Urbanising the Royal Docks: Towards a Productive Ecology by Mandy

URBANISING THE ROYAL DOCKS TOWARDS A PRODUCTIVE ECOLOGY

Architectural Association School of Architecture Housing and Urbanism 2015 Tutors Jorge Fiori Abigail Batchelor Alex Warnock-Smith Group Nour Abdel Hamid Mariel Drego Yun-Ting Hsieh Magdalena Lach Tanzela Monsoor Amanda Palasik Juano Fernando Orozco Ramirez Charita Kishore Rupa Jay Pankaj Shah Xiaolu Yang

Preface

This publication is a reflection of the ambitions and explorations of a graduate studio workshop dedicated to re-envisioning productive urbanities in the context of the Royal Docks, one of London’s major development sites and hotbed of numerous complex regeneration debates. It is the result of a term of research and experimentation amongst a 10-member team from the AA’s Housing and Urbanism programme working in direct collaboration with the London Borough of Newham’s Planning and Regeneration Departments to challenge current trends in redevelopment through the role of urban strategies and architectural reasoning.

A Critical Appraisal

1.1 1.2 1.3

10 20 24

Analysing the Context Operating in a Regional Framework Learning from Case Studies

2 An Overview of Responses A Conversation with Newham Council Formulating A Spatial Response

2.1 2.2

Development Area One: A Transit-oriented Town Centre

3.1 3.2 3.3

48 52 56

Creating A Town Centre Analysing the Context Spatial Response

32 36

Development Area Two: An Industrial Quarter

4.1 4.2 4.3

72 74 78

Development Area Three: Albert Island

5.1 5.2 5.3

100 102 105

A Unique Urbanity

117

6.1 Summary 6.2 Conclusion

118 126

Urbanising the Industrial Quarter Analysing the Context Spatial Response

Activating Albert Island Analysing the Context Spatial Response

Preface | 06

Towards a Productive Ecology London’s Royal Docks contain some of the most challenging urban complexities of any region in the city. A classic example of post-industrial decline, the region suffers from symptoms of high unemployment rates, low education levels, underutilised infrastructure and lack of resources within a fragmented urban fabric. As London’s land values continue to rise and the city begins to sprawl, the pressure on developing the peripheral region is increasing. The proposed development strategies presented in this publication serve to envision the future of the Royal Docks, deriving a strategic approach that transforms the opportunities and constraints of the site at multiple scales, challenging the region’s current piecemeal and marketdriven interventions.

Our investigation concludes with a platform of possibilities created through a series of explorations aiming to urbanize the Royal Docks and facilitate its development process. Given the opportunities and constraints of the site, our ambition is to create a synthesized urbanity through the distribution of points of intensity influenced by existing conditions and economies. This strategy unlocks the potentials of synergies and presents a variety of activities that perform in a coherent manner, utilising infrastructure and addressing the larger regional context. The complexity of the urbanisation process highlights the need for London’s shifting politics and development trends to initiate specific development strategies incorporating political, economic and spatial dimensions.

A Critical Appraisal

The following analysis argues against the need to reinforce the existing development trends dominated by market-driven agendas with short-term economic benefits. Instead, it aims to promote a layering of adaptable and complimentary spatial strategies that synthesise, intensify and consolidate the existing fragmented urban fabric of the Royal Docks along with its political and economic dimensions.

Royal Docks, 1950

Critical Appraisal | 10

Life in a typical Royal Docks neighbourhood , circa 1950

1.1 Analysing the Context

Productivity Then and Now Up until the first half of the 20th Century, the Royal Docks were thriving with commercial activity, as Londonâ&#x20AC;&#x2122;s principle docks, becoming the largest and deepest man-made enclosed docks in the world. It was one of the major working wharfs in Europe that sustained the economy of the region. Built in phases as the Royal Victoria Dock, the Royal Albert Dock and King George V Dock, the docks supported the desperate need to service trade through water as the British Empire expanded. The Royal Docks could service hundreds of cargo and passenger ships at once and facilitated direct links to the growing railway network, rows of granaries and

refrigerated warehouses spread along the 20km perimeter of the quays. This single active attribute of the Royal Docks imbued the area with an important role in productivity that tied back to the entirety of the city-scape. Post-industrialisation and technological advancements affected the areaâ&#x20AC;&#x2122;s main source of productivity, resulting in fragmented land use and high unemployment levels within the region. Historically, the unique identity of the site lies in the synergies between industrial and residential neighbourhoods.

WWII damage to Royal Docks, 1940

The Royal Docks is a unique site situated on Londonâ&#x20AC;&#x2122;s urban periphery and current drivers such as London City Airport, industrial areas, and riverside location. The present productivity includes fragmented patterns of manufacturing industries, event-driven businesses, local commercial facilities and educational institutions. There is a clear disconnect between introverted residential neighbourhoods and mono-functional industrial zones leading to fragmentation and disintegration of the site. The Royal Docks includes over 650 hectares, equivalent to the area from Tower Bridge to Hyde Park corner. Although the scale is similar, the intensity of activities and the diversity of economies in central London contrast greatly with the Royal Docks. Rather than a singular relationship, we envision the site to have multiple relationships of elements that create synergies through their diversity of functions and morphology, addressing issues of infrastructure.

Critical Appraisal | 12

Key Drivers The site includes: ExCeL London Exhibition and Convention Centre, the iconic Siemenâ&#x20AC;&#x2122;s Crystal (a sustainable research facility), and the University of East London campus at Royal Albert dock.

A range of committees and councils are tasked with the regeneration of the site, including the LDDC (London Docklands Development Corporation) whom also focused on the development London City Airport, Crossrail, and DLR (Docklands Light Rail). The Custom House Crossrail station is planned for construction at ExCeL, while the Airport is currently negotiating for a second stop at its terminal. Such institutional and infrastructural drivers have the potential to act as catalysts to forge urbanity into the area.

1. London City Airport 2. Seimens Research Facility 3. ExCel Exhibition Centre

1.1 Analysing the Context

Projected Development Trends The current piecemeal proposals for developing the Royal Docks consist of pilot projects with short-term and profit-driven goals. These image-driven proposals impose a foreign spatial identity of a global architectural style that is not responsive to the local context. The lack of a coherent spatial strategy will lead to isolated masterplans for high-income users, neglecting the social and economic challenges of the site. Towards Royal Albert Dock, Advanced Business Park (ABP), a Chinese-owned business hub, is an ongoing development. Privatisation of large plots of land and protected wharfs are set to give way to developments such as Silvertown Quays, Royal Wharf and Thameside West. Due to economic benefits, the residential units provided do not comply with the required percentage of

Critical Appraisal | 14

social housing assigned by the Greater London Authority. A proposed development is the ‘floating village’ proposed on Royal Victoria Dock. It is an imported model that does not build on the challenges and potentials of the site. The ‘brand pavilions’ is another themed proposal that creates a unique productivity pattern that introduces foreign investment in the area between Millennium Mills and the airport. While this has the opportunity to activate the area through private investments, its success is limited to its specific context. Due to the lack of a clear urban strategy, such proposals do not necessarily have a concrete long-term impact and lack the potential to transform the urbanity of the Royal Docks.

“The capital’s next business district, delivered by the Mayor of London” - www.RoyalDocks.London

Floating Villages

Silvertown and the Brand Pavilions

ABP Chinese Investment

Royal Wharf Masterplan

Thames-side West

Gallions Headquarters

1.1 Analysing the Context

Turning Challenges into Opportunities 2

Analysing the opportunities that qualify the Royal Docks to be a successful urban area, we find the current context is fragmented by complex layers of infrastructure connecting to the larger regional network, yet lacking the synthesis of a coherent local network. The opportunities lie in capitalising on the benefits of transportation routes for mobility and integration. Introverted residential neighbourhoods at North Woolwich and West Silvertown are low in density, serving a low to medium income population. Given the need for densification, the townscape provides an opportunity for integration of existing facilities with proposed strategies.

Critical Appraisal | 16

The urban fabric is also composed of sparsely-located industrial blocks with under-utilised land, undervalued economies and neglected industrial quarters with difficulties of ownership and operation. There is a need to reconsider the long-term performance of these industries in order to formulate a synthesized spatial strategy that consolidates or transforms the role of industry in this context.

1. Large industrial blocks 2. Layering of infrastructure 3. Low density neighbourhoods

The layering of multiple modes of infrastructure, composed of the airport, Crossrail, DLR, motorways, waterways and bicycle paths cause the site to be fragmented by their strong edges, forming barriers and isolating programmes.

Key issues and drivers

The spatial strategy needs to support a coherent urbanity and enhance means of productivity by stitching the urban fabric of the site through infrastructure. Opportunities lie in developing and linking the siteâ&#x20AC;&#x2122;s competencies, such as ExCeL, University of East London, and current industries, in relation to the regional context of O2, Lea Valley and Stratford, creating a network of synergies across and beyond the Royal Docks.

