Infrastructure Mobilised - Towards a more productive city /AA/H&U/Design Workshop/Lower Lea Valley by Alok Kothari

INFRASTRUCTURE MOBILISED. towards a more productive city

INTRODUCTION City as a Canvas BUILDING AN INTERFACE Including the lower lea valley in a broader area of production

NE LONDON METROPOLITAN AREA OF PRODUCTION

DUALITIES OF MOBILITY INFRASTRUCTURE

STRATEGY

MOTORWAYS Reclaiming the A-12

Architectural Association School of Architecture Housing & Urbanism ‘13 Team Alok Kothari Berk Oktem Chao Wang Diego Grinberg Lucia Donizetti Manuel Otero Mingyu Zhu Priya Lonappan Sankalp Sinha Zohreh Ahmad Tutors Jorge Fiori Elena Pascolo Alex Warnock-Smith

PROBLEMATIZING

CONDITIONS

STRATEGY

SCENARIOS

RAILWAYS Stations more than just ‘points’

PROBLEMATIZING

CONDITIONS

STRATEGY

SCENARIOS

CONCLUSION Expanding mobility infrastructure: Incorporating industry

110

BIBLIOGRAPHY

122

INTRODUCTION city as canvas

city as canvas

CITY AS CANVAS Speculative activities compromise global production. Financial operations consisting of individual appropriation of already existing wealth focus on redistributive actions. This unproductively consumes resources. Real-estate industry is the most important and prevalent mechanism for urban development. Being primarily rent-based and almost completely financially driven, this form of development poses a threat to the social and economic vitality of cities. The homogenizing effect of this approach often undermines the potential for new urban relationships to evolve. Through means of increasing land prices, ostensibly for urban development, the differences between wealth creation and speculation become dangerously hazy. Still embedded within the consequences of a deep financial crisis, urban development methods now ought to be put in question. Speculative procedures could initiate more production-oriented approaches to urban development to result in an understanding of cities as crucial elements of production. Urban fabric should acknowledge its capacity as a space for all scales of production to occur. Cities, as substantial concentrations of resources, retain material too valuable to be disregarded. Despite the multiple conflicts inherent to capitalist industry, it still constitutes one of the main drivers for the transformation of productive forces. These two important elements, cities and industries, have however seen their relationships diminished overtime, calling now for re-evaluation. Due mostly to repellent physical qualities, industry formerly at the very heart of urban areas has been continuously pushed outside of the city throughout the 20th century. The constraints it once faced have since dissolved. This change of urban boundary has allowed for the monopolization and sprawl on space with cheaper land. Though this availability of land sounds promising, it implies a loss of possibilities for unexpected transactions and more productive associations with other urban resources. However, the key understanding of this investigation is that urban activities, such as scientific research, education, service provision, etc., provide important material and are fed by the constant

technical innovations that industries produce. Subsequently, their spatial separation puts a hold on production development. Moreover, it restrains the possibilities of creating, enduring small-scale industries. Even when unable to thrive on their own, they can be important to overall production, by means of combining them with other economic activities. Mobility infrastructure has strong and direct ties to industrial activities. First, these activities unsurprisingly cluster around elements able to support them. Second, the difficult conditions these elements entail decrease the demand on the surroundings. Therefore, besides simply being a connection, mobility infrastructure has also been the serving spoon for industrial production, feeding into the very nature of its logistical requirements. Unfortunately, industrial productivity within cities has been devolving, becoming more detached, and disengaging from other urban activities. As a result, the potential role for mobility infrastructure in cities as multifaceted is in many respects on the verge of neglect. All in all, mobility infrastructure elements are too embedded in real-estate based urban processes of development. Their presence significantly impacts developing or transforming urban areas. By prompting fluctuation in land price they modify the activities and relationships occurring within them. Instead, as means of using industrial activities to harvest productive combinations with other urban resources, the city should begin acknowledging the potential that mobility infrastructure in reengaging industries with urban environments. Contemporary discourse surrounding mobility infrastructure provides insight about the potentials of mobility infrastructure can have. Across scales, authors provide varying opinions, including debates on local impact, undefined framework, and the potential for the underutilized approaches to mobility infrastructure.

city as canvas

At a local scale, the discourse illuminates the possibility for urban decay as a result of mobility infrastructure. With infrastructural permeation in urban areas, Stefanie Bremer and Henrik Sander argue that “the increase in noise and air pollution determines urban decline.” These areas tend to be “unattractive” and “become a sort of inner periphery”. Themes in local infrastructure underscore the idea of specificity, which has been valued in thinking of a composite, productive fabric. In the Lower Lea Valley, local specificity arises from the existing presence of industrial, logistic and manufacturing uses, which happen to merge with the “creative industry” clusters. A lack of definition surrounding mobility infrastructure creates a challenge for land appropriation at a local scale. This can be in the form of legal, administrative and even financial terms. Underutilized areas tend to be “undefined in use, ownership, management, and function” . The research also explores how informal activities tend to characterize these areas of spatial neglect, as their framework is murky enough to be left out of legal clauses. “The conditions of enclosure and emptiness” Adding to this, the physical appearances often repel any demand for the space, allowing these alternative activities to proliferate. Spaces where conditions are not fixed provide a greater range of opportunity for investigating the use of design in redefining actors, relations, associations, and other possibilities. 1.

Coupling these conditions a greater range of opportunity arises where infrastructure can be viewed as a system rather than an object. According to Stan Allen, infrastructure should be regarded as “space”. In doing so, it produces “complex and unpredictable” effects and events that reposition its overall role. This novelty becomes the test for what can address the urban complexities spawned by the social, political and social life of the city. Two case studies have specifically informed our approach; these being Urban Think Tank’s metro-cable and Cedric Price’s Potteries Think Belt. Key methods were extracted from analysing these projects: punctual intervention, relations between actors and the mobility amongst different scales and areas of varying production. Through UTT’s implementation of a station system in Caracas, the notion of precise intervention addresses architecture as an active way of condensing activity. Intervening in urban areas requires extreme explicitness “thoughtful planning can create new, small communities greater city” and can bring forth new spatial relationships between facilities and mobility. The pursuit of mobilization is core to both projects. Both the lines of mobility in the metro-cable and the transportation network of the Think Belt facilitate certain clusters of activities to arise and potentially flourish. Cedric Price acknowledges, “There would be no uneasy demarcation

Stefanie Bremer, Henrik Sander, “Creation of Trans-local spaces”, in Thomas Hauck, Regine Keller, Volker Kleinekort (eds.), 2011, “Infrastructural urbanism”. DOM pub-

between manufacture and learning. They would be integrated. To ensure this teaching would take place wherever the particular research and manufacture related to it is sited”. Crucially, PTB provides insight on the interrelation between conventionally unrelated activity and how it can instigate mutually-beneficial change. Indeed the nature of mobility is connection, which harps on the last major point. When an urban intervention includes other productive areas of the city, each element involve is re-qualified. In the Lower Lea Valley, the reintegration of industrial and manufacturing activities aim to impact the use of urban resources, conjoining research, education, digital design, commerce and other productive activities.

other urban activities could be re-qualified through industrial contact. If prompted with a diversity of contributions and primed with expanded modes of production, the city canvas could be deemed a more productive space.

