SPACE LAB // VOLUME 06

TUT Department of Architecture Project by Kyle Philip Coulson October 2018

SpaceLab A MAL GA MA TION.

06

Fig.1_ Intimate space

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04 06 08 12 14 16 19 28 36 37 38 40 40

SPACE AS AMALGAMTED TERM URBAN - CITY SCALE URBAN - HARBOUR SCALE URBAN - SITE SCALE DESIGN MATRIX - ARCHISPEAK DESIGN MATRIX - FORM, SPACE + ORDER DESIGN DEVELOPMENT MOVEMENT SAFETY + SECURITY CIRCULATION ORGANIZATION LIST OF FIGURES BIBLIOGRAPHY

-TENTS

CON-

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SPACE AS AMALGAMATED TERM After investigating each category for space, it concludes that a unified, amalgamated term for space might be unattainable, but the triangulation created can still be viewed as one. The concept of triangulated difference is evident in the sun in that we have only one sun, but it serves as a light source, a heat source and gives off radiation, but there still remains only one sun. Even the three-dimensional world we occupy consists of three distinctly different directions (xyz axis), but the three directions combined makes one world.

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Form, Space and Order (Ching, 2007, pp. 8–28) explores a point, a line, a plane and a volume. A point and a line will always stay in one dimension, whereas a plane moves to a two-dimensional understanding, and a volume into three dimensions. The initial segmented categories of space explore the definition in a singular one-dimensional understanding. It is important to understand that the one-dimensional line is needed to produce a two-dimensional plane, and the configuration of two-dimensional planes is needed to produce a volume.

This idea of line, plane and volume is the premise on which the amalgamated term is established. C.S Lewis (1952, chap. 24) takes this mathematical concept and uses it as a comparison to the Holy Trinity. The way in which Christianity perceives the Holy Trinity is used as a metaphor for the final amalgamated term for space. The word trinity was first coined

by Quintus Septimius Florens Tertullianus in Against Hermogenes 44; Tertullianus used the Latin word una substantia, which means consubstantial, or of the same substance/ essence. This was the first attempt in describing the Holy Trinity as three in one. Until the introduction of this term, biblical writers spoke of one God or referred to the trinity individually.

Paul writes in 2 Corinthians 13:14, ‘the grace of the Lord Jesus Christ, and the love of God, and the fellowship of the Holy Spirit be with you all’. Whereas in Isaiah 45:5, ‘I am the Lord, and there is no other, beside me there is no God’. In Isaiah, it is clear that he refers to only one God.

Fig.2_ Triangle

Paul explains that it is three in one—a trinity and not a tritheism. It is not three distinctly different gods, but three in one. This is concluded in 1 John 5:7, ‘[f]or there are three that bear witness in heaven: the Father, the Word, and the Holy Spirit; and these three are one.’

The Holy Trinity is used as a metaphor for the amalgamated term because the idea of space, like God, is outside the boundaries of the human imagination. When Moses asked for God’s name, God responded with ‘I am’ (Exodus 3:14). This is usual for the time because it was impossible to build a statue or draw an image of ‘I am’; it was an inconceivable image of a God in the days where statues of Gods where created to be placed in temples and be worshiped.

The name ‘I am’ painted an idea of an invisible God. Paul writes in Colossians 1:15 about the ‘invisible God’. The God that cannot be likened to any image, creature or statue is somewhat likened to the concept of space. Although writers reference different definitions and attach their understanding to it, it is basically impossible to have a conceivable total understanding of space in its multitude of definitions.

The three categories of space can be likened to this theory; outer space is not space as abstract concept, and space as abstract concept is not space defined by physical elements, just as much as space defined by physical elements is not outer space. But, all three are space.

Even if all three categories are understood one-dimensionally, a three-dimensional understanding of space is inconceivable.

Therefore, space as an amalgamated term cannot be joined into a singular (onedimensional) definition, but space in its complex ambiguity is a consubstantial of all three categories. Just as it is impossible to draw a conceivable image of the trinity, it is impossible to draw a conceivable image of space.

Within the context of this study, space is understood as a trinity.

SPACE IS A TRINITY

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URBAN DESIGN FRAMEWORK

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C IT Y SC A LE

The urban framework aims to establish Durban Harbour as one of the main attractions of the greater Durban municipality.