1.1 Analysing the Context

Rethinking the Urban Fabric 2

As a response to the site’s challenges, the following themes present opportunities for rethinking the patterns of the urban fabric through spatial strategies: Infrastructure • Utilise the public transport facilities • Enhance internal mobility patterns Edges and waterfront • Improve physical and visual connectivity • Connect and activate waterfront • Transform water from a barrier to a productive Resource

High street and public realm • Create a hierarchy of streets • Diversify building typologies • Develop an open space network Neighbourhood and townscape • Intensify the mono-functional residential Neighbourhoods •

Critical Appraisal | 18

Improve the transition between industrial and Residential fabric

1. Water as a barrier 2. Existing Town Centre 3. Underutilizes Plots 4. Hight Street and Edge Conditions

“The time is right; the next five years are critical.” - Mayor of London and Mayor of Newham, 2011 1.2 Operating in a regional framework

Analysing the London Plan Published by the Greater London Authority, the ‘London Plan 2011’ outlines a spatial development strategy for the city, highlighting the Royal Docks as an ‘opportunity area’ in East London.

Cambridge-Stansted Corridor

The stretch from Stratford along Lea Valley and eastwards across the Thames has been identified as the ‘Arc of Opportunity’, linking Cambridge-Stansted corridor to Thames Gateway. This pivotal position of the Royal Docks requires its role to be of central focus and critical consideration to contribute to the grand scheme of redevelopment in London. The London Plan emphasises the need to utilise the Blue Ribbon Network of tributaries, lakes, docks and waterways branching from the Thames River, for transport, leisure, sport and tourism. Considering the perimeter of water edges along the Thames and the docks, the site has the potential to initiate urban strategies that encourage the implementation of the blue ribbon network.

Critical Appraisal | 20

Opportunity sites in London

The â&#x20AC;&#x2DC;Arc of Opportunityâ&#x20AC;&#x2122;

Key developments adjacent to the Royal Docks

Among the opportunity sites is Stratford, the area to the north of the Royal Docks that central to the arts and culture zone in London. Stratfordâ&#x20AC;&#x2122;s close proximity, yet current disconnectivity, from the Royal Docks may be taken advantage of through the propositions for an integrated infrastructure network or public realm connectivity to link the Royal Docks to the larger urban network.

Adjacent to the site are the Canary Wharf business district and O2 event arena, which perform as centralities of economic activity. The diverse nodes of intensity provided by these developments can be further enhanced through a spatial strategy that encourages synergies across the regional network and strengthens the arc of opportunity.

1.2 Operating in a regional framework

Network of Town Centres 1

Along the ‘Arc of Opportunity’, various points of commercial development and intensification have been identified as ‘town centres’ which by building around transport infrastructure, are drivers of redevelopment. The London Plan suggests linking these town centres to develop a hierarchical network of centres of activity throughout the region. One of the opportunity sites mentioned by the London Plan is Nine Elms, which has taken a similar approach.

Critical Appraisal | 22

Although the Royal Docks has a series of potential town centres that may be able to link to the larger context, they are currently fragmented and require a spatial strategy that utilises infrastructure, the water and public realm to link them together.

1. Exploring Nine Elms’ development strategy 2. Conceptual organisation of town centres opposite: Extending the town centre network through the Arc of Opportunity

1.3 Learning from Case Studies

Ongoing London Redevelopment Listed as opportunity sites in the London Plan, the redevelopment strategies of Elephant and Castle, Nine Elms and Stratford were studied in an effort to critically analyse and learn from their schemes and policies. This then culminated into a discussion with the London Borough of Newham’s Planning and Regeneration Department regarding the applicable processes from the three case studies that could be relevant to the Royal Docks’ redevelopment plans. Although Elephant and Castle is dealing with challenges of infrastructure and promoting diversification of residential and commercial activities, their tabula rasa strategy, coupled with top-down decision-making and private investors, seems too unsuitable a redevelopment strategy for the vast entirety of the Royal Docks. The Nine Elms redevelopment strategy is comparable to the projected trends of redevelopment of the Royal Docks which focuses primarily on market-driven policies

Critical Appraisal | 24

to imbue previously industrial sites with an iconic identity constituted by imported architecture. This approach to redevelopment appears to aim towards complete privatisation, ignoring the industrial legacy of the area and encouraging non-industrial mixed-use development. Stratford’s redevelopment process seems the most relevant to our site due to its flexible spatial strategies, collaborative political schemes, phasing and layering of urban development and similar peripheral context. The strategy’s reliance on public funds for redevelopment may delay the process. Local employment opportunities may be threatened as megacomplexes replace local businesses leading to social and economic disadvantages. Our strategy rejects the dominant model of development, which is driven by short-term profit as exemplified by Nine Elms and the gated communities proposed for the Royal Docks. Our ambition is to create a collaborative development model which contributes to the productivity of the area.

Royal Docks

Elephant and Castle

Nine Elms

Stratford

1.3 Learning from Case Studies

Hafen City, Hamburg

A Global Comparison The uniqueness of the Royal Docks is evident in its layers of complex morphology contributed by the: • International London City Airport • Upcoming Cross-rail system that will connect the extremities of the city • Existing Docklands Light Railway (DLR) network • Potential of water as a major infrastructure mode • Legacy of an industrial identity Critical Appraisal | 26

Hafen City does not have an international airport, yet its redevelopment scheme is directed towards a holistic strategy for the region, with: • Well-planned connectivity to the city via public transport and waterways • Heritage built structures transformed into mixed-use developments • A coherent scheme to integrate housing into multi-layered typologies • Well-developed and interconnected public spaces

Botlek Ports, Rotterdam

In Rotterdam, comprehensive redevelopment strategies of the post-industrial waterfront areas are characterised by the: • Concept of housing as a primary element for the regeneration process • Iconic architecture along the water that gives the area unique identity • Publicly-funded infrastructure connecting old and new parts of the city • Efficient use of seaports and waterways that enhances economic productivity, Promoting Rotterdam as the largest logistics hub in Europe

Airport District, Lisbon

The concept of an airport district is comparable to the Royal Docks, however the Airport District in Lisbon does not face the other challenges of waterrelated functions. Lisbon is a major transport hub in Europe which: • Integrates commercial programmes utilising existing built structures • Supports industry through logistics of large cargo transportation • Layers infrastructure with public transport

1.3 Learning from Case Studies

Current Policies

The Stratford Model

Towards a Political Reform In order to achieve a synthesised urban development, there is a need for reforming the decision-making process. The conflict of ambitions between the greater authorities and the local council is misleading the development of the site. Mayoral decisions are leaning towards large-scale privatisation by foreign investors to fund high-end projects, while the local council is promoting redevelopment of very small, specific areas,

Critical Appraisal | 28

without a holistic strategy for the docks in their entirety. The Mayor of London controls the decision-making authorities, including Royal Docks Management Authority Ltd. (RoDMA ), Enterprise Zones, Transport for London (TFL), London & Partners, as well as private investors. Stratford dealt with this political challenge by creating the London Legacy Development Corporation (LLDC), a diverse

Board of industry leaders under the chair of Mayor Boris Johnson who oversees delivery of projects by both the public and private sector under the guidance of the LLDCâ&#x20AC;&#x2122;s Local Plan, over a 16 year period (2015-2031).

Proposed Strategy

Influenced by the Stratford model, the redevelopment scheme for the Royal Docks can have a similar collaborative approach of decision-making. This collaboration can occur by introducing an independent Development Authority that balances the conflicts of interests among the parties involved. This independent authority should organise the various management committees and facilitate public-private partnerships through the screening of private developers. This authority should also encourage bottom-up initiatives of developing the area, arising from local population and public input.

An Overview of Responses

By testing spatial strategies, the aim is to address key issues such as fragmented land use, undervalued industries, disconnected infrastructure networks and the underutilisation of the Thames River and inner docks, in order to create a coherent strategic plan for the development of the Royal Docks. Considering the social, economic and spatial complexities of the site, the redevelopment strategy aspires to stimulate a unique urbanity through centres of activity which respond to particular conditions of productivity.

crystal is a small fragment of urban landscape artificially raised to create a man-made beach with no access to the water beyond. This is an isolated intervention which has the potential to activate the inner docks if linked with a larger network of public realm. Millennium Mills: The historic Millennium Mills situated at the south of the Royal Victoria Docks, a derelict 20th century flour mill has been a part of various redevelopment schemes that attempt in converting it into a contemporary urbanised area. One such example is the Brand pavilions, encouraged by the Newham council. The Council’s suggested sites

2.1

A Conversation with Newham Council

Having analysed of the site context, the London Borough of Newham’s Planning and Regeneration Departments

its urban fabric. Considering its location, this area can potentially be developed into a node of commercial activity

suggested five “problem” sites to focus redevelopment strategies, as listed below.

that strengthens the link between Stratford and the Royal Docks.

