(RE)MEDIATING MARSEILLE THE IMPORTANCE OF LIMINALITY
(Re)mediating Marseilles: The Importance Of Liminal Space Liverpool John Moores University School Of Architecture 7006MARCH Master of Architecture: Urban Design Project 2014 Ian Page Joshua Barlow Dion Barrett
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PREFACE
(Re)mediating Marseilles: The Importance Of Liminal Space In the contemporary city of fragments, Rowe & Koetter, in their seminal text ‘Collage City’, suggest it is better to allow the different fragments to act independently, developing there own identity, economic drivers and so forth - an application to the city of the post-modern idea that all narratives are valid and therefore cannot be overridden by a single vision of the ideal. Whilst many contemporary master plans work within these fragments, (Re)Mediating Marseilles addresses the importance of the mechanisms that mediate between the fragments in creating a city that can work holistically, without the polarity between them that is especially evident in Marseilles today. Liminality is the psychological condition of being in a transitory state, a point between two different conditions where you are no longer a part of either one. It is this condition we see as important in interrelating the disjointed parts of the city; liminal spaces, by not belonging to anyone, become a physical and psychological threshold between fragments that help to both define their identity and mediate between them.
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CONTENTS
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ANALYSIS
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HISTORY OF THE BOULEVARD VIDEO TIMELINE POLARISATION CHARACTER URBAN MAGNETS CONNECTIONS UNDEFINED CHARACTER PUBLIC TRANSPORT
STRATEGY
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NEW URBAN MAGNET THE PARK AQUATIC CENTRE BOTANICAL GARDENS (RE)DENSIFYING COURTYARDS DEVELOPMENT RULES (RE)DEVELOPED BOULEVARD UNIFYING CHARACTERISTIC HIERARCHY OF MOVEMENT TRANSPORT INFRASTRUCTURE ACTIVE SPINE
IMPLEMENTATION
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SUBURBAN EDGE LA VILLE RADIEUSE MIXED USE MARKET SPACES DENSE RETAIL SQUARES LANES HIGH-RISE COMMUNITY COURTYARDS HARBOUR BATHS
APPENDIX
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BOULEVARD COST PLAN SQUARES COST PLAN PARK COST PLAN BOTANICAL GARDENS COST PLAN AQUATIC CENTRE COST PLAN REVENUE PHASING
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ANALYSIS 08 10 12 14 16 18 20 22
HISTORY OF THE BOULEVARD VIDEO TIMELINE POLARISATION CHARACTER URBAN MAGNETS CONNECTIONS UNDEFINED CHARACTER PUBLIC TRANSPORT
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HISTORY OF THE BLVD Running through the heart of Marseilles, a series of connecting roads forms one straight and continuous axis. This axis was not built in one go, nor master planed as part of a grand scheme. It developed over time, growing with the continuing expansion of Marseilles.
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Boulevard Michelet
Avenue Du Prado
Rue de Rome
Cours Belsunce
Boulevard Michelet is a 2.5km road that extends Avenue Du Prado south, ending with Obélisque de Mazargues. The Obélisque de Mazargues was originally on the Place Castellane, where it was erected in 1811 in honour of the birth of the King of Rome, the son of Napoleon. It was moved to Mazargues in 1911 to make way for a monumental fountain.
The unique angled shape is possible because after the completion of the Rue de Rome and Place Castellane, it was decided to extend the major axis of the city (Course Belsunce - Rue de Rome) to the sea via a huge avenue measuring 3.4km long and 60 meters wide.
Before the expansion of the city in the seventeenth century made by order of Louis XIV, Rue de Rome started from porte Réal located approximately at the intersection of course Belsunce and Canebière. With the expansion, a new course was set to extend Cours Belsunce to reach the new roman walls. This street was again extended in 1774 to the new Place Castellane.
Created in 1670 during the expansion of the city by Louis XIV, Cours Belsunce became a promenade for Marseille. On 14 July 1790 , an altar dedicated to the Motherland was erected on the Feast of the Federation , on the corner with the Canebière containing a statue depicting Marseille. Masses were celebrated there as well as vows of obedience to the laws.
Rue d’Aix
Avenue Camille Pelletan
Boulevard de Paris
North Docks
In 1660 Louis XIV descended on Marseille to bring order to a city in political turmoil. His troops blasted a hole in the old thirteenth century ramparts that ran the length of the rue d’Aix between the city gates of “Porte Royale” and “Porte d’Aix”. Part of the subsequent reorganisation of Marseille involved an increased military presence, demolition of the old ramparts, royal shipyards, seaward fortifications and a new governing body drawn from the merchant class, charged with making plans to expand and beautify the city.
Avenue Camille Pelletan connects Rue d’Aix and Boulevard de Paris. It was named after French politician and journalist Camille Pelletan.
Analysing historic maps showing proposed construction sudgests Boulevard de Paris was built to connect the newley extended dock construction and Rue d’Aix.
The existing sorting office sits on the site of the former dock warehouse buildings constructed in 1881. Although built with a differing configuration, the current dry docks have also existed in this region since 1881.
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VIDEO TIMELINE Video analysis has been used to truly understand the boulevard. Taken from a continuous stream of the full 9.2km length, screen shots allow a documentation of the ever changing conditions experienced when advancing the length of the road. The journey highlighted a few key issues; A very mixed amount of Bicycle provision, varying degrees of road quality, an ever changing width and use of the road as well as highlighting the spread of key urban magnets along this major axis.
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Watch the full video Online
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POLARISATION
Analysis of the arrondissements (equivalent to boroughs) at which the boulevard begins/ends expresses the extreme differences between the NORTH and SOUTH. These differences are both the result and causes of themselves; the nature of Marseille itself makes the northern areas unattractive for the more affluent, and a place of necessity for the poor. This only serves to increase the separation of the city, without a change in the nature of the city this polarisation will remain and continue to have a detrimental effect on the lives of those who live in the most deprived areas.
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CHARACTER
The collection of roads that run through the heart of Marseilles cuts through 5 arrondissements. As expected the character of the districts changes along the boulevard ranging from close-knit community based neighbourhoods to large industrial districts.
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MAGNETS
Other than the historical port, the boulevard gives home to the majority of the cities built attractors. This is due to the specific make-up of this element, meaning that it will forever attract higher land values, and therefore more substantial robust businesses and uses along its length. As the boulevard is the most expansive route of mass transit in Marseille, people filter from surrounding neighbourhoods in-order to traverse the city. The difficulty is that the city becomes focused on the boulevard as a single element, this results in the streets adjacent being reduced to starkly quiet streets. A gentrification along the boulevards length is inevitable and pushes many to the peripheries. The boulevard has the potential for it to become a magnet itself, drawing people to it and creating activity and commerce in a focused spacial environment.
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CONNECTIONS
The boulevard evolved to ensure that transit through the urban fabric remained efficient whilst the city expanded. This device therefore connects geologically significant locations with the rest of the city; such as the beaches in the South, historic port, cathedrals, train station in the centre and docks in the North. These secondary spines give rise to large urban magnets which can afford to be further away from the high price of the inner city due to the excellent connections with the boulevard and city as a whole.
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UNDEFINED CHARACTER As the boulevard stretches 9.2 km its has never been redeveloped at one time; or with each segment being designed specifically to align with existing conditions. This is manifested with elements such as the street furniture and surface treatment which are made up of a mismatch of styles, ages and quality. This creates a disconnection between one area and any other. This in itself is not particularly a problem, however where there is such significant separation between the economically rich and poor neighbourhoods this dissolved unity becomes a missed opportunity to pull the city together as one collective entity which sees everyone as important individuals.
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PUBLIC TRANSPORT
Analysing the existing bus, tram and metro routes reveals a disconnect between the north and south regions of the city. This is exemplified by the fact; no one public transport infrastructure allows unrestricted movement between the north and south. This lack of connection could either be seen as contributing to the cause of a problem (by not allowing people to move freely between the north and south) or the disconnect could be the result of there being no demand for a service that bridges the gap. Either way, this problem will need to be addressed to truly unite the city.
