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RESILIENT
COASTAL
LEISURE
ENVIRONMENTS Over the last year, a team of researchers in Portugal, Croatia and Boston have been considering how future tourism development might
better be leveraged to create more resilient coastal environments, using the Algarve and Dalmatia as comparative case studies. This
project, titled Estudo Comparativo para a Reabilitao Urbana PT_HR Algarve-Dalmcia [Comparative Study of Urban Rehabilitation
Strategies in the Algarve, Portugal and Dalmatia, Croatia], has been further investigated through a year-long graduate research studio
at Northeastern University entitled Resilient Coastal Leisure Environments. The studio has been conducted in collaboration with the
EUVG School of Architecture in Coimbra, Portugal. The entire project has been financially supported by MSF/Neocivil as part of a Euro-
pean Union research program. To better inform themselves of these issues students travelled through the Algarve region of Portugal
and central Dalmatia in Croatia for 10 days during November of last year, with a group of Portuguese students from the EUVG University,
guided in both places by local experts from various disciplines. Two Northeastern faculty with expertise in sustainable coastal develop-
ment, Dan Adams and Marie Law Adams also accompanied the group.
On Wednesday, March 13, the Northeastern University School of Architecture held a one day symposium which included professionals,
scholars and graduate students working on issues related to this project. This symposium utilized a series of contemporary projects in
various stages of completion to frame broader issues of tourism development and urban resilience. These projects are also included in
this exhibition. The symposium panelists included Dan Adams, Marie Law Adams, Jane Amidon, Iva Bahunek, Paulo Martins Barata,
Sasa Begovic, Tatjana Grozdanic Begovic, Zvonimir Busic, Nuno Fonseca, Damir Gamulin Gamba, Helena Paver Njiric, Ricardo Tome,
Frano Violich, Ricardo Camacho, Ivan Rupnik and Michael Kubo.
The RCLE Masters Research Studio would like to thank Ricardo Camacho and Nuno Fonseca, Director of Neo Civil/MSF, without whose
initiative and support this project would not be possible. We would also like to thanks Dr. Luis Villar, President of the Escola Universita-
ria Vasco de Gama, and Professors Joana Ferreira and Pedro Costa whose collaboration facilitated the project. Dean Xavier Costa, Asso-
ciate Dean Peter Wiederspahn, Associate Dean Richard Strasser, Program Director George Thrush and Mary Hughes, Nancy Galindo and
Ali Cashin all contributed to making this project a reality at NEU. In Portugal Tiago Antao, Joao Ferrao, Joao Costa Riberio, Goncalo
Vargas, Goncalo Gomes and Ricardo Tome and in Croatia Zvonimir Busic, Nives Kozulic, Helena Paver Njiric, Nikola Basic, Sasa Randic,
Iva Bahunek, Sasa Begovic, Damir Gamulin Gamba, Toma Plejic, Lea Pelivan, Hrvoje Njiric, Neda Kosuta and many others have helped
us understand these unique contexts. In Boston Dan Adams, Marie Law Adams Kiel Moe, Jane Amidon, Frano Violich, Igor Ekstajn,
Slobodan Radoman and Katharine Millonzi, among others, have given us crucial feedback throughout the research process.
-
FALL 2012
RESILIENT COASTAL LEISURE ENVIRONMENTS
ARCH 7130 02 MASTERS RESEARCH STUDIO
School of ArchitectureNortheastern University151 Ryder Hall360 Huntington AveBoston, MA 02115http://www.architecture.neu.edu
617.373.8959Copyright 2012 School of Architecture Northeastern University
The texts and images included in this booklet are intended for academic purpose only. No part of this booklet may be copied, reproduced, republished, uploaded, posted, transmitted or distributed in any way for commercial purposes.
-
RESILIENT COASTAL LEISURE ENVIRONMENTS
FALL 2012
Edited by Ivan Rupnik with contributions from Megan Cusack, Duran Fernandez OBrien, Daniel Forcier, Brett Hansson, Brad Pierce, Chris Slater. Alvin Sun, Michael Waring, Jessica Wilcock and Alysoun Wright
Northeastern University School of ArchitectureARCH 7130 02 Masters Research Studio
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TABLE OF CONTENTS
001 Introduction: Resilient Coastal Leisure Environments Ivan Rupnik
027 Regional Resilience through TRANSPORTATION INFRASTRUCTURE Rehabilitation Chris Slater and Jessica Wilcock
033 Faro: The Algarves Coastal TRANSPORTATION Hub Jessica Wilcock
085 Zadar: A Node in Croatias Coastal TRANSPORTATION Network Chris Slater
147 Tourism Development and the Rehabilitation of the WORKING LANDSCAPE Alysoun Wright, Duran Fernandez-OBrien, Brad Pierce, Mike Waring
161 Mapping the WORKING LANDSCAPE: ZADAR COUNTY and the CENTRAL ALGARVE Alysoun Wright and Mike Waring
199 The Material Culture of the WORKING LANDSCAPE: Rubble Stone and Rammed Earth Construction Brad Pierce
219 The Dwelling and the WORKING LANDSCAPE: Construction, Spatial Organization and Change Alysoun Wright
255 The Carrying Capacity of WORKING LANDSCAPES: Site Planning Duran Fernandez-OBrien
Rehabilitating TOURISM INFRASTRUCTURE Megan Cusack, Daniel Forcier, Brett Hanson, Alvin Sun
291 TOURISM INFRASTRUCTURE and Host Communities: Interdependance and Social Resilience Megan Cusack
337 TOURISM INFRASTRUCTURE and the Working Landscape: Shared Patterns of Organization Brett Hanson
369 Rehabilitating TOURISM INFRASTRUCTURE: Scales of Intervention Alvin Sun
-
PROJECT BACKGROUNDOver the last year, a team of researchers in Portugal, Croatia and Boston have been considering how future tourism development might better be leveraged to create more resilient coastal environments, using the Algarve and Dalmatia as comparative case studies. This project, titled Estudo Comparativo para a Reabilitao Urbana PT_HR Algarve-Dalmcia [Comparative Study of Urban Rehabilitation Strategies in the Algarve, Portugal and Dalmatia, Croatia], has been further investigated through a year-long graduate research studio at Northeastern University entitled Resilient Coastal Leisure Environments. The studio has been conducted in collaboration with the EUVG School of Architecture in Coimbra, Portugal. The entire project has been financially supported by MSF/Neocivil as part of a European Union research program.
To better inform themselves of these issues students travelled through the Algarve region of Portugal and central Dalmatia in Croatia for 10 days during November of last year, with a group of Portuguese students from the EUVG University, guided in both places by local experts from various disciplines. Two Northeastern faculty with expertise in sustainable coastal development, Dan Adams and Marie Law Adams also accompanied the group.
Over the last year, a team of researchers in Portugal, Croatia and Boston have been considering how future tourism development might better be leveraged to create more resilient coastal environments, using the Algarve and Dalmatia as comparative case studies. This project, titled Estudo Comparativo para a Reabilitao Urbana PT_HR Algarve-Dalmcia [Comparative Study of Urban Rehabilitation Strategies in the Algarve, Portugal and Dalmatia, Croatia], has been further investigated through a year-long graduate research studio at Northeastern University entitled Resilient Coastal Leisure Environments. The studio has been conducted in collaboration with the EUVG School of Architecture in Coimbra, Portugal. The entire project has been financially supported by MSF/Neocivil as part of a European Union research program.
On Wednesday, March 13, the Northeastern University School of Architecture held a one day symposium which included professionals, scholars and graduate students working on issues related to this project. This symposium utilized a series of contemporary projects in various stages of completion to frame broader issues of tourism development and urban resilience. These projects are also included in this exhibition.
-
ACKNOWLEDGEMENTSThe RCLE Masters Research Studio would like to thank Ricardo Camacho and Nuno Fonseca, Director of Neo Civil/MSF, without whose initiative and support this project would not be possible. We would also like to thanks Dr. Luis Villar, President of the Escola Universitaria Vasco de Gama, and Professors Joana Ferreira and Pedro Costa whose collaboration facilitated the project. Dean Xavier Costa, Associate Dean Peter Wiederspahn, Associate Dean Richard Strasser, Program Director George Thrush and Mary Hughes, Nancy Galindo and Ali Cashin all contributed to making this project a reality at NEU. In Portugal Tiago Antao, Joao Ferrao, Joao Costa Riberio, Goncalo Vargas, Goncalo Gomes and Ricardo Tome and in Croatia Zvonimir Busic, Nives Kozulic, Helena Paver Njiric, Nikola Basic, Sasa Randic, Iva Bahunek, Sasa Begovic, Damir Gamulin Gamba, Toma Plejic, Lea Pelivan, Hrvoje Njiric, Neda Kosuta and many others have helped us understand these unique contexts. In Boston Dan Adams, Marie Law Adams Kiel Moe, Jane Amidon, Frano Violich, Igor Ekstajn, Slobo-dan Radoman and Katharine Millonzi, among others, have given us crucial feedback throughout the research process.
