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Acebillo Summary Folio

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Acebillo Summary Folio

  1. 1. PABLO ACEBILLO SUMMARY FOLIO selected work
  2. 2. LinkedIn PABLO ACEBILLO BSc USI Architect MSc ETH Spatial Development and Infrastructure Systems +41 78 666 1089 (CH) pabloacebillo@gmail.com
  3. 3. Academic Projects Professional Projects 1 2 MSc ETH Spatial Development & Infrastructure Systems Chair of Spatial Development, ETH Zurich P.8 P.30 P.6 P.24 BSc USI Architecture AS Architectural Systems Office
  4. 4. Academic Projects 1
  5. 5. Law school campus in Naples BSc USI Architecture Location: Program: Built up surface: Project year: Course: Tutor: Organization: Grade: Naples, Italy Mix use 40’460 m2 12.2011 Studio Prof. Francesco Venezia Individual project 10.00/10.00
  6. 6. 601.11.2015 © Pablo Acebillo | Summary Folio The Naples waterfront, underutilized and undermined, presents an opportunity to radi- cally transform and re-purpose the urban edge of the city. The given Masterplan (dark grey in Fig. 1) deals with the edge situation between the old city and the sea. The proposal relocates the Law School of Naples in the east (red in Fig. 1) as the current is displaced by the given Masterplan. The 10 m wide ‘portico’ (Fig. 8) serves as the com- mon component of the new waterfront development. The new educational center proposes a 100 x 25 m ‘bridge’ linking the new student house and the administration building (Fig. 5). This structure also serves as the student library of the school (Fig. 4). Behind the complex, the existing and undermined ‘Piazza Mercato’ gets activated through the allocation of 44 new classrooms and an ‘Aula Magna’ for con- ferences in the existing ‘Chiesa di Santa Croce’ (Fig. 3). Moreover the relation between the ‘Piazza’ and the sea increases through the bridge - structure mentioned before (Fig. 9). To enhance activity in the public space, 2 new restaurant-caffes are placed on the square to serve the students needs. To emphasize the desired relation and porosity between the ‘Piazza’ and the Mediter- ranean sea, translucent cubes along the portico are deployed, materialized in LitraCon© concrete, which enables light to penetrate through thanks to fiber glass technology. These cubes serve as caffes for citizens, skylights for the parking level underneath and enclosed gardens with vegetation inside (Fig. 6). During the night, the cubes become urban lamps creating a new public space along the waterfront (Fig. 8). 7. Model perspective 8. Virtual night view from Waterfront towards portico 9. Virtual day view from Plaza towards Sea 3. Piazza level (0.00 m) 4. Library level (+ 10.00 m) 5. Library terrace level (+ 14.50 m) 6. Section S-A through portico 0 50 m S-A 1. Masterplan 0 100 m 10. Virtual day perpsective from Waterfront Masterplan2. Virtual day perpsective from Waterfront Masterplan
  7. 7. Hinterland port development in the metropolitan region of Barcelona MSc ETH Spatial Development and Infrastructure Systems Location: Program: Built up surface: Project year: Course: Tutor: Organization: Grade: Barcelona, Spain Logistic Terminal 40 ha 01.2015 Master Thesis Prof. Dr. Bernd Scholl Individual project 6.00/6.00
  8. 8. 801.11.2015 © Pablo Acebillo | Summary Folio 4. GDP/capita analysis along corridor 5. Rail infrastructure analysis along corridor 2. Sea freight analysis in European ports 3. Market analysis on hinterland of European ports 6. Proposed terminal conversion for intermodal freight transport in El Valles, Barcelona1. Analysis on demographic change from 2014 to 2050 Hinterland port development is a concept based on supporting the infrastructures which ensure the efficient logistics supply chain between the port and its land area of influence. The main purpose of the research is to find strategies to improve the hinterland infra- structures of South European ports as to balance and decentralize the freight entrance in Europe. This premise is deployed in the metropolitan region of Barcelona where the conversion of an existing automobile terminal into one capable of receiving container traffic is analysed in depth (Fig. 6). The project follows a deductive, i.e. broad to detailed, approach in terms of both territo- rial coverage and research goals. The work is divided into three levels: 1) international/ European level, i.e. analysis of both economic and demographic prospects (Fig. 1), 2) regional level, i.e. structured analysis of nine Mediterranean ports in terms of traffic and infrastructure performance (Fig. 2-3), 3) local level, i.e. identification of potential for hinterland port development in the metropolitan region of Barcelona (Fig. 4-6). For this purpose both the stakeholder- and the institutional analysis are revealed as key methods to define the most feasible intervention. Indeed, more than 10 interviews with key stake- holders in the planning- and infrastructure sector are conducted as to collect data and trade off different opinions. The findings show that the terminal conversion is only possible if collaboration among administrations throughout the planning process is ensured. Indeed, both regional and central administrations have to compromise in several planning procedures in order to reach mutual agreements. From the management perspective, the concession at own risk to a private operator is the most appropriate scheme to guarantee the feasibility of the project. Lastly, a considerable improve in the Spanish economy is also needed for the project viability. 0 00 100 m 25 km500 km Automobile storage 80 60 NorthAfrica SouthEurope Spain France Italy Greece NorthEurope 40 20 0 Percentilechanein% - 20 - 40 Truck parking TEU storage Zones Rail network Buildings Load/Unload Car park Rail tracks Road network
  9. 9. Urban regeneration in the metropolitan area of Zurich MSc ETH Spatial Development and Infrastructure Systems Location: Program: Built up surface: Project year: Course: Tutor: Organization: Grade: Zurich, Switzerland Urban- Transport Development 12 km2 12.2013 Interdisciplinary Project Prof. Dr. Ulrich Weidmann et al. Team project (4) 4.75/6.00
  10. 10. 0 D I G 17 17 18 18 26 26 28 28 36 36 37 37 38 38 39 39 40 40 41 41 42 42 43 43 44 44 0 300 m Industriezone 8.0 Industriezone 5.0 Bahnanschluss Verlagerung Load factor Load factor 0 0 < 7 % < 7 % < 35 % < 35 % < 65 % < 65 % < 80 % < 80 % 70 70 135 135 250 250 1001.11.2015 © Pablo Acebillo | Summary Folio 0 300 m2. Industries de location 0 150 m4. Proposed Masterplan 5. Regional traffic load in 2030 without project proposal1. Main figures 3. Proposed building use Industrie Zone 8.0 Tertiary Industrie Zone 5.0 Housing Services Industry New rail connection New rail connection Inhabitants Housing [m2] Zone 1 Zone 1 Zone 2 Zone 2 Zone 3 Zone 3 Zone 4 Zone 4 Total Total 2’100 125’000 400 23’000 300 18’000 200 13’000 3’000 179’000 2’600 80’000 640 79’000 750 23’000 180 17’500 1’300 43’000 130 23’500 950 30’000 90 16’500 5’600 176’000 1’040 136’500 Job positions Office [m2] Apartmenst Parking [m2] Zurich City is experiencing a demographic growth since the last 10 years. Due to its central location in Europe, many companies find the city attractive to settle in. In this context the urban strategy followed by local authorities for the past 20 years has been to stop sprawl development incentivating densification in already well-connected urban centres. This is the case of Regensdorf, a municipality 20 km North from Zurich direct linked by train to the swiss city. The project focuses in a 12 km2 wide area comprising both urban- and rural land. In it, a strategic project is developed involving urban development, transport planning, land- scape planning and infrastructure deployment. Regarding urban development, a densification in the urban core of Regensdorf is pro- posed. Specifically, the urban intervention takes place in a 38 ha wide site currently used as industrial and logistic center. Being located next to the train station, the research forsees the delocation of some of the industries to the west along the rail (Fig. 2) leaving space for a new mix use urban center (Fig. 4). For this purpouse diferent compensation strategies are proposed as to make the delocation of 15 companies feasible. The new urban center is divided into 4 Zones. These Zones will guide the staged project deployment starting from Zone 1 to Zone 4. This, as to minimize future disruptions and allow the project to be feasible even if not fully completed. 50% housing and 50% office surface will provide 1’040 apartments and 5’600 job positions to the area (Fig. 1). On behalf of transport planning measures, a bypass road is proposed through the south of Regensdorf in orde to reduce traffic congestions through the new development. Traffic simulations forsee an improvement of 8 % in the load factor with the proposed interven- tions (Fig. 5-6). 6. Regional traffic load in 2030 with project proposal <= 7% <= 7% 0 0 51 51 130 130 200 200 <= 33% <= 33% <= 52% <= 52% <= 70% <= 70% Load factor Load factor
  11. 11. Green Areas The amount of green space area of the original Tampine it out, green and public spac the city for the purposes of l on. The green spaces are a regular grid arrangement, the city and to shorten wal cales, from Car-free tropical city MSc ETH Spatial Development and Infrastructure Systems Location: Program: Built up surface: Project year: Course: Tutor: Organization: Grade: Singapore Urban cluster 250 ha 07.2013 Future cities - Networks and Grammars Prof. Dr. Kay Axhausen Team project (6) not graded