The re-inclusion of industrial and manufacturing activities within cities, could nurture multiple combinations of production. The complexity of industrial methods is unprecedented. Today more than ever, the production of knowledge and science lies central to industrial activity. No major resolutions have dealt with the scale of this complexity, as important portions of knowledge development are still predominantly oriented towards speculative, unproductive, activities. For instance, the development of information flow remains geared to financial gain. Crucial to production development are the encounters between industry, manufacturing, services, research, education, and other predominantly urban resources. Technical industrial innovation has much to learn from education, research, software development, etc. whereas these and 5.

Samantha Hardingham and Kester Rattenbury, “Supercrit 1, Cedric Price Potteries thinkbelt”, 2007,Rouletdge.

lishers, Berlin.

2. 3.

Ed Wall, “Infrastructural form, interstitial spaces and informal acts”, in Thomas Hauck, Regine Keller, Volker Kleinekort (eds.), op. cit.. Stan Allen, “Landscape infrastructures”, in Katrina Stoll & Scott Lloyd (eds.), 2010, “Infrastructure as architecture. Designing composite networks”. Jovis Verlag GmbH,

Berlin.

Urban Think Tank, Alfredo Brillembourg & Hubert Klumpner, 2010, “Slum lifting; an informal toolbox for architecture as infrastructure”, in Katrina Stoll & Scott Lloyd (eds.),

op. cit.

city as canvas

URBAN THINK TANK: METROCABLE

CEDRIC PRICE: POTTERIES THINKBELT TO LIVERPOOL MANCHESTER

TO LIVERPOOL MANCHESTER

TO MANCHESTER

TO LIVERPOOL MANCHESTER

INDUSTRY SHARED AREA FACULTY AREA: STAGE 2 HOUSING AREAS FACULTY AREA: STAGE 1 KEELE UNIVERSITY HOUSING EXPANSION AREA

3 TO BRININGHAM LONDON LONDON

TO STATFORD BRIMINGHAM

TO LEICESTER

Cedric Price´s Potteries Think Belt provides insight on how a broader understanding of infrastructure could prompt interrelation between conventionally unrelated activity and instigate mutually-beneficial change.

Urban Think Tank’s metro cable in Caracas: architecture as an active way of condensing activity

TO BRININGHAM

building an interface

NORTH EAST LONDON EMERGING / CONSOLIDATING CLUSTERS

BUILDING AN INTERFACE

including the lower lea valley in a broader area of production

. NE LONDON METROPOLITAN AREA OF PRODUCTION . DUALITIES OF MOBILITY INFRASTRUCTURE . strategy 12

.A RESEARCH MEDICAL AND EDUCATIO NAL CL USTER .B TECH CITY .C DAL STO N CO ME RCIAL CLUSTER .D HACKNEY CENTRAL COMMERCIAL + INSTITUTIONAL CLUSTER .E HOMERTON HOSPITAL AREA .F LOWER LEA VALLEY AREA building an interface

INCLUDING THE LOWER LEA VALLEY IN A BROADER AREA OF PRODUCTION London´s celebration of the Olympic games in 2012 has raised development pressure in the Lower Lea Valley. In accordance, an Olympic Legacy Plan has been developed in order to outline the transformations to come. However, it presents a fragmented approach with a real-estate driven orientation. Its different elements consist predominantly of housing, sports and recreation. Also with a central element of leisure conjoining the scattered pieces. In an optimistic scenario the plan will have a positive impact on communities, regarding employment, social cohesion, and general development of the area, but only at a local scale. With slightly more realistic outcomes, the plan will replace industrial areas as a result of land price increase, and will eliminate many of the current potentials the area has as an important element of urban production. The Lower Lea Valley possesses some of the most central characteristics to be used in re-qualifying urban production. Within it, industries are particularly well defined. Therefore, they compose an area embodying specific beneficial features that can add to other metropolitan clusters of production. Indeed, areas situated in North East London, such as King’s Cross, Dalston, Hackney Central, Homerton, or Old Street among many, are emerging and or consolidating, as important hubs of economic activity. With each one distinct, they are crucial elements of urban development as they touch on medical research, digi-

tal or media development etc, and other knowledge-based economic activities. All of these could benefit from integration with industrial development. Thus, the specificity and potentials of the Lower Lea Valley could contribute its industrial fabric to a broader metropolitan area of production. The area defined as the North East London metropolitan area, already presents examples of networks that actively deploy association to achieve composite results. For instance, the National Health Service, or the area´s Colleges include a vast and varied set of hierarchical elements, like administration and research, all with particular facilities. They are reliant then on the totality of the network to complement their services. The challenges raised by the possibilities for re-including industrial activities within urban contexts, calls for the establishment of similar systems that lean towards production.

NORTH EAST LONDON EMERGING / CONSOLIDATING CLUSTERS

Mobility infrastructure is the element physically synthesizing these various portions of London. While the over ground runs WestEast, the new Cross Rail and existing underground further connect central London to the Lower Lea Valley. The emergence of Stratford as a new transport hub, also hints at the importance of this network. The A-12 constitutes another major piece of urban connectivity and transport linking the area with productive clusters and corridors at a metropolitan and regional level.

building an interface

DEFINING A NORTH EAST LONDON METROPOLITAN AREA OF PRODUCTION.

.D However, while these elements of mobility infrastructure govern the distribution of industrial activity at a regional level, they often have adverse characteristics at a local one. In the suburban instance, these elements are distantly located to avoid such conflict. In cases of urban concentration, such as in the Lower Lea Valley, these issues are infinitely more blatant and more difficult to remediate. Each line of mobility infrastructure contains intrinsic characteristics, providing urbanity with specific complexities. For instance, the Area Action Plans for Dalson, Hackney Central and Hackney Wick have all demonstrated that railways tend to over-concentrate economic activity around stations. Highways, on the contrary, are marked by deactivation of adjacent areas. However, the blatant and often abrasive elements of infrastructure, provides, in the case of the Lower Lea Valley, the basis for rich spatial strategies. In spite of, and even stemming from, their complexities, mobility infrastructure elements are the most promising to associate the Lower Lea Valley industrial base with other production clusters. Their tight knight bonds with industrial activities provide mobility infrastructure with enormous possibilities to transform urban industriesÂ´ procedures A transformation through which industries could coexist with densification, can recuperate their urban presence.

