NAMAK-RI – JEONNAM SQUARE

Open design competition
Program: landscape and urban design for the Jeonnam Citizen’s square
Total site area: 51.000 mq of public space and 5.000 mq of service
Location: Jeonnam, South Korea
Year: 2022

The project offers the flexibility to use the citizens’ square as a unique, extraordinarily big public space, suitable for public gatherings, concerts, exhibitions, or
fragmenting it into a necklace of smaller pocket squares around the central one. Each mini square can react to the adjacent program and context, offering the
possibility to host more or less private activities that might need protection from traffic and noise, as well as safety and protection for children and youngsters.
The linear pedestrian and bicycle bridge that crosses Hugwang-daero, allows the continuity of the south and north squares even at pick hours of traffic.
In the middle of the central square, right at the merging of the two levels (urban level and -5m), at the crossing between the central park and the east-west sunken
square, we introduce a sculptural panoramic tower. The tower, misaligned from the south visual line to the Jeollanamdo regional office building, preserves its visibility from the park, offering the perfect position to dominate the panorama in every direction. The tower becomes the landmark of the new Citizen’s square, while offering a complete perception of the surroundings: the hills to north, the central park and the sea towards south, the new square and the Jeollanamdo regional office and the Namak-ri at east.

RAVENNA – STATION MOBILITY HUB

Program: Masterplan composed by 5 functional plots: pedestrian and bicycle bridge; Darsena residential complex; P.le Farini Office building; Vertical parking lot

Budget: 41.46 M

Client: Municipality of Ravenna

Location: Ravenna, Italy

Design: 2020-2021

Team: NAUTA architecture & research, urban and architectural design

ENSER S.r.l.  – structural engineering

Studio TI S.r.l.- MEP

(IT below)

EN

The project goal is the redesign of the public spaces, east and west of Ravenna station, allowing pedestrians and cyclists to circulate smoothly in the area without any obstacle caused by train traffic. From this purpose, the delpoyment of a cycle-pedestrian bridge on top the railway.
The masterplan proposal focuses on the conception of the area as a Transit Oriented Development, to free the city centre from the traditional mobility, offering a spatial and typological flexibility able to adapt to future changes in the field of sustainable mobility. The cycle-pedestrian bridge plays a predominant role in the spatial reorganization of the area, solving the historical problem of the gap between the historic city and Darsena, as well playing a primary role in renovating the image of the city at national and international level.

A_’BELVEDERE’ BYCICLE AND PEDESTRIAN BRIDGE
The final choice is characterized by a simple linear crossing supported by two pillars, with the intention of minimizing the impact on the rail traffic, concentrationg construction operations at the east and west ends of the bridge. The structure is designed as a large beam with a C section, higher in the central structural portion and lighter at its extremities.
The bridge has an external cladding of burnished steel, in armony with the harbor context to which it relates. Iinside its quality of welcoming urban space is increased by the choice of a warm color stone mosaic.

B_MULTI-LEVEL PARKING
The structure is designed as permeable on the ground floor, thanks to the use of a truss structure on the upper floors, in order to leave circulation fluidity on the urban level.
Its structural semplicity and flexibility come from the intention of re-functionalizing it in the future, into a productive and/or office building, as soon as the city center will benefit from actions aimed at reducing the vehicular traffic and consequent need for parking.
Extra goal for the immediate future is the provision of car-sharing, bicycle parking, info point and cash desk, bike sharing, snack bar and kiosk for bicycles repair.

C_RAILWAY BUILDINGS V.LE FARINI
The goal is to achieve the desired volume while maintaining a building height proportionate to the existing context. The result is a building that changes on its four sides. A monolith on the tracks, with a strong institutional character, fragmented into multiple terraces towards the historical city center, in harmony with its scale and offering a panoramic view towards it. The building offers spaces for relax, gym, squash courts, ball room, conference room and shared outdoor terraces; all flexible functions and suitable for a program resilient in time. The program concentrates maximum human activity around the railway hub, in line with the principles of TOD, aiming at removing the use of cars and promoting the design of autonomous multifunctional urban clusters.

D_’EX DOGANA’ BUILDING
The new architectural ensamble is the result of the combination of the existing volume with a newly conceived one. The new linear building and the reused building create an internal void with a trapezoidal shape. The space is occupied by an elevated square to allow the ground floor use for parking reserved to the new residences. Stairways reconnect the square to the urban level both to the east and to the west, making it part of the system of public spaces gravitating around the Darsena. The linear building is occupied by mixed functions with the aim of activating the urban context: on the ground floor a row of small commercial spaces and the lobby of a boutique hotel that occupies the two upper floors. The third floor of the linear building hosts a wellness-spa-gym with access to a roof garden with a panoramic lounge.
The center can be operated by unique or multiple operators, offering flexibility to the project leasing plan. At the level of the square, the linear building hosts a restaurant/bar, which can also be operated independently from the hotel. The square can host the terrace of the restaurant/bar. The cubic volume that crowns the complex includes apartments and penthouses, with surfaces between 50 sqm up to 140sqm.

IT

Obiettivo generale della proposta di progetto è il ridisegno degli spazi pubblici ad est ed ovest della stazione, che permetta soprattutto a pedoni e ciclisti di circolare fluidamente nell’area senza ostacoli dipendenti dall’operatività del traffico ferroviario. Da ciò, la previsione di un superamento ciclo-pedonale della ferrovia, in forma di “ponte” sui binari.
La proposta di masterplan si concentra sulla concezione dell’ area come Transit Oriented Development, atto a liberare col tempo il centro città dalla mobilità tradizionale ed offrire una flessibilità spaziale e tipologica capace di adattarsi ai futuri cambiamenti in campo di mobilità sostenibile. È inoltre chiaro che il ruolo predominante nel piano di riorganizzazione urbana venga assolto dall’attraversamento ciclo-pedonale che non solo provvederà a risolvere lo storico problema della cesura tra città storica e Darsena, ma che avrà anche un ruolo fondamentale per l’immagine innovativa a cui la città contemporanea ambisce a scala nazionale ed internazionale.

