ANDREW ALLEN
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INTEGRATED DESIGN REPORT
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LAND_U.S.E
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I.D:13500495
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Part A Introduction The LAND_U.S.E atelier provided me with a new opportunity to approach my development of skills during my architecture education. The ateliers approach involves a mixture of both Architecture and Landscape Architecture, mixing together a collection of students from different backgrounds to combine a varied collection of views of from both the students and those in practice. Within my first 2 years of education the landscape side of designing was always neglected throughout the course, an afterthought to brighten up the context once the building was complete. The outputs were always seen as the production of a building and that alone, however the U.S.E atelier allowed the opportunity to not see the year as a production of a building, but that of a scheme, a combination of architecture and landscape architecture, both relating to each other and completely in relation the wider context of the site.
Context of the chosen site had always been seen before as what buildings where a stones from the site, what masses would be added to drawings and how views would change with these. It was only within this atelier that the context began to be a much larger, much more important aspect of design. Questions had to be asked, how can you design not just affect the surrounding buildings? How can your scheme connect the larger context through complex links? How can your scheme change a city? These questions allow us to delve deeper into the larger context, we must ask will the landscape of your scheme be simply the planting and the routes around your site, or will you see the town and city space around your scheme as the developing landscape of your proposal, as your scheme changes how will the city change, as the city changes how will your scheme adapt?
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References First to truly understand a place, you must explore. Too often is our modern day approach that of the first hits on Google. The modern day adventurer will simply turn to a search engine and ask “what to see in Stockport?” Up will appear a long list and places to eat and drink within the town, the popular places the mainstream individual will look for, with blinkers on they shall set upon the town and not fully discover the roads less took, the hidden gems which require a bit trouble to find. Within our first few weeks we were tasked with exploring Stockport by experimental methods. Gone were the search engines we would normally turn to, and now we approach the town as a blank canvas, our exploration was up to us, the crazier the idea the bigger the payoff.
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Figure 4: Map of Stockport showing the route taken during Experimental Travel approach
Figure 3: The Lonely Planet Guide to Experimental Travel book cover
‘The Lonely Planet Guide to Experimental Travel” was my first stop as we began to explore a new place, within the book were many examples of how to approach site analysis by methods less used in architectural analysis. Through this I took the approach of contacting 2 people I had never met for my sites of Stockport and Copenhagen, I would ask them for 10 of their favourite places, it could be their favourite cafe, where they met their partner or simple their favourite place to eat lunch. From this I then cycled a path along the points noting what was on the way, seeing this persons city through their own eyes, guessing which site had the most significance, wondering what moments of their life had once happened here, the dust from their visit still lingering from a moment once past.
Already I could see that I wanted to look at cycling within my scheme as I approached the project as a way of changing the landscape of a whole town rather than a 100 metre area. As I approached my time on a study trip in Copenhagen which I had previously visited before, I turned my view on how the city is built to accommodate the cyclist and pedestrian with the same respect by which they accomodate for the car and bus. With this I studied the work of Bjarke Ingles Group, a prominent force in Danish architecture today. Having produced their own books, ‘Yes Is More’ and more recently ‘Hot to Cold’ I began to look at how the cycling culture of Copenhagen had been included in the work of BIG architects. The biggest influence cycling had on the design by BIG was within 8House, a multilevel apartment complex built as if it was a collection of streets layered on top of each other, with the ability to be able to cycle from the ground floor to your apartment on the top level.
“In Copenhagen, there’s a long-term commitment to creating a well-functioning pedestrian city where all forms of movement - pedestrian, bicycles, cars, public transportation - are accommodated with equal priority.” - Bjarke Ingels Quoted in an interview. McGrane, Sally. New York Times. 2011. Print
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Contextual Analysis To fully grasp an understanding of Stockport in a short time, the main aspects of our focus for the year was split into groups, being health, transport, pollution and production. Our group was tasked with researching how transport affected life within Stockport, looking at the availability of resources and how it also tied in with the other groups.
Through site visits the main levels within Stockport were broke down to the town level, used by the cars and buses predominantly, the viaduct, a main link for transport between London and Manchester, and the River Mersey, lying beneath the town level almost completely neglected in terms of access, especially in relation to transport.
