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Bicycle Commute Center

By

Paris Sophocleous

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Introduction……………………………………………………………………………….3 1.0 The behaviour of the cyclist according to specifications for easy bicycling.4 1.1. Types of cyclists……………………………………………………………….......4 1.2Specification of cycling road according to Cyclists’ Needs and Issues....5 1.3 Designed facilities…………………………………………………………...…....6 1.4 Economic Benefits and Impacts………………………………………………....8 1.5 Health and Environmental Benefits……………………………………………...9

2.0 Introducing the Cable Car Station……………………………………………....10 2.1 Historical Background………………………………………………………….….10 2.2 Cable Car Stations’ effects…………………………………………………….….10 2.3 Examples of cable cars………………………………………………………….…11 2.4 Stops strategy of the Cable car project ………………………………….….…12 2.5 Operating Principle /………………………………………………………….….….13

3.0 Innovative Building Installations embedded in the morphology of the ground …..............................................................................................................14 3.1 Examples of Building Installations………………………………….…..14 Example 1: The Ecorium of the National Ecological Institute……..…...14 Example 2: Two Houses/BAUEN……………………………………………….....16 Example 3: The Museum of Natural History……………………………….….…....18 3.2 Proposed buildings of the project…………………………….……….....…20

4.0 The two terminals of the cycling road. .......................................................22

Bibliography……………………………………………………………………….……..23

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INTRODUCTION The purpose of the present study is the creation of a cycling road in the region which extends from the tourist area of Paphos until the archaeological site of Kourion in order to increase tourism and promote mountain biking for pleasure and recreation. As a result of this touristic demonstration of the area, the natural beauty and the stunning landscapes, the economical growth of the area would be developed, which is considered to be diminished in relation with the rest coasts of the island. The region presents a particular morphological and archaeological character. Subsequently, the study also concerns on addressing the problem of lack of information about the location and the characteristics of the great monumental wealth of the island. The number of the visits of the monuments nowadays is only based on the asphalt roads that already exist. This study takes into account and deliberately extends this concept of accessibility in order to include pleasant as well as well – designed paths that quite often serve the most demanding visitors. However, the problem arises when these paths are interrupted from fields which the visitor has to cross, as well as by dividing fences which prevent the completion of the route. The worth of a monument increases, at least for the average and untrained visitor, when the latter holds a privilege position within the landscape. There are many kinds of such positions in this particular region because of the sea and mountain views. The whole idea is based on the urban – landscape designs that have a great impact on humans, and in the creation of a place covering the visitors’ needs that have not taken into account so far. A continuous cycle route will be created which will have as a starting point the touristic area of Paphos and will ends in the Ancient Odeon of Kourion in Limassol. This cycle route will run parallel with the old road of Paphos and Limassol which is found to be rich in biotopes and natural landscapes of interest. By this route, a chance is offered to both locals and tourists, to experience a great variety of landscapes in minimal time, escaping in this way from the crowded cities. In specific points within the cycle road, some specially designed spaces will be created which will host activities, based on the needs of the users. The design of building constructions is also proposed throughout this study, which will depend on the morphology of the terrain of the area, as well as on the materials that are available to use and the climatic conditions, and last but not least on the needs of users and local residents. For the users’ convenience, a specifically designed cable car station will follow alongside the new high way road, whereas stops will be created at the points that the new highway road coincides with the old coastal road of Paphos and Limassol. Both pedestrians and cyclists will have the opportunity in case they get tired to get a cable car and be transferred to a different stop or even at the starting point as well as the terminal of the cycling road. Due to the altitude of the cable cars, their users will enjoy a variety of perspectives and views of the area. At the two terminal points, one in Paphos and the other in Limassol, informative points for the users will be also created, including information about the characteristics of each area that the user enters, but also about the services that will be offered inside the buildings that will be located in various stages of the route. The users will have the option to rent a bicycle from the terminals and the stops, and they will be able to return it in any stop they wish. The available information about the two cities at any points of renting bicycles enhances the interest of the visitors for a tour within the city which they have chosen as a final destination.

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1.0 The behaviour of the cyclist according to specifications for easy bicycling The purpose of this chapter is to guarantee that safe, proper and well – designed comforts are offered to the cyclists. The completion of these specifications allows to even more people to choose cycling for personal trips of short distance either this is for business, shopping or other utilitarian purposes, such as recreation, to enjoy the natural landscapes and the mountain nature away from the city’s noise. The cyclists and the pedestrians are more susceptible to the length of travel and to the environment in which they travel than the drivers of cars. The former may also travel for the experience other than the purpose of the trip. The cyclists should never be directed to use the sidewalks. Moreover, they often prefer to use the streets than the local access roads, once they offer them non-stop road traffic. Some cyclists insist on using the deck of the road to travel, even when a cycling road is offered, although a law may demands from them to use the cycling paths. For this reason the design of the cycling road should offer to any user individually, comfort, convenience and safety so that it can attract the users’ interest and motivation to use it.

1.1. Types of cyclists

In order to explore the undeveloped market of bicycles, the different kinds of cyclists should be identified, including people who do not choose cycling as an option. Each group from the other is predicted to have obtained different travelling behaviours as it concerns motivation, needs and movement. The groups can be classified into a series of ways, for instance, by the purpose of cycling (cyclist of regional transport, cyclist of recreation), or by the frequency of cycling. Below the results of some surveys conducted so far will be analyzed in further details.