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STRATEGY 26 28 30 32 34 36 38 40 42 43 44 45
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NEW URBAN MAGNET THE PARK AQUATIC CENTRE BOTANICAL GARDENS (RE)DENSIFYING COURTYARDS DEVELOPMENT RULES (RE)DEVELOPED BOULEVARD UNIFYING CHARACTERISTIC HIERARCHY OF MOVEMENT TRANSPORT INFRASTRUCTURE ACTIVE SPINE
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NEW URBAN MAGNET
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As highlighted in the analysis section, Marseilles is a city that is experiencing an economic polarisation. This polarisation of wealth is also exemplified when analysing the dissimilarity of vast leisure amenities available in the south, compared to the scarceness of recreational facilities in the northern areas of the city. The axial route through Marsellies is lined with a series of landmarks and urban magnets creating points of referance. A Park - situated on the old grounds of a post office distribution centre, Botanical Gardens - located on disused railway sidings, and a an Aquatics Centre - established in the old dry docks, will together form a collective post-industrial landscape of vitality. This new civic landmark will be a suitably large gesture to end the boulevard, equalising the amenities provided in the north and south. Its considerable size will also be capable of capturing the interest of whole of Marseilles, drawing people North via the reinvigerated boulevard.
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THE PARK The boulevard comes to a conclusion with a new 27 Acres (0.11 km2) park. Situated on the grounds of the former postal redistribution centre, the park pays homage to its former use. The two outer warehouses have been demolished to create large grassy areas, while the central warehouse is stripped back to its primary structure. This new central structure now provides a sizeable covered area capable of hosting a wide range of events and activities in differing weather conditions all year round.
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THE FOUNDRIES GARDENS
TEMPELHOF
The Foundries’ Garden is a development spread out the length of an island located on the Ile de Nantes. Directed by Alexandre Chemetoff since 1990, the project is the transformation of a long unused factory and warehouse district into a large working and housing neighbourhood of 350 hectares. Chemetoff’s vision for the project rests on an idea we have also used to create interesting spaces within Marseilles urban park; make the most of the existing structures by not demolishing them, taking into account the history, geography and social environment of the site.
Sitting smack in the middle of the city, one of Europe’s most iconic pre-World War II airports sat abandoned for several years after its closure in 2008. This left a space nearly three times the size of London’s Hyde Park that has now been returned to the people. Rather than awaiting a sprawling commercial complex to be built over its runways, it is officially Berlin’s largest park since its reopening in 2010. Similarly to the grounds of the postal redistribution grounds, its large size has proved an ideal space for biking, skating to baseball, kiting, festivals, music events and even urban farming. Templehof is a great precedent highlighting the idea that; given an undefined space to work with, people will inhabit and appropriate it to suit their ever changing and often unpredictable needs.
In the Marsellies the three post office sorting warehouses would leave three disused warehouse shells with an opportunity to create exciting semi covered spaces similar to Foundries’ Garden. The former iron structure was repaired and painted before the roof was replaced with a mix of full and transparent polycarbonate tiles. Industrial ovens, rails and three pits are visible traces of the old activity that remain on the site.
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THE AQUATIC CENTRE Situated in between the Mediterranean master plan and the exiting locals, the Aquatic Wellbeing Centre aims to become a new community lynchpin, breaking down social barriers by providing facilities appreciated by differing communities. The Aquatic centre will include facilities ranging from Swimming and bathing to submerged Aerobics, and Sailing etc to provide a mix of activities to relax, keep fit and participate in competitive sport.
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DANISH MARITIME MUSEUM, Helsingor, Denmark
AQUATIC CENTRE, Medellin, Colombia
Leaving the 60 year old dock walls untouched, the galleries are placed below ground and arranged in a continuous loop around the dry dock walls – making the dock the centrepiece of the exhibition – an open, outdoor area where visitors experience the scale of ship building. Although this is not a public baths as proposed in the urban master plan, what this precedent shows is a creative way to work with an existing dry dock; inserting a new contemporary structure whilst preserving the industrial feel, something that both the new park and botanical gardens will also emulate.
The project is articulated by a system of gardens through which the four pools are connected. A flooded landscape planted with species typical of tropical wetlands provides separation of private and public spaces. With the proposed aquatic centre in the Marseilles master plan bordering a proposed botanical garden, there is an opportunity to allow the two worlds to meet through similar resolutions. The angular, in situ concrete paths also create an almost post industrial feel, similar to the proposed harbour baths.
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BOTANICAL GARDENS The third and final component of the new recreational gesture provides education and knowledge based enterprise as well as a cultural attraction in the form of a botanical garden. As well as hosting a specialist collection of plants planted in and between the existing railway sidings, freely moveable structural buildings will be constructed on the rails hosting a range of libraries, herbaria, laboratories, and museums.
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HIGHLINE, Manhatten, New York The High Line is a 1.45-mile-long New York City linear park built on an elevated section of a disused New York Central Railroad spur. The proposed botanical gardens in Marseilles is located on abandoned railway sidings so the techniques used to create such an aesthetically pleasing piece of urban design can almost be directly applied. In New York, the scheme was inspired by the wild seeded landscape left after the line had been abandoned. The architects have created a paving system that encourages natural growth which creates a ‘pathless’ landscape. Through a strategy of part agriculture, part architecture, the High Line surface is made up a variety of gradients from 100% paving to 100% soft. This undefined and unobtrusive environment allows the public to meander and experience the park as they wish.
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(RE)DENSIFYING
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In this section of the master-plan the strategy is to transform the existing urban fabric into a dense neighbourhood incorporating small scale retail, residential development and live-work accomodation. The aim is to weave the typically deprived existing communities into the surrounding city by creating a hub of activity that gives an identity to this area and generates opportunity by providing a catalytic environment for small business start-ups . The location is currently a place of dereliction and waste land with vast tracts of undeveloped land, which is intermittently broken by developments which respond to the context by becoming private islands of activity. This is further jolted and cut up by large scale, intrusive transport infrastructure which is vital for the expanding city but constructed without regarding the implication of generating non spaces. The Boulevard pierces through this expanse, however there is little built edge and therefore dissolves into the expanse it attempts to define.
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COURTYARDS Creating one way streets and loop roads defends the community from the car. By blocking through roads it becomes more efficient and safer to navigate this section of the city by foot or bike
The inverted plan is designed to emphasise the public realm by pushing the building to the edge as opposed to setting in its own defined block. The plan removes the street yet allows the public to pass been and under blocks which sit atop the existing streets. Now people move from courtyard to courtyard.
The inverted plan is designed to emphasise the public realm by pushing the building to the egde as aposed to setting in its own defined block.
New developments will be designed in a way to deter large corporate investment and favour small local businesses.
ment will be ansport as
The plan removes the street yet allows the public to pass been and under blocks which sit atop the existing New people developments will courtyard be designed a way to deter streets. Now move from toin courtyard. large corporate investment and favour small local businesses.
By creating one way roads, and defending the commuinties from the car by blocking through roads it becomes easier to navigate this section of the city by foot or bike.
Arranging the plan into smaller blocks favours young/local businesses and investments as opposed to the Euromediterranee master-plan which offers extensive floor space for large companies
New developments will be designed in a way to deter large corporate investment and favour small local businesses.
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Arranging the plan into smaller blocks favours
Inorder for the built interventions to be succesfull a rule dictating height restrictions on the south elevation of each courtyard will be introduced. The rule use the width
LA VIEILLE CHARITE, Marseille, France
ALHAMBRA, Granada, Spain
This precedent is a former almshouse, now utilised as a cultural centre and museum. It is, however not the current use which is of particular interest but how the original use, (one that draws parallels with the urban strategy for the regeneration of Marseille) shaped the architecture and the formation of spaces. Being an almshouse the focus of La Vieille CharitÊ was on taking the disadvantage and deprived under its roof and offering them shelter at affordable prices. A new set of skills could be found through the workhouses which helped the poor to be rehabilitated into functioning society. Although the masterplan isn’t focused on this precise style of habitation and program the concept that the semi-private courtyards, made up of various uses can accommodate the people on the periphery of society carries through to the proposed scheme.