-
Despite the economic crisis and subsequent recession, the de-mand for international tourism has continued to grow. (1) While tourism has increased globally, more than half of all tourists still travel to Europe, with one in five of all world tourists staying in Southern / Mediterranean Europe. (2) S/ME has the largest share of tourism of arrivals and receipts in the world, is also includes some of the Eurozone countries hardest hit by the economic recession. (3) Although international tourism receipts dropped 7% between 2008 and 2009 in S/ME and 1% between 2009 an 2010, they grew nearly 6% between 2010 and 2011. This year, Greece, one of the hardest hit economies in the Eurozone, grew 10% in international tourist arrivals, while Portugal and Croatia experienced 9% growth, and significant increases in international tourism receipts. (4)
The economic crisis has only exacerbated the half-century long process of tourism becoming a significant if not primary economy for many Southern European countries. This process can be traced back to the mid sixties, when lower cost jet travel as well as other modes of transportation infrastructure made many of these regions more accessible to the wealthy and industrialized regions of northern Europe. In fact, tourism development was a conscious strategy practiced by the autocratic regimes of Portugal, Spain, Greece and Croatia, then a part of Yugoslavia, in order to modernize some of the poorest regions of these countries, regions that had not experienced major urbanization or industrialization up to that point. (5) With tourism, consumer culture arrived in these countries before political liberalization; tourism also played a significant role in initiating a more grass-roots version of the European integration project. (6) This pattern of the develop-ment changed again during the eighties, particularly for Spain,
Portugal and Greece who all became members of the European Community. Over the next two decades, the EC, later the EU, provided financial and structural support for the rapid expansion of the tourism industry in these countries. (7) While tourism in Croatia also continued to grow during the eighties and Yugoslavia continued to liberalize, allowing some foreign investment into this industry, the countries secession and the subsequent war of independence, halted tourism development for most of the nine-ties, a time of rapid expansion for the rest of S/ME. More than five decades of tourism-centric development has had a wide impact on the countries of southern Europe. While acknowledged, this recent history is still not fully understood. The economic crisis and ongoing recession has made this topic increasingly relevant. On the one hand, tourism-centric economies explain the large structural investments in transporta-tion infrastructure as well as the expansion of the construction industry and land speculation, all of which have contributed to an unmanageable amount of debt for these countries. On the other hand, tourism is one of the only segments of the economy of these countries currently experiencing growth.
Architecture, urbanism and other related disciplines have played various roles in this process but they have rarely had a leader-ship role. Despite of this lack of power, these disciplines have been held responsible for the very visible impact of this type of development, the built fabric that has nearly overwhelmed parts of the Mediterranean coast line. Schools of architecture and urbanism in many of these regions, with some exceptions, have not adequately investigated these new phenomena.
INTRODUCTION: RESILIENT COASTAL LEISURE ENVIRONMENTS
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With the recent crisis, new problems have emerged that chal-lenge existing patterns of development. Current economic indica-tors suggest that, for the foreseeable future, tourism development will remain the primary economic engine in S/ME. (8) During the first phase of mass tourism in the sixties, this development brought new infrastructure and economic development to some of the poorest areas of Europe, urbanizing what was primarily a rural landscape. After half a century, a new type of landscape has emerged, one that increasingly resembles the periphery of large cities, a kind of urban sprawl that includes historical fabric, agri-culture as well as various typologies of transient accommodation, many in need of rehabilitation and reimagination. Can future tour-ism development rehabilitate the very landscape it has produced? What might be the role of architects, urbanists and other disci-plines in directing this process? Can this rehabilitation process not only provide short term value for the tourism industry but can it also result in more sustainable and more resilient coastal leisure environments?
While many of these issues exceed the professional and disciplin-ary capacities of architecture and even urban planning, both of these groups can, and in some cases, are doing more to ad-dress them. Tourism development funds have been channeled to improve local transportation infrastructure, to support and expand local agriculture, aquaculture and forestry, and derelict tourism in-frastructure has been rehabilitated not only to serve future tourists but also to provide local communities with programs that they are lacking. The following panels have been structured around broad issues and very specific case studies that suggest how design can better direct tourism development toward the production of more resilient coastal leisure environments.
1. International tourist arrivals increased by 4.6% in 2011, reaching 983 million tourists worldwide. UNWTO Tourism Highlights 2012, p. 2
2. The Europe discussed here is a geographical unit defined by the UNTWO, The United Nations World Tourism Agency. The UNWTO Regions are Europe, Asia and the Pacific, Americas, Africa and the Middle East. Europe is further subdivided into Northern Europe, Western Europe, Central/Eastern Europe and Southern/Mediterranean Europe. S/ME consists of Spain, Italy, Turkey, Greece, Croatia, Portugal, Israel, Albania, Cyprus, Slovenia, Andorra, Malta, Montenegro, Serbia, Bosnia Herzegovina, Macedonia and San Marino, in descending order of tourist arrivals. UNWTO p. 7
3. Of the top six S/ME countries, Spain and Italy have less than 1% GDP growth, Portugal and Croatias GDP has contracted around 1%, while Greeces GDP has contracted nearly 7%. The exception in this group is Turkey, which is experiencing 8.5% increase in GDP, pos-sibly due to major investment from the rest of the Arab world which sees Turkey as a stable and desirable area for investment. World Bank
4. UNWTO p. 7
5. Around 1965, when jet travel first became common in these countries, Spain was still ruled Francisco Franco, Portugal by Antnio de Oliveira Salazar, Croatia, then a part of Yugoslavia, by Josef Broz Tito and even Greece was ruled by a military junta between 1967 and 1974. Four of the top six S/ME destinations are part of the EU, Croatia is slated to join in July,2013, and Turkey is an associate member since 1963.
6. Four of the top six S/ME destinations are part of the EU, Croatia is slated to join in July,2013, and Turkey has applied.
7. For example, in 1960 Agriculture and Forestry accounted for 25% of Portugals GDP, now it accounts for 2,4%.
8. The UNTWO as well as the World Travel and Tourism Council (WTTC) have indicated that tourism will continue to be a major part of the economies of S/ME for the next decade. The WTTCs yearly reports tourism impact forecast that destinations in emerging markets will be-gin to overtake European destinations by 2023. Of the S/ME, Turkey is exhibiting the stron-gest current growth, while Croatia, is anticipated the lead in growth over the next decade.
9. Prof. Zdenko Cerovic, a member of the Faculty of Management in Tourism and Hospitality in Opatija, Croatia, has prepared extensive research on this subject.
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Source: UNWTO Tourism Highlights 2012, p. 2
According to the United Nations World Tourism Organization (UNWTO), international tourist arrivals (ITAs) grew 4.6% to reach 983 million worldwide and international tourism receipts (ITRs) surpassed 1 trillion US$ in 2011. The UNWTO Europe region, which also includes the entire former Soviet Union and Israel, had the largest share of ITAs (51%) and ITRs (45%). France is the single largest destination, with 18% of all ITAs, and the United States is the most profitable, with 12% of all ITRs. The Southern / Mediterranean Europe (S/ME) is the single largest UNWTO subregion with 19% of all ITRs and 18% ITAs.
WORLDWIDE INTERNATIONAL TOURISM983 million ITAs 1 trillion ITRs
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SOUTHERN / MEDITERRANEAN EUROPE19% of all ITAs worldwide 17% of all ITRS worldwide
S/ME includes Spain, Italy, Turkey, Greece, Croatia, Portugal, Israel, Albania, Cyprus, Slovenia, Andorra, Malta, Monte-negro, Serbia, Bosnia Herzegovina, Macedonia and San Marino, in descending order of ITAs. Along with France, a part of the Western Europe subregion, these countries constitute the northern Mediterranean coastline, an area with strong historical links and ecological similarities. These countries have been severely impacted by the global financial crisis, although the tourism industry has been one of the fastest recovering segments of their respective economies. Spain, Italy, Greece, Portugal, Cyprus, Slovenia and Malta are EU members, while Croatia will join in July, 2013.Source: UNWTO Tourism Highlights 2012, p. 5 * UNWTO Region ** UNWTO Subregion
-
52,6
43,6
27
15
9,16,8
47,2
69,8
75,6
10,8
4,2
10,5
0
10,000
20,000
30,000
40,000
50,000
60,000
70,000
80,000
Spain Italy Turkey Greece Croatia Portugal
+8%
+6%
+9%
+10%
+9%+9%
*Debt as percent of GDP / ** GDP Growth (Estimated)
115%*115%*55%* 75%*45%*40%*** -6.9%**+.4%+.7%** -1.6%**0%**+ 8.5%**
1.1X
1.5X 2 X (8X)
1.6X
2.7X
1.75X
Loca
l Pop
ulati
on (I
n M
il.)
Int
erna
tion
al T
ouri
st A
rriv
als
(In
Mil.
)IT
A G
row
th
Source: UNWTO Tourism Highlights 2012 / World Bank
The six leading S/ME countries, with respect to ITAs, are Spain, Italy, Turkey, Greece, Croatia and Portugal; four of the countries are members of the European Union and the Euro Zone, Croatia is expected to join the EU in July, 2013, and Turkey is an associate member. Since 2009, all six countries have experienced some of the highest ITA and ITR growth in the world. However, during this period, their respective GDPs have continued to decline and their debt has increased, with the exception of Turkey. Croatia has twice as many ITAs as inhabitants, while Turkey has nearly three times as many inhabitants as ITAs, with remaining countries falling somewhere in between.
-
Spain Italy Turkey Greece Croatia Portugal
GDP: DIRECT CONTRIBUTION 5.40% 3.30% 4.30% 6.40% 5.70% 11.90%
GDP: TOTAL CONTRIBUTION 14.90% 8.60% 10.90% 16.50% 15.90% 27.80%
EMPLOYMENT: DIRECT CONTRIBUTION 2.70% 3.80% 2.10% 8.50% 7.00% 13.10%
EMPLOYMENT: TOTAL CONTRIBUTION 12.70% 9.70% 8.10% 18.40% 18.50% 30.20%
TRAVEL & TOURISM INVESTMENT 5.70% 4.00% 8.60% 12.10% 14.00% 13.20%
GROWTH 2013 FORECAST 161 167 179 111 171 166
LONG TERM GROWTH 2013-2023 FORECAST 180 173 133 128 177 26
FOREIGN VISITOR SPENDING 44% 32.50% 47% 56% 63.50% 86%
Source: World Travel and Tourism Council, 2013 Report
According to the World Travel and Tourism Council, tourism contributes most significantly to Croatias GDP, followed by Greece and Portugal; this percentage has been increasing steadily since 2009. Greece has invested the most in tourism, followed by Portugal and then Croatia. WTTC ranks Turkey as the leader in recent growth in tourisms contri-bution to GDP, followed by Spain and Portugal; Croatia was ranked highest for long term growth in tourisms contribu-tion to GDP.
