Waterfront Development Principles PDF

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CONTENTS Abstract 5 Keywords 6 INTRODUCTION 6 Case Study 1: BARCELONAʼs Ports & Harbours 6 Barcelona Introduction 6 The History of the Barcelona Model 7-8 The Barcelona Model 8 The Barcelona Regeneration Model 8-9 Concluding Thoughts on the Barcelona Model 9 Port Authority of Barcelona 10 The Hi...

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CONTENTS Abstract Keywords INTRODUCTION

5 6 6

Case Study 1: BARCELONAʼs Ports & Harbours Barcelona Introduction The History of the Barcelona Model The Barcelona Model The Barcelona Regeneration Model Concluding Thoughts on the Barcelona Model

6 6 7-8 8 8-9 9

Port Authority of Barcelona The History of the Port The First Artificial Port th 18 Century Draught The Works Committee 1968 The Expansion of Delta Port Authority The Way Forward Logistics Port Regular Lines Strategic Development Port Enlargement Works 2008 Developments: East & South Breakwaters East Seawall South Seawall Prat Wharf Corrective Measures Infrastructure Actions Preparation of Areas Rail Accesses Air Quality Waste Collection Development of the Port Network The Zaragoza Goods Terminal The Toulouse Goods Terminal Perpignan Goods Terminal Service Centre for France New Barcelona – Lyon Express Rail Service FERRMED Tanger-Med Logistics Area Intermodal Logistics Centre (CILSA) Leading the Way in CSR Stable Cargo Boost to Rail Traffic Systems & Develoment More Passengers Terminal A - Adossat Wharf Terminal B - Adossat Wharf Terminal C - Adossat Wharf Terminal D - Adossat Wharf – Palacruceros Terminals North and South – Barcelona Wharf Terminal M - Port Vell - Espanya Wharf Barcelona Ferry Terminal - Sant Bertran Wharf

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Terminal Z - Drassanes - Barcelona Wharf

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GUIDING PRINCIPALS Port Development & Master Planning Long Term Planning Medium Term Planning Guiding Principles for Port Design Port Costs The Port Masterplan Port Location Design Criteria General Layout of Port Works - Principals Port Entrance Connections with Inland Areas Storage Area Review of Existing Port Installations General Cargo Terminal Bulk Cargo Terminal Basic Design Criteria for Marinas Water Dependant Uses Shipping

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BARCELONAʼs Commercial & Leisure Port PORT VELL The Port Vell Operation in Barcelona Port Vellʼs Commercial & Leisure Services Port Vell in relation to the Barcelona Model The Barcelona Model in Comparison to Other Metropolitan Cities

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Case Study 2: The Revitalization of Torontoʼs Waterfront Torontoʼs Waterfront Revitalization Torontoʼs Waterfront on the World Stage The Waterfront Scene An Astonishing Opportunity The Pressures for Action Now The Big Challenges A Strategic Business Plan – The Development Concept Torontoʼs Solution A Picture of the New Waterfront The Central Harbour The East Bayfront The West Bayfront The Portlands New City Neighbourhoods The Olympic District The Convergence Centre Lake Ontario Park Grand Channel District The Mouth of the Don River The West Donlands The Eastern and Western Waterfronts The Eastern Waterfront The Western Waterfront Phasing of Implementation Structures, Powers and Governance The Financial Concept

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Land Sales/ Leases (Residential) Infrastructure Spending End-State Impacts Toronto´s Waterfront Design Details

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SUSTAINABILITY PRINCIPLES Building a Sustainable Community Sustainable Land Use Sustainable Transportation Sustainable Building Air Quality Human Communities Cultural Resources National Heritage Water Minerals and Waste Innovation

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CONCLUSION Compact Design Walkable Mixed-use Communities Places where people want to be Resilience to Natural Hazards & Climate Change Environmental Conservation Bibliography Photographs

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Nicholas Orthodox Socrates 2011 - 4123875 TU Delft – AR2A010 – Architectural History Thesis

In Relation To Port And Harbor Areas, What Are The Key Factors And Guiding Principles For Major Waterfront Development?