The eThekwini Inner City Local Area Plan excludes the entire harbour as part of its development plan because Transnet owns the harbour. However, Transnet has its own development framework, which excludes Salisbury Island (the selected site for the mini-dissertation). The island falls under the Department of Defence’s (DoD) property portfolio, and therefore falls under the DoD’s upkeep and development framework. An initial investigation into all three frameworks indicates that there is no clear or united plan because all three frameworks have distinctly different goals. Therefore, it has been decided that the urban design framework should try to establish a joint proposal to introduce unity between all three frameworks. The eThekwini 2040 Inner City Local Area Plan has conducted a thorough investigation of the city, and divided the urban laboratory into seven main categories: • Point • Beach • Inner city • Warwick • Sport • Centrum • Greyville • Umgeni The mini-dissertation proposes an eighth category—Salisbury Island.

There are four main spatial principles listed in the eThekwini Inner City Local Area Plan: walkability, connected city, land-use intensity, and unleash the potential. The proposed framework highlights Salisbury

Island and introduces these principles as aa improved connection between the island and the city, to allow easy access to the site. Opening the site to public interaction advances the potential that the site has to offer. Designated promenades and walk/ cycling routes along the outer edge of the harbour, moving between the inner city and the site, assist in the overall walkability of the city. Rezoning the site from a single zoned military complex to a type of hybrid cross-pollinated zoning that assists in the land-use intensity, unleashes the potential that the site has to offer. Without going into extensive detail, a concept proposal is made for the designated walk/cycle lane that wraps around the harbour.

The mini-dissertation uses three sites to fulfil the complex programme. Two of the sites are situated on land, and the other is a moveable ocean barge. A hop-on hop-off bus service connects the sites through the city scale, with an added/optional guided tour through the city, highlighting important historical events, points of interest, fun facts and architectural landmarks. A guided boat tour through the harbour highlights facts and infrastructure within the harbour, and terminates at the site.

This allows for easy tourist access to both sites and gives Durban an added benefit.

Staff make use of a designated bus and chartered boat.

The main goal of the proposed urban framework is to include Salisbury Island as part of the inner city development framework, and open the site to the public and tourists to interact with the city in a new way.

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A

Fig.3_ Durban

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HA R BO UR SC A LE

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URBAN DESIGN FRAMEWORK The harbour has been continuously expanding over the years. Salisbury Island has never been included as part of these development strategies. There is currently a proposed extension of Pier 1 (container pier), which closes the opening between Salisbury Island and Pier 1. This extension will expand storage space for more containers. The proposal for the Salisbury Island has no financial backing, and the main focus for Transnet is a new container port that will consist of a grand scale dig out at the old Durban airport. Therefore, the extension at Salisbury Island is excluded from this proposed framework. Instead, it approaches the site by reflecting on its current conditions.

The harbour does not allow for public or tourist attraction. As one of the main points of interest, the urban design framework proposes small incisions into the harbour framework to allow for this interaction, curating an engagement between Transnet and the city, along with the public and tourists. These incisions are strategically placed to form part of the hopon hop-off bus route. These incisions can transform into smaller commercial nodes throughout the harbour, catering food for staff or selling memorabilia for tourists. The framework also proposes connecting these incisions with stronger connection routes through bicycle lanes, design elements or walkways.

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Fig.4_ Durban harbour

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Fig.5_ Urban Framework

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URBAN DESIGN FRAMEWORK -

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S IT E SC A LE

The site is situated in the most remote part of the harbour, with no commercial node for the harbour staff. The design aims to activate the site not only with tourist attractions, but also with a new activated commercial node for the local harbour staff by introducing a grocery store, as well as restaurants and cafés that are open 24 hours to cater for the harbour.

There is currently a lot of traffic leading to the site. The traffic is caused by container trucks waiting to pick up and deliver containers to the pier; a proposal for a designated travelling food stall is proposed to cater for the drivers.

The design also aims to investigate an innovative and appropriate response to the water’s edge, rethink what is currently on site, and use part of the site as an extension of the famous Durban promenade to establish a public node in the centre of the harbour for a fresh look at the city.

The design responds to the water’s edge in various ways. A portion of the site will have the same edge treatment as most of the port.

This is where the drone ships (barges) will be docked when they are not used.

The public side of the site aims to create a more blurred transition between land and water by creating specific interactions with

the water—designated swimming pools inside the ocean allow the user to step into the water, and fishing spots allow further interaction with the water.

Due to their similar nature, HafenCity in Hamburg, Germany is used as a main design generator in responding to the water’s edge. HafenCity created specific interactions with strong lines to the water’s edge, introducing different walkways, pause areas and recreation spaces. Hamburg was an important site during World War II as this was the main target for the allies with air strikes . Salisbury Island was also part of World War II; it served as a Royal Navy base.