The original use of this intricate UNESCO World Heritage Site was a palace and fortress in 889AD, however what can be seen today dates back to 1333AD. As there was no original grand design for the Alhambra it has been allowed to evolve through time, responding to the contexts of history. The plan emphasises the use of courtyards lined with colonnades despite being conceived over a substantial period of time. This collection of courtyards is of importance to the scheme due to the way in which one passes from one space to another, and how the spaces are interconnecting forming a sequence of individually fascinating spacial conditions.
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DEVELOPMENT RULES
In many cases the building above ground don’t have ‘backs’ andto face withatheir two primary In order for the built interventions becourtyards successful facades. An undercroft is therefore used as essential rule dictating height restrictions on the south elevation storage, parking, deliveries and refuge disposal. Inorder for the built interventions to be succesfull a rule dictating height restrictions on the south elevation of each courtyard will be introduced. The rule use the width of the courtyard as set out by the masterplan and an angle of 42 degrees, which is half way between the lowest point in the sky that the sun reaches in the winter and the heighest point that it reaches in the summer.
of each courtyard will be introduced. The rule use the width of the courtyard as set out by the master-plan and an angle of 42 degrees, which is half way between the lowest point in the sky that the sun reaches in the winter and the highest point that it reaches in the summer.
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In many cases the building above ground don’t have ‘backs’ and face courtyards with their two primary facades. An undercroft is therefore used as essential storage, parking, deliveries and refuge disposal.
In numerous cases the buildings have been designed In many cases the building above ground don’t have ‘backs’ and face courtyards with their primary not totwo have ‘backs’ and therefore address courtyards facades. An undercroft is therefore used as essential with their two primary facades. An under-croft is storage, parking, deliveries and refuge disposal.
therefore used as essential storage, parking, deliveries and refuge disposal.
Each building/cluster of buildings will be required to give a portion of the ground floor to creat an interconecting colonnade to offer vital shade to both the pulic and the buildings
Each building/cluster buildings will be required to give Each building/cluster of ofbuildings will be required of the floor to creat interconecting to give aa portion portion of ground the ground flooran to create an colonnade to offer vital shade to both the pulic and the interconnecting colonnade to offer vital shade to both buildings the public and the buildings
Each a po colo build
BORNEO HOUSES, Amsterdam, Netherlands
LA GRAND’ PLACE, Arras, France
This highly dense housing scheme resides on a once redundant dock area and is now the second densest new housing district in the Netherlands. The tradition of the canal house informs the slenderness of the dwellings however this formation also allows for high density and more importantly the scheme to not be speculatively built by developers but by the owners themselves. The design of the 60 terraced houses was strictly supervised by Adriaan Geuze. He determined some of the materials and the exact height of the houses. In the case of the MVRDV built house there was a requirement for a 4meter deep garden to be constructed in-order to achieve a varied rear facade. This is testament to the ability for a set of rules to both dictate the outcome of a scheme on an urban scale and to enrich it.
Re-built after serve damage sustained during World War 2 the expansive square forms one of a pair of flemish-baroque inspired terraced blocks named La Grand’ Place and La Place des Héros. The 155 townhouses began life as timber structures but evolved to use brick after substantial bombardment. The original designers were given an outline of where, how high they could build and in which style. The fenestration, ornamentation, colour etc we’re left for individual designers to make their mark. The result is a unified section of city which allows creative freedom to ensue but has overriding strategic rules.
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BOULEVARD
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‘The network of habitual or potential lines of movement through the urban complex, are the most potent means by which the whole can be ordered’ Kevin Lynch, The Image Of The City The Strategy of the Boulevard seeks to unify an existing series of streets that stretch the length of the city, them to create a 10 km spine of activity interlinking all the major urban magnets of Marseille. Together with a new highly efficient public transport infrastructure connecting the North and South, the boulevard seeks to counteract the existing polarisation between the North and the South, and concentrate activity along this route. More than this, we describe the boulevard as a ‘Liminal’ space. Liminality is the condition of being in an in-between state, a threshold between two different conditions, mediating between them but belonging to neither. This is what the boulevard must become in order to negotiate the cultural and socio-economic differences both along it’s length and tranversely; between the corporate ideology of the Euromediterranae masterplan developing west of the boulevard and the established communities to the east.
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UNIFYING CHARACTERISTIC PARC DE LA VILLETTE, Bernard Tschumi, Paris, France
The bright red pavilions of Tschumi’s intervention in the Parisian landscape not only create a recognisable reference for the park, but are also a relational device; the idea being that the limits of the park are not only defined physically, but also visually - wherever you can see one of these vivid objects you are connected to the park. And while the functions of these pavilions differ greatly, they hold a unifying characteristic (plainly red paint - but more subtly the materiality and modular nature of their construction) in order to become an unmistakable symbol for the park itself. In Marseille, the strategy for such relational device is the canopy typology, a simple structure that is scalable, allowing it to adapt to the changing spaces along the boulevard and be used for a variety of functions (the tram stations for instance) whilst maintaining a form, materiality and module which allows it to become a visual reference for the boulevard.
Within the site, the boulevard will act as a liminal space that mediates betwaeen the corporate master plan for the docks and the currently established local neighbourhoods.
Surface treatment of the boulevard, a direct tramlink The character of the urban fabirc changes throughout the entire length of the boulevard. These differences change the space structures on and around thewill boulevard operates. one instance the and series ofhow canopy serve as Inunifying main body of pedestrian provision by be found in the centre, in other situtaions it might split and features, reinforcing the boulevard as a major axis that adress the edge buildings, or it may occupy the entire road if there isn’t enough room for motorised vehicles as well as a lively street. naturally concentrates movement along it’s length, and enabling the axis to become a point of reference and orientation in the city that all different districts and character areas of the city it crosses can relate to.
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HIERARCHY OF MOVEMENT BRIGHTON NEW ROAD, Brighton, UK
Like the boulevard in Marseilles, Brighton New Road had became increasingly rundown and dominated by the needs of vehicles rather than people. The new plan for the street incorporated the needs of all the different user groups: encouraging cycling, sitting, standing and walking activities based on people-focused public space programming. The new arrangement – which responded directly to people using the street – would be a Shared Space, a pedestrian dominated space where all vehicles were allowed. The design of the street reinforces pedestrian priority and encourages defensive driving and low speeds. Drivers are transitioned to the street across a textured rumbled strip, whilst the surface was carefully detailed to hint at how people should arrange themselves; changes in the tone, module and finish of the paving working alongside the arrangement of the street furniture to provide an extra layer of information. Since its opening, traffic levels in the street dropped by 93%, whilst cycling and pedestrian numbers have risen by 22% and 162% respectively.
Through various solutions, all new development will be Through various soulutions, all new development will be designed to favour public transportand as designed topedestrians favour and pedestrians public transport as apposed to the car. apposed to the car to create a hierarchy of movement that doesn’t exclude any user, but also prevents the car from dominating the street.
By creating one way roads, and defending the commuinties from the car by blocking through roads it becomes easier to navigate this section of the city by foot or bike.
New developments will be designed in a way to deter large corporate investment and favour small local businesses.
