WalkinCity

AA School of Architecture Emergent Technologies

and

Design

2014/2015

Core Studio 2 . City Systems.2014/15

WALK IN City GabrieleMotta

KuberPatel

LorenzoSantelli

YifeiSun

AA School of Architecture Emergent Technologies and Design A.Y. 2014/15 Core Studio 2 City Systems WALKING CITY Students: Gabriele Motta Kuber Patel Lorenzo Santelli Yifei Sun

AA School of Architecture Emergent Technologies

and

Design

2014/2015

Core Studio 2 . City Systems.2014/15

WALK IN City

Abstract The design project explores the formation of a small-scale city system in the Isle of Dogs, London. The project defines the logic for a high density system with the ambition of maximizing pedestrian circulation and the development of public infrastructure. The system includes a dense network of diversified green areas which is essential to integrate natural system and built environment.

The design proposal follows a double approach: First, target quantities and main guidelines are set, top-down, to inform the structural elements of the design. The fundamental element has been a light railway as the main public transportation infrastructure. The system has been explored through generative algorithms to be developed in relation to this railway line.

Then, building typologies are explored in order to understand their possible development in the chosen site at the local and global scale of the system. Building blocks and public space have been studied through evolutionary computation to find most performative configurations in terms of environmental performances and spatial relations and qualities. The process explores a bottom-up approach to fully understand the potential of former main strategies.

5

6

Index Introduction

9

PART I - Research and Analysis

11

1. Research and Analysis

12

1.1 Project Site 1.2 Environmental Analysis 1.3 Population Trend of Growth 1.4 Existing Network 1.5 Building Typologies and Morphology

12 14 16 16 18

PART II - Design Strategy

21

1. Design Strategy

22

3. Primary Network Experiments and Evaluations

32

2. Primary Network and Design Guidelines

2.1 Organisation of the Public Transport System 2.2 Main Pedestrian Connections 2.3 Programs Distribution 2.4 Density Distribution 3.1 Stage 3 - Experiments A, B and C 3.2 Stage 4 - Experiments D, E, F and G

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24 26 28 30 32 33

PART III - Building Morphology

39

1. Building Morphology Logic

40

2. Building Morphology Analysis and Improvement

56

1.1 Network Nodes Analysis 1.2 Rail and Tramway Stations Typology 1.3 High Density Building Typology 1.4 Medium and Low Density Building Typology 1.5 Physical Density Urban Form: The Spacemate 2.1 Sky View Factor Analysis 2.2 Building Exposure 2.3 Ground Exposure

PART IV - Design proposal 1. Design Proposal

1.1 Growth Logic of the Urban System 1.2 Global Evaluation: Population and Physical Density 1.3 Syntactic Analysis 1.4 Wind Flow Analysis 1.5 Heat Island 1.6 Design Implementations

40 42 46 48 50 56 58 60

63

64

64 68 71 74 76 80 7

PART V - Conclusions and Further Advances

87

Appendix I High Density and Building Morphology

89

Appendix II Experiments

Appendix III Building Morphology - Analysis

103

Declaration of Originality

115

Bibliography

Web References

8

95

111 113

Introduction London’s population increased by 100,000 in 20121. Everyone would want to know why. There are four main possible causes: migrations, within or outside the United Kingdom, more births or less deaths. In any case, the population of London will continue to increase and soon it will hit nine million. In according to the previous statement, high density settlements will become part of the ordinary urban planning. For this reason, urban planners need new strategies and methodologies to answer the growing demand for housing.

‘Walk in City’ would represent a whole-scale rethink of the urban planning in terms of high density. Based on local public transport network, is mainly characterised by the target of removing private passenger means of transport from the southern side of the Isle of Dogs, in London.

The entire project was carried out in four stages. After a first phase of research and analysis, reported in the Part I, a strategy was developed. Subsequently, during the third stage, some experiments on possible network organisations were performed and potential building morphologies were explored. Besides, environmental and syntactic analysis were run on morphology patches in order to improve them.

In the end, all along the stage 4, the team worked out on a design proposal which involves all the Isle of Dogs, starting from the organisation of the local transport system, density and programs distributions, until the design of the entire related building morphology.

1 Cheshire J. & Uberti, O. (2014) London, The Information Capital. London: Penguin Books Ltd. Pag. 82.

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PART I

RESEARCH AND ANALYSIS

Part I

1. Research and Analysis 1.1 Project Site

Fig. 1. Aerial view of the Isle of Dogs, London.

The Isle of Dogs, part of the London Borough of Tower Hamlet in the East End, is bounded by three sides by the river Thames. Once part of the Port of London, the site has one of the highest concentration of council housing in England.

However, it is now best known as the location of the Canary Wharf office complex, one of the tallest habitable building in Britain. The project site, with a surface of around 2.4 km2, consists of all the area to the South of the South Dock near Canada Square1.

The southern side of the Isle of Dogs is characterised by the presence of two internal water basins: Millwall inner and outer Docks, while one park with gardens and little farms is located near Mudchute. All the soil of the Isle is alluvial and silty in nature, underlaid by clay or mud2.

Researches and analysis on different topics were carried out during stage 1 and existing data on site is studied by different groups and shared with all the

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1  Data: www.towerhamlet.gov.uk/housing (Accessed: 03.05.2015, 1.50 pm).

2  Cheshire & Uberti (2014) Op. Cit. Pag. 52.

AA School of Architecture Emergent Design and Technologies 2014/15

Research and Analysis

Poplar

Lim

eho

use

ll wa

k lac

B

North Dock Canary Wharf

Middle Do

ck South Dock

Millwall Cubitt Town Millwall Basin

Madchute Farm

Millwall Park

PROJECT SITE

Greenwich Tunnel

Greenwich

studio. Moreover, a study in depth on building typologies and morphology will be presented in the appendix I.

Plan of the Isle of Dogs, London and project area.

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Part I

1.2 Environmental Analysis Environmental analysis were carried out to learn more about the site characteristics, develop a strategy and arrange the settings for future explorations. Hereinafter, only the studies strictly related to the project are reported.

Wind Flow

Wind in the Isle of Dogs area has the West South West prevalent direction all along the year, with a maximum intensity of 83 kts, usually achieved during the winter in the months of December and January1. The wind statistics are based on real observations taken between 2055 and 2015 from the weather station at Greenwich Buoy.

Wind flow on the Isle of Dogs, London.

Authors Sulaiman Alothman Nicolò Bencini Spyros Efthymiou Felix Tseng

Sunlight and Sun Path

Sun altitude varies from 61° on the day of the summer solstice to 14° on the day of the winter solstice. During the longest day of the year sunlight reaches up 18.20 hours, while in the darkest days is around 6.20 hours2. Besides, the main light blue lines in the following drawing represent the path of the sun on summer solstice (higher line), winter solstice (lower line) and autumn or spring equinox (middle line).

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1 Data: http://www.windfinder.com/windstatistics/greenwich_buoy (Accessed: 06.03.2015, 11.50 pm).

2 Data: http://astro.ukho.gov.uk/nao/services/ais58.pdf (Accessed: 01.05.2015, 10.10 pm).

AA School of Architecture Emergent Design and Technologies 2014/15

Research and Analysis

Sun path, Isle of Dogs, London.

Authors Sulaiman Alothman Nicolò Bencini Spyros Efthymiou Felix Tseng

Temperature and Heat

The average temperature is 14.1° C and the mean daily temperature range is 6.8 °C. Furthermore, the warmest month is usually July with an average temperature of 17.5° C, while, the coldest is January with a mean temperature of 4 °C1.

Surface temperature, Central London and the Isle of Dogs, on July 26, 2006.

Legend 27° C 18° C

In the end the relative humidity typically reaches in November value up to 93%, on the contrary the driest period is in July, when it drops below 55%.

1 Data: http://www.yr.no/place/United_Kingdom/England/Tower_Hamlets/statistics.html (Accessed: 05.03.2015, 05.50 pm).

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Part I

1.3 Population Trend of Growth London’s population increased by 100,000 in 2012 and there are four possible causes: more migrants, more births or less deaths. However, in anyway if total number of people continues to increase, the population will hit nine million in the next decade1.

Tower Hamlets, 35-49 year old people trend of growth from 2004 to 2020.

35-49 year old population growth

125,000 100,000 75,000 50,000 25,000

Year

0 people 2004

2008

2012

2016

2020

For example, in the London borough of Tower Hamlets 35-49 year old people will increase up to around 80,000 people and the number of all residents will reach more than 325,000 in 20202.

Tower Hamlets, all population trend of growth from 2004 to 2020.

All population growth

500,000 400,000 300,000 200,000 100,000

Year

0 people 2004

2008

2012

2016

2020

1.4 Existing Network Canary Wharf, in the northern side of the Isle of Dogs, has strong connections with London transit system. Within a short time, the stations of the Docklands Light Railway and Jubilee line will be supported by the under construction Cross Rail station.

