ABRAHAM HALIM SELECTED WORKS: URBANISM
ABOUT ME I am a graduate of MSc Sustainable Urbanism at The Bartlett School of Planning, University College London and currently looking for a job in the design or planning industry in South East Asia. My course deals with design and theory of urban sustainability, with emphasis on urban design and urban mega projects. I have six years of design-based professional experience in Indonesia and the UK, a specialism background in interior design and urban design. All this experience mold me into someone who have strong attention to detail, and learnt much about inside and outside space, from the scale of furnishing to master planning and their effect to human behaviour. I always curious to create a better and sustainable notion between habitat and habitus, including how the configuration of the places itself. This is rendered with my discovery and study of 12 toolkits to restore a less lively square in outer London context in my MSc final research project and other four masterplan projects. I am looking forward to learn more as well as contribute my skills on creating a better public realm that enhance well being.
ABRAHAM HALIM 18a Eynham Road W12 0HA London
abramth@gmail.com (+44) 7565 890384
EDUCATION
Master of Science in Sustainable Urbanism [options Urban Design and Mega Projects] The Bartlett School of Planning, University College London Sep 16 Scholarship of ÂŁ20.700 | 2015 Bachelor of Arts in Interior Architecture Universitas Pelita Harapan, Jakarta Sep 12 Platinum Scholarship | 2008, 2009, 2010, 2011, 2012
EMPLOYMENT
SKILLS
Lippo Group Jakarta Urban Designer Intern
May 15 - Aug 15 (3 months)
Project types: urban design, town planning
Responsibilities: A three months research project on the sustainability of Millenium Village (Indonesia) to improve the envrionment and economy condition of the neighborhood.
Avrmline Jakarta Lead Designer
Dec 12 - Apr 15 (40 months)
Project types: residential, commercial, urban design
Responsibilities: Managed a team of 4 designers and 3 foremans to ensure all processed designs are in accordance with the main concept and schedule, in charge in conceptual until detailed design for B+ rated projects
01 Digital Platform Photoshop InDesign Illustrator ArcMap GIS Ecotect
02 Analog Representation Freehand Sketch Drafting Rendering
03 Language Bahasa Javanese English
AutoCAD 3Ds Max SketchUp V-Ray
1.MSC FINAL PROJECT
Restoring a less lively square in the heart of an outer London ward
2.MOUNT PLEASANT SCHEME
Urban design: layout, density and typology (III)
3.STOCKHOLM ROYAL SEAPORT Sustainable urban development
4.THE GREEN HELIX
Sustainable resources urban design for Old Kent Road
5.THE SHIFTING PIXELS
Place making at Hammersmith town centre (III)
INTRICACY
Complex plan to create enjoyable experience
PROTECTED REALM
Protecting visitors from severe noise and wind problem.
CENTERING
Create the climax and focus of the square
ENCLOSURE
Make visitors feel not too exposed or vulnerable.
WELL CONNECTED
SQUARE AS A EUREKA
Connecting to other open spaces
Discover essense of the square based on its assets.
ACCESSIBLE TO ALL
For elder, disabled, pedestrian, cyclist, and driver.
WIDER TO THE SQUARE
Create sense of relieve to motivate people to stay.
FLEXIBLE SPACE
Allowing various activities happen
DIVERSE AND WELCOMING RIM
Provoking people to come and do optional activities.
The toolkits
1.MSC FINAL PROJECT
RESTORING A LESS LIVELY SQUARE IN THE HEART OF AN OUTER LONDON WARD. @ Acton Central, London United Kingdom Master of Science in Sustainable Urbanism (2015-2016) Supervisior David Syme 1st examiner Hugo Nowell 2nd examiner Dr. Elanor Warwick Duration 3 months Available https://issuu.com/abrahamhalim/ docs/20161101_final_report_x
A research based project to understand and confirm that there is a tendency that people no longer go to public space anymore in the context of outer London. The research aims to understand the reason from urban design perspective, investigate how the current square works, explores factors that contributed to its current situation through literature review and six case studies, and test several toolkits into two masterplans to restore the square into a lively place that enhances the overall performance of the ward.
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SETTING THE SCENE High quality ‌ public space [is] an essential feature of successful neighbourhoods (CABE, 2004). One way of measuring the success of outer London is by looking at the vitality of its town centres with their busy highstreets and active leisure uses. Many of them have a central public square of which quality can be perceived
as a barometer of a good performing area. Some London mayors have also recognized the importance of these spaces, and have invested hundreds of millions of pounds to implement public space strategies such as 100 Public Space, Great Spaces, and London’s Great Outdoors. However despite these efforts, nowadays there is a tendency for squares, which are supposedly important
places for social fabric and public services, to be less lively because people no longer go and spend their time there (Arbour, 2007). This phenomenon is confirmed through my observation of some squares in wards such as Acton Central and Wood Street. People generally go to the square only to wait for
the bus or pass by; very rarely do they sit in the square just to relax. Primary research from residents’ survey show that they are currently unsatisfied with the available public space. One Acton resident says “[the square] doesn’t really attract locals ... It’s quite unpleasant and sometimes outright filthy”. Therefore, it is apparent that people do not use this open space even though it exists.
MOVEMENT ANALYSIS For easier reference, the triangle part of the square will be called the ‘head’, while the linear part will be called the ‘tail’. There are similar patterns during weekdays and weekends: in the morning more movements are detected at the square’s ‘tail’, while at night more are detected at the square’s ‘head’. Therefore there are two clear movements: 1. from traffic light to the ‘tail’, and 2. from the bus stop to the ‘tail’. One unique observation here is that people tend to avoid the middle part of the square. This further reinforces the idea that square has not been planned well enough.
