Helsingr and Helsingborg. Two tunnels will connect the binational cities. Source: IBU
Fig .50 Cars and public transport journeys prognosis across the Oresund in 2030, with and without the new H-H connection (x1000 per day, annual average).
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Fig. 59 Fingerplan structures 2007. Source: Danish ministry of Environment
Fig. 60 Green wedges in the North of Sealand, surrounding Helsingrs urbanized structures. Source: Kommuneplan 2009
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Fig. 64 Cross-border commuting; 95% of the commuters live in Sweden and work in Denmark. Source Orestat. Map: Region Skane
Fig. 65 Percentage of commuting labour force of municipalities to Copenhagen with a similair distance. Source: author
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Fig. 66 Purpose of cross-border commuting trip. Source: Vecka 9
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Fig. 68 Proximity from Helsingor with fixed H-H connection. Source: interpreted by author, based on WSP report
Fig. 67 Proximity from Helsingor without fixed H-H connection. Source: interpreted by author, based on WSP report
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Fig. 69 Medicon Valley is a leading bi-national life-sciences cluster in Europe, within the resund Region. A large number of life science companies and research institutions are located within a very small geographical area. The idea of Medicon Valley slowly emerged during the early 1990s and was formalised and financially supported through the European Union Interreg II programme. Medicon Valley connects aca-demia, hospitals and companies in the resund Region. Source: Naestved
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Fig. 70 In March 1892 the ferry berth was brought into service when it was inaugurated by the paddle steamer Kronprinsesse Louise. It was run by DSB (the Danish State Railways), and thereby launched the history of the Helsingr-Helsingborg crossing.
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Fig. 71 Impression cultural hightlights in Helsingborg (by author)
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Fig. 72 From Helsingor to Helsingborg 1658. Source: Buxtehude
Fig. 73 From Helsingborg to Helsingor. Picture by Bertil Alm
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Fig. 75 Helsingr-Helsingborg with exisiting infrastructure (train stations incl 300-600m proximity and harbors) and assumed future tunnels (by author)
Fig. 76 & 77 Building structure of Helsingr (left) and Helsingborg (right) (by author)
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Fig. 78 Google map satelite picture of Helsingr and Helsingborg with 4 km of water in between. (Source: Google. Modified by author)
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Fig. 80 Schnherr Landscape / ADEPT Architects vision for Helsingborg: The Tolerant City
Fig. 79 Schnherr Landscape / ADEPT Architects vision for Helsingborg: The Tolerant City
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Conclusions position Helsingr within regional development
local international
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highway
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regional train
city ring
metropolitan region
international center
high urban center environment
sub urban environment
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tourist center
knowledge center
Fig. 82 Current type and division of centres across the Oresund region, with Copenhagen as the metropolitan hub (by author)
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III Theoretical framework
& A SPATIAL DESIGN FOR HELSINGR based on
THE POTENTIAL SPATIAL AND PROGRAMMATIC IMPACT OF A NEW INFRASTRUCTURAL CONNECTION BETWEEN HELSINGR AND HELSINGBORG ON THE CITY OF HELSINGR
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Cross-border integration
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Case study: push and pull
Fig. 94 The resund bridge
t,dZd,Wh^,EWh>>&dKZ^/EKd,ZyDW>^K&^hEZK^^KZZ^Wd/>/Ed'Zd/KEEt,/,&dKZ^ZZ>sEd&KZd,^/dhd/KEK&,>^/E'TZE/d^Z>d/KE^,/WdK,>^/E'KZ't,E&/y>/E/^, Dd,K^/'EzZ^Z,KDWZd/s^^dhz
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This research is relevant to understand what functions and developments are recommendable in the region and in Helsingr to improve the integration of the region and cities that could benefit the possibilities of sustainable cooperation on both sides of the water.