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TRANSPORT INFRASTRUCTURE HOUSTON METRORAIL, Houston, Texas
Renowned for its car dependent culture and sprawling development, the purpose of creating a direct light rail network that crosses a number of important districts from downtown Houston to Reliant Park (home to the Astrodome) was not only to provide an efficient public transit system, but also to encourage intense, pedestrian-oriented development of this urban core. This reflects the strategy in Marseille, where a new light rail system running the length of the boulevard not only provides an efficient transport system that links the south, via the commercial centre, to the north, but also alleviates road traffic, allowing more pedestrian-oriented development concentrated around this spine of activity. It is also important to note the consistent landscaping of the road section in Houston became an easily recognisable reference for the urban intensification program that accompanied the public transport investment. So the tram infrastructure and landscaping of the boulevard also becomes a unifying characteristic (see above).
ese . Th ard e the and lev ou anc plit e b inst t s f th one migh or o it m f th o ng es. In ns e le rat taio h ro ntir pe situ noug e e rd o er e t th uleva in oth isn’t ou gh e bo tre, there u n h o thr und t he ce ad if o es ng aro d in t tire r n n cha nd irc on a e fou the e ab n f space by b cupy a b . n c r t e u w the ovisio ay o stree h t pr it m ely of ho ter ange strian s, or a liv g s rac ha s ch pede ildin ell a e c ce u Th eren dy of ge b s as w diff in bo he ed hicle ma ess t ed ve r is ad tor mo
Introducing an efficient, direct public transit system along the boulevard to alleviate a large proportion of vehicular traffic from the boulevard and allow more pedestrian oriented development along this axis. The transit system creates a route that serves all of the central districts of the city and links North Marseille to the South (something the current public transport infrastructure fails to do). 44
n re he t ow e. d w no ang var ey do exch f ula bo gh th ce o e h u g t ho a pla lon as t ting d a el a sse e fe ener g dre sid is a her y it tly ts eit ccup a o in n t Lim abita e, ye inh spac the
ACTIVE SPINE ALLEES JEAN JAURES, Nimes, France
The Avenue leading to the beautiful Jardins de la Fontaine in Nimes was the focus of an urban design programme that saw the removal of 6 lanes of vehicular traffic in order to create an active pedestrian spine through the city. The design focused on finding Intimate spaces within the larger scale of the avenue: scenes of everyday life, places for relaxation, socialising, and a wide range of activities. It also brought the Jardins de la Fontaine into the city by creating a a continuous sequence of green spaces along its entire length which can also be used for hosting special events, giving the avenue a real role to play in public life through promoting activities throughout the year and allowing them to coexist and proliferate easily with special events. The strategy holds paralels for the boulevard in Marseille, where the existing spatial qualities along the route are to be reorganised to maximise the public realm and minimise vehicular traffic whilst creating a variety of spaces that can carry a number of functions enabling the boulevard to become an active part in public life in the city.
Within the site, the boulevard willorganised act as a liminal space The boulevard will be to maximise the public that mediates betwaeen the corporate master plan for the realm and minimise vehicular traffic. Both the existing docks and the currently established local neighbourhoods. spatial conditions and the typological context will inform design that will generate a variety of spaces that can be used for various functions that will allow the boulevard to not only be a route through the city, but also play an active role in public life.
Through various soulutions, all new development will be designed to favour pedestrians and public transport as apposed to the car.
By creating one way roads, and defending the commuinties from the car by blocking through roads it becomes easier to navigate this section of the city by foot or bike.
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SUBURBAN EDGE LA VILLE RADIEUSE MIXED USE MARKET SPACES DENSE RETAIL SQUARES LANES HIGH-RISE COMMUNITY COURTYARDS HARBOUR BATHS
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1
Existing Built Edge Euromediterrannae Masterplan
Urban Magnets New Built Edge Hard Landscaping Soft Landscaping Canopy Tramway
2
3
4
5
6
7
8
9
10
11
01 SUBURBAN EDGE At the southern tip, the boulevard is edged by low rise residential housing. Here the focus is on maximising public space, and so the two mid-size pavement spaces either side of the boulevard are consolidated into one large central reservation. In this space we create a diverse environment, with stretches of greenspace beset with trees, shallow canals and fountains to regulate air temperature, punctuated by more open, adaptable spaces and cafe kiosks shaded by canopies, the unfying feature of the boulevard. A further advantage is in breaking up the previous eight lanes of traffic into three lanes either side of the new central space. The disconnection between the two sides of the street is also resolved in this process and imbues the central area with the possibility of interchange between the communities either side of the boulevard.
50
Section 01 1:000
Isometric 01
Plan 01 1:000
51
02 LA VILLE RADIEUSE In the area around Le Corbusier’s Unite d’Habitation, large residential housing blocks step back , and are fronted by semiprivate park areas adjacent to the boulevard. The typology of the central reservation continues, the open stretches can be utilised by existing street markets in the area, but now in a space that serves both sides of the street equally and that doesn’t necessitate having to cross eight lanes of traffic to reach. Furthermore, the pleasant environment encourages residents of the housing blocks out of the semi-private garden spaces into a more socially interactive and inclusive area.
52
Section 02 1:000
Isometric 02
Plan 02 1:000
53
03 MIXED USE Past the Velodrome (New home to F.C. Marseille) the typology becomes more commercial, with mixed use residential blocks with ground floor retail along either side of the boulevard. Here the public space shifts to the edges, with vehicular traffic now along the centre. The two lanes that originally cut through the pavement space are removed in favour of a much larger pedestrian area that becomes a shared surface in the early morning hours to allow deliveries to the commercial units. In the daytime these areas can then become extensions of the shop-fronts, lending themselves to outdoor seating for cafes or extra display space for retail.
54
Section 03 1:000
Isometric 03
Plan 03 1:000
55
04 MARKET SPACES Existing street markets occur at several places along the boulevard . Well managed markets are social condensers and areas of intense cultural exchange and to encourage this activity we provide new permanent market infrastructure, shaded (and sheltered, on those rare rainy days) by the canopies. This new infrastructure , aside from functioning as displays for goods, serve to solidify the existing markets, the permanence of the structures giving reassurance to potential customers when the market is active, and advertising it’s location even when it is not.
56
Section 04 1:000
Isometric 04
Plan 04 1:000
57
05 DENSE RETAIL Past the ObĂŠlisque de Mazargues, the boulevard becomes much more condensed and narrow, with small commercial retail units such as boutique shops and cafes. Where previously the majority of the space between opposing shop fronts was taken up by vehicular movement, here vehicular movement is reduced to cyclists and the tramline that runs the length of the boulevard. Pavements are maximised, the pedestrian is king, and the commerce thrives on the increased footfall through the space, increased exterior space and overall slower pace of the environment.
58
Section 05 1:000
Isometric 05
Plan 05 1:000
59
06 SQUARES As the boulevard becomes compressed, opportunity for liminal space decreases as most of the space between buildings becomes ‘owned’ by Tram infrastructure, retail and pedestrian thoroughfare. In order to create good public spaces capable of inhabitation in number of different modes the physical fabric gives way and spaces are created either side of the boulevard instead of along it. The canopy typology continues in these squares - a visual link to tie these spaces into the boulevard, and these breaks provide a welcome disruption along the narrow areas, interrupting the monotony of the linear structure of the boulevard.
60
Section 06 1:000
Isometric 06
Plan 06 1:000
61
07 LANES At this point the boulevard is at it’s thinnest, tightly bordered by boutique shops, restaurants and cafes. Here the tram moves along a shared surface, and it’s covering canopy is reduced to cables suspended from the opposing building to ensure the place does not become cramped or claustrophobic. Where previously in this area the pavement width barely allowed two people to pass side by side, pedestrian space is now maximised, allowing space for street furniture and planting to soften the urban surfaces and allow people to rest a while.
62
Section 07 1:000
Isometric 07
Plan 07 1:000
63
08 HIGH-RISE The Boulevard briefly opens up again as it passes through the commercial centre of Marseille adjacent to the vieux-port. Here high-rise, mixed-use blocks front pockets of space off the boulevard and are backed by a large shopping centre to the rear. Major cultural institutions such as the Museum of History & Culture and the Alcazar Library also adjoin this space, which is now emphasised through the expansion of the pedestrian realm, whereby vehicular movement is reduced to the tramway with a single lane of one-way traffic allowing civic, commercial and cultural activity to be concentrated along this stretch. The ample public spaces take on a civic scale and the area is reinforced as a major centre, point of orientation in the city and gateway to the vieux-port.