Day
‘Head’
Traffic Light Bus Stop
Night uare
The Sq
‘Tail’
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Figure 6.2.11 Weekdays Movement (Day and Night)
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Figure 6.2.12 Weekend Movement (Day and Night)
ANALYSIS SUMMARY The maps below shows the physical assets (things valued by the residents) of the square and the positive and negative assets maps are concluded from the Re-Search, Me-Search, and We-Search. The map beside shows St Marys Church and King’s Head pub are the most favored building by the residents. Its also shows that although Morrisons understood by all residents, it is not highly favored building as it is left many inactive frontages and has unattractive store front.
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Positive Asset
Figure 6.4.1 Asset Map
Positive Asset Positive Asset
• St Mary’s Church is a highly positive asset as preceived by the visitors (1). • The square has a relatively good position, as it is flanked by two retails corridors at Churchfield Rd and High St (2&3). • Residents like the feeling of villages, independent shops, greeneries, great and historical buildings in and around the square (4).
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Positive Asset
• Almost 50% of the residents believe that good design is a missing element of the square, it is also worsen by the 60% of the frontages are inactive and the lack of protection that make the square uncomfortable, especially at the centre (1). • Big Box Morrisons and the two car parks weaken the permeability (2).
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1
• The square suffers from weak links with its neighboring open spaces (3&4).
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RESIDENTS COMMENTS 0
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It was found that almost half of the residents believe the square lacks a good design, thus spatial design will be prioritised and become a backbone in this design research.
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Figure 6.4.3 Negative Asset
Negative Asset
Pedestrian 12%
Urban Form 20%
Greenaries 29%
Lighting 16%
Landscaping 26%
Bad Design 25%
Furnishing 22%
Programming 32%
Spatial Design 48%
What is missing from the square?
Pavement 17%
Furnishing 17%
Problem of spatial design
Signs 14% Store Front 8%
Pavement 14%
Opportunities in spatial design
Population Density (PopDen) Population is used as the attribute frame from which we determine which wards have similar sizes of population and area based on its density configuration. The assumption used here is that the area of the square is directly proportional to the population density of an area (i.e. the denser a neighborhood is, the larger its square).
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1
5 1A
Acton Central
1B
Public Transport Accessibility Level (PTAL)
Superimposed Map
PTAL is used to group wards of outer London that have similar levels of access to public transport and public space. PTAL is an important aspect in context framing; for example, comparing Acton square with Brixton (Windrush) square will be irrelevant because they have very different levels of access to public transport, and therefore have different amount of footfalls and demographical catchment. Both of the map take 20% margin to find wards that have similarities with Acton (1A and B, and 2A and 2B).
By superimposing those two attributes (PopDen and PTAL) and the related town centre, the map now shows the wards that have similar context in terms of town centre, population density, size of square, and accessibility level with Acton Central. From this map we can see which areas have good prospects as case studies.
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2A
3A
2B
3B
Acton Central
CONCEPTUAL PROPOSITIONS SCHEME 2 The second proposal is more thorough compared to the first proposal in that it tests and simulate the design performance that results from maximising the potential of all available toolkits.
Although all toolkits are activated, the design still preserves and takes into consideration the assets valued by residents such the Church, Morrisons, the street market, and the general position of the square.
INTRICACY
SENSE OF ENCLOSURE
BP
TN
SB
SI
This intervention adds a small garden and an adjoining fountain/pond (zone 1) along with a multifunction node (zone 2) behind them to pique pedestrians’ interests. Both zones must be designed to have their own unique characteristics to prevent redundancy.
CENTERING
SQUARE AS EUREKA
AM
CS
FP
The Two nodes Intricacy will each works as a ‘Central Statue’ which means they have their own focal point within the area. So the square will have two centering, one at the front, and another one at the back.
• Can greatly attract visitors • Activities will naturally gravitate there
GC
ND
Adding more building structures at the higher points to increase the sense of enclosure is a lesson learned from [WR1].
• The fountain/pond, garden & church unite to form a cluster of assets • Two zones with different characteristics offer more options for visitors • The multifunction node can be used for various activities/events • The transformation of the inactive area into indi vidual shops can also benefit Morrisons
CF
AC
• Density intensification • Additional square access point from the north • Could be favored by the council because it allows for Public Private Partnership (PPP) in the square regeneration (S106 of the Town & Country Planning Act), more economically sustainable. • Morrisons will get a new entrance at the east side, which is nearer to the residents in the north and east
EB
NC
CS
NG
Enhancing Barriers (EB) and New Gates (NG) will strengten and ease the connections between open spaces and maximise the assets. These interventions are crucial to make all open spaces work as epicentres to draw people. • Improve visitors satisfaction • Strengthen the role of the square as well as the assets of the square • Improve the legibility and permeability of the square • Increase the amount of footfall • Strengthen connection between open spaces
PROTECTED REALM
GS
FP
CS
WB
CA
MC
RL
Front Park (FP) is the new proposition introduced in this scheme. It places a park near the High St. that act as a barrier to its negative effects. Comfortable Area (CA) and Reduce Lane (RL), that exchanges lanes for vehicle with sidewalks, are also used. • Additional greeneries and softscapes give visitors a place to relax • Helps block the area inside the square from the high street • Reduce the strength of wind in the middle of the square • Pedestrians will feel strongly prioritised • Reduces a vast number of passing vehicles SPATIAL DESIGN
PROGRAMMING
INTRICACY
BP
TN
SB
SI
Two Nodes will be used to double square’s activities and create depth at the square. CENTRING
CF
AM
CS
DIVERSE AND WELCOMING RIM Utilisation of most of Morrisson sides and addition of new individual shops.
FP
FLEXIBLE SPACE
Each nodes (at the front and back) will be the Central Statues on its own.
New flexible space in the north of the church (where post office building is)
SENSE OF ENCLOSURE
POPULATION STRUCTURE
AC
GC
ND
New Development used to improve enclosure, increase the density and retail/commercial offers at the square.
