Acebillo Summary Folio

PABLO ACEBILLO
SUMMARY FOLIO
selected work

LinkedIn
PABLO ACEBILLO
BSc USI Architect
MSc ETH Spatial
Development and
Infrastructure Systems
+41 78 666 1089 (CH)
pabloacebillo@gmail.com

Academic Projects
Professional Projects
1
2
MSc 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

Law school campus in Naples
BSc USI Architecture
Location:
Program:
Built up surface:
Project year:
Course:
Tutor:
Organization:
Grade:
Naples, Italy
Mix use
40’460 m2
12.2011
Studio
Prof. Francesco Venezia
Individual project
10.00/10.00

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

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

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
NorthAfrica
SouthEurope
Spain
France
Italy
Greece
NorthEurope
40
20
0
Percentilechanein%
- 20
- 40
Truck parking TEU storage Zones Rail network
Buildings Load/Unload Car park Rail tracks Road network

Urban regeneration in the
metropolitan area of Zurich
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

0
D
I
G
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
Load factor Load factor
0 0
< 7 % < 7 %
< 35 % < 35 %
< 65 % < 65 %
< 80 % < 80 %
70 70
135 135
250 250
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
2’100
125’000
400
23’000
300
18’000
200
13’000
3’000
179’000
2’600
80’000
640
79’000
750
23’000
180
17’500
1’300
43’000
130
23’500
950
30’000
90
16’500
5’600
176’000
1’040
136’500
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 1’040 apartments and 5’600 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
<= 7% <= 7%
0 0
51 51
130 130
200 200
<= 33% <= 33%
<= 52% <= 52%
<= 70% <= 70%
Load factor Load factor

Green Areas
The amount of green space
area of the original Tampine
it out, green and public spac
the city for the purposes of l
on. The green spaces are a
regular grid arrangement,
the city and to shorten wal
cales, from
Car-free tropical city
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

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 modes
MRT 64.000
Bus 5.400
LRT 13.500
Private Cars 5.900
Car Park 10.340
Singapore 2012 travel data
Total population 5.184.000
Passenger journeys 3.988.000
Peak hour journeys 3.237.000
Tampines estimated travel demand
Total population 150.000
Passenger journeys 116.475
Peak hour travel 99.000
Leaving 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.
78
Section
open
closed
LRT
bicycle
car ne
parkin
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
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 | GrTeam #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.
77
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 | Grammars
active and healthy st
in the city.
82
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.
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
17
e 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 | Brief
6968
plained below.
MRT 64.000
Bus 5.400
LRT 13.500
Private Cars 5.900
Car Park 10.340
LRT line
LRT stops
car parking
car network
logistic network
car access
MRT stations
MRT above ground
MRT underground
Networks
6968
plained below.
MRT 64.000
Bus 5.400
LRT 13.500
Private Cars 5.900
Car Park 10.340
LRT line
LRT stops
car parking
car network
logistic network
car access
MRT stations
MRT above ground
MRT underground
Networks
6968
plained below.
MRT 64.000
Bus 5.400
LRT 13.500
Private Cars 5.900
Car Park 10.340
LRT line
LRT stops
car parking
car network
logistic network
car access
MRT stations
MRT above ground
MRT underground
Networks
6968
plained below.
MRT 64.000
Bus 5.400
LRT 13.500
Private Cars 5.900
Car Park 10.340
LRT line
LRT stops
car parking
car network
logistic network
car access
MRT stations
MRT above ground
MRT underground
Networks
6968
plained below.
MRT 64.000
Bus 5.400
LRT 13.500
Private Cars 5.900
Car Park 10.340
LRT line
LRT stops
car parking
car network
logistic network
car access
MRT stations
MRT above ground
MRT underground
Team #2 | NetworksTeam #2
Networks
Section
open
closed
LRT
bicycle lane
car network
parking
MRT
12 m street width
(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
Team #2 | GrammarsTeam #2
Section
open
closed
LRT
bicycle lane
car network
parking
MRT
Team #2 | GrammarsTeam #2
0 0 05 km 500 m 5 m
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 150’000 inhabitants and 70’000 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 Barcelona’s 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

Sebastianstrasse
TisisTöbelew
eg
Schaanw
ald
Zollam
tSchaanw
ald
W
aldstrasse
Zuschg
Bendern
Post
ler
euzstrasse
Gam
prin
BadälGam
prin
Fallsbretscha
Jedergass
M
ühlegass
Planke
Eschen
Post
Sebastianstrasse
Schellenberg
Post
Buchs Bahnhof
Schaan
Bahnhof
M
auren
Post
Nendeln
Oberw
iesen
Schaan
Forst/HiltiAG
Im
BeschBierkeller
Zollstrasse
Malarsch
Im Ro
Rossfe
Schaan Rheindenkmal
Buchs Rheinau
Freiendorf
W
egacker
M
auren
Fallsgass
Eschen
Kohlplatz
Presta
Eschen
Sportpark
Nendeln
Bahnhof
Tonw
arenfabrik
Schaan
Rosengarten
Bendererstr./Hilcona
Ivoclar
UnderAtzigBendern
Pinocchio
Bendern
W
idagass
Eschen
Brühl
Haldengass
Eintracht
M
auren
Kirche
Krum
m
enacker
M
auren
AufBerg
Schellenberg
Egerta
Stotz
lenn
nnwald
Schellenberg Eschner Rütte
Gamprin Michel-Oehri
Waldeck
Bühl
Gemeindehaus
Stelzagass
Gamprin Haldenstrasse
um
Badäl-Schlatt
Simmasguet
Unterbühl
Schulh
Theater
Sch.Industrie
M
auren
Freihof
M
auren
Ziel
Abzw.
Planke
Schaa
Kinde
Plankn
Duxga
Schaan
ZL
lez Sennwald Bahnhof
Rhein
Railway
way
Railway
33
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32
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System- and network planning for
the public transport in Liechtenstein
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