64
Section 08 1:000
Isometric 08
Plan 08 1:000 65
09 COMMUNITY The mid-rise, high density residential communities towards the north end of the boulevard previously had precious little public realm with only a few isolated parks or play areas for the younger members of the residing families. Here the existing four lanes of vehicular movement that previously divided the communities and took up the precious remaining space with on-street parking are removed, the traffic now diverted along the high street running paralel to the east of the boulevard, returning activity to a dilapidated area, further suffering from the migration towards the Euromediterranae development. Now only the tram passes along this stretch of the boulevard, allowing the public realm to expand into the leftover space to create a spine of community activity containing greenspace, play-areas, spill out space for cafes and shops, and spaces for communal activities.
66
Section 09 1:000
Isometric 09
Plan 09 1:000
67
10 COURTYARDS At the north end of the boulevard, a new typology is attempted in Marseille, purposefully at odds with the existing masterplan of the Euromediterranae. In a reversal of the large floorplates of a corporate master-plan, small blocks divided into small plots surround generous squares which take on a number of different functions relating to their context. The ground floors of these are arcaded, providing shade or shelter, and an outdoor area for retail units, restaurants and Cafes. The small plots deter corporate led enterprise and encourage small start-ups, with a number of the new developments containing live-work units. Across the boulevard the corporate typology of the Euromediterranae continues to develop, bringing money and jobs into the area, and the public space of the boulevard is designed as a liminal interface, mediating between the two approaches. A new market infrastructure is set up beneath the overpass, a place of exchange between the smaller communities east of the boulevard and the businesses, employees and tourists housed to the west. The canopy typology punctuates the squares of the eastern edge of the boulevard, again providing that pervasive visual connection that is present along it’s entire length.
68
Plan 10 1:000
69
10 COURTYARDS
Section 10 1:000
70
Isometric 10
71
GROUNG FLOOR USAGE
TYPICAL UPPER FLOOR FIGURE GROUND 72
ROAD SYSTEM/HIERACHY OF ROUTES
COURTYARD/SQUARE PRIVACY
73
11 HARBOUR BATHS At the pinnacle of the scheme, at the north end of the boulevard, the harbour baths and watersports complex is part of a major civic gesture to rival the public beaches in the south, creating a major new attractor to draw people to the north. With industrial port activity moving North to the new container port, the now redundant site of the post office gives way in order to create a major public park in the city, whilst the redundant railway infrastructure provides the site for Marseilles first botanical gardens, providing educational and knowledge based enterprise alongside a cultural attraction that allows the public to engage not just with aesthetics of nature but also the science industry based around it. To the west of this, a harbour baths inserted into the redundant dry docks with a watersports centre in the main dock, creating a leisure destination for the north. These public spaces, bringing new life to old industrial infrastructure, are intended to rival the picturesque beaches and gardens of the south whilst maintaining the character and history of the surroundings. By allowing a natural expansion of the existing Euromediterranae masterplan along the remaining dock infrastructure west of the baths, and creating a smaller community based residential blocks along the eastern edge of the park, this public space becomes an enlargment of the liminal space of the boulevard, mediating between the corporate scale and the local community.
74
Section 11 1:000
Isometric 11
Plan 11 1:000
75
APPENDIX 78 01 76 02 78 80 80 81 81 82 82 83 83 84 84 85
76
BOULEVARD COST BOULEVARD PLAN COST COST PLAN PLAN PHASING COST PLAN SQUARES PLAN PARK COST COST PLAN PLAN BOTANICAL GARDENS BOTANICAL GARDENSCOST COSTPLAN PLAN AQUATIC CENTRE CENTRE COST COST PLAN PLAN REVENUE PHASING
77
THE BLVD
Based on a similar proposal for Edinburgh, the improvements to the public realm and new provision of public amenities along the boulevard are not seen to rest entirely on the public sector, as the improvements will be beneficial to all sectors. The attractiveness, efficiency and amenities of the proposed public realm of the Marseille Boulevard scheme is intended to give major advantages to tourism, commerce, business opportunity, residential developments and industry and as such we propose that development within a defined catchment area judged to be affected by the boulevard and the new park, make a contribution to the construction costs of the new public realm based on the extent of the proposed development and it’s location. In this way, the improvements to the boulevard occur in piecemeal fashion as new development take place. It is important to note that contributions are not sought for developments below 250m2 so not to deter small business start-ups, and is in fact greatly advantageous to them.
Type Purchasing
Building
Demolitions Purchasing
Demolish Building Building Floor slab
Demolitions
Surface Demolish Building Floor slab Surface
Construction
Construction
Quantity
Unit
Rate £
Total £/m2
1 Item
6,100,000
6,100,000 Acquisition of apartment block made through CPO calculated at market values plus compensation
10,224 m3 1 Item
15 6,100,000
153,360 Allowance for; +£1,000,000 / 250,000 m3 for asbestos 6,100,000 Acquisition of apartment block made through CPO clear-out calculated at market values plus compensation 10,224
568 m2
18
310,492 m2 10,224 m3
20 15
568 m2
18
310,492 m2
Total (£)
20
10,224
6,373,424
6,209,840 Allowance for; earth movement to establish new levels, over excavation for removal of contaminated spoil
46,659.8 m2
Hard landscaping; assumed 80%
186,639.2 m2
125
Softscpaing; Highway assumed 20%
46,659.8 m2 73,785 m2
50 125
Hard landscaping; Tram assumed 80% Infrastructure
186,639.2 m2 9,188 LM
125 5,750
23,329,900 52,831,000 Allowance for; 26 stations (aprox. 2 per 800m), assumed 70% softscaping between tracks
73,785 m2 233,299 m2
125 125
9,188 LM
5,750
9,223,125 Allowance for; assumed 5% paved (shared surface 29,162,375 Allowance for; 6 lamps, 4 benches, recreational activity crossings), 95% Tarmac stations, 0.5 drinking water fountain, 0.3 public toilet, 1 cycle station, as required, bin per 50m 52,831,000 Allowance for;bollards 26 stations (aprox. 20.75 per 800m), assumed segment 70% softscaping between tracks
Canopy Furniture
93,319.6 m2 233,299 m2
100 125
9,331,960 Allowance Allowance for; for; 6 1 steel column with concrete padactivity stone per 29,162,375 lamps, 4 benches, recreational 36m2, 12LM standardised steel section per 9m2, 40% stations, 0.5 drinking water fountain, 0.3 public toilet, 1 louvered covering, 30%asvegetation wiresbin to per cover, 25% cycle station, bollards required, 0.75 50m solid covering 5% glazed covering segment
Canopy
93,319.6 m2
100
9,331,960 Allowance for; 1 steel column with concrete pad stone per 36m2, 12LM standardised steel section per 9m2, 40% 126,211,350 louvered covering, 30% vegetation wires to cover, 25% solid covering 5% glazed covering
Tram Infrastructure
50
6,209,840 Allowance for; earth movement to establish new levels, 153,360 Allowance for; +£1,000,000 / 250,000 m3 for asbestos over excavation for removal of contaminated spoil clear-out
Softscpaing; assumed 20%
Highway Furniture
Total (£)
2,332,990 Allowance for; watering devices, planters
6,373,424
Total (£)
78
Description
TOTAL Total (£) BOULEVARD CONSTRUCTION (£) TOTAL
23,329,900 2,332,990 Allowance for; watering devices, planters 9,223,125 Allowance for; assumed 5% paved (shared surface crossings), 95% Tarmac
132,584,774 126,211,350
132,584,774
CONTRIBUTIONS
LAND USE
SCALE OF CONTRIBUTION (£ per m2 )
SIZE
Retail
Upwards of 500m2
20-50 (depending on proximity)
Financial, Professional Services
Upwards of 500m2
20-50 (depending on proximity)
Food/Drink
Upwards of 500m2
50 (depending on proximity)
Business
Upwards of 500m2
50 (depending on proximity)
General Industry
Upwards of 500m2
0-50 based on individual type
Storage/Distribution
Upwards of 500m2
50 (depending on proximity)
Hotels/Hostels
Upwards of 500m2
Hotels: £500-1000 per bed space Hostels: £250-500 per bed space (Depending on proximity)
Residential Blocks
Upwards of 500m2
50
Houses
More Than 5 Units
£1000-2’500 per unit or £500-1’000 per bedroom (depending on proximity)
Leisure
Upwards of 500m2
50
79
Type
COURTYARDS
The development of the squares at the North end of the boulevard will take follow the economic model for the master plan of the Borneo area of Amsterdam, with the different plots contracted to different developers allowing development to be piecemeal. The small nature of the plots hope to encourage smaller developers, which is further incentivised by the threshold for public realm contributions (see above) - developing a single plot would not require a contribution.