Additional 390 people from 7625m2 new buildings’ GFA.
SQUARE AS EUREKA
INSPIRING EVENTS
EB
NC
CS
NG
Enhancing Barriers and New Gates will be used alongside Circular Square that forms the backbone for the Two Nodes.
All residents preferred events will take place at the square’s ‘tail’ URBAN FORM
PROTECTED REALM
GS
FP
CS
WB
CA
MC
RL
Front Park, Comfortable area, and Reduce Lane will be used.
WELL CONNECTED New connection to the other open spaces in the south and north. ACCESSIBLE TO ALL Accommodate children, elders and disabled people. WIDER STREET TO SQUARE There will be two new entrances using this toolkit: 1. From Churchfield St. using the new pond 2. Through the new entrances in the west
Spatial Design Programming Urban Form
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Figure 7.2.1 Toolkit Disposition
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THE MASTERPLAN
Performance Assessment
In this masterplan, the square will get new nodes that correspond with the current assets, new developments with commercial and residential uses, refurbishment of the current anchor retail (Morrisons) that leads to more rim’s diversity, more connection to the surrounding nodes, and better vistas from new openings. This will result in a more protected, pleasing and comfortable epicentre that offers many options to visitors, and attracts them to pause, stay, and enjoy the square.
Footfall and accessibility
With this, the square becomes a place that “enrich[es] the lives of those who use it� (Gaventa, 2006).
Vitality of place Visitor and tenants perception & characteristics
Outdoor Dining Greenaries
Furnishing and Greenaries
Street Market
Floor Configuration
Flexible Space Relax
Function Plan
Outdoor Dining
Access
Accessibility
New Retails
Retail Offer
The Assets
Asset
Buildings to increase the enclosure
VP3 VP2
VP1
VP1
VP2
Flexible Space for Market Place
St. Mary’s Church
Outdoor Dining
Bus Stop
Fountain
Small Garden
VP3
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2.MOUNT PLEASANT SCHEME
URBAN DESIGN: LAYOUT, DENSITY, TYPOLOGY (III) @ London, United Kingdom Master of Science in Sustainable Urbanism (2015-2016) Supervisior Neha Tayal (AECOM) Co-supervisior Dr. Juliana Martins Team member Abraham Halim Holly Templeton Laura Murray Thomas Barthelemy Tove Aszetyl Victoria Young Role site analysis, masterplan development, urban design Duration 2 months Available https://issuu.com/abrahamhalim/docs/ben vgtc2_task3_asztely_halim_murray The project was an output of the urban design class. Looking at the Mount Pleasant current scheme, we tried to give another options that meet the density requirements, create new public realm with a contemporary design, yet still has respects to the surroundings.
1-3 Storeys 4-6 Storeys 7-9 Storeys 10+ Storeys
Building Height
Quiet Private Crowded
Vibrancy
Figure Ground
1:5000
INTRODUCTION Criticisms of the approved proposal include its proposed density, urban form, and levels of affordable housing. We seek to respond to these by providing a density fitting to the context, that has been achieved through design development and the exploration of a number of typologies for the site. The urban form proposed seeks to fit seamlessly into the surrounds, forming a new piece of city within an existing neighbourhood, and to create high quality, public and private open spaces.
Residential Commercial Office Institutional Storage/ Parking
Landuse
We feel the approved scheme lacks diversity in design, and its tall and undifferentiated point block typologies create an imposing and unwelcoming street feel to the site. The revised proposal by Create Streets achieves a more human scale and is certainly a better fit with the surrounding historical context. We feel that the scheme also provides a better quality of open space and a human scale at ground fl oor, creating interest and vitality at street level. The routes through the scheme are well thought out, and it is successful in achieving a new neighbourhood. Our proposal draws on what we feel are the better points of the Create Streets proposal, and moves forward in proposing something modern and innovative in terms of typology and design, with a sustainable, community led approach at its heart, along with the conservation and re use of some existing buildings and structures within the site. We begin with an analysis of the site context, and of the existing proposals. We then describe our masterplan proposals.
Public Private Tree
Green canopies
FINAL MASTERPLAN Proposal 3 was felt to be the most promising and fitting to the site, and so this option was explored and refined. Aspects from Options 1 and 2 were utilised and added to the design to form the final proposal. Aspects from Option 1
such as the active ground floor uses, and the family friendly feel through open spaces were brought forward while the perimeter typology from Option 2 was further developed.
The genesis of the design work:
Advantages of the design:
- Observe Context Typologies - Apply Basic Design guidelines - Maintain street structure for legibility - Development through 1 Main Axe (North/South West) and 1 Secondary Axe (East/West) - Preserve Dialog with the Post Office - Experiment Open spaces/Building widths and scales - Progressive Extrusion responding to surrounding building heights - Plot Adjustments with Stairs/Crossing principles - Creation of the Slopes by connecting points - Create Final Plan using the Perimeter Block Typology Modern Interpretation - Soften the angles, making urban form less aggresive/sharp
- Softening of Perceived Density, inviting for the public - Creation of many views sharing natural light - Use of the slopes to create Private/Shared terraces and grass roof - Creation of strong street hierarchy - Breaking pedestrian paths to provoke urban “surprises� - Offering great variety of perspective from ground and sky lines - Opening the blocks for permeability - Openings oriented towards our new alleyways to justify them - Vertical circulations and exterior corridors at block level to support flats double orientation - Individual entrances for family homes at ground level, reinterpretation of terraced housing and good way to activate frontages
DENSITY - FUNCTIONAL PLAN The land uses were developed in response to the positioning of the units and buildings, in keeping with a wider strategy for the new neighbourhood. Residential units are predominant, with larger 3 and 4 bedroom family homes at ground floor level, with their front doors facing the street. A hybrid block and terrace typology is proposed, with the front doors of the family housing facing the street, to maintain the feel of the terrace housing and residential street scape, and respond to the surrounding terraced housing in the immediate surrounds.