A_’BELVEDERE’ BYCICLE AND PEDESTRIAN BRIDGE
La scelta finale ricade su un semplice attraversamento lineare poggiato su due piloni, derivante dall’intenzione di ridurre al minimo la logistica a carico dell’operatività del traffico ferroviario, concentrando il cantiere alle estremità est ed ovest del ponte stesso. La struttura si configura come una grande trave dalla sezione a C, alleggerita alle estremità successive al superamento della luce centrale.
Il ponte presenta un rivestimento esterno in acciaio brunito, adatto all’ ambito portuale a cui si interfaccia, mentre al suo interno la sua qualità di spazio urbano accogliente viene incrementata dalla scelta di un rivestimento lapideo.

B_MULTI-LEVEL PARKING
La struttura si configura come permeabile al piano terra, grazie all’ uso di una struttura reticolare nei piani superiori, in modo da lasciare fluidità di circolazione al piano urbano. La scelta della semplicità strutturale e della flessibilità in pianta deriva dall’ intenzione di rifunzionalizzare il manufatto in edificio produttivo e/o per uffici, non appena il centro città beneficerà di azioni atte a ridurre se non azzerare i flussi veicolari e quindi la necessità di parcheggi. Questo intervento è pensato anche per l’immediato futuro, con la possibilità di prevedere car-sharing, parcheggio per biciclette, info point e cassa, bike sharing, snack bar e chiosco per la riparazione delle biciclette.

C_RAILWAY BUILDINGS V.LE FARINI
L’ obiettivo è di raggiungere la volumetria desiderata mantenendo un’altezza proporzionata al contesto esistente. Ne risulta un edificio cangiante sui quattro lati. Un monolite sui binari, di spiccato carattere istituzionale, che si frammenta in molteplici terrazzamenti verso la città storica, dialogando con la sua scala ed offrendo un ulteriore punto panoramico su di essa. L’edificio offre spazi per il relax, palestra, campi da squash, calcio balilla, ball room, conference room e terrazze collettive all’aperto; tutte funzioni flessibili e adatte ad un programma resiliente nel tempo che concentri la massima attività umana intorno all’ hub ferroviario, coerentemente con i principi di TOD atti ad annullare l’uso dell’automobile e promuovere la progettazione di cluster urbani multifunzionali autonomi.

D_’EX DOGANA’ BUILDING
Il nuovo ensamble architettonico deriva dalla combinazione del volume esistente con uno di nuova concezione. La nuova stecca e l’edificio recuperato formano un vuoto interno di forma trapezoidale.
Lo spazio viene occupato da una piazza in quota per fare spazio al piano terra ad un parcheggio riservato alle nuove residenze. Delle scalinate riconnettono la piazzetta al livello urbano sia a est che a ovest, rendendola parte integrante del sistema di spazi pubblici gravitanti intorno alla Darsena. La stecca viene occupata da funzioni miste con lo scopo di attivare il contesto urbano locale: al piano terra una fila di piccoli spazi commerciali e la hall di un boutique hotel che si sviluppa per i successivi due piani superiori. Il terzo piano della stecca ospita un centro benessere-spa-palestra, con accesso a un tetto giardino con lounge panoramica. Il centro potrà essere operato dallo stesso gestore dell’hotel o da un ulteriore locatore, offrendo flessibilità al leasing plan di progetto. Al livello della piazza in quota, la stecca ospita un ristorante/bar, anch’esso operabile in modo indipendente dall’hotel. La piazza può ospitare la terrazza del ristorante/bar. Il volume cubico che corona il complesso ospita appartamenti e 2 penthouses.

BRUGES – KAAIDISTRICT

ENGLISH

The position of the Kaaidistrict within the urban structure of Bruges presents special value from every aspect. Located along the intersection of the main east-west and north-south infrastructures of the city, the area occupies the centre of the spatial structure that includes Bruges till the Zeebrugge port development, making it the exact centre between the historical egg-shaped Unesco protected area and the harbour. This location is as well touched by the waterline that from east to west follows the Sint-Pieterskaai, presenting the high potential for waterfront redevelopment.

Weaknesses and Threats

The proximity of the Unesco area might become a threat for the possible redevelopment of the area into a contemporary icon of urban regeneration, because of the very restrictive rules on historical preservation and respect of the existing building typologies. The area could play an important role for the city in the gradual transition towards sustainable energies and infrastructure, acting beyond its local potential as an engine for the whole green and blue performance of the city. The social inclusion of local stakeholders and the open communication at all times can facilitate fast realization projects, bottom-up actions and the constitution of cooperatives that can bridge the gap between project and realization.

The block currently considered most valuable for residential densification and higher construction is the Janssens site, which will soon become available for development. The site received a negative assessment from the Unesco commission even if situated in a valuable position, adjacent to the canal, the site presents as well as contrasting elements. It is, in fact, more proximate than others to the Unesco buffer area, as well as the closest to the most unfriendly infrastructure of the whole district: the Sint Pieterskaade fly-over.

Traffic interventions need special attention due to the proximity of the site to the main axis east-west and the central ring. The proposal of turning the area in a multifunctional development brings considerations about the possible future increase of incoming car traffic, making necessary to combine its optimization and access to improved public transport, pedestrian, and bicycle routes.

As opposed to the tradition of reserving parking areas to each autonomous commercial, residential or office building, we propose to plan shared parking garages, retrofitting some of the existing commercial sheds, yet keeping them flexible for alternative long term uses as the future would bring an additional reduction of needed parking, due to a hopefully improved low carbon mobility.