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Figure 7: Map used within Experimental Travel of the RIver Mersey Gorge Figure 5:Illustration of first impressions of Stockport
From a gathering of first impressions of the site, it was clear that the main aspect that stood out for the majority of people was the noise pollution and how the car completely influenced the town. Further research via counting the flow of different types of vehicles in a set time confirmed that the car was by far the most popular mode of transport, with 100 cars passing every 5 minutes. SITE - Wellington Road South (A6) by Merseyway Shopping Centre CAR
BUS BIKE OVER 5 MINUTE PERIOD AT 6:15PM CAR SYMBOL = 10 BIKE + BUS = 1
Figure 6: Diagram showing number of vehicles passing in set time
Considering the cultural heritage of the River Mersey in terms of providing a network during the Industrial Revolution for the rapidly increasing numbers of mills in the area, it was understandably shocking that it was almost completely neglected today. To see how neglected it was we decided to carry on our experimental travel research by seeing how hard it was to gain access to the river. Gaining access to the RIver Mersey Gorge required several unnatural methods of entry to be partaken to reach the river bed. What we found below was a collection of amazing spaces created by the infrastructure above which were completely neglected by the above world. So unnoticed was the area that underneath a cantilevered car park a small homeless encampment had been formed, complete with makeshift beds and a collection of shoes. My agenda was warped by this hands on research of the area, how could I introduce a scheme that would allow the River Mersey Gorge to be used in a way in which it no longer acts as an unwanted barrier for the town, and as a link for the pedestrians within. Looking into Stockports Council’s view on the matter it was clear from documents found that they had attempted to bring life to the River Mersey Gorge, but as of the 2 year update on the plan they had simply cleaned up the river a bit and added a single canoe access, which could not be located on several visits to the area.
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Programme Analysis Comparing my site visits at this early point in the year, it was clear that Stockport completely lacked what Copenhagens main transport offer was, the bicycle. Like most of the UK, it is sitting around 40 years behind in terms of cycling infrastructure when compared to the Dutch and the Danish. This comes down to our focus on building huge motorways through and around cities, while the Danish were designing for the pedestrian within the city. This focus created a very contrasting opinion on the cyclist when compared. Cycling within Denmark is the most popular method of transport, because it is the easiest, more so than public transport. Therefore those in cars are most likely cyclists themselves, understanding what it is like to be on a bike whilst cars pass, creating a calm environment in which the cyclist can commute in their normal attire without a helmet in segregated bike paths. The UK however has a cycling culture of high vis attire with helmets, hogging for the side of the road whilst those commuting by car somehow hold a grudge on every cyclist simply because the off chance that they become stuck behind a cyclist leads to their journey being one minute longer.
“If the car was invented today, it wouldn’t be allowed in the city” - Hans Fogh
Figure 9: Map to show existing cycling infrastructure
Figure 8: Scheme diagram to show the part I’d play in the cycling culture jigsaw
The programme in which I decided to develop was the separation of the pedestrian and the cyclist from the dominant car culture of today by the formation of a new transport route along the River Mersey Gorge. I acted not to create an overnight master plan change to Stockport that would make cycling the main form of transport in a day, but to provide my piece of the jigsaw to the ideal cycling culture I believe all main towns and cities should be aiming for within their plans for a sustainable future in regards to transport and quality of human life.
Looking into the how the larger context of my chosen site acts in relation to my programme, I discovered that the National Cycling Network had a Route 55 running right along the River Mersey right up until the point of the River Mersey Gorge right beside my site, the area in which I had wondered why no access was possible. Instead of the cycling network carrying along the gorge, the route takes a huge detour off the river onto the main road and around Stockport Bus Sation before eventually joining on to what would seem like the natural route along the river as it continues over the Merseyway Shopping Centre and back to the river. It was clear that Stockport Council had no made cycling the easiest way of transport.
“One of the foundational principles of that work is making it easier for people to do that thing than to take any other option. [Copenhagen] is a perfect example – it is easier to make the ‘right choice’ there than it is to make any other choice.” - Adam Greenfield, Urbanscale
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By taking away the huge detour around the bus station in Stockport and by introducing a new transport route along the RIver Mersey Gorge, a new way of life could be added to a currently neglected part of Stockport. This introduction of new infrastructure would allow the pedestrian life to move across Stockport on a West/ Direction totally uninterrupted, with no influence from the cars above in the form of traffic lights etc.
Figure 10: Map showing the change of route created by introduction of Cykelslangen
Based on precedent studies within Copenhagen, it became clear that their method of approach in regards to designing for cyclists is to create the easiest route whenever possible. Looking at the Cykelslangen (Cycle Snake) in Copenhagen by Dissing + Weitling, a purpose built cycling bridge, shows how to simply overcome a 1 minute detour or a flight of stairs, a prominent bit of cycling infrastructure was created to allow the easiest route possible across the city. Figure 12: Model to show addition of route along Rivery Mersey Gorge, stopping at site.