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08 09 10 11
6.9
ITA
6.4
ITA
6.8
ITA
7.4
ITA
10.9
IT
R
9.6
IT
R
10 I
TR
11.3
IT
R
+0 %
GD
P
-2.9
% G
DP
+1.4
% G
DP
-1.5
% G
DP
5.5%
11.9%
27.3%55.3%
2.4%
5.7%
23.1%
68.8%
TOURISM
Industry
Service
Ag. + Forestry
International Tourist Arrivals ( Mil. ) International Tourism Receipts ( BIl. $ ) GDP Growth - 08 > 11
Tourism as a part of overall GDP (2012)
Portugal (PT)
Portugal has been a member of the European Union since 1986. Like many of the S/ME countries within the EU, it has been heavily impacted by the crisis since 2008. ITAs and ITRs declined in 09, grew in 10, exceeded pre-2008 levels in 11, and are expected to continue growing. Tourism currently constitutes for 5.7% of its GDP, more than Italy or Turkey and less than Greece or Croatia. Tourisms total contribution to the Portuguese economy has been closely related to the construction industry, much like Spain. While Croatia has had more ITA, Portugal has had more domestic tourism and ITRs, ranking 5th among the S/ME countries in these categories.Source: UNWTO Tourism Highlights 2012 / World Bank
-
08 09 10 11
9.4
ITA
8.7
ITA
9.1
ITA
9.9
ITA
10.9
IT
R
+2.2
% G
DP
-6 %
GD
P
-1.2
% G
DP
0 %
GD
P
8.9
IT
R
8.3
IT
R
9.2
IT
R
5.5%
11.9%
27.3%55.3%
2.4%
5.7%
23.1%
68.8%
TOURISM
IndustryService
Ag. + Forestry
International Tourist Arrivals ( Mil. ) International Tourism Receipts ( BIl. $ ) GDP Growth - 08 > 11
Tourism as a part of overall GDP (2012)
Croatia (HR)
Croatia is scheduled to become the 28th EU member on July 1, 2013. Of the top six S/ME countries, Croatias GDP is most significantly impacted by tourism; the WTTC predicts that the direct and total contribution will increase by 6% over the next decade, significantly more than any other leading S/ME country. Croatias ITRs took two years to recover from the crisis and still have not exceeded pre-crisis levels, although they are predicted to in 2013. Croatia has the highest percentage of foreign tourist spending, 86%, which will probably decrease with entry into the EU.
Source: UNWTO Tourism Highlights 2012 / World Bank
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Norte
Centro
Lisboa
Alentejo
Algarve
REG. AUTNOMA AORES
REG. AUTNOMA Madeira
19%2 646.700
32%4 389 70018%
2 461 300
14%1 931 400
15%2 034 200
10%
Norte
Centro
Lisboa
Alentejo
Algarve
REG. AUTNOMA AORES
REG. AUTNOMA Madeira
19%2 646.700
32%4 389 70018%
2 461 300
14%1 931 400
15%2 034 200
10%
Portugal (PT) 2010
Source: Portal do Instituto Nacional de Estatstica, 2010
Portugal has been a member of the European Union since 1986. Like many of the S/ME countries within the EU, it has been heavily impacted by the crisis since 2008. ITAs and ITRs declined in 09, grew in 10, exceeded pre-2008 levels in 11, and are expected to continue growing. Tourism currently constitutes for 5.7% of its GDP, more than Italy or Turkey and less than Greece or Croatia. Tourisms total contribution to the Portuguese economy has been closely related to the construction industry, much like Spain. While Croatia has had more ITA, Portugal has had more domestic tourism and ITRs, ranking 5th among the S/ME countries in these categories.
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35%3 689 173
22%2 327 026
27%2 815 851
7%758 739
4%450 484
23%21 278 km2
31%28 462 km2
3%2 710 km2
34%31 551 km2
6%5 412 km2
Norte
Centro
Lisboa
Alentejo
Algarve
REG. AUTNOMA AORES
REG. AUTNOMA Madeira
19%2 646.700
32%4 389 70018%
2 461 300
14%1 931 400
15%2 034 200
10%
17%9 110 300
27%14 364 300
14%7 791 800
12%6 435 000
27%*14 370 300
Norte
Centro
Lisboa
Alentejo
Algarve
REG. AUTNOMA AORES
279506 u.
14%38386 u.
14%38920 u.
19%53756 u.
35%98980 u.
10%28666 u.
Population - 10,554,804
Area - 92,547 km2
Total Tourist Arivals - 13 764.400
Nights - 53,963,700
Tourism Units - 279 506
Source: Portal do Instituto Nacional de Estatstica, 2010
-
Norte
Centro
Lisboa
Alentejo
Algarve
REG. AUTNOMA AORES
279506 u.
14%38386 u.
14%38920 u.
19%53756 u.
35%98980 u.
10%28666 u.
Capacity in units - 226,372
56%98980 u. 81%
12 552 u.
Capacity adjusted for relative units size Tourist Villages in PT
Portugal (PT) 2010 - Tourism Unit Type - Impact
The impact of tourism on the physical and social fabric of the Algarve can better be understood by analyzing the per-centage of unit capacity and the specific tourism typologies this includes. While most of the capacity of Norte, Centro, Lisboa and Aores consists of hotel beds, the Algarve has the most diverse typological mix, including apartment hotels, tourist apartments (condominiums) and tourist village beds (81% of all of PT), each of these typologies constitutes a much larger square meter footprint than a typical hotel unit. With an adjustment for this factor, the Algarve has more than half of all tourism square meters in Portugal. Although it has yet to be fully documented, tourist apartments and tourist villages have been hardest hit by the financial crisis and recession.
Source: Portal do Instituto Nacional de Estatstica, 2010
-
24 662
25 541
41 384
5 145
30 424
6 667
15 524
959
841
3 766
1 620
22 261
372
8 060
278
1 100
344
566
28 970 12 552
652
642
Norte
Centro
Lisboa
Alentejo
Algarve
Madeira
Aores
hotel beds apt. hotel beds beds in closed hotels
beds in apts.
beds in private acc.
tourism village beds
hotel beds apt. hotel beds beds in closed hotels
beds in apts.
beds in private acc.
tourism village beds
Tourist Villages in PT
31%28 970 u.
13%12 552 u.
32%30 424 u.
24%22 261 u.
35%
32%
20%
13%
PT Typology Mix - Units Algarve Tourism Typology Mix - Units
Algarve Tourism Typology Mix - Units
Source: Portal do Instituto Nacional de Estatstica, 2010
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Istria
Primorje Gorski Kotar
Lika - Senj
Zadar
ibenik Knin
Split Dalmatia
Dubrovnik Neretva
Croatia (HR) 7 Coastal Counties - 2010
* 13,630 tourism capacity units are still closed as a result of the Homeland War (1991-1995). For the last decade, a large portion of new tourism capacity has been generated through rehabilitation of existing capacity, at one scale or an-other. The Ministry of Tourisms goals for adding 20,000 more units could nearly be accommodated through the rehabili-tation of the 13,630 closed units.
Source: Croatian Bureau of Statistics, 2010
Croatias tourism statistics are currently tabulated according to counties; 96% of all tourist arrivals and nights occur in the 7 coastal counties, with 40% concentrated in the two most northern counties, Istria and Primorje. The ratio of tourist arrivals to local population is nearly 7 to 1. Split and Primorje are the most populus, while Lika County is the least. The distribution of tourism capacity units closely follows local population distribution but not county area. Tour-ist nights match the distribution of capacity, indicating a similar length of stay, ranging from 5 7 nights; this reflects the relative lack of city tourism, where one would see more frequent shorter stays.
-
15%208 440
21%*296 123
4%51 022
8%109 320
12%170 398
32%**455 242
9%122 783
11%2 820 km2
14%3 582 km2
22%5 352 km2
12%2 994 km2
15%3 642 km2
18%4 534 km2
7%1 782 k
28%2 627 918
23%2 151 118
7%634614
10%971 092
4%403 960
17%1 637 656
10%982 619
33%17 731 881
20%10 938 291
7%3 783 823
11%6 223 824
3%1 618 941
17%9 364 032
8%4 538 026
29%254 603
21%179 444
8%68 725
14%119 605
3%28 945
18%157 874
7%61 619
31%4250
7%980
45%6100
6%798
10%28 945
1%202
Population - 1,413,328(33% of Croatia)
Area - 24,706 km2 (44% of Croatia)
Total Tourist Arivals - 9,408,97 (96% of total)
Tourist Nights - 54,198,818
Tourism Units - 226,372
Capacity in Closed Hotels - 13,630*
Source: Croatian Bureau of Statistics, 2010
-
0100,000
200,000
300,000
400,000
500,000
600,000
700,000
19
73
19
75
19
77
19
79
19
81
19
83
19
85
19
87
19
89
(w
ar)
( cr
isis
)
19
91
19
93
19
95
19
97
19
99
20
01
20
03
20
05
20
07
20
09
hotels (previously State owned)
private
500 beds2015/1997
600,000 units1989
Croatia (HR) 2010 - Tourism Unit Type - Impact
Source: Croatian Bureau of Statistics, 2010
Prior to the Homeland War, Croatia, then a part of Yugoslavia, had nearly 600,000 hotel beds, most of which were owned by self-managed State enterprises and 300,000 private beds, owned by citizens. During the eighties, the Yugoslav government began to allow private citizens to own as many as 20 beds, accounting for the rise in capacity for this segment. The war decimated Croatias tourism industry, the single most profitable part of the Yugoslav economy immediately prior to the war. While private accommodation was even more significantly impacted by the war than hotels, it recovered to prewar levels much faster than the formerly State-owned hotels, and has probably surpassed hotels, since a significant portion of private capacity is not reported. Private accommodation will likely remain the single largest tourism capacity type in the middle counties; Istria already has more hotel and apartment hotel units, while Dubrovnik could also have more of this type of capacity if the large numbers of units in closed hotels (6 thou-sand) are rehabilitated.