THE PARTICIPATION PROCESS

The way in which government and society see each other is changing rapidly. The terms ‘government participation’, ‘doing democracy’, and ‘participation society’ refer to this development in different terms. Central to these developments, however, is that society will have to deal mostly with itself and the government will have to set loose more. This requires a fundamentally different attitude from all parties involved. Increasingly we see that the government is embracing citizens’ initiative and organic ‘bottom-up’ developments and linking them to its own processes. This development poses a challenge for society and the government because the roles vary and ultimately, they need each other. It influences the interaction between government, citizens, and social partners. The challenge is to find the right balance of participation in this playing field. For participation to be a success, it is therefore important that all parties involved actively participate. Our team has built up the necessary experience to successfully design participation processes. In general, we use the same system, but we ensure that a suitable solution is sought for every situation with customization. After all, participation is tailor-made, there is no blueprint. Therefore, we want to consider in consultation with the city of Bruges the preconditions within which participation is possible. An invitation is only useful if there is also room to exert influence. Our experience is that complex spatial developments often offer less room to influence the process and the outcome. If that space is not available, participation is not done thus avoiding disappointment and frustration. In this case, informing the data subjects will suffice. We do see room for broader participation for parts of the process and we propose to organize participatory workshops on the following themes. These themes then give us input to come up with scenarios with which we can determine the macro and micro strategies for the area. Interactive workshops play an important role in our approach. In view of the current restrictions surrounding COVID-19, we also see an important role for (online) surveys in this process. We want to make use of students from the University of Leuven for both variants. In summary, participation for team Nauta is no different than making agreements with each other about how we work together or may participate in a particular topic. Team Nauta believes that when a participation process is begun, two preconditions must be met:
• There is a clear framework in advance in which participation is demarcated. The participation rate is determined in advance in consultation with the client.
•  With active participation, participants can actually make a contribution.

NEDERALNDS

De plek van het Kaaidistrict binnen de stedelijke structuur van Brugge biedt een specifieke waarde vanuit menig aspect. Gelegen op de kruising van de belangrijkste oost-west en noord-zuid netwerken van nfrastruc-tuur, neemt het gebied een centrale plek in de ruimtelijke structuur op grotere schaal, die loopt van het historische, eivormige beschermde Unesco gebied tot en met de haven van Zeebrugge. Het gebied ligt aan het water, dat van oost naar west de Sint-Pieterskaai volgt en hiermee een grote kans biedt voor de herontwikkeling van een waterfront.

Zwakke punten en gevaren

De nabijheid van het Unesco gebied kan zowel een potentiële kans, als ook een bedreiging vormen voor de herontwikkeling van het Kaaidistrict tot een hedendaags icoon voor stede- lijke transformatie, in verband met de strikte regelgeving die met de werelderfgoed status en de historische gebou-wtypologieën samenhangt. Het belangrijkste is de rol die het Kaaidistrict zou kunnen spe-len in de geleidelijke transitie naar het gebruik van duurzame energie en infrastructuur, waarbij het een bovenwijkse bijdrage zou kunnen leveren aan de groen-blauwe ambitie voor heel Brugge. Het betrekken van lokale belanghebbenden in een inclusief en open participatie proces, ondersteunt een snellere realisatie, acties van on-derop en het vormen van samenwerkingsvormen die het gat tussen project en uitvoering kun-nen overbruggen.

Het blok dat momenteel het meest waardevol wordt geacht voor verdichting van de woonfunctie en hoog-bouw is de Janssens-locatie. Het ligt binnen het Kaaidistrict het dichts bij het Unesco-buffergebied, maar ook het dichtst bij de meest onvriendelijke infrastructuur van de hele wijk: het viaduct Sint Pieterskade. We begrijpen het belang van het benutten van het potentieel van het Kaaidistrict voor hogere gebouwen, omdat het precies tussen de twee belangrijkste landmarks van de stad ligt: het histo-rische centrum en de kust bij Zeebrugge.

Verkeersinterventies verdienen speciale aandacht vanwege de nabijheid van het gebied tot de oost-west hoofdas en de centrale ring. Het voorstel om in het gebied een multifunctionele ontwikkeling mogelijk te maken, zal leiden tot een mogelijke toekomstige toename van inkomend autoverkeer, waardoor optimalisatie van en toegang tot verbeterd openbaar vervoer noodzakelijk zal zijn, evenals verbeterde voetgangers- en fietsroutes.

In tegenstelling tot de traditie om parkeerplaatsen te reserveren voor elk autonoom bedrijfs-, woon- of kantoorge-bouw, stellen wij voor om gedeelde parkeergarages te plannen, door enkele bestaande commerciële loodsen hier-voor in te richten en deze flexibel te houden, voor alternatief langdurig gebruik, aangezien de toekomst een extra vermindering van het aantal benodigde parkeerplaatsen met zich mee zal brengen in verband met een steeds CO2 neutralere mobiliteit.

