Durana Corridor


The competition for Tirana-Durres corridor stems from the need to improve the urban condition of the area along the corridor. It is one of main circulation axis of Albania that connects the two biggest cities in the country and again connects them both to the airport. It has become an economic corridor that brings large revenue to the country. It cuts through many small cities and in this perspective the whole country is the beneficiary, while the communities along the corridor will be direct beneficiaries. From an organizational perspective the competition slices the Tirana -Durres corridor into three segments/ lots: the area which connects Tirana to the metropolitan highway, the area which connects Durres to the metropolitan highway, and the city of Vora which is split in half by the metropolitan highway.


Pilot projects


or this reason, our entire proposal can be read as the establishment of

a new ritual of the territory, a new rhythmic potential movement along

the different sections that are part of the new territorial backbone of

the Durana corridor. This rhythm is constructed through the alternation

and succession of multiple and different conditions and elements: built and

un-built, the changing speed of transits and movements, but also through

the positioning at specific intervals and locations of punctual elements as

collective facilities and vegetation. Following this general framework and

understanding of our intervention, we would like to offer a more detailed

description of the components of this strategy.

This new rhythmic structure will be first experienced along the Durrës-

Tirana motorway. Although here cars travel at high-speed as in any other

motorway, the functioning of this infrastructure is that of a national road,

with multiple exits and entry points and minimal provision of adequate

junctions and interchanges. We suggest transforming this road into a

modern, safe and efficient motorway, with few junctions that, connecting

the motorway with the parallel secondary roads, would lead to the

industrial sites. Along the trajectory of the motorway, rather than allowing

for continuous and unabated development of industrial site as the current

land-use map suggests, we propose to maintain at regular intervals along

the motorway (every approximately 750 m) large portion of land freed

from any construction. Rather than proposing where to build, we suggest

areas not to be built. These sites could be planted with olive trees, an

element reminiscent of the traditional Albanian road landscape. In terms

of the motorway section and visual quality, we propose to flank both

sides of the carriageways with pine trees. These elements, along with

Oleander plants to be possibly placed in between the two carriageways,

would transform by mean of vegetation the road into an architectural

experience reminiscent of similar beautiful motorway’s landscapes in

other Mediterranean countries.



Dogma + Studio B&L

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