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Istria
Primorje
Lika
Zadar
ibenik
Split
Dubrovnik
17707
15025
1417
4627
3658
14072
10100
10259
2505
289
2022
793
2589
1183
202
4250
980
1300
798
6100
12730
2505
289
2022
9322
20479
5147
3815
9904
2277
6159
2959
18445
5469
Istria County
Primorje-Gorski Kotar County
Lika-Senj County
Zadar County
ibenik-Knin County
Split-Dalmatia County
Dubrovnik-Neretva County
Istria County
Primorje-Gorski Kotar County
Lika-Senj County
Zadar County
ibenik-Knin County
Split-Dalmatia County
Dubrovnik-Neretva County
HR Typology Mix - Units HR Unit Mix Adjusted for Rel. Unit Size
hotel beds apt. hotel beds beds in closed hotels
beds in apts.
beds in private acc.
tourism village beds Source: Croatian Bureau of Statistics, 2010
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Castro M
arim
Faro
V. R
. S. A
ntn
io
Olh
o
Tavira
Lou
l
LIS
BO
N
Alb
ufe
ira
Silve
s
Lagoa
Portim
o
Lagos
Vila d
o Bisp
o
10009080 10009080 10009080 10009080 10009080 10009080 10009080 10009080 10009080 10009080 10009080 10009080
Albufeira Municipality has the largest number of tourism capacity units, at least parti ally due its positi on on the highway to Lisbon and relati ve proximity to Faro Airport. In general, the municipaliti es west of Faro, the administra-ti ve center of the Algarve, have more tourism capacity then those to the East, with the excepti on of Silves and Vila do Bilspo.
Source: Stati sti cal Yearbook of Algarve Region, 2010
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Split-D
almati
a
Dubrovnik-
Neretva
ibenik-Knin
Zadar
Lika-Senj
Primorje
-Gorski Kotar
Istria
The Croatian coastline has 5 international airports, whose distribution matches that of local population and tourism capacity. New highway construction has also reinforced population and tourism capacity, with the exception of Zadar County, which is in now better connected in terms of transportation, a trend which will continue with the completion of a new harbor.
Source: Croatian Bureau of Statistics, 2010
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100 km 100 km
FaroZadar
(Sibenik)(Pag) (Vila Real)(Lagos)Algarve
Lisbon
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100 km 100 km
FaroZadar
(Sibenik)(Pag) (Vila Real)(Lagos)
7 Coastal Counties
Zagreb
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Regional Resilience through TRANSPORTATION INFRASTRUCTURE Rehabilitation
Coastal tourism development and transportation infrastructure have always been intimately linked. Historically, coastal commu-nities all along the Mediterranean were defined by their relation to nautical transportation. For the Algarve and Dalmatia, rail was the first major modern transportation infrastructure to ar-rive, during the early twentieth century. With the arrival of mass tourism during the postwar period, new forms of transportation infrastructure were introduced, highways, which initially served a growing leisure class and airports, which primarily served international tourists. During the last decade both countries ex-perienced major public and private investment in transportation infrastructure, primarily major highway systems as well as some nautical infrastructure. While international tourist arrivals and tourism receipts have recovered and continue to grow in both regions, the public and banking sectors that supported the major investments in transportation infrastructure may not recover for some time.
How can we better utilize this infrastructure? Can this infrastructure better serve tourists and local communi-ties? Are strategic plans taking full advantage of this infrastructure?
Tourism Development and the Rehabilitation of the WORKING LANDSCAPE
Since 1965, the tourism industry has gradually displaced or replaced most other local industries throughout Southern / Medi-terranean Europe. This economic change is highly visible in the local landscapes which had been worked by the local popula-tion for centuries, following similar patterns. The maintenance of this landscape, which defined Mediterranean identity as much as the coastline itself has been increasingly neglected by a population that is primarily employed in the tourist industry. On the other hand, the European Union continues to invest major resources into various agriculture and forestry programs in these regions. Changing consumer tastes have also led to growing emphasis on gastronomy, the interest in the relation of food and culture; this interest is expanding to include a greater interest in other aspects of local material culture.
Can future tourism development support a more diverse economy and a more nuanced landscape? Can changes in consumer tastes from a more passive, sea, sun, fun tourism to a more experiential tourism be used not only to preserve existing working landscapes but also help rehabilitate them or even expand them?
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Rehabilitating TOURISM INFRASTRUCTURE
For much of the last half century the tourism industry has primarily been characterized by green field development, and rehabilitation and adaptive reuse approaches have focused on the conservation on historical or otherwise culturally significant built fabric. This continual expansion of tourism infrastructure and related real estate speculation since the sixties has resulted in a new type of urban sprawl along the Mediterranean coast. With the abrupt economic downturn of 2008, numerous hotels and resorts and real estate developments in various states of disrepair, have added to previous layers of tourism development, also in need of various degrees of repair and rethinking. How should planners, developers and architects approach this new condition?
Croatias recent troubled history provides at least one use-ful example of tourism development primarily focused on the rehabilitation at the scale of an entire region. The majority of the countries tourism infrastructure was damaged during the Home-land War (1991-1995) and the subsequent period of political transition. Since 2000, the vast majority of tourism development has consisted of the rehabilitation of existing tourism structures. As of 2011, 13,630 pre 1990 tourist beds, representing more than 10% of overall capacity, have not yet been rehabilitated.(9)
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In coastal areas where tourism often drives development, regional rehabilitation and planning efforts are typically focused on the expansion of cities and the construction of infrastructure often costly and inflexible. However, in the face of a global recession and an overabundance of built infrastructure, a new approach to rehabilitation should address not the construction of new, but the manipulation of existing infrastructures, encouraging adaptability to new and changing urban conditions and uses. If its role is focused in creating a more flexible system, transportation infrastructure holds the greatest potential for becoming the basis of a regional planning and rehabilitation effort that fosters long-term economic and urban resiliency. Examining transportation infrastructures through the lens of tourism we hope to identify and evaluate the key features of existing networks, in an effort to understand their modality and, subsequently, to propose critical interventions that optimize and reinvigorate existing transport networks and
tourism industries, while redefining the scope and scale of a region.
In todays globalized environment the world is highly connected through more transportation, economic, information, and political links than ever before. Understanding the infrastructures that comprise these systems of exchange is key to understanding how they function. Global international mobility has never been higher, and as such a literal and conceptual re-mapping of transportation networks is currently taking place, redefining spatial and conceptual definitions of distant or foreign. Similar to the technological advances in fast, affordable means of transportation beginning with steamships in the 18th century, followed by railway networks in the 19th century (Holden 26) and subsequently air travel in the 1950s and 60s (Holden 37) new transportation networks are allowing for increased accessibility to more destinations. These new networks are critical to a regions
Regional Resilience through TRANSPORTATION INFRASTRUCTURE Rehabilitation
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railroadmajor highways
The Algarve 5,412
450,484
sq km
Permanent Inhabitants
Zadar County 3,642
170,398
sq km
Permanent Inhabitants
Faro Municipality 202
64,560
sq km
Permanent Inhabitants
Zadar Municipality194
75,082
sq km
Permanent Inhabitants
Faro5,615,580
Airport2011 RIDERS
Lisbon14,035,273
Dubrovnik1,349,501
Split1,300,381
Zadar284,980
Pula355,920
Rijeka78,890
Zagreb2,319,098
Porto6,003,408
Faro
Distances, Driving TimesAirports
Lisbon
Porto
TO HERE
275 km, 3 hr 2 min
550 km, 5 hr 59 min
Zadar
Distances, Driving TimesAirports
Zagreb
Split
TO HERE
290 km, 3 hr 19 min
128 km, 1 hr 39 min
Dubrovnik 365 km, 4 hr 41 min
Rijeka 207 km, 2 hr 46 min
Pula 392 km, 4 hr 28 min
2011 National Airport Ridership: 25,654,258
2011 National Airport Ridership: 5,688,770
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tourist development, but also have the potential to significantly impact urban growth patterns, local businesses, industrial production, and permanent residents. Without proper planning and execution, the introduction or modification of infrastructure can have damaging external and unanticipated effects, but if properly deployed as a larger planning strategy in the context of both the tourist season and year-round habitation transit infrastructure can be harnessed to stimulate positive development for a region as a whole. As such, transportation infrastructure becomes a powerful tool for regional planning and rehabilitation.
Comparing the transportation infrastructures of Portugal and Croatia provides us with the opportunity to examine two dialectic systems, by highlighting their strengths and weaknesses in their inherent similarities and differences. The Algarve Province and Zadar County coastal regions that have developed around mass tourism are undergoing continual rehabilitation. If transit infrastructure in these regions can begin to perform multiple functions, fulfilling not only the needs of tourists but also local populations and economies, the region will not only better fulfill their rehabilitation goals, but also stand more resilient in the face of future changes in the economy, population, demographics, politics,
or climate. Through comparing the Algarve and Zadar County, shortcomings in existing transit networks begin to outline where improvements can be made to help guide future regional redevelopment.