Abstract This paper aims to reveal the key factors and the guiding principles for major waterfront development in relation to port and harbor areas; After introducing the city of Barcelona, the Barcelona Model, then the History of Barcelonaʼs Ports Development, this paper will focus in on Barcelonaʼs working ports; understanding the logistics and the infrastructure of these functioning areas, how they are managed and how they relate, influence, and govern the development of the city. This paper will then look at Barcelonaʼs cruise ship terminals, their services and their importance in relation to the growth of tourism within the city. Concluding this section with an overview of guiding principals of Port Master Planning, Port Development & Port Design studying long and medium term planning, design criteria, shipping & cargo, emphasizing the importance of the ports location and its connections with inland areas. This paper will shift back to Barcelona, with an in-depth study on Port Vell; Barcelonaʼs very successful, very popular, commercial and leisure waterfront functioning port, as an international tourist attraction and world renowned regeneration project. With a time-line study of the complete history of this port and then an in-depth study into each of Port Vellʼs commercial services, facilities and uses. Concluding this chapter by understanding Port Vellʼs importance in relation to the Barcelona Model and how this profound metamorphosis of the port has served to integrate the site into the city and into urban life to the point where, every year, 16 million people visit this multipurpose spot, as a point of reference for locals and visitors alike. This first case study will be concluded completely by touching upon ʻGreen Urban Planningʼ and the Barcelona Model in relation to other metropolitan cities. This paper will then shift into its second case study; Torontoʼs Waterfront Revitalization, which is still an ongoing process. This project is a very ambitious, very well planned, polly-faceted, waterfront enterprise, set to revitalize and regenerate, not only by defining Torontoʼs character, as a major metropolitan world city, but also acting as a transformative gateway to commerce, culture and tourism for Canada itself. This study will outline the pressures and motivation behind acting now, the big challenges which lie ahead, and how Toronto arrived at its solution. Looking at its Strategic Business Plan, its Develop Concept and its different areas, its facets, its ports and harbours, and its different sections of waterfront. This paper will analyze Torontoʼs Waterfrontʼs phasing of implementation, its structures, powers and governance, whilst looking at the financial concept and the infrastructure spending behind this huge regeneration. This section of the paper will be closed by giving several examples of a variety of design details visioned implemented by West 8+DTAH in 2007. The study of Toronto continues by looking in detail at its sustainable principals for building a sustainable community, its objectives, strategies and actions taken concerned with; land use, transportation, buildings, air quality, human communities, cultural resources, national heritage, water and minerals and waste. Concluding this paper by offering the most important guiding principals and key elements for waterfront development in relation to mixed land use, compact design, walkable mixed-use communities, the importance of vibrant areas and creating areas where people want to be. The conclusion will close by talking about the resilience to natural hazards and climate change and the importance of environmental conservation.