HET PARTICIPATIEPROCES

De manier waarop overheid en samenleving elkaar zien verandert snel. De termen over-heidsparticipatie, doe-democratie en participatiesamenleving refereren met verschillende bewoordingen aan deze ontwikkeling. Centraal bij deze ontwikkelingen staat echter dat de samenleving meer zelf zal moeten oppakken en de overheid meer zal moeten loslaten. Dat vraagt om een fundamenteel andere houding van alle betrokken partijen. We zien steeds vaker dat de overheid burgerinitiatief en organische ‘bottom-up’ ontwikkelingen omarmt en koppelt aan haar eigen processen. Deze ontwikkeling vormt een uitdaging voor samen-leving en overheid, omdat de rolinvulling varieert en ze elkaar uiteindelijk nodig hebben. Het beïnvloedt het samenspel tussen overheid, burgers en maatschappelijke partners. Het is de uitdaging om in dit speelveld de juiste balans van participatie te vinden. Participatie betekent actieve deelname. Om participatie een succes te laten zijn is het dan ook belangrijk dat alle betrokken partijen actief deelnemen. Zoals uit de praktijk blijkt, is dit eenvoudiger gezegd dan gedaan. Hierbij is het van belang om goed na te denken over de start van het traject en of de juiste vraag aan het juiste publiek gesteld gaat worden. Ons team heeft de nodige ervaring opgebouwd om participatietrajecten op een succesvolle wijze vorm te geven. Wij hanteren hierbij op hoofdlijnen dezelfde systematiek, maar zorgen met maatwerk dat voor elke situatie een passende oplossing wordt gezocht. Participatie is immers maatwerk. Voor participatie bestaat geen blauwdruk. Wij willen daarom in goed overleg met de stad Brugge nadenken binnen welke randvoorwaarden participatie mogelijk is. Een uitnodiging tot participatie is alleen zinvol als er ook ruimte is om invloed uit te oefenen. Onze ervar-ing is dat complexe ruimtelijke ontwikkelingen vaak minder ruimte bieden om daadwerkelijk invloed uit te oefenen op het proces en de uitkomst. Is die ruimte er niet, laat participatie dan achterwege en voorkom daarmee teleurstelling en frustratie. In dit geval zal informeren van de betrokkenen voldoende zijn. Gezien het in de aanvraag geschetste verhaal zien wij voor delen van het proces wel ruimte voor bredere participatie en stellen wij voor op de volgende thema’s participatieve workshops te organiseren. Deze thema’s geven ons vervolgens input om te komen tot scenario’s waarmee we de macro en micro strategieën voor het gebied kun-nen bepalen. Interactieve workshops spelen in onze aanpak een belangrijke rol. Gezien de huidige restricties rond COVID-19 zien wij in dit proces ook een belangrijke rol weggelegd voor (online) enquêtes. Wij willen bij beide varianten gebruik maken van studenten van de Universiteit Leuven.Samengevat is participatie voor team Nauta niet anders dan dat we met elkaar afspraken maken over hoe we samenwerken of mogen meedoen met een bepaald onderwerp. Team Nauta vindt dat wanneer een participatietraject gestart word aan twee randvoorwaarden voldaan moet worden:
• Er is vooraf een helder kader waarin participatie wordt afgebakend. De partici-patiegraad wordt vooraf in afstemming met de opdrachtgever bepaald.
• Bij actieve participatie kunnen participanten ook daadwerkelijk een bijdrage leveren

GORIZIA – NOVA GORICA EPICENTER

Project name: INTERNATIONAL ARCHITECTURAL IDEAS AND PROJECT COMPETITION
FOR THE URBAN DEVELOPMENT OF PIAZZA TRANSALPINA/ TRG EVROPE

Status: Delivered

Program: Urban development of Piazza Transalpina/ TRG Evrope and Design of the EPICenter

Budget: N/A

Client: Municipality of Gorizia, Municipality of Nova Gorica

Location: Gorizia-Nova Gorica

Design: 2020

Team: Chiara Manca, Elisabetta Paglia, Maurizio Scarciglia

The Masterplan. GO Circular!

The Gorizia-Nova Gorica urban region shows a healthy demographic trend, with a discrete supply of services and a high quality of life. Economically characterized by industry and agriculture, Gorizia-Nova Gorica would benefit of an improved infrastructural cross-border connection, through the reactivation of the Transalpina Station, desirable in the near future to boost its role of European cross-border tourism destination.

We believe that Gorizia-Nova Gorica should preserve this suburban identity, yet aim at the development of functionally complementary centres. The project area would become the new central cluster for the definition of a new stronger urban region, capable of competing on the international market, yet clearly stating a circular vocation. The current climate crisis asks for re-thinking the cities’ future, for this reason, we base the whole master plan on completing the local existing potential. We propose to start the development by defining a light infrastructure for pedestrians and bikes, enabling all residents to move freely between the cities. The layout of this new regional route becomes the spine of the new green and blue strategy.

The plot towards Nova Gorica is completed, creating a clear urban front of new housing and mixed-use buildings which will allow testing different housing types for different family patterns. The public plinth offers continuous commercial spaces to create an active 24/7 urban front. Nova Gorica’s side continues with an elongated park that follows the railway lines, offering agriculture as well as public activities and sports.

Likewise, the Gorizia side is developed longitudinally through the “Makers Campus”. To the south, the park ends with the new EPICenter square and building landmark. We propose to locate the pedestrian and bikes bridge in the area over the railway as this is the densest functional cluster. At the south masterplan, Nova Gorica presents an irregular pattern of private residential allotments. We complete it with clear circular clusters, while the Gorizia side is re-ordered through a patchwork of rural fields, preserving the existing heritage.

Stazione Transalpina square and EPICenter. A vertical landscape

Located at the end of the Makers Park, the square is an extension of the park itself. By spreading the mass horizontally we respect the vertical monumentality of the station, saving its central view from via G. Caprin. By doing so, we define a building composed of light surfaces softly curved to shape a catenary roof. This roof hosts the actual new square: an elevated plateau from which a beautiful view over the borderline will allow an unimpeded perception of the unified cities while offering a protected cosy stage for every possible social happening. A temporary tent fixed to the short sides of the building and on top of the tower (supported by a tensile steel cables structure), will offer shadow in the hot seasons.

In section, the building is characterized by four levels. The underground hosts temporary and permanent exhibition spaces. This floor hosts a simple parking garage that offers easy logistic for the exhibition space.  The square is freed from any car, limiting vehicular accessibility only from the west kiss and ride area and defining a clear pedestrian gallery on lever zero, open 24/7. Emergency exits, ramps and stairs are accurately distributed to preserve all historical trees on the site. The elevated podium’s clear separation makes it easy to achieve an independent operation of social activities. On top, the roof landscape is reachable by means of slow stairs and a long ramp that, starting in the park, allows everybody to reach the upper square even when all amenities are closed.

