DURANA Lot 3 - Winner

5/19/2018 DURANA Lot 3 - Winner

1/88

ATELIER ALBANIA . URBAN COMPETITION . LOT 3: DURRSDURANAS NEW HIGHWAY


2/882


3/883

SUMMARY

ALBANIAS DEMOGRAPHIC AND ECONOMIC MUTATIONS CONTEXTMETROPOLISATION. LITTORALISATION. MOUNTAINS DESERTIFICATION.

DURANA ISSUESTHE CORRIDOR AS METROPOLITAN DEVELOPMENT FRAMEWORK

A VIEW OF THE HIGHWAYFROM A HIDDEN ORDER TO URBAN RULES. LONG TERM REFORMS.

A VIEW FROM THE HIGHWAYTHE THREE MAGNETS STRATEGY. THREE PILOT PROJECTS

A NEW LANDSCAPE AND GRAPHIC IDENTITY FOR THE HIGHWAY AND ITS TERRITORY

INPUT # 1_ HISTORY AND ANALYSIS OF THE TIRANA-DURRS ROAD AND HIGHWAY

INPUT # 2_ CONCEPTUAL FRAMEWORK

INPUT # 3_ METHODOLOGY

PANELS


4/884


5/885

We propose to transform the highway fromDurana to Durrs into a showcase of Alba-nias new society and economy. This will be agradual process aiming to organise a modernand efcient infrastructure and to strengthenthe relations of the highway and its immedi-ate vicinity with the urban, agricultural andnatural environment behind it. This long termperspective will support economic and socialdevelopment along the Durana corridor onthe basis of urban industry, local agriculture,tourism and culture. It will also be backed upby the reorganisation of mobility on and aroundthe highway to provide safer and more efcientaccessibility between the major cities (Tirana,Durrs), villages, settlements, and most attrac-tive spots (Durrs beaches, the lakes, the rural

countryside...).In the short term, we propose to developTHREE MAGNETS, three pilot projects thatwill rapidly initiate visible and effective trans-formation of the highway from the public spacearound it, establish better relations betweenboth sides of the highway, install a new land-scape on key points where the highway andthe territory behind it meet to stimulate sociallife, interaction and exchange between localresidents and visitors. These three projectswill only require reasonably limited investmentbut they will be socially and culturally hyper-efcient. The DURRS GATE will provide

a multi-usage parking space where people

can stop and commute to shared bicycles foran attractive ride to the Durrs beaches orthe nearby lakes, using dedicated cycling ortrekking paths. A pilot development for lightindustries (such as fashion and creative start-ups) can also be attached to the Durrs Gate.The RURAL COMMUNITY CENTRE betweenFllak and Maliq Mua will provide a vast eldenclosed by a square of high trees wheresocial and economic events such as a ruralfair can take place. A smaller enclosure sur-rounded by an arcade will house a permanentmarket place where local farmers can show-case, trade an sell their production to residentsor visitors. The RIVER NODE between Sukthand Shijak will provide an upgraded bus in-terchange station where people can commute

from the express regional bus line to localroutes connecting to the surrounding villagesand settlements. It will be the starting point ofa pedestrian and cycling promenade along theErzen River, linking all attractive points of thearea (King Zogs Villa, Shijak mosque, centresof villages, local schools...), punctuated by aseries of attractive view point on the surround-ing territory.

DURANAS NEW HIGHWAY

DURRS GATE. RURAL COMMUNITY CENTRE. RIVER NODE.


6/886

THE 3 MAGNETS STRATEGY

TERRITORIAL VISION

3 PILOT PROJECTS

DURRES GATE


7/887

RURAL COMMUNITY CENTRE RIVER NODE


8/888

SITE 1DURANA

SITE 2RIVIERA

TIRANA

DRRES

SARANDA

VLORA


9/889

Albania has known since the beginning of the 90s, political, demographicaland economical mutations, which modied the structures of the country.Two phenomenon plus an implicit third one are particularly interestingfor the competition and the territories in questioned.First of all, after a long period of politic regulations, the metropolisationis occurring very fast. Tirana and Durrs developed particularly duringthe last twenty years and nowadays they form a more or less continuousconurbation of urbanization and economic development.The littoral appears to be a very appealing environment for population

leaving the mountainous hinterland.The third demographic and economic fact which we feel less concernedabout in the present competition concerns the mountainous regions,which represent more than 60% of the national territory.The end of the communist period match with the end of very hard politicsof territorial occupation. The liberalization of the politic and economiclife brought heavy mutations. If the rural-urban migration is a commondemographic fact, it appeared in Albania with impressive proportionsand took a radical form.

The competitions ran by the government and Atelier Albania areanchored in this precise context of huge changes in the life of Albaniancitizen and Albanian economy: a massive rural-urban migration, thepossibility to live on the coast or in the largest cities, the appearance of

metropolisation facts, the development of new economyic sectors, theforeign investment The aim of such competitions is, by developing public space andstructuring the urban development, to maintain and develop suchmutations in a virtuous way: better places to live in, strengthen theeconomic changes by efcient public spaces and infrastructures,regulate the territory after a period of laisser-faire, approachingEuropean standards, and facilitate the economic growth

The rst competition, taking place in Vlora (the second city in the country)allowed to cross a certain body of issues and problematic concerningthe space and the Albanian society: promoting the landscape and theurban waterfront for touristic purpose, regulating the urban expansion,afrm strong public structures and public equipment for tourists andpeoples, deal with the lack of possible investmentsThe two current competitions are in the same manner inscribed in themost attractive places of the state, with the highest migration, and themost potentiality of economic growth.The rst site concerns the Tirana-Durrs conurbation. The majority ofthe urban population is nowadays living in this area. The economicgrowth and the development of a new economy of services arechanging radically the structure of the territory. The economic corridorwhich developed between the two cities, changing villages into stepsof a whole urbanized and metropolitan area, has to become the spatialstructure of the coming Durana metropolis.The second site, less developed today, except Vlora, offers largepotentials of touristic development thanks to exceptional natural

amenities. How to develop the touristic infrastructure (roads, hotel,tourist village, beaches and coastal layout) without affecting the naturalqualities (resource)? Each site along the Riviera questions a possiblearticulation of preservation and development.