In this chapter the research on the push and pull factors d-/ -der inclusion . d - -t t-t,,-K
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These indicators are then measured on their D -
FIg. 84 Cross-border commuters and differentials of GDP per capita (2000, 2006) from study Decoville et.al. (2010)
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Fig. 83 Push and pull factors (by author)
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FIg. 85 Development of cross-border commuting in Europes cross-border metropolitan regions (2000, 2006) From study Decoville et.al. (2010)
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FIg. 86 Three models of cross/border metropolitan integration by Decoville et.al. (2010)
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FIg. 87 Map of case studies (by author)
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/ --indicators.
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-
IV Vision & strategy
& A SPATIAL DESIGN FOR HELSINGR based on
THE POTENTIAL SPATIAL AND PROGRAMMATIC IMPACT OF A NEW INFRASTRUCTURAL CONNECTION BETWEEN HELSINGR AND HELSINGBORG ON THE CITY OF HELSINGR
-
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logistics
creative
trade + culture
trade + culture
baltic countires with growing market
rich heritage
relation
Rhine-RuhrBerlin
Hamburg
Oslo
Stockholm
Tricity
Riga
Milano
TallinnSt. Petersburg
Helsinki
London
more then 5 million inhabitants2,5 - 5 million inhabitants
General challenges for the region
d T
t - -sources^D -side the main centres d centres.WD
/ - Etc.
economical sustainability
migration biodiversity cope with losing non-renewable
resources
general increas-ing population
aging population being competitiveshortage drinking water
local food production
from mono- to polycentricism
equal currency equal legal affairs densification
strenghten existing centres
stimulate workforce
stimulate public transport
stimulate cycling
using clean tech
maintain and im-prove life quality
stimulate growth
Fig. 88 Position of the Oresund in the region (by author)
Fig. 89 Overall challenges for regions
^^
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Regional strategy
/ ,,
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Fig. 93 new strategy of public transport network with HH-connection and new ring
Fig. 92 Current public transport network (by author)
Helsingr
Hillerd
Hje Taastrop
Helsingborg
local train local trainregional train
local trainregional trainintercity
local trainregional train intercityhigh way
local trainregional train intercityhigh wayhighspeed train
CPH central
CPH Norrebro
Kastrup Airport
Malmo
Helsingr
Hillerd
Hje Taastrop
Helsingborg
local train local trainregional train
local trainregional trainintercity
local trainregional train intercityhigh way
local trainregional train intercityhigh wayhighspeed train
CPH central
CPH Norrebro
Kastrup Airport
Malmo
regional train station
intercity station
high speed station
highway
regional roads
local tracks (S-train)
general train tracks
high speed track
new regional connection
new high speed and intercity
high urban center environment
sub urban environment
local train station
sprinter
^^
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research & developmen
t
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Fig. 94 Degree of research and development (by author)
Fig. 95 Degree of research and development (by author) Fig. 96 Division of programmatic focus (by author)
^^
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tourist center
knowledge center
mainport
green corridor
airport
connecting city and countryside
highway
high speed train
regional train
city ring
metropolitan region
international center
high urban center environment
sub urban environment
supra-regional center
Regional masterplan
d D> , , &d --
/- z
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Fig. 99 New strategy for the regions centres (by author)
Fig. 98 New situation: H&H are cooperating to compete with other centres (by author)
Fig. 97 Old situation with one main centre (by author)
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Fig. 102 The plan area with its main dimensions and the proximity from the train station (by author)
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-
V Conditions
& A SPATIAL DESIGN FOR HELSINGR based on
THE POTENTIAL SPATIAL AND PROGRAMMATIC IMPACT OF A NEW INFRASTRUCTURAL CONNECTION BETWEEN HELSINGR AND HELSINGBORG ON THE CITY OF HELSINGR
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Conditions plan area
K -d d
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Fig. 103 An abstract impression of the project area. 4 main spatial areas can be distinguished: the historic city centre, the castle and its surroundings, the infrastrucutral functions (now the ferry harbour and the train, in the future the project area and the train) and the sur-
rounding sprawl of (mainly) detached houses. (by author)
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City centre entrance points
Secondary entrance points
Entrance points development area
Main entrance points development area
d ' -dd- d-