Canning Town: The area Opposite Canning Town station is disconnected by the major highway that cuts through

Royal Victoria “beach”: In the currently inactive quayside of the Royal Victoria docks next to the iconic Siemens

Overview of Response | 32

Connaught Passage: The dead space under the Connaught Bridge, being a central link between the North and South halves of the Royal Docks provides an opportunity to activate the currently underutilised area through introduction of permanent or temporary commercial activities. Albert Island: Located at the eastern end of the Royal Docks, Albert Island bordering the inner docks and River Thames is faced with problems of sparsely utilised land due to building restrictions of the nearby airport.

1. Envisioning the Millennium Mills and brands pavilions 2. Integrating mobility through Connaught passage 3. Urbanising Albert Island 4. Activating the space at the flyover of Canning town 5. Developing the public realm through the beach facility

2.1 A Conversation with Newham Council

Critique of the Council’s Vision In response to suggestions by the London Borough of Newham’s Planning and Regeneration Departments, this regeneration scheme is directed towards the study of larger areas of intervention, as opposed to specific, isolated sites of redevelopment. These larger areas were studied with the aim of catalysing the creation and clustering of zones of productivity, or “ecologies”. Due to the existing lack of strong economies of production on site and low levels of local employment, it is important for any redevelopment scheme to consider the creation and encouragement of productivity. Evaluating the scale of intervention

Overview of Response | 34

Heavy industries

Connaught Bridge

The design process involved the analysis of three potential areas of redevelopment: the industrial zone, area around the Connaught Bridge and Albert Island. These three areas are have an opportunity to capitalize on existing drivers to become zones of enhanced productivity and key entry

Albert Island

points into The Royal Docks, considering their strategic locations. Interventions that start at these epicentres of productivity could grow outwards connecting the urban fabric in-between, which has potentially leading to a holistic regeneration throughout the Royal Docks.

2.2 Formulating a Spatial Response

Two Loops, Three Nodes The spatial strategy explores possibilities of enhanced connectivity within the site through infrastructural links. This network of links produces two loops of connectivity within the framework of the Royal Docks. The external, public-oriented loop connects the industrial quarters of the east to Albert Island on the west via public transport, major highways and waterways on the Thames. The internal loop is geared for use towards typologies of residences, commercial and industrial zones and leisure activities in the finer urban grain; connected through slower vehicular pathways and public realm. The formation of the two loops reinforces the focus on the three zones of redevelopment, namely: • The heavy industrial and production facilities • The airport and transport-driven town centre • Institutional and servicing facilities by Albert Island

Linking nodes of productivity through multiscalar economies Overview of Response | 36

All three areas share common challenges of infrastructure, dominant edges, and potentials of intensified themes of production through varying typologies and programs. The overall connectivity strategy explores ways of stitching the fabric not only through infrastructure but also and a series of town centres retrofitted to transform key areas of potential productive ecologies. This allows transitions and synergies across distinct territories dominated by drivers such as the ExCeL centre, the University of East London, and residential neighbourhoods. Stitching the urban fabric

2.2 Formulating a Spatial Response

Driven by Infrastructure The strategy aims to reappropriate the underutilised water-related infrastructure, such as the docks and wharves, for uses which are relevant to the needs of contemporary London, such as transport, sport and leisure.

While large-scale infrastructure is considered a key driver for the redevelopment of the Royal Docks, it simultaneously poses challenges of fragmentation and disconnectivity at the local scale. The spatial strategy aims to correlate the existing transport infrastructure through schemes involving concentration, connectivity and integration. In relation to the larger regional corridor, the proposed infrastructure strategy links the Royal Docks to the local centres of knowledge and production in London and to international destinations through the airport.

Overview of Response | 38

5 1. Central nodes of infrastructure 2. Layering of infrastructure in the three nodes 3. Connaught Bridge as a concentrated infrastructural centre 4. Section through Connaught Bridge 5. A conceptual analysis of infrastructure

2.2 Formulating a Spatial Response

Multiscalar Strategies he design ambition of achieving a new urbanity through the redevelopment of the Royal Docks necessitates a spatial strategy that operates on different scales, such as: â&#x20AC;˘

Architectural testing of built environments and the public realm, considering building typology, edge conditions and opportunities for programmatic plug-ins and retrofitting.

â&#x20AC;˘

Urban testing of infrastructural nodes and locales of productivity, focusing on infill and methods of consolidation and densification

â&#x20AC;˘

Regional strategy formulation to integrate the Royal Docks into the wider context of London and the Arc of Opportunity. Architectural responses to varying site conditions

Overview of Response | 40

Envisioning the spatial experience

2.2 Formulating a Spatial Response

Interstitial Spaces Having emphasised the potential productivity of three epicentres of intensified redevelopment, the spatial strategy now focuses on the spaces in-between these three nodes. On the southern docks these intermediary spaces consist of fragmented and derelict townscape of gated communities in West Silvertown and North Woolwich. Town centres in these neighbourhoods are inactive and threadbare, usually consisting of a throughway high-street lined with shops and local amenities. Local populations are faced with challenges of unemployment and low levels of education, with limited access to recreational activities and no real wanting for an uplifted quality of life. In order to analyse the impact of the three proposed development nodes, we felt it critical to gain an understanding of the interstitial urban context.

Overview of Response | 42

Proposed development nodes and interstitial spaces

Development ambitions for North Woolwich

Restructuring the town centre

North Woolwich was selected as a case study, nestled between the industrial and Albert Island node, being one of the most socially and economically challenged town centres of the region. As part of the investigation, tactics that would urbanise and better integrate these regions within the urban fabric are explored.

neighbourhood scale alone. Despite the impact of the suggested spatial improvements, the redevelopment of North Woolwich will not solve the greater social and economic issues of the region. All too often, we witness this one-size fits all piecemeal approach to development, with ambitions that fail to address the larger issues at hand.

Similar to the universal constraints of the Royal Docks, some of the issues in North Woolwich are its lack of fluent connectivity, low density development, lack of adequate services and retail options, high unemployment rates, low education levels, and a low population. Spatially, there is a lack of hierarchy and order within the urban fabric.

This investigation justifies the need to take a cohesive look at the overall context of the Royal Docks in order to formulate a synthesized strategy that enforces a multiscalar development approach. How can the regeneration process facilitate productivity, increase employment levels, and facilitate education and training for locals? These are among the fundamental questions that the strategy must explore in order to address the critical social and economic issues present in the Royal Docks.

Based on these explorations, it is evident that revitalisation of the Royal Docks cannot be implemented at the

Upgrading public realm

Redefining the high street

2.2 Formulating a Spatial Response

Design Strategy The proposed design strategy aims at responding to large scale challenges through the integration of existing infrastructure, strengthening of local and regional connectivity, and responding to varying edge conditions.

Overview of Response | 44

Collectively, the three nodes create a network of productivity that: â&#x20AC;˘ Facilitates mobility to and from the region by creating a transit-oriented town centre that attracts economic investment â&#x20AC;˘ Enhances the existing industrial economy by establishing an urbanised industrial quarter that incorporates a specific mix of heavy industries , light services, and commercial typologies â&#x20AC;˘ Activates the eastern end at Albert Island by establishing a mixed-use complex of research-based and water-related servicing facilities The development areas serve as catalysts to encourage the regeneration of the surrounding interstitial space. By defining these spaces as inter-linking town centres that provide services and amenities to sustain a local and transient population, the Royal Docks will become a balanced live, work, and leisure destination.

Development Area One

A Transit-oriented Town Centre Our ambition is to create a town centre that utilises infrastructure and introduces a mixed-use development adjacent to Connaught Bridge, providing an entry point into the Royal Docks. By urbanizing the concentrated infrastructural node, the strategy facilitates the mobility of the transient population floating through the external infrastructure routes and their dispersion into the proposed ecologies.

3.1

Creating a Town Centre

The selected site, with its layers of infrastructure, requires a specific architectural response that maximizes its potential and overcomes issues of fragmentation and disintegration caused by the layering of infrastructure. The central location of the development area at the intersection point of the circulatory loops formed by the existing road network and DLR lines is strategic to the concept of concentrating and dispersing the floating population into the Royal Docks. Influenced by the London Plan, the development strategy for this area is the creation of a town centre that capitalizes on the concentration of transport infrastructure. It aims to provide a gateway to the site that attracts the floating population and disperses them to the adjacent development areas. Given the proximity of the airport, we explored urban strategies for the area to become an airport district and a logistics hub.

