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Jasdeep Bhalla

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collected works

M. Arch. I Applicant 2011 Prepared for Yale School of Architecture collected works_jasdeep bhalla | 1

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lisvane: a new town economies of infrastructure: a model for stability? re-conquering the city: a civic agenda urban repair: estate regeneration

M. Arch. I Applicant 2011 Prepared Yale School of Architecture

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LISVANE _a new town

understanding the site

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In response to increasing pressure for housing and economic growth in Cardiff, South Wales, a new settlement is planned on greenfield land approximately 7.5 kilometres north of the city centre. It is envisioned the 130 hectare site will evolve into a distinct urban entity. Lisvane - a name derived from the area’s local heritage - will comprise approximately 4,000 new homes and associated amenities. Developed over a 20 year period, once completed Lisvane will have a population in excess of 11,000 residents. Following a comprehensive survey of local context and site based constraints, a spatial masterplan for the site was designed to act as a vehicle for delivering sustainable and coordinated growth.

Cardiff City Centre

2km

4km

1

2 3 4

5

Topography The existing gradient of land will play a major part in the masterplanning process. Most of the land is relatively flat with a gradient of less than 1 in 10. Where the lands slopes at 1 in 5 or greater (denoted by darkest shade], proposed urban form must be designed to respond to the changes in level.

Existing Infrastructure Consideration should be given to development currently on site. The existing secondary school [site 5] must be retained. In addition to this, a water pipe runs the length of the site from east to west. This must be integrated into the masterplan and kept in the public realm at all times.

Vegitation + Ecology Development should be avoided on areas of high ecological sensitivity - most notably the corridor running north to south. If managed appropriately, such areas have the potential to make a positive contribution to the design. Where possible existing trees should be integrated into urban form.

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the masterplan

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The masterplan has been carefully developed in response to local context, and has evolved to accommodate several distinct design features and strategies. Perhaps its most striking element is the manner by which urban form and individual neighbourhood units have been carefully managed in response to local ecology. The network of local waterways – one of the defining features of the site – has been retained in its entirety as part of a strategy to help distil a unique sense of place.

By designing urban form around existing streams and minor rivers, the ecological corridor has been enhanced into a central green lung, providing a unique setting for residential neighbourhoods.

The localised provision of appropriate facilities has been placed at the heart of the masterplan. This ensures residents are able to access amenities required on a frequent basis either by foot or by public transport. The diagram [left] indictates appropriate accessibility standards for key amenities, illustrating the quantum of non-residential land uses required as part of the 130 hectare development. As such, in addition to approximately 4,000 new homes, Lisvane will comprise two new primary schools, a local commercial centre, formal sports pitches and opportunities for employment.

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positioning the distributor Strategic Direction Contrary to early modernist doctrines, vehicular movement routes are very much the blood line of the settlement, and have therefore been well integrated into the masterplan – none more so than the primary distributor. The distributor will act as the principle entry into Lisvane, providing links to key amenities.

It is vital therefore that the distributor be strategically aligned to provide access to adjoining settlements.

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Localised Setting Having identified the strategic positioning of the distributor it is then necessary to adjust the artery in accordance with localised constraints. At this stage the primary concern was ensuring adequate distance is maintained between the carriageway and ecologically sensitive areas. A number of solutions were investigated.

Neighbourhood Alignment The final stage of this part of the design process involves ensuring the distributor provides adequate access to all neighbourhoods. Where this has not been possible, a secondary strategic route has been identified as a buttress.

The final alignment not only provides access to all neighbourhoods and key amenities, but ensures ecologically sensitive areas are adequately protected.

Primary Distributor Secondary Route Tertiary Route Residential Street Pedestrian Route

[top] Typical section of primary distributor [left] Typical section of secondary route [bottom left] Typical section of tertiary route [right] Diagram illustrating road hierarchy across masterplan area

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High Density Medium Density Low Density

High density [50 - 70dph]

Medium density [35 - 50dph]

Low density [20 - 35dph]

urban form

Lisvane will be broken down into distinct urban units or neighbourhoods of varying density. Residential density will be determined by block size and unit type, and will increase upon approach to the local centre.

