Culemborg Community Catalyst - Urban Design Project - 2013 by Frank Kleinschmidt

Figure 0.0 - Cover image Source: Author

University of Cape Town Faculty of Engineering & the Built Environment School of Architecture, Planning & Geomatics School of Architecture, Planning and Geomatics University of Cape Town Rondebosch Cape Town 7701 Telephone: + 27 (0)21 650 2362 Fax: + 27 (0)21 689 9466 All rights reserved. Except for the inclusion of brief quotations in a review, no part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without the written permission of the publisher. First published in May 2013.

Figure 0.1 - Panoramic photograph of the entrance to Culembourg & freeways â&#x20AC;&#x192;â&#x20AC;&#x192;Source: Author

001 Acknowledgements I would like to acknowledge the significant contributions made to this project by the following people: Liana Műller, Dr Tanja Winkler, Associate Professor Henri Comrie and Adriaan Mentz David Gibbs, Ancunel Steyn and Nina Honiball Andrew Fleming and Yehuda Raff from Cape Town Partnership Liezel Fountain-Kruger, Lorryn Steenkamp and Gershwin Fortune from City of Cape Town Wilfreid Böhm from ARG architects Nicholas Botha Adam Clemens Thomas Slingsby

Figure 0.2 - #community#gathering#light#energy#integration Source: http://www.artleo.com/images/201108/artleo.com_6893.jpg

002 Abstract ....the production of a catalytic place which fosters a self-reliant, integrated and diverse community in the Foreshore through the introduction a richer, denser and more accessible civic space....

003 Table of Contents 001 Acknowledgements

002 Abstract

vii

003

viii

table of contents

100 SECTION ONE

PRELUDE: INTRODUCTION & SCENARIOS

110

introducing THE PROJECT

120

the scenarios

121 a brief look at the scenario-making process

312 OBSTACLES & OPPORTUNITIES

313

THE MOST CHALLENGING INTEGRATION

314

LACK OF ACCESS AS CATALYST

320 Culemborg & WOODSTOCK

16 17

323 OPPORTUNITIES IN WOODSTOCK & SURROUNDS

SCENARIO THREE: THE GRID

125

SCENARIO FOUR: A PEOPLE-CENTRED APPROACH

126

SCENARIO Five: linkage & energy

126

CONCLUDING THE SCENARIO-MAKING PROCESS

10 11 11

212

CONSIDERATIONS

213

REFINING & RECONSIDERING

221 injection versus integration

222

13 13

330 INFRASTRUCTURAL INTERVENTION

331

THE QUESTION OF INFRASTRUCTURE

332

THE FREEWAYS

333

THE RAILWAY LINES

334

THE Culemborg OPERATIONS

335

CONCLUSION

340 EVOLUTION OF THE CANVAS 341

211 the vision

223 conclusion

SCENARIO TWO: CONNECTIVITY

PREREQUISITES for community shift

ACCESS FROM THE FORESHORE

WHY Culemborg? WHY NOT FORESHORE?

124

220 COMMUNITY & integration

ACCESS INTO WOODSTOCK

123

the first concept

311

ACCESS & CATALYSTS

322

210

310

321

SCENARIO ONE: HOUSING AS CATALYST

What came next: conceptual phase

EXPLORATION OF CONTEXT & IDEAS

122

200 SECTION TWO

viii

300 SECTION THREE

FURTHER CHANGES & INTERVENTIONS

342 the urban canvas

400 SECTION FOUR DISTRICT PLAN DEVELOPMENT

410

ANALYSIS OF THE CANVAS

19 21 21

22 23

411

BUILT FORMS

412

TRANSPORT & transit

413 OPEN SPACE

414

WIND & SUN

415

VIEWS

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420 CHARACTER Study

421

LINES OF ENERGY

422

IDENTIFYING NODES & ACCESS

423

CHARACTER Study of the harbour

424

CHARACTER Study of Woodstock

425

CHARACTER Study of stations & culemborg

426

CHARACTER Study of the foreshore

426

CHARACTER Study of the inner city & district 6

427

CONSOLIDATED CHARACTER STUDY

430 PRECEDENT

431 general system case studies

432 street space & thresholds

434 theoretical principles

440 EXPLORATION

500 SECTION FIVE

DISTRICT PLAN & PRECINCT SELECTION

510

incremental growth plan

520

first phase district

530

second phase district

540

final phase district

700 SECTION SEVEN

CONCLUSION: THE LIVEABLE PRECINCT

710 RESOLVED SKETCH PLANS

720 FINAL precinct PLAN

730 FINAL SECTIONS

740 FINAL PERSPECTIVES

750 CONCLUSION

800 SECTION EIGHT REFERENCES & APPENDICES

810 BIBLIOGRAPHY

820 TABLE OF FIGURES

550 SELECTION OF THE CATALYTIC PRECINCT 60

600 SECTION SIX

Precinct PLAN DEVELOPMENT

510

concept diagrams

62 63

520 PRECEDENT

530 EXPLORATION

FRANK KLEINSCHMIDT

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100 SECTION ONE PRELUDE: INTRODUCTION & SCENARIOS

110 introducing THE PROJECT The Foreshore district of Cape Town is a shambles. It really is that simple. Ladies and gents, look left and right at any point in the Foreshore, and it becomes blatantly obvious how a combination of Modernist planning, lack of upkeep and a horrendous choice of surface and edge conditions (yes, parking gravel, I mean you) have resulted in a particularly hostile environment. Enter the creative student. As part of a class of Masters studying Urban Design, City & Regional Planning and Landscape Architecture, I have undertaken to solve this bleak and underutilised environment of towering office blocks and barren streets. By engaging in a variety of exercises, from the generation of (rather) whimsical ideas to extensive conversations and crits, we’ve investigated both the qualitative (feelings, atmosphere, experiences, etc.) and quantitative (the numbers, the hard facts) sides of the Foreshore and surrounds. After formulating scenarios, which I’ll chronicle briefly below, each member of the class split up, to produce their own version of what you’re holding right now. This particular project deals with a way to revitalise the Foreshore through the introduction of community, and through an integration of this community from and back into the neighbouring city districts. The integration of this neighbourhood will rely on a vibrant network of civic and recreational space, linking through Culemborg across the railway line, creating permeability of the rich community prevalent in Woodstock into the Foreshore. In this I have chosen to deal with the Culemborg operations facility and its relationship to both the Foreshore and Woodstock, as well as the interwoven infrastructure of this locale, analysing and formulating standpoints on the various levels of engagement. This project thus culminates in a multi-phased, multilevel design, dealing initially with a gradual district development, and focussing eventually on the precinct that has the most chance of enabling this development; the catalytic precinct, if you will.

Figure 1.0 - Photograph taken underneath north edge of Freeways Source: Author

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This particular scenario dealt primarily with ideas of community, housing, and the feasibility therein, as well as a semblance of qualitative and demographic data:

120 the scenarios

ºº ºº

121 a brief look at the scenario-making process This project began with a combination process of research and scenario-making. Prior to the research, initial scenarios were developed in groups, and were then evaluated against the research in order to progress with, rethink or scrap the scenarios. The cooperative element of this project thus culminated in five substantiated visions, all of which offer something different to the development of an initial concept.

ºº ºº

The necessity for some semblance of community in the Foreshore Ways of incentivising and making economically viable the development of such housing or community-building infrastructure The recognition of valuable demographic & cognitive mapping summaries Evidence to support the adequate range of accessible civic amenities

In the following sections I will explore the scenarios in turn, going through both their basic idea, as well as the supporting concepts, and how these bear relevance towards my own angle of engagement.

122 SCENARIO ONE: HOUSING AS CATALYST

“

With a focus on housing and the social aspects of the Foreshore, this scenario attempts to synthesise the data and analyse it though the lens of adaptability to assist the designer in creating a liveable, functional and robust environment for people interacting with the space. The creation of a community thus becomes part of the vision for the Foreshore. This is vital for the activation of space through all hours of the day, and thus a community also forms part of the basis for the creation of safe and liveable space. Further exploration demonstrates that densification of the Foreshore through the catalyst of student housing has the potential to create a community and thus create a place from a space.

”

- Adapted from “Foreshore Revisited”, page 26. Figure 1.2. - Map showing the locations of various amenities around the Cape Town CBD Source: Image generated for report based on data provided by City of Cape Town GIS (2011) & Google Imagery (accessed 2013).

Figure 1.1. - Diagram showing a method for sustained and growing investor confidence Source: CoCT “Cape Town’s Economic Environment”, accessed 11th March 2013

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123 SCENARIO TWO: CONNECTIVITY

“

The Foreshore is well-located as it links directly to both the N1 and the N2 freeways, as well as the Cape Town city centre and the V&A Waterfront. In this particular scenario the objective became an increase of connectivity in the Foreshore through the use of public transport and increased connections to the port. This could be achieved through the creation of a transport hub on the open land underneath the freeways which is currently undeveloped and being used for informal parking. The idea is that public transport physically brings people to the city and links them once in the city. The port can be viewed as another link to the city as it also provides a gateway through which people arrive in the city. The scenario is based on the Foreshore essentially being this point where many transport networks meet and taking advantage of the Foreshore’s central location in relation to the rest of Cape Town. With this vision in mind, research relating to public transport in the Foreshore was examined in order to explore the viability of this scenario.