Feld
kirch
Bahnhof
Katzenturm
Sebastia
nstrasse
Rappenw
ald
strasse
Tisis
Töbele
w
eg
Schaanw
ald
Zollam
t
Feld
kirch
Schulzentrum
Leopold
-Scheel-W
eg
Tisis
Letzestrasse
Landesgericht
Schaanw
ald
W
ald
strasse
Zuschg
Bendern
Post
RuggellPost
Sennerei
Oberw
iler
RuggellKreuzstrasse
Gam
prin
BadälGam
prin
Fallsbretscha
Jedergass
M
ühle
gass
Nofels
Kirche
GhfBad
Nofels
Bergäcker
ObererHasenbach
RuggellZollam
t
Noflerstrasse
Gisin
gen
M
ilchhof
Gisin
gen
Hauptstrasse
Gisin
gen
Bahnhof
Planken Saroja
Eschen
Post
Sebastia
nstrasse
Schellenberg
Post
Hin
terschellenberg
Buchs Bahnhof
Schaan
Bahnhof
M
auren
Post
Nendeln
Oberw
ie
sen
Schaan
Forst/HiltiAG
Im
BeschBie
rkeller
Zollstrasse
Malarsch
Im Rossfeld
Rossfeld/Obergass
Schaan Rheindenkmal
Buchs Rheinau
Freie
ndorf
W
egacker
M
auren
Fallsgass
Eschen
Kohlp
la
tz
Presta
Eschen
Sportpark
Nendeln
Bahnhof
Tonw
arenfabrik
Schaan
Rosengarten
Iv
ocla
r
UnderAtzigBendern
Pin
occhio
Bendern
W
id
agass
Eschen
Brühl
Hald
engass
Ein
tracht
M
auren
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m
enacker
M
auren
AufBerg
Schellenberg
Egerta
Stotz
Klenn
Tannwald
Altenstadt
Tosters
Waldeck
Bühl
Gemeindehaus
Stelzagass
Obergut
Hin
terschlo
ss
Widum
Schellenberg Loch
Ruggell Limsenegg
Ruggell Kirche Abzw. Badäl-Schlatt
Simmasguet
Unterbühl
Schulhaus
Sägapla
tz
Theater
Sch.In
dustrie
M
auren
Freih
of
M
auren
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l
Abzw. Egerta
Planken Vorderplanken
Schaan Fürstenweg
Kinderheim
Planknerstrasse/Kresta
Duxgass/Kresta
Rie
tstrasse
SargansBahnhof
Trübbach
Post
VaduzPost
Sevelen Büeli
Malbun Zentrum
Not modified lines
Modified lines
Railway
Stops
Transfers
Triesen Meierhof
Gaflei
Bächle
gatter
Argw
eg
Gartnetschhof
Trie
sen
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BalzersRoxy
EgertaAlterPfarrhof
Höfle
M
älsnerdorf
Brückle
Rhein
strasse
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ssw
eg
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SargansM
arkthalle
Vild
GutshofGhfRose
SargansPost
BalzersSportpla
tz
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sen
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essin
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aschlina
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sen
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ühle
holz
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ersität
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QuäderleStädtle
Laurentiu
sbad
Matschils
Triesen Vaschiel
Langgasse
Vanetscha
Feldstrasse
Triesenberg Täscherloch
Triesenberg Post
Obergufer
Poska
Steinort
Triesenberg Abzw. Masescha
Triesenberg Rizlina
Steg Tunnel
Steg Hotel
Malbun Jugendheim
Bergbahnen
Schneeflucht
Jöraboda
Tristel
Egga
Samina
Almeina
Masescha
Masescha Abzw. Silum
Gaflei Matu
Balischguad
Rütelti
Vaduz Schwefel
Guferwald
Giessenstrasse
Abfallentsorgung
Salez Sennwald Bahnhof
Rhein Rhein
Rhein
Railway
Railway
Railway
Railway
Railway
Legend
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31
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12
12
21
22
26
14
14
12
13
13
1311
11
35
31
32
32
33
36E
36E
11
40
24
12E
31
34 36E
Planken Saroja
Rietstrasse
SargansBahnhof
Trübbach
Post
VaduzPost
Sevelen Büeli
Malbun Zentrum
Triesen Meierhof
Gaflei
Feldkirch
Bahnhof
Katzenturm
Zuschg
Eschen
Post
Sebastianstrasse
Bendern
Post
Schellenberg
Post
Hinterschellenberg
RuggellPost
Gisingen
M
ilchhof
BuchsBahnhof
Schaan
Bahnhof
M
auren
Post
Bächlegatter
ArgwegGartnetschhof
TriesenSäga
BalzersRoxy
Egerta
AlterPfarrhof
Höfle
M
älsnerdorf
Brückle
Rheinstrasse
Schlossweg
Dornau
SargansM
arkthalle
VildGutshofGhfRose
SargansPost
BalzersSportplatz
Gagoz
Trübbach Fährhütte
Nendeln
Oberwiesen
SchaanForst/HiltiAG
Im
BeschBierkeller
Zollstrasse
Malarsch
Im Rossfeld
Rossfeld/Obergass
Schaan Rheindenkmal
Buchs Rheinau
Rappenwaldstrasse
Tisis