The University of British Columbia, through its program called The Cycling in Cities, has done a research in Metro Vancouver which defines a “near market” for cycling. The concept of “near market” contains those who presently cycle and those who are willing to cycle in the future. The research concluded to the assumption that “near market” consists 31% of the adult population, which corresponds to 500.000 persons approximately in the whole area of Vancouver Metro. The ‘near market’ results were then classified into four groups, in relation to the frequency of the cycling, in order to appreciate both the motivations and the needs of the different kinds of cyclists and finally to the confrontation of the particular goals that each group may have. The cyclists of ‘near market’ are not random cyclists, as they do cycling either frequently or occasionally, rather than randomly. Also, a great number of these people were classified in the category of possible cyclists who have stated that they have not cycled since last year. However, some demographic differences between these groups were found. The cyclists who were considered to be regular cyclists were males with a 65 percentage, whereas the possible cyclists group consisted of females mostly, with a 58 percentage. The regular cyclists group was also found to be more educated than the other groups of cyclists with 55 per cent of them to own a university degree in comparison with the 44 percentage of the rest of the groups. Moreover, regular cyclists group who had access to a motor vehicle were found to be less in relation to other groups, with a 89 percentage in relation to the 95 percentage of others. As it concerns age distribution, and other parameters, no significant differences were found among the groups. Furthermore, in Portland city a good example of classifying the cyclists was developed. Four groups were created according to the willingness of people to use

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bicycles for transport purposes. There were firstly “The Strong and Fearless”, secondly “The Enthused and the Confident”, thirdly “The Interested but Concerned”, and last but not least the non-cyclists with the “No Way No How” group. The first group of cyclists, “Strong and Fearless”, consisted of a small group in number with people who cycle very frequently, it represented less than 1% of the population, and they stated that they would continue cycling despite the driving circumstances. The second group consisted of the 7% of the population, and used the cycling installations, such as cycling roads next to the arterial ones. The “No Way No How” group composed by a 33% of the population and represented the age edges, with elderly and very young people, as well as with those who are not willing to use a bicycle for transport reasons, despite what the circumstances are. This group would not be willing to cycle for any reason and the attempt to add new resources aiming at changing their attitudes will not be effective.

What is left, thereby, is to develop the untapped market, which is represented by the “Interest but Concerned” group, which was found to be the largest portion of the market, and represented the 60% of the population of Portland, with people who either had just the basic knowledge of cycling, or even none at all. They stated that they could be interested on cycling, but they had concerns on some aspects of it, such as the safety of the bike and its available routes, as well as the existing rules of cycling. They were not found to be aware of what routes were available and whether any safe parking places existed for parking their bikes, and also if any showers, or safety boxes could be found at any destination. Additionally, this group represented the kids whose parents are not willing to allow them to cycle at school due to their perceived or actual safety and general security concerns. The outcome derives at this point is that it is of paramount importance to focus at satisfying this group’s needs so that a great increase in cycling will take place.

1.2 Specification of cycling road according to Cyclists’ Needs and Issues

In order for cycling to be promoted and to increase its use some bicycle facilities should be developed. However, as it was stated in the previous subchapter, the cyclists’ needs are of great significance to create such facilities, thus, above all some points need to be considered. The first point is, if a particular facility would be one that the users would choose to use. The second point is if a particular facility is able to attract new users of several demographic regions including groups like the “No Way no How” ,used in Portland survey stated above. Therefore, all these points were taken into consideration for the designing of this project.

In addition, a community becomes cycling – friendly when programs, facilities and policies exist on this matter so that bicycle use would be promoted and developed. All these were gathered together and a bicycle plan was created consisting of five separate important elements.

The first element would be the Engineering which is concerned with the design as well as the maintenance of such facilities so that they could be implemented in the transportation system.

The second element is Education which is about creating some educating and training programs for both cyclists and motorists on where users would be able to develop their skills. This element aims at obtaining a variety of target groups including very young users and beginners.

The next element that should be taken into account is the Encouragement which is about promoting cycling through events and competitions, such as the “Bike to Work

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Week” when everybody goes to work by cycling for a week, the “Bike Month” when everybody uses their bikes for a month whenever is possible, the community bike rides, the Safe Routes to School programs and so on. This is obviously an important and practical way to increase the cycling users.

The fourth element would be the Enforcement which is about the rules that must be followed by any cyclists so that they improve the road safety and traffic circulation.

Finally, another element would be Evaluation which is about evaluating cycling programs and facilities in terms of the desired outcomes.