”

- Adapted from “Foreshore Revisited”, page 29.

This particular scenario dealt primarily with ideas of transit and port operations, with the following being most applicable to my conceptual development: ºº ºº ºº

Figure 1.4. - Existing Cape Town Port layout. Source: Illustration adapted from report

The definite necessity for an operational harbour in Cape Town The proposed development of the new container handling facility The recognition of the value of public transport, especially in spatial requirements and the urban load of private mechanised.

Figure 1.3. - Space requirements of different modes of transport (bicycles, motor cars & busses) Source: http://www.geo.sunysb.edu/bicycle-muenster/, cited in City of Cape Town, 2011

FRANK KLEINSCHMIDT

Figure 1.5. - Long-term layout of Cape Town Port Source: Illustration adapted from report

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124 SCENARIO THREE: THE GRID

“

This scenario for the Foreshore is focussed on a design which will generate and support public life as a key element of future development. The focus has therefore shifted from current dominance of the private motor vehicle to the prominence of the pedestrian. Figure 1.6 - City grid for Foreshore area of Cape Town Source: Image generated for report based on data provided by Google Maps

The scenario uses the Cape Town inner city grid as precedent for development in the Foreshore. The assumption of the success of the inner city grid has been interrogated through historical research, comparison to international case studies and the environmental influences of the design of the grid. The scenario thus seeks to understand how the grid enables public life in order to inform future development of the Foreshore.

Figure 1.7 - City grid for Cape Town Source: Image generated for report based on data provided by Google Maps

”

- Adapted from “Foreshore Revisited”, page 33.

This particular scenario dealt primarily with ideas of city space, of the use of grids to produce urban place that is conducive both to movement and habitation. Some of the conclusions are as follows:: ºº ºº

The variation not only in the greater Cape Town metropole, but the world in terms of grid sizes and permeability. How street sizes and grids sizes can easily contribute directly to access for one form of movement to the loss of the others.

Figure 1.8 - City grid for New York Source: Image generated for report based on data provided by Google Maps

Figure 1.9 - City grid for Santiago Source: Image generated for report based on data provided by Google Maps

Figure 1.10 - City grid for Tokyo Source: Image generated for report based on data provided by Google Maps Figure 1.11 - Sectional analysis of city grids Source: Illustration adapted from report

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125 SCENARIO FOUR: A PEOPLE-CENTRED APPROACH

“

In this particular scenario, the intention is not about simply understanding and envisioning how the proposed framework could translate to the precinct (the northern Foreshore in the central city), but also considering how this scenario will impact the broader city centre and its surroundings. This essentially means the civilian populace. The scenario is thus one that is geared towards a people-centred approach to urban design and urban planning. This framework emphasizes the need to bring placemaking and people back as the focal point of urban design and planning.

”

- Adapted from “Foreshore Revisited”, page 37.

This particular scenario dealt primarily with ideas of habitation, place-making and the production of a live-wok-play environment, with primary principles as follows: ºº ºº ºº

The identification of the isolation of the Foreshore district The lack of human scale, or habitable space, in the Foreshore. The necessity for a live-work-play environment, demonstrated below as a mixed-use dwelling and living space.

Figure 1.12 - Diagram showing mixed use building type. Source: Image generated for report based on existing amenity requirements in mixed-use precincts.

FRANK KLEINSCHMIDT

Figure 1.13 - Diagram showing segregated area of CBD. Source: Image generated for report based on data provided by City of Cape Town GIS data, 2012

Figure 1.14 - Sketch depicting pedestrian view down Hertzog Boulevard (distinct lack of people). Source: Image generated for report

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126 SCENARIO Five: linkage & energy

“

This scenario for the Foreshore was inspired by Clark’s (1947) original proposal of creating a new ‘Gateway to Africa’. The initial scenario was themed ‘connectivity’, and its objective was to complete the Foreshore freeways and to create a transport node for the MyCiti bus stop, leading to the enabling of lines of energy within the area. However, this idea was dismissed by the City of Cape Town’s Department of Transport as the MyCiti bus system will be establishing a bus stop in place of the current war memorial, which would be better suited in terms of pedestrian access. Simultaneously, aspects of transportation, water and social perceptions were examined through the lens of “linkage”. This focuses on looking at linking Cape Town at a local level in terms of the social, i.e. linking the people to the city via transportation networks; the physical (linking the Camissa water from the mountains to the ocean) and finally linking Cape Town at the global level (by bringing cruise ships in through the harbour and launching Cape Town as a ‘global port destination).

”

- Adapted from “Foreshore Revisited”, page 41.

This particular scenario dealt primarily with nodes of activity, the liens of energy between them, and extensions to the commuter network Cape Town, particularly in: ºº

ºº

Identifying the station and Waterfront as nodes along the coast, with the inner City being vastly more attractive as a civic space than the Foreshore The intention to expand the MyCiti line, beginning to link up with Woodstock & Salt River, as well as increase accessibility into the Foreshore district

Figure 1.15 - Expansions to MyCiti bus routes in the city bowl. Source: http://futurecapetown.com/wp-content/uploads/2012/08/City-Centre-MyCiti.jpg Figure 1.16 - Public movement around the Foreshore. Source: Sample group interviews, 2013

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126 CONCLUDING THE SCENARIO-MAKING PROCESS In conclusion, a prioritised list of considerations has been built, listed as follows: ºº ºº ºº ºº ºº ºº ºº ºº ºº ºº ºº ºº

The necessity for some semblance of community in the Foreshore The identification of the isolation of the Foreshore district The lack of human scale, or habitable space, in the Foreshore. The necessity for a live-work-play environment, demonstrated below as a mixed-use dwelling and living space. The proposed development of the new container handling facility The definite necessity for an operational harbour in Cape Town The recognition of the value of public transport, especially in spatial requirements and the urban load of private mechanised. The variation not only in the greater Cape Town metropole, but the world in terms of grid sizes and permeability. How street sizes and grids sizes can easily contribute directly to access for one form of movement to the loss of the others. Identifying the station and Waterfront as nodes along the coast, with the inner City being vastly more attractive as a civic space than the Foreshore The intention to expand the MyCiti line, beginning to link up with Woodstock & Salt River, as well as increase accessibility into the Foreshore district Ways of incentivising and making economically viable the development of such housing or community-building infrastructure

These considerations assisted in producing the initial concept, which will be discussed and refined in the following section.

FRANK KLEINSCHMIDT

_CULEMBORG_COMMUNITY_CATALYST

200 SECTION TWO What came next: conceptual phase

It is out of these considerations that I chose to redefine the scenario. In redefining, I deemed it necessary to begin with the access to and through the site. To avoid creating an isolated neighbourhood, and to steer away from the further promotion of an automobile-centric culture, these access routes needed to become the guiding points for my investigations.

210 the first concept 211 the vision The original vision for the Foreshore, that of introducing some semblance of a community, stems from a range of range of sources. These consist of demographic breakdowns across the City Bowl, cognitive mapping tasks conducted in the Foreshore district, and an observation of daily habits in the district. These sources all identify a distinct lack of community as the cause behind lack of place within the Foreshore.

This investigation examined pedestrian routes exclusively, as these are the primary contributors to the development of community in the Foreshore. There was a simultaneous focus on North-South axes through the district, as well as East-West axes between the harbour and the CBD. It was out of this process that the concept evolved into a more city-conscious scheme, taking into account neighbouring districts.

Thus the objective, stated simply, is to introduce and sustain a continuously-present community in the Foreshore district. This community is one that occupies and brings life & place into the Foreshore, through pedestrian infiltration and the introduction of recreational & social spaces; the uses of community as a catalyst for interest and development in the district, not just of an infrastructural nature, but of a civic and place-making nature.

212 CONSIDERATIONS Certain talking points about the how of introducing a community into the Foreshore came about during discussion, as represented in the previous chapter, specifically: ºº ºº ºº ºº

The incremental growth and adaptability of any community The economic interest needed to generate a community Access to and from the Foreshore The available and potentially necessary amenities, including recreational spaces, for creating an environment that will foster a community.