On the contrary, the southern side of the site is connected to Central London

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1 Cheshire & Uberti, Op. Cit. Pag. 82.

2 Data: http://www.towerhamlets.gov.uk/lgsl/901-950/916_borough_profile/research_and_ briefings/demography.aspx (Accessed: 22.04.2015, 07.50 am).

AA School of Architecture Emergent Design and Technologies 2014/15

Research and Analysis

Blackwall

Poplar

Lim

eho

use

Poplar Canary Wharf

North Do ck

DLR

ll wa

AIL

k lac

R SS

West India Quay

O CR

B

Canary Wharf

Canary Wharf Canary Wharf Heron Quays

JUB

ILE

South Dock

E LI

NE

South Quay

Crossharbour Millwall Cubitt Town Millwall Basin

Mudchute

Millwall Park Island Gardens

Greenwich Tunnel

Greenwich

Cutty Sark

and the South bank by the DLR network. Four stations are located to the South of South Dock on the Isle of Dogs: South Quay, Crossharbour, Mudchute and Island Gardens. The first two stops are overhead, the last one is underground, while Mudchute is on the ground level. However, the districts of Millwall and Cubitt Town are mainly served by bus routes, which link them to Canary Wharf1.

Main public transport network Isle of Dogs, London.

In the end, we can observe a pedestrian connection between Greenwich and Island Gardens through the Greenwich Tunnel.

1  Data: http://www.tfl.gov.uk/info-for/boroughs/tower-hamlets (Accessed: 21.04.2015, 09.10 am).

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Part I

1.5 Building Typologies and Morphology The project site is mainly divided into two areas: the northern part is characterised by high tower and blocks, whereas the southern side has smaller constructions i.e. single dwelling, terraced houses and bar buildings. We can observe easily that the area presents two very different averages of height.

Functions, near Canary Wharf, are mainly commercial and business with large use of underground spaces, while the southern side is mostly residential.

However, along the river Thames, there are some blocks and towers, but their size is significantly lower than farther North.

In the end, some warehouses are scattered all over the Isle of Dogs and lots of them are now abandoned.

Catalogue of building types, Isle of Dogs, London.

Single dwelling

Terraced house

Bar building

Block

Tower

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AA School of Architecture Emergent Design and Technologies 2014/15

Research and Analysis

Building typologies 3D and longitudinal section, Isle of Dogs, London.

Legend Single dwelling Terraced house Bar building Block Tower Warehouse

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PART II

DESIGN STRATEGY

Part I

TARGET Direct all transit into public transportation network in order to remove private passenger transportation.

High density urban development with strong integratio n with the existing network.

Docklands Light Railway +

Local Public Transit (Tramway)

Programs Distribution

Main Pedestrian Connections (Shortest connection)

High

STRATEGY The public transportation network is set as the driving force for the urban design.

Mid High Density Distribution

Mid Low

All elements of the urban design are organized in relation to transportation infrastructure.

Low

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AA School of Architecture Emergent Design and Technologies 2014/15

Research and Analysis

P RO ITER

AT I V E

Design

C ES S

Analysis and Evaluations

BUILDING MORPHOLOGY Programs and density distribution work as driver for the building morphology.

The building morphology will be analysed and evaluated in order to improve it.

Building Morphology

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Part II

2. Primary Network and Design Guidelines 2.1 Organisation of the Public Transport System The local public transport system is based on the minimization of the distances to be travelled on foot. In support of the existing DLR network, a tramway link will be added in order to increase the accessibility of the southern side of the Isle of Dogs. A tram oriented development was chosen because of its sustainable perspective and the easy pedestrian access to transit stations at neighbourhood scale. In addition, its transportation capacity is adequate to medium and high density settlements.

Logic

The distribution of the tramway stops was set in according to the following criteria: -- Maximize local public transportation capacity; -- Optimize local public transport loop length, passing through at least two DLR stations; -- Avoid crossings and intersections between the local public transport loop and the basins;

Moreover, the experiments were set up in relation to the walking speed of 4 km/h and the walking distances of 200 m (around 3 minutes) from the DLR stations and 160 m (around 2 minutes) from tram stops1.

Distribution of the local public transport system organisation: logic and legend.

DLR DLR station Radius 200 m

Tram link Tram stop Radius 160 m

Water Removed link

Target

The aim of the organisation of the public transport system is to establish a 1  Data: http://ninofanti.altervista.org/Perelman/Fisica/Velocià (Accessed: 16.02.2015, 3.30 pm).

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AA School of Architecture Emergent Design and Technologies 2014/15

Design Strategy

network based on the Docklands Light Railway with the introduction of a tramway link in order to cover as much as possible the southern side of the Isle of Dogs. Afterwards, the location of the DLR stations and tram stops will provide the key for the programs and density distribution.

London, Isle of Dogs, plan of the distribution of the public transportation system.

Design Output

More than half of the project area has a maximum walking distance of around two or three minutes from a public transport stop. Moreover, the tram loop is approximately 4,900 m long with 10 stops and no intersections with the water basins.

At this stage, the design process does not take into account some technical characteristic of the tramway system as the minimum radius of curvature that will be considered later.

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Part II

2.2 Main Pedestrian Network Main pedestrian links are created among the stops of the public transportation network and some other focal points in respect to the surrounding conditions, for instance: South Quay Bridge and Greenwich Tunnel.

Logic

The pedestrian connections are generated in according to the shortest distance among DLR and tramway stops, taken into consideration the following criteria: -- No routes through the internal basins; -- Removal of all intersections choosing the shortest link; -- Deletion of the longest edge in obtuse triangles1;

In addition, other connections are created between the surrounding local points and the closest node of the transit network.

Main pedestrian network layout: logic and legend.

Pedestrian connection Removed link DLR or tram stop Pedestrian node

Water Removed link

Target

The design purpose of the main pedestrian network layout is to make the Isle of Dogs as accessible and walkable as possible, in order to avoid the use of private means of transportation.

Design Output

The main pedestrian network presents an overall length of 11,963 m, with 19 nodes and 30 links among the Docklands Light Railway stations, tramway stops and the surrounding focal points, which connect the southern side of the Isle of Dogs with Canary Wharf, Canada Square and Greenwich through the Greenwich Tunnel. In addition, the widest angle is lower than 120°.

At present, no new link was assumed through the water basins or the river Thames.

1 Triangles with one angle exceeding 120°.

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AA School of Architecture Emergent Design and Technologies 2014/15

Design Strategy

London, Isle of Dogs, plan of the main pedestrian network.

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Part II

2.3 Programs Distributions The ground surface of the project area is subdivided in order to identify some guidelines for the location of public services, parks, commercial and business activities.

Logic

The distribution of main programs follows the layout of the previous networks in order to make public services and business areas as accessible as possible in according to the needs of the floating population. The logic is based on the following three criteria:

Logic: commercial and business activities.

-- Minimize distances between axes of the primary network and locations of the commercial and business activities;

Commercial and business

Logic: public services.

-- Minimize distance between the services and the local transportation stops in order to maximize accessibility;

Public services

Logic: public parks.

-- Minimize distance between large public spaces, the basins and the river Thames; Public parks Water

At this level, main programs distributions only affects the ground surface.

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AA School of Architecture Emergent Design and Technologies 2014/15

Design Strategy

Target

The following values represent the primary target of the programs distribution1: -----

Commercial and business activities: 15%; Public services: 4%; Public parks: 15%; Residential with small commercial activities: 66%.

London, Isle of Dogs, plan of the programs. Each square is 50 by 50 m.

Legend Commercial and business activities Public services Public parks Residential and small commercial activities

Design Output

Firstly, a main public park emerges in the western area near the internal basins, while the commercial and business activities are distributed along the main pedestrian network. Secondly, all the services are located near the tram stops in relation to their integration.

1  Percentages based on the estimates population.

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Part II

2.4 Density Distribution In order to reach a super high density settlement and to minimize problems related to the floating population, the number of residents increases up to more than 1,000 people per hectare near the DLR and tramway stops.

Logic

The resident population is allocated in according to the hierarchy of the primary network nodes on the basis of the following criteria: -- Maximize the accessibility to the local transportation network; -- Distribution of the population density in relation to the walking distances1;

At this stage, the density distribution represents the guidelines for the next step.

Density distribution: logic and legend.

600 m or 8 min.

400 m or 5 min.

170 m or 3 min.

1,500 People/ha

DLR Node 800 People/ha 400 People/ha 200 People/ha 200 m or 3 min.

100 m or 2 min.

0 People/ha

Tram Node

Target

The target density has an average of 800 people per hectare. The southern side of the Isle of Dogs is 2.4 km2 wide, therefore, it will have around 190,000 residents. In any case, the density will vary from a maximum of 1,500 people per hectare close to the DLR station to a minimum of 200 people per hectare in the farthest areas.

Design Output

As design output we can observe that the highest density areas are near the DLR network, while, the zones with less residents are close to the river Thames and the edges of the main public park.