Town Centre | 48

Envisioning the spatial organisation of the town centre

Extent of development

The proposal strengthens the position of East London by improving connectivity with the rest of London, while simultaneously enhancing connectivity within the two developmental corridors (the Thames corridor and Cambridge corridor) through Crossrail, DLR, airport and water transport facilities. With the terminal expansion at London City Airport, this new town centre would also have an impact on the connection between London and the rest of UK and Europe. It would provide long-distance travellers with an opportunity to stop in their journey â&#x20AC;&#x201C; (a place of essential and travel-related services, for mid-journey rest and consumption). It would also link up with the existing network of town centres extending south from Stratford, thus improving opportunities for mutually beneficial cross-disciplinary mixing across these differentiated town centres. Given Londonâ&#x20AC;&#x2122;s eastward growth, Stratford could potentially turn into a major hub of international travel by rail, and strong links with London City Airport could allow the two regions to complement one another. Potential regional impact

3.1 Creating a Town Centre

Potential Impact The improved connectivity, services and amenities of a new town centre would support an increased density in the area â&#x20AC;&#x201C; of both floating and resident populations. Such intensification has the potential to alter not only the physical, but also the social and economic landscape of the area. While the airport and Crossrail station attract external population to the Royal Docks, it is the active town centre that celebrates the transition of the floating population and invites them to stop in the site rather than just pass by it, thus acting as a transition between the internal and external populations. The modal interchange element of the proposal in turn helps to disperse this population to other parts of the Royal Docks, such as the proposed industrial quarters, proposed island, existing neighbourhoods, Excel, etc. Could it present as an activator that boosts new clusters, allowing synergies to occur through diverse urbanities, building typologies and infrastructure?

Town Centre | 50

Local connectivity network

1. Dockside water edges 2. Existing budget hotels in the airport vicinity 3. Walkability from DLR stations 4. Connaught Bridge as a central spine 5. evalutaing the concentration of multiple modes of transport 6. Consolidation and integration of the development scheme to its adjacencies

3.2 Analysing the Context

Context and Drivers The selected site is strategically located in the centre of the Royal Docks, adjacent to the London City Airport terminal, and just south of Connaught Bridge, a central spine connecting the north of the Royal Docks to the south. The site currently sits awkwardly between former industrial lands, North Woolwich â&#x20AC;&#x201C; a low-density residential neighbourhood, the inner docks and an airport runway. It is further fragmented by the DLR flyover cutting across it.

Town Centre | 52

The site is presently occupied by a number of low-rise industrial blocks, a budget hotel, and a historic church converted to a music hall. It is also surrounded by big introverted boxes such as ExCel Exhibition Centre and the currently defunct Millennium Mills, adding to the disconnection within the site.

addition to the one already planned for ExCel London, and while that station will serve the erratic but massive numbers that attend events at the exhibition and convention centre, the new one would serve a different, more consistent population of regular travellers, local residents and airport passengers.

Drivers of development on the site include the London City Airport terminal which is slated for expansion, and a new Crossrail Station at this terminal. This station would be in

Large-scale ongoing developments such as ABP Business Park, Silvertown & UEL will contribute to the floating population using the town centre.

Opportunities

Constraints

• •

•

The potential to serve as an airport/ transitory district Relating local economic activities and foreign investments Developing vacant and underutilised land to function symbiotically

• •

Spatial disjunction and fragmentation by infrastructural edges Disconnectivity of existing modes of transport Low density of population and urban fabric with inefficient use of the vast available space

3.2 Analysing the Context

Questioning Newham’s Decisions Though Newham Council has decided to expand the airport terminal and is giving impetus for an additional Crossrail station for the airport, they have not identified this particular area as an area of opportunity.

Note:

Upon

completion

our

project tests and proposals in Term 2, on 25th April, 2015, the Mayor of London overturned the Council’s decision to grant permission for the

The Council’s vision for this area comprised piecemeal pilot projects such as the Brand Pavilions in the defunct industrial lands in front of Millennium Mills. Other than these isolated projects, the council has not identified the potential of integrating the infrastructure in the site to have a cohesive and effective response.

airport terminal expansion, following protests by local residents against increased noise levels. The proposal, which incorporates the impact of an expanding airport, is therefore as per the context of the prior scenario. However, due to the genuine necessity

When meeting with the Council, Connaught Passage – the pedestrian path beneath Connaught Bridge, was suggested as one of the five sites of intervention (which, by testing, proved to be limited in its potential to consolidate the surrounding neighbourhoods).

of the airport’s expansion, it is unlikely that the impending expansion can be staved off for very long, and the proposed town centre would improve the social, economic and spatial urban condition for local residents.

The council is looking at an architectural solution for the area, but in order to address the issues of this area, there is a need to consider the larger urban scale for the development of this zone due to its complexities and multi-scalar relationships to its adjacencies.

Town Centre | 54

Brand Pavilions

The site selected for the town centre, being larger and more strategically located than Connaught Passage, has greater potential to unify the site, and have a bigger impact through its architectural responses which could be reappropriated in other parts of the Royal Docks which face the same issues of fragmentation.

The ambition is to deal with the site on a larger urban scale, having a multi-disciplinary and multi-scalar approach to the site, working from the scale of the airport to the spatial transition across neighbourhoods; and integrating the area as a whole rather than working on pilot projects in isolation. The intention is to not only deal with the overlapping of infrastructure, but also integrate adjacent drivers and existing elements such as the London City airport, Millennium Mills, music hall and the inner docks, to create a unified active town centre.

1. Mapping the relationship of infrastructural and institutional elements 2. creating a network of relationships across the elements 3. Integrating the network through infrastructure 4. analysing the key infrastructure routes that form opportunities to drive the transformetion of the area

3.3 Spatial Response

Key Strategy Influenced by the development trends suggested in the London Plan and those presented by the Council, We explored the potential of introducing a new town centre and how it could urbanise and connect with adjacent neighbourhood developments. The proposal attempts to create the first phase of an airport city, with supporting commercial and hotel uses. In a strategy similar to that of Londonâ&#x20AC;&#x2122;s Nine Elms development, it takes a largely tabula rasa approach to implementation, while retaining the church heritage building and hotel. It creates differentiated nodes of integration and a use-appropriate hierarchy of circulation routes, for connectivity and integration with the surrounding areas of North Woolwich, heavy industrial areas, Millennium Mills/Silvertown and the Airport. Process sketches outlining a tabula rasa approach, with the development of 3 differentiated nodes and a mobility network to appropriately connect with and integrate the currently disparate neighbourhoods which surround the site. Town Centre | 56

The concept of concentration and dispersion

Using regulating connections

Role of the public realm

3.3 Spatial Response

Concentration and Dispersion Improved connectivity to allow concentration of travellers by air and Crossrail; and for their dispersion within the Docks by DLR, road, water transport and pedestrian routes: •

Relocating the airport terminal expansion, from the east as per Council’s suggestion to the west, for

Town Centre | 58

• •

closer proximity with the transport interchange. Creating a Crossrail station and modal interchange adjacent to the airport terminal. Pedestrian promenades, squares and a modalinterchange plaza

Public realm network

An active town centre – a place where commuters might stop and linger rather than pass by.

•

• • •

•

Intensification to create a town centre A spatial mix of uses that influences the building typology Creating the first phase of an airport city – with commercial/hotel uses

Softening effective edges – by absorbing the elevated DLR line into usable space and with ground-thickening strategies. Creating an open space network across multiple levels, by linking the main pedestrian routes with the smaller voids and open spaces formed within the building typology. Explorations of the built fabric

3.3 Spatial Response

Architectural Approach As an architectural response to the complexity of multilevel transport interaction, the design of the station successfully integrates transit uses with height variations, while enveloping and absorbing the infrastructure. However, being a point-block architectural approach, the station building limits the spatial dispersal of valueadding benefits of the station. It acts in isolation and does not address the larger-scale challenges of neighbourhood consolidation.

Town Centre | 60

Water Edge Conditions Considering the larger scale and the surrounding areas, with the impact of the area as a node of transformation, we explore the possibilities of extending pedestrian routes to connect with a public realm network of waterfront and docks edges.

3.3 Spatial Response

Case Studies

Mixed-use complex, Milan, designed by DEMO architects The two courtyards ensure continuity between exterior spaces and the internal semi-private realms. A two-floor perimeter building and four taller towers are set into the podium. Perimeter building is used for public activities: offices, commercial activities and neighborhood services, whereas the towers are set to be residences.

Town Centre | 62

Refurbishment of the Serp & Molot factory in Eastern Moscow, designed by MVRDV The design concept respects the structure of the industrial zone and creates a mixed-use development. Ground floor spaces are reserved for public facilities and retail. On top of the transport ring, a sky walk can be made in between the tops of the trees, overlooking the surrounding neighborhood and connecting adjacent buildings.

Santa Monica 5th Street Plaza, Designed by OMA The project is a dynamic mixed-use development that encompasses civic plaza, cultural venue, retail, residences, offices and a boutique hotel in the heart of downtown. The building integrates a ground level plaza and elevated terraces that provide an additional programmable open space. These public spaces are capable of hosting a wide range of outdoor programming.