Retail units are located along the retail streets at ground and first floors, to create vitality through the core routes of the site, and to carry the feel of the local Exmouth Market through and into the site from the northern corner, part of the development brief. A retail corridor is proposed along the central corridor, creating a street feel (indicated in red in the ground and first floor uses diagram). The width of the street is wider here also, enhancing the main street feel, and enabling the possibility of market type stalls here to continue the feel of Exmouth Market down into the site.
The affordable housing (24% overall) is spread across the blocks, predominantly at 2nd floor but incorporating a range levels within the buildings. This maintains a diverse mix of tenancy, with units being spread throughout the cores rather than segregated in their own blocks and cores. This is in an effort to create a truly diverse and integrated mix of tenancy in the neighbourhood.
A large anchor retail unit is situated at the north eastern edge of the corner, which is envisaged to have an outdoor seating area which will act as a beacon and bring visitors further into the site.
Ground Level and First Floor
Second Floor
Upper Levels L5-8
All Levels
We have utilised an existing building at the site as the new proposed location for the existing postal museum and a cafe for community use to the west of the site, facing Phoenix Place. Intermediate Levels, L3&4
Family Housing
Student
Retail
Affordable
Workshops
Penthouses
Office
Flats
Plot Coverage
FAR
dph
43%
2.03
223
Green Roof
Green roofs are provided to create a natural, integrated feel to the development and will assist with controlling surface water runoff from the roofs for SUDS purposes. They are inaccessible to residents.
Communal Balcony
Private balconies allocated for some homes that will provide excellent views of the surroundings through the step-layout of the roof.
Private Balcony
Communal balconies made accessible for local occupiers of the development. Located at the low points of the buildings to complement and integrate somewhat with the ground level activity.
LANDSCAPE DESIGN Combining the local tradition of concealed green spaces with the public atmosphere of the Pub Garden will lend legibility and accessibility to our green spaces on-site. As our retail outlets fully permeate the ground floor blocks bordering the pedestrian highway, the interior courtyard space becomes both public and retains a sense of privacy. This partnership also encourages the resident businesses to invest in and maintain the interior parks. To reduce costs, high-maintenance gardening strategies will be replaced by ‘wild meadow’ or stipa tenuissima lawn.
The strategy of public-private courtyard space will counteract the lack of fully public green space on the SRS site. Our public park area in the South corner of the site will optimise its position and remain ‘open-ended’ so as to invite walkers from the main body of the development. It is also the vital location of community activities based on the ground floor of the retained warehouse, retrofitted to offer study spaces, community activities and local information.
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3 1
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VP3
VP2 VP1
VP1
VP2
With the new design, the new public space is expected to have more power to appeal people to visit and enjoy, not only for those that lives or work around the area, but also to those who passes the square. A lively public space will benefit lots of actors, improve economic and social sustainability of the neighbourhood.
VP3
3.STOCKHOLM ROYAL SEAPORT (SRS) SUSTAINABLE URBAN DEVELOPMENT @ Stockholm, Sweden Master of Science in Sustainable Urbanism (2015-2016) Supervisior Dr. Robin Hickman Co-supervisior Patricia Canelas Team member Abraham Halim Bima Fitriandana Josephine Yang Reus Leung Timothy Toh Role Concept, site analysis, masterplan development, density, transport, design strategies and visualisation. Duration 3 months The aim of this sustainable urban development project is how this waterfront development not just become another ‘waterfront’ development as we tried capture the essence of Stockholm as the city of water. Since this is not an urban design project, the final report are a strategic masterplan that involve 5 focus area: economic, social, governance, transportation planning, and strategic design. However, in purpose of this portfolio only the design part will be presented.
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CONCEPT There is always clear physical boundary (toll road, railway) that separate city and port living. The city has always benefited from port: it grows into a nice place to live, work, and play. However, the port receives negative impacts from the city such as pollution and CO2. This boundary is also felt in Stockholm where “focus on waterfront activities of earlier centuries has been lost to such an extent that Stockholm can hardly be viewed as a port city any longer” (Potvin, 2013). This is worsen by the suggestion of removing the freight port that makes the connection between the port and the city will become more unclear. Is it only because using a land that previously used for port makes one development can be called as a port-city development? Therefore it is important that SRS thoroughly look into harmonizing and strengthening the city-port connection, which is a symbiosis of sea, port and urban space (Driessen, 2005). The concept were translated into 5 main areas: economic, social, governance, transportation planning, and strategic design to create a Stockholm Royal Seaport where people, sea, port activities and urban spaces blend seamlessly into one another to create a distinctive and highly accessible port-city interface, an inclusive and vibrant waterfront living environment, and a dynamic growth node to support Stockholm’s sustainable development.
SITE OVERVIEW
Education Industry Hospital Forest/ Green Space Security Stockholm Old Town Museum Leisure Offices 4
Being close to the city centre, SRS is surrounded by multiple, diverse developments in Stockholm and near ‘where all the action’ is. This opens up a wide range of possible uses we can put at SRS to enhance the synergies between the site and its wider context, while taking into account its physical characteristics. 1.Ingress / Egress • Multiple entrances to SRS makes the site relatively easy to get to. • Concentration of entry points in the northern part of the site (1) necessitates careful planning of this area to minimise congestion. • Relatively fewer entrances in the southern part (2) means there might be a need to add more entry points here to improve accessibility. 2.Land Status • Three major plots of land have existing uses which make them unavailable to us ( 1 - industrial use; 2 - power plant; 3 - oil harbour). There is potential to use the plot of land at (3) when the oil harbour is shifted away in a later phase of SRS’ development. • SRS has buildings with preservation status (in yellow). Developments around them need to be planned in a manner that is sensitive to their architecture. 3.Green and Blue • Relative lack of greenery on site, as compared to the big parks to the north and south of SRS. Greenery is currently concentrated at Hjorthagen (1), which is on higher ground than the rest of SRS. More greenery thus needs to be planned throughout the site. • Availability of waterfront (2) warrants careful land use planning to maximise the potential of this prime land. • Largely flat topography presents a possible need to mitigate risk of flash floods during heavy thunderstorms. 4.Opportunities The site understanding conclude with knowing the most valuable area (green) and the driver of those area (blue).