Considering all the information given above, it is obvious that in cases where there are proper designed places and better installations for cycling, people are willing to use the bike. The design of the cycling road should be done separately and in distance with the road the motor vehicles such as cars, by breaking the boundaries of the land on the south – west of the road and thus, an open (continues/linear) raised area should be created. The height difference that will exist from the surface of the road will not be great, and it will be used as a barrier to the right part of the road in order to obtain more safety for the cyclists from the motor vehicles. The minimum width for a cycling road is 4.2 feet, that is 1,3 in meters. However, it should be allowed for the width to be decreased to 8 feet in cases where the road presents a satisfied and a safe alignment both vertically and horizontally. Moreover, a decrease in the road’s width can be also done to certain small parts of the path, such as in places where trees exist and must not be cut, or in order to move the alignment of the path so that dangers will be avoided in places which are not very safe such as when crossing narrow bridges. When a path is embedded in a road of a variety of uses, it is usually wider than 10 feet so that it can accommodate facilities for various users who travel with a range of speeds. In our case the width of the cycle road that will be designed is determined at 3 meters (10 feet) so that a double zone of cycling will exist. In this way the cyclists will be able to go and return through the same cycling road and consequently, a better and safer traffic will be developed among the cyclists. The length of the cycling road will reach 50 kilometers which is enough for the satisfaction of the needs that any cyclist may have. The facilities that support the comfort and the convenience of the cyclists, will aim at attracting an increased and more general use of the roads. The programs of the facilities should be designed in accordance with the needs of the cyclists which should guide the application so that the comfort of the users will be improved and any possible conflicts among the cyclists would be diminished. For the purposes of this project, such facilities would be rest areas for the users, as well as benches, bicycle parking places, drinking fountains, restrooms, and finally lighting of course. Below all these facilities are explained in more details. 1.3. Designed facilities: 1. The Rest areas The facility providing rest areas for the users will be located at accessible points along the roadside, with viewpoints so that the cyclists could take a rest while they could enjoy the view. It could also be served as a meeting point for users. Some of the rest areas will include parks and paths in them, open spaces if the place s enough to allow it. Also, trees to provide shades and litter containers will be available. Benches and drinking fountains will be also included within the rest areas. Lastly, they should not block the cycling road so each rest area’s size and position would be designed according to this parameter.

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2. The Benches As it was stated above, benches will be available within the rest areas. Some of the benches will be designed with back in order to provide comfortable and relaxing seating. However, others will be designed to be backless so that the users will be able to choose the direction they wish to face because there are many view perspectives, having the sea in the one side and the mountains on the other. 3. The Bicycle Parking Parking will be available in many stages of the cycling road so that the users would not worry about leaving their bikes exposed. In this project strong and durable stands that support the bike were chosen to be used, instead of wheels because it was considered to be safer, and also because it can be located parallel to the path so that a minimum space will be used and a conflict with the moving bicycles will be avoided. 4. The Drinking Fountains It was mentioned above that drinking fountains will be available at all rest areas. However, they will be also available every few kilometers along the path as water is very important when exercising. The fountains will be accessible and easy to use for all ages Once more, they will be located in places where they would not block the cycling road. 5. The Restrooms The creation of restrooms is not frequently found in cycling paths. However, it is innovative and innovations are undoubtedly a way of attracting a variety of target groups which is something that this project aims to. The rest rooms will include community centers, libraries, as well as service stations with fast foods and restaurants. Maps and signs will exist to help the users’ navigation. In this way the local economy of the area could be increased but this is a subject that will be discussed further later on in the study. 6. The Lighting The sources of lighting must produce “white” light, such as metal halide so that to avoid high – pressure sodium, and the natural skin tones could be maintained as well as the perception of the “apparent” light levels could be reserved. LED light sources should be installed for both energy efficiency and lifetime. In general, light fixtures will be placed in a height of 4 to 6 meters above grade to provide pedestrian scale and maintain a comfort and natural perception of lighting. 7. Informative points

For the purpose of engaging the users’ interest in a higher level, some natural, historical, cultural and environmental information will be available for them. Thus, the users can gain a better knowledge of the place they are situated at. Such informative points will provide information about agricultural history of the area and about several other thematic schemes, like features of the area, the materials used in constructions, the landscapes’ history, and others will inform about broader contexts and contents such as upcoming events in the area. This information will be illustrated in sign posts in small kiosks located along the path.

In this way, the visitor will be informed and will be able to conceive that the design of this project occurred based on history, climate circumstances as well as the materials available in the region. A main material that will be used would be white rock, which appears through the whole route especially in Aphrodite hills area until Pissouri village. Other materials used would be pebbles from the beach and wood. From the

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point where Petra tou Romiou ends and Pissouri village starts until Paramali village, the morphology of the area varies from the rest of the route and becomes steeper because of the hills and the hard surface which parallels with the road. Therefore, the cycling road at this point, will derogate from this route and a structure will be created to aid on avoiding the hills. This construction will be embedded on the steeper slope of the hill and will have at least 5 meters distance from the surface of the sea according to the geological centre, as the waves of the area during the winter months even reach 4 meters. In this way, the altering of the morphology of the region will be avoided as well as the costly and time consuming process of breaking the rock. Moreover, a new feeling is created to the cyclist of experiencing the new route above the sea. For this construction iron constructions will be mainly used, a deck and a glass of 2 meters height and of 3 centimeters thickness will be use at the edges. The reason that glass was chosen is to allow the cyclists to gain visual contact with the sea but also for safety purposes and protection from climatic circumstances such as air.

1.4 Economic Benefits and Impacts

Cycling can definitely help the economy of a region through the tourism development and it may benefit the local businesses, encouraging the customers to spend their money on a local level. The successive promotion of cycling may also aid on the creation of more sustainable communities, which leads to a growth on the government’s income by quantifying the houses’ worth as more expensive when located near more bicycle – friendly areas. Finally, the construction of a cycling road is less expensive than building and sustaining other transport infrastructures. The users’ on the other side would be economically benefitted from the decrease of their costs on transport as the use of bicycle will be proved in this study to be much more economical than any other transportation medium.

