airport west urban strategy design research studio a, Semester 2, 2019, Swinburne University Sandra Anahi Mansilla Hsyu / Master of Architecture and Urban Design Unit Convenor: Dr Ian Woodcock / Studio Tutor: Leyla Beiglari
AIRPORT WEST URBAN STRATEGY Design Research Studio A_Public Use Zone: North X West semester 2, 2019. swinburne university
Sandra Anahi Mansilla Hsyu / Master of Architecture and Urban Design Unit Convenor: Dr Ian Woodcock / Studio Tutor: Leyla Beiglari |1
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ABSTRACT_ This folio is a summary of my learning process during Semester 1 in Design Research Studio A - Public Use Zone: North X West. Its structure has been designed as per the exercises I have done in class chronologically to demonstrate my progression along the semester. It shows the early phases of my first experiences with stations precincts, passing through urban analysis and design conceptualization, to ending up designing a schematic urban strategy. The Final Project, ‘Airport West Urban Strategy’, is a concrete study case of the roles that the future MCT Inner-West Loop and elevated railways would have as city-shapers in Melbourne. This project represented for me the opportunity to be creative and re-imagine how these kinds of urban interfaces might be and what meaningful contributions they can do for each community while responding to the aspired vision by Plan Melbourne of 20-minute neighbourhoods. Along with these pages, you will discover my design-thinking process, explorations, concepts, reflexions and questions I had as part of my design research process. Warning: this folio only can be fully comprehended by people who understand the sensibility as a tool to design architecture and city. |3
01
MAPPING MOBILITY EXPERIENCES GETTING TO KNOW MELBOURNE Introduction / 6 Mapping task / 7-11 Design task / 12-19
02
urban space & (station) scale Understanding the urban scale in relation to a station Introduction / 20 Station experienced / 21-25 Stitching ideas / 26-33
03
urban prognosis and site diagnosis
04
Precedents
broadmeadows - roxbourgh park - campbellfield Introduction / 20 Site analysis / 34-43 Imagining future scenarios / 44-45
BIG IDEAS FOR broadmeadows Introduction / 46 The (Macro) Big ideas / 47-52 The (Micro) Big ideas / 53-55
05
schematic design (mid-semester) broadmeadows - campbellfield - roxbourgh park urban strategy Introduction / 56 Concepts for the urban strategy / 57-59
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Urban strategy / 60-63 Site design strategy / 64-65 Mid-Semester review / 66-67
06
INNER-WEST LOOP CORRIDOR macro analysis and urban strategy Introduction / 68 Introduction to the urban context / 69-73 Macro urban analysis / 74-107
07
MAKING A DECISION ABOUT FREIGHT LINES Exploration and gradient testing in the Triangle Corridor Introduction / 108 Urban context introduction / 109-110 Gradient testing in Broadmeadows-Roxbourgh Park corridor / 111-115 Gradient testing in Roxbourgh Park-CampbellďŹ eld corridor / 116-119
08
the final design airport west urban strategy Introduction / 120 Macro analysis / 121-125 Site analysis / 126-131 Design proposition / 132-137 Urban strategy / 138-152 Transport infrastructure study / 153-175 Station precinct design / 176-179
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references 180-181 |5
EXERCISE 1_
MAPPING MOBILITY EXPERIENCES
GETTING TO KNOW MELBOURNE This first task consisted of two parts. First, the fact of experiencing on-site paying special attention to every single detail, person, space or atmosphere that might have an impact on our trip. That was the observational investigation part. It was essential to have all our senses in ‘alert’ since we had to choose a site -that could be any point along the route- to design a spatial intervention that makes our travel experience even better. For me, this exercise was challenging in two aspects. First, it was one of my first times getting to know Melbourne and its vast range of modes of public transport -what I must say, I was not get used to!- and also because I had to have all my senses in alert-mode at things that maybe, due to the everyday routine, I do not usually look at. That forced me to be more sensitive than ever.
Map of our journey. Start and endpoints, stops and modes of transports taken. 6|
EXERCISE 1
MAPPING MOBILITY EXPERIENCES |7
mapping task_ ..and some reflexions from the early phases - The design research starting point
Of course, we had some particular conditions in each place we were -big crowds in large stations like Southern Cross, of just a few passengers in the small ones like the Airport West’s tram stop- but, in the end, I experienced the same situations in each transport interchange along our journey. People staring at their screens or focused on their way and completely disconnected from the real space. No eye-contact or interactions. Signals and posts standing out from the crowd but nobody seemed to look at them. They were moving in autopilot. I am convinced that this situation was the starting point of my design research about what can be our role as architects/urban designers to design spaces for people based on the public transport infrastructure. Spaces that can cater to people’s attention encouraging them to be part physically and emotionally, instead of being absorbed from reality. Urban spaces for people, that was what I wanted to achieve at the end of the Studio.
A collage showing the feelings I experienced in Southern Cross Station during our journey 8|
EXERCISE 1
MAPPING MOBILITY EXPERIENCES |9
mapping task_ ..and some reflexions from the early phases - The design research starting point
The ‘border vacuum’. The typical scenario I observed along our journey. I found this situation interesting to bring to debate how a simple design intervention may improve the urban image and make improvements in the lives of the passengers and people who live in the area.
“[...]borders in cities usually make destructive neighbors. A border—the perimeter of a single massive or stretched-out use of territory—forms the edge of an area of "ordinary" city. Often borders are thought of as passive objects, or matter-of-factly just as edges. However, a border exerts an active influence” —Jane Jacobs, The Death and Life of Great American Cities. 10 |
EXERCISE 1
Ideas Competition for Dividing Walls Intervention in Barcelona (2009) Some of the winners, ‘Façana viva’ by OPUS (left) and intervention by David Bravo Salva (right).
Street Art in Buenos Aires ‘The magician’ by Martin Ron and Martin Worich in Tres de Febrero, Buenos Aires, Argentina.
Sources of inspiration Urban borders treatment = Improvements at the urban image and people’s lives Spaces for crossing, contemplating, resting / Individual and collective experience / Encouraging appropriation
M A P P I N G M O B I L I T Y E X P E R I E N C E S | 11
DESIGN TASK_ AN URBAN INTERVENTION FOR A ‘BORDER VACUUM’
Macro scale.
Broadmeadows Station / Glenferrie Station
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EXERCISE 1
Micro scale.
Jacana Station / Glenroy Station
Site.
Section between Jacana Station and Glenroy Station
DESIGN concepts_
a_vegetation
/ b_low maintenance materials / c_street art
M A P P I N G M O B I L I T Y E X P E R I E N C E S | 13
DESIGN TASK_ AN URBAN INTERVENTION FOR A ‘BORDER VACUUM’
a_vegetation Vertical garden / Existing grassland / Pedestrians and cyclists path / Railway 14 |
EXERCISE 1
Imagery of that urban interface. M A P P I N G M O B I L I T Y E X P E R I E N C E S | 15
DESIGN TASK_ AN URBAN INTERVENTION FOR A ‘BORDER VACUUM’
b_low maintenance materials Wood / Concrete / Existing grassland 16 |
EXERCISE 1
Imagery of that urban interface. MAPPING MOBILITY EXPERIENCES
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DESIGN TASK_ AN URBAN INTERVENTION FOR A ‘BORDER VACUUM’
b_street art Blank canvas for artists / Pedestrians and cyclists path / Seating area / Existing grass / Railway 18 |
EXERCISE 1
Imagery of that urban interface. MAPPING MOBILITY EXPERIENCES
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EXERCISE 2_
urban space & (station) scale Understanding the urban scale in relation to a station The second exercise, second challenge. The aim of this task was the exploration of the potential for connectivity that a morphological view of the urban space might contribute to a station precinct. The variety of samples analyzed not only made me familiarise with the scale but also signiďŹ ed my ďŹ rst contact with the relation between the station and other urban components: built form, land uses, open public spaces and pedestrian movement. In this exercise, the method was the key. And certainly, the good eye to identify interesting and inspiring design concepts to apply to our future project. Permeability within the precinct, landscape treatment and connection between community facilities and station were concepts that I persevered until the end of the semester.
