acebillo summary folio
TRANSCRIPT
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PABLO ACEBILLO
SUMMARY FOLIO
selected work
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LinkedIn
PABLO ACEBILLOBSc USI ArchitectMSc ETH Spatial Development and
Infrastructure Systems
+41 78 666 1089 (CH)[email protected]
https://drive.google.com/open%3Fid%3D0B3xcEL8zPNYqajBrQnpqdmx1MEE%26authuser%3D0
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Academic Projects
Professional Projects
1
2MSc ETH Spatial Development & Infrastructure Systems
Chair of Spatial Development, ETH Zurich
P.8
P.30
P.6
P.24
BSc USI Architecture
AS Architectural Systems Office
https://www.baug.ethz.ch/en/studies/reis.htmlhttp://www.raumentwicklung.ethz.ch/en/http://www.arc.usi.ch/en/academyhttp://www.asoffice.ch
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Academic Projects
1
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Law school campus in Naples
BSc USI Architecture
Location:
Program:
Built up surface:
Project year:
Course:
Tutor:
Organization:
Grade:
Naples, Italy
Mix use
40460 m2
12.2011
Studio
Prof. Francesco Venezia
Individual project
10.00/10.00
https://drive.google.com/open%3Fid%3D0B3xcEL8zPNYqOGFfNGtkZDNVSUE%26authuser%3D0
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601.11.2015 Pablo Acebillo | Summary Folio
The Naples waterfront, underutilized and undermined, presents an opportunity to radi-cally transform and re-purpose the urban edge of the city. The given Masterplan (dark
grey in Fig. 1) deals with the edge situation between the old city and the sea.
The proposal relocates the Law School of Naples in the east (red in Fig. 1) as the current
is displaced by the given Masterplan. The 10 m wide portico (Fig. 8) serves as the com-
mon component of the new waterfront development.
The new educational center proposes a 100 x 25 m bridge linking the new student house
and the administration building (Fig. 5). This structure also serves as the student library
of the school (Fig. 4). Behind the complex, the existing and undermined Piazza Mercato
gets activated through the allocation of 44 new classrooms and an Aula Magna for con-
ferences in the existing Chiesa di Santa Croce (Fig. 3). Moreover the relation between
the Piazza and the sea increases through the bridge - structure mentioned before (Fig.
9). To enhance activity in the public space, 2 new restaurant-caffes are placed on the
square to serve the students needs.
To emphasize the desired relation and porosity between the Piazza and the Mediter-
ranean sea, translucent cubes along the portico are deployed, materialized in LitraCon
concrete, which enables light to penetrate through thanks to fiber glass technology.
These cubes serve as caffes for citizens, skylights for the parking level underneath and
enclosed gardens with vegetation inside (Fig. 6). During the night, the cubes become
urban lamps creating a new public space along the waterfront (Fig. 8).
7. Model perspective
8. Virtual night view from Waterfront towards portico
9. Virtual day view from Plaza towards Sea
3. Piazza level (0.00 m)
4. Library level (+ 10.00 m)
5. Library terrace level (+ 14.50 m)
6. Section S-A through portico 0 50 m
S-A
1. Masterplan 0 100 m
10. Virtual day perpsective from Waterfront Masterplan2. Virtual day perpsective from Waterfront Masterplan
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Hinterland port development in the metropolitan region of Barcelona
MSc ETH Spatial Development and Infrastructure Systems
Location:
Program:
Built up surface:
Project year:
Course:
Tutor:
Organization:
Grade:
Barcelona, Spain
Logistic Terminal
40 ha
01.2015
Master Thesis
Prof. Dr. Bernd Scholl
Individual project
6.00/6.00
https://drive.google.com/open?id=0B3xcEL8zPNYqajBrQnpqdmx1MEE
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801.11.2015 Pablo Acebillo | Summary Folio
4. GDP/capita analysis along corridor
5. Rail infrastructure analysis along corridor
2. Sea freight analysis in European ports
3. Market analysis on hinterland of European ports
6. Proposed terminal conversion for intermodal freight transport in El Valles, Barcelona1. Analysis on demographic change from 2014 to 2050
Hinterland port development is a concept based on supporting the infrastructures which ensure the efficient logistics supply chain between the port and its land area of
influence.
The main purpose of the research is to find strategies to improve the hinterland infra-
structures of South European ports as to balance and decentralize the freight entrance
in Europe. This premise is deployed in the metropolitan region of Barcelona where the
conversion of an existing automobile terminal into one capable of receiving container
traffic is analysed in depth (Fig. 6).
The project follows a deductive, i.e. broad to detailed, approach in terms of both territo-
rial coverage and research goals. The work is divided into three levels: 1) international/
European level, i.e. analysis of both economic and demographic prospects (Fig. 1), 2)
regional level, i.e. structured analysis of nine Mediterranean ports in terms of traffic
and infrastructure performance (Fig. 2-3), 3) local level, i.e. identification of potential for
hinterland port development in the metropolitan region of Barcelona (Fig. 4-6). For this
purpose both the stakeholder- and the institutional analysis are revealed as key methods
to define the most feasible intervention. Indeed, more than 10 interviews with key stake-
holders in the planning- and infrastructure sector are conducted as to collect data and
trade off different opinions.
The findings show that the terminal conversion is only possible if collaboration among
administrations throughout the planning process is ensured. Indeed, both regional and
central administrations have to compromise in several planning procedures in order to
reach mutual agreements. From the management perspective, the concession at own
risk to a private operator is the most appropriate scheme to guarantee the feasibility of
the project. Lastly, a considerable improve in the Spanish economy is also needed for
the project viability.
0
00
100 m
25 km500 km
Automobile storage
80
60
North
Afric
a
Sout
h Eur
ope
Spain
Fran
ce
Italy
Gree
ce
North
Euro
pe
40
20
0
Perc
entil
e ch
ane
in %
- 20
- 40
Truck parking TEU storage Zones Rail network
Buildings Load/Unload Car park Rail tracks Road network
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0 300 m
Urban regeneration in the metropolitan area of Zurich
MSc ETH Spatial Development and Infrastructure Systems
Location:
Program:
Built up surface:
Project year:
Course:
Tutor:
Organization:
Grade:
Zurich, Switzerland
Urban- Transport Development
12 km2
12.2013
Interdisciplinary Project
Prof. Dr. Ulrich Weidmann et al.
Team project (4)
4.75/6.00
https://drive.google.com/open%3Fid%3D0B3xcEL8zPNYqfkdUUzZxZE1HakppU0dLQV9rR0hMQnExdFJlUTNzcS1tNVdSMVhUZ1NsQTA%26authuser%3D0
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0 300 m
Tertire Sektor
Wohnung
Dienstleistungen
Industrie
Grn/Parkanlagen
17
17
18
18
26
26
28
28
36
36
37
37
38
38
39
39
40
40
41
41
42
42
43
43
44
44
0 300 m
Industriezone 8.0
Industriezone 5.0
Bahnanschluss
Verlagerung
0
300 m
Load factor Load factor
0 0
< 7 % < 7 %
< 35 % < 35 %
< 65 % < 65 %
< 80 % < 80 %
70 70135 135
250 250
1001.11.2015 Pablo Acebillo | Summary Folio
0 300 m2. Industries de location
0 150 m4. Proposed Masterplan
5. Regional traffic load in 2030 without project proposal1. Main figures
3. Proposed building use
Industrie Zone 8.0 Tertiary
Industrie Zone 5.0 Housing
Services
Industry
New rail connection
New rail connection
Inhabitants
Housing [m2]
Zone 1
Zone 1
Zone 2
Zone 2
Zone 3
Zone 3
Zone 4
Zone 4
Total
Total
2100
125000
400
23000
300
18000
200
13000
3000
179000
2600
80000
640
79000
750
23000
180
17500
1300
43000
130
23500
950
30000
90
16500
5600
176000
1040
136500
Job positions
Office [m2]
Apartmenst
Parking [m2]
Zurich City is experiencing a demographic growth since the last 10 years. Due to its central location in Europe, many companies find the city attractive to settle in.
In this context the urban strategy followed by local authorities for the past 20 years has
been to stop sprawl development incentivating densification in already well-connected
urban centres. This is the case of Regensdorf, a municipality 20 km North from Zurich
direct linked by train to the swiss city.
The project focuses in a 12 km2 wide area comprising both urban- and rural land. In it,
a strategic project is developed involving urban development, transport planning, land-
scape planning and infrastructure deployment.
Regarding urban development, a densification in the urban core of Regensdorf is pro-
posed. Specifically, the urban intervention takes place in a 38 ha wide site currently used
as industrial and logistic center. Being located next to the train station, the research
forsees the delocation of some of the industries to the west along the rail (Fig. 2) leaving
space for a new mix use urban center (Fig. 4). For this purpouse diferent compensation
strategies are proposed as to make the delocation of 15 companies feasible.
The new urban center is divided into 4 Zones. These Zones will guide the staged project
deployment starting from Zone 1 to Zone 4. This, as to minimize future disruptions and
allow the project to be feasible even if not fully completed. 50% housing and 50% office
surface will provide 1040 apartments and 5600 job positions to the area (Fig. 1).
On behalf of transport planning measures, a bypass road is proposed through the south
of Regensdorf in orde to reduce traffic congestions through the new development. Traffic
simulations forsee an improvement of 8 % in the load factor with the proposed interven-
tions (Fig. 5-6).