Existing segregated cycle path Proposed segregated cycle path Existing nonsegregated cycle route Proposed building
Figure 11: Map to show my proposed streamlining of cycling network
Speaking to the people of Stockport who are involved within the towns cycling culture allowed me to get a perspective from people who live this commute daily. I got in contact with Tandem Cafe, a cycling cafe with which the owner had experience working in bike hubs in Piccadilly Gardens. I was at a sticking point where I had an idea on a programme in terms of adapting the landscape, but my building had been left behind, the owner allowed me to gather knowledge on what sort of cycling specific building could be successful. It became clear that no building could influence somebody to cycle, that came from the infrastructure, but to create a building which could accommodate cyclists was a better approach. To form a building that could be used by the cycling community and also the general public widened by target audience, it was with this contact that I decided to create a complex that would combine major parts of cycling culture; retail, cafes, art, film, workshops and live events. From this it was clear I would produce a Stockport Cycling Club, acting as a stop on the new and improved Route 55 of the National Cycling Network.
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First Moves - Design Generators As outlined above, via research into the needs of the cyclist and the opinions of the people who would theoretically be using the scheme, it was clear that no one building was going to cause an overnight revolution of cycling culture within Stockport, a building does not create the culture, a change of ideas and access to infrastructure through design of the landscape context will gradually form the culture.
My design carried on without having a definitive scheme in place, combining all my different programmes into a single complex then allowing the landforms and circulation of the site start to dictate the form of the complex. By adding a new pedestrian route to the River Mersey I had opened up my site to a completely new approach, meaning access could be allowed from all directions.
With these complications of what is involved in a cycling specific building, I had a long span of not being able to answer specifically “what is it?” What is this building which involves many different systems that would exist independently outside of this complex? Is it simply a collection independent businesses to combine and form an overall community? I struggled with these questions as my scheme undergone many changes as I aimed to find a definitive programme that would excite the cyclist.
REPAIR SHOP
OUTDOOR SITTING
BIKE SHOP C-STORE CAFE
PARKING
Figure 14: Adjacency diagram
Figure 13: Diagram showing the routes around the building to show approach
All throughout the development of the scheme I was set on providing a route right through the middle of the complex, that would allow the new River Mersey route to be connected to Stockport Bus Station via the complex, to encourage movement through the building ground floor.
My initial building form became dictated by the circulation around and through the building, angling walls to provide the best views from the different directions of approach. Continuing this angling of edges to streamline the design I took influence from the form of the river and the way in which it erodes the river banks to provide the fastest easiest route, exactly what my scheme aims to achieve for cycling in Stockport.
Figure 15: Diagram showing evolution of building form
Bus Station
Bus Station
Bus Station
Bus Station
Bus Station
Figure 21: Diagrams showing initial forms of final programme Bus Station
Bus Station
Bus Station
Bus Station
Bus Station SO
SO
LID
691m2
432m2
259m2
Retail/Workshop
Cafe
302m2
179m2
Public
Public
Public
Public
130m2
80m2
Services
Services
Services
Services
Bus Station
River
River
River
River
Bus Station SO
LID
LID
SOLID
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SOLID VOID
ID VO
River
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ID VO
River River
River
Although quickly it was decided that such a drastic change of programme would create problems and wipe out a lot of the research I had already produced so far, so I quickly moved back to the cycling club programme.
River
River
River
River
Figure 20: Diagram to show final programme RETAIL
CAFE
EXHIBITION
WORKSHOP
Figure 17: Diagram showing one way cycle system and dual way pedestrian system CYCLING CLUB
Having found a successful precedent in the form of Rapha Cycling Club, successfully represented across the world in major cities, I was finally able to develop a final programme that had real world success to back it’s decision. Figure 19: Plan of Rapha Cycling Club Manchester, blue for cafe, green for retail C O N S T R U C T IO N K E Y
NEW LCD SCREEN
KITCHEN DETAILS REFER DWG A417
NEW MIDFLOOR UNIT DWG REF: T120.3
NEW WALL RAILS DWG REF: T121.1
NEW MIDFLOR NEW MIDFLOOR UNIT DWG REF: UNIT DWG REF: T120.3 T120.3
NEW MIDFLOOR UNIT DWG REF: T120.3
NEW RETAIL SHELVES DWG REF: T121.3
6 0 M IN U T E F IR E R A T E D P A R T IT IO N 15MM G Y P S U M B O A R D ( O R D O U B L E S K IN N E D ) W IT H T A P E D A N D F IL L E D J O IN T S . F IX E D B A C K T O 7 0 MM M E T A L S T U D S A T 6 0 0 MM C E N T R E S . P A IN T F IN IS H - 1N O M IS T C O A T W IT H 2 N O . F U L L C O A T S V IN Y L M A T T E . T O A C H IE V E C L A S S 0 S U R F A C E S P R E A D O F F L A ME .