The proposed design theory inverts Modernism (emancipation from nature), by putting nature into architecture on a macro scale and a micro scale. Within the context of the site, the facility is approached as a perimeter block; all main activities occur along the edge of the buildings. The centre courtyard is transfigured into a tropical forest that responds to the sub-tropical region of Durban. This is achieved by removing the existing concrete slab and creating a new natural landscape within the centre of the facility. This landscape is populated with sub-tropical planting that is indigenous to the region and hints back to the landscape

the bay once had. On a micro level, plants are introduced in the main façade of the main building to allow for the cooling of air into the space where the umbilical tower is located. Durban is an extremely humid city, the introduction of plants will assist in dehumidifying the space. Another design strategy to combat humidity is introducing different layers of defence—a blurred weather line— by including shading mesh, courtyards, cross ventilation, balconies, and a permeable façade to allow for maximum airflow within designated areas.

Durban is known for its beach promenade, and to celebrate this iconic feature the site also features its own water-facing promenade.

One of the bigger interventions is an openwater harvesting reservoir, which collects rainwater from all the roofs. It is used for the industrial-scale air conditioners, and to water the new courtyard.

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DESIGN MATRIX - ARCHISPEAK

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// MOIRE

// INTERACTION

// JUXTAPOSITION

“Moiré is a visual effect that occurs when the periodic units of two or more grids or mesh screens are overlapped and superimposed” (Porter, 2004, p.

124)

“Interaction is a dialogue and interchange; it refers to the input-output alterations of cause and effect. Form interacts with space” (Porter, 2004, p. 100)

“Juxtaposition in architecture depends on the autonomy of the space-a cellular condition that, in turn, relies on the degree of enclosure of each constituent space by the planes that define its configuration.” (Porter, 2004, p. 105)

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Moiré has been used in a physical sense and in a metaphysical way. The façade replicates a moiré pattern whereas the programming and organisation consists of an overlaying principle.

The interaction of the public with the facility, and the interaction of the site with city is an integral part of the design process. The public has a designated route that allows various levels of interaction. The facility is also designed to maximise the staff’s exposure to the launch vehicle and final processing before launch.

A strong juxtaposition between old and new celebrates the historical context with the new intervention. Seemingly, by placing an entire space centre in the middle of the city could also be perceived as a juxtaposition to the location space centres are traditionally located in.

Fig.6_ Moiré facade

Fig.7_ Public interaction

Fig.8_ New on top of old

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// SYMBIOTIC

// THRESHOLD

// KISS

“Symbiotic is the mutually beneficial relationship between different organisms, ideas and communities. In architecture it is the process of combining dissimilar elements that assists one another to create a more meaningful whole” (Porter, 2004, p. 180)

“Threshold is an architectural element with deep social and emotional significance” (Porter, 2004, p. 193)

“Kiss in architecture when one element comes deliberately close to another – whiteout ever quite touching – so that the poignancy of the moment is not lost on the observer” (Porter, 2004, p. 108)

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The design aims to create a symbiotic relationship between nature and technology on a micro and macro scale. The landscape design is as important to the design process as the built fabric. The design also aims to establish a symbiotic relationship between public and highly privatised spaces.

An in-depth exploration has been conducted to determine what type of threshold spaces are needed, especially between the public and private spaces.

The threshold between private and private is achieved through visual permeability while maintaining physical separation.

The threshold between inside and outside was also explored to create a blurred threshold.

This principle is applied to create this tension in the roof structure. The roof is offset from the main structure to create the illusion that it is hovering, as if suspended in space.

Fig.9_ Nature mixed with built

Fig.10_ Section exploration

Fig.11_ Concept for roof

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IMAGE

DESIGN MATRIX - FORM, SPACE & ORDER

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// CLUSTER

// DATUM

// SPACE IN A SPACE

“A cluster organization relies on physical proximity to relate to its spaces to one another.

A cluster organization can also accept within its composition spaces that are dissimilar in size, form and function, but relate to one another by a visual ordering device, symmetry or axis” (Ching, 2007, p. 222)

“A datum refers to a line, plane or volume of reference to which other elements in a composition can relate.

It organizes a random pattern of elements through its regularity, continuity, and constant presence” (Ching, 2007, p. 367)

“Space within a space is a type of spatial relationship where the larger enveloping space serves as a three-dimensional field for the smaller space contained within it” (Ching, 2007, p. 186)

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The nature of the programme calls for a variety of buildings with different requirements in form and size. The organisation of the facility has been achieved through clustered organization principles, using an axis/datum as the relation point.

