WATERLOO Promise to love you forever more... SARC351 - Urban Planning Austin D’Souza
Riley Adams-Winch
CONTENTS |Overview I II III IV V VI VII VII IX X
SWOT Vision Statement + Design Concepts Master Plan Train Station design Housing strategies Waterloo - lowerhutt link Faรงade + Infrastructure design guidelines Open Space, Edge Conditions + Mixed Ownership Housing Phasing + Growth Strategy Over Time Intervention Summary
STRENGTHS
OPPORTUNITIES PRIMARY | Strengths
PRIMARY | Opportunities
Excellent rail network to Wellington and Upper Hutt
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Increase areas of green space and paved public space
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Generous open green space throughout suburb parks, fields, and trees Strong residential presence with low density
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Merge and connect NW with SE Waterloo across train tracks with elevated green space Expand transportation hub (train and bus station) to better include outlying regions - Wainuiomata
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Low level domestic dwellings fit urban fabric of site 2 Close access to amenities such as retail, school and recreational facilities
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SECONDARY
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Increase density of housing on NW side of train tracks - relocate existing commercial space
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Increase intensity of ‘town-square’ CBD space - propose live+work medium density structure
SECONDARY
Axial connectivity is provided by main roads which articulate the suburb’s traffic
Separate planes of circulation - mitigate danger of crossing busy road ways by elevating, rather than submerging pedestrian circulation
THREATS
WEAKNESSES PRIMARY | Weakness Railway tracks potentially physically dangerous to locals Railway tracks act as ‘barrier’ which physically separates East and West wards of the suburb
PRIMARY | Threats Large scale beautification projects and urban revitalization plans may encourage gentrification Dilution of community spirit and ‘small town’ atmosphere through large scale rapid development
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Trainstation area surrounded by carparking removing opportunity for human engagement
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Proximity to Lower Hutt may lead developments in Waterloo to draw people away from Lower Hutt CBD
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High congestion levels during peak hour traffic can be dangerous for local pedestrians
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Ongoing development will place pressure on existing infrastructure, and noise pollution will increase
Lack of or separation of dedicated space industrial + commercial Urban sprawl of detached buildings inefficient for transit and circulation
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Housing NZ liquidation of social housing assets places disadvantaged communities at risk
SECONDARY Major Wellington Fault Line places risk of seismic activity within Lower Hutt region 3
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Existing Hutt City Council plan may place limitations on development opportunities
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STRATEGIES + STUDY AREA
FIG TWO | Mixed Use
FIG THREE | Mixed Use
FIG FOUR | Mixed Ownership
FIG FIVE | Radiated Density
Transit Infrastructure Privately Owned Residential Public Open Green Space Commercial Space Housing NZ Social Housing
FIG ONE | Land Ownership
FIG SIX | Excavated Tracks
FIG SEVEN | Elevated Greenspace
FIG EIGHT | Mixed Use Station
FIG NINE | Mixed Use Station
VISION STATEMENT INTRODUCTION
Waterloo is a unique urban opportunity. Its centralised position in the Lower Hutt area, existing CBD framework, strong public train network, and potential for further improvement of green-space make it an optimal location for a regional hub. Physical segregation through placement of the train-line, risk of increased sub-urban sprawl and a general lack of connectivity site the area as a optimal project space for reassessment of these issues.
This proposal aims to foster connection between the Eastern and Western wards of Waterloo, to beautify and increase inhabitation of public spaces, to optimise and increase volume of residential space and to use the socio-economic stability of Waterloo to relieve pressure of deprivation in other suburbs. This has led to developments in three focus areas:
INFRASTRUCTURAL | Focus Area I Reduce spacial segregation caused by train station infrastructure, increase access points between wards Beautify suburban + urban roadways, add designed occupation elements (furniture, planters, sculpture) Increase road hierarchy, create pedestrian streets, consider cycle lane ways Take advantage of proximity to Lower Hutt to foster stronger connection by creating public transport and better road way links
RESIDENTIAL | Focus Area II Design and zone medium density housing for increased population (according to HCC plan) Mixed ownership redevelopment proposal for increased intensification of Housing NZ properties Introduce live + work typologies to existing commercial buildings to maintain community + create jobs Develop + integrate accessible housing designs + future framework to meet demands for aging Wellington + Hutt city population
PUBLIC SPACE | Focus Area III Expand Green-space in Eastern ward to meet additional green-space outside station Create mixed use space in Station interior to encourage occupation of station Enhance passive urban safety design to encourage safe occupation of public space Enhance building edge design to help relate individual buildings to urban fabric
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MASTER PLAN RATIONALE
This image documents a midpoint of the phased development progression of Waterloo CBD. This is designed to indicate major interventions and key aspects of the design strategy as part of the ongoing, dynamic process of Urban Development according to the guidelines established in this proposal. For further intervention description and rationale, see corresponding page in document. PRIMARY INTERVENTIONS INTERVENTION I |Train station hub INTERVENTION II |Hospitality + Live/Work INTERVENTION III |Commercial + Live/Work INTERVENTION IV |Townhouse INTERVENTION V |Detached Med-Density INTERVENTION VI |Detached Accessible Housing INTERVENTION VII |Duplex Accessible Housing INTERVENTION VIII |Mixed Ownership INTERVENTION IX |Additional Greenspace INTERVENTION X |Lower Hutt link SUPPORTING INTERVENTIONS INTERVENTION XI |BioSwale + Eco-Road INTERVENTION XII |Pedestrian Foot Street INTERVENTION XIII |Pedestrian-Vehicle Hybrid Road