  12. 12. 6968 The transportation system is intended to complement walking and to facilitate longer distance travel on site and in order to connect the site to the rest of Singapore. In pl- anning our transportation network, we consider the peak hour travel demand to estimate the necessary capacity. The travel demand quantity based on the number of re- sidents is shown in the margin. Based on the capacity needed to facilitate travel within, out of and into our site, we decided to use three different public transportation modes namely MRT, LRT, and public buses. These three transportation modes have currently been popularly used in Singapore. Based on the density of housing as well as the jobs availa- ble in our site, we ran a transportation network optimi- zation. This network optimization was based on an initial plan on adding two MRT stations to the East-West Line and diverting the line to pass through our site. On our result, we can see that the MRT line is congested. Hence, we decided to make several changes to our initial transportation system. The solutions for an uncongested MRT network are ex- plained below. Capacities of transport modes MRT 64.000 Bus 5.400 LRT 13.500 Private Cars 5.900 Car Park 10.340 Singapore 2012 travel data Total population 5.184.000 Passenger journeys 3.988.000 Peak hour journeys 3.237.000 Tampines estimated travel demand Total population 150.000 Passenger journeys 116.475 Peak hour travel 99.000 Leaving the site 69.300 Above-ground LRT line LRT line LRT stops The four proposed layers of complementary transporta- tion networks and their interconnectability. On-ground bike network bike sharing stations Under-ground car and logistics car parking car network logistic network car access Under ground MRT network MRT stations MRT above ground MRT underground The first network optimization with a congested MRT line. 78 Section open closed LRT bicycle car ne parkin MRT 12 m street width 18 m street width. The street sections detail the multi-layered and multi- faceted transport network existing within our city as well as the integration between those and the morphlogical compositions of the buildings. The 18 m street section emphasizes the intermodality in transport. The section provides 75% for static mobility and 25% for dynamic (3 m bicycle lane). The bicycle lane can be adapted for emergency needs into a car-used lane (firefighters, police, ambulance). We intend to integrate all the transport modes together by creating efficient ac- cess and vertical conections which can then be extended through the building mass. The 12 m street section provides 25% of dynamic mobility (3 m bicycle lane) and 75% of sidewalk surface intended to be used as a public space. As already mentioned, diffe- rent programs and spaces are generated and integrated through the building mass. The generation of the block typologies and examples of the different uses. Commercial use (yellow) on the ground floor, offices (red) above and residen- tial (green) on the upper floors. The multi-layered transport network and the integration between transport and flexible distribution of public space. Team #2 | GrTeam #2 Grid Again, the grid system is designed to promote maximum ‘walkability’. The grid orientation is aligned to minimize the surface insulation level, as well as to allow main air flows in SW to NE direction. Pedestrian-prioritised streets make for easy accessibility and comfort. The street grid is aligned to provide maximum shading during the day and in addition, trees and covers are used to provide additi- onal shading and protection from rain to make the city walkable in all weather. 77 Sun and dominant wind orienta- tion dictates the orientation of the grid. Blocks The defined unit is combined in order to create 60x120 m blocks. The mixed use blocks are split into three horizontal layers, each with its own typology. Modules are arranged to suit the different uses, create interior public spaces and increase natural ventilation through the buildings. Small block sizes increase the number of streets and intersections, giving more options and space for pedestrians. Blocks will also connect to each other through linking sky bridges composed of multiple units, allowing for a greater level of flexibility and interaction between different buildings. Team #2 | Grammars active and healthy st in the city. 82 We aim to achieve a 3-D compostion of the city by al- lowing people to walk through the buildings and interact with the different spaces prodcuced within the blocks. By conecting blocks on higher levels, new public spaces can arise for the local inhabitants. The image highlights and example of integrated public spaces within a buil- ding, utilizing the flexibility provided by the modular unit design. Such spaces can be used to provide food courts, lounges, sports and recreation areas as well as museums and galleries. 82 Public Spaces We aim to achieve a 3-D compostion of the city by al- lowing people to walk through the buildings and interact with the different spaces prodcuced within the blocks. By conecting blocks on higher levels, new public spaces can arise for the local inhabitants. The image highlights and example of integrated public spaces within a buil- ding, utilizing the flexibility provided by the modular unit design. Such spaces can be used to provide food courts, lounges, sports and recreation areas as well as museums and galleries. Team #2 17 e The selected site of Tampines-North in the North-East of Singapore is in close proximity to the airport and well connected to the downtown area of the city. expressway existing MRT lines planned MRT lines Changi Airport Downtown Singapore Introduction | Brief 6968 The transportation system is intended to complement walking and to facilitate longer distance travel on site and in order to connect the site to the rest of Singapore. In pl- anning our transportation network, we consider the peak hour travel demand to estimate the necessary capacity. The travel demand quantity based on the number of re- sidents is shown in the margin. Based on the capacity needed to facilitate travel within, out of and into our site, we decided to use three different public transportation modes namely MRT, LRT, and public buses. These three transportation modes have currently been popularly used in Singapore. Based on the density of housing as well as the jobs availa- ble in our site, we ran a transportation network optimi- zation. This network optimization was based on an initial plan on adding two MRT stations to the East-West Line and diverting the line to pass through our site. On our result, we can see that the MRT line is congested. Hence, we decided to make several changes to our initial transportation system. The solutions for an uncongested MRT network are ex- plained below. Capacities of transport modes MRT 64.000 Bus 5.400 LRT 13.500 Private Cars 5.900 Car Park 10.340 Singapore 2012 travel data Total population 5.184.000 Passenger journeys 3.988.000 Peak hour journeys 3.237.000 Tampines estimated travel demand Total population 150.000 Passenger journeys 116.475 Peak hour travel 99.000 Leaving the site 69.300 Above-ground LRT line LRT line LRT stops The four proposed layers of complementary transporta- tion networks and their interconnectability. On-ground bike network bike sharing stations Under-ground car and logistics car parking car network logistic network car access Under ground MRT network MRT stations MRT above ground MRT underground The first network optimization with a congested MRT line. Networks 6968 The transportation system is intended to complement walking and to facilitate longer distance travel on site and in order to connect the site to the rest of Singapore. In pl- anning our transportation network, we consider the peak hour travel demand to estimate the necessary capacity. The travel demand quantity based on the number of re- sidents is shown in the margin. Based on the capacity needed to facilitate travel within, out of and into our site, we decided to use three different public transportation modes namely MRT, LRT, and public buses. These three transportation modes have currently been popularly used in Singapore. Based on the density of housing as well as the jobs availa- ble in our site, we ran a transportation network optimi- zation. This network optimization was based on an initial plan on adding two MRT stations to the East-West Line and diverting the line to pass through our site. On our result, we can see that the MRT line is congested. Hence, we decided to make several changes to our initial transportation system. The solutions for an uncongested MRT network are ex- plained below. Capacities of transport modes MRT 64.000 Bus 5.400 LRT 13.500 Private Cars 5.900 Car Park 10.340 Singapore 2012 travel data Total population 5.184.000 Passenger journeys 3.988.000 Peak hour journeys 3.237.000 Tampines estimated travel demand Total population 150.000 Passenger journeys 116.475 Peak hour travel 99.000 Leaving the site 69.300 Above-ground LRT line LRT line LRT stops The four proposed layers of complementary transporta- tion networks and their interconnectability. On-ground bike network bike sharing stations Under-ground car and logistics car parking car network logistic network car access Under ground MRT network MRT stations MRT above ground MRT underground The first network optimization with a congested MRT line. Networks 6968 The transportation system is intended to complement walking and to facilitate longer distance travel on site and in order to connect the site to the rest of Singapore. In pl- anning our transportation network, we consider the peak hour travel demand to estimate the necessary capacity. The travel demand quantity based on the number of re- sidents is shown in the margin. Based on the capacity needed to facilitate travel within, out of and into our site, we decided to use three different public transportation modes namely