Cycling may help families on covering the costs of transport, by replacing the use of cars in short distance trips. The Canadian Automobile Association estimates that the cost of owning and using a car is approximately 8.000 dollars and 14.000 dollars per year in relation to almost 150 dollars for a bicycle. Families who use a car less frequently spend 10 per cent of their income to transport whereas others who use it more frequently spend 19 percent of their income.

The Association of American Cyclists states that bicycle use, adds up to 133 billion dollars on the economy of the United States. The Association also considers that travels which are similar with cycling create another 47 billion dollar on tourism activities. Several societies have benefitted from a high return of their investments on cycling. For instance, almost 50.000 people visit Myra Canyon every year, which is a part of Kettle Valley Railway in Okanagan, and produces 5 million dollars in economical benefits through cycling. The Bruce Trail in Ontario attracts 400.000 people annually with a 5.600.000 dollars income from which the 70% is spent on 10 kilometers of the route, having as a result the high local impact. The Outer Banks of North Caroline has spent 6.7 million dollars for the improvement of the local constructions for cycling, and has gained the benefit of 60 million dollars of the annual economical activities that are related with cycling.

Last but not least, another advantage that cycling may offer, is that communities which are familiar with walking, hiking and cycling activities inevitably attract a younger and innovative class, that may aid on developing these cities in new ways and become more competitive and as an outcome to develop the country’s economy on a higher scale.

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1.5 Health and Environmental Benefits

Cycling also offers great benefits on people’s health. As a form of exercising, cycling has proved to be able to decrease or to prevent heart diseases, obesity, high arterial pressure, diabetes, as well as depression. The promoting of cycling and walking may be a way of preventing health matters and minimizing the increasing cost of healthcare. For example, obesity is the second cause of death in North America, after smoking. As a result, the cost of overweight matters and obesity in health systems are shocking. In Canada, it is estimated that the direct cost of obesity in 1997 was 2.4% on the whole healthcare spending. In the United States, the obesity itself represents almost the 12% on the total of the private healthcare spending, an increased of spending of only 2% in 1987. These are satisfied results by taking into account that cycling is one of the most popular forms of entertainment’s activities in North America. When bicycle is available as daily transport medium, great benefits on health may arise. In order for bicycles to be more effective as a medium for decreasing obesity, as well as improving users’ health, cycling and walking must belong to an individual’s daily routine, and this is related with offering comforts that allow people to use the bicycles so that they can be sufficiently served in recreation trips or trips of other purposes. Nowadays, in our developed societies our dependence on cars does not only affect our physical condition but also the environment. Specifically, the use of bicycles can be attached to a more natural and simple transport method, after the method of walking obviously. It is known that bicycles are silent vehicles that do not pollute the environment, they do not use a lot of space, nor do they produce any fumes like the rest automobile vehicles as they do not need any fuels. Consequently it is considered to be no dangerous to the environment at all. Speaking about danger, they are the least dangerous for the pedestrians of any other transport mediums. 2.0 Introducing the Cable Car Station

Cyprus is an island favored from nature and it is preferred in a global level despite any national and international problems, as the current year showed a significant number of visitors. Development is the only concept that reassures the fears that arose by the economic crisis and by the unpredictable and rapid changes. By bringing into the island this new idea of a cable car station, a large section of profitability will be invented, as well as a development to the tourism section. For the users’ convenience, a specially designed cable car station will follow a parallel route with the highway road of Paphos to Limassol creating stops at the stages where the old road conflicts with the highway. The main purpose of the cable car as it concerns its users, would be to provide them with more comforts and new experiences and in addition they will have another reason to use the cycling road which in this way becomes even more pleasant and easy to use.

2.1 Historical Background

During the industrial revolution, the use of steam devices as a driving force for the cable cars which transferred materials at the mines was the first considerable step on

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the creation of strong and large cable cars. The evolution of the steam devices had been leading for many years the development of the cable cars. The second most important step was the creation and the use of woven Standing Wave Ratios (SWR) which due to their high strength allowed to bridge long distances and offered to the cable cars the ability to lift and carry heavy loads.

The first modern cabin car station was built by Adam Wiebe in 1644 and it was used to carry mud for defense projects. Others were made by Hodgson and Hallidae in 1860 in the American mines. They have been being used until today to carry minerals from the mines located in inaccessible areas with high altitude to be transferred at processing stations or at transfer stations. In total, the cabin cars that have been made so far are over 1000 different kinds and some of them are still in use. From 1920 and then, with the creation of the middle class within societies, cable cars became particularly popular at the ski resorts in the Alps. In comparison with the cog railway, cable cars were cheaper in construction and use, and they also gave access to difficult and inaccessible areas. After the Second World War, hundreds of cable systems were constructed all over the world. (el.wikipedia.org/wiki/τεφερίκ)

2.2 Cable Car Stations’ effects

The invention of the cable cars at the ancient years, offered the opportunity to humans to transfer heavy objects in big heights, humans above rivers and major obstacles. Many of the greatest human inventions were constructed due to the cable cars aid. During the industrial revolution, steam machines helped cable cars on being one of the main transportation mediums of raw materials from and to, inaccessible so far places. Nowadays, apart from some mines that still use cable cars to download the minerals as well as from some lumber companies that use them to download tree trunks from the mountain slopes, cable cars are exclusively used by the tourism industry so that tourists can sightsee, or to be transferred in high mountains at the ski resorts.