6. Regional traffic load in 2030 with project proposal
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Green Areas
The amount of green space has to be the same as the area of the original Tampines Eco Green. By spreading it out, green and public spaces are created throughout the city for the purposes of leisure as well as orientati-on. The green spaces are also designed to disrupt the regular grid arrangement, adding an extra dynamic to the city and to shorten walking distances.
This drawing shows the distribution of the different mixed-use block arrangements throught the site and how the residential upper floors form internal courtyards or connect to each other over the streets thanks to the modular design that is coherent at different scales, from unit to block to grid.
Team #2 | VisualizationTeam #2
Visualization
Car-free tropical city
MSc ETH Spatial Development and Infrastructure Systems
Location:
Program:
Built up surface:
Project year:
Course:
Tutor:
Organization:
Grade:
Singapore
Urban cluster
250 ha
07.2013
Future cities - Networks and Grammars
Prof. Dr. Kay Axhausen
Team project (6)
not graded
https://drive.google.com/open?id=0B3xcEL8zPNYqWC1leDNJNVlsTkE
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6968
The transportation system is intended to complement walking and to facilitate longer distance travel on site and in order to connect the site to the rest of Singapore. In pl-anning our transportation network, we consider the peak hour travel demand to estimate the necessary capacity.
The travel demand quantity based on the number of re-sidents is shown in the margin.
Based on the capacity needed to facilitate travel within, out of and into our site, we decided to use three different public transportation modes namely MRT, LRT, and public buses. These three transportation modes have currently been popularly used in Singapore.
Based on the density of housing as well as the jobs availa-ble in our site, we ran a transportation network optimi-zation. This network optimization was based on an initial plan on adding two MRT stations to the East-West Line and diverting the line to pass through our site.
On our result, we can see that the MRT line is congested. Hence, we decided to make several changes to our initial transportation system.
The solutions for an uncongested MRT network are ex-plained below.
Capacities of transport modesMRT 64.000Bus 5.400LRT 13.500Private Cars 5.900Car Park 10.340
Singapore 2012 travel dataTotal population 5.184.000Passenger journeys 3.988.000Peak hour journeys 3.237.000
Tampines estimated travel demandTotal population 150.000Passenger journeys 116.475Peak hour travel 99.000Leaving the site 69.300
Above-ground LRT line LRT line
LRT stops
The four proposed layers of complementary transporta-tion networks and their interconnectability.
On-ground bike network bike sharing stations
Under-ground car and logistics car parking car network logistic network
car access
Under ground MRT network MRT stations
MRT above ground MRT underground
The first network optimization with a congested MRT line.
Team #2 | NetworksTeam #2
Networks
7978
Section
open closed
LRT bicycle lane car network parking MRT
12 m street width
18 m street width.
The street sections detail the multi-layered and multi-faceted transport network existing within our city as well as the integration between those and the morphlogical compositions of the buildings.
The 18 m street section emphasizes the intermodality in transport. The section provides 75% for static mobility and 25% for dynamic (3 m bicycle lane). The bicycle lane can be adapted for emergency needs into a car-used lane (firefighters, police, ambulance). We intend to integrate all the transport modes together by creating efficient ac-cess and vertical conections which can then be extended through the building mass.
The 12 m street section provides 25% of dynamic mobility (3 m bicycle lane) and 75% of sidewalk surface intended to be used as a public space. As already mentioned, diffe-rent programs and spaces are generated and integrated through the building mass.
The generation of the block typologies and examples of the different uses. Commercial use (yellow) on the ground floor, offices (red) above and residen-tial (green) on the upper floors.
The multi-layered transport network and the integration between transport and flexible distribution of public space.
Team #2 | GrammarsTeam #2
Grid
Again, the grid system is designed to promote maximum walkability. The grid orientation is aligned to minimize the surface insulation level, as well as to allow main air flows in SW to NE direction. Pedestrian-prioritised streets make for easy accessibility and comfort. The street grid is aligned to provide maximum shading during the day and in addition, trees and covers are used to provide additi-onal shading and protection from rain to make the city walkable in all weather.
7776
Sun and dominant wind orienta-tion dictates the orientation of the grid.
Blocks
The defined unit is combined in order to create 60x120 m blocks. The mixed use blocks are split into three horizontal layers, each with its own typology. Modules are arranged to suit the different uses, create interior public spaces and increase natural ventilation through the buildings. Small block sizes increase the number of streets and intersections, giving more options and space for pedestrians. Blocks will also connect to each other through linking sky bridges composed of multiple units, allowing for a greater level of flexibility and interaction between different buildings.
Team #2 | GrammarsTeam #2
83
The second image depicts a small urban scene within the city, where ground level retail spills onto the street, creating a vibrant street life. We envision the use of these areas, particu-larly at night time, to create and active and healthy street culture in the city.
82
Public Spaces
We aim to achieve a 3-D compostion of the city by al-lowing people to walk through the buildings and interact with the different spaces prodcuced within the blocks. By conecting blocks on higher levels, new public spaces can arise for the local inhabitants. The image highlights and example of integrated public spaces within a buil-ding, utilizing the flexibility provided by the modular unit design. Such spaces can be used to provide food courts, lounges, sports and recreation areas as well as museums and galleries.
Team #2 | GrammarsTeam #2
83
The second image depicts a small urban scene within the city, where ground level retail spills onto the street, creating a vibrant street life. We envision the use of these areas, particu-larly at night time, to create and active and healthy street culture in the city.
82
Public Spaces
We aim to achieve a 3-D compostion of the city by al-lowing people to walk through the buildings and interact with the different spaces prodcuced within the blocks. By conecting blocks on higher levels, new public spaces can arise for the local inhabitants. The image highlights and example of integrated public spaces within a buil-ding, utilizing the flexibility provided by the modular unit design. Such spaces can be used to provide food courts, lounges, sports and recreation areas as well as museums and galleries.
Team #2 | GrammarsTeam #2
1716
Site The selected site of Tampines-North in the North-East of Singapore is in close proximity to the airport and well connected to the downtown area of the city.
expressway existing MRT lines planned MRT lines
Changi Airport
Downtown Singapore
Introduction | BriefIntroduction
6968
The transportation system is intended to complement walking and to facilitate longer distance travel on site and in order to connect the site to the rest of Singapore. In pl-anning our transportation network, we consider the peak hour travel demand to estimate the necessary capacity.
The travel demand quantity based on the number of re-sidents is shown in the margin.
Based on the capacity needed to facilitate travel within, out of and into our site, we decided to use three different public transportation modes namely MRT, LRT, and public buses. These three transportation modes have currently been popularly used in Singapore.
Based on the density of housing as well as the jobs availa-ble in our site, we ran a transportation network optimi-zation. This network optimization was based on an initial plan on adding two MRT stations to the East-West Line and diverting the line to pass through our site.
On our result, we can see that the MRT line is congested. Hence, we decided to make several changes to our initial transportation system.
The solutions for an uncongested MRT network are ex-plained below.
Capacities of transport modesMRT 64.000Bus 5.400LRT 13.500Private Cars 5.900Car Park 10.340
Singapore 2012 travel dataTotal population 5.184.000Passenger journeys 3.988.000Peak hour journeys 3.237.000
Tampines estimated travel demandTotal population 150.000Passenger journeys 116.475Peak hour travel 99.000Leaving the site 69.300
Above-ground LRT line LRT line
LRT stops
The four proposed layers of complementary transporta-tion networks and their interconnectability.
On-ground bike network bike sharing stations
Under-ground car and logistics car parking car network logistic network
car access
Under ground MRT network MRT stations
MRT above ground MRT underground
The first network optimization with a congested MRT line.
Team #2 | NetworksTeam #2
Networks
6968
The transportation system is intended to complement walking and to facilitate longer distance travel on site and in order to connect the site to the rest of Singapore. In pl-anning our transportation network, we consider the peak hour travel demand to estimate the necessary capacity.
The travel demand quantity based on the number of re-sidents is shown in the margin.
Based on the capacity needed to facilitate travel within, out of and into our site, we decided to use three different public transportation modes namely MRT, LRT, and public buses. These three transportation modes have currently been popularly used in Singapore.
Based on the density of housing as well as the jobs availa-ble in our site, we ran a transportation network optimi-zation. This network optimization was based on an initial plan on adding two MRT stations to the East-West Line and diverting the line to pass through our site.
On our result, we can see that the MRT line is congested. Hence, we decided to make several changes to our initial transportation system.
The solutions for an uncongested MRT network are ex-plained below.
Capacities of transport modesMRT 64.000Bus 5.400LRT 13.500Private Cars 5.900Car Park 10.340
Singapore 2012 travel dataTotal population 5.184.000Passenger journeys 3.988.000Peak hour journeys 3.237.000
Tampines estimated travel demandTotal population 150.000Passenger journeys 116.475Peak hour travel 99.000Leaving the site 69.300
Above-ground LRT line LRT line
LRT stops
The four proposed layers of complementary transporta-tion networks and their interconnectability.
On-ground bike network bike sharing stations
Under-ground car and logistics car parking car network logistic network
car access
Under ground MRT network MRT stations
MRT above ground MRT underground
The first network optimization with a congested MRT line.
Team #2 | NetworksTeam #2
Networks
6968
The transportation system is intended to complement walking and to facilitate longer distance travel on site and in order to connect the site to the rest of Singapore. In pl-anning our transportation network, we consider the peak hour travel demand to estimate the necessary capacity.