The tower becomes a landmark, as well as the tool to look over the new unified centre. Besides choosing a traditional structural type, typical of sports halls, with a clear construction process, we chose very few finishing materials, such as concrete and locally supplied wood, aiming at strengthening circularity principles and budget control. The circulation system becomes pivotal for the distribution of the volumes, dissolving the building into a vertical landscape, open to all citizens and symbolic of democracy and European values of solidarity and cooperation.

SHENZHEN – LUOHU CULTURAL PALACE

Project name: 深圳市工人文化宫整体改造工程建筑方案设计国际竞赛
International bidding of Architectural SD for Overall Renovation of Shenzhen Working People’s Cultural Palace Shenzhen Luohu Cultural Palace

Status: Design Proposal

Program: Renovation of Shenzhen working people’s cultural palace

Total built area: 60.000 sqm

Budget: N/A

Client: Shenzhen Luohu Municipality Government

Location: Shenzhen, China

Design: 2019-2020

Team: Elisabetta Paglia, Fan Hao, Maurizio Scarciglia

地面及地下室的交通动线概念，充分考虑到机动车及慢行需求。这种”城市基础设施”在地面层形成了低密度的建筑基底，但整个文化宫建筑群依然具备了现代都市地标形态。

概念:垂直景观

主要的设计理念在于通过分层露台的堆叠形成垂直公共空间，从而形成一个垂直景观系统。露台系统和其体量的变化，有助于建筑遮阳和景观空间的形成，提高建筑群的整体环境性能。
建筑、水元素和景观在场地中形成没有室内和室外空间界限的全新统一空间。

在场地中心—文化、数字化和运动之间的连接处，我们将部分体量进行悬挑。这种“数字云”可以通过各个建筑单体（东部的展览和表演艺术、南部的电影院和剧院、北部的体育和东部的培训中心）或从广场通过专用的自动扶梯和电梯直接到达。这个“数字广场”代表着建筑群的中心，是数字世界的缩影，是深圳新形象的符号。它也成为中央公共空间，将首层和开放屋顶上的广场和花园串联，清晰地表达了整个建筑群。较高的建筑密度通过最大化建筑和景观融为一体的屋顶景观的来进行平衡。

在温度合适的季节，它可以成为当地日常生活和文化活动的理想承载场所。通过对建筑内功能分布的关注，项目场地利用公共空间以及内在关联的广场与花园的系统营造，形成对建筑体量和阴影适当反馈的表达。内湖通过如同项链般环绕水边的广场及各个建筑大堂，形成城市单元的中心元素。数字广场是建筑群的核心，对南侧的湖畔绿洲和北侧线性运动花园开放。运动花园恰好处于大体量室内运动场馆和数字云的遮挡下，形成了一个高效的线性户外运动场集合，即使在炎热的夏季，也有助于露天空间的体育活动开展。

SHENZHEN QIANHAI ISLAND

Invited competition

Program: landscape and urban design for the artificial island above the underwater connection between highway S3 and Hubin W Rd

Total site area: 13.5 ha

Client: The People’s Government of Bao’an District in Shenzhen & Urban Planning, Land & Resources Commission of Shenzhen Municipality

Location: Shenzhen, China

Year: 2018 – 2019

Team: NAUTA architecture & research, VTLab London, Metrostudio Shenzhen

How to mitigate the negative effects of an infrastructure based on car traffic and design it to rather adapt nature to the transformations that climate change will bring?

The Shenzhen government is planning to rethink a relatively new portion of the Highway along the Pearl river delta. This infrastructure will soon intersect another highway, which entering the bay, will turn into the Shenzhen-Zhuhai bridge.

In order to minimize the environmental impact of this structure, the government is planning to move the highways’ intersection underwater.
Feasibility studies have been carried out in order to evaluate the impact of such structure, as well as the costs and benefits of different structural typologies.

We have been invited to envisage the potential for transforming this artificial island from a mere technical ventilation shaft into a landscape landmark.
We entered this challenge trying minimizing the impact of the infrastructure and design it as a self-sustainable cluster; An island capable of producing its own energy, collect and discharge rain water, use it for its natural cycles, reuse and compost its waste, react to water rise by defending the interior landscape, while leaving its outer boundary to flood when necessary, produce algae for water phytodepuration and as natural fertilizer; An enclosed natural circle, as much as possible not depending on the depletion of external energy sources.

Our project creates a thematic island that includes leisure, nature and sustainable energies production. An underground parking makes the upper landscape accessible only by boat, feet, bike or small electric vehicles.

NEW YORK STATE- CANAL SYSTEM

Program: Spatial and economic regeneration of the New York State canal system, comprised of the Erie Canal, the Oswego Canal, the Cayuga-Seneca Canal and the Champlain Canal.

Size: 524-mile water network

Budget: N/A

Client: New York State, Canal Corporation 

Location: New York State, USA

Design: 2017-2018

Team: NAUTA architecture & research, ARCADIS New York, New York University, HZ University Vlissingen (NL)

As a first stage of the competition, publicly available data have been collected to gather a broad understanding existing conditions along the Canal. The collected data includes: infrastructure, existing paths and trails, harbors and ports, population, ecological networks, locations of touristic activities and energy resources. A Strengths, Weaknesses, Opportunities and Threats analysis (SWOT) was carried out to identify areas of opportunity. Some of the findings include an abundance of spaces for tourism and recreational activities, an initiated shift towards renewable energies and a fair national and local infrastructure. The project goals can be accomplished by building upon these strengths and opportunities, as well as mitigation or preventive actions can be undertaken by analyzing threats and weaknesses.

During the implementation phase, additional information will be collected such as land use, flood risk maps, topography, surplus properties, historical sites, ecological networks, existing paths and trails. This information will be layered in an interactive map which will be used as a tool that helps in decision-making. The data will be consolidated in an opportunity index along the Canal, generated upon diverse characteristics and assets along it. Specific areas of opportunity for development and project implementation will be identified and carefully evaluated through this methodology.