30

1  Speed average of 4 km/h. See page ??

AA School of Architecture Emergent Design and Technologies 2014/15

Design Strategy

London, Isle of Dogs, plan and section of density distribution.

Each square is 50 by 50 m.

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Part II

3. Primary Network Experiments and Evaluations The stage stated in the paragraph before was achieved during phases 3 and 4 thanks to several studies on possible local public network organisations. All along the third stage the main logic was developed, while in the fourth one, more experiments were carried out to achieve better results and solve problems shown during the previous step.

3.1 Stage 3 - Experiments A, B and C Firstly, after analysing different possible technical characteristics of transport systems, a tramway link was introduced in order to connect as much as possible various areas of the Isle of Dogs1 to the existing stations of the Docklands Light Railway. Numerous experiments were set up in order to define the line layout, the number of stops and the average distance between two of them. Later, lots of configurations were analysed and A,B and C were the best three outputs.

Stage 3, experiments. Histogram of tram link covered area within a walking distance of 160 m from the stops in relation to the all Isle of Dogs. C has the highest percentage: 47%.

Tramway link

80% 60% 40% 20% 0% Covered surface

Experiments A

B

C

Secondly, pedestrian connections were tested among public transit nodes and some focal points, characterised by the site configuration.

Thirdly, other explorations were carried out on programs distribution, which was connected to the local network configuration, but, throughout the stage only fails were reported. On the contrary, density logic was applied with success.

Stage 3, experiments. Bar chart of population density. C has the highest value: 570 people/ha.

Population density

800 600 400 200

Experiments

0 p/ha A

B

1  Isle of Dogs, project area: 2,4 km2.

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AA School of Architecture Emergent Design and Technologies 2014/15

C

Design Strategy

3.2 Stage 4 - Experiments D, E, F and G During stage 4, more tram stops were introduced in order to increase the value of the population density, while the settings of the configuration of the main pedestrian connections remained the same. After evaluating a lot of outputs, the best ones were chosen to carry on the explorations of programs and density distributions (experiments D, E, F and G).

Tramway link

80%

Stages 3 and 4, experiments.

Histogram of tram link covered area within a walking distance of 160 m from the stops in relation to the all Isle of Dogs. D has the highest percentage: 51%.

60% 40% 20% 0% Covered surface

Experiments A

B

C

D

E

F

G

Furthermore, problems in the programs distribution were solved, while, the number of tram stops rose up to ten, in order to increase the values of the population density.

Population density

800

Stages 3 and 4, experiments.

Bar chart of population density.

D has the highest value: 763 people/ha.

600 400 200 Experiments

0 p/ha A

B

C

D

E

F

G

In the end, we can observe that digital explorations made during stages 3 and 4 help us to refine the logic and the settings of the explorations. Experiment D shows the highest results in terms of average population density with 763 people/ ha and an expected population of 183,120 people. Besides, local transport network configuration has the best value of covered surfaces in according to the logic of the walking distances from the DLR and tramway stops. Therefore, it was selected as basic pattern. A summary of the stated researches is introduced in the following pages, while a complete description is presented in the appendix II.

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Part II

Experiment A

Experiment B

Stage 3

Stage 3

Public Transport Network

Public Transport Network

Covered area: 43% (8 Stops) Loop length: 4,137 m Number of intersections: 0

Covered area: 39% (8 Stops) Loop length: 3,600 m Number of intersections: 0

Main Pedestrian Connections

Main Pedestrian Connections

Total length: 11,390 m Number of nodes: 18 Number of straight connections: 23

Total length: 11,351 m Number of nodes: 18 Number of straight connections: 26

Programs Distribution

Programs Distribution

Commercial and business activities: fail Public service: fail Public parks: fail

Commercial and business activities: fail Public service: fail Public parks: fail

Density Distribution

Density Distribution

100

100

80

80

60

60

40

40

20

20

0

200

400

800

0

200

400

800

1,500 34

p/ha

0 ha 1,500

p/ha

0 ha

Average density: 520 people/ha Expected population: 124,800 people

Average density: 533 people/ha Expected population: 127,920 people

Evaluation

Evaluation

No parks and failure in the programs distribution.

No parks and failure in the programs distribution.

AA School of Architecture Emergent Design and Technologies 2014/15

Design Strategy

Experiment C

Experiment D

Stage 3

Selected - Stage 4

Public Transport Network

Public Transport Network

Covered area: 47% (9 Stops) Loop length: 3,605 m Number of intersections: 0

Covered area: 51% (10 Stops) Loop length: 4,898 m Number of intersections: 0

Main Pedestrian Connections

Main Pedestrian Connections

Total length: 9,990 m Number of nodes: 19 Number of straight connections: 28

Total length: 11,963 m Number of nodes: 19 Number of straight connections: 30

Programs Distribution

Programs Distribution

Commercial and business activities: fail Public service: fail Public parks: fail

Commercial and business activities: 15% Public service: 4% Public parks: 15%

Density Distribution

Density Distribution

100

100

80

80

60

60

40

40

20

20

0

200

400

800

0

200

400

800

1,500

p/ha

0 ha 1,500

p/ha

0 ha

Average density: 570 people/ha Expected population: 136,800 people

Average density: 763 people/ha Expected population: 183,120 people

Evaluation

Evaluation

No parks and failure in the programs distribution.

Best programs distribution and highest density.

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Part II

Experiment E

Experiment F

Stage 4

Stage 4

Public Transport Network

Public Transport Network

Covered area: 47% (10 Stops) Loop length: 3,876 m Number of intersections: 0

Covered area: 49% (10 Stops) Loop length: 3,600 m Number of intersections: 0

Main Pedestrian Connections

Main Pedestrian Connections

Total length: 9,290 m Number of nodes: 19 Number of straight connections: 29

Total length: 10,141 m Number of nodes: 19 Number of straight connections: 26

Programs Distribution

Programs Distribution

Commercial and business activities: 15% Public service: 4% Public parks: 15%

Commercial and business activities: 15% Public service: 4% Public parks: 15%

Density Distribution

Density Distribution

100

100

80

80

60

60

40

40

20

20

0

200

400

800

0

200

400

800

1,500 36

p/ha

0 ha 1,500

p/ha

0 ha

Average density: 688 people/ha Expected population: 165,120 people

Average density: 693 people/ha Expected population: 166,120 people

Evaluation

Evaluation

Lowest covered area: 47%.

Low cover area and average density.

AA School of Architecture Emergent Design and Technologies 2014/15

Design Strategy

Experiment G Stage 4

Main Pedestrian Connections Total length: 10,141 m Number of nodes: 19 Number of straight connections: 26 Main Pedestrian Connections Total length: 10,634 m Number of nodes: 19 Number of straight connections: 27 Programs Distribution Commercial and business activities: 15% Public service: 4% Public parks: 15% Density Distribution 100 80 60 40 20 p/ha 0

200

400

800

1,500

0 ha

Average density: 653 people/ha Expected population: 156,720 people Evaluation Lowest density in phase 4.

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PART III

BUILDING MORPHOLOGY

Part III

1. Building Morphology Logic 1.1 Network Nodes Analysis A network is a set of objects that are connected together. In a diagram of a graph, these objects are represented as vertices and they are the fundamental elements of which the network is formed. In the proposed design, they correspond to the stations of the DLR and the new tramway line and have been located on the site with homogeneous distribution to maximize the efficiency and the accessibility to the transportation system.

The stations are conceived as the generative elements of the urban organization in relation to their embedded potential as main attractors of people and urban activity. They are designed as recognizable urban spaces with a mixed program of commercial areas, public and private services, open public space and green areas.

Centrality analysis of the network has been conducted to understand the role of each location and proceed to the design of the stations and their appropriate morphology in relation to their different importance.

Centrality Analysis Nodes are coloured by degree and sized according to betwennes.

0 : 63 : 4 1 : 55 : 2 2 : 71 : 3

3 : 73 : 5

4 : 51 : 4 5 : 121 : 4

6 : 155 : 5

7 : 79 : 3

8 : 65 : 2

11 : 53 : 2 9 : 87 : 4

10 : 125 : 6

12 : 67 : 2

14 : 75 : 4 13 : 83 : 3

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AA School of Architecture Emergent Design and Technologies 2014/15

15 : 37 : 3

Building Morphology

Analysis

Topological relations between discrete objects in the network are evaluated through their appropriate graphs in order to develop a global picture of the syntactic structure. In order to identify most important vertexes in the graph, degree and betweennes centrality measures have been taken into account.

Degree centrality is defined as the number of edges incident upon a node and it can be interpreted in terms of the immediate risk of a node for catching items flowing through the network. Betweenness centrality is equal to the number of shortest paths from all vertices to all others that pass through that node.

High betweenness centrality is an indicator of high probability of items to pass through that specific node, under the assumption that item transfer follows the shortest paths.

The network result sufficiently connected and results to form a a loop configuration. Each node has minimum of two connections and 70% of the nodes have more than three intersections.