.A .B Areas situated in North East London, such as Kingâ&#x20AC;&#x2122;s Cross, Dalston, Hackney Central, Homerton, or Old Street among many, are emerging and/or consolidating, as important hubs of economic activity. With each one distinct, they touch on medical research, digital or media development etc., and other knowledge-based economic activities. All of these could benefit from integration with industrial development.

.A RESEARCH MEDICAL AND EDUCATIONAL CLUSTER .B TECH CITY .C DALSTON COMERCIAL CLUSTER .D HACKNEY CENTRAL COMERCIAL + INSTITUTIONAL CLUSTER .E HOMERTON HOSPITAL .F HACKNEY WICK CREATIVE INDUSTRY CLUSTER

building an interface

THE INFLUENCE OF MOBILITY INFRASTRUCTURE IN DEFINING DEVELOPMENT AREAS.

All in all, In order to leverage relations that bring industries back to urban environments, mobility infrastructure has inherent potential. The railway connections, particularly Hackney Wick and Pudding Mill, define crucial points of access for North East London to the rest of the city. While Hackney Wick provides access to surrounding emerging clusters, the Pudding Mill is efficient access to more developed and already established London areas, such as the City of London, Fitzrovia, or other emerging around them such as Old street. When each point of a station works with the interstitial segments of the A-12, a broader metropolitan territory can be cohesively envisioned. Definition would thus be achieved by producing an interface through this infrastructure. [concentration/filtering] [layering movement] = [independent development] [cross-pollination]

The proposed strategy consists of two key moves setting up a sequence that will intensify the productivity of the area. The first consists of the concentration of sprawled industrial activity filtering their negative consequences. This would not only absorb the needs of heavy transport, manoeuvring space, noisy activities and so on, but would also give rise to a second move: the creation of new layers of movement and transportation.

Recently developed, currently developing, and vacant land, concentrated around and almost defining the main lines of mobility infrastructure.

building an interface

R EC EN TLY D EVEL OPED LA ND

CURRE NTLY DE V E LOP ING LA ND

VA CA NT LA ND

THE IMPORTANCE OF MOBILITY INFRASCTUCTURE IN DEFINING METROPOLITAN RELATIONS

Concentrating, filtering and layering movement could lead to the autonomous development of better-functioning areas which can then cross-reference each other. Indeed, in pursuit for optimization, space for common logistic activities related with infrastructure could also provide the base for the formation of new clusters combining civic, industrial, and other needs. With mobility infrastructure as the heart of this exploration, the A-12 motorway, in conjunction with the surrounding railway stations of Hackney Wick and Pudding Mill can be tested as drivers for establishing an interface of multi-scalar relations. This interface would aim at challenging industrial performances of the Lower Lea Valley in order to relate them to other urban clusters. Ultimately, it will be working towards the inclusion of the Lower Lea Valley into a broader area of production.

Mobility infrastructure physically synthesizes these various portions of London.

building an interface

MOBILITY INFRASTRUCTURE´S COMPLEXITIES: AVOIDING CONFLIC THROUGH EXTERIORITY

In the suburban instance, mobility infrastructure´s elements are distantly located to avoid conflict. In cases of urban concentration, such as in the Lower Lea Valley, these issues are infinitely more blatant and more difficult to rectify.

CAMBRIDGE

HARLOW

CAMBRIDGE

M O B I LI TY I N FR A STRUCTURE : DUA L ITY LOCAL EXTERIORITY

Cambridge

Harlow

HARL OW

Cambridge C A MB R ID GE

building an interface

MOBILITY INFRASTRUCTURE: DUALITY LO C AL EXTER IO R ITY

HarlowHA RLO W

MOBILITY INFRASTRUCTUREÂ´S COMPLEXITIES: METROPOLITAN AND REGIONAL INDUTRIAL LINKAGE

Elements of mobility infrastructure govern the distribution of industrial activity at a regional level. The images show the position of industrial parks in red, clustered along lines of mobility infrastructure.

building an interface

MOBILITY INFRASTRUCTURE´S COMPLEXITIES: RAILWAYS AND MOTORWAYS CONTRADICTORY/COMPLEMENTARY CONDITIONS

Whereas railways tend to over-concentrate economic activity around stations, motorways, are marked by deactivation of adjacent areas.

M O B I LI TY I NFRA S TRU CTUR E : D UA LI TY HI G HWAY DEACT I VAT I O N

building an interface

SERVICE NETWORKS NHS / UNIVERSITIES National Health Service and Colleges form networks actively involving associations, with composite results. They include a vast and varied set of hierarchical elements, reliant on the totality of the network.

building an interface

CRITICAL POINTS AND LINES DEFINING A MULTI-SCALAR INTERFACE

[concentration/filtering] [layering movement] = [independent development] [cross-pollination]

A N I N T E R FA C E A 12

A 12

HACKNEY CENTRAL

A 12

HACKNEY WICK KING´S CROSS

DALSTON

RAILWAY´S OVERCONCENTRATION

POTENTIAL AREAS OF DEVELOPEMENT

INFRASTRUCTURE AS A FILTER

LOWER LEA VALLEY

PRODUCTIVE CLUSTERS

HIGHWAY DEACTIVATION FRAGMENTING AREAS

OLD STREET

LAYER 1

The railway connections, particularly Hackney Wick and Pudding Mill, define crucial points of access for North East London to the rest of the city. Those two points define a segment of the A-12 line that could form an interface of relation between the Lower Lea Valley and the North East London metropolitan area of production. An interface constituted through elements of mobility infrastructure.

C O N C E N T RAT I N G

building an interface

AN D

F I LT E R I N G

LAY E R I M PAC T

O F

M O B I L I T Y

I N F RAS T R U C T U R E

LAY E R U R BAN

S T RAT E G Y

Concentrating, filtering and layering movement could lead to the autonomous development of betterfunctioning areas, which could then enable cross-referencing. Space for common logistic activities related with infrastructure could also provide the base for the formation of new clusters combining civic, industrial, and other needs. Lower Lea Valley´s particular conditions could thus contribute to the reinclusion of industrial activities to the North East London metropolitan area of production.