High density blocks will comprise both residential and commercial uses, and will enjoy a formal street frontage. Residential units will primarily be apartment buildings of up to 5 storeys.

Medium density blocks will encompass residential apartments, and both terrace and semi detached houses. Blocks will be slightly larger than those that are high density, as all residents will have access to private outdoor space.

Low density blocks will consist of semi detached and detached units only. Residents will have access to private open space at both the front and back of dwellings, and street frontage will remain informal.

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community allotments urban farm

Town Centre The local centre will comprise 8 commercial units and a community centre. In addition, the farm currently occupying part of the site will be rebuilt and established as a centre for urban agriculture. The farm will house a number of small animals and be utilised for both agricultural and educational purposes. The market square can be used as an area to sell produce from the urban farm and other larger farms in the local proximity. A new civic space has been placed in close proximity to the central park, to permit visitors and residents to experience their area’s significant ecological assets on a frequent basis.

footpath existing vegitation retained retention pond civic square

market square principle interchange residential properties traffic calming along distributor

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The concept of the sustainable drainage network attempts to retain rain water run-off from developed areas as close to source for as long as possible. This irrigation method mimics that of natural areas, and slows down the speed of water discharge thus reducing pressure on artifical sewage systems. The exaggerated topography model illustrates how swales have been located strategically at higher ground to flow into existing waterways on site. Retention ponds have been placed at low lying areas, and have been designed to hold rain discharge from urban areas.

irrigation

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The illustration opposite shows how the irrigation system serves as both a visual amenity and practical drainage system. These new water channels have been placed to drain water evenly from impermeable areas. Designed in response to topographic conditions, the swales gently slope into retention ponds placed at several intervals throughout the site. These channels have been integrated in a number of neighbourhoods where the land has significant changes in level. Residents are able to enjoy the linear parks as vehicular traffic has been kept separate.

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ECONOMIES OF INFRASTRUCTURE _

a model for stability?

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GLASGOW

method

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Size, density, diversity, form; there are a variety of characteristics upon which one can examine the urban condition. The following study endeavours to investigate the city through 2 of the most fundamental criteria - industry and infrastructure.The central premise of the following invesigation suggests settlements that have successfully distributed economic reliance across a wide variety of industrial bases have been able to socially prosper. By contrast, those that are heavily dependent upon a single industry are more vulnerable to changing economic conditions. In order to mitigate against any over reliance upon a particular industry, a settlement must be well connected by infrastructure. Areas that enjoy a high degree of accessibility are better equipped to evolve then those that are remotely located.

Many British cities have struggled to cope with the transition from manufacturing to service based economies, and none more so than those located in the north of England. The study observes 3 settlements based in the region; Blackpool, York and Middlesbrough. All have a population of approximately 150,000, and all were reliant upon a manufacturing base that has declined over the last century. Through an examination of industry and infrastructure, the following study aspires to understand which of the three has been able to best adapt to the new economic climate. By modelling primary characteristics associated with each criteria, the study portrays a conceptual expression of the relative “stability� of each settlement.

MIDDLESBROUGH

BLACKPOOL

YORK

MANCHESTER

BIRMINGHAM

LONDON

Underlying Geometry Models have been created based upon a simple underlying geometric form; a tetrakis hexahedron, or 24 sided shape. Alternatively, the shape can be seen as a cube with square based pyramids covering each of its 6 faces. The geometry of the tetrakis hexahedron was used to position 24 holes on the face of a wooden sphere. The 24 holes were clustered into 6 groups; each covering one of the transposed faces. This process forms the base of the model.

Economies by Industry The economic condition of each settlement was analysed across 6 core industries; manufacturing, construction, public administration, tourism, information technology and finance. Each industry was assigned one of the 6 faces of the sphere. The 4 holes of each face represent the number of jobs across 4 socio economic groups for each industry. A rod was then attached to each hole. Expressed as a percentage of national averages, the length of each rod was determined by the number of jobs for each industry and socio economic category. As the 24 rods are inserted to the central sphere, reliance upon a particular industry is made obvious through destabilisation caused by larger rods.