The economic contributions of the cable cars for the small mountain communities, which thanks to the cable cars have become an attraction for thousand tourists, is also the creation of local market and services. Moreover, they offered an important economic contribution to the industry of mining and logging because they made accessible some places which would not be available for exploitation without them. The ecological burden that the cable cars cause is large in the tourism centers as it demystifies the natural beauty of the mountains and allows the access of a large number of tourists in such areas. However, as a medium of transport they are completely ecological because they do not pollute the environment and they are totally silent.

2.3 Examples of cable cars

A cable car is a medium of transport which we rarely meet in our country and very frequently in inaccessible and steep areas. Throughout the world there are thousands of cable cars but some of them are distinguished, each one for its own unique reasons. At this point, a variety of cable cars examples will be examined such as the fastest, the one which follows the longest route, as well as one that combines everything together.

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1. The fastest Τhe Genting Skyway is a touristic tram in Malaysia and it is the fastest in the world. The terminal of the trip is located at the Genting Skyway Resort, a luxurious place in a 2.027 meters height which contains theme parks, casino, hotels, shops, restaurants, shops, and so on. Briefly, it is a holiday destination.

2. Combines everything

The ride with the cable car Skyrail in Hong Kong may be picturesque but with the cable car wagons to be swung above the water it is even more idyllic.All cable cars there have a glass on the bottom of them. Finally, due to the fact that there are a lot of people who use it there are a lot of wagons in number.

3. The biggest in length The cable car of the Sandia mountain in New Mexico follows an amazingly long distance route. Its starting point is at the edge of Albuquerque and it reaches the top of the mountain covering a route of 4.467 kilometers.

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2.4 Stops strategy of the Cable car project

As it was mentioned previously in the study the cable car station will be specially designed with stops, 12 in number, in locations where it was considered to be the most helpful and practical for its users for the latter’s convenience. The distances as demonstrated below, are the distances between each stop from the other, except from the first one which indicates the distance from the starting point to the stop, as well as from the last one, stop 12, which indicates the kilometers from the stop to the ending point. (Fig.01)

STOP 1: Μadria- 7 km STOP 5:Aphrodite Hills- 1.8 STOP 10: Sotira- 3.7km

STOP 2: Κouklia- 3,5 km STOP 6: Pissouri- 8 km STOP 11: Sotira- 3.7 km

STOP 3: Aphrodite Ηills- 2,5km STOP 7 : Avdimou- 4km STOP 12 :Koureion- 1.5km STOP 4: Aphrodite Ηills- 1,7km STOP 8 : Avdimou - 1.7km Fig.01

It was stated before that in the region where the Paramali village starts until the Kourion region, the morphology of the land differs than the rest of the route. The steep slopes of the mountains become more lucid and in order to avoid this conflict the mechanics who had designed the relatively new high way road of Paphos – Limassol changed the route. As an outcome the high way road with the old road are after a point no longer parallel. The distance that is created among the two roads is great with approximately 11,5 kilometers diving them. This would have affect the location of the next stop which would consequently have 11.5 kilometers distance from the previous one. Thus, in order to avoid this, from the stage that the two roads

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follow different non – parallel routes the cable car route will continue to a route parallel to the old road. Therefore, from Paramali village until the ending point of Kourion, each stop will be 3 to 4 kilometers away from the other (fig. 02).

The distances between the stops have been designed in accordance with the users needs. For instance, in case the cyclists or the pedestrians need a rest they will have the opportunity to use the cable cars to be transferred to another stop, to the ending or to the starting point of the cycling road.

In addition, due to the high altitude on where the cable cars will be located, their passengers will enjoy a variety of visual angles as all the sites of the wagons will be made of transparent glass, creating in this way a new experience for users by gazing the sea on the one site and overlooking the mountains on the other site.

Fig.01

Fig.02

2.5 Operating Principle

The operation of the cable car project is based on very simple principles. The whole system has a starting point station and an ending point station. Because of the fact that its function is circular, the station located lowest in altitude, is set as a starting point whereas as an ending point the station located in the highest altitude is set. Pylons will be located intermediate the two stations according to the distance and the altitude that the cable cars must cover in any situation. At the two stations respectively large synchronized motors will be used which will forward the moving steel cable. On the pylons, the sheaves – drivers will be located in order to ensure the stability of the moving steel cable and support the orbit cables. The engines of the cable cars today are almost exclusively electric motors which have replaced the

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diesel engines that were used in the start of the previous century as well as the steam machines of the cable cars’ first years. 1

3.0 Innovative Building Installations embedded in the morphology of the ground

It is already mentioned in the study that one of the goals of the project is to be innovative so that a range of target group users will be attracted to use the cycling road. Therefore, innovative building installations will be constructed in various stages of the route. According to a research conducted in the region that the project is taking place, some ideal locations for the construction of the buildings were found. These locations were chosen according to their ground’s morphology and also to the satisfaction of the users’ needs. The building installations will be four in number. The first will be located at the Aphrodite Hills region, the second at the Petra Tou Romiou region, the third one at Pissouri village and the last at Kourion region. Some similar examples of installations with the ones that will be constructed in this study are described in details bellow.