THE PRESENCE OF MOBILITY THE A-12

TITLE MOTORWAYS

subtitle the A-12 reclaming

. PROBLEMATIZING . CONDITIONS . STRATEGY . SCENARIO motorways

PROBLEMATIZING

IMPACTS OF THE A-12

Motorways possess characteristics that often challenge the quality of urban life. Questions of size, scale, speed and connection, arise particularly in adjacent areas due to their negative impacts. The number of these particular considerations is vast, however each carries potential. Linkage is the most innate characteristic that the motorways provide, but many of its unconsidered opportunities could be engaged as well. While the presence of industry and abundance of vacant space require atypical spatial strategies, the motorways provide the material to explore unconventional solutions.

motorways- problematizing

ADJACENT UNDERUTILIZATION

motorways - problematizing

CONDITIONS FRAGMENTATION & UNDERUTILIZATION

Currently, the derelict land by the A-12 is perceived as undesirable, and therefore treated as the back of house space, or where imprudent industrial activity occurs. The rapid speed demanded by metropolitan and regional connection, helps kneed the conditions of surrounding fabric. The hierarchies of speed along a motorway, including secondary streets, similarly correlate with the built environment. Abrasively, speed results in the underutilization of significant portions of land. Instead, through movement redistribution, areas could be reconfigured.

SECONDARY STREETS: ACTIVITY ABSORPTION

Likewise, any instance with fast moving cars considers sound as a primary point of contention. In the case of the A-12, many types of barriers such as buildings, open spaces and even forage are required as dampening buffers. In this particular segment of the A-12, a line of continuous, tall buildings constitutes the West-most frontage, whereas the Eastern canal side has lower, more fragmented industrial sheds. In aiming to test new possible relations between industrial uses with other activities, the undermining aspects of mobility infrastructure cannot be disregarded and therefore have to be managed. .

MOTORWAY: WASTING SPACE

This map indicates the underutilized space which engulfs many industrial areas. In addition, the frontages on the industrial side tend to be more fragmented, while the developed areas have a consistent and continuous orientation to the A12.

motorways - conditions

SOUND LEVELS

Here, the levels of sound are particularly concentrated around junctions. They are intensified in the areas beyond when substantial barriers are not present.

BUILDING HEIGHTS

The heights of the buildings play a role in buffering audible and visual conditions as well. The taller buildings tend to be located on the west, whilst the industrial areas to the east are far shorter.

motorways - conditions

continue argument in “DEVELOPING AN ART FOR INFRASTRUCTURE DESIGN” (D’HOOGHE, ALEXANDER)

EARLY PROTOTYPE OF INTERACE FOR HIGHWAYUS

CASE STUDIES

‘If a garage can srve as an architectural stop between the moving world of teh highway and the static world of a town center, or shopping precinct, it can, if handled as Louis Kahn suggest, become a symbol of the collective and human aspect of what accurs in town or shop. Garage or station of rapid transit system as stop, is a link between the highway (or train) and pedestrian movement. If designed with sufficient understanding , it can serve as a defining wall, or perhaps a built mountain , for the activity it links with the world of the highway’. Fumihiko Maki

7 Manuel De Solá-Morales - Barcelona San Andreu

6 Louis Kahn Parking tower Philladelphia

The configuration of buildings allows for layered movement, creating a hierarchy between the different areas.

motorways - conditions

8 Joan Busquets - Beatrix Quarter

The aim was to create an independent high speed avenue, but allow the adjacent quarters to operate with a rail system. This also freed up the potential for pedestrian routes beyond.

BUSQUETS BEATRIX QUARTER

Joan BusquetsÂ´ plan for the Beatrix quarter in The Hague provides an example of particular interventions along a motorway that allow development in other areas. Three key moves can be extracted from that project. The first consists on the reduction of noise exposure through the use of preventative glass screens. The second is through the layout of buildings whose scale is not dwarfed by the size of the adjacent highway. Third, is the use of an aboveground light train, connecting the area with a nearby central station without altering pedestrian connection. That combination manages to reduce the bulk of highwaysÂ´ repellent conditions. Noise and pollution are kept away from the recuperated land, whereas a light transport addresses the usual low levels of activity conditioning these areas. However intelligent or successful the projects may be, they do not monopolize on particular conditions for specific purposes. Instead of aiming at the creation of more complex and productive fabric, these operations tend to homogenize urban environments. Ultimately, they are conceived by making difficult conditions adaptable for market requirements.

9 Randstad Rail Station Beatrixlaan

glass screen to control conditions

lightrail to combat disconnection

motorways - conditions

buidling mass as buffer

STRATEGY

concentration/filtering

layering movement

independent development

motorways - strategy

cross-pollination

STRATEGY

H A C K N E Y WI C K S TATI O N HACKNEY W ICK

Filtering services, layering movement Two major moves define a sequenced strategy for the development of the area. The first, constituting an interface to filter the conditions of the A-12, for the developing area. Second, is the transformation of the transportation patterns as a consequence of filtering spaceconsuming, heavy-traffic led manoeuvres. The densification of necessities, such as storage, loading activities, and other services, form a barrier to buffer arduous conditions, while simultaneously providing a platform for productive activities to cross-pollinate. This concentration then demands new systems of movement, potentially even multiple modes of transportation. As a result, there can be a greater control over speed and more precise linkages. For instance, the vehicular traffic supporting manufacturing areas can be woven to intersect with more civic and pedestrian activities whereas a proposed intermediate level of light transport improves the distribution of goods and people.

Overall there would not only be a provision and optimization of necessary services, like storage and logistics but the system would act as a filter of many elements such as people, noise, pollution and other general adverse conditions of industrial usage. After this, the resulting movement is diffused. Freight trucks are restricted from moving past the threshold of the interface. Existing beyond, logistical movement is transformed into a lighter system where goods and people are transported in search for an easier and more frequent link to civic networks and amenities. The interface should be flexible enough to accommodate car parking, so instead of dispersing across the entirety, stacking could occur. This spatiality could include work and studio space, storage across scales (from industry to housing), commercial uses with services coming from the A-12. Each side of the interface would have completely different relationship, as one relates to buffering the A-12, and the

other is to benefit the areas lying beyond encouraging engagement of users, by including housing, retail and civic space. Its first layer or (faรงade) should particularly be understood as a varying element. Given the characteristics of logistics, it could provide insulation buffering, whereas gradually getting lighter where storage, studios, or other dwelling uses are allocated. The ground level could be permeable enough for unloading goods proceeding through at a new rate. Finally in areas with a greater civic concentration, the faรงade can transition into a system that collects rainwater, reused by residents. Likewise, other building types could be potentially plugged in beyond. In summary, the service corridor is varied enough to strengthen engagement with wider areas in Hackney and through the mobility of the A-12, with the rest of the city as well.