Urban Approach The second test explores the possibility of spreading the built station building, to merge into a mix of mutually-supporting uses, such as hotels, commercial and retail space. It builds on the concept of tabula rasa, clearing the storage facilities that currently inhabit the site, except for the heritage building of the music hall, and a budget hotel. The key move defines regulating lines that link adjacent developments through the site, creating a hierarchical network of streetscape that reflects the concepts of concetration and dispersion, Inspired by the case studies, the building typology is aimed at allowing the infiltration and integration of the population through the site by perforating the ground floors and allowing a mix of programmes to attract diverse users. The town centre becomes a plaza that weaves onto terraced buildings to multiply the open and integrate public and private users in a joint enity. The series of plaza and promenades link infratrure stations, of Crossrail, DLR, and airport, to urban artefacts resulting in the urbanisation of the station district.

envisioning the integration ofinfrastructure in the design strategy

3.3 Spatial Response

Integration The fore-plaza of the station works as a public space for modal interchange between Crossrail, Airport, DLR, buses and a car-park building; while forming the start/ end point of the elevated pedestrian promenade. The spatiality of the DLR flyover which runs overhead is utilised to create a distinctive urban feature to enhance the urban experience at the plaza, rather than fragment it. Town Centre | 64

The DLR line, which is currently a physical and visual barrier, can be absorbed by the architecture to create a coherent environment. Breaking down the perceived edge, by utilising the spatiality of the existing elevated DLR line advantageously, improves and creates new usable spaces from previously dead ones. Multi-level, differentiated public spaces are linked, forming secondary public circulation routes over

the DLR line. An increased built volume having direct public access allows for more services for the floating population, to encourage lingering in the area before dispersal, thereby adding value and increasing economic potential. Investment can be sourced through private stakeholders like hotels and commercial / retail establishments, which are likely to benefit from its implementation.

exploring ideas of stitching the urban fabric through horizontal and vertical layering of infrastructure

3.3 Spatial Response

Intensification The implemented building typology embraces multiple spatial uses such as hotels, offices, commercial and residential functions, to intensify the area. The amenities of such a town-centre would service the needs of both floating and existing resident populations, while capitalising on the value adding prospects of the station and airportâ&#x20AC;&#x2122;s proximity. In an attempt to optimise public access to the buildings and simultaneously activate the public realm, the buildings are designed to allow the public spaces to flow into them, rather than to simply run along their periphery. The main axes of movement are linked with voids within the building typology, creating a hierarchical network of open spaces, which in turn links with the larger public realm framework of the Royal Docks. Differentiated plazas serve external users and their neighbourhoodrelated activities as nodes of integration.

Town Centre | 66

Phasing and Stakeholders While initial public funding would be necessary for the new Crossrail station (TFL investment can be offset by the Airport which would stand to directly benefit), having well connected transport services would attract private investors (hotels, retail, and offices) to the area, which in turn can fund the public spaces â&#x20AC;&#x201C; either directly or via the Council as public funding. Public funding would be required for the station plaza, while the pedestrian promenades could be funded privately by investors who stand to benefit directly from them.

A platform of possibilities These urban tests and architectural experiments explore the role of design in integrating various levels of infrastructure and activating a currently underutilized area, along with the opportunities of an airport district or a new town centre on the rest of the Royal Docks and in the context of London as a whole.

Town Centre | 68

Development Area Two

An Industrial Quarter

Our vision for the western Royal Docks is to create an urbanised industrial quarter that enhances the economic productivity of existing heavy and light industries, while creating synergies between live, work and leisure typologies that serve to integrate the urban fabric.

“Industry is Changing, But it’s Not Dead...”

4.1

Urbanising the Industrial Quarter

As a consequence of the post-industrial revolution, industry (particularly heavy) in urban areas has been drastically declining. In London, real estate demands extenuated by the housing shortage crisis have resulted in valuable industrial land being forfeited to residential development. Furthermore, recent amendments to the National Planning Policy Framework have increased the scope of permitted development rights to allow business and light industry use (classified as B1) to be converted into housing (C3). This policy essentially encourages displacement of industry and commercial activity, which could have damaging consequences on a region’s economic productivity.

Industrial Quarter | 72

Network of industry along the Newham Arc of Opportunity, from Stratford to the Royal Docks

We witness this trend in proposed developments such as 9 Elms, where lingering industries are forced to relocate to London’s rural periphery, only to be replaced with generic high-end development that marginally benefits London’s greater affordable housing shortage. However, in London’s eastern region, parcels of lingering industries remain. Newham’s Arc of Opportunity (from Stratford to the Royal Docks), in particular, is home to industrious facilities for services such as recycling, food production and processing, printing and book binding, auto maintenance, etc., proving relevant to local, regional, and international demands. Situated in the crux of this opportunity area, the Royal Docks holds particular significance as one of the largest remaining plots of industrial land in London. Today, the existing industries (mostly relating to the construction industry) are especially relevant to London’s exponentially increasing demands of London’s built environment.

Our proposed strategy for transforming the Royal Dockâ&#x20AC;&#x2122;s industrial region seeks to enhance the existing values of the site, retaining industry (both heavy and light) as the dominant mode of productivity. Additionally, we seek to rectify the current high unemployment rates in the area (approximately 10% of Newhamâ&#x20AC;&#x2122;s working population is unemployed) by introducing a mix of industries and services that provide additional employment opportunities, for locals, with varying skill set requirements. There is potential to provide new venture opportunities, such as light cargo shipping and international business exchange at the newly expanded London City Airport and enhanced logistics along the Thames River. Additionally, by providing a range of amenities and services that supports these industries, there is potential to connect the region both locally and globally. Potential collaborations amongst existing institutions such as Siemens sustainable technology research as well as the arts, engineering, and business programs at University of East London, are explored to link research initiatives with fabrication. Furthermore, utilising ExCel to host international conferences and exhibits relevant to local industries not only expands the network of knowledge and productivity, but attracts investment into the Royal Docks.

Impact of industrial quarter on greater Royal Docks

Extent of development

4.2 Analysing the Context

Context and Drivers The industrial area of the Royal Docks comprises approximately 25% of the region, of which only sixty-two of six hundred fifty hectares is designated as strategic industrial land. Currently, the region contains various heavy manufacturing industries such as aggregate and cement production, sugar refinery, metal fabrication, scrap metal recycling, and architectural coatings. Additionally, it houses light, service oriented industries such as commercial printing and auto maintenance, as well as commercial industries such as training centres and wholesale distribution. These industries play a critical role in sustaining the demands of the region. As the population of London drastically increases to an estimated 11 million by 2050,

Industrial Quarter | 74

the importance of the building construction industry will be in strong demand, especially with the projected development in the Royal Docks. The fragmented land ownership of the site presents significant challenges in deriving a unified strategy for development. The resulting patchwork of vacant and under-utilised land contributes to the negative image often associated with modern-day urban industry. Our proposal seeks to challenge this misconception and to maximise the efficiency of the land by consolidating adjacent industries into clustered zones. In turn, this will free up space to introduce relevant development that will not only urbanise the industrial quarter, but strengthen the productivity of the site.

Opportunities

Constraints

•

Infrastructure acts as a barrier to segregate industry

•

Vast parcels of available industrial land

•

Fragmented, contaminated, and under-utilised land

•

Existing multi- modal infrastructure

•

No transition between housing and industry

•

Lack of amenities (retail, food, lodging)

London Developent Agency (LDA) LDA/ Quintain Capitol and Provident Ballymore Group London Borough of Newham

Land Ownership Diagram

4.2 Analysing the Context

Questioning Newham’s Vision The Mayor’s Vision for the Royal Docks is to “create the capital’s next business district (enterprise zone)”. Upon meeting with the Newham Council, it is apparent there are no set visions for the western industrial area. As a consequence, available industrial land has been sold to private developers, creating piecemeal land ownership patterns. Additionally, protected wharf areas reserved for industrial use, have been negotiated and compromised. A prime example of this is The Royal Wharf development. Currently undergoing phase 1 development (of three), the project converts 38 acres of industrial land into highend, mixed-use housing, displacing several businesses within the Greenshield Industrial Estate and Kierebeck Business Duplex. During our meeting with Newham Council, they have acknowledged the value of the Royal Docks’ staggering industries to provide jobs, generate income, and service the vital needs of the city, yet there has been no pioneering effort to retain these assets in their vision.