Possible location for landmark Transportation & Ports
Residential uses
Transportation & Ports
Commercial uses
Possible location for landmark
Mixed uses
Transportation & Ports
Residential uses
Commercial uses
Residential uses
Residential Commercial Retail and shopping Transport
MIXED-USE AND RESIDENTIAL HJORTHAGEN
TO STOCKHOLM CITY CENTRE
TRANSPORT HUB + PORT RETAIL
MIXED-USE AND RESIDENTIAL - housing - community facilities
WATERFRONT ATTRACTIONS
MARITIME SERVICES CLUSTER offices and shops
WATERFRONT ATTRACTIONS - restaurants - galleries - viewing
deck
TRANSPORT HUB + PORT
FREIGHT PORT R&D PARK offices and shops
MIXED-USE AND RESIDENTIAL
Residential Commercial Retail and shopping Transport Green spaces
BUILDING THE MASTERPLAN Based on the existing site characteristics and its wider context, we first identified the different kinds of areas at SRS, e.g. prime plots that can fetch high land prices, attract people and are sheltered from ports' environmental problems, and those which do not have such positive traits. We then decide on the broad cluster of land uses for these plots (see Figure 3.1a). For example, for prime plots which are usually near the waterfront and transport nodes, we largely
dedicate them for uses that are willing to pay for such land, e.g. commercial uses. We then specify the detailed functions in each cluster (see Figure 3.1b). This is an iterative process that is underpinned by an assessment of the most optimal transport connections to link up the different uses.
Saleable footprint
Land use zoning and land availability (Zoning)
(Footprint Area) (FAR= 4) (in thousand)
(GFA) (in thousand)
Residential 100%
129 m2
16.1%
512 m2
Residential 85% Retail 15%
61 m2
7.6%
Residential 45% Commercial 40% Retail 15%
73 m2
9.1%
Commercial 85% Retail 15%
197 m2
24.6%
787 m2
Transport Buildings
177 m2
22.1%
708 m2
Green Space
163 m2
20.4% FAR= 1
243 m2 291 m2
163 m2
47% 42% 11%
Residential Commercial Retail
While the percentage of saleable retail footprint is relatively low, we have assessed this is sufficient, as SRS residents can easily access a wide range of retail amenities in Central Stockholm.
SPATIAL DESIGN STRATEGIES (a) ’Pendulum’ concept to sustain pedestrian flows between ports and the rest of SRS Supporting the mixed use strategy is a ‘pendulum’ concept that locates activity-generating nodes at multiple points of the site. These nodes generate pedestrian flows that regularly criss-cross SRS and maintains vibrancy throughout the site. To complement this strategy, SRS' streetscape is largely designated for retail, restaurants or public spaces to ensure active street frontages that attract pedestrians.
Pendulum
CASE STUDY Barcelona
Port Vell >> Catalunya
Liceu
Drassanes
<< Plaça de Catalunya
(b) Buffer zones to shelter people from ports’ environmental problems To ensure that the ports’ air and noise pollution do not compromise the benefits from stronger port-city connections, buffer zones are important to shelter people from their environmental problems. We use commercial and retail space as buffer areas between ports and land zoned solely for housing. Complementing this is SRS' green network which provides 'breathing spaces' and ‘green lungs’. The environmental regulations that Stockholm's port authorities have put in place to move towards cleaner shipping will also support these strategies.
Port Buffer zone
(c) Hierarchy of green and open spaces in SRS that link up to Stockholm’s green network We designed a hierarchy of green and open spaces to connect uses within SRS, and to ‘link up’ to Stockholm’s green network. This leverages SRS’ potential in providing a seamless ‘green corridor’ for Stockholmers. Moreover, besides providing visual relief to ‘soften’ the urban landscape, they also double up as natural drainage systems to cope with increased rainfall during heavy thunderstorms. The open spaces also serve to facilitate encounters and interations among residents from diverse social groups. For example, at any spot in SRS, one will always be within 400m of an open space. We also propose that schools can be opened to the public outside of school hours to serve as community areas. In this respect, in addition to the schools at Hjorthagen, one more school will be constructed in the southern end of SRS, co-located with commercial or retail uses to optimise land use.
New school Existing school 400m
(d) Physical typology to link people, ports and sea. Free up waterfront for public access In order too mitigate severances between the ports and the rest of SRS, we have designed physical and visual connections to link people, ports and sea. Firstly, we have freed up SRS’ waterfront for public access with the development of promenades. This brings people closer to water and allow everyone to have unobstructed views of the sea and the ports.
Waterfront
An urban ‘balcony’ Secondly, we create an urban ‘balcony’ overlooking ports (SUDEST, 2007). This leverages the strength of port-city interfaces in offering unique spectacles that combines urban views with 'technical' sights associated with port functions (Association Internationale Villes Ports (AIVP), 2015). We do this in the form of adding the upper deck to the Frihamnen terminal to create more public space and look-out points for people. The terminal is chosen as the location of the urban 'balcony' because of its good vantage point (see Figure 4.4.4) that overlooks the other two ports and the entire stretch of SRS' waterfront.
Upper deck (new) Lower deck
Current: Frihamnen terminal with only ground level facilities (in red)
Proposed: Additional upper deck for Frihamnen terminal (in blue)
(e) Better transport connections
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3 4 5
Build a T-bana extension from Karlaplan into the southern part of SRS (in purple colour): This is to cater for the additional traffic generated from the R&D park in the south. The extension will also enable faster access into Central Stockholm, and better integration of the existing metro and LRT networks.