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EXERCISE 2
STATIONS EXPERIENCED_ ANALYTICAL REPRESENTATION
U R B A N S PA C E & ( S TAT I O N ) S C A L E
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STATIONS EXPERIENCED_ ANALYTICAL REPRESENTATION
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EXERCISE 2
U R B A N S PA C E & ( S TAT I O N ) S C A L E
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STATIONS EXPERIENCED_ ANALYTICAL REPRESENTATION
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EXERCISE 2
U R B A N S PA C E & ( S TAT I O N ) S C A L E
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STITCHING IDEAS_ STUDY AREA / COLLAGE 1
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EXERCISE 2
U R B A N S PA C E & ( S TAT I O N ) S C A L E
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STITCHING IDEAS_ STUDY AREA / COLLAGE 2
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EXERCISE 2
U R B A N S PA C E & ( S TAT I O N ) S C A L E
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STITCHING IDEAS_ STUDY AREA / COLLAGE 3
30 |
EXERCISE 2
U R B A N S PA C E & ( S TAT I O N ) S C A L E
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STITCHING IDEAS_ STUDY AREA / COLLAGE 4
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EXERCISE 2
U R B A N S PA C E & ( S TAT I O N ) S C A L E
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EXERCISE 3_
urban prognosis and site diagnosis broadmeadows - roxbourgh park - campbellfield Produced as part of the Group G5 / Maria Sanjna, Anjali Patel, Chun Wai Chan & John Lewg
Theoretically, the aim of this exercise was the creation of a database for the whole class. However, for me was also the opportunity to gain some skills that were useful for the next stages of the Studio. It was the primary contact I had with the urban scale since I had been working in the station's immediate context until then. Second, it was a ďŹ rst approach to the urban analysis: the creation of layers of data (movement and transport networks, built form, land uses, etc) not only mapping but also I learned how to show them in terms of the visualization. In spite of our outcome in this exercise was not the best, at this point, I realized that my graphics communication of the urban analysis improved throughout the semester. The understanding of the relevance of pedestrian catchment and how to manage large-scale 3d models (built form and topography) in terms of suitable software were other things I learned from this. Finally, the fact of taking a position about the future of the station precincts if we imagine the maximum capacity when intensify was a suggestive manner to trigger our imagination to start thinking about possible (or not) scenarios. By the end of this exercise, I trained how to jump quickly from the urban analysis to a concept for an urban strategy proposal.
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EXERCISE 3
SITE ANALYSIS_ MACRO SCALE
URBAN PROGNOSIS AND SITE DIAGNOSIS
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EXERCISE 3
SITE ANALYSIS_ MACRO SCALE Figure-ground map (Page 36)
Broadmeadows Station
Land uses map Residential Commercial Industrial Facilities Coolaroo Station Roxbourgh Park Station
Upfield Station
Campbellfield
Networks map Metro lines Main roads Buses routes URBAN PROGNOSIS AND SITE DIAGNOSIS
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SITE ANALYSIS_ MiCRO SCALE. broadmeadows station
Figure-ground map Built form Station
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EXERCISE 3
Land uses Residential Commercial Facilities
Movements & networks Pedestrian flows Railways Main roads
Bus routes Bus stops Parking
Green areas Green areas for potential use
URBAN PROGNOSIS AND SITE DIAGNOSIS
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SITE ANALYSIS_ MiCRO SCALE. CAMPBELLFIELD
Figure-ground map Built form Station
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EXERCISE 3
Land uses Residential Commercial Facilities
Movements & networks Pedestrian flows Railways Main roads
Bus routes Bus stops Parking
Green areas Green areas for potential use
URBAN PROGNOSIS AND SITE DIAGNOSIS
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SITE ANALYSIS_ MiCRO SCALE. ROXBOURGH PARK STATION
Figure-ground map Built form Station
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EXERCISE 3
Land uses Residential Commercial Facilities
Movements & networks Pedestrian flows Railways Main roads
Bus routes Bus stops Parking
Green areas Green areas for potential use
URBAN PROGNOSIS AND SITE DIAGNOSIS
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imagining future scenarios_ hunting new concepts for my design research sc e nar i o a
s ce n a r io b
1_Station = interchange of transport and social interactions between east/west neighbourhoods 2_Detection of too many parking places (what to do with the cars?) 3_Understanding of the potential of open spaces for public realm 4_Walkability between public community buildings
1_Station to trigger commercial activities development 2_Station re-location in the intersection of the main transport networks 3_Connectivity with green areas
s ce n a r io c
1_Urban fabric replacement to give place to innovative programs 2_Station precinct as the commonplace between neighbourhoods 3_Urban interfaces to reduce the impact between areas with dierent character
Key concepts preserved consistently until the Final Project 3d digital model of the Study Site’s existing situation. 44 |
EXERCISE 3
URBAN PROGNOSIS AND SITE DIAGNOSIS
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EXERCISE 4_
PRECEDENTS
BIG IDEAS FOR broadmeadows For this exercise, we were requested to work through the site, diagnosis study and feedback from Exercise 3. I chose Scenario A: Broadmeadows precinct. For me, it was interesting in two aspects. First, jumping into the precinct scale to research about the study site before designing made me realised that I was wrong when I believed that only parking areas were close to the Station and they were not contemplating public realm. Something that you cannot notice in the macro scale from Google’s map view. This was my first time researching about a City Council's future plans that at that moment I had not considered and definitely must be the start point for any urban strategy - In the final project, I made the same process before commencing with the urban strategy. At this point, I could acknowledge the real issues and detect opportunities in Broadmeadows. Second, the reading of Doreen Massey’s ideas was accurate for this stage since it gave me the chance to get inspired by her about what kind of vision am I aspiring for a place. Start to think about how the ‘sense of place’ should be for me. Even though I did not end up designing for Broadmeadows, this exercise represented a personal exploration and the warning to have my feet in the earth since I am designing for a particular place and mainly for a particular community.
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EXERCISE 4
the (macro) big ideas_ massey’s sense of place ideas interpretation
PRECEDENTS
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the (macro) big ideas_ 1_public open space
1_Acknowledge of future urban developments in the area 2_Connection between open public spaces to create a path focused on the pedestrian experience 3_Linking public community facilities 48 |
EXERCISE 4
2_potential programmes
1_Proposed programmes focused on the two dierent scales/communities in the area 2_The station as the place to reduce the impact between both communities
PRECEDENTS
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the (macro) big ideas_ 3_flows
1_Grades separation to create permeability in the ground plane 2_Exploration of the beneďŹ ts of having the heavy rails elevated
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EXERCISE 4
4_combination open public space + programmes + flows
Imaginary of a schematic urban strategy combining all the explored concepts
PRECEDENTS
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the (macro) big ideas_ 4_combination open public space + programmes + flows
Schematic section representing ideas for public open space
Schematic section representing ideas for potential programmes Exploration using a schematic physical model to visualise the concepts of scale, permeability, grade separation and connectivity.
Schematic section representing ideas for ows 52 |
EXERCISE 4
the (macro) big ideas_ exploration as part of my design research
PRECEDENTS
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the (micro) big ideas_ aspiring a sense of place for Broadmeadows
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EXERCISE 4
PRECEDENTS
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EXERCISE 5_mid-semester presentation
schematic design
broadmeadows - campbellfield - roxbourgh park urban strategy “For my mid-semester presentation, I started with Massey’s ideas explored in Exercise 4, considering that currently Broadmeadows, Campbellfield and Roxbourgh Park work independently as isolated centres. Maybe because of its inefficient public transport network or the lack of character to integrate them as a system. Anyway, the railways are the main element that connects them, but paradoxically, divide them from themselves and the outsiders. Starting at this point, the proposal aspires an Extroverted sense of place through, especially, the public space and make the triangle works as a whole system. [...]” —Extract from my Mid-semester presentation speech.