Quantity
Unit
Purchasing
Building
8,624 m2
Purchasing
Building Land
1 Item 59,897 m2
Demolitions
Demolish Building
10,224 m3
Floor slab
Demolitions
Surface Demolish Building Floor slab Surface
Construction
Construction
80
Construction
Rate £
Total £/m2
600
6,100,000 180
Total (£)
15
568 m2
18
310,492 m2 25,872 m3
20 15
8,624 m2 59,897 m2
18
Total (£)
Softscpaing; assumed 20%
46,659.8 m2
Hard landscaping; assumed 80%
186,639.2 m2
Total ground floor Highway
31,572 m2 73,785 m2
Av. 1,500
9,188 LM 157,860 m2
Av. 1,500
20 50
Total (£)
5,174,400 Acquisition of light industrial buildings and land made through CPO calculated at market values of £800/m2 plus grant 6,100,000 Acquisition of apartment block made through CPO 10,781,460 Acquisition of light industrial buildings and land made calculated at market values plus compensation through CPO calculated at market values of £200/m2 153,360 Allowance for; +£1,000,000 / 250,000 m3 for asbestos
15,955,860 clear-out 10,224
6,209,840 Allowance for; earth movement to establish new levels, 388,080 Allowance for; +£1,000,000 / 250,000 m3 for asbestos over excavation for removal of contaminated spoil clear-out 155,232
6,373,424 1,197,940 Allowance for; earth movement to establish new levels, over excavation for removal of contaminated spoil
2,332,990 Allowance for; watering devices, planters
33,652,972 125
23,329,900
125
47,358,000 9,223,125 Allowance for; assumed 5% paved (shared surface crossings), 95% Tarmac
Tram Total m2 Av. 5 Infrastructure floors Furniture
233,299 m2
125
Basements; 60%
18,943.2 m2
1,600
A1 Shops; 6% Canopy
9,471.6 m2 93,319.6 m2
1,875 100
A3 Resturants and cafes; 4%
6,314.4 m2
1,950
A4 Drinking establishments; 3%
4,735.8 m2
1,675
A5 Hot food Takeaways; 1%
1,578.6 m2
5,750
B1 Business; 4%
6,314.4 m2
Total (£)
52,831,000 Allowance for; 26 stations (aprox. 2 per 800m), assumed 236,790,000 70% softscaping between tracks 29,162,375 Allowance for; 6 lamps, 4 benches, recreational activity stations, 0.5 drinking water fountain, 0.3 public toilet, 1 cycle station, bollards as required, 0.75 bin per 50m 30,309,120 Incorporating; storage, car parking, services segment 17,759,250 9,331,960 Allowance for; 1 steel column with concrete pad stone per 12,313,080 36m2, 12LM standardised steel section per 9m2, 40% louvered covering, 30% vegetation wires to cover, 25% solid covering 5% glazed covering 7,932,465 Excluding; night clubs
126,211,350 1,600
TOTAL BOULEVARD
Description
1,650
2,525,760
132,584,774 10,418,760 Incorporating; Offices (other than those that fall within
A2), research and development of products and processes,
CONT.
establishments; C2 Residential 3% Type Institutions; 5%
Construction Purchasing
Demolitions
Quantity
7,893 m2
Unit
A5 Hot food C3 Dwellinghouse; Takeaways; 1% 60%
1,578.6 m2 94,716 m2
1,600 1,400
B1 Business; 4% C4 Houses in multiple occupation; 10% Building B2 General Industrial; 3% D1 Non-Residential institutions; 2%
6,314.4 m2 15,786 m2
1,650 1,200
C1 Hotels;Building 2% Demolish C2 Residential Institutions; 5% Floor slab C3 Dwellinghouse; Surface 60%
Return for risk &C4profit (15% Houses in of multiple capital)
1 Item 4,735.8 m2
6,100,000 1,425
3,157.2 m2
1,675
3,157.2 m3 m2 10,224
1,325 15
7,893 m2
1,550
568 m2 94,716 m2 m2 310,492
18
Total (£)
15,786 m2
occupation; 10%
Construction
1,550
Rate £
1,400 20 1,200
Total (£) Total (£)
D1 Non-Residential Softscpaing; institutions; 2% Undercroft assumed 20%
3,157.2 m2 46,659.8 m2 1,774 m2
1,675 50 1,775
Hard landscaping; assumed 80% Softscpaing; assumed Highway 30%
186,639.2 m2
125
Hard landscaping; Return for risk assumed 70% Tram & profit (15% of Infrastructure capital) Highway Furniture
25,864.3 m2 9,188 LM
Undercroft Canopy
1,774 m2 93,319.6 m2
11,084.7 m2 73,785 m2
7,396 m2 233,299 m2
Softscpaing; assumed 30%
11,084.7 m2
Hard landscaping; assumed 70%
25,864.3 m2
Highway
7,396 m2
Total (£)
50 125 200 5,750
Total (£) Total (£)
Description
2,525,760 132,602,400 10,418,760 Incorporating; Offices (other than those that fall within 18,943,200 Incorporating; small shared houses occupied by between A2), research and development of products and processes, three and six unrelated individuals, as their only or main light industry appropriate in a residential area residence, who share basic amenities such as a kitchen or 6,100,000 bathroom. Acquisition of apartment block made through CPO 6,748,515 Incorporating; Use for industrial process other than one calculated at market values plus compensation falling within class B1 (excluding incineration purposes, 5,288,310 Incorporating; Clinics, health centres, crèches, day chemical treatment or landfill or hazardous waste) nurseries, day centres, schools, art galleries (other than for sale or hire). Non residential education and training 4,183,290 Incorporating; hostel, 3* hotel 153,360 Allowance for; +£1,000,000 / 250,000 m3 for asbestos centres. clear-out 12,234,150 Incorporating; Residential Care homes 10,224
261,258,300 132,602,400
6,209,840 Allowance for; earth movement to establish new levels,
over excavation for removal of contaminated spoil 49,049,578.7103722
18,943,200 Incorporating; small shared houses occupied by between three and six unrelated individuals, as their only or main 6,373,424 residence, who share basic amenities such as a kitchen or 310,307,878.710372 bathroom. 5,288,310 Incorporating; Clinics, health centres, crèches, day 2,332,990 Allowance for; centres, wateringschools, devices,art planters nurseries, day galleries (other than for 3,148,850 sale or hire). Non residential education and training centres. 23,329,900 554,235 9,223,125 Allowance for; assumed 5% paved (shared surface 261,258,300 crossings), 95% Tarmac
5,172,860 49,049,578.7103722
52,831,000 Allowance for; 26 stations (aprox. 2 per 800m), assumed 70% softscaping between tracks 150 1,109,400 125 29,162,375 Allowance for; 6 lamps, 4 benches, recreational activity 310,307,878.710372 stations, 0.5 drinking water fountain, 0.3 public toilet, 1 cycle station, bollards as required, 0.75 bin per 50m segment 9,985,345 1,775 3,148,850 100 9,331,960 Allowance for; 1 steel column with concrete pad stone per 36m2, 12LM standardised steel section per 9m2, 40% louvered covering, 30% vegetation wires to cover, 25% 50 554,235 solid covering 5% glazed covering
TOTAL COURTYARD 200 Total (£) CONSTRUCTION (£) 150 TOTAL BOULEVARD
12,234,150 Incorporating; Residential Care homes
Total £/m2
304,896,617
5,172,860
126,211,350
1,109,400
132,584,774
81
Funding for the new public park, harbour baths and botanical gardens is generated through the sale of a portion of the municipally owned dock infrastructure for private development. The Dockland, already becoming redundant due to the large new container port North of the city is an attractive development prospect for a natural extension of the Euromediterrannae master plan west of the park, and with the development plan for the new parkland, harbour baths and botanical gardens, the area is even more desirable - it becomes an asset to the city. Sale of this land will allow the purchase of the now redundant post-office site, and the municipally owned infrastructure of the disused railway sidings and dry docks is handed over to the development of the botanical gardens and the harbour baths respectively. As with the public realm of the boulevard (see above), alongside the social and civic ambition of the scheme, this major new civic gesture will benefit all areas (tourism, commerce and so on) and as such the development of the Euromediterranae master plan along the dock will contribute to the cost of the park development.