IPAD HOLDER DWG REF: T127
3 0 M IN U T E F IR E R A T E D P A R T IT IO N 12.5MM G Y P S U M B O A R D W IT H T A P E D A N D F IL L E D J O IN T S . F IX E D B A C K T O 7 0 MM M E T A L S T U D S A T 6 0 0 MM C E N T R E S . P A IN T F IN IS H - 1N O M IS T C O A T W IT H 2 N O . F U L L C O A T S V IN Y L M A T T E . T O A C H IE V E C L A S S 0 S U R F A C E S P R E A D O F F L A ME .
SERVICES SOAP DISPENSER 1 0 5 W X 105D X 305H
BULL ROLL
D I SP EN S ER 322W X 252D X 252H
CS
BULK BREWER B UNN ICB 257W X 524D X 874H
WATER BOILER BUNN H5 178W X 394D X 721H
CS
SCALES 155W X 200D X 25H
KNOCKCHUTE 140W X 160D
GRINDER C E A D O E37 D I M S 220W X 250D X 640H
GRINDER C E A D O E37 D I M S 220W X 250D X 640H
NEW CAFE BENCH AND SEATING TO WINDOW DWG REFER : T120.5
TV
PREP AREA
500x400m m stainless sink
SANDWICH PRESS
SERVING AREA
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LUG
SANDWICH PRESS
keyboard
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TAMPING M AT T 210W X 145D X 50H
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E X IS IT N G L A N D L O R D S W A L L S A S D E T A IL E D I N S H E L L S P E C .
NEW CASH DESK DWG REF: T122
PITCHER RINSER DIMS 400W X 220D
mouse
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keyboard
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mouse
Figure 16: Diagram to show separation of scheme into market streets
IPAD HOLDER DWG REF: T127
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NEW CAFE TABLES AND SEATING DWG REFER : T120.4
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NEW FITTING ROOMS PLASTERBOARD PARTITION WALL - CURTAIN BY CLIENT
LIFT UP
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NEW DDA COMPLIANT CUSTOMER WC DWG REF: A414
STORE CUP'D
NEW LCD SCREEN
SVP
NEW CAFE TABLES AND SEATING DWG REFER : T120.4
NEW CAFE TABLES AND SEATING DWG REFER : T120.4
FIRST FLOOR PLAN SCALE 1:50
NEW WALL RAILS DWG REF: T121.1
NEW 30MIN FR LOBBY REFER DWG:
NEW WALL RAILS DWG REF: T121.1
NEW WALL RAILS DWG REF: T121.1
NEW WALL RAILS DWG REF: T121.1
NEW MIRROR DWG REF: T124
Figure 18: Logo for Rapha Cycling Club NEW STUD WALL PLASTERBOARD FINISH NEW LCD SCREEN
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CAFE TABLE - WALL BENCH
CAFE TABLE - SMALL
CT - S
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X 32 X 16
CAP HOOKS
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NEW CAFE TABLES AND SEATING DWG REF: T120.4
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NEW CAFE BENCH AND SEATING TO WINDOW DWG REF: T120.5 NEW CAFE TABLES AND SEATING DWG REF: T120.4
PITCHER R I N S E R DIMS 4 0 0 W X 220D
NEW CAFE BENCH DWG REF: T120.5
X 1 @ 1985MM
LIFT
NEW STEEL SCREEN WITH INTEGRAL BIKE RACKING DWG REF:A418
X 1 @ 1985MM
UP
X 6 @ 1600MM, X3 @ 900MM
SHOW UNIT - MIDFLOOR SINGLE HEIGHT
GRAPHIC TBC
X3 GA P LAN SCALE 1:50
X1
LUGGAGE RACK -
KNOCKCHUTE 140W X 160D
TAMPING M AT T 210W X 145D X 50H
NEW KITCHEN FIT OUT
QUANTITY
FURNITURE
X 14
CAFE STOOL - TALL
CAFE SHELVES
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PERIMETER FLOOR RAILS
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L UG -
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SCALES 155W X 200D X 25H
GRINDER C E A D O E37 D I M S 220W X 250D X 640H
MARZOCCO STRADA EP 2GRP ESPRESSO MACHINE 800W X 675D X 475H
As 3.2 progressed my scheme took a detour into designing a cycling friendly market made of several cycling streets with street food stalls, the idea being you pick a basket up, take a route down the street collect your goods and proceed to the landscape aspect to consume your food.