Betweenness centrality is translated in the justified graph to study the network depth: node number six has been chosen as the root-space because is the DLR station characterized by higher accessibility from the site because of its central position. The graph appears shallow and its bush shape attests a high level of integration with a low maximum depth of 3. Nodes number six and ten result indeed most central in the network configuration.

Betweenness centrality Depth: 0

Depth: 1

Depth: 2

Depth: 3

0 2 1

4

3

8

7 6

5 11 9

13

12

14 10 15

n (points) 1

5

2

8

6 : 155 10 : 125 5 : 121 9 : 87 13 : 83 7 : 79 14 : 75 3 : 73 2 : 71 12 : 67 8 : 65 0 : 63 1 : 55 11: 53 4 : 51 15 : 37

Network Data Network length: 11.9 km Vertex count: 15 Edges count: 31 Average edge length: 398 m

Degree centrality n (intersections) 6

5

4

0

3

3

2

2

1

7

8

13

11

15

12

4

10

5

9

6

14

n (points) 1

2

5

4

10 : 6 3:5 6:5 0:4 4:4 5:4 9:4 14 : 4 2:3 7:3 13 : 3 15 : 3 1:2 8:2 11 : 2 12 : 2

4

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Part III

1.2 Rail and Tramway Stations Typology The station typology is conceived as an open piazza: A series of buildings frame a central open courtyard where are green areas and where the tramway line stop is located. The piazza is partially covered by the roof of the station.

The fragmented building volume extends from underground, where there are DLR stops. The building program includes office and administration related to the station, commercial activity and public services such as libraries, civic and cultural centres. Open spaces inside and outside the courtyard include green and paved areas and waiting areas for tram and DLR.

Nodes are designed with a specific morphology in relation to the program previously developed. In particular DLR stations are coupled with big commercial interventions whereas the tramway stations are related to local public services which functions at regional attractors. Tramway station typology is divided into two sub-types in relation to their building volume. a. DLR station b.1. Tramway station + public service (if V > 30,000 m3) b.2. Tramway station + public service (if V < 30,000 m3)

The building is designed as system which varies in relation to the different properties of the nodes where is located.

Therefore Nodes are optimized in relation to their strength in the network and their geographical position in the project site. Betwennees centrality determines the target area for public space; degree centrality defines the reference quantity for building volume. Values of degree and betwenness centrality are remapped into the maximum and minimum domain of the system dimension.

The cross connection passages which pass through the stationâ&#x20AC;&#x2122;s courtyard are determined in relation to the site location and the geographical directions of the network edges.

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Building Morphology

a.

building (max. V: 80.000m3)

n. storeys: range (0,4)

plot width: range (20,50)

+4.00 +0.00 - 6.00

open surface +0.00 (max. S: 7500m2) courtyard - 6.00

plot length: range (20,150) DLR stop waiting area Tramway stop waiting area Public green area Cross connections

b.1

n. storeys: range (2,5) building (max. V: 40.000m3)

plot width: range (20,50)

+0.00 - 6.00

courtyard - 6.00

plot lenght: range (20,150)

b.2

n. storeys: range (0,2) +0.00

courtyard + 0.00

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open plaza

DLR Station open plaza TRAM+public service TRAM+public service

TRAM+public service

DLR Station

open plaza

open plaza

TRAM+public service DLR Station

TRAM+public service

TRAM+public service

TRAM+public service TRAM+public service

Program Characterization The map represents the programmatic differentiation between the network vertices.

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DLR Station

Building Morphology

1 : 55 : 2 2 : 71 : 3

3 : 73 : 5

4 : 51 : 4

6 : 155 : 5

11 : 53 : 2 9 : 87 : 4 10 : 125 : 6 12 : 67 : 2

14 : 75 : 4

15 : 37 : 3

13 : 83 : 3

DLR Stations 1 : 55 : 2 6 : 155 : 5 9 : 87 : 4 15 : 37 : 3

Open srf. 2,661m2 Open srf. 7,500m2 Open srf. 4,210m2 Open srf. 1,790m2

V. 26,667m3 V. 66,667m3 V. 53,323m3 V. 40,000m3

Design of the Stations The nodes which belongs to the transportation network have been taken into consideration.

Tramway Stations 2 : 71 : 3 3 : 73 : 5 4 : 51 : 4 10 : 125 : 6 11 : 53 : 2 12 : 67 : 2 13 : 83 : 3 14 : 37 : 4

Open srf. 3,435m2 Open srf. 3,532m2 Open srf. 2,468m2 Open srf. 6,048m2 Open srf. 2,565m2 Open srf. 3,242m2 Open srf. 4,016m2 Open srf. 1,790m2

V. 20,000m3 V. 33,330m3 V. 26,667m3 V. 40,000m3 V. 13,333m3 V. 13,333m3 V. 20,224m3 V. 26,667m3

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Part III

1.3 High Density Building Typology The high density urban fabric is composed by two different morphologies which are the mixed-use building (T1) and the residential tower (T2). Both building types are developed from the same starting reference plot which is a square grid 50x50m and each lot includes a street edge.

In order to maximize the open space in such a high density context, the commercial buildings are conceived as the plinth for the residential buildings in order to generate a system of interconnected aerial spaces at different levels: these aerial plazas are unified by the above residential block which stands at +9.00 m from the ground.

Plot Organization b: 50m

+ 9.00

a: 50m

a: 50m

b: 50m d: 8m

d

c

+ 6.00 + 3.00 + 0.00

reference square grid 50X50m

T1. Mixed-use building

T2. Residential tower

if V > 2000m : courtyard opening 2

courtyard +0.00

residential +9.00 n. storeys: range (1,4)

n. storeys: range (0,20)

commercial plinth

Green spaces formation if S > 625m2 : green area

Apartments layout single side opening 15m

double side opening 18m 2 flat/floor [135m2] 4 flat/floor [135m2] 6 flat/floor [135m2] 8 flat/floor [135m2] 4 flat/floor [67m2]

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Selected Experiments

Different patterns are generated through evoultionary computation methods.

The process redistributes target volume and commercial buildings distribution as previously explored and gets optimized for acceptable values of GSI and OSR. The pedestrian network emerges by itself as a result of the streets at the edge of the lots, the courtyards in the middle of the commercial plinths and the boundary open areas of the residential towers lots.

However, in experiment 03 network formation criteria has been introduced.

The network formation is guided in the computational evolution in order to correspond to the network configuration which has been developed. In particular, the algorithm is set to minimize the intersections between building volumes and the edges of the network which is taken as reference guideline.

01 Settings: Genes: 132 Population size: 50 Generations: 30 Fitness criteria: 01. Maximize volume.

02. Target percentage of commercial volume (15%).

Results: Total volume: 350,594m3 residential: 310,500m3 commercial: 40,094m3 [12.9%] Density: 1725 p/ha GSI: 0.42 FSI: 3.89 OSR: 0.14 Total area: 30,000m2 Tot. open srf area: 24,442.5 m2 ground: 17,129.5m2 [70%] aerial: 7,313m2 [30%]

3d visualization

1

2

3

4

5

6

7

8

9

10

11

12

plan

Residential Commercial Public green area

02 Settings: Genes: 132 Population size: 50 Generations: 30 Fitness criteria: 01. Target density 1500 p/ha.

02. Maximize ground open surface.

03. Target percentage 0f commercial volume (15%).

Results: Total volume: 214,765m3 residential: 195,750m3 commercial: 19,015m3 [10%] Density: 1087 p/ha GSI: 0.26 FSI: 2.38 OSR: 0.31 Total area: 30,000m2 Tot. open srf area: 25,415m2 ground: 21,998m2 [87%] aerial: 3,417m2 [13%]

3d visualization

03 Settings: Genes: 198 Population size: 50 Generations: 50 Fitness criteria: 01. Target density 1500 p/ha.

02. Target GSI (50%).

03. Target percentage of commercial volume (15%) 04. Network emergence

Results: Total volume: 272,093m3 residential: 239,625m3 commercial: 32,468m3 [13%]

1

2

3

4

5

6

7

8

9

10

11

12

plan

1

2

3

4

5

6

7

8

9

10

16

17

11

12

14

15

13 18

Density: 810 p/ha GSI: 0.36 FSI: 1.81 OSR: 0.35 Total area: 50,000m2 Tot. open srf area: 39,503m3 ground: 32,081m3 aerial: 7,422m3 [18%] 3d visualization

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1.4 Medium and Low Density Building Typology For medium density system is introduced a closed block typology with several variation parameters that can be adapted to the different density requirements.

The perimeter block is designed on a rectangular grid 50x100m and has an initial building width of 10 meters.

The parametric model sets the potential for multiple subdivision of the block in smaller parts with a different number of storeys. The design focuses on the connections between the adjacent courtyards: this is indeed the only network materialization between the blocks since the building do not include an offset from the perimeter lot. Elimination of elements or the creation of underpasses in the corner allow to shape a sequence of interconnected pedestrian network which is extremely diversified and characterized by continuous green areas.