3.1 Examples of Building Installations

Example 1: The Ecorium of the National Ecological Institute Architects: Samoo Architects & Engineers, Grimshaw Architects Location: Seocheon-gun, Korea Area: 33090.0 sqm

Ecorium is located inside Ecoplex and it is an installation – landmark. Designed by Samoo Architects & Engineers, in corporation with the Grimshaw office, the Ecorium installation consists of a variety of greenhouses and controlled environment in order to recreate the global ecosystem through five different climate zones that vary from the tropical climate to the arctic climate. It was designed based on the concept of ‘Nature’s Odyssey’, and the climate zones are grouped by a linear pedestal which is also used as the main circular route of the exhibition providing various experiences to the

1 "Ecorium of the National Ecological Institute / Samoo Architects & Engineers + Grimshaw Architects" 03 Sep 2013. ArchDaily. <http://www.archdaily.com/423255>

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visitors. The visitors from the inside of Ecorium, have easy access to the various installations, such as “permanent exhibitions, theaters, cafeterias, and gift shops”. The tropical zone installation which is the first in the row is designed to be the biggest of the greenhouses in order for the place to be sufficient for the plants and trees to grow more in future. The greenhouse offers a realistic environment where the visitors can observe and listen to, feel and even touch the rain as they would do in a real tropical forest. The arrangement of the trees, the plants and the aquarium are all carefully located, with particular characteristics such as the waterfall which provides the visitors a more fulfilled experience. In order to provide a more realistic feeling of the environment, a bridge – observation point, has been installed which offers a panoramic view of the whole tropical zone. Next to this zone, there is the second greenhouse, of reproduction of sub – tropical zone, with an environment similar to the desert and maybe a taste from the future if global warming goes on. The third greenhouse is the Mediterranean zone which provides a contrary experience. The fourth greenhouse is in the temperate zone which in reality is the climate zone of Korea. This zone offers a variety of experiences with particular programs that are connected with the external zones by tiny villages and valleys with water flow. The last climate zone is Polar in which the temperatures

are below zero. This zone consists of illustrations of the arctic climate environment by the use of screens showing live penguins. The environment is so realistic that it develops the awareness about the global warming and the catastrophic impacts of the environment’s pollution at the polar zones of the planet. In order for the greenhouses to be stable and strong installations, they are supported by a mega – structure main arch. Lateral stabilities are also

provided so that it would be more solid. Both horizontal and vertical trusses were created to support the curtain and to protect the greenhouses from rains and winds. It was designed as friendly eco, and based on a strategy aiming at becoming the top installation as it concerns viability. The project focused on the idea of creating a viable installation and this is proved by the fact that the energy consumption within the project is low. For example, the linear and the orientation of the greenhouses were decided in accordance with the aim of creating an ideal environment for each climate zone that each greenhouse represents. Also, the air-flow simulations were conducted in a way that natural ventilation effects could be reserved every season of the year for all the installations. The curtains of the greenhouses gather the water from the rain in order to naturally and automatically cool and water the plants. In all these ways the installation reduce the total energy consumption by an approximate 10 percentage.

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2: Two Houses / BAUEN The Paraguayan architect Bauen presents two modern detached houses whereas at the central there is a communal area. These houses are located on the hillside in Luque, a city in the south – west Paraguay. The two houses are opposite to each other and they are divided from a triangular swimming pool. The ground floor areas are exposed to sun light through a curtain wall that allows to the light to pass. Underground there are private areas like bedrooms and parking. Natural rock was used to build these houses, which surrounds the buildings integrating them within the hills. As it can be seen from the picture some relatively flat columns made of steel are extended from the roof in order to provide shade inside allowing meanwhile light to enter to the communal areas. People who leave in these premises feel the comfort completely and the peace of mind, near the nature and the planting. This project aimed at mixing the traditional way of life in Paraguay in a different perspective, as there is a central located garden, and they both still have their privacy. The stone walls add a powerful visual effect in combination with the particular swimming pool. They are also extremely eco friendly as well as economic, because of the existence of heat stabilizers, natural ventilation and other systems of saving energy. As Bauen mentioned to this project it is a real bioclimatic solution which belongs to one of the traditional ways of living in Paraguay that fits to its environment. This can constitute our perception of what is needed for a sustainable project.

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Architects: BAUEN Location: Luque, Paraguay Architect: Aldo Cristaldo Kegler Project Year: 2012 Project Area: 600 sqm

Before: Visible exposed areas

(a) Doors in the stone wall lead to the private functions

(b) Curving canopy continues the hill

After: space moreintimate visuals inside

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Example 3: The Museum of Natural History

In geography a dune is a (Courtesy of Muhammad) Ragb) hill made of sand in various sizes and shapes and they are created from the interaction of the air or water flow. Most of the kinds of dunes have smaller “face slips” in the site where the air comes. The valley between the dunes is called slack. A «dune field" is a region covered by many sand dunes. The big dune fields are known as ergs. The design of this project simulates a dune at the Qaroun lake. The first dune is called bare sand and the grass among the dunes is botanic grarden and finally there is another dune.

The exterior curve of the building made by Muhammad Ragab exists to make the dune seem more realistic. It was necessary to create a building without any support columns which take up too much space, and still be able to prevent any possible

damages done by strong winds or earthquakes. The building is covered by a curtain-wall and it consists of specially designed panels. The main materials used are a mixture of concrete and steel. The project uses several tubes and nodes for its construction.