Sketches of my first ideas for the study site 56 |
EXERCISE 5
concepts for the urban strategy_ brainstorming & Exploring the character of each place
S C H E M AT I C D E S I G N
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concepts for the urban strategy_ understanding the site as a system
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EXERCISE 5
S C H E M AT I C D E S I G N
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urban strategy_ ADDITIONAL PROGRAMMES PROPOSED
“[...] For the green areas, I had the idea to continue the creek to reduce the impact between the scale that future new industry-buildings might cause to the low-residential area and also have linear parks under the elevated railways. For the new-industry-hub, a mix-use will be incorporated along with these buildings. Additionally, I propose the commercial islands that will work mainly for the residential area but might give support to the right side of the triangle as well. The cultural axis facilities axis that may lead to densification in the area. And finally, based on the same understanding of urban fabric replacement, I proposed educational facilities in Camp Road that can be connected with other campuses in the city due to the MCT Inner West Loop.[...]”
—Extract from my Mid-semester presentation speech.
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EXERCISE 5
S C H E M AT I C D E S I G N
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urban strategy_ EXISTING AND PROPOSED/PROJECTED NETWORKS
“[...] In terms of the networks, in this map is noticeable the existing and projected lines as MCT, Metro extension Upfield to Roxbourgh Park, High-Speed train in the new Campbellfield Station, BRT buses and some additional regular ones. An upgrade is forecasted for Upfield Station and a new MCT stop in Merlynston Creek. Bike lanes are also a key for the site since they were projected to connect all the stations and green areas as a system. Bike-sharing-points widespread along the site would encourage people to use them to get to the stations’ precincts. This network connection gives our triangle some complexity and emphasises that the urban strategy is not only focused on the three vertices but also addresses the extroversion I outlined at the beginning.[...]”
—Extract from my Mid-semester presentation speech.
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EXERCISE 5
S C H E M AT I C D E S I G N
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SITE DESIGN strategy_ STATIONS PRECINCTS AND (URBAN) KIT OF PARTS
“[...]Zooming into two stations’ precincts I am presenting as samples, it is feasible to recognise how, even though their immediate urban context is different, they are both addressed using the same approach: a public
Schematic design for Roxbourgh Park Station
plaza preceding the main building and the stations' strategic location in the intersection of the transport networks. These two things were the key to establish the way that architects of my group designed their stations at this stage and of course, compound the kit-of-parts for an extroverted sense of place.[...]” —Extract from my Mid-semester presentation speech.
Schematic design for Campbellfield Station 64 |
EXERCISE 5
S C H E M AT I C D E S I G N
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Mid-semester review_ Panel's main feedback and how it influenced in the final project
01
“re-zoning?” How feasible is it? I agreed that maybe the urban fabric replacement and the fully rezoning of Campbellfield North was too radical. Even it is just a political decision, I understood that it has to be a strong reason for that. To avoid making the same mistake, in the final project we made an exhaustive mapping of the potential areas for urban renewal, studying each particular site (land uses and real condition), instead of replacing everything to start from a 'blank canvas'. Also, we have not proposed any changes in the industrial or airport area for this same reason.
02 “not a masterplan!”
the main focus must be placed on the transport network This was one of the reasons because I felt a little bit lost during the design process for the mid-semester project. As well as the complexity of managing a large scale, I had some issues to handle the level of detail that an urban strategy requires. For the final project, we could cover the main layers (built form, land uses, open spaces) but focus on the transport network. That is why we worked more in the infrastructure-testing than the types of buildings, just to mention a sample.
03 “retails and cafés are not always the answer”
how do the new connections influence land use options in the area Absolutely right. This made us think further about compatible programmes to include in our project that depended on the community we were addressing. We researched about the type of people that we had in the area and that is how we found that education was a real issue in Airport West. Therefore, we offered a wide range of potential programs that include, for instance, a learning centre, community centre, coworking, as well as commercial (or just cafés).
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EXERCISE 5
04
“sense of place?” what are the unique conditions of each of your sites? I noted that only a deep analysis, would enable us to discover the character (or sense of place) of any site. For this reason, we invested plenty of time researching about Airport West’s community before starting with the design stage. This gave us the key design parameters to address our proposal. For example, the survey taken by the City Council showed us the value that the low-rise character of the residential area had for the community, having this an impact in the built form of the masterplan.
05 “AUSTRALIANS DO NOT use big plazas” is the big plaza the best option?
A dagger in my heart. To be honest, I have been including BIG public plazas in my designs since I have memory. ‘Plazas’ are extremely valuable and of course, usable in South America. However, I realised that the meaning of any urban or architectonic element differs in the context or culture we are designing for. This is something I intended to improve for the final project -including sportive facilities for example- but I am sure is going to be challenging for me the next few years.
06 “show perspectives”
to clarify the concepts of the diagrams I know I can communicate well through my sketches, however, this comment made me realise that not always the audience is going to be formed by professionals of my field, therefore, not always sketches or technical plans are enough to communicate an idea. For this reason, in spite of the time constraints, we made our best to get at least a quick human-eye perspectives that show the imaginary we had for the site.
S C H E M AT I C D E S I G N
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EXERCISE 6_
INNER-WEST LOOP CORRIDOR macro analysis and urban strategy Produced as part of the UD Team / Amy Rodda, Vincent Pham, Anthony Dunlop, Jessica Lupita & Melkamnesh Johnstone
Continuing with the unit's methodology of zooming out scales progressively, this exercise aimed us to work on the broader scale of the whole corridor. So, in spite of it was very challenging since most of us came from architecture backgrounds, the skills we all got from at the end of this week were directly applied to our final projects. We were encouraged to understand the site as a whole, instead of a summation of the individual segments that we were taking care until then. But I guess it was not until the moment when we all saw the big map stuck in the wall that we truly realised the impact that an MCT route would cause in the city and its importance as a city-shaper for future developments. As well as the typical urban layers for an analysis (topography, figure-ground, networks, etc) our focus was placed in the study of the site particular conditions along the corridor and the demographic aspects since those were two of the most important missing considerations that the panel noticed from most of the groups in the mid-semester presentations. A depth diagnosis of the whole corridor allowed us to recognise what we can get from each place and make them ‘special’ to start thinking in future urban scenarios - that we ended up designing in detail in our Final Projects. For me, the concepts of ‘capacity of the land’, ‘grades separations’, ‘population projection’, ‘policies’, ‘cost-benefit considerations for intensification’ were a bit unknown and made me start considering them to maximise the benefits of any site while I design something valuable and meaningful for the community. 68 |
EXERCISE 6
Introduction to the urban context_ plan melbourne 2017-2050
Melbourne’s urban growth Source: Department of Environment, Land, Water and Planning
Year 1883 1927 1954 1971 2001 2015 Urban growth boundary (2016) Metropolitan Melbourne Region INNER-WEST LOOP CORRIDOR
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Introduction to the urban context_ plan melbourne 2017-2050
Activities Centres’ role in the present and vision as per Plan Melbourne 2050 “[...]metropolitan activity centres and major activity centres will ensure employment growth occurs outside of the central city. [...] Activity centres have been a part of Melbourne’s pattern of development for decades. They fill diverse roles—including housing, retail, commercial and civic services—and are a focus for services, employment and social interaction.[...] Nine existing and two future metropolitan activity centres across Melbourne will be focused for growth as they continue to cater to the needs of their wider regional population and offer access to a broad range of goods and services. They will also be hubs for public transport services and play a major service delivery role, attracting broad investment in education, health and housing at higher densities.”