The construction of international airports in the 1960s changed tourism dynamics in both countries by linking Northern and Southern Europe. With the majority of the Algarves seven million annual foreign tourists coming from Great Britain, air travel remains the primary means of transport. Consequently, Faro International Airport, the only airport in the Algarve and one of only three major international airports in all of Portugal, experiences a ridership of nearly 6 million passengers annually. Conversely In Zadar, tourists coming from Northern Europe also rely on air travel to one of Croatias six international airports, which are geographically distributed within approximately a four-hour drive from Zadar. Still, many of Croatias tourists come by ferry, bus, car, or rail, which results in less overall air travel than is experienced in the Algarve.
Croatia and Portugals railroads carry both passengers and goods, and if these countries plan to diversify their economies in the future, the transport of goods may become increasingly necessary. Croatias rail network, run by the
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FARO
ZADAR
Airport with Direct Flight to Faro
Airport with Direct Flight to ZadarRailBus Routes/highwayFerry Routes
Croatia, 2010
Other (primarily air)
25%
Portugal, 2010
Air17%
Land(primarily road)
82%
Water
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national company Croatian Railways, is in desperate need of modernization. As minimal investment has been made in the railway infrastructure since 1925, more than half the routes are not yet electrified, and many are still single track, resulting in slow speeds. In addition to its poor infrastructure, the corruption of its bureaucracy is a long running national joke. With Croatias acceptance into the EU in 2013, rail standards are expected to increase dramatically as the nation rapidly tries to meet the standards of its EU contemporaries. In Portugal, the rail system, operated by the state-owned company Caminhos de Ferro de Portugal (CP), was fully electrified with double lines by 2010. As a result, where the train from Zagreb to Zadar (290 km) can take up to eight hours, the train from Lisbon to the Algarves capital, Faro, (275 km) takes only three hours. High-speed tilt trains were also implemented on the Alfa-Pendular line that runs from Porto to Faro in the 1990s, reaching speeds of 220 km/hr. The line east of Faro, which runs along the coast, is highly utilized, but to the West the rail runs far inland from the coastal urban areas, making travel from the airport more challenging.
Both the Algarve and Zadar County also have national roads, the EN125 and D424 respectively, that run through urbanized areas along the
coast. The EN125 was originally built in 1890, with massive interventions made in both 1942 and 1991. As many tourists in the Algarve rent cars to get around and many tourists drive to Zadar, both the EN125 and D424 experience extreme congestion during tourist seasons. To help alleviate traffic problems, both regions built a large highway in the 1990s and early 2000s. In the Algarve, the A22 Motorway built inland from the coastal cities was originally intended to be a toll-free highway, as was done in Spain during the 1990s and early 2000s to encourage the rise of residential tourism. However, in an effort to raise funds for the state, Portugal implemented an electronic toll system last year that requires pre-paid toll cards, which have been confusing for tourists and expensive for locals, consequently pushing more traffic back to the EN125. Croatias A1 Motorway runs along the coastline providing the primary north-south transportation link for the country. While the A1s tolls have not caused the same level of public pushback as the A22 has in the Algarve; they have proven to increase congestion during high-tourist months.
Despite a recent focus on inland developments, particularly in the Algarve, both Zadar County and the Algarve also have long histories of nautical transportation. In Zadar, which is surrounded by an archipelago, the primary state sponsored
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company Jadrolinija, as well as a number of smaller ferry companies, runs an extensive network of local, regional, and international ferry routes. However, as populations have changed on a number of islands, the viability of the existing routes needs to be reevaluated to prevent the entire system from atrophying. In the Algarve, the Faro municipality, which is home to the Ria Formosa lagoon and barrier islands, has seen local entrepreneurs identify a need for a nautical transport network. Small ferry operations or water taxi services have emerged but are in dire need of more regulation and organization to become more accessible for tourists and locals alike.
In addition to these public ferry lines, sports marinas have also become popular in both regions with the increased popularity of nautical tourism. Many of Croatias fifty sports marinas, often built to follow to the natural topography, work in conjunction with the ferry terminals, and many are open year-round. While along the coast of the Algarve, confronting the harsh marine conditions of the Atlantic Ocean, sports marinas are large, artificial inlets that are extremely costly, energy-consuming, and environmentally harmful to construct. Often the marinas are located within a large tourist development with restaurants, hotels, and leisure activities nearby and may also contain a port for fishing boats. However, because
most of the Algarves marinas are so overbuilt, they have the potential to support other uses.
Considering the current economic state and reduced public funding for large-scale projects, the Algarve and Zadar will need to prioritize which infrastructural improvements will be most beneficial to the region. When compared to land-based transport modes, nautical transportation holds the most potential, as a new or amended ferry network will require minimal infrastructural investments, offer increased adaptability for fluctuating populations, and benefit local residents and industries.
Carbon Footprint of Transportation Systems
0 400 800 1200 1600 2000 2400 2800 3200
3042
lbs of CO2
1883
724
1 Shipment of 18 tons (36,000lbs) over 500 miles
3600
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Since Faro Airports introduction in 1965, a boom of mass tourism in the Algarve has led to a period of speculative overbuilding, particularly in the West, which has proven to be unsustainable in the face of a shrinking economy. Many building sites are at a standstill due to lack of financing from banks, market saturation, and a drop in demand for second homes (Algarve Construction). As the Portuguese economy is not anticipated to rebound until 2014 (Kowsmann), a slow recovery affords the Algarve the opportunity to step back from their typical methods of sporadic development to consider a more resilient approach to regional planning initiated by a new nautical transportation network.
Although the existing nautical transportation network comprised of small ferry operators and water taxis within the Ria Formosa is fragmented and limited, a more extensive, unified network is possible with minimal investment through utilizing existing maritime infrastructure. A small
commercial port south of Faros city could provide the site of a new major ferry terminal close to the airport and railroad, further establishing Faro as the Algarves transportation hub. Small marinas and docks within the Ria Formosa could become new ferry stops, creating a local network beyond the existing routes that run to the barrier islands; while the overbuilt marinas in the Albufeira and Quarteira could also become new stops that form a regional line, potentially reconnecting these ever-sprawling cities with the water.
Regional Resilience through TRANSPORTATION INFRASTRUCTURE Rehabilitation
Faro:The Algarves Coastal TRANSPORTATION Hub
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0 2km Faros Transportation Networks
34
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Urban Cluster
Transportation Infrastructure Ferry Networks
Faro International Airport
Minor Roads
A22 Motorway
N125 Motorway
Rail Road
Ferry Lines IntermunicipalFerry Lines LocalFerry Terminal | ExistingFerry Terminal | Proposed
Marina
1875-1906The regional Algarve rail line was built from Lagos to Vila Real de Santo Antnio.
1945-1962As part of the 1945 National Roadway Plan, the National Roadway N125 was built connecting the towns along the Algarve coast.
Railroad Line & Station
5km0
Fbrica
Cacela Velha
Luz Sta Luzia
Cabanas
Urban Cluster
Fuseta
Albufeira
Quarteira
Faro
Olho
Tavira
By 1965, the Algarve was populated by small coastal settlements centered around the fishing industry, linked by the National Road, EN125, and the Algarves rail line.
Current Development Patterns in the Algarve
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Urban Cluster
Transportation Infrastructure Ferry Networks
Faro International Airport
Minor Roads
A22 Motorway
N125 Motorway
Rail Road
Ferry Lines IntermunicipalFerry Lines LocalFerry Terminal | ExistingFerry Terminal | Proposed
Marina
1875-1906The regional Algarve rail line was built from Lagos to Vila Real de Santo Antnio.
1945-1962As part of the 1945 National Roadway Plan, the National Roadway N125 was built connecting the towns along the Algarve coast.
Railroad Line & Station
5km0
Fbrica
Cacela Velha
Luz Sta Luzia
Cabanas
Urban Cluster
Fuseta
Albufeira
Quarteira
Faro
Olho
Tavira
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The inauguration of the Faro International Airport on July 11, 1965 was a milestone in tourism development in the Algarve, opening the region to international tourists and becoming the main gateway to the Algarve.
37
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President Admiral Amrico Thomaz unveils the inaugural plaque.
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Urban Cluster
Transportation Infrastructure Ferry Networks
Faro International Airport
Minor Roads
A22 Motorway
N125 Motorway
Rail Road
Ferry Lines IntermunicipalFerry Lines LocalFerry Terminal | ExistingFerry Terminal | Proposed
Marina
A22
Ilha de Faro380
Culatra1000Hangares
3
Armona20
12
Farol20
MantaRota
FbricaCacela Velha
Conceio
LuzSta Luzia1455
Ilha daTavira0
Cabanas1081
Fuseta1918
Albufeira22000
Quarteira21798
Faro41934
Olho
14914
Tavira8836
Railroad Line & Station
5km0
Urban Clusterpopulation
Marina
1965-2001Faro International Airport opened July 11, 1965, was expanded in 1989, and was renovated in 2001.
1974After the dictatorship collapsed, citizens of Faro and Olho went to the barrier islands - Farol, Hangares, Culatra, and Armona - and illegally claimed land to build houses on. Most grew to be fishing villages, but now also serve as seasonal properties for tourists.
1986Ferries to the barrier islands began running from Faro and Olhao.
1991-2003A22 Regional Motorway was constructed from Lagos to Castro Marim.
1999The train company Comboios de Portugal introduced the Alfa Pendular line from Lisbon to Faro.
1974-PresentVilamoura Resort was started by a wealthy banker from Porto. It is now the largest luxury resort complex in Europe and still growing out from the marina.