Develop two transport nodes: To facilitate seamless, multi-modal transfers, we have planned for two transport nodes near high traffic-generating areas, i.e. one in the north near Värtahamnen and the maritime services cluster, and another in the south near the Frihamnen and the R&D park. Each of these nodes (in blue colour) will enable convenient transfers between the ports, and to the rest of SRS and Stockholm, via diverse transport modes (e.g. LRT, buses, coaches, cycling). They will also provide access to retail, commercial and office space.
T-bana LRT Freight track Transport nodes
Adjust alignment of proposed LRT line (in green colour) to follow existing rail tracks for freight: This will free up ground-level space for public transport infrastructure. This will be complemented with a scheduling of LRT and freight trips to alternate, where necessary, along the existing railway tracks. Bus routes in general will be left to the local authorities based on assessed demand. However, we propose that local authorities provide dedicated bus services that connect SRS to Arlanda Airport, new Karolinska Hospital and Central Stockholm, to ensure quick access to these important locations. Wheelchair-accessible design for all train and bus stations to ensure they can be easily used by everyone.
A car-light gateaway The SRS will also be developed as a car-light gateway. No private vehicles are allowed in SRS, except for particular vehicles that need to do so (e.g. goods delivery trucks). These must obtain special permits from local authorities and can only enter SRS during restricted hours. Parking made available at the transport nodes will be limited and costly. People with disabilities will, however, have dedicated car park spaces near their homes and offices. To allow people to still get around easily, a comprehensive bicycle and pedestrian network comprising three categories of roads will be established. Complementing this is the extension of Central Stockholmâ&#x20AC;&#x2122;s bicycle sharing scheme to SRS, to provide a seamless cycling network for people. Collectively, these transport strategies can enhance SRS' accessibility, make its transport system more equitable by minimising the need for car ownership, and reduce SRS' carbon footprint from private vehicular travel.
Road 1 Road 2
current condition
after intervention
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6
4.THE GREEN HELIX
SUSTAINABLE RESOURCES URBAN DESIGN FOR OLD KENT ROAD (OKR)
@ London, United Kingdom Master of Science in Sustainable Urbanism (2015-2016) Supervisior Dr. Tse Hui Teh Co-supervisior Patricia Canelas Team member Abraham Halim Bima Fitriandana Claudius Schaf Hamish Dean Role Actors mindmap, concept and design development, site analysis, all visual design, phasing and extent. Duration 3 months This research based project is done through co-evolution actor network theory that is focus on the ‘after effect’ of one intervention. The idea is that there are non human actors that could affect human actors’ way of life, so the aim of the project here is how to discover and what non-human actors (intervention) that will provoke Old Kent Road (OKR) residents to act sustainably. This project was marked 88% by Bill Dunster (Zed Factory) and 90% by Douglas McNab (Southwark Council).
ABSTRACT The idea behind ‘Green Helix’ is that people in the current condition could be triggered to transform themselves to a more sustainable being. The name is derived from our concept development recognizing the pattern of Old Kent Road (OKR) urban structure, where residential area and industrial area creates a correspondence cosine wave, like a helical structure. Also as a branding, making every range of demographics there aware of the happening changes. We began our site analysis with identifying some of the spatial qualities, which included identifying there were two main types of neighbourhood and developments along Old Kent Road. Also analysis about who the actors are and conclude that to three main problems by nonhuman actors such as walls, fences, and cul-de-sac typology (unsupportive infrastructure) that create high dependency of cars, high food footprint since OKR itself is a busy road suffused mainly with food shops and anchor supermarkets, and both problems give another indication of a presence of social blending problem. As we believe “good treatment breeds good behavior” (Council of Europe, 1999) we try to make a breakthrough on non-human actors. For example walls is there because of security issue, creating cul-de-sac, and leading to a driving behaviour to supermarket. But if all residents lower down the brick walls and progressively change to a green wall, this might create feeling of openness within the neighbourhood. The sense of community, taking care of each other and security will also improve. Shorter travel distance also promotes time saving, better quality of life through reduction of CO2, and thus provoking them to consider walking. This also goes in parallel with the food travels: if this could locally be produced, not only could it complement the sense of community, reduce CO2 and costs of food travel, but also drive a sustainable lifestyle even from early childhood, and provide nicer atmosphere in the Green Helix. The food output could also provide an incentive to lowering the walls. Therefore once they understand, this interventions will generate people’s sustainable behaviour.
industrial and unproductive land
residential
Supermarket and food shop
School
human and non human : security
broad range of demographics
walls and fences
uncomfortable for low GHG transport food footprint limited biodiversity
dull and busy road hard surfaces
school kids
cul-de-sac/ impermeable access
institutions : schools
transport for london
southwark council
southwark reuse and recycling centre
SITE ANALYSIS (PHYSICAL AND ACTORS) From the site analysis it is clear that OKR has a complex network of actors both human and non-human affecting the behaviour patterns. Figure 5 shows the way these actors and actants are interconnected, for example the diagram emphasises the walls and hard infrastructure and shows that these are influential in creating a sense of insecurity and are also actants in the impermeability, this impermeability affects school children and also creates a culture where low GHG transport modes are inconvenient and unfavourable.
Food is an important actant in OKR and is heavily linked with the waste in the area, as the Southwark council have identified with trying to manage the waste in the recycling centre. Furthermore, food in OKR has a lot of attached CO2 in food miles, which stems from both urban form in consumer transport for food shopping, as well as supplies being mainly international and therefore the need for local growth has been identified. In its current condition, the network of actors and actants maintains an unsustainable model and therefore needs strategic intervention to improve Old Kent Roadâ&#x20AC;&#x2122;s sustainability.