Industrial Quarter | 76

1. Proposed modified extend of Royal Wharf Development 2. Rendering of high-end housing units of Royal Wharf 3. Rendering of proposed Royal Wharf Development

Schematic drawings investigating redevelopment strategies

Likewise, we foresee the councilâ&#x20AC;&#x2122;s lack of a strategic vision for this region having a parasitic effect on industry, inevitably forcing it out of the city once again with anonymous private development irrelevant to the history and context of the Royal Docks. The privatised piecemeal development patterns create a clash between high end housing and industry, rather than deriving a transition. While we acknowledge the potential of the Royal Wharf project to bring a stable and more affluent

population to the region, the over-scaled development acts in isolation to the existing context of the Royal Dock. As a response to this massive proposal, our proposal accepts that housing is necessary to create a modern ecology within the region and believe the Royal Wharf development should be limited to the eastern edge of Lyle Park (Phase 1 only), versus consuming approximately 50% of the available industrial land, and not to mention compromising about two-thirds of the protected wharfs. 77

4.3 Spatial Response

Key Strategy The proposal seeks to challenge the Council’s vision by retaining urban industry. Likewise, this response will consider the relationship between the current conflicting land use divisions of industry and housing. Spatial explorations will test the ambitions of the following three key moves: Consolidate existing heavy industries and land use • Spatially rezone land use to cluster zones of relevant existing industries • Introduce a central service road to create a hierarchy of heavy and light industry providing transitions between edges and their context

Key strategy diagram highlighting nodes of major intervention

Industrial Quarter | 78

Intensify the region with mixed-use programmes • Explore hybrid typologies that introduce new complimentary industries and modern amenities that urbanise the region • Investigate potential of hybrid development to create transitions between industry and housing Connect the area on local, regional, and global scale • Develop the West Silvertown DLR stop as a podium that integrates varying levels of infrastructure • Create public realm destinations that link to the greater network within the Royal Docks

Conceptual sketch of spatial strategy to create an urbanised industrial quarter

Proposed dichotomy of heavy and light industries

4.3 Spatial Response

Consolidation The vacant and under-utilised land of the existing industries will be spatially partitioned to create a more efficient and strategic pattern of development. Economically relevant heavy industries (such as those in the building construction industry) will remain towards the central and southern edge of the site, while more mobile light/vacant structures are relocated to the more public edge of the site, adjacent to housing development. The western edge of the site will be retained as a working wharf which can be expanded to perform as a logistics node to service the region. By relocating the service road internally, we can link and create a transition between the dichotomy of heavy industry and lighter industry/commercial services. Additionally, the potential to maximise the efficiency of a typical industrial block is explored through explorations of shared service yards and vertical storage solutions. As a result, this space opens the potential to incorporate additional typologies and public space as a means to break up the existing mass of the industrial fabric.

Consolidation approach, internal service road as transition buffer

Existing condition in typical industrial block Vacant/ Underutilised Work Yard/ Storage Parking Lot Public Realm

Industrial Quarter | 80

Vacant Underutilised

Spatial rezoning of existing heavy industries

4.3 Spatial Response

Case Studies

Westbourne Studios, London

Brooklyn Navy Yard: New Lab, New York

Newham Dockside 1000, London

Several hybrid typologies are analysed to test how they may or may not be able to perform within the industrial quarter. The selection focuses on the trends of a creative class work force as the speculative demographic that would inhabit the hybrid of live-work-leisure spaces created within the modern industrial quarter. Westbourne Studios in West London is an example of a mixedoffice complex that successful integrates with its context, incorporating infrastructure within the architecture. A shared internal common space creates synergies amongst the diverse industries, facilitating a collaborative environment.

Brooklyn Navy Yard in New York City is a relevant example of modern industry used as a catalyst to transform a former industrial area. In particular, the New Lab complex houses an assembly of research, design, and fabrication initiatives based on the modern makerâ&#x20AC;&#x2122;s movement. A common space nurtures the exchange of creativity amongst its diverse users. As part of a larger development, the NewLab provides work opportunities whilst adjacent commercial, retail, and public realm development cohesively create a network to sustain continued investment for regeneration of the area.

In 2010, Newham Council opened their newly renovated office complex, Newham Dockside Building 1000, North of London City Airport. Throughout the years, the complex has remained vastly vacant, consequently costing taxpayers a great deal to sustain. Upon our visit to the complex, the failures of the development were obvious. Although located within steps from a DLR stop, access to the complex is limited solely to this mode of transport. Additionally, there are no adjacent amenities within walking or close driving proximity to the site, forcing patrons to travel extensively from their location for basic services such as food and retail.

Industrial Quarter | 82

Intensification By consolidating the existing industries, the efficiency of the site as well as remaining industries will be maximised, freeing up large parcels of valuable industrial land for redevelopment. The infill development will modernise the industrial area with a mix of twenty-first century industries, services, and amenities that will in turn create transitions between the commercial and residential edges of the site. The proposed response focuses on a comparison of the siteâ&#x20AC;&#x2122;s two distinct edge conditions: the more commercialised edge at the northern periphery and the residential edge towards the east (where Royal Wharf is proposed).

Commercial Edge

Heavy Industry Light Industry Commercial Retail Housing Studio Institutional

Proposed zones of mixed-use development infill

Residential Edge

4.3 Spatial Response

Hybrid Typologies The approach to deriving hybrid typologies to test in the industrial quarter was initiated by surveying existing industries and services within the region as well as within the Newham Arc of Opportunity. Relationships that would compete yet compliment the league of industry from Royal Docks as far north as Cambridge were considered as part of the strategy, focusing on the potential of prospective typologies to enhance the productivity of the heavy construction industry unique to Royal Docks. How can we spatially and programmatically combine the knowledge-based influences from Cambridge, University of East London, and Siemens with creativity influences from Stratford, and the industries in a strategy that specific to the Royal Docks?

Industrial Quarter | 84

1. Process sketches derriving synergies amongst drivers and industry 2. Potential hybrid typology prototypes 3. Translating prototypes into architectural responses

4.3 Spatial Response

Intensification at Commercial Edge Testing the ability of hybrid typologies to promote synergies amongst industries both within and between structures, we selected a location at the northwest edge of the site adjacent to Siemens Crystal. One option explored the potential to realise Siemens staggering ambitions to become â&#x20AC;&#x153;the world centre for researching and designing sustainable cities of the futureâ&#x20AC;?. By creating hybrid typologies related to the sustainable design and construction industry, the knowledge, design, and fabrication influences of the region can be integrated. Linking hybrid functions such as of design/make, training/ exhibition, and office/research, around a shared work yard facilitates collaboration and encourages creativity amongst the units. Cohesively, these functions flourish as a network, establishing an active node that strengthens existing resources within the region.

Industrial Quarter | 86

1 Sustainable Technology Research Campus 2 Siemens Training Centre 3 Exhibits 4 Material Storage Facility

5 Shared Work Yard 6 Prototype Workshop 7 Researcher Housing Facility

Intensification at Residential Edge Additionally, the proposal tests the ability of hybrid typologies to create a transition between heavy industry and housing in the region, returning to nineteenth century ideologies of living with industry. The region at Lyle Park, where the proposed Royal Wharf development is underway, is selected to serve as a venue where potential synergies could emerge between the living and working dynamic. Hybrid typologies including light industrial services, commercial, and retail amenities were positioned along the perimeter of the park to encourage interaction amongst workers and residents. This method successfully creates a gradual transition from heavy industry to residential, rather than a barrier.

Lyle Park, activated by mixed-use development, provides a platform for potential synergies to emerge between industry and residential

Section through mixed=use development of industrial quarter (left), through Lyle Park, and Royal Wharf (right)

1. Photo of current West Silvertown DLR stop and sketch of proposed redevelopment strategy 2. Photo of current road along north end of industrial region along the A201 flylover and sketch of proposed redevelopment strategy Industrial Quarter | 88

4.3 Spatial Response

Connection By integrating the existing infrastructure as part of the development and using public realm as a link to nodes of interest, the possibility of opening up the quarter to the greater context of the Royal Docks is explored. The approach addresses two main issues created by the current infrastructure: the A20 flyover as a barrier that disconnects the industrial area from the greater West Silvertown/ Britannia Village, and the West Silvertown DLR stopâ&#x20AC;&#x2122;s isolation and lack of connectivity to adjacent development. Public Realm Network

West Silvertown DLR Stop

Proposed public realm connectivity within the industrial quarter

4.3 Spatial Response

Connecting Through Public Realm One of the main barriers segregating the industrial area is the A2010 which ramps up parallel to the site. The Silvertown “beach” adjacent to Siemens has potential to become a major public realm destination where Stratford’s recreational trail, the “Fatwalk”, terminates. By creating a pedestrian passage through the underside of the ramp and creating pockets of public realm within the industrial quarter, nodes of activity are linked through a pedestrian promenade that runs along the former (now centrally relocated) industrial service road. This path will extend from the Silvertown “beach” and terminate at the West Silvertown DLR stop north of Lyle Park. Amenities such as food, retail, and light services options will active the path, drawing patrons to and from the adjacent neighbourhood, through the industrial quarter, and connect the to the former isolated DLR stop.