—Extract from Plan Melbourne 2050 (Direction 1.2, page 36)
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EXERCISE 6
Melbourne 2050 Plan Source: Department of Environment, Land, Water and Planning
Central city National employment and innov. cluster (NEIC) Metropolitan activity centre State-significant industrial precinct State-significant road corridor Rail network Rail improvements Sunbury to Cranbourne / Pakenham (including Metro Tunnel) Western Distributor Transport gateway – major airport Transport gateway – airport Transport gateway – seaport Potential transport infrastructure project Outer Metropolitan Ring/E6 reservation North East Link (subject to investigation) Airport Rail Link Avalon Rail Link Western Port highway upgrade/Rail to Hastings Interstate freight terminal Transport gateway - possible airport Transport gateway - possible seaport Water’s edge parklands Green wedge land Urban growth boundary Urban area Waterway Waterbody Metropolitan Melbourne region INNER-WEST LOOP CORRIDOR
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Introduction to the urban context_ plan melbourne 2017-2050 Vision for the 20-minute neighbourhoods as per Plan Melbourne 2050 Source: Department of Environment, Land, Water and Planning
“A 20-minute neighbourhood must: • be safe, accessible and well connected for pedestrians and cyclists to optimise active transport • offer high-quality public realm and open space • provide services and destinations that support local living • facilitate access to quality public transport that connects people to jobs and higher-order services • deliver housing/population at densities that make local services and transport viable • facilitate thriving local economies. The 20-minute neighbourhood is all about ‘living locally’—giving people the ability to meet most of their everyday needs within a 20-minute walk, cycle or local public transport trip of their home.”
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EXERCISE 6
1_present day
A_The classical monocentric model
>>> 2_progression >>>
B_The polycentric or dispersed model
C_The composite model
3_end goal for melbourne
D_The “Urban village” model (doesn’t exist in real world)
“Moving away from a monocentric model to a polycentric, urban village approach” Source: Urban Development Institute of Australia (UDIA) NSW
INNER-WEST LOOP CORRIDOR
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MACRO URBAN ANALYSIS_ EXISTING TRAIN NETWORK WITHIN STUDY CORRIDOR
References Study corridor Existing PTV Train corridor Existing PTV Train stations
0
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EXERCISE 6
1km
2.5km
5km
10km
INNER-WEST LOOP CORRIDOR
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MACRO URBAN ANALYSIS_ EXISTING TRAIN stations WITHIN STUDY CORRIDOR
References Study corridor Existing PTV Train corridor Existing PTV Train stations
Heavy rail
Tram
Bus
VLine
Broadmeadows Coolaroo Roxburgh Park Upfield Keon Park Jacana Sunshine Newport Heidelberg Albion Future Campbellfield 76 |
EXERCISE 6
0
1km
2.5km
5km
10km
Roxburgh Park
Coolaroo Upfield Melbourne Airport
Broadmeadows
Jacana Future Campbellfield
Keon Park
Heidelberg Albion
Doncaster
Sunshine
Newport
INNER-WEST LOOP CORRIDOR
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MACRO URBAN ANALYSIS_ proposed mct route
References Study corridor Existing PTV Train corridor Proposed MCT route Proposed MCT stops
0
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EXERCISE 6
1km
2.5km
5km
10km
Roxburgh Park
Coolaroo
Airport Elevated
Upfield
Melbourne Airport
Broadmeadows
Jacana Glenroy West At grade Airport West At grade
Campbellfield Trenched
Keon Park
Keilor East At grade
Soloman Heights At grade Heidelberg Albion
Sunshine
Doncaster
Newport INNER-WEST LOOP CORRIDOR
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MACRO URBAN ANALYSIS_ proposed mct route in the context of the wider network
References Study corridor Existing PTV Train corridor Proposed MCT route Proposed MCT stops
0
80 |
EXERCISE 6
1km
2.5km
5km
10km
Roxburgh Park
Coolaroo
Airport Elevated
Upfield
Melbourne Airport
Broadmeadows
Jacana Glenroy West At grade Airport West At grade
Campbellfield Trenched
Keon Park
Keilor East At grade
Soloman Heights At grade Heidelberg Albion
Sunshine
Newport
Doncaster
INNER-WEST LOOP CORRIDOR
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MACRO URBAN ANALYSIS_ physical considerations along the corridor
References Study corridor Existing physical considerations along the corridor (level crossings, rail over road, road over rail, others)
0
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EXERCISE 6
1km
2.5km
5km
10km
Roxburgh Park
Coolaroo
Airport
Upfield
Melbourne Airport
Broadmeadows
Jacana Glenroy West Airport West
Campbellfield
Keon Park
Keilor East
Soloman Heights Heidelberg Albion
Sunshine
Doncaster
Newport INNER-WEST LOOP CORRIDOR
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MACRO URBAN ANALYSIS_ treatment of different sections of the route
References Study corridor Existing PTV Train corridor Proposed additional MCT stops MCT route elevated MCT route at grade Only heavy rail
0
84 |
EXERCISE 6
1km
2.5km
5km
10km
Roxburgh Park
Coolaroo
Airport
Upfield
Melbourne Airport
Broadmeadows
Jacana Glenroy West Airport West
Campbellfield
Keon Park
Keilor East
Soloman Heights Heidelberg Albion
Sunshine
Newport
Doncaster
INNER-WEST LOOP CORRIDOR
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MACRO URBAN ANALYSIS_ topography acknowledgement
References Study corridor Contours
0
86 |
EXERCISE 6
1km
2.5km
5km
10km
Roxburgh Park
Coolaroo
Airport
Upfield
Melbourne Airport
Broadmeadows
Jacana Glenroy West Airport West
Campbellfield
Keon Park
Keilor East
Soloman Heights Heidelberg Albion
Sunshine
Doncaster
Newport INNER-WEST LOOP CORRIDOR
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MACRO URBAN ANALYSIS_ figure-ground map
References Study corridor Built form
0
88 |
EXERCISE 6
1km
2.5km
5km
10km
Roxburgh Park
Coolaroo
Airport
Upfield
Melbourne Airport
Broadmeadows
Jacana Glenroy West Airport West
Campbellfield
Keon Park
Keilor East
Soloman Heights Heidelberg Albion
Sunshine
Doncaster
Newport INNER-WEST LOOP CORRIDOR
| 89
MACRO URBAN ANALYSIS_ public community facilities
Total: 338 Educational
117
Sports and leisure centres
57
Places of worship
50
Community centres
42
Health centres
40
Local government
90 |
EXERCISE 6
22
Libraries
6
Cemeteries
4
Public community facilities within the corridor 0
1km
2.5km
5km
10km
Roxburgh Park
Coolaroo
Airport
Upfield
Melbourne Airport
Broadmeadows
Jacana Glenroy West Airport West
Campbellfield
Keon Park
Keilor East
Soloman Heights Heidelberg Albion
Sunshine
Doncaster
Newport INNER-WEST LOOP CORRIDOR
| 91
MACRO URBAN ANALYSIS_ a_educational facilities
Total: 117 Primary school
49
Kindergarten and pre-school
31
Secondary school
18
Others
13
(Adults learning centres, Specialists, etc)
University & TAFE
Educational facilities within the corridor
6 0
92 |
EXERCISE 6
1km
2.5km
5km
10km
Roxburgh Park
Coolaroo
Airport
Upfield
Melbourne Airport
Broadmeadows
Jacana Glenroy West Airport West
Campbellfield
Keon Park
Keilor East
Soloman Heights Heidelberg Albion
Sunshine
Doncaster
Newport INNER-WEST LOOP CORRIDOR
| 93
MACRO URBAN ANALYSIS_ b_sportive facilities