Töbeleweg
Schaanwald
Zollamt
FeldkirchSchulzentrum
Leopold-Scheel-W
eg
Tisis
Letzestrasse
Landesgericht
Schaanwald
W
aldstrasse
Freiendorf
W
egacker
M
aurenFallsgass
Eschen
Kohlplatz
Presta
EschenSportpark
Nendeln
Bahnhof
Tonwarenfabrik
Nendeln
Kohlm
ahd
SchaanRosengarten
Ivoclar
UnderAtzigBendernPinocchio
BendernW
idagass
EschenBrühl
Haldengass
Eintracht
M
aurenKirche
Krummenacker
M
aurenAufBerg
SchellenbergEgerta
Stotz
Klenn
Tannwald
Waldeck
Bühl
Gemeindehaus
Stelzagass
Obergut
Hinterschloss
Widum
Schellenberg Loch
Ruggell Limsenegg
Ruggell Kirche Abzw. Badäl-Schlatt
Simmasguet
Unterbühl
Schulhaus
Au
Spital
VaduzRütti
TriesenM
essinaM
aschlina
TriesenPost
Schule
Sonnenkreisel
Sägaplatz
Lettstrasse
Rheinparkstadion
Alte Rheinbrücke
Sevelen Bahnhof
Sevelen Post
RathausSennerei
Oberwiler
RuggellKreuzstrasse
Gamprin
BadälGamprin
Fallsbretscha
Jedergass
M
ühlegass
Nofels
Kirche
GhfBadNofelsBergäcker
ObererHasenbach
RuggellZollamt
Noflerstrasse
Theater
SchaanZentrumSchaanQuader
VaduzM
ühleholz
Ebenholz/Universität
Hofkellerei
QuäderleStädtle
Laurentiusbad
Vaduz Schwefel
Matschils
Triesen Vaschiel
Langgasse
Vanetscha
Feldstrasse
Triesenberg Täscherloch
Rütelti
Triesenberg Post
Obergufer
Poska
Steinort
Guferwald
Triesenberg Abzw. Masescha
Triesenberg Rizlina
Steg Tunnel
Steg Hotel
Malbun Jugendheim
Bergbahnen
Schneeflucht
Jöraboda
Tristel
Egga
Samina
Almeina
Masescha
Masescha Abzw. Silum
Gaflei Matu
Balischguad
Sch.Industrie
M
aurenFreihof
M
aurenZiel
Abzw. Egerta
Planken Vorderplanken
Schaan Fürstenweg
Kinderheim
Planknerstrasse/Kresta
Duxgass/Kresta
RheinRhein Rhein Rhein
Rhein
23, 53
48
9
39
9
39
21
51
21
51
11
45 48
5558
27, 57
16, 46
27, 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 Post
Buchs Bahnhof
Feldkirch Bahnhof
37
07
18
48
20
50
39
09
Buchs Bahnhof
Feldkirch Bahnhof
Sargans Bahnhof
42
39 39
04
42
17
17
14
45
44
15
04
10, 40 10, 40
06, 36 03, 33
13, 43
46, 16
Hinterschellenberg
Schaanwald Bahnhof
Ruggell Post
Bendern Post-Ruggell Post-Schellenberg
Nendeln Bahnhof
23, 53
48
9
39
9
39
21
51
21
51
11
45 48
5558
27, 57
16, 46
27, 57
06, 36 02, 32
02, 32
Line 11
Line 12
Line 33
Line 32
Junction
Legend
Line 13
Direction
S-Bahn FL.A.CH
Sargans Bahnhof
Ruggell Post
Buchs Bahnhof
Feldkirch Bahnhof
37
07
18
48
20
50
39
09
Buchs Bahnhof
Feldkirch Bahnhof
Sargans Bahnhof
42
39 39
04
42
17
17
14
45
44
15
04
10, 40 10, 40
06, 36 03, 33
13, 43
46, 16
Hinterschellenberg
Schaanwald Bahnhof
Ruggell Post
Nendeln Bahnhof
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
11
12
31
32
33
6.20 2’310 14’322
5.50 775 4’263
5.50 310 1’705
6.10 510 3’111
5.50 400 2’200
Daily distance
travelle [km]
Daily cost [CHF]
30’ IntervalLine number
11
12
31
32
33
05:22 - 00:38
05:17 - 09:22
15:50 - 19:52
06:11 - 18:11
05:24 - 09:31 09:31 - 12:24
12:24 - 19:31 19:31 - 21:31
09:22 - 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 1’800 km in total
travelled distance, Fig. 2) and current governmental subsidies (17 mill. CHF/y).
23, 53
48
9
39
9
39
21
51
21
51
11
45 48
5558
27, 57
16, 46
27, 57
06, 36 02, 32
02, 32
Line 11
Line 12
Line 33
Line 32
Junction
Legend
Line 13
Direction
S-Bahn FL.A.CH
Sargans Bahnhof
Ruggell Post
Buchs Bahnhof
Feldkirch Bahnhof
37
07
18
48
20
50
39
09
Buchs Bahnhof
Feldkirch Bahnhof
Sargans Bahnhof
42
39 39
04
42
17
17
14
45
44
15
04
10, 40 10, 40
06, 36 03, 33
13, 43
46, 16
Hinterschellenberg
Schaanwald Bahnhof
Ruggell Post
Nendeln Bahnhof
23, 53
48
9
39
9
39
21
51
21
51
11
45 48
5558
27, 57
16, 46
27, 57
06, 36 02, 32
02, 32
Line 11
Line 12
Line 33
Line 32
Junction
Legend
Line 13
Direction
S-Bahn FL.A.CH
Sargans Bahnhof
Ruggell Post
Buchs Bahnhof
Feldkirch Bahnhof
37
07
18
48
20
50
39
09
Buchs Bahnhof
Feldkirch Bahnhof
Sargans Bahnhof
42
39 39
04
42
17
17
14
45
44
15
04
10, 40 10, 40
06, 36 03, 33
13, 43
46, 16
Hinterschellenberg
Schaanwald Bahnhof
Ruggell Post
Nendeln Bahnhof