Fig. 103 Area 1: The historical city centre (by author)
Fig. 104 Unclear entrances and barriers around the city centre and plan area (by author)
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d- d WE to enter.^ -cles and pedestrian all use the same routes. d- d located here, the end stop of the local train, several -
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Fig. 105 One of the narrow entrances to the historical centre (by author)
Fig. 106 - 109 The historical development of the city and the reducing relation of the centre with the water (source: Kommuneplan, 2009. Modified by author)
^^
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local train
road
Fig. 113-116 No real physical connections between the centre and plan area (pictures by author)
Fig. 110 Traffic flows between the plan area and inner city (by author)
Fig. 111 The local train (picture by author) Fig. 112 The busstation (picture by author)
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Fig. 120 Towards the culture yard (by author)
Fig. 119 Existing and new destinations for visitors of Helsingor (by author)
Destinations
Development projects
upcoming urban space
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Fig. 121 Area 3: The sub urbs (by author)
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Fig 123 -124 Sections of the south east coastal area of Helsingr (by author)
Fig. 122 the south east coastal area of Helsingr with indicated sections (by author)
^^
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Fig 125 The height differences around the paln area. (Source: Helsingor municipailty, modified by author)
Fig 126The transition of the suburbs to the train and ferry area. (Source: Bing maps)
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Fig 129 the train buildings (by author)
Fig 130 train station interior( picture : municipality Helsingr)
Fig. 131 Helsingrs 19th century train station (picture from google)
^^
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Fig. 134 Location of existing and estimated future rail tracks (by author)
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Fig 136 The train station an its dimensions (in meters) by author
Fig 137 the train driving through the suburbs towards the train station
d &
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Fig 138 the old train depot and vacant area in front of it. Picture by author
Fig. 135 section trough city centre, train station and ferry area showing the different heights (by author)
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Fig 139 The ferry related buildings (by author)
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Fig 140 Several ferry related buildings, with on the top left, the main building attatched to the train station (by autohor)
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Fig 142 Average wind direction around Helsingor Source: Danish Weather Institute (DMI)
Fig 141 The tide changes on 18 april 2012 (close to average) Source: Danish Weather Institute (DMI)
Fig 143 Direction of the sun in the plan area. Images by author
d -
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-
VI Design Proposal
& A SPATIAL DESIGN FOR HELSINGR based on
THE POTENTIAL SPATIAL AND PROGRAMMATIC IMPACT OF A NEW INFRASTRUCTURAL CONNECTION BETWEEN HELSINGR AND HELSINGBORG ON THE CITY OF HELSINGR
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Programmatic proposal
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Fig 144 Impression the new plan area along the coast (by author)
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Fig. 145 Existing urban structure used to obtain spatial guidelines (by author)
Fig. 146 Java Island, Amsterdam, by Soeters & van Eldonk Fig. 147 Sluseholmen, Copenhagen, by Soeters & van Eldonk
^^
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Fig. 148 Seperating the ferry area to create an independent area directed to the waterfront (by author)
Fig. 150 Cutting out exisitng strucutral lines from the city centre and sub urbs. Connecting the islands with the relocated road (by author)
Fig. 149 Bringing the water into the plan area unto the historical centre and smoothing the north east egdes and remove all unused tracks and reduce and compress the rest to a minimum (by author)
Fig. 151 Adding bike and pedestrian roads, move the busstation (by author)
Fig. 152 Place facilities on strategic locations around the area (by author)
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fig. 153 & 154 sections through the middel of the plan and trough the station (by author)
^^
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fig. 155 New plan area (by author)
mansion with green roof
mansion
mixed (housing and business)
public building
other buildings
bus & local train station/ stop
square
urban farming
cycle shelter entrance
public green
pedestrian area
secondary roadlocal road
cycle and pedestrian lane
main roadregional train trackhigh speed train tracklocal train trackunderground parking entrance
^^
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Fig 156 Vesterbro, Copenhagen. source: Bing maps