Through mapping problems and opportunities, our analytical methodology allows us to proceed identifying focused areas of interventions, in which multiple phenomena occur simultaneously or singularly, making clear which actions could better enhance the specific local condition. This operation allows as well to control both scales, regional and local, in order to address different solutions and allocate them into proper planning instruments (whether regional or local). This process results into Macro and Micro strategies along the Canal, in order to achieve the project’s goals on long and short terms. Each strategy  is described below as they relate to the project goals.

Promoting the Canal System as a tourist destination and recreational asset

Bringing people to the waterfront.  New ways of interacting with the river can be implemented by taking advantage of existing conditions of the Canal. Specific examples include densifying along the river edge with sustainable and well-proportioned residential and commercial developments. Nature trails will be completed to allow for recreational activities along the Canal. Increasing access points to the Canal will promote its use for aquatic activities. The development of infrastructure can include parks and outdoor theaters providing spaces to interact and engage in leisure activities. The new developments and infrastructure along the river shall observe impacts to current topography, nature, flood risk, storm water re-directioning, etc. to ensure a long-term project life cycle. Focus of the tourism strategy will be the careful monitoring and avoidance of negative gentrification and the promotion of a healthy commercial development based on the real resources along the canal. This implies a continuous cooperation with locals and a constant evaluation of positive and negative effects of each change, with the purpose of promoting and informing wise investments.

Promoting the heritage and historic values of the Canal System

Efficient decision making through community engagement. To abide by the interests of different jurisdictions administrating the same area and the combination of national, county and local governance, a participated planning process will be implemented. It will be focused on inclusive involvement and active communication on all steps. Including all governances and collaborating with historians, will allow the development projects to be aligned to the historic values, preserve and promote the heritage of the Canal System. Participated planning and inclusive design help to ease decision making, informing all political, social and commercial parties involved. It preserves transparency in the process, budget control; it enhances team work and facilitates proactivity in the implementation of smaller projects. It helps as well to reduce the governance complexity by promoting self-initiated projects and low budget implementations, either for the long term or for provisionary actions. It is proved from international examples that participated design is worldwide becoming a practical tool to make things happen, avoiding bottleneck effects in decision making.

Other aspect to address concerning heritage preservation, is related to the rich stock of vacant buildings along the canal, most of which presenting relevant industrial quality. This becomes an important opportunity to preserve historical values, as well as reducing building costs by retrofitting and reuse operations. The volume of this phenomena is important enough to become a real chapter of our strategic framework, because it implies as well a requalification of very decadent public spaces.

Promoting the long-term financial sustainability of the Canal System and sustainable economic development along the canals and beyond

Shift to a circular economy. By promoting local engagement and employment in the cultural, tourism, agriculture, commercial markets. This strategy encourages the inclusion of the most socially fragile layer of the community, unemployed or in complex familiar situations. Promoting local employment contributes to fostering social health, wellbeing and safety. 

Enhance residential densification. Urbanization and densification are positive actions for a sustainable development, when density is adapted to the real local conditions. This means that, in order to pursue a sustainable development, it is necessary to spill program on the canal, as well as adding a reasonable stock of residential opportunities (living, lodging, health assistance, student residences), that can improve the human frequentation of the spaces, their social control, safety and livability. Specific areas will be identified where the natural context and the presence of human settlements coexist in a healthy balance. (It means that keeping communities too small is not sustainable for a long term development. It is proved that all world populations are attracted by metropolitan areas, for all the opportunities that they offer, for work, culture and lifestyle. This means that promoting a rural model is a failure and that in order to promote a sustainable long term realistic economic development of the region, it is necessary to transform the current fragile pattern of shrinking centers into a constellation of micro cities, possibly complementary in economic specialty. This is associated with a sustainable mobility system that allows those cities to work as a metropolitan network. This concept is quite wide and complex, I am aware of that, but it is key to solve any contemporary urban development. Therefore we need to explain this with practical reference to the actions to promote it, such as the addition of new inhabitants and work opportunities that can bring a reasonable demographic volume for a long term economic success and avoid possible future migrations). 

Enhance sustainable mobility

Complete the network of all mobility layers by adding a soft layer of sustainable mobility (bikes, walking paths, electric mobility, bus or shuttle etc.). Integrated to this, implement a sustainable temporary strategy for parking areas/buildings, leading to the progressive elimination of cars and switch to a TOD (traffic oriented development) on the long term. Parking facilities will be progressively transformed to new uses.

Promote the culture of waste recycling in all scales and forms. Waste is proved not only to enhance the culture of environmental preservation (global warming fight and all related matters) but most importantly to activate an upcycle of economic development that can generate new entrepreneurial opportunities and technological innovations. It is a true opportunity for economic differentiation and growth. (Waste is not only meant anymore in the conventional cycle of lower use – from paper to toilet paper for example- but in a new cycle that generates higher quality products. Think for instance about the Nike shoes produced with plastic bags found in the ocean and similar cases. This is a true future economic field of investment and leadership.

ARIANO IRPINO-AGRISCHOOL

HELSINKI – AVIAPOLIS BLOCKS

Program: Housing + Mixed use

Total surface: 150 Ha

Budjet: NA

Client: Municipality of Vantaa

Location: Vantaa, Finland

Design: 2017

Team: Nauta architecture & research, DMP Architetti

The nature of world airport cities changes very much from place to place. Their relationship with the airport, their economy and demography, depend a lot on the volume of flights and international connections. Helsiki airport is in a middle position if compared with international examples. This means that Aviapolis ambition will very much be based not only on the international market but most of all on the local one and on the living and working ambitions of its inhabitants. We believe that Aviapolis should primarily be planned as a self sustainable micro-city; It should provide services and commodities for its own inhabitants, promote sustainable mobility by reducing the need of the car, therefore offering as many functions as possible. Yet, it should be resilient enough to absorb possible future flows of visitors, as the market will evolve in time. We imagine a domestic city with a strong sense of identity, projected towards futuristic scenarios of healthy sustainable living.