Dimensioning and simulation of a
railway station
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

Dimensioning and Simulation of a Railway Station _____________________________________________ June
Figure 3 Simulation example during flooding episode, 200 s
A-11
Source: VISSIM - HPM_2.2_acebillo-3.4.2.inp
Figure 22 Ticket machine evaluation, 1800 s
Dimensioning and Simulation of a Railway Station _____________________________________________ June 2013
A-13
Figure 25 Flooding episode evaluation, 900 s
Dimensioning and Simulation of a Railway Station _____________________________________________ June
Figure 28 Flooding episode evaluation , 3600 s
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 18’500 concert visitors in a 30 min interval without saturating the
system. Only 13’000 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, 2’700 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, 2’700 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
Simulation
Element
Element
Underpass
Underpass
Stair 1 (no escalator)
Stair 1 (no escalator)
Stair 2
Stair 2
Platform ramp 2
Platform ramp 2
Platform 1
Platform 2
Stair 2
Platform ramp 1
Platform ramp 2
Platform 1
Platform 2
Measuring time
Duration Disembarking
Rush hour
2 min interval
Rush hour
2 min interval
Rush hour
2 min interval
Rush hour
2 min interval
before train arrival
during boarding process
5 s
20 s
5 s
during boarding process
before train arrival
Result
Result
Fullfilled
Fullfilled
Fullfilled
Not fullfilled
Fullfilled
Fullfilled
Fullfilled
Fullfilled
Fullfilled
Fullfilled
not enough
enough
not enough
Not fullfilled
Fullfilled
Required Measured Measured

Road pricing scheme in the transport
network of Innsbruck
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

21
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-
25
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
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
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 122’458 people, counting 1’167
people/km2
. Its public transport system, which counts with 3 tram lines and 22 bus lines,
moves 40 million people yearly. 58’000 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 ‘Wardrop’s
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
<= 20
<= 20
<= 20
0
0
0
37
47
47
75
94
94
149
189
189
Load factor
Load factor
Load factor
<= 50
<= 50
<= 50
<= 99
<= 99
<= 99
> 99
> 99
> 99
4. Load factor after 2 CHF pricing
Values
Total travel time
(veh*min)
Travel time change
Distance change
Total distance
(veh*km)
Number of total
links
Number of
congested links
% of congested links
Results before
pricing
Results after
1 CHF pricing
Results after
2 CHF pricing
3’273’775 314’511
- 90.4 % + 41.4 %
211’725.5 83’014
- 60.8 % + 12.4 %
545 545
136
24.9 %
21
3.9 %
444’715
+ 41.4 %
93’313.2
+ 12.4 %
545
36
6.6 %
1. Results of private network before and after pricing

Feasability study for vaccines
transport on rail mode
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

0 100 km
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 150’000 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
Milan
Milan Milan
3. Variant 2
5. Vaccines distribution1. Comparison among variants
4. Variant 3
Transfers 0
700
8.75
4’200
0
0
0
700
8.75
4’200
2
28.3
0.6
1’600
839
45
8’900
867.3
45.6
10’500
3
228
3
2’800
528
37.5
5’600
756
40.5
8’400
3
65
1
2’000
816
45
8’600
881
46
10’600
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

Multifunctional complex in Kazan
Location:
Program:
Built up surface:
Project Year:
Responsable:
Organization:
Status:
Kazan, Russia
Mix use cluster
60’000 m2
2015
Josep Acebillo
Team project (4)
On hold