1960-2003Albufeiras tourism industry grew in the 60s after Joao Barreto Bailotes paintings of the area were seen in Britain and Northern Europe. Massive speculative tourist developments were built since the 80s until the 2008 economic collapse.
After the airports opening, the region saw a boom in tourism that triggered a period of massive speculative development in the West beginning in the 1970s. In response to quickly growing developments, in the 1990s new roadways were constructed and rail lines were updated for higher speeds.In 2011, Faro International Airports ridership rose to 5.6 million, from 60,000 in 1966.
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Urban Cluster
Transportation Infrastructure Ferry Networks
Faro International Airport
Minor Roads
A22 Motorway
N125 Motorway
Rail Road
Ferry Lines IntermunicipalFerry Lines LocalFerry Terminal | ExistingFerry Terminal | Proposed
Marina
A22
Ilha de Faro380
Culatra1000Hangares
3
Armona20
12
Farol20
MantaRota
FbricaCacela Velha
Conceio
LuzSta Luzia1455
Ilha daTavira0
Cabanas1081
Fuseta1918
Albufeira22000
Quarteira21798
Faro41934
Olho
14914
Tavira8836
Railroad Line & Station
5km0
Urban Clusterpopulation
Marina
1965-2001Faro International Airport opened July 11, 1965, was expanded in 1989, and was renovated in 2001.
1974After the dictatorship collapsed, citizens of Faro and Olho went to the barrier islands - Farol, Hangares, Culatra, and Armona - and illegally claimed land to build houses on. Most grew to be fishing villages, but now also serve as seasonal properties for tourists.
1986Ferries to the barrier islands began running from Faro and Olhao.
1991-2003A22 Regional Motorway was constructed from Lagos to Castro Marim.
1999The train company Comboios de Portugal introduced the Alfa Pendular line from Lisbon to Faro.
1974-PresentVilamoura Resort was started by a wealthy banker from Porto. It is now the largest luxury resort complex in Europe and still growing out from the marina.
1960-2003Albufeiras tourism industry grew in the 60s after Joao Barreto Bailotes paintings of the area were seen in Britain and Northern Europe. Massive speculative tourist developments were built since the 80s until the 2008 economic collapse.
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Rampant tourist-driven, development projects in the Western Algarve have transformed former fishing villages, like Albufeira, into popular holiday destinations, which have been stripped of local culture.
41
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Many of the streets in Albufeira are characterized by tourist shops and restaurants that cater to British tourists.
42
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As speculative development projects can no longer attain financing, projects started in the early 2000s, such as the Albufeira marina development, are left unfinished. Despite this seemingly dire situation, locals have not been convinced that this type of development is damaging to the region. These cities are willing to wait for financing to become available, so they can continue to build these massive developments, which have already proven to be unsustainable.
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The marina, adjacent villas and apartment buildings are the only elements to be completed in the originally planned
tourist development around the Albufeira marina.
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Urban Areas 2006
Urban Areas 1990
Urban growth predictions for 2020 show the urban areas spreading outward from Western Algarves tourist cities into peri-urban regions. Such sprawl will be damaging to the environment, will destroy viable agricultural lands, and will further jeopardize the regions cultural heritage.
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Urban Areas 2000
20km1050
Urban Predictions 2020
35 KM+/- 40 min drive
70 KM+/- 70 min
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Compared to the West, towns in the Eastern Algarve have not undergone such extreme tourist development. Rather, fishing and aquaculture industries remain prominent in these areas, where the Ria Formosas salt marshes and calm waters provides a great advantage. Olhos waterfront, shown here, hosts a park for residents with a street lined with small shops beyond, a contrast to the overbuilt coastline of Albufeira.
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The communities that initially settled on the Ria Formosas barrier islands Farol, Culatra and Armona have also capitalized on the fertile ecosystem of the lagoon through fishing and aquaculture. This fishing tradition remains, but many of the small vernacular homes on these islands are now rented or sold to tourists.
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The barrier islands, including Farol (right) and Culatra (above), have very small permanent populations and are accessible only boat. Cars are not allowed on the
islands, so footpaths run through these communities.
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35 KM+/- 40 min drive
70 KM+/- 70 min
Albufeira
Albufeira
Loule
Loule
Faro
Faro
Olho
Olho Tavira Algarve
Tavira
S. Braz Alportel
S. Braz
Gues
ts /
Lodgi
ng
Cap
acit
y /
1000 I
nhab
itan
ts
28.6
1027
6.1
212.5
6.6
193.2
6.6
226.2
2.7 3
5.3
0.1
4 0 0
This unbalanced distribution of development across the Algarve manifests in extremely heavy concentrations of tourism drawn to the manufactured attractions and resorts in towns like Albufeira, which hosts nearly half of all the Algarves tourists. Meanwhile, cities with cultural, ecological, and historical significance, like Faro, receive only a small number of tourists annually.
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Albufeira - 42%1,161,509
Loule - 14%408,835
Faro - 5%156,658
Tavira - 6%167,040 Olho - 0%
4,060
S. Braz Alportel - 0%0
33%97,6034
Albufeira - 42%41,707
Loule - 6%5,877
Faro - 2%2,072
Tavira - 5%4905
Olho - 0%183
S. Braz Alportel - 0%45%
Percentage of Algarve Tourists by Municipality Total No. of Algarve Tourists: 2,874,136
Percentage of Algarve Lodging Capacity by Municipality Total No. of Algarve Tourist Rooms: 98,980
Albufeira 3% (3)
Loule7% (8)
Faro19% (22) Tavira
11% (13)
Olho1% (1)
S. Braz Alportel0% (0)
59% (71)
Albufeira 4% (343)
Loule26% (2388)
Faro12% (1107)
Tavira5% (430)
Olho5% (416)
S. Braz Alportel7% (681)
36% (3863)
Percentage of Algarves Cultural Property (2010)Total No. of Algarve Cultural Property: 118 (Cultural Property - Monuments, Historic Sites, etc)
Percentage of Algarve Entertainment Locations by Municipality (2010)Total No. of Algarve Entertainment Locations: 9,228(Entertainment Locations - Live Shows & Art Facilities)
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With the airport and the Ria Formosa in its backyard, Faro has great potential to host a responsible and resilient form of tourism. Through historic-cultural, nautical, and ecotourism, Faro can create a viable alternative to the Western Algarves unsustainable tourism model through generating more symbiotic relations between its heritage, ecology, traditional industries and tourism. With respect for the areas carrying capacity, nautical tourism can become the steward for the delicate Ria Formosa ecosystem.
Making Faro a Nautical Transportation and Tourism Hub
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Already versions of such nautical tourism have been tested in the region. For example, one company began running a private tour boat to a restaurant on the remote Desert Island. The custom boat The Mighty Jamanta, designed by the restaurants architect Goncalo Vargas, allows for a luxurious experience for the tourist upon arrival in Faro. These types of exclusive vacation experience are growing in popularly, while still respecting the natural landscape of the lagoon.
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2km0
Restaurante Estamin, designed by Goncalo Vargas, is the only building on Ilha Deserta.
The existing ferry terminal is located near Faros marina.
The Mighty Jamanta
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However, before a new model of tourism can take hold in Faro, a number of problems with the current ferry operations will need to be addressed. Currently, with many of the barrier islands occupants visiting from Lisbon, Spain or other areas and with such a confluence of urban, political, and physical boundaries within this small area, the communities on these islands often feel detached from their respective municipalities. Ferries have begun to bridge the physical boundary created by Rias waters, but the unregulated competition between operators has resulted in a fragmented network. Currently up to 20 companies may be running ferries or water taxis from Faro and Olho during the peak season with little or no coordination between them.
Tony Fantisma, a tour boat operator, also explained that a lack of infrastructure and facilities, specifically parking, public restrooms, and shading structures, not only prevents their company from running with a level of professionalism, but also deters tourists from using the ferry lines.
Faros current ferry dock site lacks the infrastructure and facilities to run a larger, more professional network.
Tony Fantisma
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Water-dened BoundariesParish BoundariesFerry Lines
QuelfesPechao
Estoi
Conceicao
Faro (S)
MontenegroSan Pedro
Olhao
2km0
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These local problems can be addressed by consolidating the main ferry operations to Faros commercial port site, which is located on a peninsula south of Faros center the southernmost point of Portugals mainland. A new terminal can be built with adequate facilities while taking advantage of the deepest channel of the lagoon, already maintained by dredging to accommodate shipping vessels. Consequently, the site can accommodate larger vessels, furthering the sites potential to become a nautical transportation hub.
2m
4m
Initiating Regional Rehabilitation throughTRANSPORTATION INFRASTRUCTURE
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60
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Faro OlhoMainland Ferry Terminal
Islands Ferry Terminal
2km0
Centrally located within the Ria Formosa, the port site can also help Faro, Olho, and the barrier islands to be reconsidered as a single urban network, unified by a water-based transit system. The geographic scale comparison of the Ria Formosa to the Boston Metro Region, in its subway and ferry maps, begins to reveal that, although these communities are separated by water, they have the potential to function as one urban area.
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Faro Olho
North Quincy
Wonderland
Mattapan
Alewife
Forest Hills
Cleveland Circle
Heath
Oak Grove
Wellington Park St.
62
-
Olho
Standing on the edge of the port site also provides a visual connection to the surrounding towns, a powerful perceptive tool to further the notion of the Ria Formosa being a unified urban region.