The travel demand quantity based on the number of re-sidents is shown in the margin.
Based on the capacity needed to facilitate travel within, out of and into our site, we decided to use three different public transportation modes namely MRT, LRT, and public buses. These three transportation modes have currently been popularly used in Singapore.
Based on the density of housing as well as the jobs availa-ble in our site, we ran a transportation network optimi-zation. This network optimization was based on an initial plan on adding two MRT stations to the East-West Line and diverting the line to pass through our site.
On our result, we can see that the MRT line is congested. Hence, we decided to make several changes to our initial transportation system.
The solutions for an uncongested MRT network are ex-plained below.
Capacities of transport modesMRT 64.000Bus 5.400LRT 13.500Private Cars 5.900Car Park 10.340
Singapore 2012 travel dataTotal population 5.184.000Passenger journeys 3.988.000Peak hour journeys 3.237.000
Tampines estimated travel demandTotal population 150.000Passenger journeys 116.475Peak hour travel 99.000Leaving the site 69.300
Above-ground LRT line LRT line
LRT stops
The four proposed layers of complementary transporta-tion networks and their interconnectability.
On-ground bike network bike sharing stations
Under-ground car and logistics car parking car network logistic network
car access
Under ground MRT network MRT stations
MRT above ground MRT underground
The first network optimization with a congested MRT line.
Team #2 | NetworksTeam #2
Networks
6968
The transportation system is intended to complement walking and to facilitate longer distance travel on site and in order to connect the site to the rest of Singapore. In pl-anning our transportation network, we consider the peak hour travel demand to estimate the necessary capacity.
The travel demand quantity based on the number of re-sidents is shown in the margin.
Based on the capacity needed to facilitate travel within, out of and into our site, we decided to use three different public transportation modes namely MRT, LRT, and public buses. These three transportation modes have currently been popularly used in Singapore.
Based on the density of housing as well as the jobs availa-ble in our site, we ran a transportation network optimi-zation. This network optimization was based on an initial plan on adding two MRT stations to the East-West Line and diverting the line to pass through our site.
On our result, we can see that the MRT line is congested. Hence, we decided to make several changes to our initial transportation system.
The solutions for an uncongested MRT network are ex-plained below.
Capacities of transport modesMRT 64.000Bus 5.400LRT 13.500Private Cars 5.900Car Park 10.340
Singapore 2012 travel dataTotal population 5.184.000Passenger journeys 3.988.000Peak hour journeys 3.237.000
Tampines estimated travel demandTotal population 150.000Passenger journeys 116.475Peak hour travel 99.000Leaving the site 69.300
Above-ground LRT line LRT line
LRT stops
The four proposed layers of complementary transporta-tion networks and their interconnectability.
On-ground bike network bike sharing stations
Under-ground car and logistics car parking car network logistic network
car access
Under ground MRT network MRT stations
MRT above ground MRT underground
The first network optimization with a congested MRT line.
Team #2 | NetworksTeam #2
Networks
6968
The transportation system is intended to complement walking and to facilitate longer distance travel on site and in order to connect the site to the rest of Singapore. In pl-anning our transportation network, we consider the peak hour travel demand to estimate the necessary capacity.
The travel demand quantity based on the number of re-sidents is shown in the margin.
Based on the capacity needed to facilitate travel within, out of and into our site, we decided to use three different public transportation modes namely MRT, LRT, and public buses. These three transportation modes have currently been popularly used in Singapore.
Based on the density of housing as well as the jobs availa-ble in our site, we ran a transportation network optimi-zation. This network optimization was based on an initial plan on adding two MRT stations to the East-West Line and diverting the line to pass through our site.
On our result, we can see that the MRT line is congested. Hence, we decided to make several changes to our initial transportation system.
The solutions for an uncongested MRT network are ex-plained below.
Capacities of transport modesMRT 64.000Bus 5.400LRT 13.500Private Cars 5.900Car Park 10.340
Singapore 2012 travel dataTotal population 5.184.000Passenger journeys 3.988.000Peak hour journeys 3.237.000
Tampines estimated travel demandTotal population 150.000Passenger journeys 116.475Peak hour travel 99.000Leaving the site 69.300
Above-ground LRT line LRT line
LRT stops
The four proposed layers of complementary transporta-tion networks and their interconnectability.
On-ground bike network bike sharing stations
Under-ground car and logistics car parking car network logistic network
car access
Under ground MRT network MRT stations
MRT above ground MRT underground
The first network optimization with a congested MRT line.
Team #2 | NetworksTeam #2
Networks
7978
Section
open closed
LRT bicycle lane car network parking MRT
12 m street width
18 m street width.
The street sections detail the multi-layered and multi-faceted transport network existing within our city as well as the integration between those and the morphlogical compositions of the buildings.
The 18 m street section emphasizes the intermodality in transport. The section provides 75% for static mobility and 25% for dynamic (3 m bicycle lane). The bicycle lane can be adapted for emergency needs into a car-used lane (firefighters, police, ambulance). We intend to integrate all the transport modes together by creating efficient ac-cess and vertical conections which can then be extended through the building mass.
The 12 m street section provides 25% of dynamic mobility (3 m bicycle lane) and 75% of sidewalk surface intended to be used as a public space. As already mentioned, diffe-rent programs and spaces are generated and integrated through the building mass.
The generation of the block typologies and examples of the different uses. Commercial use (yellow) on the ground floor, offices (red) above and residen-tial (green) on the upper floors.
The multi-layered transport network and the integration between transport and flexible distribution of public space.
Team #2 | GrammarsTeam #2
7978
Section
open closed
LRT bicycle lane car network parking MRT
12 m street width
18 m street width.
The street sections detail the multi-layered and multi-faceted transport network existing within our city as well as the integration between those and the morphlogical compositions of the buildings.
The 18 m street section emphasizes the intermodality in transport. The section provides 75% for static mobility and 25% for dynamic (3 m bicycle lane). The bicycle lane can be adapted for emergency needs into a car-used lane (firefighters, police, ambulance). We intend to integrate all the transport modes together by creating efficient ac-cess and vertical conections which can then be extended through the building mass.
The 12 m street section provides 25% of dynamic mobility (3 m bicycle lane) and 75% of sidewalk surface intended to be used as a public space. As already mentioned, diffe-rent programs and spaces are generated and integrated through the building mass.
The generation of the block typologies and examples of the different uses. Commercial use (yellow) on the ground floor, offices (red) above and residen-tial (green) on the upper floors.
The multi-layered transport network and the integration between transport and flexible distribution of public space.
Team #2 | GrammarsTeam #2
0 0 05 km 500 m 5 m
1201.11.2015 Pablo Acebillo | Summary Folio
The site is located 10 km Northeast from Singapore Downtown and 5 km West from Changi International Airport (Fig. 1). The project forsees an urban development in a 250
ha empty site to accomodate 150000 inhabitants and 70000 job positions.
The masterplan proposes a compact and dense urban cluster free of cars. The aim is to
foster interaction between residents in outdoor areas with a pedestrian-approach. For
this purpouse, a high-quality transport system is deployed, consisting in a multi-layerd
network (Fig. 4). A mass rapid transit (MRT) underground system connects the cluster
with Singapore downtown and the region around. This is combined with a local on-
ground bycicle sharing network and an above-groundl light rapid transit (LRT) system
with a loop configuration. As to impprove intermodality among all systems, vertical con-
nections become key elements to ensure an efficient transfer. Main transport nodes are
deployed in conjunction with job and housing densities. The public transport network
coexist with an underground car and logisitic network only to be used by residents from
the district. This network is also suitable for emergency cases.
Regarding the urban tissue, an asymmetric grid with two street categories is proposed.
Following Barcelonas grid example, the blocks diagonal is oriented North-South, fa-
vouring sunlight and main ventilation circulation throughout the year (Fig. 5). The blocks
are formed based on a module of 6x3x3 m. The modular design is conceived as flexible
and adaptable through time. In that way, units can be added and substracted form-
ing a changing landscape in the city (Fig. 3). Minimum shares of residential, office and
retail floor are defined in the overall plan as to ensure a mix-use development. The block
is seen as an interstitial system in which both private and public space coexist. Public
facilities and spaces to encourage social interaction are provided both on street level
and within the urban blocks (Fig. 2, 6).
2. Visualization street level
3. Visualization block morphology4. Proposed multi-layered transport network
6. Schematic section1. Location 5. Masterplan
project site
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st
Rugg
ell Po
st
Senn
erei
Oberw
iler
Rugg
ell Kr
euzst
rasse
Gamp
rin Ba
dl
Gamp
rin Fa
llsbr
etsch
a
Jede
rgas
s
Mhle
gass
Nofel
s Kirc
he
Ghf B
ad N
ofels
Berg
cke
r
Obere
r Has
enba
ch
Rugg
ell Zo
llamt
Nofle
rstras
se
Gisin
gen M
ilchh
of
Gisin
gen H
aupt
stras
se
Gisingen Bahnhof
Planken Saroja
Esch
en
Post
Seba
stian
stras
se
Sche
llenb
erg Po
st
Hint
ersch
ellen
berg
Buchs Bahnhof
SchaanBahnhof
Maur
en Po
st
Nend
eln O
berw
iesen
Scha
an Fo
rst/H
ilti AG
Im Be
sch
Bierke
ller
Zollstrasse
Malarsch
Im Rossfeld
Rossfeld/Obergass
Schaan Rheindenkmal
Buchs Rheinau
Freien
dorf
Wega
cker
Maur
en Fa
llsga
ss
Esch
en
Kohlp
latz Pr
estaE
schen
Spor
tpark
Nend
eln
Bahn
hof
Tonw
arenfa
brik
Scha
an Ro
seng
arten
Bend
ererst
r./Hilc
ona
Ivocla
r
Unde
r Atzi
g
Bend
ern Pi
nocc
hio
Bend
ern W
idaga
ss
Esch
en Br
hl
Halde
ngas
s
Eintra
cht
Mauren Kirche
Krum
mena
cker
Maur
en Au
f Berg
Sche
llenb
erg Eg
erta
Stotz
KlennTannwald
Schellenberg Eschner Rtte
Gamprin Michel-Oehri
AltenstadtTosters
Waldeck
BhlGemeindehaus
StelzagassGamprin Haldenstrasse
Oberg
ut
Hint
ersch
loss
WidumSchellenberg Loch
Ruggell Limsenegg
Ruggell Kirche Abzw. Badl-SchlattSimmasguet
Unterbhl
Schulhaus
Sga
platz
Thea
ter
Sch.