In relation to topological network information, all building intersecting the network edges are removed.

a: 50m

Plot Organization b: 100m

a: 50m

residential building (width 10m) (max. V: 10,200m3)

b: 100m

courtyard +0.00 d reference square grid 50X100m

c

Residential Building Morphology a. Building and plot subdivision

l1 l 2

b. Elimination of components + generation of the pedestrian network

l3 l4 l5 l: range (5,40m) n. storeys: range (1,6)

complete elimination

underpasses: elimination of first two floors

Green Spaces Formation

interconnected courtyards +0.00 if S > 625m2 : join green areas single courtyard +0.00 (offsett 5m)

Network Formation

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Commercial Activity

d=15m from primary network

Building Morphology

Selected Experiments

The following experiments study the potential of the logic to produce different urban configuration in relation to the predetermined target density 800, 400 and 200 p/ha. The spatial outputs attests different volmetric results and network formation. The model is informed in order to keep a constant coverage value of 0.3.

01 Settings: Genes: 108 Population size: 30 Generations: 30 Fitness criteria: 01. Target density 800 p/ha 02. Target GSI (0.3)

Results: Total volume: 229,050m3

1

2

3

4

5

6

7

8

9

1

2

3

4

5

6

7

8

9

1

2

3

4

5

6

7

8

9

Density: 840 p/ha GSI: 0.34 FSI: 1.69 OSR: 0.39 Total area: 45,000m2 Tot. open srf area: 29,730 m2 3d visualization

Residential Commercial Public green area

plan

02 Settings: Genes: 108 Population size: 30 Generations: 30 Fitness criteria: 01. Target density 400 p/ha 02. Target GSI (0.3)

Results: Total volume: 125,082m3 Density: 463 p/ha GSI: 0.30 FSI: 0.92 OSR: 0.76 Total area: 45,000m2 Tot. open srf area: 31,102 m2 3d visualization

03 Settings: Genes: 108 Population size: 30 Generations: 30 Fitness criteria: 01. Target density 200 p/ha 02. Target GSI (0.3)

Results: Total volume: 81,794m3

plan

Density: 363 p/ha GSI: 0.24 FSI: 0.72 OSR: 1.05 Total area: 45,000m2 Tot. open srf area: 34,096 m2 3d visualization

plan

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Part III

1.5 Physical Density and Urban Form: The Spacemate The Spacemate methodology, developed by the department of urbanism of TU Delft, provides a coherent measurement technique to explore the relationships between densities and typologies of land development, urban environments, and non-built space.

This tool results of particular interest to establish significant data for the urban project without fixing a detailed program or a specific morphological image.

By understanding the relation between quantitative and spatial properties it is possible to design appropriate data frameworks which could grant the chosen quality requested at the city scale The method relies on main determined measures to describe the build space.

These measures are calculated on the same series of data such as gross floor area, built area and plan area and therefore are mathematically related between each other: Building intensity (FSI), Ground Space Index (GSI), Open Space Ratio (OSR) and Layer (L).

Building intensity reflect the land use in terms of building volume independently of the programmatic composition. GSI and OSR reveal information about the compactness of a development and put in relation open space to the floor area in order to understand the actual capacity of the public space. The last variable, L, indicates the average number of floors in an area. The four variables are calculated using the same series of data â&#x20AC;&#x201C; gross floor area, built area and plan area â&#x20AC;&#x201C; and are thus mathematically related.

Density is the resultant of a complex relationship of more factors which compose the urban form. The method proposes the Spacemate diagram to read simultaneously the mentioned data of intensity, compactness, building height and pressure on non-built space.

L 50 Dutch residential areas with clear different degree of urbanisation and type of land development have been recorded to identify reference areas inside the Spacemate diagram.

13 12 11

10

9

8

7

6

5

FSI

G

2,50

4

2,00

OSR

F A. low-rise spacious strip blocks B. low-rise compact strip blocks C. mid-rise open building blocks D. mid-rise spacious build. blocks E. mid-rise compact building F. mid-rise closed building G. mid-rise super blocks H. high-rise developments

D H

1,00

C

0,50 0,70 1,00 3,00

0,10

High density Medium density 1 Medium density 2 low density

AA School of Architecture Emergent Design and Technologies 2014/15

0,37

B a

0,50

0,00

50

0,25

E

1,50

0,20

0,30

0,40

0,50

GSI

Building Morphology

Successful experiments from the designed morphology have been placed in the Spacemate diagram to better understand the quality of the proposed development.

For high density and medium density patches the analysis shows compact configurations which are able to achieve a significant building intensity while preserving more than 50% of the plot for public use. Pressure on the open space is contained within acceptable values.

Medium-low density developments are identified in the diagram as strip blocks with very low values of GSI. In particular this appears a successful result in relation to our main design ambition to maximize the quality of the pedestrian network which gets qualified by the sequence of interconnected green courtyards. Here, high values of OSR attest the good potential for the mentioned open areas.

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Building Morphology

High density areas are characterized by strong diversification between mixeduse buildings and residential towers.

The tramway station with is composite program of service and commercial is the fundamental attractor point for urban activity.

Public space is extended on multiple levels through the design of the aerial plazas on top of the commercial volumes.

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Medium and low density areas appears as mid-low rise strips which frame cluster of green areas.

These developments preserve a double identity between the continuous public space of the city and the sequence of semiprivate community courtyards which become high quality spaces for social interaction and local private activity.

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Building Morphology

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Part III

2. Building Morphology Analysis and Improvements A patch of one square kilometre is created to carry out sky view factor and environmental analysis such as building and ground exposures. The studied area is characterised by the presence of high and medium density building morphologies and is representative of the project main aspects. The results of the following tests will be used to improve the building morphology earlier developed at all levels of density. In the end, a new patch will be generated and evaluated, where required.

Isle of Dogs, project plan. One square kilometre patch chosen for the analysis, highlighted in red.

2.1 Sky View Factor Analysis The sky view factor analysis is run on the following two sections. However, more sections are included in the appendix III. Patch 1, sections are marked in red.

A

B

Sections A and B show us that the value of the sky view factor is usually higher than 0.30, although in certain cases it reaches 0.19. Therefore, a new test is carried out in order to increase it.

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Patch 1, section A, sky view factor analysis. Lower values are marked in red.

0.45 0.40

0.19

0.80

0.75

0.95

0.63

Patch 1, section B, sky view factor analysis. Lower values are marked in red.

0.16

0.87

0.14

0.57 0.14 0.27

0.27

0.61

0.85

The second patch has higher value of sky view factor than the previous one because it presents larger courtyards and more space between buildings. At this point, whereas in the patch 1 the lowest value is 0.14, now, it increases up to 0.31, while the average is around 0.62.

Patch 2, sections are marked in red.

A

B

Patch 2, section A, sky view factor analysis. Lower values are marked in red.

0.45 0.40

0.39

0.80

0.75

0.95

0.63

Patch 2, section B, sky view factor analysis. Lower values are marked in red.

0.41

0.87

0.31

0.59

0.57

0.61

0.85

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2.2 Building Exposure The analysis of the building exposure is carried out on patch 2. Moreover, in order to make the results as correct as possible, an outline of the patch (50 m) is considered.

The exposure is calculated on three different days: summer and winter solstices and spring equinox, in various hours. We can observe that the values measured are good enough, therefore it was not needed generate a new patch.

Building exposure 9 am

26.6 %

33.6 %

12.2 %

12 am

33.2 %

37.8 %

21.8 %

3 pm

26.2 %

33.3 %

11.2 %

March

June

December

In the following pages only part of the study is reported (9 am in March, June and December), while a deeper treatment of the building exposure is given in the appendix III.

Patch 2, building March 21st, 9 am.

exposure,

Exposed surfaces are marked in yellow. Value: 26.6%.

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N

Building Morphology

N

Patch 2, building exposure, June 21st, 9 am.

Exposed surfaces are marked in yellow. Value: 33.6%.

N

Patch 2, building exposure, December 21st, 9 am.

Exposed surfaces are marked in yellow. Value: 12.2%.

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2.3 Ground Exposure The Ground exposure is evaluated on patch 2. Here as well, an outline of the patch (50 m) is considered to make the results more precise.

The exposure is calculated on three different days: summer and winter solstices and spring equinox, at 9 am, 12 am and 3 pm. Even here, we can observe that the values measured are satisfying, therefore it was not necessary modify the previous patch.

Ground exposure 9 am

39.9 %

65.0 %

3.9 %

12 am

64.2 %

83.1 %

30.9%

3 pm

46.5 %

67.9 %

6.2 %

March

June

December

In the following pages only part of the study is reported (9 am in March, June and December), while a deeper treatment of the ground exposure is presented in the appendix III.

Patch 2, ground exposure, March 21st, 9 am.

Exposed surfaces are marked in yellow. Value: 39.9%.

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Building Morphology

Patch 2, building exposure, June 21st, 9 am.

Exposed surfaces are marked in yellow. Value: 65.0%.

Patch 2, building exposure, December 21st, 9 am.