X8
TABLE M RACK
X 1@ 550 X 1700, X3@750 X 1700
CENTRAL TABLE UNIT
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Part B Statement of Tectonic Intentions NORTH designing a scheme SOUTH SOUTH When in relation to it’s NORTH context, every aspect has to be considered in relation to what sits around it. No decision in terms of design and structure should simply be made because it looks appealing, it should always be backed up in it’s context as a relation point. Throughout 3.2 the main theories used in my design was in relation to the River Mersey as my main focus point, however BUS building STATION as RIVER the river lies to the north BUS ofSTATION my chosen site, RIVER going against the norm of our facades towards the equator, several issues appeared CAFE through designing in RETAIL such an unconventional manner. A strategy had to be created that allowed the main focal point of the building to face north, but to allow the same natural lighting that a traditional south facing facade would have.
NORTH
SOUTH
NORTH
SOUTH
RIVER
BUS STATION
RIVER
BUS STATION
RETAIL
CAFE
NORTH
SOUTH
NORTH
SOUTH
NORTH
RIVER
BUS STATION
RIVER
BUS STATION
RIVER
RETAIL
CAFE
Figure 23: Diagram to show separation of scheme into void and mass
It became clear that public space would therefore be orientated towards the north of the building closer to the main entrances and landscape, while the staff servicing NORTH SOUTH NORTH areas would be located at the south of the building, where the bus station SOUTH created less desirable views, so the main aim would simply be to allow light into these areas in whatever way possible, without necessarily requiring large glazing for amazing views. RIVER
BUS STATION RETAIL
RIVER
BUS STATION CAFE
Figure 22: Diagram to show massing of scheme in relation to context directions
To first set my basis for design, I split my building into heavy materials and light materials. My main aim was to create a void to the north of the scheme, as you move away from the mass of the busy unappealing life of Stockport Bus DIOVStation, gradually moving towards the quiet once underused River Mersey, an ideal view in an area otherwise overrun with sensory pollution. With this decision it was that LIATEclear R my facade to the north would be almost entirely glazing, with a double height space behind opening up the building to the nature in front of it, distancing from ECIVRitself ES transports influence to the south. So my design turned towards finding methods of creating a comfortable environment within the building whilst having a southern facade built almost entirely of solid mass.
VOID RETAIL SERVICE
Figure 24: Diagram to show arrangement of programme within the building
NORTH
RIVER
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Structure
Figure 26: Section to show steel frame inside saw tooth roof structure
A saw tooth roof provides the main light from the south facing glazing, allowing the natural direct light to flood the building with light. Each sawtooth matches up with the columns to spread the load down the frame, with a steel truss system within the roof structure to provide support. Timber Floor Panel
Moment Diagram Concrete radiator
Support
Insulation
Figure 27: Stiffness diagram from Feilden Clegg Bradley
Figure 25: Axonometric showing steel frame system used
A steel column and beam frame structure is used throughout the scheme to help separate the building into different sections along the natural column run lines. Due to the void space to the north of the building, this frame allowed for a large open space to be created between the mezzanine and the curtain wall facade. These long spanning beams help divide the building into service space, public space and void. The lightweight materials uses in construction allow a smaller load upon the frame. Load bearing walls towards the south of the building within the service areas help spread out the load from the 1st floor above. The walls consist of timber cladding on either side with a slight concrete inner to both support the floor above and also add thermal mass to the south side.
Through precedent studies I researched the workings behind the Woodland Trust HQ by Feilden Clegg Bradley Architects. Through communication with the structural engineers involved in the build, I was able to apply similar methods to my scheme. The Woodland Trust HQ is constructed in a similar way, in which the main materials used are timber and glazing, with a small addition of concrete for support. The Woodland Trust HQ however uses no concrete within their walls and floors, instead introducing a concrete radiator system which allows thermal mass to contribute and also add stiffness to the timber panel flooring. Concrete radiators were added to my scheme to apply similar effects. 5
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1 Softwood cover strip glued or nailed to top of floor panels. 2 162mm deep prefabricated floor panel. 3 5mm x 5mm chamfer to all exposed edges of timber floor panels. 4 Concrete panels bolted through the floor panels. 5 85mm diameter hole for non-shrink grout. 6 75mm diameter x 8 mm thick washer plate. 7 60mm x 6mm thick x 60mm washer plate. 8 Interface adhesive to take up irregularities. 9 50mm diameter hole for non shrink gout. 10 Slope to ease removal of mould in precast process. 11 M20 threaded rod bolts.