Total: 57 Sporting grounds
52
Leisure Centres Offices
4
Sportive facilities within the corridor
1 0
94 |
EXERCISE 6
1km
2.5km
5km
10km
Roxburgh Park
Coolaroo
Airport
Upfield
Melbourne Airport
Broadmeadows
Jacana Glenroy West Airport West
Campbellfield
Keon Park
Keilor East
Soloman Heights Heidelberg Albion
Sunshine
Doncaster
Newport INNER-WEST LOOP CORRIDOR
| 95
MACRO URBAN ANALYSIS_ c_places of worship
Total: 50 Churches
39
Mosques
6
Jehovah's Witness Temples Hindu temples
4
Places of worship facilities within the corridor
1 0
96 |
EXERCISE 6
1km
2.5km
5km
10km
Roxburgh Park
Coolaroo
Airport
Upfield
Melbourne Airport
Broadmeadows
Jacana Glenroy West Airport West
Campbellfield
Keon Park
Keilor East
Soloman Heights Heidelberg Albion
Sunshine
Doncaster
Newport INNER-WEST LOOP CORRIDOR
| 97
MACRO URBAN ANALYSIS_ d_community facilities
Total: 42 Community centre Child care centre Clubs & associations Charity
Community facilities within the corridor
Community 0
98 |
EXERCISE 6
1km
2.5km
5km
10km
Roxburgh Park
Coolaroo
Airport
Upfield
Melbourne Airport
Broadmeadows
Jacana Glenroy West Airport West
Campbellfield
Keon Park
Keilor East
Soloman Heights Heidelberg Albion
Sunshine
Doncaster
Newport INNER-WEST LOOP CORRIDOR
| 99
MACRO URBAN ANALYSIS_ e_health care facilities
Total: 40 Nursing & care centres
19
Clinics
10
Hospitals
5
Others
4
(Blood Donation Centre, etc)
Mental health
Health care facilities within the corridor 2 0
100 |
EXERCISE 6
1km
2.5km
5km
10km
Roxburgh Park
Coolaroo
Airport
Upfield
Melbourne Airport
Broadmeadows
Jacana Glenroy West Airport West
Campbellfield
Keon Park
Keilor East
Soloman Heights Heidelberg Albion
Sunshine
Doncaster
Newport INNER-WEST LOOP CORRIDOR
| 101
MACRO URBAN ANALYSIS_ f_local government facilities
Total: 22 City Councils & government oďŹƒces
7
Metropolitan Brigade Stations
7
Police Stations Magistrate courts
102 |
EXERCISE 6
5 3
Local government facilities within the corridor 0
1km
2.5km
5km
10km
Roxburgh Park
Coolaroo
Airport
Upfield
Melbourne Airport
Broadmeadows
Jacana Glenroy West Airport West
Campbellfield
Keon Park
Keilor East
Soloman Heights Heidelberg Albion
Sunshine
Doncaster
Newport INNER-WEST LOOP CORRIDOR
| 103
MACRO URBAN ANALYSIS_ g_libraries
Total: 6
Libraries within the corridor
Libraries 0
104 |
EXERCISE 6
1km
2.5km
5km
10km
Roxburgh Park
Coolaroo
Airport
Upfield
Melbourne Airport
Broadmeadows
Jacana Glenroy West Airport West
Campbellfield
Keon Park
Keilor East
Soloman Heights Heidelberg Albion
Sunshine
Doncaster
Newport INNER-WEST LOOP CORRIDOR
| 105
MACRO URBAN ANALYSIS_ h_cemeteries
Total: 4
Cemeteries within the corridor
Cementeries 0
106 |
EXERCISE 6
1km
2.5km
5km
10km
Roxburgh Park
Coolaroo
Airport
Upfield
Melbourne Airport
Broadmeadows
Jacana Glenroy West Airport West
Campbellfield
Keon Park
Keilor East
Soloman Heights Heidelberg Albion
Sunshine
Doncaster
Newport INNER-WEST LOOP CORRIDOR
| 107
EXERCISE 7_
MAKING A DECISION ABOUT FREIGHT LINES Exploration and gradient testing in the Triangle Corridor By this stage as the UD Team, we had covered the site analysis and the proposed MCT route and stops, but we still had a big decision to make: what about the railways? Certainly, they do not have the flexibility as the MCT had, especially the freight, so we could not have the lines going up and down along the corridor. It was time to make an urban decision as a group. In one hand we had the technical knowledge about contours study and gradients that we had to absorb during the explorations, but in the other hand, we acknowledged the potential that elevating the freight might cause in our future corridors’ design. We knew it was controversial, however, the chance the re-imagine the city shape after we create these new landmarks provoked in us the desire to make it happen. Having the freight elevated would enable us to have a fully permeable ground plane that might generate urban renewals consistent with Plan Melbourne’s vision of 20-minute neighbourhoods. A beneficial and rewarding proposal. As our tutor told us, “Don't look for reasons why it can't be done, find ways to make it work!”, we had in mind what we wanted so we figured the solution out. The gradient testings presented in this chapter demonstrate that is plausible and also gave the architects a framework about the railways' height in each of their stations.
108 |
EXERCISE 7
urban context introduction _ to acknowledge the impact of future scenarios
MAKING A DECISION ABOUT FREIGHT LINES
| 109
urban context introduction _ future scenarios to be considered in each corridor
CORRIDOR 1_
BROADMEADOWS ROXBOURGH PARK Scenario A
(current situation)
Scenario B
Scenario C
(chosen option)
CORRIDOR 2_
ROXBOURGH PARK CAMPBELLFIELD Scenario A
(current situation)
Triangle’s urban plan showing grain size, facilities and future developments 110 |
EXERCISE 7
Scenario B (corridor fully elevated) (chosen option)
Scenario C
(corridor partially elevated)
Scenario D
gradient testing in broadmeadows / roxbourgh park corridor_ scenario a_passengers and freight rails at grade (current situation)
Problems to be solved: 1_Lack of pedestrians/cyclists permeability at the ground plane. Conicts with existing facilities along the corridor (mainly educational) and future Hume City development for the Meadowlink area. MAKING A DECISION ABOUT FREIGHT LINES
| 111
gradient testing in broadmeadows / roxbourgh park corridor_ scenario B_passengers rails at grade / freight elevated
Pros: 1_Further permeability at ground plane. Cons: 1_Freight rail raises quite high - Reaches a maximum of 17.10m at Thorpdale Avenue 2_It is necessary to move four roads down (BeneďŹ ts?) 3_Many gradients changes for Passenger rails along the corridor (going up and down) - UNFEASIBLE 112 |
EXERCISE 7
gradient testing in broadmeadows / roxbourgh park corridor_ scenario C_PASSENGERS and FREIGHT rails ELEVATED
Pros: 1_Full permeability along the corridor (Linkage between East-West) Cons: 1_Freight rail raises quite high - Reaches a maximum of 17.10m at Thorpdale Avenue 2_Metro raises a high distance as well to keep close to the Freight rail - Max. 13.50m 3_It is necessary to move four roads down MAKING A DECISION ABOUT FREIGHT LINES
| 113
gradient testing in broadmeadows / roxbourgh park corridor_ scenario D_PASSENGERS rails ELEVATED (NO FREIGHT)
Pros: 1_Full permeability along the corridor (Linkage between East-West) 2_Greater exibility to follow the topography. Metro can run almost at a constant height along the whole corridor
Cons: 1_It is necessary to move four roads down 114 |
EXERCISE 7
gradient testing in broadmeadows / roxbourgh park corridor_ comparision between different SCENARIOs
MAKING A DECISION ABOUT FREIGHT LINES
| 115
gradient testing in roxbourgh park / CAMPBELLFIELD corridor_ scenario a_passengers rails at grade (current situation)
Problems to be solved: 1. Lack of pedestrians/cyclists permeability at the ground plane; especially in areas that will be redeveloped at mid-long term (Ford Site and CampbellďŹ eld Bussiness Hub) 2. Existence of level crossings in the corridor (Barry Rd and First Ave) 116 |
EXERCISE 7
gradient testing in roxbourgh park / CAMPBELLFIELD corridor_ scenario B_PASSENGERS RAILS FULLY ELEVATED