Exposed surfaces are marked in yellow. Value: 3.9%.

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PART IV

DESIGN PROPOSAL

Part IV

1. Design Proposal 1.1 Growth Logic of the Urban System The logic developed in the previous stages of the design is applied to the project site through evolutionary computation processes.

1.

The topological relations of the network have been set and the primary network is defined through the location of the station of the transportation system. The program distribution algorithm previously explored identified size and location of the main green area.

Thus, the stations are designed at first as the generative elements of the system: they include already the public services and materialize the nodes of the network as urban plazas.

2.

The build environment is further developed according to density distribution which derives from accessibility criteria to the stations. Patches of different sizes are evaluated in relation to the programmatic studies which place commercial and residential buildings in relation to a target density and distances from the main network. The selected areas include:

3.

a. High density b. Med density 1 c. Med density 2 d. Low density

From the evolutionary development different areas compose the network pattern. This pedestrian network results as a dense interconnected fabric, which has been formed in the residential areas, and appears strongly integrated with the green system. However, the primary network which connects the tramway stations emerges as a system of wide pathways which mark the site and direct people flows towards transportation areas and public service.

This main pedestrian network will be further implemented with urban facilities that will provide public equipment to these connections and will emphasize the pedestrian usage of the street sequence.

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Design Proposal

1.

2. a. High density areas problem optimization Settings: Genes: variable Population size: 50 Generations: 30 Fitness criteria: 01. Target volume 02. Target percentage commercial volume (15%) 03. commercial volume position in relation to program guidelines 04. Network formation in relation to primary network guidelines

a.

b.

b,c,d. Medium and low density areas problem optimization Settings: Genes: variable Population size: 50 Generations: 30 Fitness criteria: 01. Target density 02. Target GSI (0.3%) 03. Target percentage commercial volume (15%)

c.

d.

3.

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Design Proposal

Cross section A-A’

Cross section B-B’

Site Plan N

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1.2 Global Evaluations: Population and Physical Density The overall density values achieved in the design project are lower than expected target quantities. This is indeed linked with the large amount of green and open areas which have been designed: ground coverage is assessed at 0.33 and open space ratio reaches a value of 0.31.

However, the results show the development of a high density neighbourhood with 648 p/ha that could host around 150,000 people which is almost four times more than the current number of inhabitants in Isle of Dogs (42.500 people).

46%

Data Project area: 2,250,000 m2 Total built volume: 14,021,906 m3 Gross floor area F : 4,673,968 m2

45%

7% 2%

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Total population: 145,847 people Overall density: 648.2 p/ha High density: 1287.18 p/ha [46%] Medium density 1: 713.24 p/ha [45%] Medium density 2: 305.62 p/ha [7%] Low density: 189.54 p/ha [2%] GSI: 0.33 FSI: 2.07 OSR: 0.31

Design Proposal

Commercial Activity and Public Services

The distribution of amenities and public services, as well as commercial buildings, is strictly related to the generative algorithm throw which all programs have been distributed. Public services are placed in the stations and they have been located in relation to accessibility criteria. Commercial buildings are significantly denser in high density areas whereas they follow primary pedestrian connections in the medium-low density patches: an extremely recognizable pattern of commercial activity emerges in order to maximize the functionality of the connection pathways between the stations.

This spatial distribution assure good accessibility to services, however it can be observed that floor area of public buildings is not enough and more building volume should be provided. On the contrary in terms of people per unit service buildings manage to cover an acceptable amount of users.

2% 36%

Data

Project area: 2,250,000 m2 Total built volume: 14,021,906 m3 Gross floor area F : 4,673,968 m2 62%

Commercial/business: 5,132,014 m3 ; 1,710,671 m2 [36%] Public services and stations: 139,062 m3 ; 46,354 m2 [2%] Residential Volume [20m2 per person]: 8,750,830 m3 ; 291,643 m2 [62%] Total population: 145,847 people Public services per person: 0.32m2/p ; 18,238 p/unit

Public service spatial distribution and accessibility. Walking radius 560 m (5 min.).

Commercial activity spatial distribution and accessibility.

Walking radius 160m (2 min.).

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Open Spaces and Green Areas

The city system appears sufficiently compact (GSI: 0.33) and 67% of the project site is designed as open space. The system result extremely diversified with a high percentage of paved pathways which occupy the 38% of the overall surface and include all pedestrian connections and the system of aerial piazzas located in high density areas.

The green system (29%) consist firstly of a large park which has been related to the artificial water basins in the area and then it includes the sequence of green areas formed by the residential courtyards which are mostly connected to each other in order to generate a continuous network. Green areas in high density patches are public whereas residential courtyards are identified as semi-public since they are strictly related and supervised by local inhabitants.

33%

29%

38%

Data

Project area: 2,250,000 m2 Total built area: 739,065 m2 [33%] Total open space: 1,510,934 m2 [67%] Green areas: 651,665.7 m2 [29%] Public park [urban interest]: 267,803 m2 [41%] Public green areas [local interest]: 79,987.5 m2 [12%] Semi-public green courtyards: 303,874 m2 [47%] Paved: 859,268.3 m2 [38%] Pedestrian walkways: 495,070.3 m2 [47%] Main pedestrian pathways: 364,198 m2 [42%] Aerial plazas: 115594.8 m2 [7%] Total population: 145,847 people Green areas per person: 4.47m2/p

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Design Proposal

1.3 Syntactic Analysis The analysis of spatial configuration provides an efficient method to explore the functionality and efficiency of urban systems and can provide a powerful vehicle to achieve a more enhanced urban design outcome. On the base of Space syntax theory, different analysis is taken into account to understand through analytical tools the effective relationships which inform the proposed spatial configuration.

Main ambition of the pedestrian network has been to produce a structure which results able to produce the connections and spatial intersection which correspond to the complexity of the contemporary city.

A. Segment step depth, Integration (400 m)

Segment step depth was measured by calculating the walkability with a radius of 400 m. A five minute walk is evaluated to see the overall performance of the network that was designed on the logic of shortest walk. The accessibility of the overall walkability to the nearest intersection was less than anticipated. The bottom south area which had the high density nodes with a 400 radii had the maximum segment line.

Integration axial map (400 m).

Legend Maximum Minimum

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B. Axial Map, Integration (200m)

Integration axial map (200 m).

The axial map shows that networks have high integration of axial lines covering all convex spaces near the DLR. The most integrated networks formed an irregular triangle towards the southeast. Networks in general fall in the category of high integration, probably because the transit networks as the courtyard spaces. As the primitive block of the city had a base grid of perimeter blocks, large number of networks have long axial lines with no adjacent line larger 90°.

Legend Maximum Minimum

C. Axial Map, Connectivity

The eight major tram nodes provide maximum built volume inclusive of public space. Connectivity of all the networks was evaluated with these important nodes of the tram loop which was designed as per the intention of high accessibility. The results, was conclusive with satisfactory results, possibly all immediate network opened up to the public spaces.

Connectivity, axial map.

Legend Maximum Minimum

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Design Proposal

The map overlaps commercial activity buildings and public services with the map of syntactic integration calculated at 200 m radius.

In traditional grid street patterns the encounter rate of moving people mostly has a high correlation to integration: in fact, integration is here a good predictor of pedestrian flow. It is interesting to explore the condition whereas is the space itself which generates condition for attraction in relation to its intrinsic properties or if are the functions that are located which create movement and define the identity of the space.

However, in this experiment main commercial activity and services result in correspondence of most integrated connections which can be assessed as a successful result.

Connectivity map.

Legend Maximum Minimum

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1.4 Wind Flow Analysis The building morphology are arranged with careful placement of tram nodes accommodating major high rise towers. The aggregation has been planned in a way that it compliments the overall wind velocity circulating in the pedestrian networks. For example, towers located near the high density node range from 10 to 30 floors covering a maximum radii of 400m which then has a gradual gradient of building height from 7 floors to 1 floor. This helped increase the wind comfort while executing CFD analysis.

Perimeter block was designed with 1:1 or 1:2 ratios to accomplish wind comfort in the courtyard spaces which in turn compliments the entire urban system. As per the CFD analysis a minimum of 5m/s was experienced which is considered appropriate by urban physics.

Section AA has an aspect ratio of 1:7 between intermediate nodes which creates a urban comfort at macro level.

Section BB the aggregation being scattered had high turbulence. Also, what is of interest here is that the wind velocity is significantly high compared to the wind that deviates after hitting the high rise tower.

Section CC, the only area of coherence were the high density node close to south west windward side near the river with heavy turbulence. The high rise actually increased the wind velocity. The open area near the dock helped reduced the high velocity wind before reaching the adjacent urban space.

Section DD had an optimal wind flow as low as 5m/s. Evaluated results shows that an even distribution of exterior space between building results an optimal wind comfort for pedestrians.

The analysis however does not consider trees. Therefore, all evaluations need further implementation.

Major high speed winds caused in metropolis are due the presence of high-rise building making it extremely uncomfortable for pedestrians.