Rail and Highway Infrastructure The interface between industry and infrastructure is represented by threading string to provide support to the 24 rods. A greater intensity of string is required to support longer rods. Strategic infrastructure provision has been examined across a 45min travelling period, the structure of which was then reflected in each model. Thicker and thinner strings were used to distinguish rail and road respectively. The most stable settlements are therefore those that have an even distribution of industrial reliance, supported by a comprehensive transport framework.

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blackpool

Population_144,250 Internal jobs_65,000 Internal job density_0.45 Total local jobs_198,000 Local job density_0.44 Unemployment_5.75% Benefit dependency_12% High grade jobs_6%

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LANCASTER

38 m

in

s

pop: 69,500 jobs: 21,250

GARSTANG pop: 5,500

39 m ins

BLACKPOOL 31 mins

Preston

pop: 135,500 jobs: 86,000

LEYLAND pop: 42,000 jobs: 10,500

ins

36 m ins

pop: 144,250 jobs: 65,000

m 38

Blackpool is very heavily reliant upon both tourism and public administration, as each industry is 150% and 140% the size of national averages respectively.

Industries of manufacturing, finance, information technology and construction are all well below national averages. This relative destabilisation is further exacerbated by an inadequate transport system, as Blackpool is located at the end of a route with limited connections to contiguous settlements. Rail infrastructure is particularly limited. The city has comparatively high rates of unemployment and benefit dependency, and a low percentage of high grade jobs.

CHORLEY pop: 53,500 jobs: 16,400

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The length of the rods representing tourism and public administration act to destabilise the model as illustrated when in suspension. This lack of stability cannot be rectified by the city’s limited infrastructure provision.

Blackpool’s qualified rail network is illustrated by a single thread concentrated in a small area of the model. [right] reverse angle of model with rail infrastructure highlighted

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PUBLIC ADMIN

TOURISM

MANUFACTURING FINANCE

CONSTRUCTION

INFO TECH

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York

Population_137,500 Internal jobs_115,000 Internal job density_0.83 Total local jobs_525,000 Local job density_0.73 Unemployment_3.25% Benefit dependency_8% High grade jobs_18%

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THIRSK pop: 13,850

17

MALTON pop: 8,000

min

s

ins

m 24

HARROGATE pop: 46,350 jobs: 6,750

32 mins

YORK

pop: 137,500 jobs: 115,000

ins

m 23

21 m s in

LEEDS

39 m

ins

pop: 443,250 jobs: 385,700

21 mins POCKLINGTON pop: 6,500

31 m

SELBY

pop: 16,000 jobs: 2,250

s in

Manufacturing aside, all of York’s industries are a healthy size. Despite a slight emphasis on tourism, the city has been able to spread economic activity across an even base. Local infrastructure provision is particularly strong, as the city is well placed at the interchange of several strategic routes. York is served by a comprehensive rail network providing access in 4 distinct directions. The nearby city of Leeds – the location of a considerable number of jobs – is extremely well connected by manner of a high frequency rail service. York enjoys a low rate of unemployment and benefit dependency, and a concentration of high grade jobs in excess of both regional and national averages.

MRKT WEIGHTON pop: 4,350

CASTLEFORD pop: 37,000 jobs: 17,000

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The model for York is well supported by both the homogenous length of rods and comprehensive infrastructure network. The limited scale of the city’s manufacturing industry causes some destabilisation; this is however rectified by its transport network. Rail links have been threaded in 4 directions to reflect the 4 routes that connect the city with neighbouring settlements. When in suspension, the model remains relatively balanced. [right] reverse angle of model with rail infrastructure highlighted

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INFO TECH

FINANCE

CONSTRUCTION MANUFACTURING

PUBLIC ADMIN

TOURISM

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middleSbrough

Population_140,050 Internal jobs_69,000 Internal job density_0.50 Total local jobs_154,000 Local job density_0.44 Unemployment_4.5% Benefit dependency_10% High grade jobs_11%