Pros: 1_Further connectivity at ground plane close to Upfield (Ford Site) and Roxbourgh Park activity centre 2_Level crossings were removed
Cons: 1_Pedestrian permeability close to Campbellfield Business area could not be achieved 2_It is necessary to move Barry Rd and Somerton Rd down MAKING A DECISION ABOUT FREIGHT LINES
| 117
gradient testing in roxbourgh park / CAMPBELLFIELD corridor_ scenario C_PASSENGERS RAILS PARTIALLY ELEVATED
Pros: 1. Further connectivity at ground plane close to Upfield (Ford Site) and Roxbourgh Park activity centre 2. Barry Rd level crossing were removed
Cons: 1. Pedestrian permeability close to Campbellfield Business area could not be achieved 2. It is necessary to move Barry Rd and Somerton Rd down (Benefits?) 3. Level crossing at First Ave could not be removed 4. Many gradients changes for Passenger rails along the corridor (going up and down) 118 |
EXERCISE 7
gradient testing in Roxbourgh park / CAMPBELLFIELD corridor_ comparision between different SCENARIOs
MAKING A DECISION ABOUT FREIGHT LINES
| 119
EXERCISE 8_
the final design airport west urban strategy Produced along with Jessica Lupita
The last stage of my learning process. Time to put in practice all the skills I had gained during the semester and the key design concepts explored and made me get involved emotionally in each exercise. This chapter presents the Final Project ‘Airport West Urban Strategy’ as a concrete study case of the roles that the future MCT Inner-West Loop and elevated railways would have as city-shapers in Melbourne. This project represented our opportunity to be creative and re-imagine how these kinds of urban interfaces might be and what meaningful contributions they can do for each community while responding to the aspired vision by Plan Melbourne of 20-minute neighbourhoods. Although the process was not linear -all design processes are a constant ‘there and back’- the project consisted in three stages: an urban diagnosis and problems detection, the design proposition and the technical testings of feasibility. The main focus was placed in the demographic aspects during all the stages since this was the weak point in our mid-semester presentations. This project put the Airport West community at the top of design priorities in every layer: open spaces, land uses, urban morphology and transport infrastructure. In terms of the latter, we were aware that a freight elevated at 13m might represent a huge visual impact within the urban fabric, however, we are convinced about the beneficial effect it might have if as urban designers made our job well. Because, in the end, urban spaces are designed for people. 120 |
EXERCISE 8
MELBOURNE AIRPORT
MACRO analysis_ location and potentials
8’ r/ ca by +4 0’ ing us c bli
pu tra ns rt
po
HUME Tullamarine MORELAND Gowanbrae BRIMBANK Keilor Park MOONEY VALLEY Airport West Strathmore height Essendon Field
AIRPORT WEST
0
250
500
1km
1.5km
2km
THE FINAL DESIGN
| 121
MACRO analysis_ EXISTING AND FUTURE ROLE
ROLE IN THE PRESENT Primacy of vehicles 122 |
EXERCISE 8
(ASPIRATION OF) ROLE IN THE FUTURE By enhancing public transport
MM3 & MARL Airport elevated / underground
MACRO analysis_ EXISTING AND PROPOSED TRANSIT NETWORKS EXISTING TRAM 59 Airport West-City BUSES Skybus 12 Regular buses
MM3 - Link Rd elevated
PROPOSED AND PROJECTED TRANSPORT INTERCHANGES 1. Airport West Station 2. Moore Rd Station 3. Keilor Park Station TRAINS Freight track lines (elevated) Melbourne Airport Rail Link (underground) MARL stops
MM3 - Sharps Rd elevated
1
MARL & IW - Airport West underground / at grade
TRAM 59 Airport West-City extension (at grade) Tram 59 extension stops
2
MM3 & IW- Moore Rd elevated / at grade
LIGHT-RAIL-BASED MCT Inner-West Loop Line Inner-West Loop stops Melbourne Metro 3 MM3 stops
MM3 - Essendon Fields elevated IW - Keilor East at grade IW - Tuppal Place at grade
3
BUSES 3 additional buses linking East-West Additional routes to strategic cycling corridor 0
250
500
1km
1.5km
2km
THE FINAL DESIGN
| 123
MACRO analysis_ FACILITIES AND COMMERCIAL ACTIVITY COMMERCIAL
Main commercial activity centres (Shopping Centres, Cafes, Shops, Petrol stations, etc) 11 Hotels & 1 Conference centre
ISSUES/PROBLEMS DETECTED Hotels and conference centre mainly in Melrose Drive
FACILITIES SPORTIVE & LEISURE CENTRES 9 Sporting grounds 1 Leisure centre EDUCATIONAL 3 Kindergardens 5 Primary schools 7 Aviation academies
Small commercial activity centre in relation with the scale of the suburb (residential)
COMMUNITY 4 Community centres 2 Clubs & associations 2 Child care
Inexistence of health care facilities close to AW main activity area or Tullamarine
Inexistence of public community or local gov. facilities close to the main activity area
Inexistence of facilities close to freight railways Aviation academies and museums in Essendon Airport surroundings
LOCAL GOVERNMENT (No facilities in the area - Potential additional programs) CULTURAL 2 Libraries (Keilor Rd and Tullamarine) 2 Aviation museums (Essendon Airport) HEALTH CARE 4 Clinics (Tullamarine and Essendon Airport) PLACES OF WORKSHIP & CEMETERIES 0
124 |
EXERCISE 8
250
500
1km
1.5km
2km
MACRO analysis_ POTENTIAL AREAS FOR INTENSIFICATION ALONG THE CORRIDOR POTENTIAL AREAS DETECTED BASED ON THE ANALYSIS OF EXISTING FACILITIES AND PUBLIC TRANSPORT IMPROVEMENTS Potential empty lands apt to urban developments
575m of lot frontage along Melrose Drive due to the development of the corridor
Potential areas for the acquisition of lands and urban fabric replacement
500m of lot frontage along Melrose Drive due to the development of the corridor
Less dense urban fabric and empty lots due to its proximity to the main activity area 9.2ha of parking spaces (WestďŹ eld Shopping) for main activity centre development 750m of lot frontage along Moore Rd due to its proximity to the main activity area 4.2ha of grassland within industrial precinct and natural reserve 2.75km of grassland along the corridor after freight rails being elevated 1.8ha empty land former Keilor Park Primary School Less dense urban fabric, damaged or potencial for rezoning after addition of Keilor Park Station 0
250
500
1km
1.5km
2km
THE FINAL DESIGN
| 125
SITE analysis_ CITY COUNCIL’S URBAN FRAMEWORK
Structure plan for Airport West Source: City of Mooney Valley
126 |
EXERCISE 8
A.
B.
C.
D.
A. Movement and access B. Open space and public realm C. Built form and urban design D. Land uses and activity
SITE analysis_ Design research questions after site acknowledgment Having analysed the study site on the broader scale (Airport-Airport West corridor) and the site scale (only Airport West) we noticed the same idea of the primacy of vehicles applied in both scales. Vehicles had more prominence than people, in fact, all the major developments that City Council projected for Airport West were concentrated along Tullamarine Fwy. This detected problem triggered our first design research question: How our urban strategy can make something
meaningful
for the Airport West’s
community making the most of elevating the freights and adding a new mode of transport that is more people’s scale? How feasible is moving the focus of the urban development to create a new corridor pedestrian-focused instead of the car-oriented current situation? How that corridor should be?