The datum has been used in two distinct ways in the design development. Firstly, the train line is used as a linear datum around which the complex is organised. Secondly, the roof has become a plane under which the integration hangar is organised.

Enlarging the main integration hangar and placing the administration and research component within the greater space allows for a better spatial relationship and creates an environment where the staff always has visual access to their work.

Fig.12_ Existing cluster

Fig.13_ Datum

Fig.14_ Space in a space

CONCEPT MODEL

Fig.15_ Concept model

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Fig.17_ Second concept sketch (Feb 2018)

SIX 20 Fig.16_ First concept sketch (Feb 2018)

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DESIGN DEVELOPMENT

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Fig.18_ Third concept sketch (March 2018)

Fig.19_ Fourth concept sketch (March 2018)

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Fig.20_ Fifth concept sketch (April 2018)

Fig.21_ First concept plan (Feb 2018)

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Fig.22_ Second concept plan (March 2018)

Fig.23_ Third concept plan (April 2018)

Fig.24_ Fourth concept plan (April 2018)

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Fig.25_ Concept drawing for rocket movement (April 2018)

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Fig.26_ Section exploration (April 2018)

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Fig.27_ Section exploration - the blob 1 (May 2018)

Fig.28_ Section exploration - the blob 2 (May 2018)

Fig.29_ Concept axometric for rocket movement (April 2018)

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Fig.30_ Section exploration (June 2018)

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INITIAL PLAN OF FINAL DESIGN Fig.31_ Site development (June 2018)

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MOVEMENT

ROCKET

The manufacturing and testing of the rocket parts will happen off-site, in the Western Cape at Houteq. From there, the rocket parts will be transported to the site in Durban. The rocket will arrive on site in segmented parts via train, truck or shipment (01). Depending on the cargo, the parts will either move into a designated storage hanger (02a), or be moved directly into the integration hangar (02b). Rocket parts will be moved across the site with a specialised forklift, designated only for transporting larger rocket components (03). The boosters will be moved with a slower, shock resistant forklift also specifically designed for the transportation of these parts.

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Inside the main clean room and integration hangar, parts will be moved with an overhead crane or with purposely designed trolleys.

The rocket parts for final integration will be placed on a specifically designed bracket that is placed on a type of train track. This track leads from the clean room, through the integration hangar and finally connects to the launching barge. Once on the launching barge, the umbilical structure will grab the rocket into a horizontal position.

The launching barge will then transport the rocket in a horizontal position through the harbour (06) to the designated position, approximately 3km from the shoreline where the launching barge will anchor and prepare for launch.

The second barge (05) will move in position one hour before launch and anchor to await the first stage to come back to Earth. Once the first stage has landed on the secondary barge it will be tied down and moved in the vertical position back to site. On site, the rocket will be removed from the secondary barge with a crane (07), into the preparation hangar for clean-up and preparation for the next launch.

Fig.32_ Rocket movement diagram

Train track

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02b

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02a

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Re-integration

Train track

Integration Hangar

Storage

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Fig.33_ First stage of rocket landing on barge

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MOVEMENT

BARGE

There are two barges used during the rocket launches. One is used as the launch platform.

The launching barge is fitted with an umbilical structure to carry and support the rocket from the integration hangar, and move the rocket into a vertical position in preparation for the launch. This barge is also fitted with all the necessary ancillary functions (gas and fuelling) for the launch.

The second barge is used to retrieve the first stage of the rocket upon its return to Earth, and then transport it back to site.

Both barges are anchored at the southern part of the site and only used during launches.

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MOVEMENT

VISITORS

The public will access the site either through public transport, tourist busses, cars, bicycles or chartered fairies. There is a designated welcoming area/parking for visitors to assist in orientation (01).

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The public has a designated area to the north-east of the site, while the facility functions independently to the south-east (dashed outline). The public will interact with the facility through guided tours on an elevated walkway. The walkway is elevated to assist with special security, separating the public from the everyday operations of the facility while encouraging interaction with the facility on an elevated level. The walkway introduces information stops along the way where various elements of the rocket launching process are discussed. Although there will be guided tours, the walkway is also accessible to the public who want to walk through the facility by themselves. There is a starting point with a welcome centre as point A on the walkway. Point B, which is the end of the walkway, is situated in the middle of the open-air water reservoir. There is also a designated public accessed viewing deck over the harbour (02).