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PETERLEE

DURHAM

pop: 7,500

pop: 48,000 jobs: 22,750

s 38 min

SPENNYMOORE pop: 7,500

43

m

in

pop: 53,750 jobs: 18,000

s

s

41 m

21

m

in

ins

NEWTON AYCLIFFE

HARTLEPOOL

29 mins

pop: 17,000 jobs: 4,250

MIDDLESBROUGH

24 m

14 mi ns REDCAR

ins

pop: 9,500

DARLINGTON

ins

pop: 62,000 jobs: 41,750

23 m

Spread across the industries of manufacturing, construction and public administration, Middlesbrough’s economic base remains partially stable. Infrastructure however is convoluted and ineffective. The rail network is particularly inefficient, as it is almost always easier to travel by car to nearby towns. It is possible to access a number of settlements within 45minutes, however many areas of employment are over 40 minutes away. Unemployment and benefit dependency levels are higher than regional averages as the city has a relatively low concentration of high grade jobs.

pop: 140,050 jobs: 69,000

NORTHALLERTON pop: 5,500

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The incomprehensive and fragmented nature of the city’s infrastructure has been illustrated by an inconsistent frequency of string; in places the transport system is intense, however over longer distances the string becomes less frequent, providing less support for its extended industries. [right] reverse angle of model with rail infrastructure highlighted

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CONSTRUCTION FINANCE

MANUFACTURING

INFO TECH

TOURISM

PUBLIC ADMIN

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RE-CONQUERING THE CITY_ a civic agenda

birmingham: the historical record

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1904 - Birmingham’s city centre is charecterised by traditional block form that creates a highly permeable and rigid urban fabric. The area is home to a number of open air markets that create a vibrant street scene, and consequently played a significant role in defining the area’s character.

1983 - The combination of a series of new urban highways and the introduction of the wholesale market in Digbeth, south of the city centre, have significantly altered the area’s urban fabric. Much of the built form has been eroded to accommodate dual carriageways, as the city has become markedly less permeable. The arrival of the inner ring road severed the city centre both physically and perceptually.

2010 - A series of pedestrainised streets are reintergrated into the urban fabric in an attempt to make area more friendly to pedestrians. The Bull Ring Shopping Mall has been redeveloped. The city centre today, although in places permeable, can be distinguished by large areas of privately owned retail space.

Reclaiming civic spaces lost over the last half century is vital to the social well being of any urban population, as car-free spaces gives individuals the opportunity to see, meet and interact with others. Traditionally Birmingham’s city centre has been a place for meetings and exchange, both socially and commercially. However, under the modernist doctrine under which the amount of private car ownership dramatically increased, pedestrians where subordinate to vehicular traffic, as cities were severed by dual carriageways and busy roads.

In addition to the recent introduction of a network of pedestrainised routes, Birmingham has witnessed the installation of a series of public spaces within the city centre, as part of an integrated attempt to ‘reconquer’ the modernist city. The network of spaces extends from the central business district which is to the North East of city centre, and terminates at the Bull Ring [shown left].

Although the sequence of spaces is an appropriate mechanism for reorientating the public realm around the human scale, the majority of the squares are heavily privatised. The city centre is now dominated by an overwhelming indoor mall that, although pedestrian friendly, exists for the purposes of consumerism only. This raises serious questions about the extent to which the city has been ‘reconquered’, as traditionally the urban environment was a democratic space in which a wide variety of activities took place. [left] Sketch of the “Bull Ring” mall and adjacent open space recorded through observation.

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predominantly retail use

areas of high pedestrian activity

areas of low pedestrian activity

urban strategy

predominantly industrial use

Current Land Use The analysis of land use shows urban fabric within the city centre, and consequently its public realm, is significantly segregated. Retail uses (shown in pink) are concentrated in the north, as the south of the city is characterised by industrial use (shown in purple). Whilst it is acknowledged that variety in the urban centres should be encouraged, at present the land uses and functions that serve to attract visitors and investment are concentrated within a very small area. As a result the Irish Quarter and Digbeth, to the south, have become considerably dilapidated in recent years as the Bull Ring and north have prospered.

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Current Pedestrian Movement The diagram illustrates the approximate number of pedestrians across the city centre. Activity is heavily determined by land use, and consequently concentrated to the main shopping streets and within the Bull Ring mall. The south has relatively low levels of pedestrian activity, especially considering the area is at the heart of one of the largest cities in Britain. In order to draw activity to Digbeth, an urban strategy must be established that provides pedestrians with a reason to travel south.