The project defines a very clear and pragmatic urban structure, focusing on the recognizability of the urban fabric. The current urban plan defines three major areas, constituted by mixed use program, services and residential. The masterplan starts from accepting this pragmatic distribution as a base to hybridize the three clusters and make them depend from each other. An healthy city provides easy access to services and commodities to everybody, reducing excessive commuting and boring monofunctionality.

• EAST HOUSING DISTRICT

This district is characterized by a clear barcode structure that creates an enfilade of courtyards from south to north, crossed by small cozy residential alleys.

This structure defines a fine fabric of carefully dimensioned housing plots, which offer a huge variety of housing typologies and a rich combination of services. On the east road, the buildings’ ground floor hosts small commercial activities. The blocks offer a huge palette of collective spaces; from internal courtyards, to roof gardens, condominium farming on the roof, nursery, sauna, DIY lab, free collective fitness appliances, common laundry areas, storages and bike repair lab, common open kitchen for barbeque, and as many more the collective of residences will come up with in the future.

The mix of housing typologies includes apartments, lofts, studio flats, as well as single family houses. We believe that this mix will favor the social integration that can transform Aviapolis on the long run into a real mini city, an “interesting” city to live in. This mix contains both social types identified by the brief, social community as well as depot tribe.

On the north and the south sides of the development, two special buildings collect the parking program.

• SOUTH SERVICES DISTRICT

This district is defined by a rich plinth system that, from the ground floor up, evolves into terraces and small towers. The service area hosts entrepreneurial activities, the creative industry, as well as start-ups in the fields or art, medical research and sustainable mobility. Defined by three blocks, the district presents commercial spaces, terraced restaurants and bars. The bridges host small/medium office spaces for entrepreneurs. The social character of the cluster is completed by the upper apartment blocks. The internal spaces of this cluster bustle with people at any time. The upper apartments guarantee a 24/7 frequentation of the public space.

• NORTH MULTIFUNCTIONAL DISTRICT.

This area becomes the active city center of Aviapolis. A new multifunctional building bridging Rälssitie, connects the new development to the adjacent west residential district. On the ground floor the building frames a square where the tram stops in both directions. Shops and services will animate the public space. The north portion hosts a generous car park on three levels. The east and west wings host an incubator for small enterprises, as well as hair dresser, beauty salon, small clinic, dentist studios and more everyday services. The south-east corner is occupied by two housing floors with 20 studios for starters. On the upper floors the east wing hosts sport facilities and fitness, while the west side is occupied by greenhouses with urban farming facilities. On top of the roof there’s an urban market where locals can buy zero km biological products or enjoy their time in one of the restaurants and clubs with view towards the central park.

The block to the east presents a porous structure, facing Tikkurilantie with office spaces, while opening up to the park with modular residences for depot tribe and visitors. This complex will be flexible to host different future leasing configurations, from a hotel, a student house, to a traditional housing complex.

• CENTRAL PARK AND ATOMI BUILDING.

The three districts described present a clear recognizable bulgy shape by reacting to the conformation of the park, the flows and the central protagonist of the composition: the Atomi building. As a trilobal shaped volume, this complex hosts a smooth distribution of functions under the same roof: daycare center, primary school, library and café in the first phase, secondary school in the second phase. The building roof is an extension of the park, maximizing the social role of the building within the park. The central courtyard is closed by gates during the day, in order to control the kids playground. After school time the gates are open to allow the collective use of the courtyard for cultural activities.

SHENZHEN – PINGSHAN ROAD

Program: Urban plan for the Shenzhen Pingshan district

Axis length: 20 km

Budget: NA

Client: The People’s Government of Pingshan district, Shenzhen municipality.

Location: Shenzhen, China

Design: 2017

Local associate office: SADI – Shenzhen Architecture Design Institute

The line stretching from the Longgang district towards east, following the line of Pingshan road, crosses very different districts and natural areas. This line represents a huge opportunity for Shenzhen to structure an important development axis towards the east, in long connection with the cities of Huizhou and Xiamen. Pingshan Road will cross 3 main cities, signed by important natural and infrastructural bands: a culture/health oriented city, a new CBD business and multifunctional district and a research and technology city to the north. Simultaneously, these districts will be crossed by the high speed train to Huizhou-Xiamen, served by the new Pingshan station, as well as the subway system and several important ecological corridors.

The different conditions that Pingshan Road will have to relate with, as well as the current infrastructure model of main express roads crossing Shenzhen, make us reflect on how to update the infrastructure model into a sustainable new direction. Starting from the analysis of the current infrastructure model of the city, as well as the last decades developments in China, we notice that the traditional motorway model is mostly car based. The need to connect districts very far from each other, as well as the growing use of the car as main mobility tool, has favored a fast development, too much car focused, ignorant of the role of the pedestrians.

This model needs to change and, even though cars will stay by now largely used by our society, we need to think of new resilient models that will, on the long run, replace the car with modern low carbon mobility modes. For this reason, the design of a new axis as Pingshan Road, needs to start from renovated premises and a flexible design that will allow a switch in time from fuel based mobility to new natural energy mobility systems. The design concept is based on the different adaptation to the three different contexts of Pingshan Road, reinterpreting the relationship between man and infrastructure, always based on people and nature, never on the car.

THE VALLEY

The first typology of intervention will repeat equally in the two gates south and north to the area. Approaching from Shenzhen or from east Huizhou, Pingshan will welcome visitors through a landscaped valley. The traditional model of Shennan road, with high-rise concentrated on the street and low rise internal communities, has always compressed the space on the motorway. Instead this model concentrates the commercial activities on the road but it reduces as well its landscape perception and the possibility to dissipate car pollution. The result generates every time into wide road sections, where just a limited space is left on the sides for the pedestrians, forced to cross through underway passages or very long flyovers. This model is outdated. Roads need to be based first on the human scale of pedestrians and bikes, while reserving to cars and vehicles a temporary space, which will gradually be absorbed by new low carbon modes of transport. We introduce a new terraced scheme where the gradual growth of building height from the street towards the outside will increase the landscape and sky perception from the street, will improve the air quality, as well as improving the general landscape perception of the urban space. This model wills to transform a traditional motorway into a more extended section that hosts a real park; a green boulevard within which the car traffic occupies a limited side role when compared to the section.