P U D D I N G M I LL S TAT I O N A- 12

BOW CHURCH

motorways - strategy

INDUSTRIAL SPRAWL

Right now the usage of the land by the A12 demands rethinking as there is increasing pressure for the large wasted plots of land. This could be eased by shifting and configuring some of these activities within our interface along the A12.

motorways - strategy

CONCENTRATING SPRAWL

WASTED SPACE: INDUSTIAL MANOEVERING

In order for this development to occur, areas facing the pressure of development need to be eased. Again, formerly sprawling activities would instead be concentrated within the service facilities of the interface. The resulting open space would be freed up for other, more productive activities.

motorways - strategy

INDUSTRIAL CONCENTRATION: OPTIMIZING THROUGH COMMON FACILITIES

ENABLING FILTRATION

Not only would there be a provision of necessary services, like storage and logistics but the system acts as a filter of many elements such as people, noise, pollution.

motorways - strategy

Freight trucks are restricted from moving past the threshold of the interface. Existing beyond, logistical movement is transformed into a lighter system where goods and people are transported in search for an easier and more frequent link to civic networks and amenities.

The interface should be flexible enough to accommodate car parking, work and studio space, storage across scales (from industry to housing), commercial uses with services coming from the A-12, etc.

motorways - strategy

STUDIOS

STORAGE

WAREHOUSE

WALL

INSULATION

PARKING

PRODUCTION

WALL

WORKSHOP

STORAGE

VERSATILITY OF INTERFACE

Its first layer or (faรงade) should particularly be understood as a varying element. Given the characteristics of logistics, it could provide insulation buffering, whereas gradually getting lighter where storage, studios, or other dwelling uses are allocated. The ground level could be permeable enough for unloading goods proceeding through at a new rate.

motorways - strategy

CANAL PATH

RETAIL

WHEN TECHNICAL REQUIREMENTS BECOME A PLATFORM FOR EXCHANGE

LIVE/WORK

WALL

RAIN WATER

GRADATION OF PERFORMANCE

Other building types could be potentially plugged in beyond. The service corridor is varied enough to strengthen engagement with wider areas in Hackney and through the mobility of the A-12, with the rest of the city as well.

motorways - strategy

LAYERING MOVEMENT

A-12

service roads

light transport

pedestrian

With a more composite system of movement, a closer control over speed and a precision of linkage can occur. The A-12 unfolds into a layered system of other North-South lines. A service road runs between its entrances, a new transportation spine links Pudding Mill and Hackney Wick stations, and a pedestrian route is introduced alone the canal.

motorways - strategy

LAYERING: logistical maneuvers local transport pedestrian movement

LIVE / WORK

pedestrian

SECTION

STORAGE

C - C’

R ETAI L

cars STORAGE

PRODUCTION

light transport SECTION

WORKSHOPS

B - B’

HOUSING

goods heavy vehicles

STUDIOS WAREHOUSE

SECTION

The movement system filters the operations of industrial transportation, so that the services can be optimized while being able to cope with other uses.

A - A’

R ETAI L / LI V E STORAGE

The new routes unavoidably interlace, thus creating varied conditions for multiple combinations of building typologies and suitable uses. Each area is defined by a line of movement and relates to different industries however they all engage with civic amenities.

motorways - strategy

SCENARIO These two key moves should be only the tip of an iceberg. The concentration of sprawled activities could shield industrial activities from the pressure of real-estate development, particularly from the burden the London 2012 Olympic games have placed on the area. It could also result in an open space freed up for other productive activities. In this sense, the two initial moves ought to unravel a new understanding for the entirety of the site. The new routes unavoidably interlace, thus creating varied conditions for multiple combinations of building typologies, suitable uses, etc. Each area, defined by a different combination of movement lines relates to different industries also engaging with civic amenities.

transportation line, there could be an integration of existing and newly developed activities.

The crucial aspect of this multiplicity is that different combinations of land could be developed at independent times without undermining the process as a whole. Along each

This exploration aims to broaden the established understanding of infrastructure. The impeding motorway conditions could not only be adapted to inner-urban contexts through a se-

These combinations are expected to develop a series of spines that could engage manufacturing areas, but also connect to the centre with civic amenities. As an example, the nucleus of being city farm is connected to the canal, and combined with work studios and residential spaces. However, neither the spines, nor the combinations of elements and sequence are fixed or pre-established. On the contrary, a diversity of typologies across the site reinforces the possibilities for infrastructure in becoming instrumental to urbanism.

ries of key spatial interventions, but also expand the scope of their productive support. By treating designed architectural elements as devises, operations such as logistics, manoeuvring, and storage could realize a beneficial redefinition. Concentrating industrial services could allow for possibilities of unfolding motorway movement into a layered system with different speeds and transportation patterns, allowing other uses to occur. Likewise, these compound and versatile typologies are conceived to cope with a spontaneity and multiplicity of use combinations. The most crucial premise for these architectural tests is in creating new platforms for exchange. Ultimately, architecture is used to unravel a more dynamic usage for mobility infrastructure. When considered in conjunction with its connectivity, it could be oriented towards the formation of productive metropolitan amalgamations.

A diversity of typologies across the site reinforces the possibilities for infrastructure in becoming instrumental to urbanism.

A-A 66

motorways - scenario

B-B

C-C

motorways - scenario

CLUSTERING POSSIBILITIES

civic spine

Each plan of the site area, highlights a combination of zones that are defined by the line of movement. each one relates to different industries but all touch on civic amenities. With sufficient mixture, different patches of land could be developed at different times. Along each transportation line, there could be an integration of varying activities. This multiplicity would subsequently lead to new relationships. The development of the civic spine would engage manufacturing areas, but also connect to the center with civic amenities In one instance, the nucleus of being city farm connected to the canal, with work studios and residential spaces in the scheme as well.

motorways - scenario

RAILWAYS

stations - more than just â&#x20AC;&#x2DC;pointsâ&#x20AC;&#x2122; Hackney Wick station

. problematising . condition . strategy . scenarios 74

railways

PROBLEMATISING OVER CONCENTRATION EFFECT OF RAILWAY STATIONS

CRITIQUE - AAP

CREATIVE

LEISURE

A 12

MANUFACTURE

Hackney Wick

Stratford

The conventional approach to a Transport Oriented Development (TOD), which uses stations as the generators is mostly real estate driven. This method usually eradicates the existing functions and replaces it with high end residential and commercial spaces leading to a homogeneous development, destroying the local productivity chains present in those areas. Similarly, the Area Action plans (AAP) of Dalston, Hackney Central, and Hackney Wick illustrate, station´s concentration power are currently focused on the attraction of investors by providing them space and opportunities. In

Victoria Park

the case of Hackney Wick, the existing industrial fabric is to be replaced with dense residential mass, whereas public realm comprises mainly cafes, pubs or other similar commercial uses. Through a series of analyses and tests, Transport oriented development´s methods of using stations as attracting points for characteristically homogenising processes, will be put in question. The aim is to develop alternative approaches to use railways concentration to unravel possibilities of associations between local specific conditions and other urban resources.