Indus
trie
Maur
en Fr
eihof
Maur
en Zi
el
Abzw. Egerta
Planken Vorderplanken
Schaan Frstenweg
Kinderheim
Planknerstrasse/Kresta
Duxgass/Kresta
Rietst
rasse
Sarg
ans B
ahnh
of
Trbb
ach P
ost
Vadu
z Pos
t
Sevelen Beli
Malbun Zentrum
Not modied lines
Modied lines
Railway
Stops
Transfers
Triesen Meierhof
Gaflei
Bch
legatt
er
Argw
eg
Gartn
etsch
hof
Tries
en S
ga
Balze
rs Ro
xy
Egert
a
Alter
Pfarrh
of
Hfle
Mlsn
erdor
f
Brc
kle
Rhein
stras
se
Schlo
ssweg
Dorn
au
Sarg
ans M
arkth
alle
Vild
Gutsh
of
Ghf R
ose
Sarg
ans P
ost
Balze
rs Sp
ortp
latz
Gagoz
Trbbach Fhrhtte
AuSp
ital
Vadu
z Rt
ti
Tries
en M
essin
a
Masch
lina
Tries
en Po
st
Schu
le
Sonn
enkre
isel
Lettstrasse
Rheinparkstadion Alte Rheinbrcke
Sevelen BahnhofSevelen Post Rathaus
Scha
an Ze
ntru
m
Scha
an Q
uade
r
Vadu
z Mh
leholz
Eben
holz/
Unive
rsitt
Hofke
llerei
Qud
erle
Stdt
le
Laur
entiu
sbad
MatschilsTriesen Vaschiel
Langgasse
Vanetscha
Feldstrasse
Triesenberg Tscherloch
Triesenberg Post
Obergufer
Poska
Steinort
Triesenberg Abzw. Masescha
Triesenberg Rizlina
Steg Tunnel
Steg Hotel
Malbun Jugendheim
Bergbahnen
Schneeflucht
Jraboda
Tristel
Egga
Samina
Almeina
Masescha
Masescha Abzw. Silum
Gaflei Matu
Balischguad
Rtelti
Vaduz Schwefel
Guferwald
Giessenstrasse
Abfallentsorgung
Salez Sennwald Bahnhof
Rhein Rhein
Rhein
Railway
Railway
Railway
Railw
ay
Railway
Legend
33
33
33
32
3232
3231
31
12
11
11
11
11
11
11
12
12
12
System- and network planning for the public transport in Liechtenstein
MSc ETH Spatial Development and Infrastructure Systems
Location:
Program:
Area of site:
Project year:
Course:
Tutor:
Organization:
Grade:
Liechtenstein
Bus Network Optimization
160 km2
12.2012
System & Network Planning
Prof. Dr. Ulrich Weidmann
Team project (3)
5.25/6.00
https://drive.google.com/open%3Fid%3D0B3xcEL8zPNYqfnNjWVJta2VoTTRnTnJHeXdpVVRkRWVTdjhiZVJMVXJWOWhzYXJLQnBteUE%26authuser%3D0
-
Feldk
irch B
ahnh
of
Katze
ntur
m
Seba
stian
stras
se
Rapp
enwa
ldstra
sse
Tisis T
bele
weg
Scha
anwa
ld Zo
llamt
Feldk
irch S
chulz
entru
m
Leop
old-Sc
heel-
Weg
Tisis L
etzes
trasse
Land
esge
richt
Scha
anwa
ld Wa
ldstra
sse
Zusch
g
Bend
ern Po
st
Rugg
ell Po
st
Senn
erei
Oberw
iler
Rugg
ell Kr
euzst
rasse
Gamp
rin Ba
dl
Gamp
rin Fa
llsbr
etsch
a
Jede
rgas
s
Mhle
gass
Nofel
s Kirc
he
Ghf B
ad N
ofels
Berg
cke
r
Obere
r Has
enba
ch
Rugg
ell Zo
llamt
Nofle
rstras
se
Gisin
gen M
ilchh
of
Gisin
gen H
aupt
stras
se
Gisingen Bahnhof
Planken Saroja
Esch
en
Post
Seba
stian
stras
se
Sche
llenb
erg Po
st
Hint
ersch
ellen
berg
Buchs Bahnhof
SchaanBahnhof
Maur
en Po
st
Nend
eln O
berw
iesen
Scha
an Fo
rst/H
ilti AG
Im Be
sch
Bierke
ller
Zollstrasse
Malarsch
Im Rossfeld
Rossfeld/Obergass
Schaan Rheindenkmal
Buchs Rheinau
Freien
dorf
Wega
cker
Maur
en Fa
llsga
ss
Esch
en
Kohlp
latz Pr
estaE
schen
Spor
tpark
Nend
eln
Bahn
hof
Tonw
arenfa
brik
Scha
an Ro
seng
arten
Bend
ererst
r./Hilc
ona
Ivocla
r
Unde
r Atzi
g
Bend
ern Pi
nocc
hio
Bend
ern W
idaga
ss
Esch
en Br
hl
Halde
ngas
s
Eintra
cht
Mauren Kirche
Krum
mena
cker
Maur
en Au
f Berg
Sche
llenb
erg Eg
erta
Stotz
KlennTannwald
Schellenberg Eschner Rtte
Gamprin Michel-Oehri
AltenstadtTosters
Waldeck
BhlGemeindehaus
StelzagassGamprin Haldenstrasse
Oberg
ut
Hint
ersch
loss
WidumSchellenberg Loch
Ruggell Limsenegg
Ruggell Kirche Abzw. Badl-SchlattSimmasguet
Unterbhl
Schulhaus
Sga
platz
Thea
ter
Sch.