Industrial Quarter | 90

Proposed public realm destination connecting to Silvertown “beach”

Section through public realm and pedestrian passage through A201 flyover, connecting to Silvertown “beach”

Integrating Infrastructure Currently serving as an elevated and isolated structure, design tactics to integrate the West Silvertown DLR stop into the proposed development are investigated. The concept of a podium is tested as a means to transition between the elevated DLR platform and street level access. By integrating a mix of public space, commercial, and retail program at the elevated level, an activated destination at the DLR stop is achieved. The proposed design explores how visitors would perceive the industrial zone from an elevated perspective, creating a unique multi-scalar journey into the region with framed vignettes of industry merged with commercial activity. A series of interwoven ramps convey visitors from the podium, through adjacent mixed-use development at street level, leading into Lyle Park and the adjacent Royal Wharf housing development.

Proposed mixed-use development platform at West Silvertown DLR stop

Section through West Silvertown DLR stop podium development, linking to the residential development at Royal Wharf 91

4.3 Spatial Response

Additional Explorations Reflecting on the initial design for the West Silvertown DLR stop, the massing of the podium was too heavy and did not effectively respond to the adjacent industry. A proposed addition to the DLR stop would respond to the vernacular of the adjacent cement plant, paying homage to the neighbouring industries. A light grid structure, derived from the mechanics of the cement plant’s assemblage, creates a multilevel platform of modular pods containing commercial, retail, and light industrial use. In essence, the complex performs as an open plaza which serves as the anchoring destination of the pedestrian promenade introduced along the northern edge of the site connecting to Silvertown’s “beach”. The addition to the podium design creates a more fluent transition from the DLR stop into the industrial quarter, responding more effectively to the scale of the surrounding urban fabric. Furthermore, the flexible nature of the design allows for easy reconfiguration as well as temporary use. This opens the opportunity of the DLR stop to expand its potential, creating opportunities such as local exhibits showcasing industry, lunch break amenities for local workers and visitors, and retail options for residents. Industrial Quarter | 92

Perspective of potential architectural response to West Silvertown DLR stop addition

Section through addition to podium, integrating levels of infrastructure and public realm with pods of commercial and retail activity

Aerial view of podium addition at West Silvertown DLR stop

4.3 Spatial Response Connection

Phasing and Stakeholders By consolidating existing industries, intensifying the program of the site, and connecting the area to the greater Royal Docks through the integration of infrastructure and linked nodes of public realm, an urbanised industrial quarter is achieved.

Intensification

Consolidation

Industrial Quarter | 94

A mix of public and private investment will be necessary to successfully implement redevelopment of the industrial region. An initial investment on behalf of the public sector is critical to establishing a gateway of connectivity into the region at the DLR podium, eventually extending the pedestrian promenade north to connect the adjacent Silvertown neighbourhood at the â&#x20AC;&#x153;beachâ&#x20AC;?. Additionally, private and public-private partnerships are critical to establishing the anchoring hybrid commercial edge. Once these two critical endpoints are established, the infill development between will rely heavily on private investment.

Phase 2

Phase 1

Public Investment Private Investment Public-Private Partnership

Existing Stakeholders

Proposed Stakeholders

The magnitude and dynamics of the hybrid industrial quarter leave much to be explored, from strategic moves to architectural investigations that detail the townscape. It leaves the lingering question of what will be the push to motivate cities, especially exponentially growing cities such as London, to realise the unique value in resuscitating urban industry over replacing industrial land with homogeneous market-driven developments. How could these hybrid developments facilitate policies to provide job training opportunities for local residents?

Industrial Quarter | 96

Development Area Three

Albert Island

Our ambition is to build upon surrounding facilities to create an urbanised hub of mixed-use activities, by introducing new economies related to the knowledge sector and marine servicing facilities.

5.1

Activating Albert Island

The vision for Albert Island is to transform the region into a node of attraction by introducing a platform of hybrid programs that activate the un-exploited island, create links and enhance connectivity through infrastructure within the Royal Docks. By proposing development that integrates landscape and architectural responses within the topographical constraints of the site, a diverse urban hub will be achieved. The potential of Albert Island to become a destination point in the Royal Docks is explored with the ambition of attracting a significant external population, alleviating the current low density issues.

2 Albert Island | 100

The strategy for developing the island operates on various scales to urbanise existing conditions by improving the quality of working environments, introducing leisure activities, and facilitating connectivity to surrounding neighbourhoods. This proposal seeks to enhance productivity and strengthen the economy of the region. Albert Island has the potentially to complete the loop of activities within the Royal Docks, adding an active destination between educational institutions, business services and surrounding communities. By capitalising on the access to water as a main driver and introducing mixed-use program to the site, we expand the Councilâ&#x20AC;&#x2122;s vision to realise the potential of Albert Island as solely as a centre for marine vessel servicing.

1. Impact of Albert Island as an active region of the Royal Docks 2. Extent of development in Albert Island

Key drivers influencing proposed redevelopment in Albert Island

101

5.2 Analysing the Context

Context and Drivers Albert Island is currently an underdeveloped piece of land with immense potential at the eastern end of the Royal Docks. It shares borders with drivers such as the University of East London and Royal Albert Basin to the north and the North Woolwich community to the south. The inner edge of the island borders the Royal Albert Docks while the outer edge borders the Thames River, providing a platform for varied water related leisure and transport opportunities. The island at present lacks basic services and intensity of programme. In addition to large parcels of vacant land

Albert Island | 102

owned by the Council, the island currently houses a privately owned marina, construction training centre, and recreational BMX bike riding course. New residential and business developments continue to be proposed as introverted projects resulting in further fragmentation. The island sits directly opposite of London City Airportâ&#x20AC;&#x2122;s runway, resulting in building height and land-use restrictions on a majority of the site. The unique conditions of Albert Island provide opportunities to explore the possibilities of the duality in function of the island, having both an operative edge and a soft, leisure edge to create a destination where people visit, work, and learn.

Questioning Newham’s Decisions The council’s vision for Albert Island is to create a new centre for marine excellence that provides services to leisure and working crafts. The Mayor is working with RoDMA (the management authority for the Royal Docks water) to examine options that can bring new productivity to the water. As suggested by the council, there is an ongoing proposal to create a marine servicing facility that activates the island and explores the potential of servicing as a new ecology in the area.

We agree with Newham’s vision and incorporate the boat servicing facility as an ecology that utilises the use of water and introduces economic activity to the area. The intensity of the programme is further enhanced by knowledge and research economies attracted from the surrounding institutional facilities. The ‘island’ provides a platform of possibilities to bring in a variety of waterrelated activities along with the opportunity of creating a central node to regenerate the eastern end of Royal Docks.

Rendering showing opportunity areas for development in Albert Island as a boat servicing facility, per the Royal Docks Enterprise Zone

103

Albert Island | 104

Opportunities

Constraints

• • • •

Availability of large undeveloped land Waterfront with prime access to Thames River Proximity to University of East London, future ABP business complex, adjacent neighbourhood Low land values

Disconnection from the greater Royal Docks Fragmented, low density/intensity development Under-utilised waterfront Adjacent Airport building height restrictions

5.3 Spatial Response

Key Strategy To capitalise on the unused potential of the island and transform it from a vast, vacant and disconnected piece of land into a vibrant mix of urban activities, key strategies are tested on both an architectural and urban design scale to address the following ambitions: Edge treatment Activate the inner docks and Thames waterfront edge by introducing water related actives and facilities for transport, recreation, and marine vessel servicing Intensify Explore the potential impact of proposed mixed-use programmes to respond to adjacent drivers, such as UEL and the ABP business complex Connect Introducing a secondary pedestrian network linking the neighbourhood and UEL to the island, creating links between the inner and outer edge of the island Strategic diagram highlighting key moves

105

5.3 Spatial Response

Edge Dichotomy A dichotomy of hard and soft edge conditions are tested as a spatial response to the building height restrictions imposed by the adjacent London City Airport. A height gradation is formed by the landscape starting on the western, soft, edge of the island (closest to the airport), steadily increasing towards the eastern hard edge, at a height up to six stories. In effect, the landscape creates a continuous surface, encompassing the building structures along the eastern hard edge. The building programme is broken into strips of varying heights, creating an undulating topography. This natural public space provides a unique urban amenity for recreation and leisure, whilst the mixed-use programme attracts a diverse population to the island.

Soft landscaped edge at west end of site transforms to hard working edge at east

Albert Island | 106

Hard edge exploration, mixed-use programme integrated with landscape

Hard edge exploration, engaging the waterfront edge via aquatic based activities and services

Soft edge exploration, merging landscape at the waterâ&#x20AC;&#x2122;s edge

107

5.3 Spatial Response

Intensification Adding to the proposed marine and boat servicing economy of the island, introducing hybrid typologies that relate to the surrounding institutions, neighbourhoods and businesses transforms the island into an active urban centre. The island could be the future destination for start ups, studios, training centres and offices, creating the possibility to facilitate synergies amongst users such UELâ&#x20AC;&#x2122;s entrepreneurship programme and ABP or boat servicing training to generate local employment. We capitalise on the value of the waterfront to create an active public realm that supports retail and commercial development.