Keywords Waterfront, Development, Revitalization, Regeneration, Toronto, Ports, Harbours, Barcelona. Urban Design, Development, Planning, Introduction In many cities, efforts are currently being made to renew the strength of their waterfront. These efforts are supported by several conditions. Land left vacant by deindustrialization is now cheaper and in many ways prime spots for development. These areas have high aesthetic and functional values due to their proximity to the water and the city core. Because of the many potential overlapping jurisdictions of government that are involved, however, detailed planning is essential for such waterfront development and redevelopment. (Mulvihill, 1991). Many different developments can be planned along the urban waterfront. Large-scale mixed-use developments offer many commercial and economic opportunities. These projects contribute a great deal to the process of re-establishing the vitality of the inner city. Other types of developments are more social than economic. Parks, water-edge walkways, and environmental conservation all add to the cultural landscape. Of similar importance are restorations and preservations of historical sites along the waterfront. Lastly, marketplaces, festivals, happenings and the like contribute much to an area's well being. They are not only a source of economic contributions to the city, but they also enhance the culture of the area. (Mann, 1988) Three issues should be considered when building on the waterfront. Urban designers involved in the planning process should first consider the functional value of their work. This includes attention paid to accessibility and security. As well as planning flood control, environmental education should also be implemented to ensure protection of the land and wildlife. Finally, the most important aspect of a proposed development is its contextual fit within the existing landscape. (Breen & Rigby, 1991) This last issue relates to the postmodern trend in architecture. In some ways this movement is a turn away from the modern strive for urbanization. Rather than a collection of glass boxes, postmodern architecture tries to give buildings more character and make them look welcoming. Buildings are designed as more of an addition to the natural landscape than an intrusion to it. Especially along the waterfront, then, where cities usually first began, a sense of serenity and natural presence, along with an attention to its historical importance, is needed to bring about the area's full worth. Along with this significance, its physical connection to the city and its previously mentioned economic and cultural potential make the waterfront a key resource in inner city redevelopment. (Smolski, 1990). In general, the history of urban waterfront developments can be understood from a modified version of the economic rent model (West, 1989). This theory of land use is also known as the rule of bid rent for highest and best use. The model was made based on the theory and empirical data that suggest land use is determined by the economic possibilities in each area. The predominant condition of urban waterfronts before the late 1950s shows that the city harbor was a central place for business relating to ocean cargo. In addition to the central location, industry was also planned along rivers due to an availability of hydropower and easy waste disposal. Many of these businesses were later relocated due to advances in railway and highway transportation. Urban waterfront industry was no longer the least expensive way of manufacturing and transporting goods. Industry moved to cheaper land because of the ease in transportation, and the city core became deindustrialized. In the 1960s and 1970s the urban waterfront existed as something of an industrial wasteland because of its low economic and social conditions. (Hubbard, 1994) However, the deindustrialization of waterfront areas does not need to cause the complete abandonment of the area. Instead, many other developments can make use of the waterfront. In many ways the deindustrialization of the waterfront is a blessing. This is because there is now room for not just industry, but commercial, residential, and public space as well. Therefore, the deindustrialization of the waterfront, although initially leading to a decline of the area's worth, in the end allows for the rebirth of the waterfront as a more enjoyable and recreational area. (Hubbard, 1994) "The waterfront becomes symbolic of our human limitations – and of our potential. It functions as both a physical and a psychological frontier. By representing what is deep and knowable, it suggests both our hopes and our fears for the future. It is a shimmering mirror which reflects the sunlight of the day and the city lights of the night, breaking them up into millions of sparkling rays, abstracting and making poetic our work-a-day world." - John Rubin, 2004 Great waterfronts are not developed over days or months; they emerge through dedicated action by residents, waterfront users, and community leaders over a number of years, sometimes decades. Each successful project, no matter how small, should bring new strength to the waterfront, creating a greater economic and social sum of its constituent parts. (Evenius, 2003) Case Study 1: Barcelonaʼs Ports and Harbours Barcelona Barcelona, located in the north-east of Spain and on the shores of the Mediterranean, is one of the main European metropolises, and the centre of an extensive metropolitan region made up of more than 217 towns, with a total population of 4.6 million inhabitants. It is the economic, cultural and administrative capital of Catalonia and a leader of an emerging business area in the south of Europe, which is made up of more than 800,000 companies and 17 million inhabitants. Within this Euro-Mediterranean region, which includes the Balearic Islands, Valencia, Aragon and the south- east of France, Barcelona is focusing on new strategic, competitive and international sectors, and it is consolidating its position as one of Europeʼs principal metropolises. Catalonia, and its capital Barcelona, has always been a welcoming