ALBANIAS DEMOGRAPHIC ANDECONOMIC MUTATIONS CONTEXTMETROPOLISATION. LITTORALISATION.

MOUNTAIN DESERTIFICATION


10/8810

DURRS

PORT

ADRIATIC SEA

HILLS

VALLEY

HILLS

RIVER


11/8811

TIRANA

SKANDERBEGSQUARE (CITYCENTRE)

AIRPORT

HILLS

DURANA ISSUES :THE CORRIDOR AS A METROPOLITANDEVELOPMENT FRAMEWORK

The rapid growth of both Durrs and Tirana has led to a new form ofcontinuity between the two cities. Villages that used to be base on ruraleconomy are now part of the largest conurbation of Albania.The massive arrival of new inhabitants change profundly the urbanlandscape and the image of the city. The city has known three mainchanges in its form :VERTICALISATION : there is more and more high buildings in Tirana,so more and more people can live close to the economic centre of thecountrySPRAWL : the urban expansion went so far that the urban area hasmore than doubled in the last twenty years. The most fertile lands of

Albania are nowadays replaced by housing and small industries. There

is a need to invent nex forms of coproduction between productivelandscape and needs new economies.RIBBON EXPANSION: The urbanisation has been effective essentiallyalong the road infrastructure. The latest urbanised areas areconcentrated along the road between Durrs and Tirana, but also alongthe river, and along the coast.

The form of the metropolisation of Durana let us think that we canenvisage the road as a strong gure to structure the development ofthe next years. New economies are already taking advantage of thissituation. We could imagine a virtuous interdepency between the twocities, in terms of economy and lifestyles. Durrs could become a moreleisure oriented city while Tirana could become more specic in theurban services and economy.

The road is also crossing various natural amenities that could bebrought in the metropolitan mutations. What could be the role ofthe river devlopments, of the surrounding mountains and hills in themetropolisation of the territory ? Can we imagine new types of residentialclusters along the river and on the hill : close to nature with efcientaccessibility to economic centre ?Can we alos imagine the road as a gigantic infrastructural freight devicearea between the port and the airpot, avoiding the fright trafc to transitby the centre of Tirana and offering a new efciency for production ?

We believe that a new layout for the road area could have very strongimpacts on the further developments, that we could invent new kinds ofcontemporary lifestyles, all connected by the infrastructural axis formedby the road and the train linking both cities.

It appears for us that the more urgent issues concerns the suburbanareas of both cities. That is why we would like to work on lot 1 or 3, letTirana and Durrs areas.


12/8812


13/8813

A VIEW OF THE HIGHWAYFROM A HIDDEN ORDER TO URBANRULES. LONG TERM REFORMS.

In the history of human settlements and urbanisation pro-cesses, the road has always been a major vector for civilisa-tion and culture. From the Roman roads to contemporaryhighways, roads are symptoms and symbols of our societ-ies, our economies and their mutations.The highway between Tirana and Durrs witnesses therecent changes in the Albanian society. Rural populationsfrom the mountains ressettled along the main roads where

economic opportunities areHundreds of gas stations, motels and roadside dinners haveourished along the Albanian roads. Spontaneous illegalurbanisation has sprawled accross the territories adjacentto to the main roads. Economic activities including industry,education and services has also developed in direct con-nexion to the roads.The Durana corridor has become a showcase of Albaniasnew societys dynamics. It looks like a chaotic landscapeand it is perceived as a negative factor for the image ofmodern Albania. Yet we believe that behind this chaoticlandscape lies a hidden order that needs to be revealed tobuilt a positive image of Durana, which will in turn contributeto the construction of the new image of Albania as a whole.

This hidden order lies in the close connection between theeconomy of the highway and the economy of the territoryon both sides of it, according to three sequences : a naturalsequence where the highway crosses the Erzen River, arural sequence through the agricultural plain, and an urbansequence once the highway enters the city of Durrs.Regarding the highway itself, a series of crucial issuesneeds to nd solutions:- trafc regulation and safety for the drivers and pedestriancrossing the highway.- inefcient extra-urban public transport conditions.- physical, social and economic division between neighbour-ing villages and settlements separated by the road.- a disbalanced landscape and panorama between the cha-otic foreground and the beautiful mountains and hills in thedistant background.