Below shows how a large part of wind hitting a tower building deviates to the ground.

On the right, schematic representation of wind flow pattern around a high-rise building (Beranek and Van Koten, 1979).

D

C B D A

C B A

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Design Proposal

39 27 19 5 0

SECTION AA 1 : 7 proportion 5 m/s velocity 60m

10m

Intermediate high rise building maintains overall flow with low velocity

m/s

30

26 15 5 0

SECTION BB 15 m/s velocity

0

2 m/s velocity

50m 1:1

1 : 12

10m

1:7

1:9

Uneven distribution of open area Higher turbulence before the high rise and low velocity with null wind flow

m/s 22 19 15 11

SECTION CC 32 m/s velocity

15 m/s velocity

50m

50m 50m

High density

Heavy turbulence in the open area and dispersed velocity on the park/dock area

m/s 32 27 19 11 0

SECTION DD 5 m/s velocity

45m

12m

1:2

1:2

1:2

1:2

Even distribution of open area Turbulence was at minimum with optimal wind flow

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Part IV

1.5 Heat Island This is a example shows of the heat island Effect numerical simulation. It applies the mass diffusion equation to the hot air diffusion and the equation is as given. In each iteration, the park and the water area are given different factor in cooling the air down to environment temperature. Hot area emerges initially in high density region, and without wind, it merges with other settlements. The diagrams above have shown that the cooling gradient from settlement to the vegetation area and the water area are different.

Analysis method: Analytical fluid mechanics Mass advection-diffusion formula

c: mass concentration D: diffusivity u: velocity field t: time

Heat island, diagrams.

Experiments

0.3

0.5

0.6

0

0

0

0.7

0.8

0.9

0

0

0

1

1

1

0

0

0

This is a series of experiments with 4 different arrangements of the park area. The heat generation rate is simplified as uniform in all the region except the water and park. The cooling effects of the park and water are taken into consideration with separate value. The wind speed is 20 m/s. As the wind is taken as from southeast, arrange the park at the southeast corner reduces the heat island effect the most. While it is worth noticing that having the park at the northeast produces higher peak value of the heat generation, it can help bring the cool area to the Canary Wharf which has higher density and hence higher heat generation rate than in our site.

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Design Proposal

1

North - West

0 1

North - East

0

1

South - West

0 1

South - East

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Part IV

Here is the Heat island analysis with more detail contains that the heat generation are different in regards to the density of the local patch.

It shows that the peak temperature of the site decreases with the wind speed.

The wind creates a cool channel which prevent the hot air cumulation with the heat generated from the Canary Wharfâ&#x20AC;&#x2122;s high density region. The hottest area in higher wind speed condition is usually not the most dense patches but cumulated and behind these regions.

South-West, wind direction.

1.4

0

Static

Heat island intensity (K)

1.2

0

Wind speed 5m/s

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Heat island intensity (K)

Design Proposal

1

Benefits Parallel arrangement of high density patch and open space helps the heat diffusion.

Upwind arrangement of park and water area helps to bring the cool air into the high density patch to neutralise urban heat.

0

Wind speed 10m/s

Heat island intensity (K)

0.7

0 Wind speed 20m/s

Heat island intensity (K)

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Part IV

1.6 Design Implementation The design of the urban system generated through the evolutionary process has been further implemented at the local scale in order to address the necessary requirements of specific sub-systems and location. Elements from the analysis are reintroduced to inform the design project.

A. Natural System

In order to enhance the integration between green and water system, a new waterfront in introduced to redesign specific location around the river banks ides and the artificial basins and to foster new integration with the urban parks.

In addition a second park is located in the South-East area of the site in order to face the heat islands problem, which has been previously discussed.

Change in eye level Residential

Park

Dock

Commercial

Proposed extension

dock cafe 6m

jogging shacks seating 3m 3m 4m

Buffer zone

High plinth area

informal playareas

commercial & bussiness

15m

Retaining line

B. Tramway line

The tramway line is reconfigured in order to adjust the path to more appropriate radii of curvature (min. 30m). The whole surrounding area is then designed with small level differences to implement spatial qualities of the connections. pedestrian 6m

cycle track 6m

tram link 10m

cycle track 6m

commercial & bussiness

pedestrian 6m

commercial & bussiness

Higher level to avoid swift movement

C. Public Services and Social Provisions

It has been observed from the analysis the necessity to increase public service buildings. Areas along the streets with higher level of integration and most central nodes (n.6, n.10) are selected to locate the mentioned public buildings.

New developments increase the gross floor area of social services for +20% and achieve a significant value of roughly 10,000 people per unit. Total volume: 63,360 m3 ; F: 10,560 m2, public services per person: 0.39m2/p; 9,723 p/unit.

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Design Proposal

Site Plan N

New green areas Waterfront Former tramway line Relaxation of the tramway line New public services units Modified and new buildings Deleted buildings

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PART V

CONCLUSIONS AND FURTHER ADVANCES

Part V

Conclusions and Further Advances â&#x20AC;&#x2DC;System cityâ&#x20AC;&#x2122; represents a whole-scale rethink of the urban planning. In recent years, large-scale cities are growing and are becoming a possible model for future development. New methodologies are developed to address these emerging issues.

The project explores the relationship between analytical measures and spatial qualities. An abstract representation of the relationship between the elements which compose the urban system is fundamental to better understand the perception of the city. In this context it is possible to observe how different developments with similar population density could differ significantly between each other in terms of spatial perception. Syntactic analysis of urban network provides significant information about prediction of human behaviour and the usage of a specific spatial configuration. In relation to that, it can be observed how to analyse the city functioning taking into consideration exclusively its negative space as principal constituent element.

In order to understand the complexity of the city system, hierarchy and diversification have a key role. Several experiments have shown possible iterations of the system, however, it emerges the importance of defining an identity in relation to specific characteristics. Variations in the building intensity, program and dimensions make possible to differentiate parts of a city from others and to understand its fundamental structure.

All evolutionary computation process relies on predetermined criteria which inform consistently the design. However, in this project, the whole development has focused on the spatial qualities of the urban fabric and the accessibility and efficiency of the public transportation. Environmental analysis has been conducted after the design and then reintroduced in the process: It would be more effective to integrate these analyses into the generative process itself so to inform the design simultaneously.

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APPENDIX I

HIGH DENSITY AND BUILDING MORPHOLOGY

Appendix I

High density cities Source: Richard Florida, Density-vs-livability-world-big-

The CLC Liveability Matrix Diagram Dhaka

(11,500)

Moscow

HIGH DENSITY HIGH LIVEABILITY

(10,500)

8,000 Singapore

Lagos URBAN POPULATION DENSITY (POP/SQKM) (Based on the Metropolitan Area)

(6,780)

(7,330)

Hong Kong (6,400)

6,000 London

Mumbai

(5,100)

(4,760)

4,000

Shanghai (3,960)

Lima

(2,980)

Jakarta

Rio de Janerio

(4,240)

(2,610)

Mexico City

2,000

(2,450)

Sao Paulo (2,440)

Tokyo

Kuala Lumpur

(2,660)

Rome

(2,130)

Seoul (2,030)

(2,110)

Los Angeles

Nairobi

New Delhi (1,250)

(210)

Beijing (1,200)

New York

Dubai

(1,090)

(321)

(704)

70

221

(800)

Brussels

Stockholm (320)

0

Vancouver

Paris

(1,020)

(960)

Sydney (330)

1

LIVEABILITY (Based on Mercer 2012 Quality of Living Survey)

Source: Speck, Jeff. Walkable City: How Downtown Can Save America, One Step at A Time.

With more an more population tending to move from rural to urban the question of high density with high liveability becomes a major concern. Cities have focused more on transport networks and high-rise building before looking at the ambition to i low carbon design. For example, city of Singapore though ranked among the top countries with high density and liveability prefer underground closed pedestrian with artificial means to maintain there comfort level rather than natural surrounding (Source : The high density article on Singapore on LLC). Cities are forgotten the need for social intervention open spaces with rapid urbanisation. ‘Walkable city’ is the next big step for city planning restricting the invasion of automotive in the city.

The Ten Steps of ‘Walkability’ The Useful Walk

Step 1. Put Cars in Their Place.

Step 2. Mix the Uses.

Step 3. Get the Parking Right.

Step 4. Let Transit Work.

The Safe Walk

Step 5. Protect the Pedestrian.

Step 6. Welcome Bikes.

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High Density and Building Morphology

The Comfortable Walk

Step 7. Shape the Spaces.

Step 8. Plant Trees.

The Interesting Walk

Step 9. Make Friendly and Unique Faces.

Step 10. Pick Your Winners.

High Rise Compact city planning for major metropolis was either due to its location next to water or limitation of spreading on horizontal land. Cities quickly adapted on growing vertical looseing its social intervention with the ground. The cities culutral, leisure and social moments are getting more and more personal without the presence of the city as a whole.