Urban Strategy The strategy is born out of two objectives; the need to connect the Bull Ring with Digbeth, and the need to increase diversity within the public realm. By removing the wholesale market and redeveloping the traditional urban fabric there will be an opportunity to increase provisions in leisure uses.

A new space will be located adjacent to the proposed pedestrian boulevards in order to draw activity from the north into the south. The new space will be designed to cater for the city’s youth, and in doing so create a more inclusive public realm. Currently, within the city centre, there are little or no areas specifically designed for teenagers and young adults; boredom often plays a key part in crime amongst youth groups.

Across Britain, and in Birmingham especially, it is crucial young people are reintegrated and catered for to improve their upbringing and increase social interaction. [far left] Plan illustrating the location of the new green space and re-installation historic routes. [left] Commercialised nature of the city’s centre fails to cater for both the old and the young, as shoppers tend to be those with disposable income.

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retail youth centre

public space design [right] The space consists of a skate ramp, a pocket green space and vegetation.

[far right] Views into the area have been designed to give a balance between privacy for youth groups and the need for security and supervision achieved through passive surveillance. [top] A variety of lighting techniques have been utilsed to maximise the length of time the space can be used.

cafe & restuarant

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URBAN REPAIR _

estate regeneration maUD thesis 2008

[left] The site shown in relation to adjacent neighbourhoods [right] The social makeup of the estate appears aberrant when contrasted against that of contiguous areas. The site has considerably higher levels of deprivation, evident through welfare dependency and unemployment.

context “All over Britain run-down social housing is being torn down. This draconian approach raises serious concerns.

Will it really work? Does it provide value for money? Is there really no alternative?” [Towers. 2000] Many of Britain’s most notorious estates have been deemed socially and physically irreconcilable, and are being demolished in their entirety. This crude approach to redevelopment raises serious questions regarding the social, economic and environmental repercussions of destroying vast amounts of housing. Having been a resident of the Regent’s Park Estate for over 2 years, I was well placed to investigate a more sustainable alternative to this socially indifferent method. I utilised my thesis to examine how existing inner city council estates could be regenerated to physically integrate with neighbouring areas. Crucially, the project aspires to achieve this whilst minimising the number of existing units demolished, and thus preserving existing social capital.

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The diagram illustrates movement patterns for pedestrians. As a resident of the estate I was offered the opportunity to record these movements through observation over a prolonged period of time.

Routes within the estate are convoluted and illegible, and in many ways almost ‘overly permeable’. This is a direct consequence of the large open spaces and weak urban form that characterises the estate. Poorly defined space has been of particular detriment to the pedestrian movement structure, where large open spaces have created a distinct lack in hierarchy and legibility.

The recordings illustrate interchanges of relatively high intensity within the public realm. In many cases the existing urban form is poorly structured, and has no relation with the high levels of footfall. Rationalising these key routes and destinations as part of a hierarchical movement structure is integral to the success of the regenerative masterplan.

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design principles + masterplan

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[top] Existing condition

[top] Existing condition

[left] Proposed

[left] Proposed

Hierarchy + structure Characterised by a highly illegible movement network, the estate remains homogenous, and consequently convoluted. Furthermore, due to the haphazard manner in which non residential land uses have been located, there is no clear focus or rational within the area.

In essence, the site lacks a sense of hierarchy in terms of movement framework and distribution of land uses.

By restricting public access to semi private courtyards, it is possible to direct pedestrian activity on to key routes. Promoting the use of certain streets over others will foster a greater amount of vitality within the public realm. Where appropriate, non-residential land uses should be relocated to these areas, creating a sense of focus through a rationalised hierarchical urban structure.

Demarcation of open space The site is characterised by a series of ill-defined open spaces that form a loose urban grain. This has an adverse impact on security across the estate, as free access is afforded to private areas. By redefining the demarcation of open space it is possible for residents to exert control over areas previously open to unrestricted public access through passive surveillance.