The site and actors analysis above gave us insight that Old Kent Road suffers from unsupportive infrastructure that creates car dependency, supports social blending in form of a low sense of community while food supplies are largely dependent on imports and have therefore a high carbon footprint. Those three major problems have many implications on resource flows like air, the creation of heat islands, carbon emissions, as well as sustainable food supply; and non resources side, peopleâ&#x20AC;&#x2122;s health and their sense of community is affected by bad resource qualities which lowers
their quality of life. Besides, the infrastructure is stuck in path dependencies that resulted out of the reliance on cars as dominant mode of transport in Old Kent Road. The Green Helix can be seen as core of our following proposal that breaks up those structures, provides new amenities for all residents and creates a more coherent community that cares about a sustainable lifestyle. Translating this into two specific strategies, permeability and mobility as well as knowledge transfer will establish a system that combines and connects the strengths of the area to one coherent district.
problematisation:
unsupportive infrastructure creating car dependency
social blending
resources
food
carbon emission
food footprint creating high carbon footprint consumer distributor
non resources
heat island
people
infrastructure
strategy:
GREEN HELIX knowledge transfer
permeability and mobility
linear park for pedestrian and cyclist
connect to Old Kent Road through lowering and breaking down some walls
new hub for activities
urban gardening/ farming
cultural events
CONCEPT The idea of the Helix arose from recognising there is a clear separation of three residential areas in the southwest, middle-east and north-west whereas industrial sites are correspondingly mirrored on the exact opposite side of the road. Therfore, all of them are spatially disconnected and do not exploit the entire potential of Old Kent Road and its surrounding districts. Therefore as a matter of trying to connect these areas we began to map our linear parks in a manner that begun to look helical in shape and therefore provided the base of the conceptual framework of our urban design. As a consequence, the helical structure builds up and creates a coherent district, linking the residential areas to all activity nodes like the educational centre without cutting off industrial sites that provide large and valuable surfaces for further intervention.
residential
potential nodes
industrial
North Node
1.02 km
South Node
MASTERPLAN On the basis of the previously described concept, the master plan gives a first glimpse on the helical structure and the major nodes it connects to each other. Surrounding the southern node, the largest urban farm of our project area (green), the food market (blush) as well as the educational centre (yellow) will form the core of the knowledge transfer strategy. The light green strands are supposed to connect the residential areas to the main road, whereas the dark green strands stand for the integration and usage of the industrial sites. Both connections are necessary and need to be tied
into the Helix as their spatial separation and dull urban design have caused current problems of car dependency, disturbed resource flows, high carbon footprints and unsustainable behaviour. At the northern intersection of the Helix and Old Kent Road, cultural activities and educational events will complement the food market in the south node. Access to those nodes will be provided in form of cycle lanes, human scale pedestrian paths and high levels of permeability that will foster low carbon mobility.
New Square
Argos Tesco
Burgees park
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+ Broadway
Hammersmith Station
Kingâ&#x20AC;&#x2122;s st
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Studland st. Flyover
Hall
Apollo T
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5.THE SHIFTING PIXELS
PLACE MAKING AT HAMMERSMITH TOWN CENTRE (III)
@ London, United Kingdom Master of Science in Sustainable Urbanism (2015-2016) Supervisior Prof. Matthew Carmona Co-supervisior Katayoun Karampour Team member Abraham Halim Bramastra Saktyawan Tianlu Ma Yudi Qian Role Vision and concept development, masterplan, site analysis, design visualisation, phasing plan. Duration 1 month This is a final product of the final part of the Place Making class. Our concept is by this five pixels (intervention areas) we can shift the current condition in Hammersmith. We formulate our analysis from our both Negative and Positive elements and choose these five pixles to represent our views of Juxtaposing two activities and developments in Hammersmith, Reconnecting the north and south area of Hammersmith, and activating the west side of Kingâ&#x20AC;&#x2122;s Street.
VISION & CONCEPT Juxtaposed
Activated
Offering the urban juxtaposing in Hammersmith to provide a vibrant mixed-use community. To parallel the development in the east and west area and enhance the attractiveness by highlighting the superiorities of Hammersmith: natural landscape, as well as bring and meet two activities between intense activity (shopping, working) and leisure activity (relax, sight seeing).
A series of intervention that reliant upon its existing open spaces, would provide different activities to visitors and locals. The active open spaces are created and improved by a set of landscape design. The area at west of King Street are proposed to address the depression at present.
Water Feature
Reconnected
We found that Hammersmith is recognised for Aquatic Sports, Thames River has an intimate relationship with Hammersmith since long time ago. So we put water as an important element in our five pixels (Water feature was also in Abraham first task).
To improve legibility and sense of place in Hammersmith by delivering a new road network. Hammersmith flyover would be removed in the future urban design framework, accordingly the north area in Hammersmith can be exposed and redeveloped.
Hammersmith Broadway
5
Ravenscourt Park
1
4 3 2
Hammersmith Bridge
River Thames
Our first pixel is The Pendulum, which is the magnet of the west area, a place where people will go there and find their needs, a place where two juxtaposed activities meet together, and a new place for community in the west side of Kingâ&#x20AC;&#x2122;s Street. The second and third consecutive pixels are Furnival Garden which will extend its attractiveness to the unused space of the Flyover, and Tourism Centre, both will strengthen the leisure activities in the south. The presence of the Circus will become an entrance to these development. The fourth pixel is Town Hall which its current condition is 1
2
3
miserable. Itâ&#x20AC;&#x2122;s lack of activities in the site causing the Town Hall like an abandoned building. We plan to activate the building as well as a supporting development for people towards the Pendulum. The fifth pixel is Lyric Square, a gate of Hammersmith. Through Lyric Square all of this shifting process begin. With the new extention, people come from the station, they will clearly see the Church in the south, and when they try to approach it, they will see another vista, a historic building, which is Apollo Theater. Also from that point, they could see the water feature in the Church leading them towards the Circus.