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1 | Green roof attracts people and connects green space 2 Terraced seating invites people to interact 3 | Skylights allow light to filter in during the day 4 | Structural and architectural elements 1 2
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5 | Transport waiting area for buses and taxis 6 | Retail space for economic growth 7 | Underground parking frees up ground plane for open space
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8 | Underground platform allows free flowing ground floor 9 | Accessible roof plaza attracts visitors to Waterloo
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10 | Elevator for people with disability access issues 11 | Ramps for roof garden + plaza access 12
12 | Multi-purpose floor allows different uses on demand and need 13 | Viewing decks on both sides of station creates interest points
Wellington City line Railway crossings
14 | Open mezzanine to underground platform to make people feel safe
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Green-roof
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Amphitheatre - terrace seats
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Beautified private areas Rooftop viewing deck Beautified private areas
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16 | Ramp to underground car park area 17 | Railway tracks run on both sides of the platform
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This central hub will both serve as a recreational attraction to those outside of Waterloo with space for retail, dining establishments, + multi-use community hall space.
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Waterloo - CBD link Playground + recreation area 7
Track-side greenery
15 | Glazed exterior allows light + acts as inviting street frontage
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Natural railroad fences FIG THREE |Arial Site Perspective
FIG FOUR |Station Exploded Axo
FIG ONE | Trainstation Cambridge Terrace Perspective
FIG TWO | Waterloo Square Perspective
As well as this, commercial space is made available to foster local economic growth, dynamic mixed-program meeting space for businesses or academic institutes to lease for the purpose of distance work or distance learning. This will allow locals to remain in the Lower Hutt area for work and education, thereby reducing emissions from transit, and fostering further community spirit.
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FIG ONE | ‘Live Above the Shop’ - Sheltered pathway for shoppers - Commercial office space collaborative work offices - Two floors of residential space 1
FIG TWO | ‘Live Above the Cafe’ - Sheltered ‘spill out zone’ for softened threshold definition - Suspended sunshade façade on North face of commercial - Private balcony on residential
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FIG THREE | Town Houses - Townhouses increase vertical density - Angled towards North - Maintained individuality for refinement of urban grain
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ME FIG FOUR | Accessible Duplex
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- Single floor duplexes to accomodate elderly or those with accessibility issues - Staggered gardens for privacy
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FIG FIVE | Accessible Detached - Detached accessible housing for better carparking access and to provice variety of living experience
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FIG SIX | Compact Detached - Typical detached residential property, more compactly developed to maximise strategic density - Staggered gardens for privacy - Formal variety for refinement of Urban Grain
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FIG II | Equitable Investment Model
FIG III | Road Detail Axonometric
FIG I | Road Connection Plan Overview
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1 | Deciduous Trees 2 | Decorative Grass 3 | Swale system 4 | Walkways 5 | Turning bays 6 | Resident street parking 7 | Upgraded drainage
The main purpose of modifying the existing roads to to address the issue of disconnection between the two wings of Waterloo. We have rectified this issue by adding railway crossings as seen on image one throughout the line to better connect the two sides and prevent people having to commute to the nearest flyover. The crossings ensure connectivity but also are designed in a way that portrays maximum distance of sight and extended pedestrian pathways that add to the safety of the intervention. Image two portrays the different primary and secondary accessways that are immediately effecting the Waterloo Hub. We have intensified the primary axis and linked them with the secondary axis to ensure that the flow of traffic around the hub and also wider Wateroo is smooth flowing.
8 | Cycleway 9 | Intersection
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FIG ONE | Suspended Facade
FIG FOUR | Active Edge
FIG THREE | Open Edge
FIG TWO | Stepped Facade
GUIDELINE ONE | Faรงade Guidelines
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FIG FIVE | Basic Roadway Design / Pedestrian-Vehicle Hybrid Existing NZTA roadway designs promote safe cycleways for cyclists traveling on roads, but still privilege the motor vehicle above the pedestrian or the cyclist. While this lends itself to practicality in busy urban centers, for suburban environments discouraging car usage and instead promoting pedestrian use and cycling will serve to lower emissions through reducing the number of cars on the road, as well as better populate public spaces in Waterloo. 1
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FIG SIX | Proposed Road Redesign
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FIG SEVEN | CBD Pedestrian Street Design
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Following Dutch cycle-way precedent - separating road from cycle-lane with kerb barrier. Protects cyclists through physical visual distinction.