THE FINAL DESIGN
| 127
SITE analysis_ PROJECTED POPULATION AND DWELLINGS IN AIRPORT WEST
128 |
EXERCISE 8
Projected age group population growth number
Projected number of dwellings growth
The projected population gave us the parameters to plan the intensiďŹ cation. Why we would propose more dwellings than the number of people who might live there? We needed real numbers. THE FINAL DESIGN
| 129
SITE analysis_ DEMOGRAPHIC ASPECTS FOR POTENTIAL PROGRAMMES
The research of demographic aspects enabled us to know who and how is the people that are going to ‘use’ our urban strategy. Only knowing them fully, would give us the chance to think about what kind of place we want for the site. 130 |
EXERCISE 8
SITE analysis_ PROJECTED POPULATION AND DWELLINGS IN GOWANBRAE
THE FINAL DESIGN
| 131
design proposition_ brainstorming as part of the design research process
132 |
EXERCISE 8
THE FINAL DESIGN
| 133
design proposition_ key design concepts for airport west
134 |
EXERCISE 8
The
stations
intersection
were of
the
located main
in
the
transport
design proposition_ key design concepts for main activity centre
networks. Moore Rd is the minor station, whereas Airport West is the main station. Considering an 800m catchment, the area resulting from their overlap is our Main Activity Center. With the aim of solving one of the major issues in the community (more than 60% use car to go to work every day), we started to think how to encourage them to use active and public transport within the precinct instead of cars. So, we ended up asking ourselves ‘what if we take off all the parking places in the shopping centre and concentrate them in the extremes of the precinct?’. The main public transport road that connects both stations put life in the core of the site.
A car-free-activy centre?
There plenty of samples of successful precedents about car-free neighbourhoods - like Helsinki in Finland or Freiburg in Germany. It is demonstrated that all of them have improved people’s lives. THE FINAL DESIGN
| 135
design proposition_ key design concepts for main activity centre
Preliminary ideas & concepts for the masterplan configuration.
The cars footprint in the parking area defined our basic lines to structure the masterplan. We aspired to give a strong and symbolic message, that is why we replaced the original cars’ network with a new pedestrian and cyclist network.
136 |
EXERCISE 8
Preliminary ideas & concepts for pedestrians and public spaces connectivity.
The buildings were deďŹ ned using pedestrian ows that we wanted to maintain and create. The built form does not interrupt the connection between the main public transport road and the access points to the shopping centre. From North to South, all the new building are connected through a system of public open spaces which starts and ends in the stations.
THE FINAL DESIGN
| 137
138 | EXERCISE 8 R E R D
Airport West Station
O
AW Activity Centre
O
Moore Rd Station
M
AW New residential area
TU
LL A
M
A
RI N
E FW
Y
urban strategy_ airport west master plan
ING RD WESTERN R
Airport West Station
Pedestrian sidewalks crossing in the core of the blocks to access WestďŹ eld Shopping Centre entrances
Accessible rooftop above WestďŹ eld Shopping Centre due to the removal of parking places
System of public open spaces in the core of the blocks connecting both stations Pedestrians sidewalk & cyclists lanes running in parallel to the main transport road
TU
LL A
M
A
WES TFIE LD D R
RI N
E FW
Y
L
Civic plaza for community events outdoors - Transition between residential and activity centre areas
WE ST FI E
Moore Rd Station
New buildings development facing the corridor
Sporting grounds and green area to compensate for the occupancy of Etzel Reserve (New Primary School)
Pedestrian crossing to access sporting grounds
New accesses to the corridor green area for people in the residential area
Pedestrians sidewalk & cyclists lanes along the green corridor
urban strategy_ public open spaces
ING RD WESTERN R
D
D
R
THE FINAL DESIGN | 139
140 |
EXERCISE 8
urban strategy_ imaginary of the urban interfaces
In these perspectives, we intended to present our ideas for the urban interfaces along the corridor showing how the freight elevated in spite of its massive structure can be merged with the urban scene.
Rendering of the residential area facing the new corridor. THE FINAL DESIGN
| 141
142 6 | |
EXERCISE 8
urban strategy_ imaginary of the urban interfaces
The landscape design was the resource we used as a soft limit to control pedestrian crossings. The MCT route made the ground plane visually permeable, but not physical.
Rendering of the residential area facing the new corridor. THE FINAL DESIGN
| 143
144 | EXERCISE 8
Residential area (Medium density)
Health care facilities for Airport West & Tullamarine communities
Parking building II
Public community facilities - ‘Large’ scale (Mooney Valle City Council, Learning Centre and coworking spaces for the community) Airport West Station
Westfield Airport West Shopping Centre
Mix use (Residential high density + Commercial)
Parking building I
Moore Rd Station Public community facilities - ‘Small’ scale (Library, Community Centre + Aviation Museum)
Residential area (Medium density)
Mix use (Commercial + Residential buildings) as an expansion of the main activity centre on a small scale
urban strategy_ land uses & facilities
urban strategy_ built form ING RD WESTERN R
WE ST FI E
L
D
D
RI N
E
FW
Y
R
TU
LL A
M
A
WES TFIE LD D R
M O O R E R D
URBAN TYPOLOGY A_Along green corridor 4-story-buildings (3 levels residential + mixed use GF): 9.57ha URBAN TYPOLOGY B_Surrounding residential area 3-story-buildings (3 levels residential): 25.2ha URBAN TYPOLOGY C_Main activity centre 6-story-buildings (Mix use, 50% residential): 25.2ha URBAN TYPOLOGY_Gowanbrae & Strathmore Heights 4-story-buildings (Mix use and residential): 25.2ha
A
B
C
D
THE FINAL DESIGN
| 145
urban strategy_ urban morphology “[...] The low rise character of residential areas and houses with front yards and setbacks is a highly valued attribute of Airport West[...]”
— Extract from AW Activity Centre Structure Plan (City of Moneey Valley)
|5
Aerial view of the existing urban form.
146 |
EXERCISE 8
Even though we are not reaching the maximum height allowed for the site, we prioritized the low-rise character that the community values most.
Aerial view of the proposed urban form.
THE FINAL DESIGN
| 147
urban strategy_ urban morphology
Aerial view of the existing urban form.
148 |
EXERCISE 8
We have deďŹ ned a maximum of 40% lot occupancy at ground level after our analysis of the residential area grain size - which is around 20-25%. We considered that if we increase the value of more than 40%, that would cause a negative impact within the existing urban fabric.
Aerial view of the proposed urban form.
THE FINAL DESIGN
| 149
urban strategy_ urban morphology
150 |
EXERCISE 8
For the Main Activity Centre, we have followed the recommendation of the City Council's framework of 6 levels since it would not aect the residential area.
THE FINAL DESIGN
| 151
urban strategy_ public & active transport networks ING RD WESTERN R
WE ST FI E
L
D D
RI N
E
FW
Y
R
TU
LL A
M
A
WES TFIE LD D R
M O O R
152 |
EXERCISE 8
Tram stop 59 line extension
Airport West Station IW + MARL lines stop
Activity-centre-bus exclusive lane
Bike lane along WestďŹ eld Dr
Activity centre (partially) car-free area
Freight track lines (elevated) Melbourne Airport Rail Link (underground)
Moore Rd Station MM3 Line stop
Main pedestrians & cyclists ows
D
MCT - Inner-West Loop Line (at grade) MCT - Melbourne Metro 3 (elevated)
R
Activity Centre Special Bus (at grade)
Bike lane along new lane facing the green corridor
E
Tram 59 Airport West-City (at grade)
Transport infrastructure study_ topography testing in mct-inner west loop corridor
elevated freight line_ Tullamarine Fwy - Keilor Park Dr
(Between 7m to 13m above the ground) THE FINAL DESIGN
| 153
Transport infrastructure study_ topography testing in mct-inner west loop corridor
elevated freight line_ Tullamarine Fwy - Keilor Park Dr
Testing gradient and topography to solve WestďŹ eld Junction 154 |
EXERCISE 8
mct inner west loop (at grade)_ Tullamarine Fwy - Keilor Park Dr Gradient testing
THE FINAL DESIGN
| 155
Transport infrastructure study_ topography testing in mct-mm3 corridor
mm3 line (elevated)_ Tullamarine Fwy - Airport Dr Gradient testing 156 |
EXERCISE 8
Transport infrastructure study_ ITS RELATIONSHIP WITH THE URBAN MORPHOLOGY
THE FINAL DESIGN
| 157
Transport infrastructure study_ testing the urban character along the corridor
158 |
EXERCISE 8
THE FINAL DESIGN
| 159
Transport infrastructure study_ testing the urban character along the corridor
160 |
EXERCISE 8
THE FINAL DESIGN
| 161
Transport infrastructure study_ testing the urban character along the corridor
162 |
EXERCISE 8
The Masterplan was designed in parallel with infrastructure testings that enabled us to know how feasible each decision about grade separation was and also was essential to deďŹ ne the character along the corridor. Topographic and short sections testings: the technical step we had to tackle as part of our design process.