Indus
trie
Maur
en Fr
eihof
Maur
en Zi
el
Abzw. Egerta
Planken Vorderplanken
Schaan Frstenweg
Kinderheim
Planknerstrasse/Kresta
Duxgass/Kresta
Rietst
rasse
Sarg
ans B
ahnh
of
Trbb
ach P
ost
Vadu
z Pos
t
Sevelen Beli
Malbun Zentrum
Not modied lines
Modied lines
Railway
Stops
Transfers
Triesen Meierhof
Gaflei
Bch
legatt
er
Argw
eg
Gartn
etsch
hof
Tries
en S
ga
Balze
rs Ro
xy
Egert
a
Alter
Pfarrh
of
Hfle
Mlsn
erdor
f
Brc
kle
Rhein
stras
se
Schlo
ssweg
Dorn
au
Sarg
ans M
arkth
alle
Vild
Gutsh
of
Ghf R
ose
Sarg
ans P
ost
Balze
rs Sp
ortp
latz
Gagoz
Trbbach Fhrhtte
AuSp
ital
Vadu
z Rt
ti
Tries
en M
essin
a
Masch
lina
Tries
en Po
st
Schu
le
Sonn
enkre
isel
Lettstrasse
Rheinparkstadion Alte Rheinbrcke
Sevelen BahnhofSevelen Post Rathaus
Scha
an Ze
ntru
m
Scha
an Q
uade
r
Vadu
z Mh
leholz
Eben
holz/
Unive
rsitt
Hofke
llerei
Qud
erle
Stdt
le
Laur
entiu
sbad
MatschilsTriesen Vaschiel
Langgasse
Vanetscha
Feldstrasse
Triesenberg Tscherloch
Triesenberg Post
Obergufer
Poska
Steinort
Triesenberg Abzw. Masescha
Triesenberg Rizlina
Steg Tunnel
Steg Hotel
Malbun Jugendheim
Bergbahnen
Schneeflucht
Jraboda
Tristel
Egga
Samina
Almeina
Masescha
Masescha Abzw. Silum
Gaflei Matu
Balischguad
Rtelti
Vaduz Schwefel
Guferwald
Giessenstrasse
Abfallentsorgung
Salez Sennwald Bahnhof
Rhein Rhein
Rhein
Railway
Railway
Railway
Railw
ay
Railway
Legend
33
33
33
32
3232
3231
31
12
11
11
11
11
11
11
12
12
12
12
21
22
26
14
14
12
13
13
1311
11
35
31
32
32
33
36E36E
11
40
24
12E
31
34 36E
Planken Saroja
Rietst
rasse
Sarg
ans B
ahnh
of
Trbb
ach P
ost
Vadu
z Pos
t
Sevelen Beli
Malbun Zentrum
Triesen Meierhof
Gaflei
Feldk
irch B
ahnh
of
Katze
ntur
m
Zusch
g
Esch
en
Post
Seba
stian
stras
se
Bend
ern P
ost
Sche
llenb
erg P
ost
Hint
ersch
ellen
berg
Rugg
ell Po
st
Gisin
gen M
ilchh
of
Buch
s Bah
nhof
Scha
an
Bahn
hof
Maur
en Po
st
Bch
legatt
er
Argw
eg
Gartn
etsch
hof
Triese
n Sg
a
Balze
rs Ro
xy
Egert
aAlt
er Pfa
rrhof
Hfle
Mlsn
erdorf
Brckl
e
Rhein
strass
e
Schlos
sweg
Dorna
u
Sarga
ns Ma
rktha
lle Vild
Gutsh
of
Ghf R
ose
Sarga
ns Po
st
Balze
rs Sp
ortpla
tz
Gagoz
Trbbach Fhrhtte
Nend
eln O
berw
iesen
Schaa
n Fors
t/Hilti
AG
Im Be
sch
Bierke
ller
Zollstrasse
Malarsch
Im Rossfeld
Rossfeld/Obergass
Schaan Rheindenkmal
Buchs Rheinau
Rapp
enwa
ldstra
sse
Tisis T
bele
weg
Schaa
nwald
Zolla
mt
Feldk
irch S
chulz
entru
m
Leopo
ld-Sch
eel-W
eg
Tisis L
etzest
rasse
Land
esgeri
cht
Schaa
nwald
Wald
strass
e
Freien
dorf
Wega
cker
Maure
n Fall
sgass
Esche
n
Kohlp
latz Pre
staEsc
hen S
portp
arkNe
ndeln
Bahn
hof
Tonw
arenfa
brik
Nend
eln Ko
hlmah
d
Schaa
n Rose
ngart
en
Bend
ererst
r./Hilco
na
Ivocla
r
Unde
r Atzi
g
Bend
ern Pi
nocch
io
Bend
ern W
idaga
ss
Esche
n Brh
lHa
ldeng
ass
Eintra
cht
Maure
n Kirc
he
Krumm
enack
er
Maure
n Auf
Berg
Schell
enbe
rg Eg
erta
Stotz
KlennTannwald
Schellenberg Eschner Rtte
Gamprin Michel-Oehri
Waldeck
BhlGemeindehaus
StelzagassGamprin Haldenstrasse
Oberg
ut
Hinter
schlos
s
WidumSchellenberg Loch
Ruggell Limsenegg
Ruggell Kirche Abzw. Badl-SchlattSimmasguet
Unterbhl
Schulhaus
AuSpita
l
Vadu
z Rtt
i
Triese
n Mess
ina
Masch
lina
Triese
n Post
Schule
Sonn
enkre
isel
S
gapla
tz
Lettstrasse
Rheinparkstadion
Alte Rheinbrcke
Sevelen Bahnhof
Sevelen Post
Rathaus
Senn
erei
Oberw
iler
Rugg
ell Kr
euzst
rasse
Gamp
rin Ba
dl
Gamp
rin Fa
llsbret
scha
Jederg
ass
Mhle
gass
Nofel
s Kirc
he
Ghf B
ad N
ofels
Berg
cker
Obere
r Hase
nbach
Rugg
ell Zo
llamt
Nofle
rstras
se
Thea
ter
Schaa
n Zen
trum
Schaa
n Qua
der
Vadu
z Mh
leholz
Eben
holz/
Unive
rsitt
Hofke
llerei
Qud
erle
Stdtl
e
Laure
ntiusb
ad
Vaduz Schwefel
MatschilsTriesen Vaschiel
LanggasseVanetschaFeldstrasse
Triesenberg TscherlochRtelti
Triesenberg Post
Obergufer
Poska
Steinort
Guferwald
Triesenberg Abzw. Masescha
Triesenberg Rizlina
Steg Tunnel
Steg Hotel
Malbun Jugendheim
BergbahnenSchneeflucht
Jraboda
TristelEgga
SaminaAlmeina
Masescha
Masescha Abzw. Silum
Gaflei Matu
Balischguad
Sch. In
dustr
ie
Maure
n Frei
hof
Maure
n Ziel
Abzw. EgertaPlanken Vorderplanken
Schaan Frstenweg
Kinderheim
Planknerstrasse/Kresta
Duxgass/Kresta
RheinRhein Rhein Rhein
Rhein
23, 53
48
939
939
2151
2151
11
45 485558
27, 57
16, 4627, 57
06, 36 02, 32
02, 32
Line 11
Line 12
Line 33
Line 32
Junction
Legend
Line 13
Arrival/Departure Time
Direction
S-Bahn FL.A.CH
Sargans Bahnhof
Ruggell PostBuchs Bahnhof
Feldkirch Bahnhof
3707
1848
2050
3909
Buchs Bahnhof
Feldkirch Bahnhof
Sargans Bahnhof
42
39 3904
4217
1714
45
44
15
04
10, 40 10, 40
06, 36 03, 33
13, 4346, 16
Hinterschellenberg
Schaanwald Bahnhof
Ruggell Post
Bendern Post-Ruggell Post-Schellenberg
Nendeln Bahnhof
23, 53
48
939
939
2151
2151
11
45 485558
27, 57
16, 4627, 57
06, 36 02, 32
02, 32
Line 11
Line 12
Line 33
Line 32
Junction
Legend
Line 13
Arrival/Departure Time
Direction
S-Bahn FL.A.CH
Sargans Bahnhof
Ruggell PostBuchs Bahnhof
Feldkirch Bahnhof
3707
1848
2050
3909
Buchs Bahnhof
Feldkirch Bahnhof
Sargans Bahnhof
42
39 3904
4217
1714
45
44
15
04
10, 40 10, 40
06, 36 03, 33
13, 4346, 16
Hinterschellenberg
Schaanwald Bahnhof
Ruggell Post
Bendern Post-Ruggell Post-Schellenberg
Nendeln Bahnhof
1401.11.2015 Pablo Acebillo | Summary Folio
3. Interconnections at main stops, Schaan Station and Bendern Post
4. Existing Bus network
1. Bus line frequency in proposed network
2. Network performance in proposed network 5. Proposed Bus network
Cost [CHF/km]Line number
1112313233
6.20 2310 14322
5.50 775 42635.50 310 1705
6.10 510 31115.50 400 2200
Daily distance travelle [km]
Daily cost [CHF]
30 IntervalLine number
1112
31
3233
05:22 - 00:38
05:17 - 09:2215:50 - 19:52
06:11 - 18:11
05:24 - 09:31 09:31 - 12:2412:24 - 19:31 19:31 - 21:3109:22 - 15:50
05:27 - 22:27
60 Interval 120 Interval
The transport authority of Liechtenstein is willing to improve the overdimensioned bus network. Unreliable transfer times between bus lines, extremely reduced load factors
and not beneficial balanced accounts are the main reason for it. An important require-
ment for this optimization to take place is the need to combine the bus system with the
new regional train service starting operation from 2018 on. This train will cross Liech-
tenstein from Switzerland to Austria serving 5 stations in the Principality. Thus, a 9-step
planning process for the new public transport system is elaborated.
Firstly, the project is defined in terms of its content and time-space limitations. Current
system operations are assessed and constraints and objective for future developments
are drawn. Secondly, three viable concepts of new public transport system are proposed.
An alternative which focuses on creating combination of buses and S-Bahn offer to be
implemented in 2017 is designed in detail (Fig. 4). Special emphasis is put on the opti-
misation of the bus system. Combination of lines along frequency adaptation are imple-
mented according to the future demand (Fig. 1). Moreover, timetable adjustments for
efficient transfer times (Fig. 3), and prioritisation methods are suggested and a feasibility
study is performed.
Finally, the selected concept is evaluated in terms of profitability and quality of new pub-
lic transport services.
The profitability check from the proposed concept shows that savings up to 5 mill. CHF/y
are possible if considering the savings in operational costs (decrease of 1800 km in total
travelled distance, Fig. 2) and current governmental subsidies (17 mill. CHF/y).