Action on the highway must not be limited to infrastructure. Itshould seek to establish new relations between the highwayand the cities, villages, settlements, rural territory and natu-ral countryside behind it. The road should not only be a vec-tor of economic development along its own sides. It shouldinitiate social and economic dynamics at a territorial scale.In the long term, the undergoing land reform will make ef-cient planning and urbanism possible at large scale. But thenecessary reforms will not happen overnight and will taketime to bear visible effects. In he meantime, certain solutionscould be gradually implemented to make the situation better

and initiate in depth transformation of the territory.One thing that can be done is to reorganise public transportand mobility at a lerger scale to help solving the problemsof the highway itself. We think that the relocation of the sub-

urban public transportation from the highway to the second-ary road can help to clarify the status of a clear highway forlong distance travel and inter-urban (Tirane-Durrs) publictransportation. Such reorganisation can rapidly improvethe development of urban spaces and micro-centralities inareas that are presently not connected. Rerouting the sub-urban public transport through theses areas will offer themnew opportunities. Futhermore, the development of such

micro-centralities along secondary roads, at a reasonabledistance from the highway but still in close connection to it,can help initiating a redevelopment process along the 50 mlegally unbuilbale corridor on both sides of the highway, andsupport the creation of a new attractive landscape along thenational road.The territorial vision that we propose as long term frameworkfor action on the Durrs part of the highway relies on a sys-tem of bus lines connecting the existing villages and settle-ments on secondary roads. This will allows to organise thepresently chaotic urban development on the parallel roads.This will also solve the problem of illegal bus stops as wellas safety issues due to illegal bus stops, and reduce danger-ous crossings of the highway by increasing the intensity and

possible connections between the villages and settlements.We also propose a network of bicycle and trekking pathsfrom key nodes along the highway, where parkings will beprovided, to the seaside and the hills. Appart from providingattractive routes to reach attractive destinatons, the objec-tive of this network is also to reduce car trafc inside thecity of Durrs, encourage alternative mobility (electric cars,bicycles...) and develop the urban fabric in the backgroundof the city where locals, visitors and tourists could nd res -taurants, kiosks and shops along the paths in the future.If all the above mentionned issues require long term visionand actions that will take time before they become fullyoperative and deeply effective, they can nonetheless beaddressed from now on through the public transport strategyand become the framwork for short term actions and pilotprojects implementation, with direct and immediate positiveeffects on social and cultural dynamics.


14/8814

TERRITORIAL VISION


15/8815


16/8816

Local bus lines and sops

iner-regional express lines

bicycle pahs

Durres

Xhafzoaj

Rreh

Vrinas

Rural Cenre

Durres gae

o Lushnh

MOBILITY AND PUBLIC TRANSPORTSSTRATEGY


17/8817

Sukh i Ri

Shijak

o Tirana

eurove

lo

8

pro

jec

t

o Tirana

local bus sop

renal bicycle poin

Durres gae

Main hubs

iner-regional express bus sop

alernaive ranspor poins

bike axi

car charing

segway

local bus sop

renal bicycle poin

Muli-modal parking


18/8818

One day rip of Mr. Agani ( Tirana residen visiing his broher in Shijak )

Sukh i Ri Main HubTirana

express bus on highway

Shijak

After Sukth Main Hub, the same bus takesthe itinerary of local bus with less stops.

After visiting his brotherstakes a rental bicycle.

Mr. Agani takes an expressbus for Sukth Main Hub.

biexpress bus on local iinerary

Weekend of Mr & MS SAVA ( Tirana residens coming for week-ends excursion )

Tirana

He parks his car and takes rental bicycle

with his wife to see the lake and the coast.

After swimming, they take a local

bus to Durres Main Hub.

Mr Sava drives on highwayfrom Tirana.

Durres Gae Souh Coas

local bus

Du

Ne

for

drive on highway bicycle pah

Business rip of Mr. Rocci ( Ialian business man visiing RRC )

Durres Por Vrinas ranMr. Rocci takes a local busfrom the Durres Port.

He visits Shen Vlash Churchbefore taking a bike taxi.

bike axi

Rural Cenre

He visits RCC and takes rentalsegway to see the farms around.

visiing farms by segway

He tbac

local bus

EFFICENT AND ATTRACTIVE MOBILITY


19/8819

Sukh i Ri Main Hub

house, he

ycle pah

Rental bicycle point is just next to thebus stop for Tirana.

express bus on highway

drive on highway

rres Main Hub

t day they take rental bicycle

Durres gate.

They take their

car for Tirana.

Durres Gae

bicycle pah

local bus o Ialy

Durres Por

Mr. Rocci takes aferry for Italy.

spor poin

kes a local bus to goto the Durres Port.

Iinerary

Sukh

Shijak

Before, I had o ge off a buson a highway and wai for mybroher coming o pick me up.I was a long rip... Today I cancome o his place direcly fromTirana.

I was good idea o go ohe coas by bicycle andavoid a heavy rafic jam. Wediscovered many atracivepoins on he way.

Iinerary

DurresGae

DurresMainHub

Souh coas

Thanks o alernaive ranspors,I could visi efficienly Rural

Cenre and farms around. Icould also manage o see abeauiful church in Vrinasdespie my igh schedule.

