The development of a strategy for the spatial development of the territories in the vicinity of the Victory embankment, Mandrykivskyi streets and, to a lesser extent, Gagarin Avenue, was started even before the war. This is an initiative of our ArchObraz bureau in response to the appeal of the chief architect of the city. The proposals are developed in accordance with the “Dnipro 2030 Strategy”. They are addressed to residents of the district, townspeople, specialists and city authorities with the aim of forming common principles of construction and landscaping that will help improve the quality of life. A good result can be the development of local rules according to which this space will be evolutionary improved, based on the agreement of the principles of good neighborliness common to the residents. It is important to agree on the best common future and follow the goal without hindering its achievement by unintentional private construction actions. Patchy development of these territories in recent years did not have a comprehensive urban planning and engineering solution, drainage. In the future, this may cause difficulties due to the poorly developed street and road network, the lack of high-quality green and public spaces, and threaten the stability of the slope. Historically, it was also difficult to connect these areas with the upland part of the city and the embankment, despite the minimum distance even for pedestrians. This can be changed. The Soviet planning of micro-districts did not provide for the division into courtyard and city-wide residential space. The principles of planning new streets of local importance, elements of landscaping will be able to separate various local business activities (shops, cafes, etc.) from the private space of the residents of the “Peremogy” apartment buildings, which can be transformed into a traditional neighborhood building. Each yard, due to the self-organization of the residents, can have its own individual landscaping design (similar residential areas in Eastern Europe have received or are continuing their transformation). Closer to the river, it is proposed to restore the public and green spaces that were foreseen by the Soviet project. It is proposed to lay two new streets with parking complexes for residents on the free territory along the railway with the possibility of ensuring a safe crossing of the railway for pedestrians and vehicles in the future. The South Railway Station can become a “place of growth”, turning into a convenient transport hub for the residents of the district, from which rail transport, using the entire railway infrastructure of the Dnipro agglomeration (a similar functional solution was found in the city’s transport scheme for 1967), it is possible to reach many districts in the Dnipro and regions. With the consistent implementation of the strategy and the transformation of this area into a quiet, but at the same time, full-fledged central part of the city, with the appearance of new streets and the development of public transport, the pressure from the transit of private transport along the embankment, which is currently 30 m wide along a length of about 4.5 km, will decrease, which is too much a large width for a modern European city, considering that 8 lanes of traffic still change to 4 on both sides of the embankment. There is an opportunity to use this space better in the future. For example, as a new line of a modern tram like European solutions in the context of sustainable urban mobility.

An important goal of the work is to reveal the potential of possible future connections of separated fragments of the city to connect them into a higher quality whole, even if they are separated by the “Chinese wall”. This will allow more comfortable use of the common urban space. For example, from St. Mandrykivska and Pereyaslavska, convenient access to the Dnipro embankment. At the same time, transit through the yard spaces of “Victory” will be excluded. This is possible on the basis of the formation of the boundaries of the yard spaces of the latter and the organization of the street and road network instead of “passages”, which were characteristic of Soviet microdistrict planning. The solutions will be more effective if they are connected with the corresponding simultaneous development of public transport.