82
THE PARK
URBAN MAGNET
Type
Quantity
Unit
Rate £
Total £/m2
Description
Purchasing
Building
1 Item
Purchasing
Building
1 Item
Demolitions Demolitions
Demolish Building
10,224 m3
15
153,360 Allowance for; +£1,000,000 / 250,000 m3 for asbestos clear-out
Demolish Floor slab Building
89,580 m3 568 m2
15 18
Surface Floor slab
310,492 m2 29,860 m2
20 18
1,343,700 10,224 Allowance for; +£1,000,000 / 250,000 m3 for asbestos clear-out 6,209,840 Allowance for; earth movement to establish new levels, 537,480 over excavation for removal of contaminated spoil
Surface
103,065 m2
20
Item 6,100,000
Total (£)
Construction Construction
Total (£)
20,613,000 Acquisition of light industrial buildings and land made through CPO calculated at market values of £800/m2 plus 6,100,000 Acquisition of apartment block made through CPO grant calculated at market values plus compensation
2,061,300 Allowance for; earth movement to establish new levels, over excavation for removal of contaminated spoil
6,373,424
50
24,555,480
Softscpaing; assumed 20%
46,659.8 m2
2,332,990 Allowance for; watering devices, planters
Hard landscaping; assumed 80% Softscpaing; Highway assumed 90%
186,639.2 m2
125
23,329,900
92,758.5 m2 73,785 m2
50 125
Hard landscaping; Tram assumed 10% Infrastructure Furniture Furniture
10,306.5 m2 9,188 LM
100 5,750
103,065 m2 233,299 m2
50 125
Canopy
1,030.65 m2
100
Canopy
93,319.6 m2
100
4,637,925 9,223,125 Allowance for; assumed 5% paved (shared surface crossings), 95% Tarmac 1,030,650 52,831,000 Allowance for; 26 stations (aprox. 2 per 800m), assumed 70% softscaping between tracks 5,153,250 Allowance for; 6 lamps, 8 benches, recreational activity 29,162,375 Allowance for;drinking 6 lamps,water 4 benches, recreational stations, 0.75 fountain, 0.3 publicactivity toilet, 0.5 stations, 0.5 drinking fountain, 0.3 public toilet, 1 cycle station, 0.75 binwater per 200m2 cycle station, bollards as required, 0.75 bin per 50m 103,065 segment Allowance for; 1 steel column with concrete pad stone per 36m2, 12LM standardised steel section per 9m2, 40% 9,331,960 Allowance for; 1 steel column with concrete pad stone louvered covering, 30% vegetation wires to cover, 25% per 36m2, 12LM standardised steel section per 9m2, 40% solid covering 5% glazed covering louvered covering, 30% vegetation wires to cover, 25% solid covering 5% glazed covering
Total (£)
10,924,890
Total (£)
126,211,350
PARK TOTAL (£)
35,480,370
TOTAL BOULEVARD
132,584,774
BOTANICAL GARDEN
Revenue
Construction Purchasing
Demolitions
Type
Building D1 Non-Residential institutions Demolish Building Sui Generis B1 Business Floor slab Surface
Quantity
Unit
PARK TOTAL (£) Rate £
1 Item
35,480,370 Total £/m2
6,100,000
1,764 m2
1,425
10,224 m3 804 m2
15 3,600
371 m2 568 m2
2,400 18
310,492 m2
20
Total (£)
Construction
Total (£)
78088.8 m2
Hard landscaping; Softscpaing; assumed assumed20% 20%
19522.2 m2 46,659.8 m2
75 50
Furniture Hard landscaping; assumed 80% Canopy
97611 m2 186,639.2 m2
20 125
488.055 m2
100
73,785 m2
125
9,188 LM
5,750
Tram Infrastructure Furniture
Canopy
150
233,299 m2
Total (£)
93,319.6 m2
BOTANICAL GARDENS TOTAL (£) 100
125
Total (£)
Demolitions
Demolish Building
27,768 m3
TOTAL BOULEVARD
6,100,000 Acquisition of apartment block made through CPO calculated at market values plus compensation 2,513,700 Incorporating; visitor centre, museum, educational facilites 153,360 Allowance for; +£1,000,000 / 250,000 m3 for asbestos 2,894,400 Incorporating; research facilites, laboratories, clear-out 890,400 10,224 Incorporating; industrial processes 6,209,840 Allowance for; earth movement to establish new levels, over excavation for removal of contaminated spoil
6,298,500
Softscpaing; assumed 80%
Highway
Description
6,373,424 11,713,320 1,464,165 Allowance for; watering devices, planters 2,332,990 1,952,220 Allowance for; 6 lamps, 6 benches, 0.75 bin per 200m2 23,329,900 48,805.5 Allowance for; 1 steel column with concrete pad stone per 12LMfor; standardised steel section per 9m2, 40% 9,223,125 36m2, Allowance assumed 5% paved (shared surface louvered covering, 30% vegetation wires to cover, 25% crossings), 95% Tarmac solid covering 5% glazed covering 52,831,000 Allowance for; 26 stations (aprox. 2 per 800m), assumed 70% softscaping between tracks
15,178,510.5 29,162,375 Allowance for; 6 lamps, 4 benches, recreational activity 21,477,010.5
stations, 0.5 drinking water fountain, 0.3 public toilet, 1 cycle station, bollards as required, 0.75 bin per 50m segment
9,331,960 Allowance for; 1 steel column with concrete pad stone per 36m2, 12LM standardised steel section per 9m2, 40% louvered covering, 30% vegetation wires to cover, 25% solid covering 5% glazed covering
126,211,350
15
83
416,520 Allowance for; +£1,000,000 / 250,000 m3 for asbestos 132,584,774 clear-out
AQUATIC CENTRE
Type
Quantity
Unit
Rate £
Total £/m2
Demolitions
Demolish Building
Purchasing
Building Floor slab Surface
Demolitions
Demolish Building Floor slab
Construction
Surface
Construction
27,768 m3
15
1 Item
6,100,000
9,256 m2 84,820 m2 10,224 m3 568 m2
1,764 m2
416,520 Allowance for; +£1,000,000 / 250,000 m3 for asbestos clear-out 6,100,000 Acquisition of apartment block made through CPO calculated at market values plus compensation 18 166,608 20
15
Total (£)
310,492 m2
D1 Non-Residential institutions
18
Softscpaing; assumed 20%
46,659.8 m2
Hard landscaping; assumed 80% Softscpaing; assumed 30% Highway Hard landscaping; assumed 70% Tram Infrastructure Furniture
186,639.2 m2 25,446 m2
125
73,785 m2 59,374 m2
125
9,188 LM 84,820 m2
5,750
Furniture Canopy
233,299 8,482 m2 m2
125
Canopy
93,319.6 m2
100
Total (£)
6,209,840 Allowance for; earth movement to establish new levels, over excavation for removal of contaminated spoil 1,550
Total (£)
1,696,400 Allowance for; earth movement to establish new levels, over excavation for removal of contaminated spoil 153,360 Allowance for; +£1,000,000 / 250,000 m3 for asbestos clear-out 10,224 2,279,528
20
50
2,734,200 Incorporating; swimming baths facilities
6,373,424
2,332,990 Allowance for; watering devices, planters
2,734,200
150 75 20
Total (£)
84
Description
23,329,900 3,816,900 9,223,125 Allowance for; assumed 5% paved (shared surface crossings), 95% Tarmac 4,453,050 52,831,000 Allowance for; 26 stations (aprox. 2 per 800m), assumed 70% softscaping tracks10 benches, 0.75 bin per 200m2 1,696,400 Allowancebetween for; 2 lamps,