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Engaged facade - employing both principal of open facade design allowing transparency, as well as a physically interactive design to integrate with the street
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Gravel + Grass swale - facilitates drainage of storm and flood water off roadways
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Cold-patch asphalt - production process produces significantly less CO2 by not requiring heating of materials for roadway construction. Fall of 2 degrees towards swale
Intermediary road vegetation - raised planter boxes with attached seating encourage occupation of the road space, as well as providing visual differentiation from driven roads
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Strategic LED inlays to park kerbs for pedestrian night safety crossing roads and approaching open space.
Retractable bollards to create pedestrian streets outside of rush hour 4
Deciduous trees planted along flush median - absorbs CO2, reduces noise and increases volume of natural green-space
GUIDELINE TWO | Roadway Guidelines
MAP KEY | Road + Faรงade Fig.1 Fig. 2 Fig. 3 Fig. 4 Fig. 5 Fig. 6 Fig. 7
VII
The first part of the proposal involves Housing New Zealand approaching a series of smaller investors in order to build capital to expand the existing site. Proportion of units to be split between private investors and Housing NZ based on social housing demand across the whole Hutt area.
FIG ONE | Outdoor Sitting + Bowls Communal outdoor sitting + public bowls green. FIG TWO | General Park + Outdoor Pool
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Outdoor pool, referential to traditional NZ village / community atmosphere.
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FIG THREE | Outdoor Plaza
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Sitting + eating area for commercial and hospitality spaces. FIG FOUR | Green Thoroughfare
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Circulation and visual connection between greenspaces
FIG I | Mixed Multiple Ownership Model
FIG FIVE | Live+Work Open Space
Maintenance and construction costs will be met by both Housing NZ and the private investors, both to lower cost and to ensure equity of investment and interest in the development.
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Open communal space + vege garden for live+work FIG SIX | Kindergarten
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Continuing the existing model, Housing New Zealand will facilitate tenant sourcing and approval for social housing units. Private investors will control demand and source tenants for their own properties .
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Plunket centre shifted from central park space FIG SEVEN | Public Parking Public parking hidden in neighborhoods and behind commercial space to privilege pedestrian experience
DIAGRAM KEY: FIG A | Edge Condition A
1 | Secondary access to house and garden through side gate to garden.
FIG II | Mixed Resident
2 | Strong façade creates boundary condition negating need for perimeter fencing and creates strong edge
Council planning is required to relax height restrictions and foot print size restrictions. This will facilitate densification of site, and allow for more residents to occupy the site. This both assists in meeting the HCC’s growth projection and helps relieve maintenance cost to decrepit social housing flats.
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3 | Pedestrian rain shelters for hybrid-pedestrian streets to facilitate outdoor community gatherings and encourage occupation of the street
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4 | Open façade shows internal circulation and connects building to street 5 | Bicycle lane through residential streets FIG B | Edge Condition B
FIG III | Relaxed Council Restrictions
6 | Primary access for buildings on at least one side of the street + secondary on the other 7 | Low fences, public lighting + straight line of sight contribute to safety and passive crime prevention Primary street access 3
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FIG IV | Equitable Investment Model
Ground floor commercial space will also help create income for the residential developments and further incentivise investment by the potential developers as well as Housing NZ.
Secondary street access
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FIG B | Edge Condition B
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VII
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FIG FOUR | Major Existing Circulation
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FIG FIVE | Proposed Lower Hutt Route
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FIG SIX | Radiated Intensity N
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FIG THREE | Densification III
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FIG TWO | Densification II
FIG ONE | Densification I
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INFRASTRUCTURE TRAIN STATION MAIN ROAD DESIGN PUBLIC TRANSPORT
ROAD GUIDELINE
LOWER HUTT ROAD ELECTRIC CAR INFRASTRUCTURE ENCOURAGE SOLAR PANELS
PHASE II
RESIDENTIAL MIXED OWNERSHIP HOUSING MIXED USE GENERAL MEDIUM DENSITY DIRECT FOCUS ON WESTERN WARD RADIATE DENSITY FROM CBD THROUGH SUBURB
PHASE III
OPEN SPACE STATION GREEN PUBLIC GREENSPACE FOR HOUSING PLANTING DENSITY PASSIVE SAFETY STRATEGY
FIG SEVEN | Timeline Chart
WESTERN W A R D TO GROW IN DENSITY AND LIVE/ WORK OVER TIME
FIG EIGHT | Site Long Section
PEDESTRIAN RAMPS TO ACCESS WESTERN WARD
OPEN ROOF + FLOOR PLAN CONNECTS EAST + WEST
PLAZA RAMP DESIGNED FOR OCCUPATION
AS WELL AS TRANSIT
H I G H E R DENSITY + LIVE/WORK HOUSING SPREADING I N T O SUBURB
OPEN ROOF + FLOOR PLAN CONNECTS EAST + WEST
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INTERVENTION + DEVELOPMENT SUMMARY | AXON DRAWING
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