Pedestrian itinerary in the street "Betis".
Construction project of a Pedestrian Itinerary on the right bank of the Basin of Guadalquivir , in the section between the existing dock on "Calle Betis" and the Area south of "Kiosko de las Flores". Seville. Spain.
The natural bank of the Guadalquivir river was consolidated as formalized from the eleventh century, as already stated in the year 1022 the urban character of Triana township; however, it was not until 1171 when it began its delimitation. His name has fluctuated between "street", "sidewalk", "vera" or "river bank" ( 1433-1691 ) to the current dating back to 1859.
Undoubtedly entire Triana riverfront was occupied at least since Romans times- by the activities of fishermen, boatmen, small potteries and an incipient trading. The old trail that went through there with the construction of the Bridge of Boats and the Castle is split into two parts. A rear Castilla street and the other between "El Altozano" to Ports. It is after the conquest, when the last stretch, begins to be populated by the growing popularity of navigation and trade. The street that is formed by a series of homes parallel to the river is cited for the first time as King Street in the Census from 1431.
Street reached its zenith during the trade with the Indies that became the most important suburb, and where abounded notable buildings, inns, bathhouses, places of entertainment ... etc. and where you welcomed the components of fleets, all regardless of their large concentrated more in the area of industrial and commercial ports. The loss of that trade, the disappearance of the Brotherhood of Merchants and rising floods of the Guadalquivir eventually ruin it. It was in the month of June 1787 when he start to build a large seawall on piloting prevented many houses should fall from his bank. The seawall who started from the guard room of the bridge, was continued in successive years until Calle Duarte, building on its length two piers with ramps that allow ships to reach the beasts that carry the effects of embarkation and disembarkation. The rest of the street did not need this defense work because the houses were separated from the shore.
It was once an earthen and paved and cobbled street then, constituting a time one of the reefs of Triana , ending finally paved.
Today the curbside Betis is one of the most distinctive and significant free spaces of the city, both for its historical value as being a visual reference of Triana, but paradoxically, despite its uniqueness, the space it is underused, mainly due to two factors, its topography and difficult or no access to the area, to be occupied by administrative hostelry concessions, difficulting, and sometimes do not allowing, the permeability of space.
Within this stretch of river are two distinct areas, ranging from the Triana bridge to Calle Duarte and the other from the same street to the bridge of San Telmo.
The first is mainly characterized by the imposing presence of the Malecon (it was built in 1787 to protect the homes of the current Betis street of the avenues of the river) and access ramps to the jetties that lead to a narrow promenade of small size.
The other area from the street Duarte is configured as a large tree mass arranged on a steep terrain, where at the top, on a flat surface at street level Betis strip, different administrative hostelry concessions that break the continuity of it and distorts the image of riparian forest walk or until relatively recently when it was held shrimping harbor.
Accessibility to the water level here is even more difficult than in the previous case due to fencing of concessions, the lush vegetation and steep slopes there once exceeded the flat strip above.
The project is located at the intersection of these two very different areas mentioned above, and the operation is presented as an opportunity to introduce a link between them, thus establishing continuity in the riverside promenade, both at the water level, as Betis street level.
In this context, the project aims to recover from contemporary conceptions this space, integrating it into the urban fabric through an itinerary that will enhance the relationship with the environment and access to the water surface, which can be registered with comfort this area of difficult access, and that preserves and respects the peculiar topography, urban, social and, historical site, -features slopes, skewed access and exuberance of vegetation-.
The pathway enriches the visual and spatial experience of the area through a sensitive relationship with the environment; has a non-linear character, sinuous and widen the street; it is introduced by the riparian forest, it circumvents the trees and allows a view nuanced and perpendicular to the opposite bank, which contrasts with the surprising and sharp perspective that is becoming present to descend the subtle ramp to the lower deck, a flat surface, ethereal, straight, precise lines that functions as a lookout and place of stay.
If at water level the fundamental idea is to enhance the roundness and the image of the ride setting parallel paths to the shore, which in future allow the construction of a river ride right bank of the basin, the upper bound the intention is to recover the riparian forest from current assumptions, where only small transverse records traversing great tree mass and relate it to the lower platform appear.