4
5
MASTERPLAN
King’s St.
King’s
The Pendulum
Furnivall Garden Intervention Town Hall Vitalising
St.
Lyric Square Tourism Center and Circus
Figure Ground
Blue and Green
Landuse ground fl.
Landuse 1st fl.
1.THE PENDULUM This proposal occur as a trigger to activate again the unproductive and quiet west side of Kingâ&#x20AC;&#x2122;s St.
station will also be move 150M into the site. This station is an important structure in creating new epicentre.
We look at this site and we feel that it is potential to be used for both leisure and commercial, as a crossing for our mentioned two activities. To strengthen this, Ravenscourt
This building will be a new commercial development with attractive architecture to draw people attention with some retails and offices.
VP2
VP1
CURRENT CONDITION
DESIGN FORMATION SENSE OF PLACE
FUTURE MASTERPLAN
2.FURNIVALL GARDEN INTERVENTION The intervention done to this garden aims to strengthen its leisure function. The proposed concept is to eliminate barriers between the garden and river Thames through linear spatial expansion design approach on the riverbank’s margin so people can enjoy water features. Then, an additional water feature is added on the closed
CURRENT CONDITION
FUTURE MASTERPLAN
PRECENDENT
SENSE OF PLACE
highway to further increase leisure value. This new water feature can function according to seasonal river Thames’ water level, and can be used for recreational purposes and kayaking practice according to needs and maintenance. This area also utilizes shared space so both vehicles and people can pass through, increasing the area’s vibrancy.
3.TOURISM CENTRE AND CIRCUS The south of the area would be exposed by the series of re-construction. The south western of Hammersmith Station was lack of legibility due to the flyover visual barrier. After removing the flyover, the road network has been changed, a circus with shared road spaces and street furniture promote the legibility of the area.
To provide vitality and multi-functions of this area, a tourism centre with a set of commercial and retail services were considered in the intervention, that could regard as the attractive linkage between leisure spaces in the west and Hammersmith Station in the east.
B-Bâ&#x20AC;&#x2122;
A-Aâ&#x20AC;&#x2122;
CURRENT CONDITION
FUTURE MASTERPLAN
DESIGN FORMATION SENSE OF PLACE
4.TOWN HALL VITALISATION The area on the east part of the tall hall has suffered from inactive retailing and low quality residential condition. The proposed area was used for cinema, surface car parking and low quality residential blocks at present. The area is designed to vibrant the existing town hall on the east and help continuity to the pendulum to vitalised the King Street on the
CURRENT CONDITION
west by providing pedestrian-friendly high density housing with different kinds of large open space, public, semi-private and hard surface square. The area has showed great respect for the surrounding existing buildings and generally continued the surrounding urban form, trying to create good street views with harmony living and working atmosphere.
FUTURE MASTERPLAN
DESIGN FORMATION SENSE OF PLACE
5.LYRIC SQUARE EXTENSION One of the poorness quality of Hammersmith is it does not maximise what they actually have. We feel that it’s lack of the cultural awareness, eventhough many valuable historic buildings located in Hammersmith. We also feel that Lyric Square as the main plaza in Hammersmith is not well utilised. We propose to extend Lyric Square to the south,
so when people come by from the north (Station), they could see there is a historic building nearby, St. Paul Church and when they approach it, they will see another valuable building, which is Apollo Theater. This extension also become a new pedestrian realm as a starting point to the south development.
A-A’
CURRENT CONDITION
FUTURE MASTERPLAN PRECEDENT
SENSE OF PLACE
Phase 1
Phase 4
Phase 2
Phase 5
Phase 3
PHASING PLAN
CONCLUSION
Phase 1 We start with the east and west side of the area as these ‘pixels’ act as the two pendulum. Preparation of Ravenscourt Station and Lyric Square Extension removal come first.
There are three main concepts (juxtaposed, reconnected, and activated) that are implemented on ‘pixels’ (interventions) that create a new vision for Hammersmith.
Phase 2 After the site is ready, Phase 2 is to construct the (west) pendulum. The new Ravenscourt Station in Ravenscourt park in the west and on the other side, preparing the enhancement of Lyric Square and Lyric Square Extension. Phase 3 The Pendulum construction starts parallel with enhancement of King’s St. In this phase, demolition of Flyover also begin. Phase 4 After both ends of pendulums in the north side finish, the next phase is all developments in the middle where leisure is the main activity. Begin with the Furnivall Garden then Tourism Centre and Circus. Phase 5 We ends the development with Town Hall and housing development, as a bridging and support structure within juxtaposing our two activities.
Juxtaposed Juxtaposing hamnersmith’s western-eastern side and northern-southern side with supporting activities. The northern side’s retail is supported by leisure in furnivall garden, and the eastern-western side is supported by the new pendulum that balances hammersmith. Reconnected With new interventions such as a new ‘pendulum’ on the west side, the development of Furnivall Garden, and new residential-commercial areas, creating a lively west side and attracting more people. This is also supported by street interventions as support structures in reconnection. Activated Using river thames’ existing leisure concept and reimplementing furnivall garden’s intervention through integration with river thames and new river features for people of all ages. Lyric square’s extension has activities in all seasons that brings life back to hammersmith’s public spaces.
RAVENSCOURT PARK STATION & PENDULUM
LYRIC SQUARE TOURISM CENTRE AND CIRCUS FURNIVALL GARDEN TOWN HALL VITALISATION KING’S ST. REDEV. QN CAROLINE ST. REDEV. FLYOVER REMOVAL WATER INSTALLMENT APPROACHING AND RESETTLEMENT OF THE DWELLERS NEW LANE AND TRAFFIC CHANGES
2015
2020
2025
2030
Abraham Halim
abramth@gmail.com
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