Figure 2.1 - Diagram showing North-South axis of circulation Source: Author

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_CULEMBORG_COMMUNITY_CATALYST

Figure 2.2 - Diagram showing East-West axis of circulation Source: Author

Figure 2.3 - Diagram showing potential neighbourhood interaction Source: Author

213 REFINING & RECONSIDERING It was this point in the process that, coupled with access investigations, that I chose to reconsider the process of community introduction. The scenario had previously suggested the notion of transplanting or “injecting” a hypothetical filler community into the site. This original filler community took shape as a student-based community, which was justified (as seen in Section One) by the relatively low requirements of a student community in comparison, and the necessity for student housing in the CBD. Upon further consideration, I feel the notions of community introduction were unsubstantial. The injection of such a community would remain isolated, if it could indeed survive, and would remain a distinct and separate district in relation to the established neighbourhoods around it. Thus, my intent is rather to a gradual incentivising of community shift and spread, and infill, from the neighbouring communities in the city, both from the inner city neighbourhoods, those on the Table Mountain foothills (Tamboerskloof, Vredehoek, etc.), and from the Southern stretches, namely Woodstock and Salt River. 12

Figure 2.4. - Integration versus Injection Source: http://www.123rf.com

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223 conclusion

220 COMMUNITY & integration

In concluding this process, this section has demonstrated the necessity to create a holistic integration of the communities adjacent with Foreshore, and their subsequent spill and flow into the Foreshore district, rather than creating a hypothetical injected community.

221 injection versus integration

“

in·jec·tion

“

in·te·gra·tion

the placing of an artificial [satellite or a spacecraft] into an orbit or on a trajectory

”

incorporation as equals into society or an organization of individuals of different groups (as races)

”

These two definitions, sourced from the Meriam-Webster online dictionary, provide an apt contrast between two potential approaches to community introduction or production. Where injection consists of the forced introduction of an artificial community, integration can be seen to be an incorporating function, the amalgamation of entities with different characteristics into one harmonious whole. Figure 2.6. - Diagram showing various needs of various demographic groups (students, young professionals, families, the elderly). Source: Graphic generated for report

222 PREREQUISITES for community shift Not only is worth considering basic human needs. As mentioned during the scenario process, the needs of student are profoundly different from that of families or the elderly. The objective in the productive of an integrated community is a urban place that consist of not only the macro needs of any individual (food, water, shelter, sanitation, recreation), but also starts to afford each separate demographic group with the environments they are reliant on.

FRANK KLEINSCHMIDT

Figure 2.5. - Diagrams showing basic needs of a community (transport, retail, housing, green space, food, social activity, and sanitation). Source: Graphic generated for report

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300 SECTION THREE EXPLORATION OF CONTEXT & IDEAS

310 ACCESS & CATALYSTS They ran in the North-East to South-West direction, and lined up with portions of existing road networks, as follows:

311 ACCESS FROM THE FORESHORE As considered in the previous section, access is of great important in the integration of the Foreshore into the wider City Bowl. To this end I examined routes between the Foreshore and neighbouring districts. This examination led to the discovery of four primary accessways of varying levels of accessibility between the Foreshore and the rest of the city.

ºº ºº ºº ºº

The Heerengracht route, continuing through into Adderley The DF Malan route, terminating in the northern Cape Town Station exit The Jan Smuts route, terminating adjacent to the Civic Centre The Christiaan Barnard route, terminating in the bridge over the railway

312 OBSTACLES & OPPORTUNITIES This analysis produced a consideration of gateways or obstacles into and from the Foreshore. The diagram to the right demonstrates these perceived accessways or barriers. Following this, I considered the accessibility from the perspective of pedestrians only, as Figure 3.2 still approaches the problem from the somewhat automobile-oriented perspective. Figure 3.3 thus demonstrates this consideration, where a pedestrian route terminates in either confusion, a hostile environment, or complete lack of access.

Figure 3.2. - Diagram showing gateways and obstacles Source: Generated for report

313 THE MOST CHALLENGING INTEGRATION

Figure 3.1. - Diagram showing access & obstacles Source: Generated for report

FRANK KLEINSCHMIDT

Thus, in an attempt to tackle most challenging obstacle, and thus produce the most effective solution to the conceptual problem, I came to the conclusion that the most challenging access point, the point with the least access, is the South-Eastern zone of the Foreshore, with the obstacles at Culemborg and the exit of Christiaan Barnard.

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320 Culemborg & WOODSTOCK 321 ACCESS INTO WOODSTOCK As demonstrated, access into Woodstock is blocked by three primary infrastructural elements: the freeways, the railway lines, and the Culemborg operations facility. Figure 3.5 shows the area of engagement, which deals primarily with the direct connection between the Foreshore and Woodstock, and the massive shaded barriers blocking both pedestrian movement, and by extension an effective spread of neighbourhoods.

Figure 3.3. - Diagram showing pedestrian gateways and obstacles Source: Generated for report

314 LACK OF ACCESS AS CATALYST This lack of access was thus seen as the primary opportunity for further development. If one had to tackle any of the identified access points to and from the Foreshore, I believe that tackling the most difficult, i.e. the route with least access, would prove the most beneficial. To this end I have identified the area marked in the diagram below, with two distinct visual/ physical barriers in the form of the freeways and the railway line. This area has the most immediate connection to Woodstock, but is simultaneously blocked by the Culemborg district. The investigation into creating access therefore begins to tackle some semblance of a route between the Foreshore and Woodstock, through Culemborg, 16

Figure 3.4. - Diagram showing the area of concern Source: Generated for report

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Figure 3.6. - Diagram showing Culembourg as part of the link Source: Generated for report

323 OPPORTUNITIES IN WOODSTOCK & SURROUNDS In tandem with justifying the area of engagement, a brief justification for the celebration of Woodstock is necessary. Woodstock, as a brief history, has always been a site of dense residential and light industrial, with a mix of commercial and civic spaces dotted in between. It is the high density and mix of uses that make it an attractive community to cultivate, and to encourage to grow.

Figure 3.5. - New area of engagement Source: Generated for report

322 WHY Culemborg? WHY NOT FORESHORE? These observations brought me to the primary diversion from the initial project brief: the shift from working within the boundaries of the Foreshore. After analysing the peripheral conditions of the Foreshore district, it became readily apparent that in order to fulfil my intentions, the most effective and catalytic point of engagement is the break between the Foreshore and Woodstock. Culemborg lies directly between these points, and in an attempt to avoid producing an isolated community, it seems prudent to tackle the obstacle from the onset. As I will deal with in the next chapter there is just cause to move the existing facility. As a light to medium industrial zone occupying a large portion of the inner city, there is a definite case for relocating it and transforming this wholly inaccessible space into a diverse range of residential, civic and commercial spaces.

Figure 3.7. - Artist's perspective of a stretch of Woodstock Source: http://www.markhilltout.com/

FRANK KLEINSCHMIDT

_CULEMBORG_COMMUNITY_CATALYST

Some of the key elements valuable to the development of a community in Culemborg (and by extension the Foreshore) include: ºº ºº ºº ºº ºº ºº

The opportunity for development of and between the Woodstock & Esplanade railway stations Increased utilisation of Trafalgar Park Rich street environment; commercial & recreational space with distinct pedestrian movement Existing public transport network through Woodstock and Salt River, in the form of taxis and buses High density residential space with diverse demographic base Gradual creep of gentrification indicates a higher economic potential for Woodstock and surrounds

330 INFRASTRUCTURAL INTERVENTION 331 THE QUESTION OF INFRASTRUCTURE To effectively solve the problems of the Foreshore, and to grow a community that knits the Foreshore back into Woodstock - and vice versa - one needs to deal with the extensive infrastructure occupying the fringes and site of Culemborg. In this line, I have identified three primary areas of engagement: the freeways surrounding the Foreshore, the railway lines between Cape Town Station & the Woodstock-Esplanade Station.

332 THE FREEWAYS ºº ºº ºº ºº

Leave the existing infrastructure as is. Transform the area from the Heerengracht off-ramp to Buitengracht into pedestrian space, i.e. remove all mechanised transport. Bring the freeway section to grade, introducing traffic control measures at the junction between the national roads. Remove all the existing freeway infrastructure, from the Eastern Boulevarde onto Heerengracht all the way to Buitengracht.

333 THE RAILWAY LINES Figure 3.8. - Aerial photograph of the Woodstock & Esplanade stations Source: Google Earth imagery

ºº ºº ºº

Figure 3.9. - Photograph of Trafalgar Park Source: http://www.capetown.gov.za

Figure 3.10 - Street acitivity outside the Biscuit Mill, Salt River Source: http://upload.wikimedia.org/wikipedia.jpg

ºº ºº ºº

Leave the existing infrastructure as is. Bring all railway infrastructure back to Woodstock railway station; expand and upgrade this infrastructure to act as primary CBD station. Bring all railway infrastructure back to Salt River railway station; expand and upgrade this infrastructure to act as primary CBD station. Introduce development above railway lines between Woodstock & Salt River. Take the railway lines beneath grade, from Woodstock to Cape Town Station. Cut-back railway lines from Woodstock to Cape Town Station, leaving a single route remaining.

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334 THE Culemborg OPERATIONS ºº ºº ºº

Leave the existing infrastructure is. Consolidate and reduce inefficient or redundant space, particularly towards ocean, CBD and Woodstock, pushing the primary zone closer to Salt River. Move the infrastructure to the proposed container zone in the harbour extension, removing all freight operations from the Culemborg district.