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Example 4: The Sustainable Market Square Competition Entry / Nikolova/Aarsø (N/A) Τhe Casablanca Sustainable Market Square is a sustainable construction which is economical, ecological, and cultural at the same time. The architectural design follows a medieval Islamic design with the use of a modern and advanced technology construction. This idea was developed through the use of girih tiles which apart from decorating they develop an architectural masterpiece taking into account the space organization, the components and an integration of environmental sustainable technology and strategies. According to the findings of the medieval culture at Islamic tradition, geometric patterns were frequently used for decorative purposes and it until recent years it was believed that they were designed only by the use of a ruler and a ruler and a Compass. However, recent studies have proved that it is more than that as advanced mathematics were needed through a method which was called girih tile. This advanced mathematic knowledge that had been used during that period, was also used as a base for the development of this particular architectural idea too. A construction similar to a large tree covers up almost all the place and provides

protection and shade from the climate conditions. Thus, the ideal conditions for a daily market place are created, as well as for the restaurant and cafeteria that also operates during the night. The designed leafage of the trees adjusts its transparency of the sun in order to control how much direct sun lighting enters the market. During the night, the whole construction becomes totally transparent and the wooden components become visible so that people can enjoy the view of the stars while eating their dinners. It is definitely an attraction of the area and a part of its identity. The “tree” construction is a construction sandwich as it consists of a Smart – glass on the inside that covers a wooden structural framework and of a waterproof building-intergraded photovoltaic (BIPV) material on the outside which provides with the electric energy that is needed during the day. In addition, another comfort is provided to the visitors, which is the free use of phone charging stations. The ground saves energy and provides it to the LEDs that are adapted to the wooden framework so that they can operate during the night and provide light. During the day, the smart – glass changes its level of transparency according to the solar light. Therefore there is no need of any artificial lights even when the weather is cloudy. The shapes of the designed trees were given so that they will be able to collect the water from the rains. The boles of the trees direct the water vertically in underground tracks of saving water. They use this water to clean the market and in corporation with the smart glass it controls the temperature of the hot days as through its evaporation from the tracks it pre-cools the airflow.

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3.2 Proposed buildings of the project

The buildings proposed to be created in this project will be four and will serve various points of the cycling route but also the different needs of the users. According to the research done in the area, the first building construction should be created in Aphrodite Hills region, to be more specific at the hill where the beach is visible on the opposite side. It will be consisted of small buildings that will be similar in appearance with natural small dunes created by the air or water, along with green spaces and water flow aiding in this way to the visitor’s good mood. Within these buildings the visitors would be able to do bird watching, through the creation of some higher raised points near nature. The construction will also serve as a rest point and stop for the cyclists who will have access there to changing facilities and services of renting and returning bicycles. Another facility offered in this construction will be the informative points mentioned earlier in the study, about the ancient monuments of the area for example. These points will resemble to an exhibition situated between the dunes on the outside with skylight lighting them. It is believed that support columns although providing support to a framework, they take a lot of the place so their use is avoided when feasible in this project. Therefore, support columns will not be used in this construction so as a main component a space frame system will be used. The construction is a combination of reinforced concrete, steel frame structures and composite beams as well as decks. As the example of the Museum of Natural History that was demonstrated prior in this study, the space frame will be composed of a special steel tube – nodes system. However, what makes this construction even more special is the use of Hydroelectric energy. Hydroelectric stations are used for a variety of reasons, such as to meet water supply and irrigation needs as well as other local needs. They are found to offer a lot of great benefits, for instance, that they operate alone in an autonomous way, they produce an excellent quality of energy, they are resistant enough to operate for a long time, and they are eco – friendly without polluting or affecting negatively the environment. A small hydroelectric station is a project totally compatible with the environment and can also contribute to the recreation of new hydrobiotopes of small scale. For this project local available materials will be utilized and the area will be upgraded in a higher traditional way.

The second building construction will be created in the region of Petra tou Romiou. Being inspired from the example of the “Ecorium of the National Ecological Institute” explained before in the study, this project’s construction will be made of five greenhouses, with five different zones such as tropical climate and the arctic climate. For the design convenience of these greenhouses the climate zones will be grouped into a linear row. There will be easy access to various facilities, such as permanent exhibitions, cafeterias, and shops. As it concerns the design and creation of the climate zones important measures will take place offering privileges for the future. For instance, in the tropical zone the way of planting the trees and plants will play an important role for the following years. It is known that trees need certain space in order to grow sufficiently thereby, the tropical greenhouse will be the largest of all. The environment will be as realistic as possible for the visitors and they will be able to feel and touch everything. Moreover, a bridge will be built with a panoramic view of the whole tropical zone so that the environment will become even more realistic. Next to the tropical zone the sub – tropical zone will be created which as stated before, is similar to desert. In this greenhouse the whole construction will be made of glass so that the Cyprus Mediterranean climate in combination with the really hot sun during the summer months, it will provide a very similar feeling to being in desert. The third greenhouse will be the Mediterranean zone fulfilled of flowers and drew providing pleasant feelings to the visitors in contrast with the feelings of unbearable heat that they had in the previous greenhouse. The following greenhouse will be the temperate

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zone which combines experiences of mountains, hills, green valleys and water flow, such as rivers. The last greenhouse will accommodate the polar zone where the temperature will be below zero. For this reason, the construction will be an underground one, where the sun light is not present. Exhibitions will be available here, about how people and animals survive in such circumstances as well as about the global warming and the planet’s disasters due to climate changes. As it was explained above, the alignment and the orientation of the greenhouses will be simulations to create ideal environments according to the climate zone that each one represents. Moreover, curtain – wall will be used that will gather rain water for cooling and watering the plants.