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Fig .157 - 160 Courtyards of Copenhagen. source: google
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Fig. 162 study of sections of the plan area (by author)
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Fig. 163 3d Model of building typology (by author)
^^
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Fig. 164 3d Model of building typology: unraveled (by author)
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Fig. 165 Basic circulation of level -1 (by author) Fig. 166 Basic circulation of storeys (by author)
Fig. 167 Section of variant 1: basement is fully deepened ( (by author)
Fig. 168 Section of variant 2: basement is fully elevatied ( (by author)
Fig. 169 Section of variant 2: basement is half deepened ( (by author)
Fig. 170 Cross sections of all 3 variants ( (by author)
^^
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Fig. 171 Level -1 of the building: Shown in green is the movement of two cars that ac-cess the building from the outside road. After parking, the drivers step out and access their apartment if they live on the ground floor or walk to one of the elevators or stairs to go up to their apartment. This floor contains spaces as an extension of the ground floor apartments, storage rooms for the other residents, space for garbage disposal and access to the outside balconies (by author)
^^
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Fig. 172 Level 0 of the building: People on foot or bike can access the building also on this floor from the road, but also from the other side where the building is connected to a bik-ing lane and pavement. From here they can go to their apartments trough the courtyard or go up and walk along the courtyard. This floor contains apartments that are directly connected to the common courtyard (with playground, garden and other facilities) and are therefore most sufficient for families with children. There is also a view towards the basement. (by author)
^^
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Fig. 173 Level 1+ of the building: On this floor all the other apartments are located. They are accessible by staircase and elevator that connect to balconies that go around the courtyard. This makes the relation with the courtyard also more apparent. (by author)
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building
machine room
main building
public underground car parking
balconies
public underground bike parking
underground parking entrance
Fig. 174 The result of the use of this typology: an undergound world (by author)
Details of the plan
^^
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Fig. 175 Housing area 1 (by author)
Fig. 176 Housing area 2 (by author)
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Fig. 177 Housing area 3 (by author)
Fig. 178 Housing area 4 (by author)
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Fig. 180 Impression of the end point of the new road and channel along the housing area, with on the left the train station ( by author)
3
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Fig .179 Sections of middle road along train tracks (by author)
^^
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Fig. 183 New situation of train tracks crossing the area. With on the left side, the new city square and on the right the housing area. (by author)
Fig. 182 Reference: interior of Norrebro metro station, Copenhagen
Fig. 181 Reference: interior of the Antwerp train station (picture by author)
d
^^
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Fig. 185 Longitudinal section of train track (by author)
d /
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Fig 184 Impression of the transformed train station and square (by author)
^^
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Fig. 186 Dimensions of the current and new situation of the train station and
platforms. (by author)
Fig. 187 Plan of the new transformed train station (by author)
Fig. 188 Section of the new train platforms (by author)
^^
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Fig.
189
Impr
essi
on o
f the
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Fig. 193 Impression of current situation. of the east side of the waterfront (by author)
Fig. 194 Impression of the new developments. of the east side of the waterfront (by author)
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Fig, 196 Current restaurant. Source: Bing maps
Fig. 195 Impression of the new restaurant in front of the train station overviewing the castle (by author)
Fig. 197 Impression of sport centre with tennis courts (by author)
^^
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Fig. 199 Reference: Urban farming. (Source : celcias.com)
Fig. 198 Current situation. (Picture by author)
Fig. 200 Impression of the redeveloped train depot with urban gardens in front of the building (by author)
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Fig. 201 Impression of the new city square (by author)
Fig. 202 Impression of the new busstation (by author)
^^
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SCHOOLd / dcontains a child care.