Hackney Wick - Proposed fabric as per the AAP

Pudding Mill Kings’ Cross

- Inset - Characteritics of the stations around Olympic park

- The city of London

Typical section - AAP

Railways provide for a fast and cheap connectivity from one place to the other, within and across cities. This phenomenon leads to an over concentration of activities around the stations shaping the territory around them in different ways. For instance, within the Lower Lea Valley, Hackney wick, Pudding Mill and Stratford stations have an accumulation of creative studios, light manufacturing industry and high end commercial spaces, respectively around them. In other words, the railway stations act as ‘points’ of transformation and have an immense potential of generating development in their surroundings. Existing fabric against the proposed densification

railways - problematising

CONDITION CASE STUDY

SITE STUDY

New Socialist Village, Beijing: The new socialist village in Caochangdi, Beijing establishes new spatial and manufacturing strategy, promoting a mixed use cluster in the urban context. This urban village demonstrates a highly efficient ecology of production. The co-operating units along with spontaneous provocations spread across the entire site making the whole area function as a â&#x20AC;&#x2DC;working villageâ&#x20AC;&#x2122; which complements the local residents and industries. Understanding: Creating a local scale industrial logic may bring the bottom-up opportunism for the networks to address the productive chain on a larger scale.

Key plan

5th Ring road B Station

New Socialist Village

Detail A: Railway track - A barrier between two sides

Hackney Wick area has different typologies of old industrial buildings and clusters which cater to different functions such as the storage, manufacturing, creative studios, etc. However, there is a weak relationship between the station and these building clusters.

New Socialist Village - Location Plan

Likewise, they make limited usage of open space around or inside them. Instead of using them to extend the resources brought by the stations from other urban areas, they are barely used for loading and unloading of goods and car parks. In addition, the railway line is creating a barrier resulting into a restricted movement of vehicles and pedestrians. Conceptual view

Section AA

Cluster B: Restricted movement of vehicles inside the clusters

railways - condition

Detail A

TYPOLOGY STUDY

UNDERUTILISED SPACES

Adaptive reuse

A. A

Building catering to manufacturing and storage facilities for the same production logic

Station

C Hackney Wick - Key plan

Nevertheless, studies of existing typologies show potentials in the transformation and adaptation of previous structures to new needs. For instance, the old monofunctional buildings have undergone adaptive reuse incorporating multiple functions (shown in diagrams A, B, C).

Along with manufacturing, the structure also provides for live and work areas for individual professionals

A cluster of buildings catering to various activities such as storage, manufacturing, live and work areas, etc.

railways - condition

STRATEGY INDEX

INDEX

Concentration/ Filtering

Layering Movement

Independent Development

railways - strategy

Cross - Pollination

CONCENTRATION/FILTERING

Hackney Wick CREATIVE INDUSTRY

RESEARCH

MANUFACTURE

SHARED FACILITIES

The main aim is to have two main productivity chains based on the existing functions around the two stations â&#x20AC;&#x201C; one is the creative industry chain at Hackney wick and the other one is the movie & media industry chain at Pudding Mill station.

RECYCLE

Pudding Mill

P R I M A R Y A C T O R S

MEDIA

Hackney wick station to the north and Pudding Mill station to the south are used as the concentrating generators from which a new sequence of spaces aimed at moving beyond.

S U P P O R T I N G A C T O R S

MOVIE

railways - strategy

LAYERING MOVEMENT

Hackney Wick A hierarchy of vehicular and pedestrian movement will form different spatial and programmatic networks connecting the concentration power of the stations through a series of developing areas -currently empty or underutilized spaces, as explained below: A - a secondary pedestrian link going along the canal will form a network of predominantly recreational, residential and some shared facilities. B - a primary pedestrian link cutting through the site will connect almost all the areas, be it manufacturing, civic amenities, etc. C - a vehicular link will form a network between different manufacturing and shared services allowing for the movement of goods.

Pudding Mill

Civic and shared facilities will make use of the junctions of these vehicular and pedestrian paths with an overlap of open spaces acting as complementary conditions to these uses.

railways - strategy

A NEW PRODUCTIVE SPINE

Food Packaging

THE SCENARIOS Research & Development Facility Roofing Industry

HACKNEY WICK Recycling Industry

STAFORD

OLYMPIC STADIUM

Scenarios: Three scenarios have been thought about which would be tested at the locations mentioned below: - Hackney Wick station - Pudding Mill Station - An intermediate area between the two stations

Movie Set Installation

Shared Facilities

Printing & Media TV Channel

Metal Suppliers

Shared Facilities

Recycling Industry

Delivery Services Fashion Industry Printing

Glass Process

Hackney Wick

Pudding Mill

Three areas of intervention PUDDING MILL

Differentiation of scenarios: - Hackney wick station would cater mostly to the existing functions by enhancing their spatial qualities & would be related to the existing fabric. Primary Generator Area Secondary Generator Area Supporting Area First Phase Development Overground Productive Spine Station

- The intermediate area will have new shared facilities to support the existing functions around it. - Pudding mill station will create new functions and bigger areas, as presently it is almost an empty land due to the new Cross rail development.

railways - strategy

Hackney Wick

Pudding Mill

Potential furture development sites Shared facilities Creative studios

The new spatial movement through the site

SCENARIO INDEPENDENT DEVELOPMENT

INDEPENDENT DEVELOPMENT

Hackney Wick

Un- cooperating clusters: The repetitive buildings in this area (as seen in the images above) which are similar in scale and functioning act in an introvert way eliminating a chance of a collective realm to occur. The culminating effect is that every cluster starts functioning in isolation reducing the oppourtunities for any overlaps or encounters between different users and uses.

Isolated Clusters

Provocations:

Cooperating cluster:

However, the presence of few ‘provocations’ (accidental spaces) in the same territory have become instrumental in changing this situation. For instance, Wallis road which was initially meant for vehicles has now been converted to a pedestrian street allowing for public gathering promoting exchange between different professionals and people from the same neighbourhood.

