Wien (AT)

The brief on page 21 refers to the project site. The role of the strategic area is to establish an urban framework, which supports the ideas of the project site. Hence, the strategic site is meant to deliver a vision for a future development process, which can answer the questions of the brief. Depending on your concept, it is up to you to work with the existing built form on the strategic site or not. This does not apply to the station building. The station building has to be kept.  

The clear height of the A23 motorway is about 11 metres. The max building height in this area is about 8 metres.
All building activities affecting the motorway have to pass additional planning permissions according to motorway regulations. 

In In case the grown topography changes on different sites of the building, the height has to be measured from the lowest level of grown external ground.

according to the brief: Density & Heights (pg 23) The maximum building height for any built structure must not exceed 35 meters. This includes lift overruns, chimneys, flues or any other projections above roof level, so that the building effectively has to end at 33 meters. A desired density can be assumed at a floor-space index of 3,5 which leads to approximately 50.000 squaremetres overall.

Further explanation on regulations can be found in the download section: AT-WIEN-Regulations-20190508.pdf
Please note that this file will be uploaded tomorrow, Thursday 8th of May.

surface cubage’ = built volume.
Therefore it means 50% of the built volume.

The 50/50 rule applies to the project site and to the strategic site. However the project site must comply with this rule independently of the strategic site.

The ownership structure of the site might lead to an implementation in two stages*. Therefore the design must allow for that. Important is the fact that each phase shows the intention of the overall idea, namely to mix and combine production and housing. Also, in both independent implementation phases the 50/50 rule must be fulfilled. Important is that the two stages can be developed independently of each other.

*see file "AT-WIEN-phases.pdf" in the download section

New discussions have resulted in a differentiated view on the issue of the total ground floor area: The density of 3.5 should not be seen as a fixed quantity. The teams themselves shall consider, according to principles of urban design-qualities, the agreeable amount of a maximum density. They shall therefore explore, if a higher number of total floor area is compatible with the goals of the brief, testing the feasibility of a critical density while keeping the criteria of porosity and spatial quality for the indoor and outdoor spaces. Especially the site’s function of bridging the different quarters, and to act as a stepping stone towards the new development area, is a key topic.

There are no significantly important types of plants and trees on the site known to Europan, nor are there further reports available on such issues. The biodiversity of the site is one of various aspects through which the uniqueness of the site is represented in relation to its surroundings.

The file "AT-WIEN-Siteplan-20190428.dwg" / "AT-WIEN-Siteplan-20190426.pdf" includes information on height levels. A sole topography map is not available. 

All building activities within the building prohibition area require additional planning approval according to railway regulations.
Please see also the diagram AT-WIEN-Diagram-distance-railwaytracks-20190607.jpg

Closing the open track section is not allowed. In regards to cantilevering components that might protrude into the track space, railway regulations won’t approve anything that could jeopardize the railway traffic in any way.
Building over the tunnel is possible but implies structural improvement on the building itself, so that additional weight is taken up internally by the building and will not affect the structure of the tunnel.

Please see answer already given on a former question. „New discussions have resulted in a differentiated view on the issue of the total ground floor area: The density of 3.5 should not be seen as a fixed quantity. The teams themselves shall consider, according to principles of urban design-qualities, the agreeable amount of a maximum density. They shall therefore explore, if a higher number of total floor area is compatible with the goals of the brief, testing the feasibility of a critical density while keeping the criteria of porosity and spatial quality for the indoor and outdoor spaces. Especially the site’s function of bridging the different quarters, and to act as a stepping stone towards the new development area, is a key topic.“

The site has different owners, shown in the document “AT-WIEN-phases.pdf”. As it is not yet clear, if both owners will start the project at the same time, the proposal must allow for an independent development. In the brief on page 24 this is referred to, describing the smaller part with “the development at the north end” (blue-coloured-area).

The blue and the yellow coloured areas on the plan "AT-WIEN-phases.pdf" show the different ownership structure of the site. This ownership structure might lead to an implementation in two stages. Therefore the design has to allow, that on the whole plot two projects can be developed chronologically and spatially independent from each other.

In order not to jeopardize railway traffic, which includes also the transport of dangerous goods, bridging-over (a broad bridge as it were) is normally not permitted. In individual cases, depending on the situation, there may be exemptions. However, this cannot be granted here and by all means would require additional planning approval according to railway regulations. It is conceivable, that competitors present such an intention as an added value. Yet, the strategic concept and the project has to work without the option of bridging-over.

Due to economic aspects, a maximum of 2 underground levels should be planned.

The building typology of the T-Center is one of the reasons for the high number of empty office space. In the area Wien Erdberg the percentage of empty office space is higher than in the rest of Vienna because in the last few years new office districts such as the development around Vienna’s’ Main Station were realised, which have better access to public transport.

The second entrance of the S7 station is not on our site. It is located at the Fred-Zinnenmann-Platz, which is located Northwest of our site.

The project needs to provide parking spaces for the uses of the project site itself. (according to regulation: 1 parking space / 100m2 gross floor area). Currently approx. 100 parking spaces are situated on the site, which are used by neighbouring areas and might have to be kept in the future. However, the focus of the project lies on the overall concept and strategy for the area and not on the distribution of single parking spaces.

Yes, you are correct: the blue area is referred to as the “north end development”. The grey border between the two phases is the zone, where overlaps of both phases are possible. The design for the entire plot has to allow for two projects to be developed chronologically und spatially independent from each other.

The strategic site was defined to include crucial surrounding areas that could provide enough context for the overall vision of the wider neighbourhood. However, if it is necessary for your concept to include more area, please do so!

The site belongs to various owners. WSE is the official partner of the Europan15 competition. It is correct that the area shown in blue colour on the plan "AT-wien-phases.PDF“ mainly belongs to IM Immo Invest.