H1
H2
H3
H4
H1
H2
H3
H4
H4
H3
Multifunctional complex in Quarter B, Kazan may 2015NE facade, scale 1:500
Многофункциональный комлекс в квартале Б, Казань май 2015Cеверо-Восточный фасад , масштаб 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)
Парковка
19’800 m2
3’360 m2
19’300 m2
16’534 m2
net2’500 m2
net
9’770 m2
7’630 m2
17’400 m2
парковочных мест для офисов на уровне -1
парковочных мест для жильцов и торг. на уровне 1
парковочных мест для жильцов на уровне 2
необходимо парковочных мест:
для офисов для торговли для жилья
1 комнатные квартиры (a)
2 комнатные квартиры (b)
3 комнатные квартиры (c)
4 комнатные квартиры (d)
Всего квартир
всего парковочных мест
364
142
158
331 50 239
92 (38,5%)
95 (39,7%)
42 (17,6%)
10 (4,2%)
239
664
Торговля Офисы (H1)
Housing (H2)
Total housing
Housing (H3)
Жилье (H2)
Всего жилья
Жилье (H3)
architectural
systems
AS
ПРЕДВАРИТЕЛЬНЫЙ ЭСКИЗНЫЙ ПРОЕКТ
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
Многофункциональный комлекс в квартале Б, Казань май 2015План уровня 1, масштаб 1:500
ул.Суконная
ул.Островского
ул.Спартаковская
architectural
systems
AS
Parking
Lobby
Technic space
Square
Water surface
Commerce
Offices
Pedestrian access
Vehicle access
Парковка
Холл
Тех. пространство
Площадь
Поверхность воды
Торговля
Офисы
Входы
Въезды
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
Многофункциональный комлекс в квартале Б, Казань май 2015Инсоляция фасадов. Симуляция солнечного освещения. ( 22 марта / 22 сентября) architectural
systems
AS
��
+0.80+0.80
+0.80
13%
+0.80
-1.20
+0.80
0.00
-1.00
14%
+0.80
+0.80
+0.80
-0.50
ул.Островского
ул.Спартаковская
Parking
Lobby
Technic space
Square
Water surface
Commerce
Offices
Pedestrian access
Vehicle access
Парковка
Холл
Тех. пространство
Площадь
Поверхность воды
Торговля
Офисы
Входы
Въезды
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, 60’000 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 19’300 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

Ekaterinburg congress center
Location:
Program:
Built up surface:
Project Year:
Responsable:
Organization:
Status:
Ekaterinburg, Russia
Convention center and hotel
35’000 m2
2012
Josep Acebillo
Team project (6)
Completed

Level 1
Level 2
Level 3
Level 4-8
Level 9-11
Level 1
Level -1
Level 12
Уровень 2
Уровень 3
Уровень 4-8
Уровень 9-11
Уровень 1
Уровень -1
Уровень 12
+1.30
+1.30
+1.00
Meeting room
+1.00
Meeting room
+1.00
Meeting room
+1.00
Meeting room
+1.00
Meeting room
+1.00
Wardarobe
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
-1.50
Stage
+1.70
+1.70
+1.15
Foyer
+1.15
Foyer
+1.15
Foyer
+1.15
Foyer
-0.80
-0.80
-1.50
-1.50
+1.15
Bar / Cafè
+1.15
External terrace
-2.50
0.00
+1.15
Bar / Cafè
+1.30
+1.30
+1.15
Kitchens
+1.15
Banquet Hall (1500)
+1.15
Dining room
+1.15
Info
0.00
Entrance Hall
+1.00
External garden
+1.15
Preparation area
+1.15
Congress center Hall
+1.00
External garden
+1.15
External garden
0.00
Planetarium entrance
architectural
systems
AS
CONGRESS CENTER of the “Ekaterinburg Expo” June 2012
Июнь 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)
КОНГРЕСС ЦЕНТР для “Екатеринбург Экспо”
КОНГРЕСС-ХОЛЛ
1.330 m2
1.780 m2
4.130 m2
1.000 m2
2.860 m2
1.350 m2
10.850 m2
Аудитория..............................................
Конференц залы...................................
Лобби и Фойе........................................
Кухня - сервировочная.........................
Банкетный Зал......................................
Техника и обслуживание......................
ИТОГО...........................................
Зелёные территории/ Внешние пространства
Лобби, Банкетный Зал и Аудитория
План +1 (0.00 м)
architectural
systems
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ГЕНЕРАЛЬНЫЕ ПЛАНЫ
architectural
systems
AS
Июнь 2012
7.3
RENDERS & IMAGES
Entrance lobby view
ВИЗУАЛИЗАЦИИ и ВИДЫ
Вид входного лобби
0.5 1 2 km0.5 1 2.5 km
: 2020
.11.8 - 3 . 1:25.000
ANNEX: EXPO 2020
11.8 - EXPO project Option 3. Scale 1:25.000
+1.30
+1.30
+1.00
Meeting room
+1.00
Meeting room
+1.00
Meeting room
+1.00
Meeting room
+1.00
Meeting room
+1.00
Wardarobe
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
-1.50
Stage
+1.70
+1.70
+1.15
Foyer
+1.15
Foyer
+1.15
Foyer
+1.15
Foyer
-0.80
-0.80
-1.50
-1.50
+1.15
Bar / Cafè
+1.15
External terrace
-2.50
0.00
+1.15
Bar / Cafè
+1.30
+1.30
+1.15
Kitchens
+1.15
Banquet Hall (1500)
+1.15
Dining room
+1.15
Info
0.00
Entrance Hall
+1.00
External garden
+1.15
Preparation area
+1.15
+1.00
External garden
+1.15
External garden
0.00
architectural
systems
AS
Июнь 2012
1:500
2.1
CONGRESS HALL
Auditorium...................................................
Meeting rooms.............................................
Lobby & Foyer.............................................
Banquet Hall................................................
TOTAL................................................
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
Аудитория..............................................
Конференц залы...................................
Лобби и Фойе........................................
Банкетный Зал......................................
ИТОГО...........................................
План +1 (0.00 м)
+1.30
+1.30
+1.00
Meeting room
+1.00
Meeting room
+1.00
Meeting room
+1.00
Meeting room
+1.00
Meeting room
+1.00
Wardarobe
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
-1.50
Stage
+1.70
+1.70
+1.15
Foyer
+1.15
Foyer
+1.15
Foyer
+1.15
Foyer
-0.80
-0.80
-1.50
-1.50
+1.15
Bar / Cafè
+1.15
External terrace
-2.50
0.00
+1.15
Bar / Cafè
+1.30
+1.30
+1.15
Kitchens
+1.15
Banquet Hall (1500)
+1.15
Dining room
+1.15
Info
0.00
Entrance Hall
+1.00
External garden
+1.15
Preparation area
+1.15
+1.00
External garden
+1.15
External garden
0.00
architectural
systems
AS
Июнь 2012
1:500
2.1
CONGRESS HALL
Auditorium...................................................
Meeting rooms.............................................
Lobby & Foyer.............................................
Banquet Hall................................................
TOTAL................................................
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
Аудитория..............................................
Конференц залы...................................
Лобби и Фойе........................................
Банкетный Зал......................................
ИТОГО...........................................
План +1 (0.00 м)
Июнь 2012
Planetarium Entrance
Logistic Entrance
Congress Hall Entrances
Hotel Entrance
Вход в Планетарий
Технический вход
Входы и Конгресс-Холла
Вход в Гостиницу
Level 1
Level 2
Level 3
Level 4-8
Level 9-11
Level 1
Level -1 1.8General Scheme & Circulation Diagram
Уровень 2
Уровень 3
Уровень 4-8
Уровень 9-11
Уровень 1
Уровень -1
Генеральная схема и диаграмма потоков
движения
GENERAL PLANS
ГЕНЕРАЛЬНЫЕ ПЛАНЫ
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 3’500 spectators. The Banquett Hall with a surface area
of 2’860 m2
can accomodate 1’500 guests. Three satellite elements are located on the
perimeter of the main circular base acting both as exterior areas and emergency exits. A
prismatic geometric design (33.3 x 61.35 x 48.65 m) on the west extreme acts as a hinge
between the main Lobby of the Complex and the Congress Hall. The Lobby of the Con-
gress Hall is located in the prism as well as the accesses to the Hotel and Panetarium
which are located in the prism, in a vertical position (Fig. 2, 5).
The total surface area of the Congress center is 35’000 m2
including Auditorium, Banquet
Hall, Planetarium and related services.
1. Ekaterinburg EXPO Complex within the new urban cluster 2. View of the entrance lobby 3. Groundfloor Congress center0 01000 m 20 m
4. Aerial view of Congress center 5. General scheme and circulation diagram
Auditorium
Congress Hall Entrances
Level 12
Level 9-11
Level 4-8
Level 3
Level 2
Level 1
Level -1
Hotel Entrance
Planetarium Entrance
Logistic Entrance
Logistics
Residential
Koltsovo Airport
Neo-Tertiary
EXPO Complex
Light metro
Lobby & Foyer
Meeting rooms
Kitchen - Preparation area
Banquet Hall
Services & Technical
Green areas /External areas
Total
1’330 m2
230 ha
70 ha
30 ha
9 ha
4’130 m2
1’780 m2
1’000 m2
2’860 m2
1’350 m2
10’850 m2