Allowance for; 6 lamps, 4 benches, recreational activity 100 29,162,375848,200 Allowance for; 1 steel column with concrete pad stone per stations,36m2, 0.5 drinking water fountain, publicper toilet, 12LM standardised steel0.3 section 9m2,1 40% cycle station, bollards as required, 0.75 binwires per 50m louvered covering, 30% vegetation to cover, 25% segmentsolid covering 5% glazed covering 9,331,960 Allowance for; 1 steel column with concrete pad stone per 36m2, 12LM standardised steel section per 9m2, 40% 10,814,550 louvered covering, 30% vegetation wires to cover, 25% solid covering 5% glazed covering
AQUATIC TOTAL (£) 13,548,750 Total (£) 126,211,350
TOTAL
132,584,774
49,049,578.7103722 Total ground floor Construction
REVENUETotal (£) 1,774 m2
310,307,878.710372
1,775
Total m2 Av. 5 floors
non-rentable) non-rentable) income (£/ Av. (£/ income income (£) (£) 157,860 m2 income 1,500 m2) m2)
Basements; 60%
17,048.88 18,943.2 m2
11,084.7 m2 arking, servicesservices
50
554,235
25,864.3 m2
200
5,172,860
A3 Resturants and cafes; 4%
7,396 m2
150
1,109,400
A4 Drinking establishments; 3%
Total (£)
TOTAL COURTYARD CONSTRUCTION (£)
el
47,358,000
236,790,000
176,803.2
318,245,760
3,148,850
s
at fall within s and processes, rea hose thanthat those fallthat within fall within ent roducts of products and processes, and processes, her than one ential a residential area area on purposes, s waste) ocess trial process other than other one than one ding ineration incineration purposes, purposes, fill zardous or hazardous waste) waste)
m2 (-10%31,572 for Average Total annual m2 Av. 1,500 non-rentable) income (£/ income (£) m2 (-10% m2m2) (-10% for Average for Average Total annual Total annual
9,985,345 Construction
304,896,617
A1 Shops; 6%
A5 Hot food Takeaways; 1% B1 Business; 4%
B2 General Industrial; 3% C1 Hotels; 2% C2 Residential Institutions; 5%
50
852,444 1,600
SALE VALUE 30,309,120 Incorporating; storage, car parking, services
8,524.44 160 9,471.6 m2 17,048.88 17,048.88 5,682.96 180 6,314.4 m2 8,524.448,524.44
160
1,363,910.41,875 RENTAL 17,759,250VALUE 852,444852,444 1,022,932.8 1,950 12,313,080 160 1,363,910.4 1,363,910.4
5,682.96 4,262.22 4,735.8 m25,682.96 200
180
180
4,262.224,262.22 1,420.74 150 1,578.6 m2
200
1,420.74 5,682.96 6,314.4 m21,420.74 250
150
5,682.96 5,682.96 4,262.22 210 4,735.8 m2
250
4,262.224,262.22 2,841.48 180 3,157.2 m2
210
50
318,245,760 27,249,793.2
50
1,022,932.8 852,444 1,6751,022,932.87,932,465 Excluding; night clubs
Letting and Sales Fee
200
852,444852,444 213,111 1,600 2,525,760
Letting fees @12%
3,269,975.184
Advertising and marketing @2%
544,995.864
544,995.864 Sale to investor fee 150 1,420,740 213,111 213,111 1,650 10,418,760 Incorporating; Offices (other @2%than those that fall within A2), research and development of products and processes, light industry appropriate in a residential area Total (£) 250 1,420,740 1,420,740 895,066.21,425 6,748,515 Incorporating; Use for industrial process other than one falling within class B1 (excluding incineration purposes, chemical treatment or landfill or hazardous waste) 210 895,066.2 895,066.2 511,466.41,325 4,183,290 Incorporating; hostel, 3* hotel
7,103.7 260 7,893 m2 2,841.482,841.48
180
180
1,846,962 1,550 12,234,150 Incorporating; Residential Care homes 511,466.4 511,466.4 Capital Value 326,997,191.402482
mes are homes
C3 Dwellinghouse; 60%
85,244.4 94,7167,103.7 m2 7,103.7 180
260
260 15,343,992 1,846,962 1,400 1,846,962 132,602,400
ed by between only or main as a kitchen or houses occupied occupied by between by between as iduals, theiras only their or only mainor main es menities such a kitchen as a kitchen or or hes, dayassuch s (other than for training es, h centres, crèches,crèches, day day ols, galleries art galleries (other than (other forthan for ion education and training and training
C4 Houses in multiple occupation; 10%
85,244.4 14,207.4 15,786 m285,244.4 170
180
180 2,415,258 15,343,992 1,200 15,343,992 18,943,200 Incorporating; small shared houses occupied by between SITE VALUE IN 2.5 YEARS in 2.5yrs =as 0.7888 three and six unrelated£1 individuals, their only or main
170
170
D1 Non-Residential institutions; 2%
2,841.48 3,157.2 m2
14,207.414,207.4
2,841.482,841.48
Total (£) 1 Item
Item
Site Value
180
2,415,258 2,415,258
16,689,312.6921094
residence, who share basic amenities such as a kitchen or SITE VALUE bathroom.
180
5,288,310 Incorporating; Clinics, health centres, crèches, day nurseries, day centres, schools, art galleries (other than for sale or hire). Non residential education and training 511,466.4 511,466.4 centres.
27,249,793.2 Total (£)
Returnoffor risk 20,613,000 Acquisition light industrial buildings and land made Total (£) Total (£) & profit (15% of at market values of £800/m2 plus through CPO calculated grantcapital) Dockland to be sold 313,238m2 250,590,400 Total (£)
13,164,529.85
TOTAL (£)
511,466.41,675 180
22,889,826.288
261,258,300
49,049,578.7103722 27,249,793.2 27,249,793.2 310,307,878.710372
85
PHASING
Phase 1: Public funding acquired for the tram infrastructure sought from local and national government. It is considered that this infrastructure will form the kernel of the scheme and the landscaping of the new tram stations will lay down the framework for all the future public realm work along this route. This new public transit system will unify the boulevard and be a catalyst for all future development along this spine. The continuing development of the Euromediterrannae master plan at the North end of the boulevard is what allows the courtyard scheme east of the spine to be viable, and so the development of this area will also progress in phase 1, beginning with the plots that define edge of the boulevard. Phase 2: Sale and decommissioning of the dock infrastructure and subsequent purchase of the park site in order to proceed with the development of the park area. Phase 3: The development of the park site incentivises investment in the newly released land of the dock infrastructure, moving development of this land forward. Subsidies from these new developments are used to begin development of the new Harbour Baths and Botanical Gardens. Phase 4: Piecemeal development of landscaping and new public amenities along the boulevard in accordance with new investment in the built environment that takes place along it’s catchment area.
86
PHASE PHASE PHASE PHASE
1 2 3 4
87