335 CONCLUSION After exploring the variety of permutations of the three different infrastructural interventions, a scenario was settled on which consisted of the following principles: ºº ºº ºº

Leaving the existing freeways in place. Cut-back railways lines from Woodstock to Cape Town Station, leaving a single route remaining. Move the infrastructure to the proposed container zone in the harbour extension, removing all freight operations from Culemborg district.

Figure 3.11 - A possible route linking the CTICC & Trafalgar Park through Culemborg Source: Author

By retaining the freeways, and scaling back the railway lines, the existing inner city transit routes and retained, while freeing up land for development along the busy access route of Strand Street. Simultaneously, by removing the Culemborg facility, one open up a direct stretch of land between the Foreshore and Woodstock, creating an avenue for pedestrian movement between the two.

340 EVOLUTION OF THE CANVAS In producing a new canvas, there are certain by-products and conditions that need to facilitate the infrastructural intervention’s efficacy. Below are some of the lesser urban changes needed to produce the new urban canvas.

Figure 3.12 - Perspective demonstrating a possible integrating route Source: Author, using Google Earth imagery

FRANK KLEINSCHMIDT

_CULEMBORG_COMMUNITY_CATALYST

Figure 3.13 - The completed canvas 20 Source: Author

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341 FURTHER CHANGES & INTERVENTIONS Excluding the demolition of the industrial and operations-related Culemborg buildings, the following are built works & demolitions needed to facilitate further urban development: ºº ºº ºº ºº ºº ºº ºº

the demolition of peripheral buildings around the Woodstock-Esplanade station complex the removal of the Golden Arrow bus depot across the road from Trafalgar Park relocation & removal of the various motor retail & light industrial buildings in the south-eastern Foreshore district possible relocations to the north edge of Strand Street, particularly of a retail and commercial development nature the introduction of a pedestrian route between Culemborg and the CTICC (Cape Town International Convention Centre) the general acknowledged upgrade of pedestrian routes and access through out the existing Foreshore and Woodstock districts a consideration for easier public access to the Royal Cape Yacht club, and the gradual expansion and upgrade of this facility to produce a celebrated civic space Figure 3.14 - Sketch showing habitation under the freeways dividing the Foreshore & Culemborg Source: Author

342 the urban canvas Presented on the left is the completed canvas, the blank slate upon which the first designed precinct can take place. The follow section will chronicle both the analysis, precedent and design exploration that took place in coming to a district solution.

Figure 3.15 - Diagram showing rough layout of built form against green & pedestrian space along route Source: Author

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400 SECTION FOUR DISTRICT PLAN DEVELOPMENT

410 ANALYSIS OF THE CANVAS 411 BUILT FORMS In analysing the new urban canvas, it is necessary to first consider the built form, and the gaps and legible civic spaces that can emerge in these. This diagram demonstrates the gateways present at the arrival in the Foreshore fabric, as contrasted by the open space produced by the removal of the Golden Arrow bus depot. Figure 4.1.1. - The canvas and built form Source: Author

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412 TRANSPORT & transit This diagram demonstrates potential routes, and the existing avenues of transit in terms of pedestrian, rail, bus, and private mechanised transport. It is clear how there is the definite suggestion of horizontal movement of the site in a mechanised fashion, contrasted with a vertical movement via pedestrian movement.

Figure 4.1.2. - Transport & infrastructure â&#x20AC;&#x192;â&#x20AC;&#x192;Source: Author

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413 OPEN SPACE This diagram shows the creation of open space and the existing open space in the area of the canvas. Particularly noticeable is the enormity of the tract of land made free by the relocation of the Culemborg operations facility, and how a convincing design scheme would need to utilise this land in the creation of healthy and habitable transition space between Woodstock and the Foreshore.

Figure 4.1.3 - Open space diagram Source: Author

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414 WIND & SUN Cape Town is known for its tumultous winds, and its range of climatic conditions. The diagram beneath demonstrates prevalent wind condtions affecting the canvas area, as well as the predominant solar patterns. One can see the logical route between the Foreshore and Woodstock is simultaneously the path of wind movement, thus encouraging a design solution that considers this.

Figure 4.1.4. - Wind & sun â&#x20AC;&#x192;â&#x20AC;&#x192;Source: Author

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415 VIEWS The analysis of views brough a simple conclusion that there are points along the periphery of the site worth capturing. To the north, views [2] & [3] capture sea and harbour views, while [5], [6] & [7] capture views of the mountain and the portions of the city on the slopes thereof.

Figure 4.1.5. - Views Source: Author, with views from Google Earth

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420 CHARACTER Study 421 LINES OF ENERGY Following the tangible analysis of the canvas, it is necessary to determine opportunities for celebration of the qualitative characteristics prevalent. This diagram shows evident routes of movement, of lines of energy, both existing and suggested by the already implemented interventions.

Figure 4.2.1 - Lines of energy Source: Author

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422 IDENTIFYING NODES & ACCESS Complimenting the diagram showing lines of energy, this diagram demonstrates nodes and access into and from the canvas area. Most notable is the activity surrounding the Woodstock-Esplanade train complex, as well as the new routes possible from the Foreshore, and from Woodstock. The brown arrows indicate the opportunity for non-mechanised access from Table Bay Boulevard, although this can promote a surplus of private mechanised transport.

Figure X - Nodes & access â&#x20AC;&#x192;â&#x20AC;&#x192;Source: Author

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423 CHARACTER Study of the harbour In analysing the character of the surrounding districts of the canvas area, it is worth noting both characteristics that should be celebrated, and those that should be avoided. The primary characteristic of the coastal edge of the site is the harbour, most of which is combination between road surfaces and industrial port operations. Neither of these are particularly hospitable to a community, and thus the primary characteristics are the range of views of Table Bay, and the access to the Royal Cape Yacht Club.

Figure X - The Royal Cape Yacht Club Source: http://farm8.staticflickr.com/7233/6933313826_920cac9bdd_z.jpg

Figure X - The freeways and surrounds Source: http://farm4.static.flickr.com/3388/3335816008_f2505949cf_o.jpg

Figure X - Photograph of Table Bay Boulevard Source:http://www.pierresmit.co.za/wp-content/uploads/2012/02/table-bay-boulevard.jpg

Figure X - The spatial conditions found throughout the harbour Source: http://bbp.ocean.edu/Images/marina%20parking%20lot%20oct%2020.JPG

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Figure X - Photograph of the harbour-side approach into the city Source: http://farm1.staticflickr.com/32/49124253_67e09edf8f_z.jpg?zz=1

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424 CHARACTER Study of Woodstock Being the celebrated area of community influence on the Culemborg development, there are definite principles worth acknowledging and utilising when considering Woodstock. The primary of these is the diversity and density of a historic community, one that has given Woodstock a distinct heritage. Apart from the range of public spaces and civic routes, there is indisputable human scale prevalent in the construction of the buildings throughout the district.

Figure X - Vernacular architecture and street conditions in Salt River Source: http://3.bp.blogspot.com/.../05iht-sccapatown05-inline2-articleLarge.jpg

Figure X - The street character of Sir Lowry Road, Woodstock Source: http://farm3.staticflickr.com/2481/3541240863_24160d8fa0_z.jpg

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Figure X - Vernacular architecture and street conditions in Woodstock Source:http://images03.olx.co.za/.../-avo-house-in-Upper-Woodstock-Cape-Town.jpg

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Figure X - Graffiti in Woodstock Source:http://farm9.staticflickr.com/8385/8461408469_6bbdeb8e7c_z.jpg

425 CHARACTER Study of stations & culemborg Focussed on the area north of Woodstock, the prevalent character in the WoodstockEsplanade station precinct and that of the Culemborg facility is that of both industrial and hostile facades. There is little worth carrying into a new development other than the occasional aesthetic character, although this bears consideration as it would be with whimsy that one incorporates these themes.

Figure X - Railway lines dividing Culemborg & Woodstock Source:http://static.za.groupon-content.net/34/72/1339089197234.jpg

Figure X - Photograph of the Culembourg area in 1896 Source: http://www.atlanticrail.co.za/images/ct_station_1896.png

Figure X - Photograph of the freeways over Culemborg Source: Author

Figure X - Photograph of the railway lines between Woodstock & Culemborg Source: Author

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426 CHARACTER Study of the foreshore As the original subject of both the Vertical Studio project (a department-wide exploration of solutions to this district), and the previous scenarios, it is easy to say that many of the failings of the Foreshore stems from both its automobile-centric streetscape, and the variety of block sizes and heavy Modernist architecture. These qualities are thus worth noting as a litmus test of what should be avoided.