Strategic urban project
Location:
Program:
Project Year:
Responsable:
Organization:
Status:
Ekaterinburg, Russia
Strategic Planning
2012
Josep Acebillo
Team project (6)
Completed
Image: courtesy of JRC-European Comission, World Bank

architectural
systems
AS
Илл.8.6 - Парк вдоль реки Исеть
Fig.8.6 - Park along the river Iset
0
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SCAL
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SCALE 1:150000 0.25 0.5 1.5 km1.01.5 km1.0
SCALE 1:750000 1 2.5 7.5 km5.07.5 km5.0
SCALE 1:150000
0 2 5 10 km5 10 km
SCALE 1:2500000
0 50 150 250 km150 250 km
SCALE 1:500000 1 2.5 5 km2.5 5 km
SCALE 1:350000 0.5 1 2 3 km2 3 km
SCALE 1:200000 0.5 1 2 km1 2 km
SCALE 1:150000 0.25 0.5 1.5 km1.01.5 km1.0
SCALE 1:750000 1 2.5 7.5 km5.07.5 km5.0
SCALE 1:150000
0 2 5 10 km5 10 km
SCALE 1:2500000
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architectural
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SVOBODNIY
ARAMIL
KAMENSK-
URALSKY
BOGDANOVICH
SISERT
BELOYARSKY
SUCHOY
LOG
KAMISHLOV
PISHMA
TALIZZA
ASBEST
PERVOURALS
POLEVSKOY
DEGTARSK
BISERT
NIZHNIE
SERGHI
KRASNOUFIMSK
NOVOURALSK
NEVYANSK
VERCH.
TAGIL
ARTEMOVSKY
REZH
IRBIT
ALAPAEVSK
NIZHNAYA
SALDA
KRASNOURALSK
TURINSK
VERCHNAYA
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LESNOI
NIZHNAYA TURA
KACHKANAR
KUSHVA
VERCHNAYA
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KIROVGRAD
ARTI
VERCHNAYA
PISHMA
BERYOZOVSKIY
ZARECHNIY
TAVDA
MALISHEVA
REFTINSKIY
VERCHNAYA
SALDA
NOVAYA LYALYA
V
KRASNOTURYINSK
KARPINSK
SEVEROURALSK
IVDEL
SK
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PPPISHMA
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NOVOURARR LSK
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G
RT
NIZHNIE
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ASBEST
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BELOYARSKYKK
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V
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LOG
KAMISHLOV
PISHMA
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ASBEST
PERVOURALS
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DEGTARSK
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KRASNOUFIMSK
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PISHMA
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NOVOURARR LSK
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TATT GIL
G
RT
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KAMENSK-
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PISHMA
TALIZZA
ASBEST
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POLEVSKOY
DEGTARSK
BISERT
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SERGHI
KRASNOUFIMSK
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NOVOURARR LSK
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TATT GIL
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RT
NIZHNIE
SERGHI
ASBEST
MALISHEVAVV
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KAMENSK-
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TALIZZA
KRASR NOUFIMSK
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POLEVSKOY
DEGTARSK
BISERT
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SERGHI
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TAGIL
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TATT GIL
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RT
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KAMENSK-
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TALIZZA
KRASR NOUFIMSK
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DEGTARSK
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PISHMA
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ZARECHNIY
TAVDA
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REFTINSKIY
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TATT GIL
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RT
NIZHNIE
SERGHI
ASBEST
MALISHEVAVV
REFTINSK
KAMENSK-
URALSKYKK
BOGDANOVIC
SUCHOY
LOGY
TALIZZA
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ZARECHNA NIY
SISERT
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V
BISER
VGRAR DGRARR D
NEVY
ARAMIL
KAMENSK-
URALSKY
BOGDANOVICH
SISERT
BELOYARSKY
SUCHOY
LOG
KAMISHLOV
PISHMA
TALIZZA
ASBEST
PERVOURALS
POLEVSKOY
DEGTARSK
BISERT
NIZHNIE
SERGHI
KRASNOUFIMSK
NOVOURALSK
NEVYANSK
VERCH.
TAGIL
ARTEMOVSKY
REZH
IRBIT
ALAPAEVSK
TURINSK
KIROVGRAD
ARTI
VERCHNAYA
PISHMA
BERYOZOVSKIY
ZARECHNIY
TAVDA
MALISHEVA
REFTINSKIY
SK
VERCHNAYVVER AYY
PPPISHMA
ZOVSKBERYOZOZR IY