63
-
FarolCulatraArmona
Faro
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Proposed New Bus Proposed New Shuttle Bus Line
Moved Train StationProposed New Train Station
500m0
Rental Car
Hotel Eva Bus
Railroad Line &
Major Roadway
Minor RoadwayPedestrian Connection
Hotel Eva & Bus Terminal
Beginning a new nautical network from this site also creates a number of potential positive externalities for Faro and the Algarve region. A new major ferry terminal on the port site would create an infrastructure triangle in Faro with the airport and train station. This new relationship could change how tourists interact with city, potentially allowing Faro to benefit from the capital tourism brings. Tourists would be encouraged to move through rather than bypass Faro and to possibly stay overnight on the
way to their destinations.
Current Routes from Faro Aiport
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Potential Routes from Faro Aiport to the New Ferry Terminal
The connections between these points need to be carefully orchestrated to both avoid connections that are too direct preventing tourist interaction with the city and too fragmented causing congestion. Because the islands do not have cars and tourists can easily rent a car in Albufeira or Quarteira, car ferry service from Faro does not seem necessary, so public transit links from the airport and train station will be
required.
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Urban Cluster
Transportation Infrastructure Ferry Networks
Faro International Airport
Minor Roads
A22 Motorway
N125 Motorway
Rail Road
Ferry Lines Intermunicipal
Ferry Lines Local
Ferry Terminal | Existing
Ferry Terminal | Proposed
Marina
N125: Lo
cal Nati
onal Ro
ad
A22: High-Spee
d High-Toll
Regiona
l Rail Li
ne
Railroad Line & Station
Existing Lines
Proposed Major Line
Proposed Minor Line
Existing Ferry Stop
Proposed Ferry Stop
Marina
5km0
Ilha de Faro380
Culatra1000
Armona20
12
Farol20
MantaRota
FbricaCacela Velha
Conceio
Sta Luzia1455
Ilha daTavira0
Cabanas1081
Urban Clusterpopulation
Fuseta1918
Faro41934
Olho
14914
Tavira8836
Faro - Fuseta - Sta Luzia - TaviraEstimated Annual RidershipMinimum Maximum
Minimum Average Daily RidershipMaximum Average Daily Ridership
Proposed Off-Season Schedule
Proposed Seasonal Schedule
Depart Faro Depart Olho Depart Fuseta Depart Sta Luzia Arrive Tavira
8:008:10 8:459:20
10:00
18:0018:10 18:4519:2020:00
Depart Tavira Depart Sta Luzia Depart Fuseta Depart Olho Arrive Faro
16:0016:50 17:2517:5518:05
Depart Faro Depart Olho Depart Fuseta Depart Sta Luzia Arrive Tavira
8:008:409:159:50
10:00
18:0018:40 19:1519:5020:10
Faro - Olho Faro - FusetaFaro - Sta Luzia Faro - Tavira
*Ferry travel times calculated based on speed of 65 kph.
244406
88,860148,100
Train24 min37 min55 min51 min
Ferry40 min70 min
110 min120 min
Travel Time ComparisonsDrive
20 min27 min37 min40 min
While a new high-speed ferry line connecting the Eastern Algarve would not initially have very high ridership, it could be a viable marketing tool for tourist destinations to promote a travel experience that begins on the water. Additionally, as the region looks to build local industries, such as aquaculture and agriculture, shipping via high-speed ferry could benefit the local populations with transport of goods.
Extending Regional Networks
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Urban Cluster
Transportation Infrastructure Ferry Networks
Faro International Airport
Minor Roads
A22 Motorway
N125 Motorway
Rail Road
Ferry Lines Intermunicipal
Ferry Lines Local
Ferry Terminal | Existing
Ferry Terminal | Proposed
Marina
N125: Lo
cal Nati
onal Ro
ad
A22: High-Spee
d High-Toll
Regiona
l Rail Li
ne
Railroad Line & Station
Existing Lines
Proposed Major Line
Proposed Minor Line
Existing Ferry Stop
Proposed Ferry Stop
Marina
5km0
Ilha de Faro380
Culatra1000
Armona20
12
Farol20
MantaRota
FbricaCacela Velha
Conceio
Sta Luzia1455
Ilha daTavira0
Cabanas1081
Urban Clusterpopulation
Fuseta1918
Faro41934
Olho
14914
Tavira8836
Faro - Fuseta - Sta Luzia - TaviraEstimated Annual RidershipMinimum Maximum
Minimum Average Daily RidershipMaximum Average Daily Ridership
Proposed Off-Season Schedule
Proposed Seasonal Schedule
Depart Faro Depart Olho Depart Fuseta Depart Sta Luzia Arrive Tavira
8:008:10 8:459:20
10:00
18:0018:10 18:4519:2020:00
Depart Tavira Depart Sta Luzia Depart Fuseta Depart Olho Arrive Faro
16:0016:50 17:2517:5518:05
Depart Faro Depart Olho Depart Fuseta Depart Sta Luzia Arrive Tavira
8:008:409:159:50
10:00
18:0018:40 19:1519:5020:10
Faro - Olho Faro - FusetaFaro - Sta Luzia Faro - Tavira
*Ferry travel times calculated based on speed of 65 kph.
244406
88,860148,100
Train24 min37 min55 min51 min
Ferry40 min70 min
110 min120 min
Travel Time ComparisonsDrive
20 min27 min37 min40 min
68
-
2007
2011Ilha de Faro Ilha da Culatra
2006
2007
The introduction of a high-speed, catamaran ferry line to the East could utilize the docks and marinas that have already been expanded or constructed in these coastal communities as nautical tourism gained popularity in recent years.
EU
EU
EU
69
-
2007
2007
2011
2011Santa Luzia Cabanas
EUEU
70
-
Urban Cluster
Transportation Infrastructure Ferry Networks
Faro International Airport
Minor Roads
A22 Motorway
N125 Motorway
Rail Road
Ferry Lines Intermunicipal
Ferry Lines Local
Ferry Terminal | Existing
Ferry Terminal | Proposed
Marina
A22road to A22/train station
N125
Faro - Quarteira Faro - Albufeira
*Ferry travel times calculated based on speed of 65 kph.
Travel Time ComparisonsTrain
35 min57 min
Drive32 min48 min
Ferry100 min140 min
Faro - Quarteira - AlbufeiraEstimated Annual RidershipMinimum Maximum
Minimum Average Daily RidershipMaximum Average Daily Ridership
Proposed Off-Season ScheduleDepart Albufeira 10:00Depart Quarteira 10:45Arrive Faro 12:30
Depart Faro 16:00Arrive Quartiera 17:45Arrive Albufeira 18:30
Proposed Seasonal ScheduleDepart Albufeira 8:00, 10:00, 14:00, 16:00Depart Quarteira 8:45, 10:45, 14:45, 16:45Arrive Faro 10:30, 12:30, 16:30, 18:30
Depart Faro 11:00, 13:00, 17:00, 19:00Arrive Quartiera 12:45, 14:45, 18:45, 20:45Arrive Albufeira 13:30, 15:30, 19:30, 21:30
3603,000
131,3941,092,950
Albufeira22000
Quarteira21798
Faro41934
Railroad Line & Station
Existing Lines
Proposed Major Line
Proposed Minor Line
Existing Ferry Stop
Proposed Ferry Stop
Marina
5km0
Urban Clusterpopulation
N125: Local National Road
Regional Rail Line
A22: High-Speed High-Toll
Albufeira22000
Quarteira21798
71
-
Urban Cluster
Transportation Infrastructure Ferry Networks
Faro International Airport
Minor Roads
A22 Motorway
N125 Motorway
Rail Road
Ferry Lines Intermunicipal
Ferry Lines Local
Ferry Terminal | Existing
Ferry Terminal | Proposed
Marina
A22road to A22/train station
N125
Faro - Quarteira Faro - Albufeira
*Ferry travel times calculated based on speed of 65 kph.
Travel Time ComparisonsTrain
35 min57 min
Drive32 min48 min
Ferry100 min140 min
Faro - Quarteira - AlbufeiraEstimated Annual RidershipMinimum Maximum
Minimum Average Daily RidershipMaximum Average Daily Ridership
Proposed Off-Season ScheduleDepart Albufeira 10:00Depart Quarteira 10:45Arrive Faro 12:30
Depart Faro 16:00Arrive Quartiera 17:45Arrive Albufeira 18:30
Proposed Seasonal ScheduleDepart Albufeira 8:00, 10:00, 14:00, 16:00Depart Quarteira 8:45, 10:45, 14:45, 16:45Arrive Faro 10:30, 12:30, 16:30, 18:30
Depart Faro 11:00, 13:00, 17:00, 19:00Arrive Quartiera 12:45, 14:45, 18:45, 20:45Arrive Albufeira 13:30, 15:30, 19:30, 21:30
3603,000
131,3941,092,950
Albufeira22000
Quarteira21798
Faro41934
Railroad Line & Station
Existing Lines
Proposed Major Line
Proposed Minor Line
Existing Ferry Stop
Proposed Ferry Stop
Marina
5km0
Urban Clusterpopulation
N125: Local National Road
Regional Rail Line
A22: High-Speed High-Toll
Albufeira22000
Quarteira21798
A ferry route reaching to Albufeira and Quarteira could also have a number of positive effects on the region. With so many tourists already visiting Albufeira and Quarteira, the ridership for a primarily seasonal high-speed ferry line has the potential to be quite substantial. Additionally, reorienting the cities back towards the water through the introduction of ferry networks can curb new developments push inland towards agricultural lands, while encouraging redevelopment of projects, such as the Albufeira marina, that have been abandoned. Additionally, even more than in the Eastern Algarve, the arrival sequence for tourists can be vastly improved by arrival via the
water.
72
-
Currently the transportation from the airport to both cities is set far in from the coast, delivering visitors coming by car, bus, and train to the back side of Albufeira and Quarteira.