Figure X - Photograph of Heerengracht Street, in the Foreshore Source:http://citysightseeing-blog.co.za/wordpress/wp-content/uploads/2010/07/Cape-Town-heerengracht-str-foreshore.jpg

Figure X - Photograph of Jan Smuts Street in the Foreshore Source: Author

Figure X - Photograph of the area between the Foreshore freeways Source: Author

Figure X - Photograph of the hostile facade of the Customs House Source: Author

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Figure X - Panoramic image of the Foreshore freeways Source: Author

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426 CHARACTER Study of the inner city & district 6 Although both areas are not directly positioned to spill onto the Culemborg site, both have qualities which emulate a walkable city, and vibrant civic city. From the grid sizes through to a rich range of amentities and civic spaces & gardens, it is worth observing which gathering spaces are richest, and incorporate a similar model into the design process. The grid sizes are also particularly relevant, as they favour pedestrian movement above that of mechanised transport.

Figure X - Vacant land in District Six Source: http://0.tqn.com/d/cruises/1/0/C/d/4/Cape_Town_15.JPG

Figure X - Photograph of the Company Gardens Source: http://www.mozcapetown.com/wp-content/uploads/2013/01/company-gardens.jpg

Figure X - Photograph recording the vibrancy of the District Six streetscape Source: http://www.ms-starship.com/journal/jan01/images/d6_walk-md.jpg

Figure X - St Mark's Anglican Churchin District Six Source: http://www.smd6.co.za/

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427 CONSOLIDATED CHARACTER STUDY Following the previous analysis, the diagram below demonstrates rudimentary zones of influence. I have subsequently graded from green to brown, where dark green indicates a positive influence, and dark brown indicates a more negative space. The worse the influential character, the more reliant this particular zone will be on an improvement in its internal character.

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430 PRECEDENT 431 general system case studies This prececent contains examples that embody a range of successful elements. The Cape Quarter embodies an internal courtyard with a range of thresholds conducive to pedestrian movement. It also has a distinct privacy gradient, and contains a good mix of amenties on a micro level (retail, residential & hospitality). The Msheireb Masterplan demonstrates the use of scale in buildings, and green corridors on primary street edges. Byker Wall also epitomises this scale of building, using a large “wall” of maisonettes to shield the internal structures from the noise of a freeway. Curitiba & Isfahan both demonstrate an attitude to the idea of transit-based city, with great effort put into the production of an efficient public transit & pedestrian system. Work by Charles Correa, including his apartments, is the final consideration - the idea of level changes and privacy gradients is definitely applicable to the design of an urban environment.

Figure 4.3.2 - perspective of the Msheireb Masterplan in Doha, by Allies & Morrison Source: Allies & Morrison's Msheireb Masterplan proposal PDF

Figure 4.3.3 - Aerial view of Byker Wall Source: http://c1038.r38.cf3.rackcdn.com/group1/building2687/media/media_63652.jpg Figure 4.3.1 - Cape Quarter lifestyle centre https://plus.google.com/.../5731700436031112866?hl=en

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Figure 4.3.4 - BRT Stop in Curitiba, Paraná Source: http://gehlarchitects.files.wordpress.com/2010/11/4370520506_7e7b7dfb34_b.jpg

Figure 4.3.5 - Kanchanjunga Apartments, by Charles Correa Source: http://ad009cdnb.archdaily.net/wp-content/uploads/2011/07/1311110784-charles-correa-5-528x310.jpg Figure 4.3.6 - Plan of Isafahan, showing a city developed around route & access Source: http://classconnection.s3.amazonaws.com/279/flashcards/2821279/png/arch_541361404714733.png

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432 street space & thresholds The variety of examples in this category demonstrate spaces conducive to pedestrian movement and gathering. They produce, for lack of a better expression, lines of energy. They represent various combinations of the following characteristics, all of which are shown to encourage pedestrianisation: human-scaled building edges, street widths & overhangs/balconies street activity, such as cafes, markets, bars, patios or recessed entrances a vibrance of vegetation, colour & street edge; a finer grain of built fabric

Figure 4.3.9 - A busy pedestrian intersection showing activation at night, in Shanghai, China Source: http://www.traveljournals.net/pictures/l/15/154111-busy-streets-shanghai-china.jpg

Figure 4.3.7 - A walking-only street in downtown Porlamor, lined with shops and street vendors Source: http://gallery.ceoblues.com/loadphoto/large/38b59d37745b9b96a91bb2f06ec5e4efb599ad62.jpg Figure 4.3.8 - A narrow alley in Monaco, bustling with street restaurants Source: http://3.bp.blogspot.com/-3fQb-o2RFa0/T-8hHGMo4tI/.../s640/street+food+%281+of+1%29.jpg

Figure 4.3.10 - Long Street, Cape Town Source: http://www.carhireplaces.co.za/wp-content/uploads/2012/10/long_street_cafe_IMG_0097-759893.jpg

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Figure 4.3.11 - An artist's perspective of the Hereford Livestock Market, by Allies & Morrison Source: Allies & Morrison's Hereford Livestock Market proposal PDF

Figure 4.3.13 - Photograph of St George's Mall, in Cape Town Source: http://curiousrobyn.files.wordpress.com/2012/07/img_20120719_113214.jpg

Figure 4.3.12 - Photograph of the Bo-Kaap in Cape Town, showing a threshold gradation of public to private Source: http://www.chapmanspeak.com/images/CMS/BS00000771.jpg

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433 public spaces Although it is safe to say that often public spaces develop over years, and that they are chosen, rather than prescribed, the following all emulate certain characteristics which are worth noting, namely: extensive greening, vegetation or landscaping a consideration for route, access and legility, as well as safety surfaces that are conducive to human activity (sitting, lying, etc.) a range of activities, both commercial & recreational a separation from faster traffic, being it mechanised or not

Figure 4.3.16 - Photograph on the deck of the High Line Source: http://1.bp.blogspot.com/_H4rniyeYe6Y/Si8KIxmAx_I/AAAAAAAABSk/3_B6QAgSSqs/s1600/high-line15-nyt.jpg

Figure 4.3.14 - Artist's illustration of a public square in Cleveland Source: http://www.designundersky.com/dus/2009/12/22/rethinking-clevelands-public-square.html

Figure 4.3.15 - Concept behind the public square Source: http://www.designundersky.com/dus/2009/12/22/rethinking-clevelands-public-square.html

Figure 4.3.17 - Artist's illustration of the High Line in section Source: http://www.tropolism.com/25muse_CA0.650.jpg

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Figure 4.3.18 - Aerial view of the Piazza del Campo in Siena Source: http://0.tqn.com/d/create/1/0/H/8/6/-/piazza-del-campo---siena.jpg

Figure 4.3.20 - Aerial view of an activated Broadway in New York Source: http://www.streetsblog.org/wp-content/uploads/2009/02_26/broadway.jpg

Figure 4.3.21 - Sketch of the route past Union Station Plaza Source: http://blogs.westword.com/latestword/union%20plaza.JPG Figure 4.3.19 - People gathering in the Piazza del Campo Source: http://theurbanearth.files.wordpress.com/2008/04/siena_piazza_view_xlarge.jpg

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434 theoretical principles Apart from built or manifestable precedent, there are theoretical principles which have informed the design of the district & precinct in this project. In no particular order of hierarchy, they are as follows: The consideration of incremental development, not only as a cityscape, but also in terms of individual development units, not to the same degree as illustrated below, but definitely allowing for upgrade and freedom of expression. Simultaneously, the principles evident in both Lynch’s and Trancik’s work, displaying the need for city-wide understanding of hierarchy, of access and the production of place rather than form, have been instrumental in the way the urban environment has been designed.

Figure4.3.22 - Incremental evolution of vernacular typologies Source: Henri Comrie, in the unpublished lecture "Introduction to Morphology/Typology"

Figure 4.3.24 - Diagram of Urban Design Theories, by Trancik Source: http://www.upp.cn/english/view/Dlannlng/article/302737.html

Figure 4.3.23 - Lynch's Five Key Elements of Urban Form Source: http://www.upp.cn/admin/editor/UploadFile/20090707013224546.gif

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In terms of more project-specific principles, I have consistently referred to the works of both Duany Plater-Zyberk and Allies & Morrison. The urban transect has proved invaluable in developing a macro gradation of activity and privacy, allowing for a full range of spaces, and by extension, places. Below are also show a selection of Allies and Morrison’s postcard set. Although the entire series is without doubt invaluable to the process of urban design, these four have been the most relevant. The first, looking out not in, brought about the realisation that one definitely needs engage with the designed urban fabric as an extension of the existing built environment. This is further emphasised by the explicit necessity to consider and embellish upon existing connections, both physical and social. Thus the urban scheme develops in the macro context. By further considering defined space, both by individual building scale and by the hierarchy and legibility of the streetscape, the scheme gains plausibility for the habitation by both the individual pedestrian and the entire metropolitan populace.