MRT, LRT, and public buses. These three transportation modes have currently been popularly used in Singapore. Based on the density of housing as well as the jobs availa- ble in our site, we ran a transportation network optimi- zation. This network optimization was based on an initial plan on adding two MRT stations to the East-West Line and diverting the line to pass through our site. On our result, we can see that the MRT line is congested. Hence, we decided to make several changes to our initial transportation system. The solutions for an uncongested MRT network are ex- plained below. Capacities of transport modes MRT 64.000 Bus 5.400 LRT 13.500 Private Cars 5.900 Car Park 10.340 Singapore 2012 travel data Total population 5.184.000 Passenger journeys 3.988.000 Peak hour journeys 3.237.000 Tampines estimated travel demand Total population 150.000 Passenger journeys 116.475 Peak hour travel 99.000 Leaving the site 69.300 Above-ground LRT line LRT line LRT stops The four proposed layers of complementary transporta- tion networks and their interconnectability. On-ground bike network bike sharing stations Under-ground car and logistics car parking car network logistic network car access Under ground MRT network MRT stations MRT above ground MRT underground The first network optimization with a congested MRT line. Networks 6968 The transportation system is intended to complement walking and to facilitate longer distance travel on site and in order to connect the site to the rest of Singapore. In pl- anning our transportation network, we consider the peak hour travel demand to estimate the necessary capacity. The travel demand quantity based on the number of re- sidents is shown in the margin. Based on the capacity needed to facilitate travel within, out of and into our site, we decided to use three different public transportation modes namely MRT, LRT, and public buses. These three transportation modes have currently been popularly used in Singapore. Based on the density of housing as well as the jobs availa- ble in our site, we ran a transportation network optimi- zation. This network optimization was based on an initial plan on adding two MRT stations to the East-West Line and diverting the line to pass through our site. On our result, we can see that the MRT line is congested. Hence, we decided to make several changes to our initial transportation system. The solutions for an uncongested MRT network are ex- plained below. Capacities of transport modes MRT 64.000 Bus 5.400 LRT 13.500 Private Cars 5.900 Car Park 10.340 Singapore 2012 travel data Total population 5.184.000 Passenger journeys 3.988.000 Peak hour journeys 3.237.000 Tampines estimated travel demand Total population 150.000 Passenger journeys 116.475 Peak hour travel 99.000 Leaving the site 69.300 Above-ground LRT line LRT line LRT stops The four proposed layers of complementary transporta- tion networks and their interconnectability. On-ground bike network bike sharing stations Under-ground car and logistics car parking car network logistic network car access Under ground MRT network MRT stations MRT above ground MRT underground The first network optimization with a congested MRT line. Networks 6968 The transportation system is intended to complement walking and to facilitate longer distance travel on site and in order to connect the site to the rest of Singapore. In pl- anning our transportation network, we consider the peak hour travel demand to estimate the necessary capacity. The travel demand quantity based on the number of re- sidents is shown in the margin. Based on the capacity needed to facilitate travel within, out of and into our site, we decided to use three different public transportation modes namely MRT, LRT, and public buses. These three transportation modes have currently been popularly used in Singapore. Based on the density of housing as well as the jobs availa- ble in our site, we ran a transportation network optimi- zation. This network optimization was based on an initial plan on adding two MRT stations to the East-West Line and diverting the line to pass through our site. On our result, we can see that the MRT line is congested. Hence, we decided to make several changes to our initial transportation system. The solutions for an uncongested MRT network are ex- plained below. Capacities of transport modes MRT 64.000 Bus 5.400 LRT 13.500 Private Cars 5.900 Car Park 10.340 Singapore 2012 travel data Total population 5.184.000 Passenger journeys 3.988.000 Peak hour journeys 3.237.000 Tampines estimated travel demand Total population 150.000 Passenger journeys 116.475 Peak hour travel 99.000 Leaving the site 69.300 Above-ground LRT line LRT line LRT stops The four proposed layers of complementary transporta- tion networks and their interconnectability. On-ground bike network bike sharing stations Under-ground car and logistics car parking car network logistic network car access Under ground MRT network MRT stations MRT above ground MRT underground The first network optimization with a congested MRT line. Team #2 | NetworksTeam #2 Networks Section open closed LRT bicycle lane car network parking MRT 12 m street width The street sections detail the multi-layered and multi- faceted transport network existing within our city as well as the integration between those and the morphlogical compositions of the buildings. The 18 m street section emphasizes the intermodality in transport. The section provides 75% for static mobility and 25% for dynamic (3 m bicycle lane). The bicycle lane can be adapted for emergency needs into a car-used lane (firefighters, police, ambulance). We intend to integrate all the transport modes together by creating efficient ac- cess and vertical conections which can then be extended through the building mass. The multi-layered transport network and the integration between transport and flexible distribution of public space. Team #2 | GrammarsTeam #2 Section open closed LRT bicycle lane car network parking MRT The street sections detail the multi-layered and multi- faceted transport network existing within our city as well as the integration between those and the morphlogical compositions of the buildings. The 18 m street section emphasizes the intermodality in transport. The section provides 75% for static mobility and 25% for dynamic (3 m bicycle lane). The bicycle lane can be adapted for emergency needs into a car-used lane The multi-layered transport network and the integration between transport and flexible distribution of public space. Team #2 | GrammarsTeam #2 0 0 05 km 500 m 5 m 1201.11.2015 © Pablo Acebillo | Summary Folio The site is located 10 km Northeast from Singapore Downtown and 5 km West from Changi International Airport (Fig. 1). The project forsees an urban development in a 250 ha empty site to accomodate 150’000 inhabitants and 70’000 job positions. The masterplan proposes a compact and dense urban cluster free of cars. The aim is to foster interaction between residents in outdoor areas with a pedestrian-approach. For this purpouse, a high-quality transport system is deployed, consisting in a multi-layerd network (Fig. 4). A mass rapid transit (MRT) underground system connects the cluster with Singapore downtown and the region around. This is combined with a local on- ground bycicle sharing network and an above-groundl light rapid transit (LRT) system with a loop configuration. As to impprove intermodality among all systems, vertical con- nections become key elements to ensure an efficient transfer. Main transport nodes are deployed in conjunction with job and housing densities. The public transport network coexist with an underground car and logisitic network only to be used by residents from the district. This network is also suitable for emergency cases. Regarding the urban tissue, an asymmetric grid with two street categories is proposed. Following Barcelona’s grid example, the blocks diagonal is oriented North-South, fa- vouring sunlight and main ventilation circulation throughout the year (Fig. 5). The blocks are formed based on a module of 6x3x3 m. The modular design is conceived as flexible and adaptable through time. In that way, units can be added and substracted form- ing a changing landscape in the city (Fig. 3). Minimum shares of residential, office and retail floor are defined in the overall plan as to ensure a mix-use development. The block is seen as an interstitial system in which both private and public space coexist. Public facilities and spaces to encourage social interaction are provided both on street level and within the urban blocks (Fig. 2, 6). 2. Visualization street level 3. Visualization block morphology4. Proposed multi-layered transport network 6. Schematic section1. Location 5. Masterplan project site
  13. 13. Sebastianstrasse TisisTöbelew eg Schaanw ald Zollam tSchaanw ald W aldstrasse Zuschg Bendern Post ler euzstrasse Gam prin BadälGam prin Fallsbretscha Jedergass M ühlegass Planke Eschen Post Sebastianstrasse Schellenberg Post Buchs Bahnhof Schaan Bahnhof M auren Post Nendeln Oberw iesen Schaan Forst/HiltiAG Im BeschBierkeller Zollstrasse Malarsch Im Ro Rossfe Schaan Rheindenkmal Buchs Rheinau Freiendorf W egacker M auren Fallsgass Eschen Kohlplatz Presta Eschen Sportpark Nendeln Bahnhof Tonw arenfabrik Schaan Rosengarten Bendererstr./Hilcona Ivoclar UnderAtzigBendern Pinocchio Bendern W idagass Eschen Brühl Haldengass Eintracht M auren Kirche Krum m enacker M auren AufBerg Schellenberg Egerta Stotz lenn nnwald Schellenberg Eschner Rütte Gamprin Michel-Oehri Waldeck Bühl Gemeindehaus Stelzagass Gamprin Haldenstrasse um Badäl-Schlatt Simmasguet Unterbühl Schulh Theater Sch.Industrie M auren Freihof M auren Ziel Abzw. Planke Schaa Kinde Plankn Duxga Schaan ZL lez Sennwald Bahnhof Rhein Railway way Railway 33 33 32 32 32 32 12 11 11 11 12 System- and network planning for the public transport in Liechtenstein MSc ETH Spatial Development and Infrastructure Systems Location: Program: Area of site: Project year: Course: Tutor: Organization: Grade: Liechtenstein Bus Network Optimization 160 km2 12.2012 System & Network Planning Prof. Dr. Ulrich Weidmann Team project (3) 5.25/6.00