73
-
The northern edge of Albufeira is defined by a commercial strip with tourist shops and fast food restaurants.
74
-
Existing Marina
Rather than arriving to Albufeiras backdoor, a waterfront arrival would welcome tourists to Albufeiras sandy beaches and cliffs.
75
-
76
-
Vilamoura Marina,
Utilizing the existing overbuilt marinas in Albufeira and Quarteira not only allows for great financial savings but also allows the opportunity to rethink how these massive pieces of infrastructure function.
77
-
Current Fishing Marina
Current Recreational
Marina
Albufeira Marina
78
-
Currently, the southern portion of Albufeiras marina is a fishing marina, but the design of the docks is not well suited to the needs of the fisherman and their boats. This type of hard infrastructural solution has proven not only to be costly, environmentally-harmful, and energy-intensive, but also dysfunctional. Prior to the construction of this new marina, the fisherman beached their boats just to the East to unload their catches each morning.
79
-
This type of soft infrastructural approach is still exemplified by the fisherman in Armaco de Pera, just to the West of Albufeira. Fisherman utilize a combination of traditional techniques and low-capital investment technologies, such as tractors, to perform the same daily functions as is
done in the new Albufeira marina.
80
-
1km0
Ilha de Faro380
Culatra1000
Hangares3
Armona20
Farol20
Faro41934
Olho14914
The infrastructure for a new regional ferry network in the Algarve already exists in Albufeiras and Quarteiras overbuilt marina developments and the recently constructed marinas in the Ria Formosa. This infrastructure can be repurposed and adapted; while one key investment can be made in Faros commercial port site to develop a central hub for nautical transportation within the region. Local operators have identified a market for this service but do not have the infrastructure or policies in place to run efficient and extensive networks. The implementation of a new nautical network could not only harness additional capital through increased tourist ridership, but also could redefine the urban boundaries of the Ria Formosa region through increased connectivity and accessibility.
81
-
1km0
Ilha de Faro380
Culatra1000
Hangares3
Armona20
Farol20
Faro41934
Olho14914
82
-
0 3km
83
-
0 3km0 3km
84
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Regional Resilience through TRANSPORTATION INFRASTRUCTURE Rehabilitation
Zadar:A Node in Croatias Coastal TRANSPORTATION Network
Emerging out of a major war for independence in 1995, Croatia has undergone a massive restruc-turing and revitalization process as it prepares to enter the EU in the Summer of 2013. As it pre-pares to emerge onto the global stage in a time of global economic austerity, taking stock of its current prospects, and harnessing existing infra-structures has been key in modernizing a coun-try that saw little to no investment in a time of otherwise global prosperity. Utilizing key trans-portation infrastructures has historically been a traditional method of urban planning, that has seen more attention as of late a countries look for any way possible to reinvigorate economic de-velopment with limited capital to go around and a flatlined speculative market. Zadar as a case study in transportation investment as a way of defining a region in particular has benefited from a long term implemented regional transportation infrastructure plan that has enabled the region to maintain economic profitability, and subsequent-ly been able to grow now in a time of little capital
investment. By analysing this system we look how to maximize the system for future development, in an effort to reconceptualize the region creating an ever more resilient coastal economy.
85
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0 1km 3km 5km 86
-
Sea Organ Water Front Project (Nikola Basic)
87
-
Zadar is the fifth largest city in Croatia and is the 2nd largest city in the region of Dalmatia. It is an ancient city that has been a port city from as early as the 7th Century BC, It was an important port city for the early Phoenicians, Etruscans, and Ancient Greeks. Much of the physical char-acteristics of modern day Zadar was shaped by the Romans who laid the foundation for the city, giving it its characteristic roman forum and central square within the city. The ancient city was mostly focused on a peninsula surrounding its protective port. Modern development has occurred on the opposite side of the port and has started to sprawl. While geographically separated from the old city by the deep port a pedestrian bridge and nu-merous water taxies take pedestrians back and forth across the harbor, connecting the new and the old city. Today Zadar is primarily a tourist destination and a major hub for a complex ferry network connecting it with the rest of Dalmatia and Italy. In recent times the city has seen significant reinvestment in its water front, with the construction of its sea organ and solar Art project.
88
-
Power of Projective MappingThroughout its long and storied historical development Zadar has been fortunate to have been repeatedly and continuously mapped as each sub-sequent take over, invasion, and occupation sought to develop the region, rich in resources, in a key strategic location along the adriatic. Through the number of continuous mappings the process of mapping itself turned into an iterative form or urban planning, that would continue until present day. With the value of hindsight and historical context, the role of urban plan-ning shifts from the traditional role of master planner to one more along the lines of urban caretaker, continuously tending, altering, and adapting the system instead of dreaming up grand images of perfection. It turns the map into an urban tool to project development, use, and program as a means of creating resilient infrastructure.
89
-
90
-
1829 CADASTRAL MEASURE 1829 91
-
1829 CADASTRAL MEASURE
Beginning in the 1820s the Austrian Empire initiated a massive cadastral measurement of Dalmatia as a way to take stock of the newly acquired territories of their empire, (understand the existing system) in order to be able to plan for further expansion, as a way to give back to the countries they occupied. This initial plan started in motion a process of reiterative planning for Zadar and the rest of Dalmatia, that has continued until today.
92
-
UN Northern Adriatic Plan (UNNAP)This history of intensive strategic planning/mapping car-ried through to the 20th/21st century and manifest itself in the Northern Adriatic Development Plan (UNNADP) in 1960 as a continuation of the process of cadastral measure and planning started by the Austrians in the 1820s. This new large international global political plan Set precedent for Large scale land use planning, for the entire region. The UN Plan utilized the technique of mapping unique variables
beyond geographic representation, as a way of mapping in-visible geography = program, use, infrastructure, and zon-ing. Similar the the Austrians The UNNADP systematically sought to map existing conditions, as an effort to identify potential problems, recognize the existing system , before creating projective map for the potential future of the re-gion.
Current Situation Elements Problem Map Directional Regional Expansion
93
-
Synthesis Tourism Transportation
94
-
Split - Northern Adriatic PlanThe UNNADP was then subsequently adapted and implemented on a more regional scale by its constituents. One key example of how this plan was implemented on a regional scale was Split, a city several miles to the south of Zadar. At this new scale regional planners, utilized the power of transportation infrastructure as a way of planning for regional develop-ment. It included an extensive transit system, that sought to redefine the entire urban region of the city. It set a precedent for using transportation infrastructure as a means for regional planning.
95
-
96
-
97
-
SPLIT - FERRY SYSTEMOne of the key aspects of the UNNADP in split was its focus on transporta-tion infrastructure as a form of regional planning. What makes this plan particularly unique is its focus on a water based ferry network to connect a series of islands that make up the region. While the plan included typi-cal transportation infrastructures such as freeways, rail, and air travel, its interaction with nautical infrastructure is incredibly adept for its specific geographic condition. Based off of this highly interconnected nautical sys-tem the islands around the city to develop as part of the city itself, with many of the island residents working in the city heart and visa versa, an ac-complishment that would not have been possible without a planned transit system. While the realized version of the system is slightly different from original proposal, due to highly flexible nature of nautical infrastructure the system was able to easily adapt and change to improve its efficiency without wasted expenditure.
98
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Split - Aerial
99
-
Major Port
Urban Cluster
Transportation Infrastructure
Split International Airport
Minor Roads
A1 Motorway
Major Highway
Rail Road
Minor Airport
Split - Transportation Infrastructure
100
-
Ferry Terminal | Proposed
Proposed Ferry NetworksProposed Ferry Lines | InternationalProposed Ferry Lines |Local
101
-
Split - Proposed UNNAP Ferry SystemThe system that was proposed in split was a highly interconnected plan, that sought to bring multiple access points to the islands immediately surrounding the urban core. It paved the way for a high volume high traffic urban nautical transportation network.
102
-
Ferry Terminal | Existing
Ferry NetworksFerry Lines | InternationalFerry Lines |Local
103
-
EX. LOCAL LINES CAPACITY FORTOURISTS
DESTINATION CURRENTFERRY
COMPANY RIDERSHIP2011
NUMBEROFBOATS
DISTANCETO SPLIT
CAR? T1 VST2
POPULATION POPULATION OFISLAND
ISLAND RIDERSHIP/POPULATIONNUMBEROF BEDS
NUMBEROFBINDINGS
MUNICIPALITY ATTRACTIONS
TRAJEKTNE LINIJE // FERRYLINES
%52'6.(./$6,1(/,1,-(6+,3&ODVVLF/,1(6
%5=2%52'6.(/,1,-((;35(66/,1(6
TIME TOSPLIT
RIJEKA - SPLIT - STARI GRAD- KORCULA - DUBROVNIK
VIS - SPLIT
SPLIT - VELA LUKA -LASTOVO
63/,7752*,5'9(1,.0$/,'9(1,.9(/,
63/,7683(7$5%5$&
63/,767$5,*5$'+9$5
SPLIT - ROGAC
63/,76/$7,1(752*,5
SPLIT - ROGAC -STOMORSKA
9,6+9$563/,7
63/,7%2/-(/6$
63/,70,/1$+9$5
63/,7+9$59(/$/8.$LASTOVO
63/,7+9$535,*5$',&$KORCULA
TIME TOSPLIT
RIJEKA - SPLIT - STARI GRAD- KORCULA - DUBROVNIK
VIS - SPLIT
SPLIT - VELA LUKA -LASTOVO
63/,7752*,5'9(1,.0$/,'9(1,.9(/,
63/,7683(7$5%5$&
63/,767$5,*5$'+9$5
SPLIT - ROGAC
63/,76/$7,1(752*,5
SPLIT - ROGAC -STOMORSKA
9