Integration Hangar

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The public will experience the hangar in four ways: 1.

From the roof, looking down into the hangar 2.

Meandering down the side of the hangar structure 3.

From designated, public accessed view decks within the umbilical tower 4.

From below, looking up into the hangar The hangar experience is divided into four categories, allowing the public to experience the scale of the hangar in various ways.

The walkway creates a circular route to guide the visitor through the entire facility, finally submerging in the middle of the openair water reservoir and crossing a bridge onto the public promenade (03), where they can enjoy all the facilities along the strip— shops, restaurants, giftshop, fishing, aquatic adventure sports, cinemas and enjoying the Durban skyline.

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A

03

B

Fig.34_ Public spaces diagram

Aqua activity basin

Picnic + events lawn

Welcome centre

Supermarket

Elevated visitor walkway

MOVEMENT

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Train track

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STAFF

The staff has a designated access-controlled entrance (01), with ample parking along the south-eastern side of the site. From the parking area, staff can move around by using a designated golf cart shuttle service, facility bicycles, hover boards, Segway PT, or by walking. The facility is approximately 500mx180m, so various transportation options are given to staff within the facility.

Staff will also have designated entrances that are separate from the public, and all facilities are access controlled with staff cards.

Maintenance and cleaning staff will have a designated bus and taxi stop before entering the facility. Once inside the facility, they will make use of the golf cart shuttle service.

Each building has its own support room for cleaning and maintenance, with a main storage building designated for both.

Fig.35_ Staff spaces

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Train track

Integration Hangar

Shuttle service route

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SAFETY & SECURITY Range safety

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The complexities of range safety and launching corridors form part of the delamination of the study, but this segment speculates based on broad research and expert opinions. Designated launching times are established with the National Aerospace Centre, as well as the harbour.

Flight and water restrictions are established and communicated to all affected parties, and the public. Because the weather can be unpredictable, there are five potential dates set for each launch (in case the first fails).

A launch corridor is established for each launch. This is a restricted area along the rocket’s path when it launches. In the case of this project, it restricts ship movement. The launch corridor is approximately 3km to 10km from the actual launch site (over the ocean’s surface), and allows a path for the launch vehicle to launch without any casualties. If any problems occur with the launch vehicle during the launch, the range safety officer will make a call, after which the launch vehicle will self-destruct and debris can safely fall to earth as the launch corridor is clear of any possible casualties.

Due the small nature of the rockets being launch at the proposed site, the launch corridor has been established as a 3km distance from shore, which allows optimal visibility for mission control (situated in the residential tower) and sets a perfect stage for the public to view the launch from the beach and promenades.

Site safety

No testing or fuelling happens on the site, which creates the optimum opportunity for public to access the site and get close to the rocket. The public will be safe to view and interact with the integration process within the designated public spots.

Site security

The security on site is managed in two ways: 1.

The site is divided into a public and private area, with a strong boundary line. The boundary line is created by the courtyard and public buildings, and fencing where necessary. There will be strict access control for vehicular and pedestrian movement, controlling the traffic into and out of the facility.

2.

The public is encouraged to interact with the facility. This is achieved by elevating the public above the actual facility. In cases where the public move into the facilities, access is controlled by allowing access to a room or flor that has limited free movement opportunities. The elevated ramp is designed according to building regulations and allows for disabled person usage. When there are privacy concerns related to projects of a sensitive nature, the elevated platforms and viewing decks will be closed off temporarily with electronically controlled blinds.

Staff will have access to facilities with control badges, and will be granted access according to security level clearances.

The facility will also have designated security staff that will monitor and control all movement through physical presence, security cameras and security beams.

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CIRCULATION There is only one direct road leading up to the site. The staff entrance of the facility is not defined in order not to attract any attention or create any miscommunication to visitors, who might think that the staff entrance is the main entrance.

The entrance to the site is articulated by trees and street lights, with a large, scaled rocket situated on the datum line that the entrance road creates.

The entrance of the facility is sensitively designed by extruding the existing profile of the opening to create a recessed look and define the entrance for the staff while maintaining the integrity and aesthetic of the existing façade.

The path configuration for visitors follows a segmented linear line to assist in the directional layer that it attempts to create for ease of orientation. However, the staff path configuration has a more complex network that overlays vehicular movement with pedestrian movement. The visitors’ path is designed to pass through various spaces, to encourage various levels of engagement and interaction. The staff paths pass by the spaces with designated entry points into different facilities.