  14. 14. Feld kirch Bahnhof Katzenturm Sebastia nstrasse Rappenw ald strasse Tisis Töbele w eg Schaanw ald Zollam t Feld kirch Schulzentrum Leopold -Scheel-W eg Tisis Letzestrasse Landesgericht Schaanw ald W ald strasse Zuschg Bendern Post RuggellPost Sennerei Oberw iler RuggellKreuzstrasse Gam prin BadälGam prin Fallsbretscha Jedergass M ühle gass Nofels Kirche GhfBad Nofels Bergäcker ObererHasenbach RuggellZollam t Noflerstrasse Gisin gen M ilchhof Gisin gen Hauptstrasse Gisin gen Bahnhof Planken Saroja Eschen Post Sebastia nstrasse Schellenberg Post Hin terschellenberg Buchs Bahnhof Schaan Bahnhof M auren Post Nendeln Oberw ie sen Schaan Forst/HiltiAG Im BeschBie rkeller Zollstrasse Malarsch Im Rossfeld Rossfeld/Obergass Schaan Rheindenkmal Buchs Rheinau Freie ndorf W egacker M auren Fallsgass Eschen Kohlp la tz Presta Eschen Sportpark Nendeln Bahnhof Tonw arenfabrik Schaan Rosengarten Bendererstr./Hilcona Iv ocla r UnderAtzigBendern Pin occhio Bendern W id agass Eschen Brühl Hald engass Ein tracht M auren Kirche Krum m enacker M auren AufBerg Schellenberg Egerta Stotz Klenn Tannwald Schellenberg Eschner Rütte Gamprin Michel-Oehri Altenstadt Tosters Waldeck Bühl Gemeindehaus Stelzagass Gamprin Haldenstrasse Obergut Hin terschlo ss Widum Schellenberg Loch Ruggell Limsenegg Ruggell Kirche Abzw. Badäl-Schlatt Simmasguet Unterbühl Schulhaus Sägapla tz Theater Sch.In dustrie M auren Freih of M auren Zie l Abzw. Egerta Planken Vorderplanken Schaan Fürstenweg Kinderheim Planknerstrasse/Kresta Duxgass/Kresta Rie tstrasse SargansBahnhof Trübbach Post VaduzPost Sevelen Büeli Malbun Zentrum Not modified lines Modified lines Railway Stops Transfers Triesen Meierhof Gaflei Bächle gatter Argw eg Gartnetschhof Trie sen Säga BalzersRoxy EgertaAlterPfarrhof Höfle M älsnerdorf Brückle Rhein strasse Schlo ssw eg Dornau SargansM arkthalle Vild GutshofGhfRose SargansPost BalzersSportpla tz Gagoz Trübbach Fährhütte Au Spital VaduzRütti Trie sen M essin aM aschlina Trie sen Post Schule Sonnenkreisel Lettstrasse Rheinparkstadion Alte Rheinbrücke Sevelen Bahnhof Sevelen Post Rathaus Schaan ZentrumSchaan Quader VaduzM ühle holz Ebenholz/Univ ersität Hofkellerei QuäderleStädtle Laurentiu sbad Matschils Triesen Vaschiel Langgasse Vanetscha Feldstrasse Triesenberg Täscherloch Triesenberg Post Obergufer Poska Steinort Triesenberg Abzw. Masescha Triesenberg Rizlina Steg Tunnel Steg Hotel Malbun Jugendheim Bergbahnen Schneeflucht Jöraboda Tristel Egga Samina Almeina Masescha Masescha Abzw. Silum Gaflei Matu Balischguad Rütelti Vaduz Schwefel Guferwald Giessenstrasse Abfallentsorgung Salez Sennwald Bahnhof Rhein Rhein Rhein Railway Railway Railway Railway Railway Legend 33 33 33 32 32 32 32 31 31 12 11 11 11 11 11 11 12 12 12 12 21 22 26 14 14 12 13 13 1311 11 35 31 32 32 33 36E 36E 11 40 24 12E 31 34 36E Planken Saroja Rietstrasse SargansBahnhof Trübbach Post VaduzPost Sevelen Büeli Malbun Zentrum Triesen Meierhof Gaflei Feldkirch Bahnhof Katzenturm Zuschg Eschen Post Sebastianstrasse Bendern Post Schellenberg Post Hinterschellenberg RuggellPost Gisingen M ilchhof BuchsBahnhof Schaan Bahnhof M auren Post Bächlegatter ArgwegGartnetschhof TriesenSäga BalzersRoxy Egerta AlterPfarrhof Höfle M älsnerdorf Brückle Rheinstrasse Schlossweg Dornau SargansM arkthalle VildGutshofGhfRose SargansPost BalzersSportplatz Gagoz Trübbach Fährhütte Nendeln Oberwiesen SchaanForst/HiltiAG Im BeschBierkeller Zollstrasse Malarsch Im Rossfeld Rossfeld/Obergass Schaan Rheindenkmal Buchs Rheinau Rappenwaldstrasse Tisis Töbeleweg Schaanwald Zollamt FeldkirchSchulzentrum Leopold-Scheel-W eg Tisis Letzestrasse Landesgericht Schaanwald W aldstrasse Freiendorf W egacker M aurenFallsgass Eschen Kohlplatz Presta EschenSportpark Nendeln Bahnhof Tonwarenfabrik Nendeln Kohlm ahd SchaanRosengarten Bendererstr./Hilcona Ivoclar UnderAtzigBendernPinocchio BendernW idagass EschenBrühl Haldengass Eintracht M aurenKirche Krummenacker M aurenAufBerg SchellenbergEgerta Stotz Klenn Tannwald Schellenberg Eschner Rütte Gamprin Michel-Oehri Waldeck Bühl Gemeindehaus Stelzagass Gamprin Haldenstrasse Obergut Hinterschloss Widum Schellenberg Loch Ruggell Limsenegg Ruggell Kirche Abzw. Badäl-Schlatt Simmasguet Unterbühl Schulhaus Au Spital VaduzRütti TriesenM essinaM aschlina TriesenPost Schule Sonnenkreisel Sägaplatz Lettstrasse Rheinparkstadion Alte Rheinbrücke Sevelen Bahnhof Sevelen Post RathausSennerei Oberwiler RuggellKreuzstrasse Gamprin BadälGamprin Fallsbretscha Jedergass M ühlegass Nofels Kirche GhfBadNofelsBergäcker ObererHasenbach RuggellZollamt Noflerstrasse Theater SchaanZentrumSchaanQuader VaduzM ühleholz Ebenholz/Universität Hofkellerei QuäderleStädtle Laurentiusbad Vaduz Schwefel Matschils Triesen Vaschiel Langgasse Vanetscha Feldstrasse Triesenberg Täscherloch Rütelti Triesenberg Post Obergufer Poska Steinort Guferwald Triesenberg Abzw. Masescha Triesenberg Rizlina Steg Tunnel Steg Hotel Malbun Jugendheim Bergbahnen Schneeflucht Jöraboda Tristel Egga Samina Almeina Masescha Masescha Abzw. Silum Gaflei Matu Balischguad Sch.Industrie M aurenFreihof M aurenZiel Abzw. Egerta Planken Vorderplanken Schaan Fürstenweg Kinderheim Planknerstrasse/Kresta Duxgass/Kresta RheinRhein Rhein Rhein Rhein 23, 53 48 9 39 9 39 21 51 21 51 11 45 48 5558 27, 57 16, 46 27, 57 06, 36 02, 32 02, 32 Line 11 Line 12 Line 33 Line 32 Junction Legend Line 13 Arrival/Departure Time Direction S-Bahn FL.A.CH Sargans Bahnhof Ruggell Post Buchs Bahnhof Feldkirch Bahnhof 37 07 18 48 20 50 39 09 Buchs Bahnhof Feldkirch Bahnhof Sargans Bahnhof 42 39 39 04 42 17 17 14 45 44 15 04 10, 40 10, 40 06, 36 03, 33 13, 43 46, 16 Hinterschellenberg Schaanwald Bahnhof Ruggell Post Bendern Post-Ruggell Post-Schellenberg Nendeln Bahnhof 23, 53 48 9 39 9 39 21 51 21 51 11 45 48 5558 27, 57 16, 46 27, 57 06, 36 02, 32 02, 32 Line 11 Line 12 Line 33 Line 32 Junction Legend Line 13 Arrival/Departure Time Direction S-Bahn FL.A.CH Sargans Bahnhof Ruggell Post Buchs Bahnhof Feldkirch Bahnhof 37 07 18 48 20 50 39 09 Buchs Bahnhof Feldkirch Bahnhof Sargans Bahnhof 42 39 39 04 42 17 17 14 45 44 15 04 10, 40 10, 40 06, 36 03, 33 13, 43 46, 16 Hinterschellenberg Schaanwald Bahnhof Ruggell Post Bendern Post-Ruggell Post-Schellenberg Nendeln Bahnhof 1401.11.2015 © Pablo Acebillo | Summary Folio 3. Interconnections at main stops, Schaan Station and Bendern Post 4. Existing Bus network 1. Bus line frequency in proposed network 2. Network performance in proposed network 5. Proposed Bus network Cost [CHF/km]Line number 11 12 31 32 33 6.20 2’310 14’322 5.50 775 4’263 5.50 310 1’705 6.10 510 3’111 5.50 400 2’200 Daily distance travelle [km] Daily cost [CHF] 30’ IntervalLine number 11 12 31 32 33 05:22 - 00:38 05:17 - 09:22 15:50 - 19:52 06:11 - 18:11 05:24 - 09:31 09:31 - 12:24 12:24 - 19:31 19:31 - 21:31 09:22 - 15:50 05:27 - 22:27 60’ Interval 120’ Interval The transport authority of Liechtenstein is willing to improve the overdimensioned bus network. Unreliable transfer times between bus lines, extremely reduced load factors and not beneficial balanced accounts are the main reason for it. An important require- ment for this optimization to take place is the need to combine the bus system with the new regional train service starting operation from 2018 on. This train will cross Liech- tenstein from Switzerland to Austria serving 5 stations in the Principality. Thus, a 9-step planning process for the new public transport system is elaborated. Firstly, the project is defined in terms of its content and time-space limitations. Current system operations are assessed and constraints and objective for future developments are drawn. Secondly, three viable concepts of new public transport system are proposed. An alternative which focuses on creating combination of buses and S-Bahn offer to be implemented in 2017 is designed in detail (Fig. 4). Special emphasis is put on the opti- misation of the bus system. Combination of lines along frequency adaptation are imple- mented according to the future demand (Fig. 1). Moreover, timetable adjustments for efficient transfer times (Fig. 3), and prioritisation methods are suggested and a feasibility study is performed. Finally, the selected concept is evaluated in terms of profitability and quality of new pub- lic transport services. The profitability check from the proposed concept shows that savings up to 5 mill. CHF/y are possible if considering the savings in operational costs (decrease of 1’800 km in total travelled distance, Fig. 2) and current governmental subsidies (17 mill. CHF/y). 23, 53 48 9 39 9 39 21 51 21 51 11 45 48 5558 27, 57 16, 46 27, 57 06, 36 02, 32 02, 32 Line 11 Line 12 Line 33 Line 32 Junction Legend Line 13 Arrival/Departure Time Direction S-Bahn FL.A.CH Sargans Bahnhof Ruggell Post Buchs Bahnhof Feldkirch Bahnhof 37 07 18 48 20 50 39 09 Buchs Bahnhof Feldkirch Bahnhof Sargans Bahnhof 42 39 39 04 42 17 17 14 45 44 15 04 10, 40 10, 40 06, 36 03, 33 13, 43 46, 16 Hinterschellenberg Schaanwald Bahnhof Ruggell Post Bendern Post-Ruggell Post-Schellenberg Nendeln Bahnhof 23, 53 48 9 39 9 39 21 51 21 51 11 45 48 5558 27, 57 16, 46 27, 57 06, 36 02, 32 02, 32 Line 11 Line 12 Line 33 Line 32 Junction Legend Line 13 Arrival/Departure Time Direction S-Bahn FL.A.CH Sargans Bahnhof Ruggell Post Buchs Bahnhof Feldkirch Bahnhof 37 07 18 48 20 50 39 09 Buchs Bahnhof Feldkirch Bahnhof Sargans Bahnhof 42 39 39 04 42 17 17 14 45 44 15 04 10, 40 10, 40 06, 36 03, 33 13, 43 46, 16 Hinterschellenberg Schaanwald Bahnhof Ruggell Post Bendern Post-Ruggell Post-Schellenberg Nendeln Bahnhof