NOVOURARR LSK
VERCH.
TATT GIL
G
RT
NIZHNIE
SERGHI
ASBEST
MALISHEVAVV
REFTINSK
KAMENSK-
URALSKYKK
BOGDANOVIC
SUCHOY
LOGY
TALIZZA
KRASR NOUFIMSK
VYANSK
RCHNAYR AYY
ERVOURALSALPER
BELOYARSKYKK
ZARECHNA NIY
SISERT
ARAMIL
RTT
KAMISHLOV
CH
PPISHMA
V
BISER
VGRAR DGRARR D
NEVY
SCALE 1:250000 0.5 1 2.5 km0 0.5 1 2.5 km
SCALE 1:500000 1 2.5 5 km0 1 2.5 5 km
SCALE 1:350000 0.5 1 2 3 km0 0.5 1 2 3 km
SCALE 1:200000 0.5 1 2 km0 0.5 1 2 km
SCALE 1:100000 200 500 1000 m0 200 500 1000 m
SCALE 1:300000 0.5 1.5 3 km0 0.5 1.5 3 km
SCALE 1:150000 0.25 0.5 1.5 km1.00 0.25 0.5 1.5 km1.0
SCALE 1:750000 1 2.5 7.5 km5.00 1 2.5 7.5 km5.0
SCALE 1:150000
0 2 5 10 km0 2 5 10 km
SCALE 1:2500000
0 50 150 250 km0 50 150 250 km
SCALE 1:1000000 2 5 10 km0 2 5 10 km
SCALE 1:2000000 5 10 20 km0 5 10 20 km
SCALE 1:2500000 5 10 25 km0 5 10 25 km
Стратегический проект Екатеринбурга
Агломерация Екатеринбурга.
Город - Регион сегодня
IIa
2012
Строящаяся железная дорога
Илл.2.8 - Региональные связи и городская агломерация
Население городов:
Более
Более
Менее
Более
Более
Проект Титановая Долина
Муниципальная граница Екатеринбурга
1.000.000
100.000
50.000
10.000
10.000
Железная дорога Автомагистрали
Новосибирск, Центральная Сибирь
Арктический коридор, Порт Сабетта
Москва, Волга, Европа
Уфа, Казахстан
M 5 P 354
P 242
P 352
P 351
Strategic urban project of Ekaterinburg
Ekaterinburg agglomeration.
City - Region Today
Population of the cities:
More than
More than
Less than
More than
More than
Titanium Valley Project
Fig.2.8 - Regional connectivity and cities agglomeration
Ekaterinburg municipality limitsRailways
Railways under construction
Highways
Novosibirsk, Central Siberia
Arctic corridor, Sabetta Port
Moscow, Volga, Europe
Ufa, Kazakhstan
41
SCALE 1:250000 0.5 1 2.5 km0 0.5 1 2.5 km
SCALE 1:500000 1 2.5 5 km0 1 2.5 5 km
SCALE 1:350000 0.5 1 2 3 km0 0.5 1 2 3 km
SCALE 1:200000 0.5 1 2 km0 0.5 1 2 km
SCALE 1:150000 0.25 0.5 1.5 km1.00 0.25 0.5 1.5 km1.0
SCALE 1:750000 1 2.5 7.5 km5.00 1 2.5 7.5 km5.0
SCALE 1:150000
0 2 5 10 km0 2 5 10 km
SCALE 1:2500000
0 50 150 250 km0 50 150 250 km
SCALE 1:2000000 5 10 20 km0 5 10 20 km
SCALE 1:2500000 5 10 25 km0 5 10 25 km
по расчетам
сalculation by
Время в пути на машине (в минутах)
Travel times by car (minutes)
The outline planning of Sverdlovsk region has confirmed an increase of the agglom-
eration role of Ekaterinburg City, until the creation of a single city, Great Ekaterinburg.
The primary thesis of this Strategic Design is: For the Euro-Asiatic potential to be ful-
filled, new geopolitical strategies are necessary.
These strategies can be synthesized into one: The need for a strong urban capital, which,
without changing any important political parameter, is able to configure itself as a repre-
sentative urban area at Global level, reflecting its renewed economic, social and cultural
potential.
The second part of this thesis is that the city of Ekaterinburg is in possession of the
right conditions to become the capital of Eurasia, provided that some other conditions
are added.
The 50 different proposals for the city to become a global hub include among others: the
extension of the aiport with a capacity to 12 mill. PAX/y; the creation of a logistic area
at the airport to operate 75’000 TM/y and 200’000 m2
of tertiary activity; the arrival of
the high speed train from Moscow to Ekaterinburg an its connection to the city airport;
the extension of several metro lines to serve new urban developments in the outskirts
(Fig. 4); the deployment of a Light-Metro System at the Central Loop in the city center
(Fig. 3, red line); several urban projects as the one at Bolshekonniy peninsula Area (Fig.
1) both to celebrate EXPO 2020 and to provide offices and apartments for citizens; the
remodeling of the Mayakovskiy Central Park and the Iset Canal (Fig. 3); the creation of 8
street building - bridges on the Iset Canal with public activities to enhance the canal re-
generation (Fig. 3); the consolidation of 3 traffic rings, i.e. a Central-, an Industrial- and
a Metropolitan Ring, for the mobility improvement in the city (Fig. 5).
4. Proposed public transport system system
2. Regional analysis of Sverdlovsk Oblast region 3. Virtual day view of Central park and canal remodeling
5. Travel time from Airport (red dot) to elsewhere after project implementation1. Urban cluster at Bolshekonniy peninsula
0
00
150 km
500 m
Travel
time [min]
500 m
Metro line
Light metro of new
generation
Airport - city fast
connection