Moving on to the third building construction, which it will be located in Pissouri village, the buildings of it will be accordingly modified to the morphology of the area’s ground. As stated before, the morphology of the ground changes from this point and after. It would be practical to create some living units here as well as some recreation and entertaining areas for the kids but also for the adults. Taking into consideration the second of the examples above, the buildings will be created in a nice green environment near the nature without changing the morphology of the area. However, living units will be designed and created within the mountains by breaking a piece of them and so they will be literally situated inside the mountains. The residences will be located symmetrically around a communal garden. All of the houses will have their privacy and plenty of green areas to enjoy. The communal spaces in the first floor are exposed to the sun light while steel columns will extend from the first floor to support the curve roof that is naturally shaped in the hill and provides shade inside the residences. The most private places will be located underground such as bedrooms and parking places.

The fourth station which will attract at the most the interest of both locals and tourists will be located at the Ancient Odeon of Kourion in Limassol. Many people who have been visiting the area during the summer months were found to be exhausted from the heat as there is not any construction providing shade around. The lack of plants and trees is obvious in the area in contrast with the hard ground. The idea of this construction is to create a place that will provide shade and relaxation to the visitors so that they can enjoy the route at a maximum level. It will be designed based on the same motives that had been used for the construction of the amphitheater there. The construction will continue until the amphitheater and it will cover almost all the place. In this way it will protect the monuments and also it will provide the ideal conditions for any activities. Moreover, there will be free stations of recharging phone batteries. Additionally, the material used will be smart glass which will be adapted to the climate conditions such as the sun exposure and will control how much sun light enters the construction in the exact same way as in example of Casablanca’s sustainable market square. During the night then, the whole construction will become transparent. Other materials used will be BIPV which provides hydroelectric energy. As in the example where the rain water was collected and directed to underground saving tracks, so that will occur in this situation. With the evaporation of the water and the pre-cooling of the airflow before it enters the construction’s interior, the hot days will be cooler. The user will be able to enjoy his visit to the place but also locals may visit the place as it will have changed and renovated in a way.

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4.0 The two terminals of the cycling road.

The two terminals that will be created will inform the users for the routes, the maps of the cycling roads as well as for the stops and the services they offer. In this way the interest of the locals and the tourists will be attracted. Terminal A will be located in the Paphos region whereas terminal B will be located at the Ancient Odeon of Kourion in Limassol and the route will end there. The users will be able to rent and return bicycles from any terminal or stop. Moreover, at the terminals the user will be informed about the two cities increasing the economic development of the cities from tourists and local tourism. For this reason, the information that will be offered to them should attract their interest for alternative tours rather than just for the standard touristic tours.

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Bibliography:

1. Gavin,Davidson.“Bicycle Facilities Design, Course Manual”, 2011,England 2. Gourgoulas, Athanasios. “ΧΩΡΟΤΑΞΙΚΟΣ ΑΕΙΦΟΡΙΚΟΣ ΣΧΕΔΙΑΣΜΟΣ

ΠΟΔΗΛΑΤΟΔΡΟΜΟΥ ΣΕ ΟΡΕΙΝΕΣ ΠΕΡΙΟΧΕΣ ΝΗΣΙΩΝ ΠΑΝΩ ΑΠΟ 500 m ΥΨΟΜΕΤΡΟ”,2010, Mitilini

3. Free,encyclopedia.”Τελεφερικ”<http://el.wikipedia.org/wiki/%CE%A4%CE%B5%CE%BB%CE%B5%CF%86%CE%B5%CF%81%CE%AF%CE%BA>, 2013.

4. <http://www.dinfo.gr/τα-πιο-εντυπωσιακά-τελεφερίκ-στον-κοσμ/>, 2013, 5. Matt, Davis. "Ecorium Project | S.A.M.O.O”, 2013.

< http://www.arch2o.com/ecorium-project-s-a-m-o-o/> 6. ArchDaily. "Ecorium of the National Ecological Institute / Samoo Architects &

Engineers + Grimshaw Architects" , 2013 , <http://www.archdaily.com/423255> 7. Muhammad, Ragab. “Museum of Natural History”, 2012, Alexandria.

<http://www.arch2o.com/museum-of-natural-history-muhammad-ragab>

8. Furuto, Alison. "Sustainable Market Square Competition Entry / Nikolova/Aarsø (N/A)" , 2012. Casablanca, Morocco. <http://www.archdaily.com/300920>

9. Mónica, Matiauda,"Two Houses / BAUEN" , 2012, Luque, Paraguay. http://www.archdaily.com/278600

10. Courtesy of BAUEN “Two Houses in Luque / BAUEN”, 2012, Luque, Paraguay. “<http://designalmic.com/two-houses-in-luque-bauen/>

11. HellasSites, “2011 GREEN | Greek Environmental & Energy Network SA/”,2011.<http://www.green.com.gr/cms.asp?id=54>