  15. 15. Dimensioning and simulation of a railway station MSc ETH Spatial Development and Infrastructure Systems Location: Program: Project year: Course: Tutor: Organization: Grade: Fictitious Railway station dimensioning 05.2013 Human Powered Mobility Prof. Dr. Ulrich Weidmann Individual project 5.25/6.00
  16. 16. Dimensioning and Simulation of a Railway Station _____________________________________________ June Figure 3 Simulation example during flooding episode, 200 s A-11 Source: VISSIM - HPM_2.2_acebillo-3.4.2.inp Figure 22 Ticket machine evaluation, 1800 s Source: VISSIM - HPM_2.2_acebillo-3.4.2.inp Dimensioning and Simulation of a Railway Station _____________________________________________ June 2013 Figure 23 Ticket machine evaluation, 2700 s Source: VISSIM - HPM_2.2_acebillo-3.4.2.inp Figure 24 Ticket machine evaluation, 3600 s A-13 Figure 25 Flooding episode evaluation, 900 s Source: VISSIM - HPM_2.2_acebillo-3.4.3.inp Figure 26 Flooding episode evaluation, 1800 s Source: VISSIM - HPM_2.2_acebillo-3.4.3.inp Dimensioning and Simulation of a Railway Station _____________________________________________ June Figure 27 Flooding episode evaluation, 2700 s Source: VISSIM - HPM_2.2_acebillo-3.4.3.inp Figure 28 Flooding episode evaluation , 3600 s 1601.11.2015 © Pablo Acebillo | Summary Folio The project analysis the performance of a fiticious railway station based on the Level of Service (LOS) values and the density of pedestrians in the station areas. Firstly, the work analyses the given passenger flows in an analytical way within the cur- rent geometry proportions. Specifically, the LOS values as well as dimensioning calcula- tions for several given sections are tested and proofed. As the minimum requirements for an optimal use are not respected in some parts, improvement measures are pro- posed. Moreover a concert event is proofed to oversaturate the current station geometry. Calculations proof that the current infrastructure does not reach the required capacity to allow the inflow of 18’500 concert visitors in a 30 min interval without saturating the system. Only 13’000 passengers are able to discharge without congesting the station. Secondly, a pedestrian simulation is conducted relying on the traffic simulator software VISUM. The outputs are compared with the analytical previously done in terms of density states within different station areas (Fig. 1). Improving measurements are proposed for those sections where minimum standards are not reached. Lastly, further simulations are conducted on behalf of exceptional scenarios. First, the introduction of a ticket machine in the station. Simulations show no big disruptions aris- ing due to the machine (Fig. 2, 3). Queue dissipates fast avoiding saturation problems regarding the other routes. The main reason for such small impact relies in the ideal location of the ticket seller. In fact, the proposed location only affects 2 out of 4 routes. Second, the closure of the underpass due to a flooding event. This causes high density values in the overpass structure. The most critical point is the southwest stair access reaching maximum aggregated values at the stair access on the platform. The addition of stair access to the overpass should decrease density levels. 2. Ticket machine evaluation, 900 s 3. Ticket machine evaluation, 2’700 s 4. Flooding episode evaluation, 900 s LOS values from 0.0 to 0.001 0.300 0.450 0.600 0.750 1.500 999 5. Flooding episode evaluation, 2’700 s 6. Simulation visualization of the overpass during flooding episode1. Comparison Analytical - Simulation system dimensioning AnalyticalDimensioning proof Max. performance of platform exits during 2 min interval Simulation Element Element Underpass Underpass Stair 1 (no escalator) Stair 1 (no escalator) Stair 2 Stair 2 Platform ramp 2 Platform ramp 2 Platform 1 Platform 2 Stair 2 Platform ramp 1 Platform ramp 2 Platform 1 Platform 2 Measuring time Duration Disembarking Rush hour 2 min interval Rush hour 2 min interval Rush hour 2 min interval Rush hour 2 min interval before train arrival during boarding process 5 s 20 s 5 s during boarding process before train arrival Result Result Fullfilled Fullfilled Fullfilled Not fullfilled Fullfilled Fullfilled Fullfilled Fullfilled Fullfilled Fullfilled not enough enough not enough Not fullfilled Fullfilled Required Measured Measured
  17. 17. Road pricing scheme in the transport network of Innsbruck MSc ETH Spatial Development and Infrastructure Systems Location: Program: Project year: Course: Tutor: Organization: Grade: Innsbruck, Austria Road pricing 05.2014 Laboratory Transport & Spatial Planning Dr. Basil Vitins Team Project (3) 5.00/6.00
  18. 18. 21 Source: Visum® (2014), Own Presentation In this case, re-routing due to calibration can be regarded as positive since it only caused con- gestion in two uncongested peripheral links. Moreover, it also provoked a considerable im- provement in the city center. 4.2 Total Travel Time & Distance As a next step in the evaluation procedure, the total travel time and the distance covered by all vehicles will be provided. In addition, the numbers of congested connections between the zones will be calculated. The results will be used as a reference to compare and check the im- 25 work. Additional analytical data referring to total travel time, distance and number of con- gested links will be provided both for the two traffic management strategies and for the initial results. This data will provide the improvement of the congestion of the network and the comparison between the various prices. 6.1 Load Factor Figure 9 shows the load factor of the network after the implementation of 1 CHF pricing sys- tem: Figure 9 Load factor of Innsbruck after 1 CHF pricing system Source: Visum® (2014), Own Presentation Laboratory Transport & Spatial Planning: Final Report ___________________________________________ May 2014 Clearly the overall load factor decreased after experiencing a modal shift from private car to public transport. Specially, the city center is much more uncongested as it can be derived from the bar colors. The only main congestion can be noticed in the Rennweg street. However, this can be due to the so called “Boarders effect”. Analogous is the phenomenon for the Brenner street which is also located on the edge of the city. Here, congestion is simulated mainly due to users who travel in and out of the city. The next Figure 10 represents the results after raising the price rate up to 2 CHF: Figure 10 Load factor of Innsbruck after 2 CHF pricing system 1801.11.2015 © Pablo Acebillo | Summary Folio The project illustrates the analysis of Innsbrucks urban traffic situation and the strate- gies implemented to improve the traffic conditions. This process was done based on a given network of the Austrian city. The place inhabits 122’458 people, counting 1’167 people/km2 . Its public transport system, which counts with 3 tram lines and 22 bus lines, moves 40 million people yearly. 58’000 people commute into Innsbruck every day. To analyse the congestion in the network, the present-state was calculated. This was ap- proached with the ‘4-Step Model’. First, the ‘Trip Generation’ distributed the trips from zone to zone and the arriving trips in each. Second, the ‘Trip Distribution’ distributed the trips generated in the first step, among the different zone destinations. Third, the ‘Mode Choice’ defined how people trav- elled from one point to another, meaning by car, public transport or based on human mo- bility. For this purpose the calculations relied on the ‘Logit Model’. Fourth, the ‘Assigne- ment’ process allocated the demand on each link of the network using the ‘Wardrop’s User Equilibrium’. After defining the demand on the network, the ‘Calibration’ process was undertaken as to smooth the divergences between the model resullts and the real situation (Fig. 2). Next, the ‘Current State’ was evaluated and traffic management strategies were implemented as to improve the traffic conditions in the network. In this case, the reduction of the con- gestions in the city center was set as the main goal. For this purpose, both a 1 CHF and 2 CHF pricing scheme were deployed and evaluated (Fig. 3, 4). Results clearly favor the election of 1 CHF pricing rate over 2 CHF charge. This option advises the lowest travel time (veh*min) and distance (veh*km) over the other alternatives. Furthermore, after introducing a 1 CHF pricing system, the congested links decreases to 3.9 %, whereas without pricing and with 2 CHF price rate, congested links account for 24.9- and 6.6 %, respectively (Fig. 1). The whole project was supported by Excel and VISSUM software. 2. Load factor before pricing (after calibration) 3. Load factor after 1 CHF pricing <= 20 <= 20 <= 20 0 0 0 37 47 47 75 94 94 149 189 189 Load factor Load factor Load factor <= 50 <= 50 <= 50 <= 99 <= 99 <= 99 > 99 > 99 > 99 4. Load factor after 2 CHF pricing Values Total travel time (veh*min) Travel time change Distance change Total distance (veh*km) Number of total links Number of congested links % of congested links Results before pricing Results after 1 CHF pricing Results after 2 CHF pricing 3’273’775 314’511 - 90.4 % + 41.4 % 211’725.5 83’014 - 60.8 % + 12.4 % 545 545 136 24.9 % 21 3.9 % 444’715 + 41.4 % 93’313.2 + 12.4 % 545 36 6.6 % 1. Results of private network before and after pricing
  19. 19. Feasability study for vaccines transport on rail mode MSc ETH Spatial Development and Infrastructure Systems Location: Program: Project year: Course: Tutor: Organization: Grade: Italy, Switzerland Vaccines rail transport 05.2014 Logistics and freight transportation Dr. Dirk Bruckmann Team Project (3) 5.00/6.00