THE FINAL DESIGN
| 163
Transport infrastructure study_ testing the urban character along the corridor
164 |
EXERCISE 8
THE FINAL DESIGN
| 165
Transport infrastructure study_ testing the urban character along the corridor
166 |
EXERCISE 8
THE FINAL DESIGN
| 167
Transport infrastructure study_ testing the urban character along the corridor
168 |
EXERCISE 8
THE FINAL DESIGN
| 169
170 |
EXERCISE 8
Transport infrastructure study_ testing the urban character along the corridor
THE FINAL DESIGN
| 171
Transport infrastructure study_ testing the urban character along the corridor
172 |
EXERCISE 8
THE FINAL DESIGN
| 173
Transport infrastructure study_ testing the urban character along the corridor
174 |
EXERCISE 8
THE FINAL DESIGN
| 175
STATION PRECINCT DESIGN_ AIRPORT WEST STATION
176 |
EXERCISE 8
THE FINAL DESIGN
| 177
STATION PRECINCT DESIGN_ AIRPORT WEST STATION
178 |
EXERCISE 8
In spite of the main focus of our urban strategy laid on the broader scale, we thought a schematic design for Airport West Station that replicates the same concepts of pedestrian ows as building shapers and a liveable ground plane. Continuing with the same vision that stations, precincts and cities must be designed for people.
THE FINAL DESIGN
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REFERENCES_ SOURCES TO SUPPORT OUR DESIGN RESEARCH READINGS City of Melbourne, 'City Road Master Plan. Transforming City Road into a safe and welcoming place for everyone. 2016-2023', <https://www.melbourne.vic.gov.au/sitecollectiondocuments/report_-_city_road_-_final_master_plan_v9_final_august_2016-_part_12_overview.pdf> City of Moonee Valley, 'Airport West Activity Centre Structure Plan Review. Key Directions and Preferred Options Report - November 2017'. City of Moonee Valley, 'MV2040 Strategy. June 2018. Your neighbourhood, your vision. Airport West'. Hume City Council, 'Hume Central The Vision September 2014', <http://www.hume.vic.gov.au/files/sharedassets/hume_website/major_projects/broadmeadows/new_folder_1/hume_central_the_vision_reduced.pdf> Jacobs, J., 1961, 'The Death and Life of Great American Cities. Chapter 14, The Curse of Border Vacuums', Random House Inc, New York. Lawrie, I., Woodcock, I., Stone, J., 'What’s best for the West? Plan Melbourne 2017-2050 and alternative transport futures for Melbourne’s western suburbs', 2018, Australian Cities Research Network. Massey, D., 1991, 'A Global Sense of Place', Marxism Today (38) 24-29. Moreland City Council & SGS Economics & Planning, 'Moreland Development Contributions Plan. Final. January 2015', <https://www.moreland.vic.gov.au/globalassets/areas/amendments/amendmentslib-7208/c133/moreland-development-contributions-final-january-2015-w-appendices.pdf> National Association of City Transportation Officials, 'Light Rail Transit Service Guidelines', <https://nacto.org/wp-content/uploads/2015/04/lrtserviceguidelines_vta.pdf> Public Transport Victoria, 'Network Development Plan - Metropolitan Rail', <https://www.ptv.vic.gov.au/assets/default-site/footer/legal-and-policies/growing-our-rail-network-2018-2025/5290c0d0b4/PTV_Network-Development-Plan_Metropolitan-Rail_Ove rview_2016update.pdf> Rail Futures Institute Inc., 'The Melbourne Rail Plan 2020-2050. Public Transport for a City of 8 Million. Final edition', <https://www.railfutures.org.au/wp-content/uploads/2019/09/15329_MRP2050main_FinalPages.pdf> SGS Economics & Planning, Rawnsley, T., 'Will the $50B Suburban Rail Loop Shape the Melbourne We Want?, <https://www.sgsep.com.au/assets/main/Will-the-50b-suburban-rail-loop-shape-the-Melbourne-we-want.pdf> State Transport Authority Victoria, 'Railway Gradients & Curves'. 180 |
Stone, J., Woodcock, I., 'The Benefits of Level Crossing Removals: Lessons from Melbourne's historial experience', <http://mams.rmit.edu.au/51zakugpfi4ez.pdf> Tourism & Transport Forum Australia, 'TTF Transport Position Paper. The Benefits of Light Rail', <https://www.ttf.org.au/wp-content/uploads/2016/06/TTF-The-Benefits-Of-Light-Rail-2010.pdf> Victorian Planning Authority, 'Greater Broadmeadows. Framework Plan. December 2017', <https://vpa-web.s3.amazonaws.com/wp-content/uploads/2018/03/Greater-Broadmeadows-Framework-Plan_December-2017-1.pdf> Victoria State Government, '20-Minute Neighbourhoods. Creating a more liveable Melbourne', <https://www.planmelbourne.vic.gov.au/__data/assets/pdf_file/0018/515241/Creating-a-more-liveable-Melbourne.pdf> Victoria State Government, Department of Environment, Land, Water and Planning, 'Better Apartments Design Standards. New apartment design standards for Victoria. December 2016', <https://www.planning.vic.gov.au/__data/assets/pdf_file/0024/9582/Better-Apartments-Design-Standards.pdf> Victoria State Government, Department of Environment, Land, Water and Planning, 'Plan Melbourne 2017-2050', <https://planmelbourne.vic.gov.au/__data/assets/pdf_file/0007/377206/Plan_Melbourne_2017-2050_Strategy_.pdf>Broz Contracting, 'Sunshine Railway Station', <https://brozcon.com.au/portfolio/sunshine-station/> IMAGES USED IN THIS FOLIO Buenos Aires Street Art, 'Martin Ron and Martin Worich’s new mural The Magician', <https://buenosairesstreetart.com/2012/03/23/martin-ron-martin-worich-magician-murales/#more-4776> Clarin ARQ, 'La Estación Retiro estrena nuevo mobiliario', <https://www.clarin.com/arq/diseno/estacion-retiro-estrena-nuevo-mobiliario_0_r1dW5MfWb.html> Col.legi d'Arquitectes de Catalunya (Institute of Architects of Catalonia), 'Ideas competition for dividing walls intervention in Barcelona', <https://www.arquitectes.cat/es/concurso-de-ideas-para-la-intervenci%C3%B3n-sobre-paredes-medianeras-en-barcelona> Heritage New Zealand, Pouhere Taonga, 'Remuera Railway Station and Signal Box', <https://www.heritage.org.nz/the-list/details/634> Urban Development Institute of Australia (UDIA) NSW, “Moving away from a monocentric model to a polycentric, urban village approach”, <https://www.domain.com.au/news/sydney-to-be-more-like-tokyo-under-udia-proposal-20160517-gowtc4/>
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