Vrinas

Rural Cenre

Durrespor

Itinerary


20/8820


21/8821

A VIEW FROM THE HIGHWAYTHE THREE MAGNETS STRATEGY. THREEPILOT PROJECTS

In the short term, it does not seem realistic to envision a totaltransformation of the highway between Sukth and Durrs.What is important is to stimulate social an economic interac-

tion through public space, as a means to engage a newdeal between people and their territory.By acting on a limited series of carefully selected spots, itbecomes possible to light up the whole stretch of highwayand surroundng territory between Sukth and Durrs.These actions can be undertaken and implemented veryrapidly to initiate visible and effective transformation of thehighway from the public space around it. The three pilot proj-ects that we are proposing will not require massive invest-ment, but they will will socially and culturally hyper efcient.We chose three sites where transformations can be imple-mented without the prerequisite of massive demolition orrelocation of existing constructions and activities. On thecontrary, we chose the three pilot projects sites according to

thre factors:- the potential of existing elements from the geography(river, seaside, countryside), from infrastructure (side roads,bridges, connections), urban and rural economy economy(city centre, villages, farms...).- the presence of structuring elements of social infrastructureand interaction, even at a micro-scale (a bus stop can havethe same importance as a highschool or a college in thecreation of an attractive environment along the highway).- the availability of unoccupied land that can easily be trans-formed to create a new landscape that will be visible bothfrom the highway itself and from the territory around it.These are three sites where the highway and the territory

behind it have maximum interaction. Therefore the projectsthat we propose to initiate will have immediate and lastingeffect on the transformation of the highways landscape and

will have the capacity to develop in time for deeper transfor-mation and development processes.By their strategic position and codependency, the three pilotprojects will install strong public gures acting at territorialscale to organise natural amenities, villages and settle-ments, rural areas, central and attractive places, touristicspots... in an integrated network.


22/8822

3 MAGNETS / 3 PILOT PROJECTS

DURRES GATE RURAL COMMUNITY C

The Durrs Gate pilot project is at-tached to an existing highway access.It aims at redening the entrance tothe city from the highway and fromTirana. It also aims at providing anattractive destination where peoplecan leave their car and commute toalternative transport modes, hence

relieving the city centre and the lastsequenceof the highway from heavycar trafcon xeekends and holidays.

A multi-usage parking structureprovides shared bicycles and sharedelectric cars services. The structurecan also be used for special eventsan d occasions (parties, celebrations,gatherings, cultural fairs...).Cycling and trekking routes con-verge towards the parking from thesurrounding touristic spots (DurrsBeach, the lakes, the hills). Theseroutes will encourage and supporteconomic development in the pe-riphery of Durrs: a light and exibleeconomy linked with tourism and

leisure (kiosks, cafs, small outdoorrestaurants, arts and crafts, souvenirs,local products...). The trekking andcycling paths will also support the re-vitalisation of the landscape and localvellages or settlements urban fabricon the hilly prt of the city.

The Rural Community Centre pilotproject is located at the intersec-tion of the highway with a existingcrossing road. It consists of a vastopen space, delimited by a squareof high trees, where the ruralculture of the valley can be dis-played, showcased and promoted.

It provides a very visible faade ofthe agricultural hinterland along thehighway.The area around the site isdedicated to agriculture andshould therefore be preservedfrom urbanisation. Regulationsagainst illegal construction shouldbe drastic in suche areas. Clearlimits between agricultural land andurban development should be setand enforced.Within the open square, anothersmaller square is developed toreceive an intense program relatedto agriculture and rural culture. Themain feature of this program is a


23/8823

NTRE RIVER NODE

market place surrounded by a con-tinuous arcade. Covered spacesaround the market and arcade willbe used for an agricultural cooper-ative program, an agriculture cen-tre and showroom, and a culturalcentre with artists residence.The Rural Community Centre pilot

project could act as an experimentand test bed program that couldthen be exported to other locationsin Albania. We see it as a forum,a functional square where allkindsof people could meet at differenthours of their day for work, formeeting each other, for relaxation...in tune with the medditerraneanwarm climate, outdoor cultureand social way of life. The squareitself can be used for an open airmarket, agriculture fairs or specialsocial events and gatherings. Itwould be a place where urban and-rural cultures meet an blend.

The River Node pilot project is locatedat the crossing of the highway andErzen River. It connects three mainelements: the existing bus station, thatwill be redeveloped into an inter-citiesbus interchage node; the existing trainstation that could be developed toreceive a fast tramway line between Ti-

rana and Durrs in the future; and theErzen River sides which we propose todevelop as a natural park and naturereserve.The existing bus interchange station isdeveloped by creating a wider bridgethat will provide maximum intercon-nectivity between all places of interestin the area. A pedestrian and cyclingpromenade is developed along theriver as a backbone to the naturalpark. The promenade is punctuated bya series of intersting spots such as theKing Zogs Villa, the Shijak Mosque,local schools, the centres of existingvillages and settlements, nearby farmsand vineyards... were smaller public

spaces can be developed and benetfrom open views on the valley and sur-rounding territory.This project is about the meeting ofthe metropolitan culture of Durana withnature. It provides simple recreationactivities in direct connection to naturethat will bring people together in a

much more efcient way than a bigand costly infrastructure would.It is also about re- and co- integrationof the existing settlements which sharea common history of coexistence.The River Node pilot project is meantto initiate and support regenerationprocesses within the settlements of thearea. Firstly by bringing regional andnational public transport (bus and fasttram) closer to their centres. Secondlyby introducing simple local publicspaces (mini-squares, small publicesplanades, pocket gardens...) whereoutdoor cultural and social activitiescould take place, all linked to the riverby a network of green connectors.


24/8824

DURRES GATE


25/8825


26/8826

DURRES GATE

plan of acions

3

4

1

1

1

2

2

2

2

2

2


27/8827

EASY CROSSINGS / STRONG CONNECTIONS

Exising bridges (enlarged and redesigned).New bridge.Parrallel palm rees park.