  20. 20. 0 100 km 2001.11.2015 © Pablo Acebillo | Summary Folio Vaccines transport is a very sensible procedure in which the cold chain (+2 C° to + 8C°)has to be respected as to preserve the quality of the product. Usually transported either by plane (long distance) or by truck (short distance), this project explores the feas- ability of transporting the drugs by train. As a real case study it was chosen the former import of vaccines product conducted by the pharmaceutical company Novartis AG from the production plant it had in the vicinities of Siena, Italy to the cold storage in Nieder- bipp, Switzerland managed by VOIGT Industrie AG. This relation was entirely done in road transport due to its flexibility and high accessibility. Moreover this transport system mini- mizes transfer procedures along the supply chain, situations in which the cold chain for vaccine products might be damaged. After doing an extensive market analysis in the vaccines and pharmaceutical sector within Switzerland, a production concept is proposed based on official vaccine import volumes of Novartis in 2013. In this study it is assumed to transport 150’000 units (Fig. 5). As a matter of covering most of the Swiss territory it is decided to distribute the products to 6 different public hospitals (Fig. 5). The amount of vaccines assigned to each hospital is made based on the population of the region where the hospital is located. Moreover close attention is paid to the containers and boxes where the products have to be carried. Next, the supply chain is analysed in depth, from the supply of chemicals to the produc- tion plant in Rosia, to the deliver of the vaccine to the patient. Here, the distribution within Switzerland is shown more in detailed, proposing two different routes by truck to reach the hospitals. Lastly, 3 variants for the vaccines transport between Rosia and Niederbipp are compared to the current condition. Based on a feasability study it is concluded that rail transport for vaccines is not profitable and thus the current truck option is mantained (Fig. 1). 2. Variant 1 Voigt Voigt Voigt Rosia Rosia Rosia Bologna Bologna Bologna Milan Milan Milan 3. Variant 2 5. Vaccines distribution1. Comparison among variants 4. Variant 3 Transfers 0 700 8.75 4’200 0 0 0 700 8.75 4’200 2 28.3 0.6 1’600 839 45 8’900 867.3 45.6 10’500 3 228 3 2’800 528 37.5 5’600 756 40.5 8’400 3 65 1 2’000 816 45 8’600 881 46 10’600 Distance by road (km) Travel time by road (h) Cost by road (CHF) Distance by rail (km) Travel time by rail (h) Cost by rail (CHF) Total distance (km) Total travel time (h) Total cost (CHF) Current Variant 1 Variant 2 Variant 3
  21. 21. 2 Professional Projects
  22. 22. Multifunctional complex in Kazan AS Architectural Systems Office Location: Program: Built up surface: Project Year: Responsable: Organization: Status: Kazan, Russia Mix use cluster 60’000 m2 2015 Josep Acebillo Team project (4) On hold
  23. 23. H1 H2 H3 H4 H1 H2 H3 H4 H4 H3 Multifunctional complex in Quarter B, Kazan may 2015NE facade, scale 1:500 Многофункциональный комлекс в квартале Б, Казань май 2015Cеверо-Восточный фасад , масштаб 1:500 Parking parking lots for the offices on level -1 parking lots for residents and commerce on level 1 parking lots for residents on level 2 parking lots required: for offices for commerce for residence 1 room apartments (a) 2 room apartments (b) 3 room apartments (c) 4 room apartments (d) Total apartments number total parking lots number Commerce Offices (H1) Парковка 19’800 m2 3’360 m2 19’300 m2 16’534 m2 net2’500 m2 net 9’770 m2 7’630 m2 17’400 m2 парковочных мест для офисов на уровне -1 парковочных мест для жильцов и торг. на уровне 1 парковочных мест для жильцов на уровне 2 необходимо парковочных мест: для офисов для торговли для жилья 1 комнатные квартиры (a) 2 комнатные квартиры (b) 3 комнатные квартиры (c) 4 комнатные квартиры (d) Всего квартир всего парковочных мест 364 142 158 331 50 239 92 (38,5%) 95 (39,7%) 42 (17,6%) 10 (4,2%) 239 664 Торговля Офисы (H1) Housing (H2) Total housing Housing (H3) Жилье (H2) Всего жилья Жилье (H3) architectural systems AS ПРЕДВАРИТЕЛЬНЫЙ ЭСКИЗНЫЙ ПРОЕКТ PRELIMINARY DRAFT COPY ������� +0.80+0.80 -1.00 +0.80 0.00 13% +0.80 -1.20 +0.80 0.00 -1.00 14% -1.00 +0.80 +0.80 +0.80 -0.50 Multifunctional complex in Quarter B, Kazan may 2015Level 1 plan, scale 1:500 Многофункциональный комлекс в квартале Б, Казань май 2015План уровня 1, масштаб 1:500 ул.Суконная ул.Островского ул.Спартаковская architectural systems AS ПРЕДВАРИТЕЛЬНЫЙ ЭСКИЗНЫЙ ПРОЕКТ PRELIMINARY DRAFT COPY Parking Lobby Technic space Square Water surface Commerce Offices Pedestrian access Vehicle access Парковка Холл Тех. пространство Площадь Поверхность воды Торговля Офисы Входы Въезды Multifunctional complex in Quarter B, Kazan may 2015Facade insolation. Sun illumination simulation. (March 22 / September 22) 06:40 15:40 11:40 08:40 17:40 13:40 07:40 16:40 12:40 09:40 18:40 14:40 Многофункциональный комлекс в квартале Б, Казань май 2015Инсоляция фасадов. Симуляция солнечного освещения. ( 22 марта / 22 сентября) architectural systems AS ПРЕДВАРИТЕЛЬНЫЙ ЭСКИЗНЫЙ ПРОЕКТ PRELIMINARY DRAFT COPY ������� +0.80+0.80 +0.80 13% +0.80 -1.20 +0.80 0.00 -1.00 14% +0.80 +0.80 +0.80 -0.50 ул.Островского ул.Спартаковская Parking Lobby Technic space Square Water surface Commerce Offices Pedestrian access Vehicle access Парковка Холл Тех. пространство Площадь Поверхность воды Торговля Офисы Входы Въезды 2401.11.2015 © Pablo Acebillo | Summary Folio The project for a Multifunctional complex in Kazan is part of an overall plan to develope a 27 ha site (called Quarter B) between the city center and the airport. It was though to act as the new centrality in the city providing a new gate for Kazan visitors. For this pur- pouse, on the northern extreme of Quarter B, two development phases were defined. The first, three towers with mix uses and a parking plinth on the southern edge (Fig. 4, right axonometry). The second, and the project here presented, 60’000 m2 of mix use develop- ment (Fig. 4, left axonometry). Morphologically, the cluster is formed by three towers arranged in an ‘L’ form. The tallest tower, namely the one situated on the north edge of the site, elevates 73 m above ground accomodating 19’300 m2 office surface. The other two buildings, 47- and 60 m tall, have a total of 239 apartments with surfaces ranging from 40- to 100 m2 . The three buidlings rest on a common base containing retail activities (Fig. 2). Moreover a parking with a total capacity of 664 spots develops in three different levels (Fig. 4). On the east corner of the site, a public Plaza emerges as the focal point of the project (Fig. 1). Three elements containing bar and restaurants frame the water plinth situated in the center. A pedestrian ramp leads people from the Plaza level to a second level where acceses to the housing units can be found. 1. Visualization of the Plaza 2. Groundfloor of Multifunctional complex 3. Sun light analysis 4. Surface summary Water surface Parking Retail Office Technic space Vehicle access Plaza Lobby Pedestrian access 0 20 m
  24. 24. Ekaterinburg congress center AS Architectural Systems Office Location: Program: Built up surface: Project Year: Responsable: Organization: Status: Ekaterinburg, Russia Convention center and hotel 35’000 m2 2012 Josep Acebillo Team project (6) Completed
  25. 25. Level 1 Level 2 Level 3 Level 4-8 Level 9-11 Level 1 Level -1 Level 12 Уровень  2 Уровень  3 Уровень  4-­8 Уровень  9-­11 Уровень  1 Уровень  -­1   Уровень  12 +1.30 +1.30 +1.00 Meeting room +1.00 Meeting room +1.00 Meeting room +1.00 Meeting room +1.00 Meeting room +1.00 Wardarobe Meeting room Meeting room Meeting room Meeting room Meeting room Meeting room Meeting room Meeting room Meeting room Meeting room+2.75 +1.70 -­0.80 -­2.50 -­2.50 -­1.50 Stage +1.70 +1.70 +1.15 Foyer +1.15 Foyer +1.15 Foyer +1.15 Foyer -­0.80 -­0.80 -­1.50 -­1.50 +1.15 Bar  / Cafè +1.15 External terrace -­2.50 0.00 +1.15 Bar  / Cafè +1.30 +1.30 +1.15 Kitchens +1.15 Banquet Hall (1500) +1.15 Dining room +1.15 Info 0.00 Entrance Hall +1.00 External garden +1.15 Preparation area +1.15 Congress center Hall +1.00 External garden +1.15 External garden 0.00 Planetarium entrance architectural systems AS CONGRESS CENTER of the “Ekaterinburg Expo” June 2012 Июнь  2012   1:500 2.1 CONGRESS  HALL Auditorium................................................... Meeting rooms............................................. Lobby  &  Foyer............................................. Kitchen - Preparation area........................... Banquet  Hall................................................ Services & Technical.................................... TOTAL................................................ Green areas / External areas Lobby, Banquet Hall & Auditorium Plan +1. (0.00 m) КОНГРЕСС  ЦЕНТР  для  “Екатеринбург  Экспо”       КОНГРЕСС-­ХОЛЛ 1.330 m2 1.780 m2 4.130 m2 1.000 m2 2.860 m2 1.350 m2 10.850  m2 Аудитория.............................................. Конференц  залы................................... Лобби  и  Фойе........................................ Кухня  -­  сервировочная......................... Банкетный  Зал...................................... Техника  и  обслуживание...................... ИТОГО........................................... Зелёные  территории/  Внешние  пространства Лобби,  Банкетный  Зал  и  Аудитория План  +1  (0.00  м) architectural systems AS ГЕНЕРАЛЬНЫЕ  ПЛАНЫ architectural systems AS CONGRESS CENTER of the “Ekaterinburg Expo” June 2012 Июнь  2012   7.3 RENDERS  &  IMAGES Entrance lobby view КОНГРЕСС  ЦЕНТР  для  “Екатеринбург  Экспо”       ВИЗУАЛИЗАЦИИ  и  ВИДЫ Вид  входного  лобби 0.5 1 2 km0.5 1 2.5 km : 2020 .11.8 - 3 . 