Figure 4.3.25 - The Urban Transect, as featured in The Lexicon of New Urbanism by Duany Planter-Zyberk Source: http://freeassociationdesign.files.wordpress.com/2009/12/nat_and_rural_urb_hi.jpg

Figure 4.3.26 - Allies and Morrison Postcard of Looking Out, not In Source: Allies & Morrison's Postcard Set

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Figure4.3.27-AlliesandMorrisonPostcardofEstablishingaContinuityofConnections Source: Allies & Morrison's Postcard Set

Figure4.3.28 - Allies and Morrison Postcard of Fronts, Backs & Sides Source: Allies & Morrison's Postcard Set

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Figure4.3.29 - Allies and Morrison Postcard of Providing a Clear Hierarchy Source: Allies & Morrison's Postcard Set

440 EXPLORATION

Figure 4.4.1 - Diagram showing initial precinct engagement, with barriers, energy and opportunities for engagement Source: Author

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Figure 4.4.4 - Diagram showing points of gathering versus an evolution of the route Source: Author Figure 4.4.2 - Diagram showing routes linking primary nodes Source: Author

Figure 4.4.5 - Diagram showing vehicle routes versus pedestrian stretches between the harbour & Woodstock Source: Author Figure 4.4.3 - Diagram showing a consideration for routes through the district Source: Author

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Figure 4.4.8 - Diagram showing primary pedestrian routes Source: Author

Figure 4.4.6 - Diagram showing embellishment of public spaces (green), with the inclusion of an elevated railway terminal (hatched black) Source: Author

Figure 4.4.9 - Diagram showing primary bus routes Source: Author

Figure 4.4.10 - Diagram showing primary private & service vehicle routes Source: Author

Figure 4.4.7 - Diagram showing an evolution of the routes and public spaces Source: Author

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Figure 4.4.11 - Diagram showing working towards resolution of the district plan Source: Author

Figure 4.4.12 - Diagram showing resolution of the district plan Source: Author

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Figure 4.4.13 - Diagram showing an influence of the transect on the section (Woodstock to Harbour) of the district Source: Author

From top: solar heating using public space, creation of routes, gradation of public to private, energy creation of pedestrian vs. vehicle, building setbacks and street edges Figure 4.4.14 - Diagram showing pedestrian/habitable zones of the section from Figure 4.4.14 Source: Author

Figure 4.4.15 - Diagrams showing principles considered in the district design Source: Author

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Phase one shows the incorporation of a public route; Phase two demonstrates infill along that route; Phase three shows the completed scheme

An exploration of internal spaces, street edges and gradation of private to public.

Figure 4.4.17 - Diagrams showing the production of building forms in the district Source: Author

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Figure 4.4.18 - Diagrams showing the gradation of incremental development Source: Author

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500 SECTION FIVE DISTRICT PLAN & PRECINCT SELECTION

510 incremental growth plan This particular series of figures demonstrates the rudimenrary phasing of the project. Phase one is the development of the catalytic precinct, accompanied by initial growth along a civic route leading towards the Foreshore. The beginnings of large scale development occur alongside the railway lines, as wll as the development of an IRT route. Phase two is the resolution of the catalytic precinct, and a consolidation of the built form surrounding the primary civic route. This is aided by further extensive residential development, and the completion of all transit nodes. Phase three is the culmination of the project, with a completion of all built and civic development, continuuing the link deep into the heart of the northern Foreshore.

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520 first phase district

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530 second phase district

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540 final phase district

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600 SECTION SIX Precinct PLAN DEVELOPMENT

610 concept: the catalytic precinct The concept in developing the catalytic precinct was to produce a civic space that would act at the gateway to the larger project - a place that encourage gathering, both from the local Woodstock area, and from the further reaches of the city, such as District Six, Salt River, and the Foreshore. Given the existing infrastructural parameters, it seemed prudent to investigate various bridge schemes, from permanent to temporary, and thus the scheme began to be a consideration of access and route. In some ways, the precinct is a micro version of the district of which it was borne. It is worth noting that this precinct plan is a continuous process - as the ideas around the district evolve, so do those of its catalyst.

Figure 6.1 - Diagram showing initial concept â&#x20AC;&#x192;â&#x20AC;&#x192;Source: Author

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620 PRECEDENT

Figure 6.2.3 - Rolling Bridge, London Source: http://3.bp.blogspot.com/.../Rolling+Bridge%252C+London.jpg

Figure 6.2.1 - Two parts of the pedestrian bridge of the LM Project, by Stephen Holl Architects Source: http://www.designbuild-network.com/projects/lm-project/lm-project1.html

Figure 6.2.2 - Landscaping features from the Highline project Source: http://2.bp.blogspot.com/.../Experience_Lecture_2_The_Highline_New_York-1.jpg

Figure 6.2.4 - Pedestrian Bridge for Athlone, by Rendan Lennon Architects Source: http://www.irishplans.com/wp-content/uploads/2008/04/pedestrian-bridge-athlone1.jpg

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Figure 6.2.5 - BP Bridge, Millennium Park, Chicago Source: http://1.bp.blogspot.com//BP+Bridge%252C+Millennium+Park%252C+Chicago.jpg Figure 6.2.7 - Gibbs Street Pedestrian_Bridge, Portland, Oregon Source: http://commons.wikimedia.org/wiki/File:Gibbs_Street_Pedestrian_Bridge_-_Portland, _Oregon.jpg

Figure 6.2.6 - Bob Kerry Pedestrian Bridge Source:http://1.bp.blogspot.com/-AtdrH8KVtE8/Tgmve-P6b9I/AAAAAAAACF8/0tkyPyZYtMc/s400/Bob+Kerrey+Pedestrian+Bridge.jpg

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Figure 6.2.8 - Calatrava's Calgary Peace Bridge Source: http://www.inhabitat.com/wp-content/uploads/santiago-calatrava-calgary-peace-bridge.jpg

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Figure 6.2.9 - Landscaping features from Laroque Des Alberes Cemetery Source: http://www.landezine.com/wp-content/uploads/2011/08/EMF-landscape-architecture-cemetery-01-1024x436.jpg

Figure 6.2.11 - Perspective of urban renewal project in Berlin, Germany Source: http://www.holcimfoundation.org/Portals/1/images/Galleries/A12/A12GLbrDE-gallery/A12GLbrDE02.jpg

Figure 6.2.10 - Photograph of Scholars' Green Park Source: http://www.landezine.com/index.php/2012/11/scholars-green-park-by-gh3/gh3-scholars-green-park-12/

Figure 6.2.12 - Urban renewal project in Berlin, Germany Source:http://www.holcimfoundation.org/Portals/1/images/Galleries/A12/A12GLbrDE-gallery/A12GLbrDE03.jpg

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Figure 6.2.13 - The Green Cloud Project by Tema Landscape Architecture Source: http://www.landezine.com/wp-content/uploads/2011/11/01-green-cloud-project-by-temaland-landscape-architecture.jpg Figure 6.2.15 - Photograph of MediaCityUK exteriorv landscape works by Gillespies Source: http://www.landezine.com/index.php/2011/08/mediacityuk-landscape-architecture/

Figure 6.2.14 - Urban precinct design by Capstone Subjects, showing public space evolution Source: http://thegenerator.net.au//urban-precinct-studio-city-of-knowledge/

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Figure 6.2.16 - Play Vista Park by Michael Maltzan Architecture Source:http://archrecord.construction.com/projects/Building_types_study/parkspublic/2011/images/Playa_Vista_Park-3_Exterior.jpg

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630 EXPLORATION

Figure 6.3.1 - Diagram showing precinct exploration Source: Author

Figure 6.3.2 - Early conceptual diagrams Source: Author

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Figure 6.3.3 - Diagram showing a consideration of routes Source: Author

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Figure 6.3.4 - Early bridge concepts Source: Author

Figure 6.3.5 - Resolving the bridge concept Source: Author

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Figure 6.3.6 - Diagram showing exploration of route & berm placement Source: Author

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Figure 6.3.7 - Diagram showing consideration of wind, route & land forms Source: Author

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Figure 6.3.8 - Precinct resolution with berm & bridge placement Source: Author

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700 SECTION SEVEN CONCLUSION: THE LIVEABLE PRECINCT

710 RESOLVED SKETCH PLANS

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720 FINAL precinct PLAN & sections` <No data from link> <No data from link>

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730 conclusion

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Figure 7.3 - Long Street at its most vibrant: hosting the FIFA World Cup 2010 Source: http://farm3.staticflickr.com/2713/4219321541_6635aba47a_o.jpg

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800 SECTION EIGHT REFERENCES & APPENDICES