NEW PUBLIC SPACESServices Plaforms : elongaed public spaces wih playgrounds, cafe, promenadewhere public faciliies are adressed (school, hospial or healhcare services,communiy cenre, pos offices...).New possible urban developpmen.

CREATIVE URBAN INDUSTRIAL PARKNew indusry and showroom area: a place dedicaed o creaive and fashionindusries.Pre-srucure of rees defining he maximum los for furher developmen

opporuniies.Indusrial showroom.

MULTI-USAGE MULTI-MODAL PARKINGPublic parking wih shared bicycles and elecric cars.Bus lines.Bus sops.Bicycle pahs and rekking roues.

1

2

3

4


28/8828

1. EASY CROSSINGS / STRONG CONNECTIONS

DURRES GATE

New pedestrian and bicyclebridge

Palm treees park


29/8829

New bridge

Palm ree park along he road


30/8830

2. NEW PUBLIC SPACES

DURRES GATE

Plaform services


31/8831

Exising faciliies conneced New faciliies could be developped


32/8832

3.CREATIVE URBAN INDUSTRIAL PARK

DURRES GATE


33/8833

The firs phase of he wharehouses area


34/8834

DURRES GATE

4. MULTI - USAGE MULTI - MODAL PARKING

Mulimodal hubwih a marke,spors faciliies,culural cenre,parking, bicyclerenal poin ec...


35/8835

high

way

durres city center

tira

na

urbanpath for city center

riverpath for coast l l

24h

residential

turgut ozal college

l

l l l

l i l i

i i i

i i24h

i

i li i

l l ili icultural centre

sports facility

wifi caf

convinience store

tourist information

nursery

parking, car sharing point

rental bicycle point

New graphic designsMulimodal hub building

3/4

1/4

sequences ofbicycle pahs


36/8836

RURAL COMMUNITY CENTRE


37/8837


38/8838


1111

11

2

3


39/8839

EASY ACCESS / HIGH VISIBILITY

New exit and entrance on the highway.Access to Rural Community Centre.

COOPERATIVE SPACE AS COMMUNITY CENTREMain building with several activities: conference centre, market,agricultural cooperative ofce, artist residence, rural educationalfacility (biodynamic and permaculture classes), artistsresidence, ofces, hall for temporary events (art triennale,cinema, meetings...).Tourist residences.Parking.Renewed water system with trees.Botanical garden.

Agricultural elds.Possible train station.

INCREASED VALUE OF THE LANDSCAPEPreserved agricultural land.

Aligned trees in the landscape.

MADE IN DURANACafs and restaurants in Tirana and Drres where RCCproducts are sold and served.

11

2

3

4


40/8840

1. EASY ACCESS / HIGH VISIBILITY



41/8841

View of he RCC from he highway

Connexion o he highway (Rural Cenre is direcly accessible from he highway)


42/8842

2. COOPERATIVE SPACE AS COMMUNITY CENTRE



43/8843

Rural Cenre (view from he arcade pah o he paio)


44/8844

3. INCREASED VALUE OF THE LANDSCAPE


Trees planed along a drain


45/8845

Rural Cenre in he middle of agriculural fields


46/8846

3. MADE IN DURANA



47/8847

tirana

durresdurrana organic

farm complexlearning center for professionals

co-op for locals

organic caf

durrana

organic caf

durrana

education

branding

community empowerment

organic caf durrana

tourisme farm stay alternative (air-Bnb?)

www.

events durrana art triennale

30 min

5 min

DURR A

N

ORGAN

IC

DU

RR A

NA

ORGAN

IC

DURR A

N

ORGAN

IC

A

A

Wih he opporuniy of he freeway, fresh vegeables and fruis can be fasly

delivered in Tirana or Durres

DURRS PRODUKTET


48/8848

RIVER NODE


49/8849


50/8850

RIVER NODE

2

2

2

1

1

1

1

22


51/8851

2

2

2

1

1

SUKTH I RI TRANSPORT HUB AND STATIONNew train station beside the football eld.New bus station.

Existing bridge enlarged and redesigned.New bus station.

SUKTH I RI - SHIJAK PARKProgrammed park and nature reserve.New network of bicycle and pedestrian paths.

ERZEN RIVER PARKProtected river and landscape.Cultural areas.Outdoor and sports facilities.

1

2

3

3

3


52/8852

RIVER NODE

1. SUKTH I RI TRANSPORT HUB

Exising pedesrian bridge exended

New caf for passengers and bus drivers

New ground


53/8853

Train saion beside he fooball field


54/8854

RIVER NODE

2. SHIJAK MOSQUE ESPLANADE


55/8855

Public spaces in fron of exising buildings


56/8856

RIVER NODE

3. SHIJAK PARK OPEN AIR CINEMA

Open air cinema


57/8857

4. ERZEN RIVER BEACH

River atracion


58/8858


59/8859

A NEW LANDSCAPE AND GRAPHICIDENTITY FOR THE HIGHWAY ANDITS TERRITORY


60/8860

GRAPHIC IDENTITY / BRANDING DURANA

DURRS PRODUKTET

3/4

1/4

Branding for he RCC producs

Differen grounds for he plaform services

Type 01

Type 02 furniures


61/8861

LAKE 6KM XHAMIA 4KM

LAKE6KM

XHAMIA4KM

DURRS 8KM

DURRS 8KM

QENDRA RURAL

SH2

QENDRA RURAL

SH2

QENDRA RURAL

SH2

SH2

QENDRA RURAL

500m 35

Differen kind of signals

For bicycle pahs

For bicycle and ped bridge

For highway exi


62/8862


63/8863

INPUT # 1_HISTORY AND ANALYSIS OF

THE TIRANA-DURRS ROAD AND

HIGHWAY

THE STORY OF THE VIA EGNATIA. DURRESI AS AHISTORIC GATE TO EUROPE FROM THE WEST-EASTCORRIDORThe Via Egnatia was a road constructed by the Romans inthe 2nd century BC. It crossed the Roman provinces of Illyri-cum, Macedonia, and Thrace, running through territory that

is now part of modern Albania, the Republic of Macedonia,Greece, and European Turkey.Starting at Dyrrachium (Durrs) on the Adriatic Sea, theroad followed a difcult route along the river Genusus