1:25.000 ANNEX: EXPO 2020 11.8 - EXPO project Option 3. Scale 1:25.000 +1.30 +1.30 +1.00 Meeting room +1.00 Meeting room +1.00 Meeting room +1.00 Meeting room +1.00 Meeting room +1.00 Wardarobe Meeting room Meeting room Meeting room Meeting room Meeting room Meeting room Meeting room Meeting room Meeting room Meeting room+2.75 +1.70 -­0.80 -­2.50 -­2.50 -­1.50 Stage +1.70 +1.70 +1.15 Foyer +1.15 Foyer +1.15 Foyer +1.15 Foyer -­0.80 -­0.80 -­1.50 -­1.50 +1.15 Bar  / Cafè +1.15 External terrace -­2.50 0.00 +1.15 Bar  / Cafè +1.30 +1.30 +1.15 Kitchens +1.15 Banquet Hall (1500) +1.15 Dining room +1.15 Info 0.00 Entrance Hall +1.00 External garden +1.15 Preparation area +1.15 Congress center Hall +1.00 External garden +1.15 External garden 0.00 Planetarium entrance architectural systems AS CONGRESS CENTER of the “Ekaterinburg Expo” June 2012 Июнь  2012   1:500 2.1 CONGRESS  HALL Auditorium................................................... Meeting rooms............................................. Lobby  &  Foyer............................................. Kitchen - Preparation area........................... Banquet  Hall................................................ Services & Technical.................................... TOTAL................................................ Green areas / External areas Lobby, Banquet Hall & Auditorium Plan +1. (0.00 m) КОНГРЕСС  ЦЕНТР  для  “Екатеринбург  Экспо”       КОНГРЕСС-­ХОЛЛ 1.330 m2 1.780 m2 4.130 m2 1.000 m2 2.860 m2 1.350 m2 10.850  m2 Аудитория.............................................. Конференц  залы................................... Лобби  и  Фойе........................................ Кухня  -­  сервировочная......................... Банкетный  Зал...................................... Техника  и  обслуживание...................... ИТОГО........................................... Зелёные  территории/  Внешние  пространства Лобби,  Банкетный  Зал  и  Аудитория План  +1  (0.00  м) +1.30 +1.30 +1.00 Meeting room +1.00 Meeting room +1.00 Meeting room +1.00 Meeting room +1.00 Meeting room +1.00 Wardarobe Meeting room Meeting room Meeting room Meeting room Meeting room Meeting room Meeting room Meeting room Meeting room Meeting room+2.75 +1.70 -­0.80 -­2.50 -­2.50 -­1.50 Stage +1.70 +1.70 +1.15 Foyer +1.15 Foyer +1.15 Foyer +1.15 Foyer -­0.80 -­0.80 -­1.50 -­1.50 +1.15 Bar  / Cafè +1.15 External terrace -­2.50 0.00 +1.15 Bar  / Cafè +1.30 +1.30 +1.15 Kitchens +1.15 Banquet Hall (1500) +1.15 Dining room +1.15 Info 0.00 Entrance Hall +1.00 External garden +1.15 Preparation area +1.15 Congress center Hall +1.00 External garden +1.15 External garden 0.00 Planetarium entrance architectural systems AS CONGRESS CENTER of the “Ekaterinburg Expo” June 2012 Июнь  2012   1:500 2.1 CONGRESS  HALL Auditorium................................................... Meeting rooms............................................. Lobby  &  Foyer............................................. Kitchen - Preparation area........................... Banquet  Hall................................................ Services & Technical.................................... TOTAL................................................ Green areas / External areas Lobby, Banquet Hall & Auditorium Plan +1. (0.00 m) КОНГРЕСС  ЦЕНТР  для  “Екатеринбург  Экспо”       КОНГРЕСС-­ХОЛЛ 1.330 m2 1.780 m2 4.130 m2 1.000 m2 2.860 m2 1.350 m2 10.850  m2 Аудитория.............................................. Конференц  залы................................... Лобби  и  Фойе........................................ Кухня  -­  сервировочная......................... Банкетный  Зал...................................... Техника  и  обслуживание...................... ИТОГО........................................... Зелёные  территории/  Внешние  пространства Лобби,  Банкетный  Зал  и  Аудитория План  +1  (0.00  м) CONGRESS CENTER of the “Ekaterinburg Expo” June 2012 Июнь  2012   Planetarium  Entrance   Logistic Entrance Congress Hall Entrances Hotel Entrance Вход  в  Планетарий Технический  вход Входы  и    Конгресс-­Холла Вход  в  Гостиницу Level 1 Level 2 Level 3 Level 4-8 Level 9-11 Level 1 Level -1 1.8General Scheme & Circulation Diagram КОНГРЕСС  ЦЕНТР  для  “Екатеринбург  Экспо”       Уровень  2 Уровень  3 Уровень  4-­8 Уровень  9-­11 Уровень  1 Уровень  -­1   Генеральная  схема  и  диаграмма  потоков   движения GENERAL  PLANS ГЕНЕРАЛЬНЫЕ  ПЛАНЫ 2601.11.2015 © Pablo Acebillo | Summary Folio26 © Pablo Acebillo | Summary Folio The Ekaterinburg Congress center is part of the Ekaterinburg EXPO Complex located in the South-East of the Russia city, next to the connection node between the Third Ring and the Kolosovskiy track. The complex is moreover 4.5 km from the airport terminal. In the general context, the Complex should be understood as a Neo-tertiary Cluster, intense and functionally complex, which should create a new Metropolitan Centre in the South of the city, in synergy with the Koltsovo Airport. Functionally, it consists of three basic programs: Residential, Tertiary and Logistics. Initially, it is an area of 600 ha, subdivided into 70 ha for Residential, 30 ha for Tertiary (including Ekaterinbung Congress center), 230 ha for Logistics Areas and 160 for General Services and Infrastructures (Fig. 1). Although all the programs complement each other, Ekaterinburg Congress center is the centerpiece of the Cluster. The presented project consists of a Congress Hall and double complementary services program formed by an Hotel and a Planetarium. The Congress Centre is based on a 120 m diameter circular base, which contains the Auditorium, The Banquet Hall and related services (Fig. 3). The Auditorium is the central piece and has a capacity for 3’500 spectators. The Banquett Hall with a surface area of 2’860 m2 can accomodate 1’500 guests. Three satellite elements are located on the perimeter of the main circular base acting both as exterior areas and emergency exits. A prismatic geometric design (33.3 x 61.35 x 48.65 m) on the west extreme acts as a hinge between the main Lobby of the Complex and the Congress Hall. The Lobby of the Con- gress Hall is located in the prism as well as the accesses to the Hotel and Panetarium which are located in the prism, in a vertical position (Fig. 2, 5). The total surface area of the Congress center is 35’000 m2 including Auditorium, Banquet Hall, Planetarium and related services. 1. Ekaterinburg EXPO Complex within the new urban cluster 2. View of the entrance lobby 3. Groundfloor Congress center0 01000 m 20 m 4. Aerial view of Congress center 5. General scheme and circulation diagram Auditorium Congress Hall Entrances Level 12 Level 9-11 Level 4-8 Level 3 Level 2 Level 1 Level -1 Hotel Entrance Planetarium Entrance Logistic Entrance Logistics Residential Koltsovo Airport Neo-Tertiary EXPO Complex Light metro Lobby & Foyer Meeting rooms Kitchen - Preparation area Banquet Hall Services & Technical Green areas /External areas Total 1’330 m2 230 ha 70 ha 30 ha 9 ha 4’130 m2 1’780 m2 1’000 m2 2’860 m2 1’350 m2 10’850 m2
  26. 26. Strategic urban project AS Architectural Systems Office Location: Program: Project Year: Responsable: Organization: Status: Ekaterinburg, Russia Strategic Planning 2012 Josep Acebillo Team project (6) Completed Image: courtesy of JRC-European Comission, World Bank
  27. 27. architectural systems AS Илл.8.6  -­  Парк  вдоль  реки  Исеть Fig.8.6  -­  Park  along  the  river  Iset 0 0 0.5 1 2.5 km 0 1 2.5 5 km 0 1 2.5 5 km SCAL 0 0.5 1 2 3 km 0 0.5 1 2 3 km 0 0.5 1 2 km 0 0.5 1 2 km 0 0.25 0.5 1.5 km 1.0 0 0.25 0.5 1.5 km 1.0 0 1 2.5 7.5 km 5.0 0 1 2.5 7.5 km 5.0 0 2 5 10 km 0 2 5 10 km 0 50 150 250 km 0 50 150 250 km 0 SCALE 1:150000 0.25 0.5 1.5 km1.01.5 km1.0 SCALE 1:750000 1 2.5 7.5 km5.07.5 km5.0 SCALE 1:150000 0 2 5 10 km5 10 km SCALE 1:2500000 0 50 150 250 km150 250 km SCALE 1:500000 1 2.5 5 km2.5 5 km SCALE 1:350000 0.5 1 2 3 km2 3 km SCALE 1:200000 0.5 1 2 km1 2 km SCALE 1:150000 0.25 0.5 1.5 km1.01.5 km1.0 SCALE 1:750000 1 2.5 7.5 km5.07.5 km5.0 SCALE 1:150000 0 2 5 10 km5 10 km SCALE 1:2500000 0 50 150 250 km150 250 km architectural systems AS SVOBODNIY ARAMIL KAMENSK-­ URALSKY BOGDANOVICH SISERT BELOYARSKY SUCHOY LOG KAMISHLOV PISHMA TALIZZA ASBEST PERVOURALS POLEVSKOY DEGTARSK BISERT NIZHNIE SERGHI KRASNOUFIMSK NOVOURALSK NEVYANSK VERCH. TAGIL ARTEMOVSKY REZH IRBIT ALAPAEVSK NIZHNAYA SALDA KRASNOURALSK TURINSK VERCHNAYA SINYACHICHA LESNOI NIZHNAYA  TURA KACHKANAR KUSHVA VERCHNAYA TURA BARACHINSKIY KIROVGRAD ARTI VERCHNAYA PISHMA BERYOZOVSKIY ZARECHNIY TAVDA MALISHEVA REFTINSKIY VERCHNAYA SALDA NOVAYA   LYALYA V KRASNOTURYINSK KARPINSK SEVEROURALSK IVDEL SK VERCHNAYVVER AYY PPPISHMA ZOVSKBERYOZOZR IY NOVOURARR LSK VERCH. TATT GIL G RT NIZHNIE SERGHI ASBEST MALISHEVAVV REFTINSK KAMENSK- URALSKYKK BOGDANOVIC SUCHOY LOGY TALIZZA KRASR NOUFIMSK VERCH SALDA VOBODNIY RALSK KUSHVAVV VERCHNAYAYY TURARR DNIY LESNOI NIZHNAYAYY TURAR KACHKANAR USHVAVV NOVAYAYY LYALYAYY KRASNOTURYINNSK NSK SEVEROURALSK VYANSK RCHNAYR AYY ERVOURALSALPER BELOYARSKYKK ZARECHNA NIY SISERT ARAMIL RTT KAMISHLOV CH PPISHMA V BISER BARACHI SVO HINSKIY IVDEL VGRAR DGRARR D NEVY ARAMIL KAMENSK-­ URALSKY BOGDANOVICH SISERT BELOYARSKY SUCHOY LOG KAMISHLOV PISHMA TALIZZA ASBEST PERVOURALS POLEVSKOY DEGTARSK BISERT NIZHNIE SERGHI KRASNOUFIMSK NOVOURALSK NEVYANSK VERCH. TAGIL ARTEMOVSKY REZH IRBIT ALAPAEVSK KIROVGRAD ARTI VERCHNAYA PISHMA BERYOZOVSKIY ZARECHNIY TAVDA MALISHEVA REFTINSKIY SK VERCHNAYVVER AYY PPPISHMA ZOVSKBERYOZOZR IY NOVOURARR LSK VERCH. TATT GIL G RT NIZHNIE SERGHI ASBEST MALISHEVAVV REFTINSK KAMENSK- URALSKYKK BOGDANOVIC SUCHOY LOGY TALIZZA KRASR NOUFIMSK VYANSK RCHNAYR AYY ERVOURALSALPER BELOYARSKYKK ZARECHNA