Likewise (and also, learning from the New Socialist Village, Beijing), existing clusters could be connected to form a larger ‘co-operating cluster’ using Hackney Wick station as a catalyst.

Wallis Road

Key plan

Provocation

Station

Closed Existing gathering of un-cooperating clusters

Repetitive units 90

Existing Isolated functioning

railways - scenario

Co-operating cluster

Station acting as a catalyst in bringing about the transformation

INDEPENDENT DEVELOPMENT

Hackney Wick

Hackney Wick Spatial strategy: A - The clustering of different types of working units - one type is the larger working space for big offices and the other one is a smaller and more flexible workspace to cater different users. B - The canal front has been opened up for the activities such as exhibitions, markets, etc. to promote public gathering. C - Logistics inside the manufacturing clusters. D - Living areas are provided in the same cluster to support the entire production chain.

Production Chain

Based on the existing functions around the station, like the magazine office, fashion industry and printing facility, a scenario has been thought of, in which the existing printing facility, fashion industry, etc. and the newly proposed shared facility cluster of auditoriums, training centres, conference rooms, etc. start forming a network amongst these functions.

A. Working unit

B. Open Canal

C. Assembly line

D. Flexible neighbourhood

Hackney Wick station as a connector

railways - scenario

INDEPENDENT DEVELOPMENT

Hackney Wick - New Station district

Hackney Wick Circuation pattern within different clusters A.

C A. Station

CANAL MARKET LIVING UNITS

Hackney Wick - Key plan

MAGAZINE OFFICE

PRINTING INDUSTRY

Retained clusters within the new station district

LIGHT TRACK

STUDIOS

DESIGN SCHOOL

FLEXIBLE INCUBATOR

FOOD PACKAGE

LOGISTIC

CIVIC INSTITUTION

ENTERPRISE

Retained clusters

Manufacturing Shared facilities Creative Spaces

Study of a few clusters around the station show that they have an efficient way of segregating the movement of people and goods. This characteristic is a crucial aspect and hence, some of them have been retained while reworking the station precinct.

railways - scenario

Vehicle Pedestrian

INDEPENDENT DEVELOPMENT

Hackney Wick

Programmatic distribution

Typologies

1&5. Residential

2. Market

3. Gallery

4. Warehouse

railways - scenario

INDEPENDENT DEVELOPMENT

Hackney Wick

Section BB

Section AA

railways - scenario

INDEPENDENT DEVELOPMENT

Intermediate Area

Intermediate Area - New R&D cluster

Production Chain

In the intermediate area between Hackney Wick and Pudding Mill station, a shared facility cluster (like a Research and development centre) can be inserted to act as a link for the new â&#x20AC;&#x2DC;productive spineâ&#x20AC;&#x2122;. The site chosen has an existing under used industrial warehouse situated just next to the canal. A recycling industry, steel manufacturing, glass processing and a few other light industries are situated just in its vicinity. Owing to these reasons, it has an immense potential to be redeveloped as a R&D and live/ work cluster which in collaboration with a major institution (like UCL, etc.) may start co-ordinating with the existing users. Also, a few of the existing creative studios can become a part of this chain on a wider scale.

100

Vehicular Pedestrian New network between R&D cluster and other functions

railways - scenario

101

INDEPENDENT DEVELOPMENT

Intermediate Area

B A

Spatial strategy - from existing to new

Vehicular

The earlier underutilized canal front around this block has been opened up to the neighbourhood. Also, the insertion of live/ work and social gathering spaces provide for new overlaps and provocations within this research and development cluster.

Pedestrian

Section AA

Existing block

Section BB Existing condition â&#x20AC;&#x201C; Restricted circulation

102

New connections across the canal

Defining the cluster with open spaces & new connections

railways - scenario

103

INDEPENDENT DEVELOPMENT

Pudding Mill

Production Chain The second station which defines the â&#x20AC;&#x2DC;productive spineâ&#x20AC;&#x2122; is Pudding Mill. The area around this station has recycling industry, broadcasting areas, movie studios, movie set building company, etc. which define the scenario that can be tested at this station. In relation to these functions and also adding new functions like printing, DVD manufacturing and shared facilities like performance spaces for the artists, auditorium, etc. the station will assume the character of intensification that would help in retaining the character of this area as currently the area is being cleared out for the Cross rail and IKEA development.

104

Pudding Mill station acting as a connector

railways - scenario

105

CROSS-POLLINATION

If, the two spatial and programmatic tests for Hackney Wick station and the intermediate area are looked together in cohesion, an urban scenario arises which may help in underpinning the strategy of creating a wider scale productive logic. Similarly, the area up to Pudding Mill can be regenerated in relation to the new spine. The existing manufacturing character of the area could be, thus, retained, and the insertion of necessary civic spaces, shared facilities and live-work areas which can be shared by all the users would aid the realization of the long term production strategy. Urban scenario

106

railways - scenario

107

CROSS-POLLINATION

RESIDENTIAL

DELIVERY PRINT

Hackney Wick

BOOK STORE

Hackney Wick

MAGAZINE FASHION DESIGN

STATION SHARED FACILITIES

FOOD PACKAGE

RECYCLING INDUSTRY CAFE

RESIDENTIAL

RESEARCH & DEVELOPMENT FACILITY MANUFACTURE STUDIO RESIDENTIAL MANUFACTURE

RESTURANT STUDIO

PUB RESIDENTIAL

SHARED FACILITIES

Pudding Mill

RESIDENTIAL MANUFACTURE

Pudding Mill

RESEARCH & DEVELOPMENT FACILITY STATION SHARED FACILITIES MEDIA INSTITUTION CAFE MOVIE SET INSTALLATION

RECYCLING INDUSTRY

RESIDENTIAL CREATIVE INDUSTRY CREATIVE INDUSTRY

In conclusion, these tests aim to use the train stations as generators of the local economy and industries so that the existing and proposed functions can form a chain on the local scale, eventually interacting with each other on a regional scale through both tangible and intangible networks.

108

MOVIE STUDIO

Productive networks

CIVIC LINK PRODUCTIVITY LOGIC

Stations - Generators of a new productive logic

railways - scenario

109

CONCLUSION. EXPANDING MOBILITY INFRASTRUCTURE: incorporating industry

110

111

This investigation relies on mobility infrastructure as an urban driver. The key moves that governed our exploration ultimately question the conventional roles for mobility infrastructure. Engaged and revised to a new degree, are the organization of actors, the establishment of relations and the concern of financial processes. When infrastructure is understood as architecture and/ or urbanism, the capacity for engaging urban productive elements is enriched at multiple scales. Consequently, to rethink how industries can be knitted back into urban environments, the problem becomes also spatial.