Automotive

Cities need to have a regulation controlling the use of vehicles. The city of Mumbai one of the densest cities in the world now faces serious traffic jams. Inspite of having the best bus transport their are no express lanes or even sperate lanes for efficient transit in the economic capital of India. This heavy and prolong use of unecessary motor fuel hits the cities carbon footprint at its peak.

Intersections

As the cities tend to provide maximum accesibility the quantity of network take up huge areas of the cities with multiple level roads. The trend to have stop free intersection have also increased the complexity of such networks. A vision to define a concept of minimum networks and maximum access has to be targeted.

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Appendix I

Building Morphology Isle of Dogs - Sections

North-South Section

West-East Section

West-East Section

Building Morphology Isle of Dogs - Perspective

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High Density and Building Morphology

Building Morphology Isle of Dogs - Sections

London Isle of Dogs Density: 71-195 People/ha Plot coverage: 21%

200 m

Paris XVII Arrondissement Immeuble Hausmannien Density: 301 People/ha Plot coverage: 48%

200 m

New York Manhattan, Upper West Side Manhattan Block Density: 269 People/ha Plot coverage: 42%

200 m

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Part I

Programs and Functions Isle of Dogs - Plan

Programs and functions: Build environment Residential Buisness/Commercial Industrial Transportation network Railway/DLR Station Natural environment River Thames Artificial Canals Green areas

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APPENDIX II

EXPERIMENTS

Appendix II

Experiment A Stage 3

96

Public Transport Network

Main Pedestrian Connections

Covered area: 43% (8 Stops) Loop length: 4,137 m Number of intersections: 0

Total length: 11,390 m Number of nodes: 18 Number of straight connections: 23

Programs Distribution

Density Distribution

Commercial and business activities: fail Public service: fail Public parks: fail

Average density: 520 people/ha Expected population: 124,800 people Project surface: 2,4 km2

AA School of Architecture Emergent Design and Technologies 2014/15

Experiments

Experiment B Stage 3

Public Transport Network

Main Pedestrian Connections

Covered area: 39% (8 Stops) Loop length: 3,600 m Number of intersections: 0

Total length: 11,390 m Number of nodes: 18 Number of straight connections: 23

Programs Distribution

Density Distribution

Commercial and business activities: fail Public service: fail Public parks: fail

Average density: 520 people/ha Expected population: 124,800 people Project surface: 2,4 km2

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Appendix II

Experiment C Stage 3

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Public Transport Network

Main Pedestrian Connections

Covered area: 47% (9 Stops) Loop length: 3,605 m Number of intersections: 0

Total length: 9,990 m Number of nodes: 19 Number of straight connections: 28

Programs Distribution

Density Distribution

Commercial and business activities: fail Public service: fail Public parks: fail

Average density: 570 people/ha Expected population: 136,800 people Project surface: 2,4 km2

AA School of Architecture Emergent Design and Technologies 2014/15

Experiments

Experiment D Selected - Stage 4

Public Transport Network

Main Pedestrian Connections

Covered area: 51% (10 Stops) Loop length: 4,898 m Number of intersections: 0

Total length: 11,963 m Number of nodes: 19 Number of straight connections: 30

Programs Distribution

Density Distribution

Commercial and business activities: 15% Public service: 4% Public parks: 15%

Average density: 763 people/ha Expected population: 183,120 people Project surface: 2,4 km2

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Appendix II

Experiment E Stage 4

100

Public Transport Network

Main Pedestrian Connections

Covered area: 47% (10 Stops) Loop length: 3,876 m Number of intersections: 0

Total length: 9,290 m Number of nodes: 19 Number of straight connections: 29

Programs Distribution

Density Distribution

Commercial and business activities: 15% Public service: 4% Public parks: 15%

Average density: 693 people/ha Expected population: 166,120 people Project surface: 2,4 km2

AA School of Architecture Emergent Design and Technologies 2014/15

Experiments

Experiment F Stage 4

Public Transport Network

Main Pedestrian Connections

Covered area: 49% (10 Stops) Loop length: 3,600 m Number of intersections: 0

Total length: 10,141 m Number of nodes: 19 Number of straight connections: 26

Programs Distribution

Density Distribution

Commercial and business activities: 15% Public service: 4% Public parks: 15%

Average density: 693 people/ha Expected population: 166,120 people Project surface: 2,4 km2

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Appendix II

Experiment G Stage 4

102

Main Pedestrian Connections

Main Pedestrian Connections

Total length: 10,141 m Number of nodes: 19 Number of straight connections: 26

Total length: 10,634 m Number of nodes: 19 Number of straight connections: 27

Programs Distribution

Density Distribution

Commercial and business activities: 15% Public service: 4% Public parks: 15%

Average density: 653 people/ha Expected population: 156,720 people Project surface: 2,4 km2

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APPENDIX III

BUILDING MORPHOLOGY ANALYSIS

Appendix III

Sky View Factor Analysis Sections

Section A

0.45 0.40

0.19

0.80

0.75

0.95

0.63

Section B

0.45 0.40

0.19

0.80

0.75

0.95

0.63

Patch 1

A

SVF Sections and evaluation

B

Section A

0.45 0.40

0.39

0.80

0.75

0.95

0.63

Section B

0.41

0.87 A

0.31

Patch 2 SVF Sections and evaluation

B

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0.59

0.57

0.61

0.85

Building Morphology - Analysis

Building Exposure Analysis Patch 2 N

March, 21st 9 am Exposure: 26.6 %

N

March, 21st 12 am Exposure: 33.2 %

N

March, 21st 3 pm Exposure: 26.2 %

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Appendix III

Building Exposure Analysis Patch 2 N

June, 21st 9 am Exposure: 33.6 %

N

June, 21st 12 am Exposure: 37.8 %

N

June, 21st 3 pm Exposure: 33.3 %

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Building Morphology - Analysis

Building Exposure Analysis Patch 2 N

December, 21st 9 am Exposure: 12.2 %

N

December, 21st 12 am Exposure: 21.8 %

N

December, 21st 3 pm Exposure: 11.2 %

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Appendix III

Ground Exposure Analysis Patch 2

March, 21st 9 am Exposure: 39.9 %

March, 21st 12 am Exposure: 64.2 %

March, 21st 3 pm Exposure: 46.5 %

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Building Morphology - Analysis

Ground Exposure Analysis Patch 2

June, 21st 9 am Exposure: 65.0 %

June, 21st 12 am Exposure: 83.1 %

June, 21st 3 pm Exposure: 67.9 %

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Appendix III

Ground Exposure Analysis Patch 2

December, 21st 9 am Exposure: 3.9 %

December, 21st 12 am Exposure: 30.9 %

December, 21st 3 pm Exposure: 6.2 %

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Bibliography Cheshire J. & Uberti O. (2014) London, The Information Capital, Penguin Book.

Christofer, A. (2005) A city is not a tree. Architectural Forum W. John Wiley and Sons.

Hillier, B. & Julienne H. (1984) The Social Logic of Space. Cambridge University Press.

Hillier, B. (2009) ‘The genetic code for cities - is it simpler than we think?, Keynote paper for conference COMPLEXITY THEORIES OF CITIES HAVE COME OF AGE’ at TU Delft. September 2009.

Leach, Neil, (2009) Ed. Architectural Design, Digital Cities. John Wiley and Sons.

Meta Berghauser Pont (2010) Per Haupt, Spacematrix: Space, Density and Urban Form, NAi Publishers.

Uytenhaak, R. (2008) Cities full of space: Qualities of density, 010 Publishers.

Weinstock, M. (2010) The Architecture of Emergence: The Evolution of Form in Nature and Civilisation. John Wiley and Sons.

Weinstock, M. (2013) Ed. Architectural Design Special Issue, System City: Infrastructure and the Space of Flows. John Wiley and Sons.

Hillier, B. & Julienne H. (1984) The Social Logic of Space. Cambridge.

Hillier, B. (2009) ‘The genetic code for cities - is it simpler than we think?, Keynote paper for conference COMPLEXITY THEORIES OF CITIES HAVE COME OF AGE’ at TU Delft. September 2009.

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Web References www.tfl.gov.uk (Accessed: 02.03.2015, 3.25 am).

www.towerhamlets.gov.uk (Accessed: 22.04.2015, 9.15 am).

www.data.london.gov.uk/dataset/msoa-atlas (Accessed: 02.05.2015, 3.50 pm). www.emergenturbanism.com (Accessed: 02.03.2015, 5.25 am).

www.windfinder.com/windstatistics/greenwich_buoy (Accessed: 06.03.2015, 11.50 pm).

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Declaration of Originality Architectural Association - School of Architecture Emergent Technologies and Design A.Y. 2014/15 Submission date: 05.05.2015

â&#x20AC;&#x2DC;We certify that this piece of work is entirely my/our own and that any quotation or paraphrases from the published or unpublished work of others is duly acknowledgedâ&#x20AC;&#x2122;.

Students: Gabriele Motta

Kuber Patel

Lorenzo Santelli

Yifei Sun

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