23, 53
48
939
939
2151
2151
11
45 485558
27, 57
16, 4627, 57
06, 36 02, 32
02, 32
Line 11
Line 12
Line 33
Line 32
Junction
Legend
Line 13
Arrival/Departure Time
Direction
S-Bahn FL.A.CH
Sargans Bahnhof
Ruggell PostBuchs Bahnhof
Feldkirch Bahnhof
3707
1848
2050
3909
Buchs Bahnhof
Feldkirch Bahnhof
Sargans Bahnhof
42
39 3904
4217
1714
45
44
15
04
10, 40 10, 40
06, 36 03, 33
13, 4346, 16
Hinterschellenberg
Schaanwald Bahnhof
Ruggell Post
Bendern Post-Ruggell Post-Schellenberg
Nendeln Bahnhof
23, 53
48
939
939
2151
2151
11
45 485558
27, 57
16, 4627, 57
06, 36 02, 32
02, 32
Line 11
Line 12
Line 33
Line 32
Junction
Legend
Line 13
Arrival/Departure Time
Direction
S-Bahn FL.A.CH
Sargans Bahnhof
Ruggell PostBuchs Bahnhof
Feldkirch Bahnhof
3707
1848
2050
3909
Buchs Bahnhof
Feldkirch Bahnhof
Sargans Bahnhof
42
39 3904
4217
1714
45
44
15
04
10, 40 10, 40
06, 36 03, 33
13, 4346, 16
Hinterschellenberg
Schaanwald Bahnhof
Ruggell Post
Bendern Post-Ruggell Post-Schellenberg
Nendeln Bahnhof
-
Human Powered Mobility Dimensioning and Simulation of a Railway Station
Acebillo, Pablo
Semester Project Department of Civil Engineering June 2013
Dimensioning and simulation of a railway station
MSc ETH Spatial Development and Infrastructure Systems
Location:
Program:
Project year:
Course:
Tutor:
Organization:
Grade:
Fictitious
Railway station dimensioning
05.2013
Human Powered Mobility
Prof. Dr. Ulrich Weidmann
Individual project
5.25/6.00
https://drive.google.com/open?id=0B3xcEL8zPNYqMTNTYVNqM1pnUVk
-
Dimensioning and Simulation of a Railway Station _____________________________________________ June 2013
20
3.4.4 Transfer time evaluation
For the last simulation an evaluation of the transfer time from Platform 2 to the Bus station on the south side is needed. This was done by using the Pedestrian Travel Time mode in VISSIM software. As shown in table 3.4.4.1 the average transfer time for passengers arriving to Plat-form 2 until the bus station is around 2 min (125 s) walking an average distance of 118 m. This means that the bus arrival rate should be accordingly adjusted in order to permit enough transfer time for the people. For this purpose also the transfer time for people arriving to Plat-form 1 will be considered. It is assumed that the last one is equal to 35 s due to the on grade pathway and proximity. Also both SW and SE pedestrian inputs surfaces were moved towards the centre in order to make results more representative.
Assuming both transfer times, a feasible bus arrival rate can be proposed. In this case, and re-lying on Table 11, it is decided to implement a 10 min arrival rate. This means that the aver-
Figure 3 Simulation example during flooding episode, 200 s
Source: VISSIM - HPM_2.2_acebillo-3.4.3.inp
Dimensioning and Simulation of a Railway Station _____________________________________________ June 2013
A-11
Figure 21 Ticket machine evaluation, 900 s
Source: VISSIM - HPM_2.2_acebillo-3.4.2.inp
Figure 22 Ticket machine evaluation, 1800 s
Source: VISSIM - HPM_2.2_acebillo-3.4.2.inp
Dimensioning and Simulation of a Railway Station _____________________________________________ June 2013
A-12
Figure 23 Ticket machine evaluation, 2700 s
Source: VISSIM - HPM_2.2_acebillo-3.4.2.inp
Figure 24 Ticket machine evaluation, 3600 s
Source: VISSIM - HPM_2.2_acebillo-3.4.2.inp
Dimensioning and Simulation of a Railway Station _____________________________________________ June 2013
A-13
Figure 25 Flooding episode evaluation, 900 s
Source: VISSIM - HPM_2.2_acebillo-3.4.3.inp
Figure 26 Flooding episode evaluation, 1800 s
Source: VISSIM - HPM_2.2_acebillo-3.4.3.inp
Dimensioning and Simulation of a Railway Station _____________________________________________ June 2013
A-14
Figure 27 Flooding episode evaluation, 2700 s
Source: VISSIM - HPM_2.2_acebillo-3.4.3.inp
Figure 28 Flooding episode evaluation , 3600 s
Source: VISSIM - HPM_2.2_acebillo-3.4.3.inp
1601.11.2015 Pablo Acebillo | Summary Folio
The project analysis the performance of a fiticious railway station based on the Level of Service (LOS) values and the density of pedestrians in the station areas.
Firstly, the work analyses the given passenger flows in an analytical way within the cur-
rent geometry proportions. Specifically, the LOS values as well as dimensioning calcula-
tions for several given sections are tested and proofed. As the minimum requirements
for an optimal use are not respected in some parts, improvement measures are pro-
posed. Moreover a concert event is proofed to oversaturate the current station geometry.
Calculations proof that the current infrastructure does not reach the required capacity
to allow the inflow of 18500 concert visitors in a 30 min interval without saturating the
system. Only 13000 passengers are able to discharge without congesting the station.
Secondly, a pedestrian simulation is conducted relying on the traffic simulator software
VISUM. The outputs are compared with the analytical previously done in terms of density
states within different station areas (Fig. 1). Improving measurements are proposed for
those sections where minimum standards are not reached.
Lastly, further simulations are conducted on behalf of exceptional scenarios. First, the
introduction of a ticket machine in the station. Simulations show no big disruptions aris-
ing due to the machine (Fig. 2, 3). Queue dissipates fast avoiding saturation problems
regarding the other routes. The main reason for such small impact relies in the ideal
location of the ticket seller. In fact, the proposed location only affects 2 out of 4 routes.
Second, the closure of the underpass due to a flooding event. This causes high density
values in the overpass structure. The most critical point is the southwest stair access
reaching maximum aggregated values at the stair access on the platform. The addition
of stair access to the overpass should decrease density levels.
2. Ticket machine evaluation, 900 s
3. Ticket machine evaluation, 2700 s
4. Flooding episode evaluation, 900 s
LOS values from 0.0 to 0.001 0.300 0.450 0.600 0.750 1.500 999
5. Flooding episode evaluation, 2700 s
6. Simulation visualization of the overpass during flooding episode1. Comparison Analytical - Simulation system dimensioning
AnalyticalDimensioning proof
Max. performance of platform exits during 2 min interval
SimulationElement
Element
UnderpassUnderpassStair 1 (no escalator)Stair 1 (no escalator)Stair 2Stair 2Platform ramp 2Platform ramp 2Platform 1
Platform 2
Stair 2Platform ramp 1Platform ramp 2
Platform 1Platform 2
Measuring time
Duration Disembarking
Rush hour2 min intervalRush hour2 min intervalRush hour2 min intervalRush hour2 min intervalbefore train arrival
during boarding process
5 s20 s5 s
during boarding processbefore train arrival
Result
Result
FullfilledFullfilledFullfilledNot fullfilledFullfilledFullfilledFullfilledFullfilledFullfilled
Fullfilled
not enoughenoughnot enough
Not fullfilledFullfilled
Required Measured Measured
-
Laboratory Transport & Spatial Planning: Final Report ___________________________________________ May 2014
25
6 Evaluation of Planned State
In this chapter evaluation of the traffic management strategies will be implemented. Graphical representation of the pricing systems of 1 and 2 CHF will visualize the congestion of the net-work. Additional analytical data referring to total travel time, distance and number of con-gested links will be provided both for the two traffic management strategies and for the initial results. This data will provide the improvement of the congestion of the network and the comparison between the various prices.
6.1 Load Factor
Figure 9 shows the load factor of the network after the implementation of 1 CHF pricing sys-tem:
Figure 9 Load factor of Innsbruck after 1 CHF pricing system
Source: Visum (2014), Own Presentation
Road pricing scheme in the transport network of Innsbruck
MSc ETH Spatial Development and Infrastructure Systems
Location:
Program:
Project year:
Course:
Tutor:
Organization:
Grade:
Innsbruck, Austria
Road pricing
05.2014
Laboratory Transport & Spatial Planning
Dr. Basil Vitins
Team Project (3)
5.00/6.00
https://drive.google.com/open?id=0B3xcEL8zPNYqMU1DekR3dVh5VzA
-
Laboratory Transport & Spatial Planning: Final Report ___________________________________________ May 2014
21
The only links negatively affected by the calibration are Valiergasse and Trientlgasse on the east edge of the network.
Figure 7 Load factor of Innsbruck after Calibration
Source: Visum (2014), Own Presentation
In this case, re-routing due to calibration can be regarded as positive since it only caused con-gestion in two uncongested peripheral links. Moreover, it also provoked a considerable im-provement in the city center.
4.2 Total Travel Time & Distance
As a next step in the evaluation procedure, the total travel time and the distance covered by all vehicles will be provided. In addition, the numbers of congested connections between the zones will be calculated. The results will be used as a reference to compare and check the im-
Laboratory Transport & Spatial Planning: Final Report ___________________________________________ May 2014
25
6 Evaluation of Planned State
In this chapter evaluation of the traffic management strategies will be implemented. Graphical representation of the pricing systems of 1 and 2 CHF will visualize the congestion of the net-work. Additional analytical data referring to total travel time, distance and number of con-gested links will be provided both for the two traffic management strategies and for the initial results. This data will provide the improvement of the congestion of the network and the comparison between the various prices.
6.1 Load Factor
Figure 9 shows the load factor of the network after the implementation of 1 CHF pricing sys-tem:
Figure 9 Load factor of Innsbruck after 1 CHF pricing system
Source: Visum (2014), Own Presentation
Laboratory Transport & Spatial Planning: Final Report ___________________________________________ May 2014
26
Clearly the overall load factor decreased after experiencing a modal shift from private car to public transport. Specially, the city center is much more uncongested as it can be derived from the bar colors. The only main congestion can be noticed in the Rennweg street. However, this can be due to the so called Boarders effect. Analogous is the phenomenon for the Brenner street which is also located on the edge of the city. Here, congestion is simulated mainly due to users who travel in and out of the city.
The next Figure 10 represents the results after raising the price rate up to 2 CHF:
Figure 10 Load factor of Innsbruck after 2 CHF pricing system
Source: Visum (2014), Own Presentation
As with 2 CHF pricing, the overall congestion decreased considerably. However, the city cen-ter remains more congested compared to the 1 CHF pricing system. This can be extracted both from the thickness of the links in the figures. In this case, congestion on Rennweg and Brenner street are higher. There is also congestion on the city center at priced links. Leopold street consists of several congested parts despite the implemented pricing.