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810 BIBLIOGRAPHY

FRANK KLEINSCHMIDT

820 TABLE OF FIGURES

Figure 0.0 - Cover image Source: Author Figure 0.1 - Panoramic photograph of the entrance to Culembourg & freeways Source: Author Figure 0.2 - #community#gathering#light#energy#integration Source: http://www.artleo.com/images/201108/artleo.com_6893.jpg Figure 1.0 - Photograph taken underneath north edge of Freeways Source: Author Figure 1.1. - Diagram showing a method for sustained and growing investor confidence Source: CoCT “Cape Town’s Economic Environment”, accessed 11th March 2013 Figure 1.2. - Map showing the locations of various amenities around the Cape Town CBD Source: Image generated for report based on data provided by City of Cape Town GIS (2011) & Google Imagery (accessed 2013). Figure 1.3. - Space requirements of different modes of transport (bicycles, motor cars & busses) Source: http://www.geo.sunysb.edu/bicycle-muenster/, cited in City of Cape Town, 2011 Figure 1.4. - Existing Cape Town Port layout. Source: Illustration adapted from report Figure 1.5. - Long-term layout of Cape Town Port Source: Illustration adapted from report Figure 1.6 - City grid for Foreshore area of Cape Town Source: Image generated for report based on data provided by Google Maps Figure 1.7 - City grid for Cape Town Source: Image generated for report based on data provided by Google Maps Figure 1.8 - City grid for New York Source: Image generated for report based on data provided by Google Maps Figure 1.9 - City grid for Santiago Source: Image generated for report based on data provided by Google Maps Figure 1.10 - City grid for Tokyo Source: Image generated for report based on data provided by Google Maps Figure 1.11 - Sectional analysis of city grids Source: Illustration adapted from report Figure 1.12 - Diagram showing mixed use building type. Source: Image generated for report based on existing amenity requirements in mixed-use precincts. Figure 1.13 - Diagram showing segregated area of CBD. Source: Image generated for report based on data provided by City of Cape Town GIS data, 2012 Figure 1.14 - Sketch depicting pedestrian view down Hertzog Boulevard (distinct lack of people). Source: Image generated for report Figure 1.15 - Expansions to MyCiti bus routes in the city bowl. Source: http://futurecapetown.com/wp-content/uploads/2012/08/City-Centre-MyCiti.jpg Figure 1.16 - Public movement around the Foreshore. Source: Sample group interviews, 2013 Figure 2.1 - Diagram showing North-South axis of circulation Source: Author Figure 2.2 - Diagram showing East-West axis of circulation Source: Author Figure 2.3 - Diagram showing potential neighbourhood interaction Source: Author Figure 2.4. - Integration versus Injection Source: http://www.123rf.com Figure 2.5. - Diagrams showing basic needs of a community (transport, retail, housing, green space, food, social activity, and sanitation). Source: Graphic generated for report Figure 2.6. - Diagram showing various needs of various demographic groups (students, young professionals, families, the elderly). Source: Graphic generated for report Figure 3.1. - Diagram showing access & obstacles Source: Generated for report Figure 3.2. - Diagram showing gateways and obstacles Source: Generated for report

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Figure 3.3. - Diagram showing pedestrian gateways and obstacles Source: Generated for report Figure 3.4. - Diagram showing the area of concern Source: Generated for report Figure 3.5. - New area of engagement Source: Generated for report Figure 3.6. - Diagram showing Culembourg as part of the link Source: Generated for report Figure 3.7. - Artist’s perspective of a stretch of Woodstock Source: http://www.markhilltout.com/ Figure 3.8. - Aerial photograph of the Woodstock & Esplanade stations Source: Google Earth imagery Figure 3.10 - Street acitivity outside the Biscuit Mill, Salt River Source: http://upload.wikimedia.org/wikipedia.jpg Figure 3.9. - Photograph of Trafalgar Park Source: http://www.capetown.gov.za Figure 3.12 - Perspective demonstrating a possible integrating route Source: Author, using Google Earth imagery Figure 3.11 - A possible route linking the CTICC & Trafalgar Park through Culemborg Source: Author Figure 3.13 - The completed canvas Source: Author Figure 3.14 - Sketch showing habitation under the freeways dividing the Foreshore & Culemborg Source: Author Figure 3.15 - Diagram showing rough layout of built form against green & pedestrian space along route Source: Author Figure 4.1.1. - The canvas and built form Source: Author Figure 4.1.2. - Transport & infrastructure Source: Author Figure 4.1.3 - Open space diagram Source: Author Figure 4.1.4. - Wind & sun Source: Author Figure 4.1.5. - Views Source: Author, with views from Google Earth Figure 4.2.1 - Lines of energy Source: Author Figure X - Nodes & access Source: Author Figure X - The freeways and surrounds Source: http://farm4.static.flickr.com/3388/3335816008_f2505949cf_o.jpg Figure X - Photograph of Table Bay Boulevard Source: http://www.pierresmit.co.za/wp-content/uploads/2012/02/table-bay-boulevard.jpg Figure X - The spatial conditions found throughout the harbour Source: http://bbp.ocean.edu/Images/marina%20parking%20lot%20oct%2020.JPG Figure X - The Royal Cape Yacht Club Source: http://farm8.staticflickr.com/7233/6933313826_920cac9bdd_z.jpg Figure X - Photograph of the harbour-side approach into the city Source: http://farm1.staticflickr.com/32/49124253_67e09edf8f_z.jpg?zz=1 Figure X - The street character of Sir Lowry Road, Woodstock Source: http://farm3.staticflickr.com/2481/3541240863_24160d8fa0_z.jpg Figure X - Vernacular architecture and street conditions in Woodstock Source: http://images03.olx.co.za/.../-avo-house-in-Upper-Woodstock-Cape-Town.jpg Figure X - Vernacular architecture and street conditions in Salt River Source: http://3.bp.blogspot.com/.../05iht-sccapatown05-inline2-articleLarge.jpg Figure X - Graffiti in Woodstock Source: http://farm9.staticflickr.com/8385/8461408469_6bbdeb8e7c_z.jpg Figure X - Railway lines dividing Culemborg & Woodstock Source: http://static.za.groupon-content.net/34/72/1339089197234.jpg Figure X - Photograph of the Culembourg area in 1896 Source: http://www.atlanticrail.co.za/images/ct_station_1896.png

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Figure X - Photograph of the railway lines between Woodstock & Culemborg Source: Author Figure X - Photograph of the freeways over Culemborg Source: Author Figure X - Photograph of Jan Smuts Street in the Foreshore Source: Author Figure X - Photograph of the hostile facade of the Customs House Source: Author Figure X - Panoramic image of the Foreshore freeways Source: Author Figure X - Photograph of Heerengracht Street, in the Foreshore Source: http://citysightseeing-blog.co.za/wordpress/wp-content/uploads/2010/07/Cape-Town-heerengracht-str-foreshore.jpg Figure X - Photograph of the area between the Foreshore freeways Source: Author Figure X - Photograph of the Company Gardens Source: http://www.mozcapetown.com/wp-content/uploads/2013/01/company-gardens.jpg Figure X - St Mark’s Anglican Churchin District Six Source: http://www.smd6.co.za/ Figure X - Photograph recording the vibrancy of the District Six streetscape Source: http://www.ms-starship.com/journal/jan01/images/d6_walk-md.jpg Figure X - Vacant land in District Six Source: http://0.tqn.com/d/cruises/1/0/C/d/4/Cape_Town_15.JPG Figure 4.3.1 - Cape Quarter lifestyle centre https://plus.google.com/.../5731700436031112866?hl=en Figure 4.3.2 - perspective of the Msheireb Masterplan in Doha, by Allies & Morrison Source: Allies & Morrison’s Msheireb Masterplan proposal PDF Figure 4.3.3 - Aerial view of Byker Wall Source: http://c1038.r38.cf3.rackcdn.com/group1/building2687/media/media_63652.jpg Figure 4.3.4 - BRT Stop in Curitiba, Paraná Source: http://gehlarchitects.files.wordpress.com/2010/11/4370520506_7e7b7dfb34_b.jpg Figure 4.3.5 - Kanchanjunga Apartments, by Charles Correa Source: http://ad009cdnb.archdaily.net/wp-content/uploads/2011/07/1311110784-charles-correa-5-528x310.jpg Figure 4.3.6 - Plan of Isafahan, showing a city developed around route & access Source: http://classconnection.s3.amazonaws.com/279/flashcards/2821279/png/arch_541361404714733.png Figure 4.3.7 - A walking-only street in downtown Porlamor, lined with shops and street vendors Source: http://gallery.ceoblues.com/loadphoto/large/38b59d37745b9b96a91bb2f06ec5e4efb599ad62.jpg Figure 4.3.8 - A narrow alley in Monaco, bustling with street restaurants Source: http://3.bp.blogspot.com/-3fQb-o2RFa0/T-8hHGMo4tI/.../s640/street+food+%281+of+1%29.jpg Figure 4.3.9 - A busy pedestrian intersection showing activation at night, in Shanghai, China Source: http://www.traveljournals.net/pictures/l/15/154111-busy-streets-shanghai-china.jpg Figure 4.3.10 - Long Street, Cape Town- Source: http://www.carhireplaces.co.za/wp-content/uploads/2012/10/long_street_cafe_IMG_0097-759893.jpg Figure 4.3.11 - An artist’s perspective of the Hereford Livestock Market, by Allies & Morrison Source: Allies & Morrison’s Hereford Livestock Market proposal PDF Figure 4.3.12 - Photograph of the Bo-Kaap in Cape Town, showing a threshold gradation of public to private Source: http://www.chapmanspeak.com/images/CMS/BS00000771.jpg Figure 4.3.13 - Photograph of St George’s Mall, in Cape Town Source: http://curiousrobyn.files.wordpress.com/2012/07/img_20120719_113214.jpg Figure 4.3.14 - Artist’s illustration of a public square in Cleveland Source: http://www.designundersky.com/dus/2009/12/22/rethinking-clevelands-public-square.html Figure 4.3.15 - Concept behind the public square Source: http://www.designundersky.com/dus/2009/12/22/rethinking-clevelands-public-square.html Figure 4.3.16 - Photograph on the deck of the High Line Source: http://1.bp.blogspot.com/_H4rniyeYe6Y/Si8KIxmAx_I/AAAAAAAABSk/3_B6QAgSSqs/s1600/high-line15-nyt.jpg Figure 4.3.17 - Artist’s illustration of the High Line in section Source: http://www.tropolism.com/25muse_CA0.650.jpg Figure 4.3.18 - Aerial view of the Piazza del Campo in Siena Source: http://0.tqn.com/d/create/1/0/H/8/6/-/piazza-del-campo---siena.jpg Figure 4.3.19 - People gathering in the Piazza del Campo Source: http://theurbanearth.files.wordpress.com/2008/04/siena_piazza_view_xlarge.jpg Figure 4.3.21 - Sketch of the route past Union Station Plaza Source: http://blogs.westword.com/latestword/union%20plaza.JPG