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Figure 28: Detail of concrete radiator from Woodland Trust HQ 1 Softwood cover strip glued or nailed to top of floor panels. 2 162mm deep prefabricated floor panel. 3 5mm x 5mm chamfer to all exposed edges of timber floor panels. 4 Concrete panels bolted through the floor panels. 5 85mm diameter hole for non-shrink grout. 6 75mm diameter x 8 mm thick washer plate. 7 60mm x 6mm thick x 60mm washer plate. 8 Interface adhesive to take up irregularities. 9 50mm diameter hole for non shrink gout. 10 Slope to ease removal of mould in precast process. 11 M20 threaded rod bolts.
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Construction Pile foundations would be used along the river much like the system used in a Kalvebod Waves by JDS Architects, with which I studied to gain an understanding on the construction process for creating platforms above water. Timber Roof
Load bearing timber/ concrete walls Steel Columns Cycling Ramp Timber Panel Floor
Figure 30: Photo of construction process of Kalvebod Waves
Steel Columns Load bearing timber/ concrete walls Glazing
With the framework and structure of the bridges along the river complete it is now possible to scale back the access to the site to the building area. With this the first task is the construction of the concrete raft foundation that will help spread the load.
The steel frame seen on the previous page could then be erected, with the load bearing walls constructed in relation to these to provide support for the above loads. With the main load bearing structure in place, the construction process can then move to the completion of the above floor and roof along with the curtain wall. Figure 29: Exploded axonometric of double height retail space
Within a sequence of construction, the first aspect to be considered is access to the site and the river bed to allow the removal of overgrown vegetation and the construction of the steel columns on the river bed for the pedestrian and cycle bridge.
Where possible in regards to the cladding it is important to try maximize the amount of prefabricated aspects to allow minimum affect on the landscape during the construction and for a quicker cheaper build.
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Environment A sawtooth roof lends itself naturally to a naturally ventilated and sustainable space through the stack effect. Operable glazing on the sawtooth roof will allow for cold air to enter the building via the ground floor, then rising and removing the warm air inside the building via the sawtooth roof.
Figure 34: Diagram showing application of concrete radiator Figure 31: Diagram to show stack effect SUMMER SUN
Figure 35: Sections showing concrete in internal wall used for thermal mass
The use of a slight bit of concrete within the internal walls allows for the storage of hear from the direct sunlight during the day, allowing the heat to be released at night when it becomes colder. Figure 32: Detail of operable vent in sawtooth glazing
WINTER SUN
I have taken into account the use of thermal mass within my scheme to make up for the light materials and lack of concrete in the construction. As previously stated, based on precedent studies, I have applied a concrete radiator to the underside of my 1st floor so it can store heat during the day and release it at night. Figure 36: Section of Coatesville House showing overhangs
From looking at Coatesville House by Solarei and the way in which they used overhangs on the sawtooth roof to allow low lying winter sunlight into the building, but prevents the harsh high sunlight from summer months from entering direct into the building. Figure 33: Woodland Trust HQ section showing concrete radiators
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User The steel frame structure within my retail space allows the user to enjoy light filled voids throughout the retail and workshop space. The double height space to the south allows for the connection between the building and the river mersey to be realised, a curtain wall acting as a minimal barrier between the inside and outside space
Figure 38: Section showing the cafe space with opened window doors to allow ventilation Insulation 40mm Damp Proof Membrane Timber Roof Cladding 40mm Glazing 50mm Column 200mm
Timber Decking 50mm
Ramp lighting fixture
Steel rail structure
Timber cladding 40mm I-beam Concrete Radiator Timber cladding 40mm Air Cavity 20mm Damp Proof Membrane Rigid Insulation 80mm Concrete Block 96mm Plaster finishing 20mm
Ramp Column 150mm
Figure 37: Perspective of interior of retail space
Rigid Foam Insulation 40mm Floor finishing
Concrete Floor Slab 150mm Damp Proof Membrane
The mezzanine above allows a constant connection between the floors, creating a channel between the first floor retail space down into the double height void and into the retail space below. With large barn door like windows that can be opened on the north facade, this creates the ability to allow cold air into the building at the ground floor, which will then allow the warm air to be pushed out the operable vents within the sawtooth glazing, creating a sustainable passive ventilation system.
Coarse Sand Crushed Hardcore
Figure 39: Detail section showing pergola covering of cycling ramp
A pergola on the south side made of wood with a 200mm gap between each panel allows for light to enter the outdoor terrace within the retail building. The pergola acts to distract and somewhat block the view of Stockport Bus Station as I considered it undesirable to my scheme, although the pergola creates an extension of a semi enclosed space to create a slight barrier between the scheme and the context.