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ORGANIZATION Based on the theories of Peter Sloterdijk (Borch, 2010), the organisation of the programme is approached based on foam theory and attempts to establish a unified resonance between bubbles, which is the theoretical premise in the newly created Space Lab. The programme explores various bubble diagrams to create the optimum layout structure. Each department/accommodation is divided into two, and placed in different locations in the facility to encourage walkability and create a connection between the different departments. Each office is visually permeable with optional blinds for sensitive projects.

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The spatial relationship of the entire design follows the idea of space within a space.

Ching (2007, chap. 186) explains that a large space can envelop a smaller space within its volume. This can only be achieved if there is a clear differentiation between the sizes of the spaces. This has been achieved by introducing an overhead plane to define the greater space with the lesser spaces organised underneath/within the greater space.

The greater scale of the site is based on the existing footprints of existing structures.

Connections are improved using Ching’s (2007, chap. 222) cluster organisation principles. The buildings are clustered around the large courtyard, which simulates a centralised organisation principle, but lacks the geometrical regularity. Since this organisational principle does not allow for hierarchy, it is established through height.

Therefore, the main integration hangar has the greatest height on site.

The integration hangar follows a different organisational principle. The entire hangar, as well as the offices are based on a grid organisation. According to Ching (2007, p.

230), a grid is created by two sets of lines, usually perpendicular to one another. The grid is then extruded into a three-dimensional volume and can be made irregular to assist in proportions and hierarchy—as is the case in this complex.

Fig.36_ Programme exploration

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Figure 1- Intimate space. 2013 https://www.unsplash.com/big.php?i=310220.

[Accessed: 02-08-2018] Figure 2 - Triangle. 2018. https://unsplash.com/ collections/2737036/minimal-black-and-white.

[Accessed: 02-08-2018] Figure 3 - Durban. 2018. By Author Figure 4 - Durban harbour. 2014 https://unsplash. com/photos/uUXB3EPgVp4.

[Accessed: 20-07-2018] Figure 5 - Urban Framework. 2018. By Author

Figure 20 - Fifth concept sketch. 2018. By Author Figure 21 - First concept plan (Feb 2018). 2018. By Author Figure 22 - Second concept plan (March 2018).

2018. By Author Figure 23 - Third concept plan (April 2018). 2018.

By Author Figure 24 - Fourth concept plan (April 2018). 2018.

By Author Figure 25 - Concept drawing for rocket movement (April 2018). 2018. By Author

LIST OF FIGURES

Figure 6 - Moiré facade. 2018. By Gabrielle Aquardo [Comisiioned by Author]

Figure 7 - Public interaction. 2018. By Author

Figure 8 - New on top of old. 2018. By Author Figure 9 - Nature mixed with built. 2018. By Author

Figure 10 - Section exploration. 2018. By Author Figure 11 - Concept for roof. 2018. By Author

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Figure 12 - Existing cluster. 2018. By Author Figure 13 - Datum. 2018. By Author Figure 14 - Space in a space. 2018. By Author Figure 15 - Concept model. 2018. By Author Figure 16 - First concept sketch (Feb 2018). 2018.

By Author Figure 17 - Second concept sketch (Feb 2018).

2018. By Author Figure 18 - Third concept sketch (March 2018).

2018. By Author Figure 19 - Fourth concept sketch (March 2018).

2018. By Author

Figure 26 - Section exploration (April 2018). 2018.

By Author Figure 27 - Section exploration - the blob 1 (May 2018). 2018. By Author Figure 28 - Section exploration - the blob 2 (May 2018). 2018. By Author Figure 29 - Concept axometric for rocket movement (April 2018). 2018. By Author Figure 30 - Section exploration (June 2018). 2018.

By Author Figure 31 - Site development (June 2018). 2018. By Author Figure 32 - Rocket movement diagram. 2018. By Author Figure 33 - First stage of rocket landing on barge.

2018. https://www.unsplash.com/. [Accessed: 0208-2018] Figure 34 - Public spaces diagram. 2018. By Author Figure 35 - Staff spaces diagram. 2018. By Author Figure 36 - Programme exploration. 2018. By Author

BIB LI O GR A PH Y

Borch, C. (2010) ‘Organizational atmospheres: Foam, affect and architecture’, Organization, 17(2), pp. 223–241. doi: 10.1177/1350508409337168.

Ching, F. D. K. (2007) Form, Space and Order. Third. New Jersey: John Wiley & Sons, Inc. Lewis, C. . (1952) Mere Christianity. London: Macmillan Publishers Ltd.