Fig. 204 - 206 References for the atmosphere of the design: green, water and bikes. (Source: Jones the planner, Scandi-navian dreams)
Fig. 203 Impression of the primary school (by author)
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Phasing and feasibility
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PREPARATIONN
2015
2020
2025
2030
2035
2040
com
mis
sion
ing
tunn
el
- und
ergr
ound
cyc
le +
car
- p
arki
ng +
city
squ
are
- tra
nsfo
rmat
ion
bus
stat
ion
- rep
lace
loca
l tra
ck
deve
lop
urba
n ga
rden
s, re
stor
e an
d tr
ansf
orm
trai
n de
pot
star
t bui
ldin
g ho
usin
g a
rea
1 +
unde
rgro
und
park
ing
star
t bui
ldin
g ho
usin
g a
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Fig. 207 Recommended planning of phasing process (by author)
^^
-
Fig. 208 Overview of Helsingrs coastline with the integrated new design. (by author)
-
VII Conclusions & evaluation
& A SPATIAL DESIGN FOR HELSINGR based on
THE POTENTIAL SPATIAL AND PROGRAMMATIC IMPACT OF A NEW INFRASTRUCTURAL CONNECTION BETWEEN HELSINGR AND HELSINGBORG ON THE CITY OF HELSINGR
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Fig. 209 Overview of the Helsingr and Helsingborg coast opposite of each other with the integrated new design. (by author)
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Reflections & Recommendations
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nov dec jan feb mar apraug
presentations
orientation
problem statement
less intensive before p1 before p2 before p3 before p4 before p5intensiveLEGEND
research questions
context analysis
trends
site analysis
literature review
case studies
strategy proposal
design guidelines
design proposal
feasebility
reflection
programmatic strategy
vision
junmayoktsep
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Fig. 210 Reflection scheme on process of the graduation project. (by author)
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Bibliography
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ZWKZd^CEC 1997. dh^W^W>KK
CEC 1999. hKKW
,Z/^dE^E,,dZ^T>W ^/E'TZWP^t^W^
>/E^dZPD/E&Z^dZh/E^dZPD/PZ^/hOresund.
KZ^dd'TTIn: KZ^hE^/EZd/>KDD/EEW^K
[Accessed 10-10 2011].
KDD/EEW^^K [Accessed 10-10 2011].
KEKD/^d d ^d 2008.
KEKD/^d d d 2009.
ESPON 2010. D WDZ>^WKE
NILSSON, A. 2010. ,,'K,^W>
dEE^TZ^hEdTK [Accessed 5-10 2011].
WZ^KE>KDDhE/d/KE,E^EZ:Z/,Z
:,d
-
Appendix
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-
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d W d : / -ddcompetences of the state and the municipal level
/ TZTZ ^T
E E hZ KE ^ Union and previous to that the Nordic Council TZ /EdZZ' d hZ hZ d T
^ & Th/ T ^ Z ^ ^ T^Z
6JG+06'44')%QOOWPKV[+PKVKCVKXGKPUJQTV+06'44')KUC'WTQRGCPRTQITCOVJCVKUEQOOKVVGFVQDTGCMKPIFQYP'WTQRGCPDQWPFCTKGU+06'44')KUHWPFGFD[VJG'WTQRGCP7PKQPCPFUGGMUVQRTQOQVGEQQRGTCVKQPDGVYGGPTGIKQPCNCTGCUKPFKHHGTGPVEQWPVTKGU6JGQTICPK\CVKQPRTQOQVGUGEQPQOKEEQJGUKQPCETQUUVJG'7
The Danish planning system.