Existing Neighbourhood

The upgraded conditions of island will have the potential to generate local job opportunities and attract economic investment through water recreation and marine vessel servicing economies.

Retail Community Centre Education Training Office Incubators Leisure Boat Services Implementation of hybrid programme into linear typologies

Albert Island | 108

Explorations through diverse edge conditions

Longitudinal section through Albert Island development 109

5.3 Spatial Response

Connection Our proposal explores ways in which breaking the islandâ&#x20AC;&#x2122;s monotonous, large surface can establish new patterns of connectivity internally as well as to adjacent development. The proposed concept integrates a series of linear buildings through connecting passages on varied levels, allowing the filtration of people to form a unified public realm network. Architectural explorations envision spatial experiences that facilitate synergies between inhabitants visiting and working on the island.

Proposed Internal network of connectivity within linear typologies; external aquatic, recreational, and motorway connectivity

Latitudinal section through proposed typologies Albert Island | 110

1. Rendering of potential hard (working) edge 2. Rendering of potential soft (landscaped) edge 3. Perspective of interstitial space between linear structures 4. Integrating architecture and landscape 111

Edge Dichotomy

5.3 Spatial Response

Phasing and Stakeholders

Intensification

Connection

Active Albert Island Albert Island | 112

By implementing key moves of edge development, enhancing connections and introducing diverse programmes, a coherent spatial strategy can be generated for the redevelopment of Albert Island, thereby attracting various stakeholders to invest in the area. Is the Councilâ&#x20AC;&#x2122;s vision for the island too limiting? In order for the proposed long-term vision for the region to be achieved, the current pattern of investment in the area needs to be reformed from a completely Council-owned plot of land to a mix of investments, involving local and regional stakeholders. Public investment in the marina, improved infrastructure and low land values could potentially attract private investment, leading to a balanced development strategy that enhances the urban vitality of the region.

Phase 2

Phase 1

Public Investment Private Investment Public-Private Partnership

Existing Stakeholders

Proposed Stakeholders 113

Can Albert Island be a crucial entry point into the Royal Docks through new water transport links that enhance accessibility to the Royal Docks? What impact will the proposed marine servicing ecology have on London? Could these impacts extend as far east as the Thames Estuary?

Albert Island | 114

115

A Unique Urbanity

Given the opportunities and constraints of the Royal Docks, our aim is to create a unique urbanity through the distribution of points of intensity influenced by existing conditions and economies. This strategy creates a journey through the site that unlocks the potentials of synergies and presents a variety of activities that can perform in a coherent manner, utilizing infrastructure and addressing the larger regional context.

6.1 Summary

Overall Spatial Strategy While current issues and restrictions are seen as opportunities for further regeneration, the specificity of each development area demands particular interventions at multiple scales, ranging from architectural to urban. Therefore, our spatial strategy aims at enhancing the unique conditions of each area, allowing flexibility and adaptability over time. The three development areas being addressed share key moves that aim to improve the condition of edges, integrate current infrastructure, enhance mobility systems across the site, and improve public realm to attract a variety of stakeholders.

Stitching the urban fabric

Performing at both micro and macro scales, a network of town centres has the potential to transform the Royal Docks as a whole. Since the success of the development is determined by its inability to define its boundaries, and unlike the trending â&#x20AC;&#x2DC;introverted masterplansâ&#x20AC;&#x2122;, the creation of points of intensity instigates a growing urban environment that is not limited to a distinct territory.

Conclusion | 118

Envisioning a coherent design strategy that considers developing edges and public realm

The forthcoming challenges of the Royal Docks question the impact of future growth within the region. How will expansion of the Royal Docks impact eastern London, and how will it contribute to the larger regional framework of Cambridge-Thames Corridor?

Overall Spatial Strategy 119

6.1 Summary

A Network of Ecologies Development of the three main ecologies will have a catalytic effect within the Royal Docks, strengthening internal connectivity loops and in turn activating sequential development within the interstitial spaces. Furthermore, it will lead to a transformation in the population and upgrading of the urban fabric. In time, this foreseen long-term development process will produce a highly productive piece of the city. We attempt to present a purposeful alternative approach that holds the potential to effectively enhance the character of the Royal Docks, attracting interest from new users and stakeholders that will generate greater economic investment within the region.

Conclusion | 120

The relationship of the ecologies to infrastructure

Areas of productive ecologies and potentials of town centres

121

6.1 Summary

Phasing and Implementation An analysis of the existing conditions of each development area revealed their distinctive dominating patterns of productivity, or in some cases lack thereof. Our proposal enhances the existing heavy and light industrial services unique to the industrial quarter, builds on existing infrastructure near Connaught Bridge to generate economic investment through a mixed-use town centre, and introduces a knowledge based and marine servicing facility in the former underutilised Albert Island. This diversity in ecologies responds to the scale of the site and its distinct challenges and opportunities, providing a platform of various economic activities. In our attempt to enable synergies to occur across the diverse disciplines, as well as to integrate them with local communities and existing facilities, it is critical to consider a political strategy for potential stakeholders which could contribute to the development process. Through a chronological strategy, the transformation is introduced through phasing of public, private and mixedpartnership investments. This encourages a balanced process of regeneration which stands out from the current development trends in London that favour profitdriven market development. Conclusion | 122

Phasing and Stakeholders 123

6.1 Summary

Connecting the Loops As a strategy that operates on the scale of the Royal Docks, we aim to apply our approach by generating nodes of economic activity, spatially addressing infrastructural challenges, regionally and locally connecting the Royal Docks through multi-modal transport and public realm, and activating edges through spatial considerations and intensified programs to create a vibrant urban fabric. Based on the explorations put forth in our proposal, we believe by creating a network of concentrated and reinforced centres of activity, the Royal Docks can transition to a productive region where people will want to live, work, and play.

Conclusion | 124

125

Conclusion | 126

6.2

Conclusion

We explored platforms of possibilities in key areas that can instigate the transformation of current fragmented and introverted neighbourhoods to become centralities of urban growth, through productive ecologies. Can the regeneration of the Royal Docks influence further developments along Thames Gateway? Furthermore, could this proposed model for development start to challenge the current development trends in London, favouring the enhancement of existing urban character to realize its full potential, versus the tabula rasa marketdriven approach?

127

References accessed on May 2015 Ballymore, 2015. Royal Wharf, London, UK. [Online] Available at: http://www.ballymoregroup.com/

London Development Agency, 2010. Royal Docks Heritage Reports. [Online] Available at: https://www.london.gov.uk/

British Marine Federation, 2015. Launch of Albert Island development opportunity. [Online] Available at: http://britishmarine.co.uk/

London Legacy Development Corporation, 2014. Local Plan 2015-2031. [Online] Available at: https://queenelizabetholympicpark.co.uk/

Datashine Census, 2015. Royal Docks, Newham, London. [Online] Available at: http://datashine.org.uk/

London Legacy Development Corporation, 2015. Queen Elizabeth Olypic Park. [Online] Available at: http://queenelizabetholympicpark.co.uk/

Development Planning Unit - The Bartlett, UCL, 2013. Anchoring the Neighbourhood: North Woolwich Development Brief. [Online] Available at: https://www.bartlett.ucl.ac.uk/

Newham Council, 2012. Legacy of the 2012 Games. [Online] Available at: http://www.newham.gov.uk/

Ferm, J. & Jones, E., 2015. London’s Industrial Land: Cause for Concern?, London: Bartlett School of Planning, University College London. Fletcher Priest Architects, 2015. Silvertown Redevelopment. [Online] Available at: http://www.fletcherpriest.com/

Newham London, Mayor of London, 2015. The Royal Docks. [Online] Available at: http://www.royaldocks.london/ Newham London, 2012. Newham’s Legacy Story. [Online] Available at: http://www.newham.gov.uk/

Greater London Authority, 2011. Royal Docks: Parameters for Development. [Online] Available at: https://www.london.gov.uk/

Offshore Wind, 2015. GLAP Seeks Partner for Albert Island Redevelopment. [Online] Available at: http://www.offshorewind.biz/

Greater London Authority, 2011. Royal Docks: Spatial Principles. [Online] Available at: https://www.london.gov.uk/

Perrin, W., 2014. Kings Cross Square – a map of who is responsible for what. [Online] Available at: http://kingscrossenvironment.com/

Greater London Authority, 2011. The London Plan. [Online] Available at: http://www.london.gov.uk/

Southwark Council, 2014. Elephant and Castle. [Online] Available at: http://www.southwark.gov.uk/

Lendlease, 2015. Elephant & Castle Regeneration. [Online] Available at: http://www.elephantandcastle-lendlease.com/

Southwark Council, 2014. Elephant and Castle Executive Report. [Online] Available at: http://www.southwark.gov.uk/

London City Airport, 2013. Transforming East London Together. [Online] Available at: http://www.londoncityairport.com/

Transport for London, 2015. Crossrail - South-east Section. [Online] Available at: http://www.crossrail.co.uk/