112

expanding mobility infrastructure

113

The debates surrounding mobility infrastructure elaborates on its current limitations; stark divisions and unpleasant atmospheres. With increasing awareness the indispensability in redefining industrial spatial performance is becoming acknowledged. Industries are prevented from being efficient because many of their operations, are allowed to sprawl wastefully. Concentration could provide a series of precise shared services, as well as the opportunity for unprecedented exchange.

114

expanding mobility infrastructure

115

Moreover, concentrated services could be composed to filter the repellent aspects of industry, to further the coexistence of industries with other activities. The movement of goods, people etc., could be layered, softening the transition between elements. Thus, the harshness of industrial environments primes the conditions for civic, collective, live/work associations to be fostered.

116

expanding mobility infrastructure

117

The strategy has been, built up as a flexible method, open to multiple possibilities of sequencing and combining new development with existing resources. These adaptive qualities are tailored to encourage a gradual transformation of the area towards an industry-oriented urban pole. A spatial rethinking of the Lower Lea Valley, its industrial presence and its massive infrastructures, could be the equation for a more fruitful role in the city. The benefit lies in the specificity and particularity of its features, which could add a new dimension to urban production. Given that lines of mobility infrastructure already provide a multi-scalar, physical link, the opportunity exists for immaterial links between research, education, commerce, digital development etc.

It would be a major feat to transform productive capacity or to redefine social organization, however this investigation indulges mobility infrastructure to carry that role. Often, it is hard to see the benefits of mobility infrastructure because of the perpetual complexity it harbours, spatially, socially and economically. By understanding infrastructure as architecture and urbanism and by applying these strategies as a response, there could be a shift from an embellished landscape to a production-oriented fabric.

118

expanding mobility infrastructure

119

HACKNEY WICK

A 12

HACKNEY CENTRAL KING´S CROSS

DALSTON

PRODUCTIVE CLUSTERS

HACKNEY WICK STATION

FILTERING ACTIVITIES ALONG INFRASTRUCTURE

AREAS OF DEVELOPEMENT

LOWER LEA VALLEY

UCL HUB OLD STREET PUDING

MILL STATION

PUDING

LA Y E R R E D I F Y N I N G

120

M O B I L I T Y

I N

T H E

L L V

expanding mobility infrastructure

LA Y E R C O N C E N T R A T I N G

S P R A W L

MILL STATION

L AY E R 3 I N T E N S I F Y I N G P R O D U C T I V E C L U S T E R S

121

Bibliography: _ Allen, Stan. “Landscape Infrastructures.” Infrastructure as Architecture Designing Composite Networks. Ed. Katrina Stoll and Scott Lloyd. Berlin: Jovis, 2010. 36-45. Print. _ Bermer, Stefanie and Henrik Sander. “Creation of Trans- Local Spaces.” Infrastructural Urbanism: Addressing the In-between. Ed. Thomas Hauck, Regine Keller, and Volker Kleinekort. Berlin: DOM, 2011. 159-169. Print. _ Brillembourg, Alfredo and Hubert Klumpner. “Slum Lifting: An Informal Toolbox for Architecture as Infrastructure.” Infrastructure as Architecture Designing Composite Networks. Ed. Katrina Stoll and Scott Lloyd. Berlin: Jovis, 2010. 26-35. Print. _ Cuff, Dana. “Architecture as Public Work.” Infrastructure as Architecture Designing Composite Networks. Ed. Katrina Stoll and Scott Lloyd. Berlin: Jovis, 2010. 18-25. Print. _ D’Hooghe, Alexander. “The Objectification of Infrastructure: The Cultural Project of Suburban Infrastructure Design.” Infrastructure as Architecture Designing Composite Networks. Ed. Katrina Stoll and Scott Lloyd. Berlin: Jovis, 2010.78-83. Print. _ Hardingham, Samantha, and Kester Rattenbury. Cedric Price: Potteries Thinkbelt. 1st ed. Abingdon: Routledge, 2007. Print. Supercrit. _ Maki, Fumihiko, “Linkage in Collective Form,” Nurturing Dreams Collected Essays in Architecture and the City. Cambridge: MIT, 2008 _ Polinna, Cordelia. “Shaping the well-connected City- Infrastructure and Contemporary Urban Design.” Infrastructural Urbanism: Addressing the In-between. Ed. Thomas Hauck, Regine Keller, and Volker Kleinekort. Berlin: DOM, 2011. 187- 201. Print. _ Wall, Ed. “Infrastructural Form, Interstital Spaces and Informal Acts.” Infrastructural Urbanism: Addressing the In-between. Ed. Thomas Hauck, Regine Keller, and Volker Kleinekort. Berlin: DOM, 2011. 145-158. Print. _ Zuger, Roland. “From Transit to Place- Urbanisation of Traffic Infrastructure: Examples from Switzerland.” Infrastructural Urbanism: Addressing the In-between. Ed. Thomas Hauck, Regine Keller, and Volker Kleinekort. Berlin: DOM, 2011. 217- 225. Print.

Illustrations: 1. Photo: “Queen Elizabeth Olympic Park Opens from July 2013.” London Legacy Development Corporation. N.p., n.d. Web. 12 May 2013. 2. http://www.plataformaarquitectura.cl/2011/07/05/metro-cable-caracas-urban-think-tank/utt_mc_section-la-ceiba/ 3. Hardingham, Samantha, and Kester Rattenbury. Cedric Price: Potteries Thinkbelt. 1st ed. Abingdon: Routledge, 2007. Print. Supercrit. 4. Hardingham, Samantha, and Kester Rattenbury. Cedric Price: Potteries Thinkbelt. 1st ed. Abingdon: Routledge, 2007. Print. Supercrit. 5. Image: Maki, Fumihiko, Nurturing Dreams Collected Essays in Architecture and the City. 6.Image: “The Louis I. Kahn Collection.” The Louis I. Kahn Collection. N.p., n.d. Web. March 2013. 7. Image: Manuel de Sola-Morales, De Cosas Urbanas. Page 102 8. http://es.paperblog.com/joan-busquets-715939/ 9. Photo: “RandstadRail Station Beatrixlaan Den Haag / Zwarts & Jansma Architecten.”ArchDaily. N.p., n.d. Web. May 2013. 10. http://www.hawkinsbrown.com/studio/new-socialist-village 11. http://hdrcreme.com/photos/39572-Hackney-Wick 12. http://static0.demotix.com/sites/default/files/imagecache/a_scale_large/1300-1/photos/1343058431-hackney-wick-gets-prepared-for-the-olympics-in-london_1350791.jpg

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