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CRRGPFKZ
Local level: Helsingor
Binational level: Oresund
European level
1200: fi rst church was
built: Olai church
1559: Olai church becomes cathedral
1450: main streets were laid, 2 monasteries and
the Krogen fortress
1429: ships payed toll in Helsingor in order to
cross the Oresund
1658: treaty of Roskilde, Scania in hands of Sweden
1657: 2nd Northern war, won by Sweden 1865-85
development of railtracks especially in
Sweden
1902 -1967 Tram in-
troduced in Helsingborg
1700 -21: Great North-ern war: won by Denmark1567: 1-2%
tax on cargo
13th century hanseatic routes
1643: Torstenson
War
1429: introduction resund toll
1020, Roskilde be-comes a bisopric, and
is now the capital of Denmark ci. 1440 Copenha-
gen became capital of Denmark
1250-1400: several castles were built
Helsingr 15th century
8th - 11th century: Vikings
1213: Denmark conqueres territory
1857: end of resund toll
1909: new law: municipalities gain control in land use
1917: Russian Revolution
1DisbGSsttr
1914-19: WW1, Nor-
dic coun-tries stayed
neutral
1925: Danish town develop-
ment law
1891: develop-ment train tracks (e.g. train fery HH) and custom offi ce Toldkam-meret is built
1896: train station is built 1
h1820: Re-building of Kronborg castle
1856: city hall built
1577: Krogen fortress became Kronborg castle
1587: establishment of Marienlyst palace
before 1200: Hels-ingor was extension of Helsingborg, mainly a market-place to trade goods
1550s: city strucked by fi re twice.
1925:town provided ciframeworkroad coursebuilding tyand distriband buildinlines
1880: fi rst industrializa-
tion of the city, enlargment of
harbor
19th century: ceveral beach villas were built.
1914 1919 1
192ma
1923:mani
1789 : French
Revolution
1850-1900 Industrialisation
and urbanization developed slowly
WW 1
1450
51015
20
20
25
St. Olai. OlSt. OO
nder castleFlyndndynF
1660
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all
city
city w
City expansion
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in i
end of 16th c.
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51015
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20
25
1830
arbor- expansion1827-30
MMarienrier lystt
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oad
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yM
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nd
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L
51015
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k tr
ack
- hor
traaackck
1880
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th tr
ack
18164
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7
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17th century: Kings roads also con-necting Helsingr. Source: Orestid
16th and 17th century
building
Historical perspective
ail
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9
Fig. 2 Historical overview of some main events in Europe, the Oresund and Helsingor (by author)
^^
-
1972: 11 million
crossings a year
1892 Th e train ferry between Helsingor and Helsingborg was put in service
aw: ies l in
1957: EEC, Rome treaty
1949: Council of Europe
1993: regional
policy, es-tablishment
resund Committee
1940: Denmark is occupied by the Germans Sweden stayed neu-tral
1951: ECSC
may 1945: liberation. end of WW2
9: r--d al
anish velop-nt law
1938: fi rst social housing in Helsingr
1939: beachroad implementation
25:town law ovided city amework for ad course, ilding types d distribution d building es
919 1940
1929: stock market crash
1923: Pan-Europa manifesto
1945
1973: Den-mark joins EEC1952 open
borders Dk-Se
1958: museum Lousiana
2001: restoration Olai cathedral
1947
1979: EMS1989: fall Berlin wall
1991: End Cold war. European Economic
Area, Maas-tricht treaty
WW 2 cold war
1997: EU-funded program EURORES
started to promote a common labor
market
19941999: Oresund is part of cross-border projects of EU Inter-reg II
1950-80: Several housing projects were developed
1952: increase of crossings
1978: modern housing Sjlund by Lundgaard architects
1930s: Establishing of garden city projects: small detached houses
1987: Single European
act
1985: 1st Schengen
1993: Euro-pean single market
1999: EMU in 11 countries
2007: be-ginning of world wide credit crunch
2004: European constitu-tion
2002: Euro becomes
legal tender
in EMU countries1998: European
bank in Frankfurt
2007: Lissabon
treaty
2010: European crisis starts
1995: 2nd Schengen:
open borders in 7 countries
2000: build-ing Oresund bridge
2008-09: Danish housing bubble collapsed
2008 Establishing of 58 % Orestad in CPH
1992: Orestad de-
velopment starts:
2011: Bella Sky in CPH, 3xN
Finger-plan 2007
2001: Calatravas turning torso, Malmo 2000-08: increasing