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FRANK KLEINSCHMIDT

Figure 4.3.20 - Aerial view of an activated Broadway in New York Source: http://www.streetsblog.org/wp-content/uploads/2009/02_26/broadway.jpg Figure4.3.22 - Incremental evolution of vernacular typologies Source: Henri Comrie, in the unpublished lecture “Introduction to Morphology/Typology” Figure 4.3.23 - Lynch’s Five Key Elements of Urban Form Source: http://www.upp.cn/admin/editor/UploadFile/20090707013224546.gif Figure 4.3.24 - Diagram of Urban Design Theories, by Trancik Source: http://www.upp.cn/english/view/Dlannlng/article/302737.html Figure 4.3.25 - The Urban Transect, as featured in The Lexicon of New Urbanism by Duany Planter-Zyberk Source: http://freeassociationdesign.files.wordpress.com/2009/12/nat_and_rural_urb_hi.jpg Figure 4.3.26 - Allies and Morrison Postcard of Looking Out, not In Source: Allies & Morrison’s Postcard Set Figure 4.3.27 - Allies and Morrison Postcard of Establishing a Continuity of Connections Source: Allies & Morrison’s Postcard Set Figure4.3.28 - Allies and Morrison Postcard of Fronts, Backs & Sides Source: Allies & Morrison’s Postcard Set Figure4.3.29 - Allies and Morrison Postcard of Providing a Clear Hierarchy Source: Allies & Morrison’s Postcard Set Figure 4.4.1 - Diagram showing initial precinct engagement, with barriers, energy and opportunities for engagement Source: Author Figure 4.4.2 - Diagram showing routes linking primary nodes Source: Author Figure 4.4.3 - Diagram showing a consideration for routes through the district Source: Author Figure 4.4.4 - Diagram showing points of gathering versus an evolution of the route Source: Author Figure 4.4.5 - Diagram showing vehicle routes versus pedestrian stretches between the harbour & Woodstock Source: Author Figure 4.4.6 - Diagram showing embellishment of public spaces (green), with the inclusion of an elevated railway terminal (hatched black) Source: Author Figure 4.4.7 - Diagram showing an evolution of the routes and public spaces Source: Author Figure 4.4.10 - Diagram showing primary private & service vehicle routes Source: Author Figure 4.4.8 - Diagram showing primary pedestrian routes Source: Author Figure 4.4.9 - Diagram showing primary bus routes Source: Author Figure 4.4.11 - Diagram showing working towards resolution of the district plan Source: Author Figure 4.4.12 - Diagram showing resolution of the district plan Source: Author Figure 4.4.13 - Diagram showing an influence of the transect on the section (Woodstock to Harbour) of the district Source: Author Figure 4.4.14 - Diagram showing pedestrian/habitable zones of the section from Figure 4.4.14 Source: Author Figure 4.4.15 - Diagrams showing principles considered in the district design Source: Author Figure 4.4.17 - Diagrams showing the production of building forms in the district Source: Author Figure 4.4.18 - Diagrams showing the gradation of incremental development Source: Author <No data from link> <No data from link> <No data from link> <No data from link> <No data from link> <No data from link> <No data from link> <No data from link> <No data from link> <No data from link>

FRANK KLEINSCHMIDT

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<No data from link> <No data from link> <No data from link> <No data from link> Figure 6.1 - Diagram showing initial concept Source: Author Figure 6.2.1 - Two parts of the pedestrian bridge of the LM Project, by Stephen Holl Architects Source: http://www.designbuild-network.com/projects/lm-project/lm-project1.html Figure 6.2.2 - Landscaping features from the Highline project Source: http://2.bp.blogspot.com/.../Experience_Lecture_2_The_Highline_New_York-1.jpg Figure 6.2.3 - Rolling Bridge, London Source: http://3.bp.blogspot.com/.../Rolling+Bridge%252C+London.jpg Figure 6.2.4 - Pedestrian Bridge for Athlone, by Rendan Lennon Architects Source: http://www.irishplans.com/wp-content/uploads/2008/04/pedestrian-bridge-athlone1.jpg Figure 6.2.5 - BP Bridge, Millennium Park, Chicago Source: http://1.bp.blogspot.com//BP+Bridge%252C+Millennium+Park%252C+Chicago.jpg Figure 6.2.6 - Bob Kerry Pedestrian Bridge Source: http://1.bp.blogspot.com/-AtdrH8KVtE8/Tgmve-P6b9I/AAAAAAAACF8/0tkyPyZYtMc/s400/Bob+Kerrey+Pedestrian+Bridge.jpg Figure 6.2.7 - Gibbs Street Pedestrian_Bridge, Portland, Oregon Source: http://commons.wikimedia.org/wiki/File:Gibbs_Street_Pedestrian_Bridge_-_Portland, _Oregon.jpg Figure 6.2.8 - Calatrava’s Calgary Peace Bridge Source: http://www.inhabitat.com/wp-content/uploads/santiago-calatrava-calgary-peace-bridge.jpg Figure 6.2.9 - Landscaping features from Laroque Des Alberes Cemetery Source: http://www.landezine.com/wp-content/uploads/2011/08/EMF-landscape-architecture-cemetery-01-1024x436.jpg Figure 6.2.10 - Photograph of Scholars’ Green Park Source: http://www.landezine.com/index.php/2012/11/scholars-green-park-by-gh3/gh3-scholars-green-park-12/ Figure 6.2.11 - Perspective of urban renewal project in Berlin, Germany Source: http://www.holcimfoundation.org/Portals/1/images/Galleries/A12/A12GLbrDE-gallery/A12GLbrDE02.jpg Figure 6.2.12 - Urban renewal project in Berlin, Germany Source: http://www.holcimfoundation.org/Portals/1/images/Galleries/A12/A12GLbrDE-gallery/A12GLbrDE03.jpg Figure 6.2.13 - The Green Cloud Project by Tema Landscape Architecture Source: http://www.landezine.com/wp-content/uploads/2011/11/01-green-cloud-project-by-temaland-landscape-architecture.jpg Figure 6.2.14 - Urban precinct design by Capstone Subjects, showing public space evolution Source: http://thegenerator.net.au//urban-precinct-studio-city-of-knowledge/ Figure 6.2.15 - Photograph of MediaCityUK exteriorv landscape works by Gillespies Source: http://www.landezine.com/index.php/2011/08/mediacityuk-landscape-architecture/ Figure 6.2.16 - Play Vista Park by Michael Maltzan Architecture Source: http://archrecord.construction.com/projects/Building_types_study/parkspublic/2011/images/Playa_Vista_Park-3_Exterior.jpg Figure 6.3.1 - Diagram showing precinct exploration Source: Author Figure 6.3.2 - Early conceptual diagrams Source: Author Figure 6.3.3 - Diagram showing a consideration of routes Source: Author Figure 6.3.4 - Early bridge concepts Source: Author Figure 6.3.5 - Resolving the bridge concept Source: Author Figure 6.3.6 - Diagram showing exploration of route & berm placement Source: Author Figure 6.3.7 - Diagram showing consideration of wind, route & land forms Source: Author Figure 6.3.8 - Precinct resolution with berm & bridge placement Source: Author <No data from link> <No data from link> <No data from link> <No data from link> <No data from link> <No data from link> Figure 7.3 - Long Street at its most vibrant: hosting the FIFA World Cup 2010 Source: http://farm3.staticflickr.com/2713/4219321541_6635aba47a_o.jpg

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