NIY SISERT ARAMIL RTT KAMISHLOV CH PPISHMA V BISER VGRAR DGRARR D NEVY ARAMIL KAMENSK-­ URALSKY BOGDANOVICH SISERT BELOYARSKY SUCHOY LOG KAMISHLOV PISHMA TALIZZA ASBEST PERVOURALS POLEVSKOY DEGTARSK BISERT NIZHNIE SERGHI KRASNOUFIMSK NOVOURALSK NEVYANSK VERCH. TAGIL ARTEMOVSKY REZH IRBIT KIROVGRAD ARTI VERCHNAYA PISHMA BERYOZOVSKIY ZARECHNIY TAVDA MALISHEVA REFTINSKIY SK VERCHNAYVVER AYY PPPISHMA ZOVSKBERYOZOZR IY NOVOURARR LSK VERCH. TATT GIL G RT NIZHNIE SERGHI ASBEST MALISHEVAVV REFTINSK KAMENSK- URALSKYKK BOGDANOVIC SUCHOY LOGY TALIZZA KRASR NOUFIMSK VYANSK RCHNAYR AYY ERVOURALSALPER BELOYARSKYKK ZARECHNA NIY SISERT ARAMIL RTT KAMISHLOV CH PPISHMA V BISER VGRAR DGRARR D NEVY ARAMIL KAMENSK-­ URALSKY BOGDANOVICH SISERT BELOYARSKY SUCHOY LOG KAMISHLOV PISHMA TALIZZA ASBEST PERVOURALS POLEVSKOY DEGTARSK BISERT NIZHNIE SERGHI KRASNOUFIMSK NOVOURALSK NEVYANSK VERCH. TAGIL ARTEMOVSKY REZH IRBIT KIROVGRAD ARTI VERCHNAYA PISHMA BERYOZOVSKIY ZARECHNIY TAVDA MALISHEVA REFTINSKIY SK VERCHNAYVVER AYY PPPISHMA ZOVSKBERYOZOZR IY NOVOURARR LSK VERCH. TATT GIL G RT NIZHNIE SERGHI ASBEST MALISHEVAVV REFTINSK KAMENSK- URALSKYKK BOGDANOVIC SUCHOY LOGY TALIZZA KRASR NOUFIMSK VYANSK RCHNAYR AYY ERVOURALSALPER BELOYARSKYKK ZARECHNA NIY SISERT ARAMIL RTT KAMISHLOV CH PPISHMA V BISER VGRAR DGRARR D NEVY ARAMIL KAMENSK-­ URALSKY BOGDANOVICH SISERT BELOYARSKY SUCHOY LOG KAMISHLOV PISHMA TALIZZA ASBEST PERVOURALS POLEVSKOY DEGTARSK BISERT NIZHNIE SERGHI KRASNOUFIMSK NOVOURALSK NEVYANSK VERCH. TAGIL ARTEMOVSKY REZH IRBIT ALAPAEVSK KIROVGRAD ARTI VERCHNAYA PISHMA BERYOZOVSKIY ZARECHNIY TAVDA MALISHEVA REFTINSKIY SK VERCHNAYVVER AYY PPPISHMA ZOVSKBERYOZOZR IY NOVOURARR LSK VERCH. TATT GIL G RT NIZHNIE SERGHI ASBEST MALISHEVAVV REFTINSK KAMENSK- URALSKYKK BOGDANOVIC SUCHOY LOGY TALIZZA KRASR NOUFIMSK VYANSK RCHNAYR AYY ERVOURALSALPER BELOYARSKYKK ZARECHNA NIY SISERT ARAMIL RTT KAMISHLOV CH PPISHMA V BISER VGRAR DGRARR D NEVY ARAMIL KAMENSK-­ URALSKY BOGDANOVICH SISERT BELOYARSKY SUCHOY LOG KAMISHLOV PISHMA TALIZZA ASBEST PERVOURALS POLEVSKOY DEGTARSK BISERT NIZHNIE SERGHI KRASNOUFIMSK NOVOURALSK NEVYANSK VERCH. TAGIL ARTEMOVSKY REZH IRBIT ALAPAEVSK TURINSK KIROVGRAD ARTI VERCHNAYA PISHMA BERYOZOVSKIY ZARECHNIY TAVDA MALISHEVA REFTINSKIY SK VERCHNAYVVER AYY PPPISHMA ZOVSKBERYOZOZR IY NOVOURARR LSK VERCH. TATT GIL G RT NIZHNIE SERGHI ASBEST MALISHEVAVV REFTINSK KAMENSK- URALSKYKK BOGDANOVIC SUCHOY LOGY TALIZZA KRASR NOUFIMSK VYANSK RCHNAYR AYY ERVOURALSALPER BELOYARSKYKK ZARECHNA NIY SISERT ARAMIL RTT KAMISHLOV CH PPISHMA V BISER VGRAR DGRARR D NEVY SCALE 1:250000 0.5 1 2.5 km0 0.5 1 2.5 km SCALE 1:500000 1 2.5 5 km0 1 2.5 5 km SCALE 1:350000 0.5 1 2 3 km0 0.5 1 2 3 km SCALE 1:200000 0.5 1 2 km0 0.5 1 2 km SCALE 1:100000 200 500 1000 m0 200 500 1000 m SCALE 1:300000 0.5 1.5 3 km0 0.5 1.5 3 km SCALE 1:150000 0.25 0.5 1.5 km1.00 0.25 0.5 1.5 km1.0 SCALE 1:750000 1 2.5 7.5 km5.00 1 2.5 7.5 km5.0 SCALE 1:150000 0 2 5 10 km0 2 5 10 km SCALE 1:2500000 0 50 150 250 km0 50 150 250 km SCALE 1:1000000 2 5 10 km0 2 5 10 km SCALE 1:2000000 5 10 20 km0 5 10 20 km SCALE 1:2500000 5 10 25 km0 5 10 25 km Стратегический  проект  Екатеринбурга Агломерация  Екатеринбурга.   Город  -­  Регион  сегодня IIa 2012 Строящаяся  железная  дорога Илл.2.8  -­  Региональные  связи  и  городская  агломерация Население  городов: Более Более Менее Более Более Проект    Титановая  Долина Муниципальная  граница  Екатеринбурга 1.000.000 100.000 50.000 10.000 10.000 Железная  дорога Автомагистрали Новосибирск,  Центральная  Сибирь Арктический  коридор,  Порт  Сабетта Москва,  Волга,  Европа Уфа,  Казахстан M  5 P  354 P  242 P  352 P  351 Strategic  urban  project  of  Ekaterinburg Ekaterinburg agglomeration. City - Region Today Population  of  the  cities: More than More than Less than More than More than Titanium  Valley  Project Fig.2.8  -­  Regional  connectivity  and  cities  agglomeration Ekaterinburg municipality limitsRailways Railways under construction Highways Novosibirsk,  Central  Siberia Arctic  corridor,  Sabetta  Port Moscow, Volga, Europe Ufa,  Kazakhstan 41 SCALE 1:250000 0.5 1 2.5 km0 0.5 1 2.5 km SCALE 1:500000 1 2.5 5 km0 1 2.5 5 km SCALE 1:350000 0.5 1 2 3 km0 0.5 1 2 3 km SCALE 1:200000 0.5 1 2 km0 0.5 1 2 km SCALE 1:150000 0.25 0.5 1.5 km1.00 0.25 0.5 1.5 km1.0 SCALE 1:750000 1 2.5 7.5 km5.00 1 2.5 7.5 km5.0 SCALE 1:150000 0 2 5 10 km0 2 5 10 km SCALE 1:2500000 0 50 150 250 km0 50 150 250 km SCALE 1:2000000 5 10 20 km0 5 10 20 km SCALE 1:2500000 5 10 25 km0 5 10 25 km по  расчетам   сalculation  by Время  в  пути  на  машине  (в  минутах) Travel  times  by  car  (minutes) 2801.11.2015 © Pablo Acebillo | Summary Folio The outline planning of Sverdlovsk region has confirmed an increase of the agglom- eration role of Ekaterinburg City, until the creation of a single city, Great Ekaterinburg. The primary thesis of this Strategic Design is: For the Euro-Asiatic potential to be ful- filled, new geopolitical strategies are necessary. These strategies can be synthesized into one: The need for a strong urban capital, which, without changing any important political parameter, is able to configure itself as a repre- sentative urban area at Global level, reflecting its renewed economic, social and cultural potential. The second part of this thesis is that the city of Ekaterinburg is in possession of the right conditions to become the capital of Eurasia, provided that some other condi­tions are added. The 50 different proposals for the city to become a global hub include among others: the extension of the aiport with a capacity to 12 mill. PAX/y; the creation of a logistic area at the airport to operate 75’000 TM/y and 200’000 m2 of tertiary activity; the arrival of the high speed train from Moscow to Ekaterinburg an its connection to the city airport; the extension of several metro lines to serve new urban developments in the outskirts (Fig. 4); the deployment of a Light-Metro System at the Central Loop in the city center (Fig. 3, red line); several urban projects as the one at Bolshekonniy peninsula Area (Fig. 1) both to celebrate EXPO 2020 and to provide offices and apartments for citizens; the remodeling of the Mayakovskiy Central Park and the Iset Canal (Fig. 3); the creation of 8 street building - bridges on the Iset Canal with public activities to enhance the canal re- generation (Fig. 3); the consolidation of 3 traffic rings, i.e. a Central-, an Industrial- and a Metropolitan Ring, for the mobility improvement in the city (Fig. 5). 4. Proposed public transport system system 2. Regional analysis of Sverdlovsk Oblast region 3. Virtual day view of Central park and canal remodeling 5. Travel time from Airport (red dot) to elsewhere after project implementation1. Urban cluster at Bolshekonniy peninsula 0 00 150 km 500 m Travel time [min] 500 m Metro line Light metro of new generation Airport - city fast connection
  28. 28. Spatial- and transport development along the Hamburg-Athens corridor Chair of Spatial Development, ETH Zurich Location: Program: Project Year: Responsable: Organization: In collaboration with: Status: Eastern Europe Strategic Planning 2015-2018 Prof. Dr. Bernd Scholl Team project (3) ARL On going
  29. 29. 3001.11.2015 © Pablo Acebillo | Summary Folio Integrated spatial and transport development is one of the strategies to affect trade, economic and demographic performance in linear systems around the world. Howev- er, such development can be elaborated at different levels: from exploring the dynam- ics of transnational cooperation, across analyzing the extent of integration between spatial and transport policies within states along the corridor, to focusing on the role of stakeholders in supranational issues. The project is part of a European initiative on transnational cooperation in the domain of integrated spatial and transport development along the Hamburg-Athens corridor. As it is an on-going project, the initial phase aims at providing a scientific-based over- view on the mentioned corridor. For this purpouse, the multi-scalar perspective (i.e. global, regional, local) is used to analyse several indicators regarding trade, economy and demography. More precisely, trade, economic and demographic figures are ana- lyzed both in current states and forecast in the major countries along the corridor (Fig. 1, 2). A major part of the analysis is devoted to the network infrastructure in the analyzed region. Several critical infrastructures such as ports, railways, roads and pipelines are looked more closely (Fig. 4). Also the infrastructure investment plans in the region are tackled both from the EU side as well as from foreign interest parts. From the urban per- spective, a population analysis in the major metropolitan regions is conducted (Fig. 5). Several ‘hot-spots’, or major cities, are defined in which urban development potentials are feasible (Fig. 3). Such a thorough overview is believed to provide a better examination of the current situation in the region. Moreover, general recommendations for strengthening the role of local authorities in a complex process of transnational cooperation are briefly given. 4. Infrastructure analysis along Corridor 2. Modal split in freight transport along Corridor Serbia60 2.9 2.5 1.9 2.7 2.1 2.3 1.7 1.5 40 20 50 30 10 0 2015 2030 2050 2020 2035 2055 2025 2045 2040 2060 Populationin% Birth/woman Rail shareYoung (0-24) Labour (25-64) Old (65+) Total Fertility Rate Road share Austria Romania Corridor Slovakia Germany Czech Rep. EU Bulgaria FYROM Hungary Greece Cyprus 0% 10 20 30 6040 7050 80 90 100 1. Average demographic forecast for the Corridor countries 5. Population in Metropolitan Areas along Corridor in 2012 3. Budapest network analysis 0 0 5 km 300 km

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