1801.11.2015 Pablo Acebillo | Summary Folio
The project illustrates the analysis of Innsbrucks urban traffic situation and the strate-gies implemented to improve the traffic conditions. This process was done based on a
given network of the Austrian city. The place inhabits 122458 people, counting 1167
people/km2. Its public transport system, which counts with 3 tram lines and 22 bus lines,
moves 40 million people yearly. 58000 people commute into Innsbruck every day. To
analyse the congestion in the network, the present-state was calculated. This was ap-
proached with the 4-Step Model.
First, the Trip Generation distributed the trips from zone to zone and the arriving trips
in each. Second, the Trip Distribution distributed the trips generated in the first step,
among the different zone destinations. Third, the Mode Choice defined how people trav-
elled from one point to another, meaning by car, public transport or based on human mo-
bility. For this purpose the calculations relied on the Logit Model. Fourth, the Assigne-
ment process allocated the demand on each link of the network using the Wardrops
User Equilibrium.
After defining the demand on the network, the Calibration process was undertaken as to
smooth the divergences between the model resullts and the real situation (Fig. 2). Next,
the Current State was evaluated and traffic management strategies were implemented
as to improve the traffic conditions in the network. In this case, the reduction of the con-
gestions in the city center was set as the main goal. For this purpose, both a 1 CHF and
2 CHF pricing scheme were deployed and evaluated (Fig. 3, 4). Results clearly favor the
election of 1 CHF pricing rate over 2 CHF charge. This option advises the lowest travel
time (veh*min) and distance (veh*km) over the other alternatives. Furthermore, after
introducing a 1 CHF pricing system, the congested links decreases to 3.9 %, whereas
without pricing and with 2 CHF price rate, congested links account for 24.9- and 6.6 %,
respectively (Fig. 1).
The whole project was supported by Excel and VISSUM software.
2. Load factor before pricing (after calibration)
3. Load factor after 1 CHF pricing
-
Feasability study for vaccines transport on rail mode
MSc ETH Spatial Development and Infrastructure Systems
Location:
Program:
Project year:
Course:
Tutor:
Organization:
Grade:
Italy, Switzerland
Vaccines rail transport
05.2014
Logistics and freight transportation
Dr. Dirk Bruckmann
Team Project (3)
5.00/6.00
https://drive.google.com/open?id=0B3xcEL8zPNYqSlY5MjVWNDdrSkE
-
0 100 km
2001.11.2015 Pablo Acebillo | Summary Folio
Vaccines transport is a very sensible procedure in which the cold chain (+2 C to + 8C)has to be respected as to preserve the quality of the product. Usually transported
either by plane (long distance) or by truck (short distance), this project explores the feas-
ability of transporting the drugs by train. As a real case study it was chosen the former
import of vaccines product conducted by the pharmaceutical company Novartis AG from
the production plant it had in the vicinities of Siena, Italy to the cold storage in Nieder-
bipp, Switzerland managed by VOIGT Industrie AG. This relation was entirely done in road
transport due to its flexibility and high accessibility. Moreover this transport system mini-
mizes transfer procedures along the supply chain, situations in which the cold chain for
vaccine products might be damaged.
After doing an extensive market analysis in the vaccines and pharmaceutical sector
within Switzerland, a production concept is proposed based on official vaccine import
volumes of Novartis in 2013. In this study it is assumed to transport 150000 units (Fig. 5).
As a matter of covering most of the Swiss territory it is decided to distribute the products
to 6 different public hospitals (Fig. 5). The amount of vaccines assigned to each hospital
is made based on the population of the region where the hospital is located. Moreover
close attention is paid to the containers and boxes where the products have to be carried.
Next, the supply chain is analysed in depth, from the supply of chemicals to the produc-
tion plant in Rosia, to the deliver of the vaccine to the patient. Here, the distribution within
Switzerland is shown more in detailed, proposing two different routes by truck to reach
the hospitals.
Lastly, 3 variants for the vaccines transport between Rosia and Niederbipp are compared
to the current condition. Based on a feasability study it is concluded that rail transport for
vaccines is not profitable and thus the current truck option is mantained (Fig. 1).
2. Variant 1
Voigt Voigt Voigt
Rosia Rosia Rosia
Bologna Bologna Bologna
MilanMilan Milan
3. Variant 2
5. Vaccines distribution1. Comparison among variants
4. Variant 3
Transfers 0
700
8.75
4200
0
0
0
700
8.75
4200
2
28.3
0.6
1600
839
45
8900
867.3
45.6
10500
3
228
3
2800
528
37.5
5600
756
40.5
8400
3
65
1
2000
816
45
8600
881
46
10600
Distance by road (km)
Travel time by road (h)
Cost by road (CHF)
Distance by rail (km)
Travel time by rail (h)
Cost by rail (CHF)
Total distance (km)
Total travel time (h)
Total cost (CHF)
Current Variant 1 Variant 2 Variant 3
-
2Professional Projects
-
Multifunctional complex in Quarter B, Kazan may 2015
, 2015Visualization
architecturalsystems
AS
PRELIMINARY DRAFT COPY
Multifunctional complex in Kazan
AS Architectural Systems Office
Location:
Program:
Built up surface:
Project Year:
Responsable:
Organization:
Status:
Kazan, Russia
Mix use cluster
60000 m2
2015
Josep Acebillo
Team project (4)
On hold
-
H1H2
H3
H4
H1
H2
H3
H4
H4
H3
Multifunctional complex in Quarter B, Kazan may 2015NE facade, scale 1:500
, 2015C- , 1:500
Parking
parking lots for the offices on level -1
parking lots for residents and commerce on level 1
parking lots for residents on level 2
parking lots required:
for offices for commerce for residence
1 room apartments (a)
2 room apartments (b)
3 room apartments (c)
4 room apartments (d)
Total apartments number
total parking lots number
Commerce Offices (H1)
19800 m2 3360 m2 19300 m2
16534 m2 net2500 m2 net
9770 m2 7630 m2
17400 m2 -1
. 1
2
:
1 (a)
2 (b)
3 (c)
4 (d)
364
142
158
331 50 239
92 (38,5%)
95 (39,7%)
42 (17,6%)
10 (4,2%)
239
664
(H1)Housing (H2)
Total housing
Housing (H3)
(H2)
(H3)
architecturalsystems
AS
PRELIMINARY DRAFT COPY
+0.80 +0.80
-1.00
+0.80
0.00
13%
+0.80
-1.20
+0.80
0.00
-1.00
14%
-1.00
+0.80
+0.80
+0.80
-0.50
Multifunctional complex in Quarter B, Kazan may 2015Level 1 plan, scale 1:500
, 2015 1, 1:500
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.
.
architecturalsystems
AS
PRELIMINARY DRAFT COPY
Parking
Lobby
Technic space
Square
Water surface
Commerce
Offices
Pedestrian access
Vehicle access
.
Multifunctional complex in Quarter B, Kazan may 2015
, 2015Visualization
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AS
PRELIMINARY DRAFT COPY
Multifunctional complex in Quarter B, Kazan may 2015
, 2015Visualization
architecturalsystems
AS
PRELIMINARY DRAFT COPY
Multifunctional complex in Quarter B, Kazan may 2015
, 2015Visualization
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AS
PRELIMINARY DRAFT COPY
Multifunctional complex in Quarter B, Kazan may 2015
, 2015Visualization
architecturalsystems
AS
PRELIMINARY DRAFT COPY
Multifunctional complex in Quarter B, Kazan may 2015
, 2015Visualization
architecturalsystems
AS
PRELIMINARY DRAFT COPY
Multifunctional complex in Quarter B, Kazan may 2015
, 2015Visualization
architecturalsystems
AS
PRELIMINARY DRAFT COPY
Multifunctional complex in Quarter B, Kazan may 2015
, 2015Visualization
architecturalsystems
AS
PRELIMINARY DRAFT COPY
Multifunctional complex in Quarter B, Kazan may 2015Facade insolation. Sun illumination simulation. (March 22 / September 22)
06:40
15:40
11:40
08:40
17:40
13:40
07:40
16:40
12:40
09:40
18:40
14:40
, 2015 . . ( 22 / 22 ) architecturalsystems
AS
PRELIMINARY DRAFT COPY
+0.80 +0.80
-1.00
+0.80
0.00
13%
+0.80
-1.20
+0.80
0.00
-1.00
14%
-1.00
+0.80
+0.80
+0.80
-0.50
Multifunctional complex in Quarter B, Kazan may 2015Level 1 plan, scale 1:500
, 2015 1, 1:500
.
.
.
architecturalsystems
AS
PRELIMINARY DRAFT COPY
Parking
Lobby
Technic space
Square
Water surface
Commerce
Offices
Pedestrian access
Vehicle access
.
2401.11.2015 Pablo Acebillo | Summary Folio
The project for a Multifunctional complex in Kazan is part of an overall plan to develope a 27 ha site (called Quarter B) between the city center and the airport. It was though to
act as the new centrality in the city providing a new gate for Kazan visitors. For this pur-
pouse, on the northern extreme of Quarter B, two development phases were defined. The
first, three towers with mix uses and a parking plinth on the southern edge (Fig. 4, right
axonometry). The second, and the project here presented, 60000 m2 of mix use develop-
ment (Fig. 4, left axonometry).