(Shkumbin), over the Candaviae (Jablanica) mountains andthence to the highlands around Lake Ohrid. It then turnedSouth, following several high mountain passes to reach thenorthern coastline of the Aegean Sea at Thessalonica. Fromthere it ran through Thrace to the city of Byzantium (laterConstantinople, now Istanbul). It covered a total distance ofabout 1,120 km (696 miles / 746 Roman miles). Like othermajor Roman roads, it was about six metres (19.6 ft) wide,paved with large polygonal stone slabs or covered with ahard layer of sand.

The Via Egnatia was constructed in order to link a chainof Roman colonies stretching from the Adriatic Sea to theBosphorus. The route, thus gave the colonies of the south-ern Balkans a direct connection to Rome. It was also a vitallink to Roman territories further to the east; until a morenortherly route across Illyria was opened under Augustusit was Romes main link with her empire in the easternMediterranean. It was repaired and expanded several timesbut experienced lengthy periods of neglect due to Romescivil wars. n later years, the Via Egnatia was revived as akey road of the Byzantine Empire; Procopius records repairsmade by the Byzantine emperor Justinian I during the 6thcentury, though even then the dilapidated road was said tobe virtually unusable during wet weather. Almost all Byzan-tine overland trade with western Europe traveled along theVia Egnatia.

THE STORY OF THE TIRANA DURRS HIGHWAYTirana was proclaimed capital city of Albania on 11 February1920 by National Congress held in Lushnja, mainly becauseof the geographic strategic position in the center of Albaniaterritory. In that period Tirana was a so called big villagesettlement and still had to face many challenges to becomerepresentative of Albania as a decent European capital.Durrs street was build under an emergency urban plan in1922-1923, as a new connection of Tirana with Durrs in theWest orientation and with the Regions of North Albania. This

new urban opening in the existing structure appeared in thattime like the Haussman boulevards openings under forcedexpropriations in Paris. The dimension of the road was 20 mwide and it streched 1 kilometre from the city center.

It was extended a couple of years later toward Durrs,passing near the existing villages and tting its route to

the existing hilly morphology. Therefore the road was not astraight line towards Durrs. The rst 15 kilometres of the

road (up to the city of Vora) were quite straight along a plainterrain and thats the reason why today the highway in this

segment (lot 1) follows the same trace. The other kilome-ters of the road up to Durrs were in majority curved alongthe perimeters of the hills (lot 2 & 3). The length of the roadwas a total of 42 kilometres with a section of 7 m. and twodedicated lanes.Today the highway in the segment after Vora is not anymoreon the same trace as the old road, which actually serves asconnector between existing settlements along the way. Theroad was conceived according to the geometry and technicalsolutions of a 60km/h limited trfc. In that period the trafc

was very limited and mostly reserved to institutional cars.During the Second World War it was also used for militarytrucks convoys. The private cars were quite limited andthe trafc was quite inexistent. The same history continued

even after the liberation of Albania in the Communist Period,when the private cars were forbidden and trafc was mostly

occupied by institutional cars, public transportation vehicles(buses) and state enterprises trucks. The connection of thevillages with each other and both cities (Tirana and Dur-rs) were established by regional bus lines, using the sameNational Road.

After the 1990s, with the establishment of the democraticsystem, private property in Albania was recognized as ahuman right and everyone could potentially have a personalcar and own private land. The abrupt and acute changestriggered immigration of many families from the very poorvillages of Albania, who built illegal homes which quicklybecame huge settlements with hundreds and thousands ofinhabitants. The government was unable to deal with thisphenomenon which caused increasing social and urbanproblems to the region of Tirana and Durrs, and especiallyto their peripheries.The same phenomenon occurred in the territory betweenthe two cities, with the people coming from other regionsof Albania and with autochthones who build their houseswithout institutional permissions, amplifying the urban chaos.The step by step improvement of economy from a longestablished poverty to a gradual economic progress, wasaccompanied by a progressive growth of the private car andconsequence of expansive trafc disorders. In the begin-ning of the years 2000, the necessity of a new Tirana-Durrs

highway became a reality. Its length was cut down from 42km to 32 km and travelling time was reduced from 1 hour(60 km/h) to 25 minutes (90 km/h). The rst kilometres of the

new highway were following the same trace as the existing


64/8864

road up to Vora, while the other part was straightened,going through the valleys surrounded by a hilly and sloppyterrain. The nearest kilometers to Tirana city (Lot 1) wereoccupied by the construction of service buildings, parallelto both sides of the highway, with light industry (Coca Cola,etc) and especially showrooms. It was seen by these busi-nesses as the best way to expose the name of their compa-nies and the best location in terms of infrastructure, close tothe capital city and directly connected to the main nationalinfrastructure.The high pressure of these companies requests to bepermitted to develop their activities in this location found thePlanning Institutions unprepared to organise such economicand urban transformations and it was decided to solve thequestion through practical regulations. The business couldntbe build nearer than 25 m from the highway axis, which

clearly appears today in the geometry of the highway itselfand in its landscape. This part of the highway represents adistinguishable spatial corridor (aprox. 50 m wide) formed

by 2 to 4 storeys buildings, aligned parallel to the highwayaxis. The construction line criteria was practically meant tofuture enlargement of the highway and service roads for thebuildings along them, but it doesnt help the organisation offuture developments behind the rt row of buildings.