amount of Danes move to Sweden and work in Den-mark
2011: Toldkammeret becomes Culture Yard in Helsingr by AART
Architects
1995: Sweden becomes EU member
2000: Oresund
part of In-terreg IIIA
2000: Kronborg castle on
UNESCO list
1990: Toldkam-meret building becomes a cultural place
offi cial ap-prove (likely
2013-14)development
of Femern tunnel (be-
tween Denmark and Germany)
1999
51100155555
220
2200
25
Regional plan Denmark 1973. Source: MInistry of
Environment
Fase
2Fa
se 1
gggggg
Fingerplan Copenhagen 1947 source: ministry of
Evironment
sources: Orestid (http://www.oresundstid.dk); the Guardian (http://www.guardian.co.uk/world/interactive/2011/jul/28/europe-politics-interactive-map-left -right); Helsingor municipality (https://helsingorkommune.dk/ | Kommuneatlas (2000) | Kommuneplan (2009)); EU (http://europa.eu/
about-eu/eu-history/index_nl.htm); Derry, T. K. A History of Scandinavia: Norway, Sweden, Denmark, Finland and Iceland. Minneapolis: University of Minnesota Press, 1979; AART Architects; Helsingor Leksion (http://www.helsingorleksikon.dk/index.php/Forside); toldkammeret (http://www.
toldkammeret.dk/)
Dk:Se
Dk:Se
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goals and asymmetry in power relations(Nelson and Winter, 1982, Nelson, 1995).
In many respects these routines and path GHSHQGHQFHZLOODOVRIUDPHWKHDFWRUVSRWHQWLDOcross-border behaviour. Meijers (2003:8) also underpins that not only actors in general reorient their focus and collaborate on new levels, but also before 1980 merely nation states competed, the last 25 years, however, slowly a trend has been established. Since the last 10 years a new type of competitiveness between sub-national regions or cities can be observed. So the administrative units that once only competed inwards with other sub-national actors, now orient themselves also towards the international or global arena. Reading the resund Committees publications, this narrative about competition is apparent numerous places (resund, 2011). There is furthermore a growing belief that polycentric urban regions rather than the individual cities within them are facing the challenge to turn globalisation to their EHQHW,QWKLVUHVSHFW6FRWWet al. notes that the individual city in the narrow sense is less an appropriate or viable entity of social organisation than regional networks of cities4, with its wider set of assets and broader spatial scope to meet WKHGHPDQGVRIUPVDQGKRXVHKROGVLQWKHSRVWFordist network society (Scott et al., 2001).
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Fig. 5 resund commuters from Sweden to Denmark (Orestat, 2007)
d TZ d / /
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d d d economic character that people exploit. From d
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^K&D>DKKWE,'EZK/
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Fig. 8
1. Integration by specialisation (source: Decoville et.al. 2010)
/^>^ ^ K
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Fig. 9 Distance from city centre to city centre by car and absolute sitance between city edges
^W>^'W^
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Fig. 11
3. Integration by osmosis (source: Decoville et.al. 2010)
^K&s/EEZd/^>sZd/
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greenmixedlivingbusiness/ industrycity center
Fig. 10 functions along connecting route (by author)
^^
-
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22 km
55 km
40 km
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^K&D^dZ/,d,E>/'ZDZ/h/EdZZ'
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Fig. 12 Distance from city centre to city centre by car and absolute sitance between city edges
greenmixedlivingbusiness/ industrycity center
Fig. 13 functions along connecting route (by author)
CRRGPFKZ
^^
-
Fig. 14
3. Integration by osmosis (source: Decoville et.al. 2010)
dDZ- ^ DZd&D -
dDZ- - transfer, health and environment
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Fig. 15 Distance from city centre to city centre by car and absolute sitance between city edges
^^
- ^K&
-
comm
uting
housing fl exibility
costs
regional cross-border functions
local cohesion of functions along cross-border axis
national cultural identity
local cultural identity
language
closeness origin of centre
direction of urban expansion
historical spatial integration
historical social integration
travel time
demographical distribution
100100
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100
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Economic
interactionsEconom
ic disparity
cross-border related func-tios
physical connections
spatial indi-cators
cultural indicators
GD
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Eurode (Kerkrade - Herzoge.)