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Evaluation Cost Considerations Building form - Sticking to a relatively rectangular/square shape with a lack of curving walls and structures allows for the building form to be considerably cheaper than if I was to create a curved structure. This intention had been developed from what was within the context. The surrounding context had been built for many decades on relatively regular shapes, the creation of spaces for work within mills and production did not require the unusual shapes we see more often today. The idea behind my building form was dictated by the space required, it was an opportunity to mimic the sawtooth mill within the context area, applying an industrial workshop feel to the scheme.
Strategic Environmental Design - As stated before, the scheme aims to use passive systems where best possible in regards to the creation of a natural ventilation system through the stack effect when applied to the sawtooth roof, and the inclusion of methods to improve thermal mass within a wooden building to allow natural heating at night. These passive systems will allow for less energy to be needed in the long run with regards to powering ventilation and heating. A collection system used to get the rainwater circulated around the building as greywater will again reduce water charges within the scheme.
BUILDING
Figure 40: Elevation showing relation of building form to the existing context
Material Selection - Taking forward a predominantly wooden building, with a steel frame system, minimises the costs involved with harder material choices such as concrete. The wooden cladding acts to blend in with the river as a form of a natural extension, with the desire that weathering will gradually change the colour of the cladding to become much darker and more integrated with the site. However with this choice of a lighter material comes the disadvantage of it requiring more maintenance than say concrete. To have the contrast of colours between the pergola and the cycling ramp will require the wood for one of the aspects to be treated differently so that it weathers at a different rate.
GREY WATER RECIRCULATION
STORAGE WATER FEATURE
CYCLE BRIDGE
Figure 42: Diagram to illustrate collection and circulation of rainwater
Figure 43: Diagram showing collection of rainwater
Figure 41: Diagram to show the desired change of rate in weathering
Running Cost - The main times of usage for the building will be during the day within normal retail hours of 9am-6pm, with the ability to open later when the events space is needed for exhibitions/film screenings. This mainly daytime usage will minimise the amount of artificial lighting used and therefore reducing the cost.
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Environmental Considerations Material - With a mainly wooden scheme along with glazing and a steel frame, the materials used are relatively environmentally friendly and can be found close to Stockport to prevent the need for transportation across the country. I believe that the choice of material within the context will reduce the visual pollution that can be seen within Stockport with large intrusive concrete buildings that say nothing to the site.
Conversion - Having created the framework for a variable space aimed for the use in retail allows the building to be adaptable for years to come. For example if the programme of the building as I had intended eventually changed, the steel frame and large open spaces within the retail building would allow for multiple uses and circulation through the new scheme. It does not simple act as a one programme building and can be adaptable to a new programme whilst still keeping the existing routes added along the river.
Health - Outside of looking at materials and construction, i believe the overall scheme will vastly improve the health of the community. By slowly increasing more cycling friendly infrastructure to the town will over time change the opinion many people have with cycling as a main mode of transport. Moving away from cars will reduce the pollution caused by the rise of car culture and also increase the personal health of the individual who begins cycling. Heart disease is the 2nd biggest disease within Stockport and an introduction of cycling would have a huge influence.
Figure 45: Elevation showing cladding that will eventually need changing
Figure 44: Diagram of cause of disease within Stockport. Director of Public Health 2014
Lifespan - In terms of programme the infrastructure added to the river for pedestrians and cyclists should last for a considerable amount of time. Adding to the already existing infrastructure and by creating routes away from the stoppages created by cars and buses allows for an easier traversal of the town. The timber cladding will eventually have to be replaced in many years due to weathering.
IDR Legislation Access to and Use of Building - Applying the regulations within Approved Document M I have made sure that the building is accessible for people in wheelchairs, as stated before the ramp coming up from the river is at the gradient in which a wheelchair user can push themselves up unassisted. Inside the building each toilet is to the regulations for disabled users so there is no waiting for a disabled toilet. Also added within the double height building is lift access from outside which allows passage between both buildings.
Figure 46: Elevation showing slow of cycling bridge
Gradients - A huge part within my design was into the research of acceptable gradients for slopes used in cycling infrastructure. From the research it became clear that there was no exactly maximum gradient for cycling ramps, however the maximum slope gradient for disabled access is listed as 1:20, so with this in mind I have insured that my slopes doe not exceed this gradient. The slopes within the ramp curve to allow the amount of distance required for the gradient.
Figure 48: Plan showing lift access and route between buildings
Fire Safety - With a ramp route joining the back of the retail space and onto the cafe space, the new route allows quick exit of the 1st floor on either building back down towards the river with no need for stairs, although fire regulation stairs are also available on each building. Both sets of stairs sit outside of the building, so if a fire occurs then as soon as the stairs are reached the occupants are outside. The ground floor of each building has several fire escape regulation doors along with barn style window doors which can be opened providing an easy exit route.