Later on, business needed to develop logistic support fromthe service roads and secondary-parallel roads were builton both sides of the highway. Presently, the secondaryroads are constructed up to Vora for the North secondaryroad and up to the airport crossroad for the South one (Lot1 and half of Lot 2). The other part of the highway from Vorato Durrs doesnt have the same characteristics because itdid not have to face the same demand from the businessesdevelopment. Ultimately, in the last 5 years, we can observe

a tendency to expand the model of Tirana entrance evenfor this segment (part of Lot 2 and Lot 3) of the road and es-pecially near Durrs with the development of 2 to 4 storeysservice buildings.

PRESENT ISSUES OF THE TIRANA DURRS HIGHWAYThe construction of the highway facilitated the connectionof Albanias two major cities. But in time, many problemsproblems and crucial issues have appeared:The lack of security and normal driving conditions

The actual driving security in the highway is vulnerablemainly because of illegal and uncontrolled stops of the inter-urban buses. These buses illegally stop along the highwaytrajectory and often cause tragic accidents. The problem isnot only how to punish the bus drivers, who stop illegally, butfurthermore to understand why they stop. And this is the keyissue to be resolved as soon as possible to foresee sustain-able solutions. Going further to understand, why they reallystop, we observe, that there is no existing public regionaltransportation and people of the settlements along the high-way try to get casual travelling opportunities.So instead of curating consequence, we should stronglywork on solving the causes of the problem.The difculty for the public extra-urban transport

In the past the so called national road of low speed, andrare trafc, facilitated all the typology of public transportation,

interurban and regional, all in one. The acute changes found

unprepared the complex urban transportation system andit function spontaneously. The urban and interurban publictransportation functions almost well. What is not functioningwell is the regional public transportation, which is a real and

sensible obstacle for the people, who lives in the settlementsalong the highway Tirana-Durrs. They should necessarilyhave a personal car to survive, because otherwise they aretotally disconnected from the other neighbor settlements,Tirana, Durrs and other cities. So, it is needed a globalintegrative thinking about the interurban and regional publictransportation.The physical, social and economic division of neigh-

bouring villages and settlements

The highway already separates the natural connectionbetween naighbouring settlements, which used to coexistand interact very strongly, on physical, social, and economiclevels. There are some existing connections, but they arenot enough. Many of these connections are only bridgesover highway for pedestrians. To go from e settlement tothe other by car, the people in most cases have to enterto the highway, nd the rst possible exit to go to the other

side and then continue for some more kilometers to nd the

neighbouring village they want to reach. Its a total waste of

time, resulting in long distance travels and daily costs. So,in many cases though its seem ridiculous, you can even seeeven cows over the pedestrian bridges (cows climb stairs)as the unique way for the animal to pass from one side toanother with its owner.Disbalance of the landscape and perception between

the chaotic foreground and the beautiful and attractive

panorama of mountains and hills in the background,

that accompanies all highway driving view.

The Albanian panorama is generally picturesque and it isthe same even with the Durana driving experience. In everylocation of driving trajectory you are, you nd the wonderful

view of the hills and mountains (in the East direction). Theproblem with the view, during the driving experience in Du-

rana highway, is the rst view plan, which is occupied oftenby chaotic urban development and gives bad impression tothe driver, eclipsing the beautiful distant panorama. It is as ifyou were focusing your camera on an extraordinary pictureand suddenly your picture is unfocused by a person whopasses by. There are locations along the highway, like theentrance of Tirana, which concentrate the rst view plan over

compact commercial and industrial buildings generally witha good architecture. Meanwhile, the government is imple-menting a planting plan for the both sides of the highway tillMother Thereza airport and this will improve sensibly therst view plan of this highway segment (Lot 1). The other

part of the highway (Lot 2 and 3) needs proper interventionsto improve this important issue. In both these lots of thehighway, as above explained, the construction near the high-way are not as compact as in lot 1 and the developmentsseem to be more chaotic. There are even some existingsettlements like Marikaj, Gerdeci, Sukthi i Ri, Maminasi, Shi-

jaku, etc in these lots, that do not present a good looking fa-ade from the highway because of the badly planned urbanensembles, poor architecture, poor construction materials,etc. Special attention should be paid to these bad picturesof the driving experience in the Durana highway.The perspective of the highway itself and the territory it runsthrough should simultaneously address the above men-tioned issues in order to stabilize a sustainable future forDURANA.


65/8865

INPUT # 2_CONCEPTUAL FRAMEWORK


66/8866

Robert Venturi & Denise Scott Brown .Learning from Las Vegas

Ed Ruscha . Standard Station

Kevin Lynch . The image of the City . Theview from the road

Reyner Banham . Los Angeles . ReynerBanham loves L.A.