THE ELEVATED PARK

When crossing the new central business district, commercial values, as well as denser percentage of daily visitors and a congestion of mobility modes within a hub will need to face a necessary density, more typical of the CBD metropolitan context. This implies taller buildings and denser development. In order to face and blend this reality, we propose to cover the car section of the road with an elevated park that will clearly separate the fast and efficient car based environment from the upper development. Sky gardens, bike and pedestrian roads and squares will articulate a vertical system where the impact of the car will be inexistent. The lower levels will host a multimodal hub, exchange between car, subway, bike parking, collective shared car parks, as well as commercial areas.

THE ARTIFICIAL HILL

Towards north, when coming out of the business city, Pingshan road will cross a new research and technology city, where an important agriculture corridor will filter this new district from the CBD. Our strategy proposes to develop a campus based system for the new research center, where the road section devoted to cars will be covered by an artificial hill. The hill will only resemble a natural element, while lodging underground the shared parking spaces; a renovated direct relationship with nature will favor a new healthy lifestyle for the inhabitants of the district, who will not experience the car, while living in a completely natural context, facing the agriculture corridor from north to south.

THE AGRICULTURE PARK

The Road, after crossing the artificial hill, will we sunken underground for a short trunk, less than one km long, passing under the agricultural park. In order to avoid a double obstacle in the natural development of this ecological corridor, we try to preserve the circulation from north to south without blocking it with infrastructural boundaries. For this reason we propose to bury the Pingshan Road, which will re-emerge to the urban level right after crossing the agriculture park. This park constitutes a highly important corridor to preserve the natural network of nature and water elements crossing the east metropolitan area of the city.

项目名称：深圳市平山区的城市规划

轴线距离：20km

预算：NA

客户：深圳市平山区人民政府

地址：中国深圳

日期：2017

当地合作：SADI-深圳建筑设计事务所

深圳平山路

顺着龙岗区向东延伸，平山路横跨了不同的地区和自然地貌。 平山路代表了深圳建设东部重要发展轴的巨大契机，与惠州，厦门等城市长期相连。 平山路将跨越3个主要城市，致力于建设以文化和健康为导向的城市，新建商业和多功能区以及北部科技城。 同时，这些地区将会与从惠州至厦门的高铁交汇产生新的平山站。铁路系统和几个重要的生态走廊也将如此。

这项工程所涉及的不同情况, 以及现时横跨深圳的主要特快道路的基建模式, 使我们反思如何将基建模式更新为可持续的新路向。从对当前城市基础设施模型的分析, 以及中国近几十年的发展情况出发, 我们注意到传统的机动车路模型大多是基于汽车的。各区之间的连接很远, 越来越多使用汽车作为主要的移动工具,无视了行人的角色。

这种模式需要改变，即使现在汽车在现在很大程度上被我们社会所使用，我们也需要考虑一下新的弹性模型，从长远来看，将以现代的低碳流动模式取代汽车。 因此，以平山路为轴线的设计需要从房屋开始，灵活的设计将能够及时将燃料转移到新的自然能源系统。 设计理念基于对平山路三种不同环境的不同适应性，重新诠释人与基础设施之间的关系，始终以人与自然为依托而不是车。

山谷部分

第一种类型的干预措施将在南部和北部两个端口进行。接近深圳或惠州东部地区，平山路将通过一个园景山谷吸引游客。如果按照深南路的传统模式，高层建筑集中在街道上，低层建筑在内部，这一直压缩着高速公路上的空间。这种模式将商业活动集中在道路上，但它减弱了景观感知，减少了消除汽车污染的可能性。结果导致每一次进入宽阔的路段，在行人只剩下有限的空间，人们被迫穿过通道或非常长的天桥。这个模式已经过时了。道路应以行人和自行车空间为基础，同时保留汽车和临时车辆的空间，而这样的空间也将逐渐被新的低碳运输方式所吸收。我们推出一个新的梯田型设计，即建筑物高度从街道向外逐渐增加，将增加街景的景观和天空感，提高空气质量，改善城市空间的景观感。这种模式将为传统的高速公路增加扩展的空间，使它能够承载一个真正的公园。与该部分相比，汽车交通仅占有这个绿色大道有限的一面。

高架公园

当跨越新的中央商务区时，商业价值观增加，使用者更加密集，中心区内的流动模式将需要面对必要的高密度，这是更为典型的CBD大都会背景。 这意味着更高的建筑物和更密集的发展。 基于这个现实，我们建议用一个抬起的公园来覆盖道路的车辆部分，这样将快速有效的使汽车行驶环境与上层发展分开。 天空花园，自行车和行人道以及广场将会形成垂直的系统，汽车的将不再产生影响。底层将为多式联运，汽车，地铁，自行车停车场，集体共用停车场以及商业区。

人造山景

向北方出发，平山路将跨越一个新的科技城市，这是一个重要的远离中心商务区的农业区。 我们建议开发一个新的系统，专门用于汽车的路段将由人造山丘覆盖。 小山只会像自然元素一样。与大自然的改造的直接关系将有利于该地区居民的新的健康生活方式，他们不会看看到车辆，而是生活在一个完全自然的环境中，面向农村南北通透。

农业园区

道路穿越人造山后，我们将在经过农业园区时在地下建设一条长短不到一公里的短的通道。 为了避免保护这个生态走廊，我们试图保持北向南的流通，不阻碍基础设施的界限。 为此，我们建议将平山路下沉，在穿过农业园区后，再次出现在市区。 这个农业园构成了一个非常重要的走廊，它保护了城市东部地区的自然和水体。