Figure 47: Perspective showing gradient of slope as it leaves the river Figure 49: 1st floor plan showing exit routes
IDR Part C Realisation Statement
Conclusion
Prior to the introduction of my scheme, Stockport Council had referred to the River Mersey Gorge as a barrier within the town. An area of extreme cultural and historical significance within the formation of the town, yet today had been completely neglected and ignored. I saw this constant through the town as an opportunity to develop and bring back life to the forgotten heart of the town. Through the creation of a cycling/pedestrian bridge along the River Mersey I have been able to connect an already existing cycling network with this amazing piece of land that meanders it’s way through the gorge below, under the viaduct. With this introduction the river is no longer seen as a barrier within the town, but a link to it, a floating street where the person comes before the car, treated with the same priority a car would upon the roads.
Stockport Cycling Club acts first as an extension of the exist context, aiming not to intrude on what has been there for decades before, but to blend in with the context and eventually change over time as opinions on cycling culture hopefully change for the better at the same time.
Figure 50: Final image screen print of extension of transport routes along the river
The building acts to work in conjunction with the introduction of cycling and pedestrian infrastructure, creating a new route across the city and through the building itself. Building upon the standard set by cycling cities like Copenhagen and Amsterdam, Stockport Cycle Club and it’s surrounding infrastructure acts to play it’s part in making cycling the easiest form of transport within the town. It acts not to completely overhaul the opinion on cycling over night, but to set up a successful precedent within in the town, to allow the inhabitants to see how it can work, and to lay it’s own piece within a giant jigsaw with which completion will form a complete cycling network throughout the town.
Location Plan 1:1250 @ A0
Site
Plan
1:500
@
A2
Ground Floor
Plan 1:200 @ A2
Site Floor 1st Plan
1:500 Plan @ 1:200 A2 @ A2
Long Section 1:200 @ A1
Short Section 1:200 @ A2
North Elevation 1:200 @ A1
East Elevation 1:200 @ A2
Kitchen
Roof Terrace
Skylight
Cafe Seating
I-Beam Bike Storage
Barn Door Style Window
Bike Ramp
South Elevation 1:200 @ A1
West Elevation 1:200 @ A2
Kitchen
Roof Terrace
Skylight
Cafe Seating
I-Beam Bike Storage
Barn Door Style Window
Bike Ramp
Cafe Section 1:50 @ A2
Kitchen
Roof Terrace
Skylight
Cafe Seating
I-Beam Bike Storage
Barn Door Style Window
Bike Ramp
Section
1:20
@
A2
Interior Perspective
Exterior Perspective
IDR References and Bibliography Books Antony, R. and Henry, J. (2005). Lonely Planet guide to experimental travel. Melbourne, Vic.: Lonely Planet. Ingels, B. (2010). Yes is more. Köln: Evergreen. BIG. Hot to cold. An Odyssey of architectural adaptation. (2016). Köln: Benedikt Taschen Verlag. Blyth, G. (n.d.). Velo city. Rietveld, R., Rietveld, E., Zoeteman, M. and Mackic, A. (n.d.). Vacancy studies. Films The Human Scale. (2012). [film] Denmark: Andreas Møl Dalsgaard. Websites McGrane, S. (2011). Q&A With the Danish Architect Bjarke Ingels. [online] Nytimes.com. Available at: http://www.nytimes.com/2011/01/06/garden/06qna.html [Accessed 23 May 2016]. Smedley, T. (2013). Urban responses to climate change: the transport battleground. [online] the Guardian. Available at: http://www.theguardian.com/sustainable-business/climate-change-transporturban-environments-cities [Accessed 25 May 2016]. Stockport.gov.uk. (2016). Stockport Council - Public Health. [online] Available at: http://www.stockport.gov.uk/services/socialcarehealth/healthandwellbeing/publichealth/ [Accessed 25 May 2016]. Council, M. (2016). See or comment on planning applications | Planning permission | Manchester City Council. [online] Manchester.gov.uk. Available at: http://www.manchester.gov.uk/info/200074/ planning/5865/planning_permission [Accessed 25 May 2016]. JDS Architects. (2016). KALVEBOD WAVES UNDER CONSTRUCTION. [online] Available at: http://jdsa.eu/kal-under-construction/ [Accessed 25 May 2016]. Images Geokult Travel, (2014). Book Cover for The Lonely Planet Guide to Experimental Travel. [image].