Spatial- and transport development
along the Hamburg-Athens corridor
Chair of Spatial Development, ETH Zurich
Location:
Program:
Project Year:
Responsable:
Organization:
In collaboration with:
Status:
Eastern Europe
Strategic Planning
2015-2018
Prof. Dr. Bernd Scholl
Team project (3)
ARL
On going

Integrated spatial and transport development is one of the strategies to affect trade,
economic and demographic performance in linear systems around the world. Howev-
er, such development can be elaborated at different levels: from exploring the dynam-
ics of transnational cooperation, across analyzing the extent of integration between
spatial and transport policies within states along the corridor, to focusing on the role of
stakeholders in supranational issues.
The project is part of a European initiative on transnational cooperation in the domain
of integrated spatial and transport development along the Hamburg-Athens corridor.
As it is an on-going project, the initial phase aims at providing a scientific-based over-
view on the mentioned corridor. For this purpouse, the multi-scalar perspective (i.e.
global, regional, local) is used to analyse several indicators regarding trade, economy
and demography. More precisely, trade, economic and demographic figures are ana-
lyzed both in current states and forecast in the major countries along the corridor (Fig. 1,
2). A major part of the analysis is devoted to the network infrastructure in the analyzed
region. Several critical infrastructures such as ports, railways, roads and pipelines are
looked more closely (Fig. 4). Also the infrastructure investment plans in the region are
tackled both from the EU side as well as from foreign interest parts. From the urban per-
spective, a population analysis in the major metropolitan regions is conducted (Fig. 5).
Several ‘hot-spots’, or major cities, are defined in which urban development potentials
are feasible (Fig. 3).
Such a thorough overview is believed to provide a better examination of the current
situation in the region. Moreover, general recommendations for strengthening the role
of local authorities in a complex process of transnational cooperation are briefly given.
4. Infrastructure analysis along Corridor
2. Modal split in freight transport along Corridor
Serbia60
2.9
2.5
1.9
2.7
2.1
2.3
1.7
1.5
40
20
50
30
10
0
2015
2030
2050
2020
2035
2055
2025
2045
2040
2060
Populationin%
Birth/woman
Rail shareYoung (0-24) Labour (25-64) Old (65+) Total Fertility Rate
Road share
Austria
Romania
Corridor
Slovakia
Germany
Czech Rep.
EU
Bulgaria
FYROM
Hungary
Greece
Cyprus
0% 10 20 30 6040 7050 80 90 100
1. Average demographic forecast for the Corridor countries
5. Population in Metropolitan Areas along Corridor in 2012
3. Budapest network analysis 0
0
5 km
300 km

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