Helsingr- H
elsingborg
Vienna Bratislavapush
pullA
achen Liege Maastricht
Malm
o - Copenhagen
(resund)
FACTORS
Fig. 17 Measured push & pull factors based on analysis and assumptions (by author)
^^
-
00,1
0,2
0,3
0,4
0,5
0,6
0,7
0,8
0,91
00,
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spatial positioning
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physical connectionscross border functions
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cultural factors
0
0,1
0,2
0,3
0,4
0,5
0,6
0,7
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00,
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00,
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20,
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0
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00,
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00,
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Fig. 18 Relation push & pull factors of cases (by author)
CRRGPFKZ
^^
-
Fig. 19 A selection of variants of the implementation of the plan area (sections) (by author)
Design variants
^^
-
CRRGPFKZ
Java-eiland, Amsterdamarea: 200.635 m2program: housing, offi ces and parking garage
Soeters
Sluseholmen, Copenhagenarea: 135.000 m2program: housing, commercial functions, offi ces and parking garage
Soeters
Waalfront, Nijmegenarea: 280.000 m2program: housing (2600), facilities (30.000m2) BVO: 330.000 m2
Gemeente Nijmegen; Lodewijk Baljon landschapsarchitecten; Atelier Zeinstra van der Pol
Bo01,Vstra Hamnen, Malmoarea: 220.000 m2housing (2,558)
Fig. 20 A few references of urban plans, for the design ofarea
Urban plan: References
^^
-
ko
^^
-
CRRGPFKZ
d'- ^ -
d,
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outcome is calculated per household.One-fourth of the users come from the outside. On -d
WWd-- Z d-- the outsiders and the residents.
a. b.
d.c.
shadow afternoon
picture angle
daytime weekend
a.
c.
d.
b.
Bremensgade
020
120
100
806040
10 151 80 3
amount
Standing Sitting On balcony Playing children Adult activity Moving
Fig. 21 Upper map shows point of views (pictures) from courtyard Bremersgade with daily users in the graph (icons refer to user kind) and daily circulation (pink line) by residents within the courtyard . by Gehl Architects. Source: Bundesen Svarre et.al., 2008
Pictures and figures on page 164 and 165 are taken from the study Open Courtyards by Gehl Architects. Source: Bundesen Svarre et.al., 2008
Study by Gehl architects
^^
-
a. b.
d.c.
a.
b.
c.
d.
shadow afternoon
picture angle
shadow afternoon
picture angle
c.
d.
b.
a.
a. b.
d.c.
daytime weekend
daytime weekend
Emaljehaven
Fyrholmen
020
120
100
806040 30
20
114
4244
21
amount
020
120
100
806040 36 28
48
90
160
amount
Fig. 22 Upper map shows point of views (pictures) from courtyard Emaljehaven with daily users in the graph (icons refer to user kind) and daily circula-tion (pink line) by residents within the courtyard . by Gehl Architects. Source: Bundesen Svarre et.al., 2008
Fig. 23 Upper map shows point of views (pictures) from courtyard Fyrholmen with daily users in the graph (icons refer to user kind) and daily circula-tion (pink line) by residents within the courtyard . by Gehl Architects. Source: Bundesen Svarre et.al., 2008
^^
-
CRRGPFKZ
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The external users can help to create life in a court- / -d &-- /
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Fig. 24 Sluseholmen, Copenhagen. source: Bing maps
^^