Morphologically, the cluster is formed by three towers arranged in an L form. The tallest
tower, namely the one situated on the north edge of the site, elevates 73 m above ground
accomodating 19300 m2 office surface. The other two buildings, 47- and 60 m tall, have
a total of 239 apartments with surfaces ranging from 40- to 100 m2. The three buidlings
rest on a common base containing retail activities (Fig. 2). Moreover a parking with a total
capacity of 664 spots develops in three different levels (Fig. 4).
On the east corner of the site, a public Plaza emerges as the focal point of the project
(Fig. 1). Three elements containing bar and restaurants frame the water plinth situated in
the center. A pedestrian ramp leads people from the Plaza level to a second level where
acceses to the housing units can be found.
1. Visualization of the Plaza 2. Groundfloor of Multifunctional complex
3. Sun light analysis 4. Surface summary
Water surface
Parking
Retail
Office
Technic space
Vehicle access
Plaza
Lobby
Pedestrian access
0 20 m
-
1.10
architecturalsystems
AS
CONGRESS CENTER of the Ekaterinburg Expo June 2012
2012
Night Views & Illumination
GENERAL PLANS
Ekaterinburg congress center
AS Architectural Systems Office
Location:
Program:
Built up surface:
Project Year:
Responsable:
Organization:
Status:
Ekaterinburg, Russia
Convention center and hotel
35000 m2
2012
Josep Acebillo
Team project (6)
Completed
http://www.asoffice.ch/#!congress-center-of-ekaterinburg/cpb3
-
architecturalsystems
AS
CONGRESS CENTER of the Ekaterinburg Expo June 2012
2012
Planetarium Entrance
Logistic Entrance
Congress Hall Entrances
Hotel Entrance
-
Level 1
Level 2
Level 3
Level 4-8
Level 9-11
Level 1
Level -1 1.8General Scheme & Circulation Diagram
Level 12
2
3
4-8
9-11
1
-1
12
GENERAL PLANS
+1.30
+1.30
+1.00Meeting room
+1.00Meeting room
+1.00Meeting room
+1.00Meeting room
+1.00Meeting room
+1.00Wardarobe
Meeting room
Meeting room
Meeting room
Meeting room
Meeting room
Meeting room
Meeting room
Meeting room
Meeting room
Meeting room+2.75
+1.70
-0.80
-2.50
-2.50
-1.50Stage
+1.70
+1.70
+1.15Foyer
+1.15Foyer
+1.15Foyer
+1.15Foyer
-0.80
-0.80 -1.50
-1.50
+1.15Bar / Caf
+1.15External terrace
-2.50
0.00
+1.15Bar / Caf
+1.30
+1.30
+1.15Kitchens
+1.15Banquet Hall (1500)
+1.15Dining room
+1.15Info
0.00Entrance Hall
+1.00External garden
+1.15Preparation area
+1.15Congress center Hall
+1.00External garden
+1.15External garden
0.00Planetarium entrance
architecturalsystems
AS
CONGRESS CENTER of the Ekaterinburg Expo June 2012
2012
1:500 2.1
CONGRESS HALL
Auditorium...................................................
Meeting rooms.............................................
Lobby & Foyer.............................................
Kitchen - Preparation area...........................
Banquet Hall................................................
Services & Technical....................................
TOTAL................................................
Green areas / External areas
Lobby, Banquet Hall & Auditorium Plan +1. (0.00 m)
-
1.330 m2
1.780 m2
4.130 m2
1.000 m2
2.860 m2
1.350 m2
10.850 m2
..............................................
...................................
........................................
- .........................
......................................
......................
...........................................
/
, +1 (0.00 )
1.9
architecturalsystems
AS
CONGRESS CENTER of the Ekaterinburg Expo June 2012
2012
General Renders and Views.
GENERAL PLANS
architecturalsystems
AS
CONGRESS CENTER of the Ekaterinburg Expo June 2012
2012
7.3
RENDERS & IMAGES
Entrance lobby view
architecturalsystemsAS
0 0.5 1 2 km0 0.5 1 2.5 km
: 2020
2012
.11.8 - 3 . 1:25.000
Strategic urban project of Ekaterinburg
ANNEX: EXPO 2020
Fig.11.8 - EXPO project Option 3. Scale 1:25.000
193
+1.30
+1.30
+1.00Meeting room
+1.00Meeting room
+1.00Meeting room
+1.00Meeting room
+1.00Meeting room
+1.00Wardarobe
Meeting room
Meeting room
Meeting room
Meeting room
Meeting room
Meeting room
Meeting room
Meeting room
Meeting room
Meeting room+2.75
+1.70
-0.80
-2.50
-2.50
-1.50Stage
+1.70
+1.70
+1.15Foyer
+1.15Foyer
+1.15Foyer
+1.15Foyer
-0.80
-0.80 -1.50
-1.50
+1.15Bar / Caf
+1.15External terrace
-2.50
0.00
+1.15Bar / Caf
+1.30
+1.30
+1.15Kitchens
+1.15Banquet Hall (1500)
+1.15Dining room
+1.15Info
0.00Entrance Hall
+1.00External garden
+1.15Preparation area
+1.15Congress center Hall
+1.00External garden
+1.15External garden
0.00Planetarium entrance
architecturalsystems
AS
CONGRESS CENTER of the Ekaterinburg Expo June 2012
2012
1:500 2.1
CONGRESS HALL
Auditorium...................................................
Meeting rooms.............................................
Lobby & Foyer.............................................
Kitchen - Preparation area...........................
Banquet Hall................................................
Services & Technical....................................
TOTAL................................................
Green areas / External areas
Lobby, Banquet Hall & Auditorium Plan +1. (0.00 m)
-
1.330 m2
1.780 m2
4.130 m2
1.000 m2
2.860 m2
1.350 m2
10.850 m2
..............................................
...................................
........................................
- .........................
......................................
......................
...........................................
/
, +1 (0.00 )
+1.30
+1.30
+1.00Meeting room
+1.00Meeting room
+1.00Meeting room
+1.00Meeting room
+1.00Meeting room
+1.00Wardarobe
Meeting room
Meeting room
Meeting room
Meeting room
Meeting room
Meeting room
Meeting room
Meeting room
Meeting room
Meeting room+2.75
+1.70
-0.80
-2.50
-2.50
-1.50Stage
+1.70
+1.70
+1.15Foyer
+1.15Foyer
+1.15Foyer
+1.15Foyer
-0.80
-0.80 -1.50
-1.50
+1.15Bar / Caf
+1.15External terrace
-2.50
0.00
+1.15Bar / Caf
+1.30
+1.30
+1.15Kitchens
+1.15Banquet Hall (1500)
+1.15Dining room
+1.15Info
0.00Entrance Hall
+1.00External garden
+1.15Preparation area
+1.15Congress center Hall
+1.00External garden
+1.15External garden
0.00Planetarium entrance
architecturalsystems
AS
CONGRESS CENTER of the Ekaterinburg Expo June 2012
2012
1:500 2.1
CONGRESS HALL
Auditorium...................................................
Meeting rooms.............................................
Lobby & Foyer.............................................
Kitchen - Preparation area...........................
Banquet Hall................................................
Services & Technical....................................
TOTAL................................................
Green areas / External areas
Lobby, Banquet Hall & Auditorium Plan +1. (0.00 m)
-
1.330 m2
1.780 m2
4.130 m2
1.000 m2
2.860 m2
1.350 m2
10.850 m2
..............................................
...................................
........................................
- .........................
......................................
......................
...........................................
/
, +1 (0.00 )
architecturalsystems
AS
CONGRESS CENTER of the Ekaterinburg Expo June 2012
2012
Planetarium Entrance
Logistic Entrance
Congress Hall Entrances
Hotel Entrance
-
Level 1
Level 2
Level 3
Level 4-8
Level 9-11
Level 1
Level -1 1.8General Scheme & Circulation Diagram
Level 12
2
3
4-8
9-11
1
-1
12
GENERAL PLANS
2601.11.2015 Pablo Acebillo | Summary Folio26 Pablo Acebillo | Summary Folio
The Ekaterinburg Congress center is part of the Ekaterinburg EXPO Complex located in the South-East of the Russia city, next to the connection node between the Third Ring
and the Kolosovskiy track. The complex is moreover 4.5 km from the airport terminal.
In the general context, the Complex should be understood as a Neo-tertiary Cluster,
intense and functionally complex, which should create a new Metropolitan Centre in the
South of the city, in synergy with the Koltsovo Airport.
Functionally, it consists of three basic programs: Residential, Tertiary and Logistics.
Initially, it is an area of 600 ha, subdivided into 70 ha for Residential, 30 ha for Tertiary
(including Ekaterinbung Congress center), 230 ha for Logistics Areas and 160 for General
Services and Infrastructures (Fig. 1). Although all the programs complement each other,
Ekaterinburg Congress center is the centerpiece of the Cluster.
The presented project consists of a Congress Hall and double complementary services
program formed by an Hotel and a Planetarium.
The Congress Centre is based on a 120 m diameter circular base, which contains the
Auditorium, The Banquet Hall and related services (Fig. 3). The Auditorium is the central
piece and has a capacity for 3500 spectators. The Banquett Hall with a surface area
of 2860 m2 can accomodate 1500 guests. Three satellite elements are located on the
perimeter of the main circular base acting both as exterior ar