place for those visiting it. Throughout its history, many different peoples have passed through this land and almost all of them have settled here. This has made Catalonia a welcoming place, which is tolerant, dynamic and open to anything that is new. Catalonia and Barcelona have now become one of the main economic hubs of Europe. A driver of the Spanish economy, 21st century Catalonia is an innovative country with a highly-qualified labour force, an enviable geographical position (at the heart of Europe and connected to the rest of the world thanks to its Mediterranean ports and its international airports) and top-notch infrastructure and facilities that draw important investments year after year. (The Media Centre in Barcelona, 2007) The History of the Barcelona Model (Abadir, 2005) Barcelona, one of Europe's most beautiful and historic cities, has been held up as a model of urban planning and renewal, its public spaces and art renowned internationally, especially since it hosted the 1992 Olympics. Though it cost the city $10 billion (U.S. dollars), the impetus transformed the Mediterranean city's neglected port into a revitalized waterfront and has since led millions of people lining up at its door. But the house of Barcelona is not a continually expanding one. It is a city wedged between the mountains and the sea, and the case of urban sprawl cannot therefore exist. Highlighting the one main problem of the city… space! It's a battle between tourist dollars, and citizen's needs. Across Europe, housing has re-surfaced on political and urban agendas. But those countries to the south of Europe, particularly Spain, have created a housing crisis that tourism has insufferably affected. Barcelona has a low level of spatial segregation, simply because there is no space; tourists and natives are forced to live together. In the 1920s Barcelona was the fastest growing city in Europe. The population of Barcelona expanded by 62 per cent during that decade and adjacent blue-collar suburbs like Hospitalet and Santa Coloma doubled and tripled in population. Modernization and industrialization were proceeding at a rapid pace. Migrants from nearby regions were flooding into the city to take jobs. By the 1930s the province of Catalonia, with about 6 million residents, contained about 70% of the manufacturing capacity of Spain.

(Photographs: Port de Barcelona, Port Authority, The Port, Maps & Access 2009) The rapid expansion of the city led to a serious housing shortage and a rapid rent inflation that had rent rising up to 150% in many areas. The severe shortage of housing also led to serious problems of overcrowding and deterioration in the kind of housing available to the working class. There was some public housing — inexpensive concrete buildings — but only 2,200 units had been built. The city relied overwhelmingly on the private real estate market to provide housing. Although there were some large-scale private apartment blocks or "estates," much of the housing was provided by a huge class of small property owners. The main landlords' organization, the Chamber of Urban Property, had over 97,800 members in the province of Catalonia. Shanty towns began to appear on the outskirts of the city. But these were not shanties built by the residents but by landlords who built substandard dwellings while the authorities looked the other way. By 1927 it was estimated that over 6,000 shanties had been built in Barcelona, housing 30,000 people, with more in surrounding towns. In the older parts of Barcelona many flats or houses were cut up into tiny units. Often the penny-pinching landlords refused to provide water hookups for these new units, even though the city building codes had required running water since at least 1891. By 1933 it was estimated that 20,000 flats or houses in Barcelona lacked running water. The Economic Defense Commission estimated that 45,000 people were taking part in the rent strike in July of that year, and over 100,000 by August. Even if these estimates are a bit exaggerated, clearly, this was a massive rent strike. There were rent strikes going on in all the working class neighborhoods of Barcelona, and a number of the outlying towns had set up their own Economic Defense Commissions and were pursuing a similar recourse. It took years for the affects of the strike to deplete. And the government has been trying to balance accommodating tourists and natives since. "The Governor's housing" is a complex of 900 flats of 20 square metres that were built in 1952 to house people living in the slums of Barcelona; they were privatized during the 60's to avoid maintenance costs and social conflicts. Some years later, the growth of Barcelona reached this marginal neighbourhood, which ended as an "island" of decay in the centre of the new urban outskirts. Its inhabitants grew old, and only the poorest youth remained there. When, drugs and delinquency settled in, the situation worsened and it was only in 1990, after several claims, when the three public administrations (State, Regional and City) reached an agreement. The Catalan Government accepted the total renewal of the houses with the financial help from the Ministry responsible for public works and the City Council's commitment to rebuild the area.

A new plan was designed together with the Neighbours' Association, with the task of keeping everybody in the same quarter and the objective to standardize that quarter socially as an urban area. The new streets became intertwined with the old nearby ones, the new squares opened instead of closed, and some old flats that were empty were renewed to house some of the neighbours temporarily. To execute the plan, which started in 1992, a private team specialized in managing was contracted. This team, placed on the spot, directed all the operations of expropriating, pulling down, transferring families, integrating, etc. By the time that fifty percent of the program was executed, results had already become evident: 239 families were given new flats, new commercial activity began, and illegal activities disappeared. And, an episode of degradation that should have never occurred began to slowly vanish from people's memory. When the 1992 Olympics arrived in the city it brought with it more than a few hundred runners, bikers jumpers and swimmers; mi...