67/8867

Cedric Price . Potteries Thinkbelt . 1960

Cedric Price . MAGNET . 1960

The Potteries Thinkbelt project, developped in the early 60s is a project on a newkind of university. This project was quite innovative at the time and still relevanttoday because it was mixing contemporary issues such as mobility, education andredevelopment of desindustrialized areas. The solution proposed by Cedric Priceconsisted in a mobile university with exible and temporary buildings using the existingrailroads let by the former industries, capable of evoluting according to the needs ofthe future. This reference is very accurate for the call for urban concepts because theproject deals with developments and educational sectors, infrastructure through an

evolutive and implementable strategy.


68/8868

Orchard road . SingapourBus Rapid Transit system . CuritibaMoscow sisters - iconsLaddersKevin Lynch


69/8869

lAUC . Bordeaux 50.000 . 2011Airport stripCity and infrastructureNetwork and polaritiesLiving close to nature


70/8870

Bruce Mau . Know Canada

Richard The . Omnivision Richard The . The parasite


71/8871

Jean Widmer . Centre GeorgesPompidou

Maxwan . 50 Bridges for Leidsche Rijn .1998

Each of the 50 bridges is unique but because they are all made of the same materialsand offering the best ows and curves for the users, they give a strong identity tothe residential neighbourhood. We can imagine such type of bridges or other urbanfurnitures along the public spaces.


72/8872


73/8873

METHODOLOGYINTERATIVE LOOPS


74/8874

FROM HIDDEN ORDER TO URBAN RULES

PROSPECTIVE THEMES

ITERATIVE LOOP


75/8875

THEORETICAL BACKGROUND

A VIEW FROM THE ROAD A VIEW OF THE ROAD

MKT STA PKG

DRG RVNRCC

3 PILOT PROJECT

DRG RVNRCC


76/8876

METHODOLOGYITERATIVE LOOP

CONCEPTUALIS

E

OBSERVE

.UNDER

STAN

D

DEVELOPMENT .

FINA

LIS

AT

IO

N

CONCEPT PLAN (PH.01)

GUIDE PLAN (PH.02)

Rapid technical evolution, the increased importance of information exchange and the grown awareness ofsustainability allows for a more open and exible organisation. This opportunity has allowed architects as aprofession to come out of isolation and (re) nd a place in a multi-disciplinary task force.Our pursuit, be it in the architectural or the urban elds, of inventing and producing integrated solutions haspermitted us to dispose of tools that we now have at our disposal allowing us position projects at the heart of anetwork of different competences, and at the articulation of many elds of analyse and projection.This posture underlines the necessity in the contemporary problematic to mobilise other disciplines, resourcesand technics. It repositions architecture in a more productive relationship with other players be it the City, clients,managers, technicians or users.

Open systems

The cultural, social and technological mutations of our times are pushing us to develop projects that are basedon what we call Open systems, by this we mean systems that are capable of branching off and rearticulatingthemselves as different opportunities are cessed along the way. This ambition is unmistakably translated intoour work methods to allow a wide girth in the decision and organisation processes and both the planning andconstruction processes.The conception process is set in a framework that guaranties and perpetuates quality of the projected environment,by incorporating the necessary exibility to respond to different opportunities without harming and on the contrarycontributing to the coherence of the whole.The production of this framework is the invariant component of a project strategy that must assert itself as acontinuous process of management adaptations related to deformation of constraints (economic, programmatic,social). The urban or architectural project cannot continue to be founded on preconceived ideas of form orprogram in the long term; nothing can carry on in a totally linear fashion toward a predetermined future. The urbanand architectural project should be capable of integrating contextual innovations social preoccupations, life

styles, users aspirations, economic situations and conditions and give a new twist to prospects as they arise.For that, the architectural or urban project should not gure, but make possible accentuate potentialities that areoften misread or ignored in urban structures that today seem doomed to failure.

Innovations and mutations

We maintain active awareness of new expectations, of transformation of the usages of space - whilst being carefulnot to thoughtlessly follow trends.It is our responsibility to pick up on social demands that are less formalized and to single out the paths by trustingthe users capacity innovation.


77/8877

PROJECT TEAM AND ORGANISATION

Our perception of the competition brief refers actually to a double issue.There is rst of all a need for physical implementation, implying design and publicspace project. People are expecting changes in the spaces they are practicing everyday : making them more efcient, nicer, easy to use, offering a new series of functions,etc ...We also understand, because the ongoing mutations are so radical and the situationoffers simultaneously instability and great potentials, that there is a need for a clearand strong strategy, able to gathers all the living forces and the public and privateinvestments to imagine a comprehensive project.That is why we propose a tightened up team composed of urbanists and researchers(lAUC), architects and landscape designers (lAUC as) and a collective of designers,

graphic designers, artistic directors (ENCORE).We have been and are currently working on several projects together and ourassociation is always fruitful.LAUC + ENCORE will develop urban strategies and communication.LAUC as + ENCORE will focus on the operational aspects and the visual identity.

ENCORE

. visual identity

. storytelling

. design

IAUC

. analysis & research

. urban strategy

. planning

IAUC as \ DEA

. architecture

. landscape design

. furniture design


78/8878


79/8879

PANNELS


80/8880


81/8881


82/8882


83/8883


84/8884


85/8885


86/8886


87/8887


88/88

Date post:	08-Oct-2015
Category:	Documents
Upload:	atelier-albania
View:	346 times
Download:	0 times

DURANA Lot 3 - Winner

Documents