This will be achieved by strategically placing new blocks where possible to redefine open spaces; ensuring space is enclosed and well overlooked. This will also help ‘tighten’ the urban grain, increasing density by making more efficient use of available land.

The masterplan aspires to spatially reintegrate the estate with surrounding areas through establishing connections via a network of well defined streets. A new pedestrian and vehicular hierarchy has been created, as routes benefit from reconfigured urban form, and consequently increased surveillance. Robert Street, which runs approximately halfway down the site on an east to west axis, has been ‘promoted’ to a local high street. By relocating non residential land uses the street serves as a focus for the estate. Based on existing pedestrian desire lines, a new route has also been formed from the south of the site, on to Robert Street to draw in people from Euston Road.

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Robert

St

Rd

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n sto Eu to

From the proposed form and massing of masterplan it is possible to distinguish key routes.

Non residential land uses have been strategically placed at key interchanges to create a sense of focus.

to

Eu

st on

Rd

The central area of the masterplan has been developed at a lower scale to illustrate particular elements in greater depth.

The detailed plan depicts boundaries for public and private space, the arrangements of internal courtyards, and parking solutions. The plan is focused around Robert Street; the estate’s new local high street. A new public space has been strategically located where Robert Street meets the primary north-south axis. This interchange will form the key nexus for the estate, and is fronted by a mixed used block which serves to further reinforce the locality’s prominence.

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The image on the far right is an impression of the new route linking the estate with Euston Road and Marlybone, illustrating how existing buildings can be adapted as part of a legible urban structure. This is a complete transformation of the street at present, which is illegible and at times intimidating.

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Inspired by modern planning techniques, successive post war Governments embarked upon accelerated suburban development programs. Under this doctrine, planners and architects sought to liberate working classes from the poverty of the prevailing urban social condition. The new approach to residential planning sought

to establish a connection with nature, light and air, and in doing so provide inhabitants with a higher quality of life. It is perhaps a cruel irony therefore, that despite such altruistic and philanthropic origins, the product of these endeavours now embodies the very legacy it once sought to eradicate [...] It would be unjust to suggest that

published article

all such forms of development have fallen into disrepair. However there is a clear correlation between deprivation and concentrated areas of post war social housing. Such areas consequently remain the focus of regenerative endeavours. Despite various forms of intervention, regeneration professionals have seemingly struggled to devise a comprehensive and long term remedy to the complex array of problems presented. It is clear the post war suburban estate presents an incredibly challenging context, often comprising a complexity of several interrelated physical, social and economic issues. Although the scale and significance of the characteristics outlined will undoubtedly vary with location, regeneration schemes must be developed in the context of prevailing urban conditions at varied scales.ified by the compounded effects of the “Right to Buy� policy and the inadequate rate of production of new affordable homes. Given the dual

political emphasis on both housing growth and social justice, it is perhaps alarming that the renewal of post war estates remains somewhat marginalised on current planning and regeneration agendas. The reconciliation and partial densification of such areas has the potential to gain greater recognition within planning policy to promote this form of community led regeneration on a national basis. Finally, although physical modifications undoubtedly

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are integral to such schemes, design alone does not present an all embracing panacea.

Having worked on a number of estate renewal schemes during my time in practice, I recently translated my interest into an article for the journal ‘Urban Design’. The piece discusses how British council estates can be comprehensively regenerated through a set of principles, suggesting regeneration schemes must be developed in the context of several interrelated physical, social and economic conditions to deliver sustainable renewal. Utilising North Solihull – a substantial area of social housing – as a case study, the article describes urban elements across 3 distinct scales that commonly characterise the British post war estate.

At the block level, there is a need to reconfigure elements of the urban environment. At present there is a lack of distinction between public and private space, as the public realm is often poorly overlooked. Furthermore, pedestrian routes through the area are often convoluted and illegible.

At the neighbourhood scale, there is a distinct lack of through-routes within residential areas, and when contrasted with adjacent localities, North Solihull has a relatively homogenous vehicular network. The promotion of hierarchical movement network will encourage integration amongst residential communities.

At the strategic level the neighbourhood is isolated from employment opportunities in both Birmingham City Centre and Solihull Town Centre due to the lack of strategic transport and rail links.

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