J_Kaitler_ADR_CONCISE

terrain station

lan ds ca pe

project

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1

Rewind

During the course of my research, about landscape. there has been a major shift in my This year in itself h approach to my design work and he following document attempts to give an overview of of a transport network that was developed in the 1800’s and my process through the semester. (Putting together a responded to a completely different set of urban change conditions; this revision of inmy ADR comes atover the trains andsignificant document at this stage the process does feel slightly Decking burying them ala Federation Square, awkward. Which isn’t to suggest that breaks occur naturally in a is not enough in my opinion. practice because I’ project, but I do feel as if my work has been stopped in the midst So, it I’ve is with that in mind that I began to look at ways of a particularly interesting point. of something.) rationalising a system, which in my opinion, could function study after working I began this semester somewhat obsessed with the train better. I have found enough evidence that supports my position spent ofis the half system, much for which my site the centresecond piece. For whatever and I of have the moved away from looking to provide statistical or reason, I seem to have an increasing obsession with increasing empirical evidence and onto speculating what the implications Local Governme efficiency, (or is it minimising redundancy?). Being a long time of that may mean for thisin project. year reviewing not only work to (suffering) public transport user in Melbourne, this ismy probably The idea of the edge, which I will admit is still somewhat something that in the context of this project has been building Designer cum Proje under developed and unresolved, came to me quite late in the inside my mind foralso sometime.my processes. date, but semester, and although I haven’t fully rationalised the concept of

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forward

In a sense, I am using my knowledge, (or lack thereof), of the train system (and its short-comings), to bend the brief in my favour.

Essentially by suggesting that the existing network is more than capable of handling the projected increase in the number of required services to fulfil the expected increase in passenger patronage, I am giving myself more of an opportunity to devote land (and funds), to the public realm treatments adjoining the station and the river front.

yet, I still think it is central to my research.

As well as explaining much of what makes this site challenging, describing its position within the context of the city, it is a typological condition I wish to further explore, (and is a consistent theme through my work prior).

As a product of this I’m in the process of re-organising my work, As well as being the centre of the rail network, Flinders which is in turn starting to also Street Station is centred between the CBD, the arts precinct, Southbank, the sporting precinct and the Botanical Gardens. I see this project as an opportunity completely redefine the CBDwhat I regenerate and toreorganise edge, the Yarra River and facilitate a type of new development that cannot occur without consolidations to the remnants think I know about my project and

The current manife research is almost my previous experi discipline of Lands and this year is now

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Contents forward 2 Terrain Station

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about identifying and solidifying 6 project context 8 fed. square east position as a LA, as it is about10 my future metro?

12 has been a understanding where I’ve come from time & space 14 16 in my mode of Network Analysis and how it came to be.

Services Frequency, Platform Distro.

18 ’m returning to efficiency through optimisation 20 broader implications 22 g 3 years fulltimenew 24 config.

24 ent as an Urban platform layered network 26 shift 28 ect Manager. the edge typologies 30 Flinders Street Station Design Comp: 2

dissolving the block

the block estation of my dissolving dissolving the block the antithesis ofcontinuing existing path trajectories +9m iences within theRendered Concept Plan context plan scape Architecture, Sectional Elevation (a-a) sections b - f w as much project b

32 34 36 38 46 48 50 52 54 60

This version of my ADR is a layering of two documents. The underlying version is my ADR as it was at the midpoint of my research. The top layer is the current machination which has developed as much as a reaction to the original as it is about exploring a new modes of practice.

ABSTRACT

Terrein* Station

introduction

Operating inside the loop

Q. As a Landscape Architect, how can I alter the hierarchies of Flinders Street Station, remaking it as a more responsive and pedestrian orientated precinct without adversely affecting its operation as a major transit hub?

The aim of my research is to use the Flinders Street Station Redesign Competition as a catalyst to develop a greater understanding of myself as a designer and to explore the potentials for the station, when considered as

‘landscape’.

My way of seeing and m of my knowledge and ex Within the scope of my r to be more knowing abo process driven, I have tri externalise my methodo / dogma, (my political b philosophies). Being exp and my doctrines / dogm interpretation and devel

My design work is largel drawing and responds to project principles. The pr to the Competition brief, underlying beliefs and va

* terrain is a derivative of the French ‘terrein’, which in turn was adapted from vulgar Latin.

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making is a product xperience of things. research is the desire out my practice. Being ied very hard to ology and my doctrines beliefs, my values, my plicit about my methods ma, opens them to lopment.

ly produced through o a series of evolving rinciples relate directly , but also to my alues.

5 Indexing my design work within this matrix, it is then used to evidence and or interrogate the principles in whichTerrain they respond, the Station methodology underlying the project work, my edge as the most important typological construction ofonsidering Landscape and my edges doctrines condition of site, how can I permeate that create / separation a andfeedback disconnection? Looking at dogma. ThisFlinders creates loopspecifically through Street Station and its extent, how can I dissolve the edges that define the station and its surrounding context?and my design process that is self-referential edge is defined as a line or border at which a region reflexive. An terminates; the outside limit of an object or surface, or a place

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our part farthest away from the centre of something.

Through theDespite course of my years’ work, there its central location, Flinders Street Station is located on edge. The site on which it is situated is on the outer has been a the two-way dialogue between myfringe of Hoddle’s grid, straddling the ten metropolitan passenger design workrailway andlinesmy Theby the two have that abstract. it services and bound northern bank of the Yarra. There is a complex nexus of physical and virtual changed and shaped the other and edges that define the site and negotiating thesemost edges is aof key to revitalizing the station. my work has evolved on shifting ground. The focus for the remaining weeks is to continue to build resolution in my design work through iteration and to further develop and document my process of design.

Services Frequency and Platform distribution for Flinders Street between 8-9am, weekdays

research structure abstract

Flinders Street Station Design Comp: 2

FLINDERS STREET STATION DESIGN COMPETITION

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he one constant through my research this semester, has been my site. As well as being on the fringe of the CBD, the nature of the station itself offers a unique set of conditions to rationalise.

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SITE ‘C’ BANANA ALLEY VAULTS 7,100m2

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QUEENSBRIDGE ST

I N D I C AT I V E S C H E D U L E

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Description

Objective

Administration Building East Concourse Platforms

Restore & Internal Re-Configure & Im Restore & Improve

SITE MAP

T ANS SW T

S ON

S AVE GR DE

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FEDERATION SQUARE

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PLATFORMS 11,200m2

EAST CONCOURSE 5,300m2

SITE ‘A’ WEST CONCOURSE 7,900m2 SITE ‘B’ MILK DOCK 12,100m2

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YARRA RIVER

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YARRA RIVER

‘COAT H A PEDESTR NGER’ IAN BRID GE

ES

NC

PRI

Refurb. mprove e

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EXTENT OF KEY INTERFACES EXTENT OF STATION PRECINCT

Site Area 3,200m2 5,300m2 11,200m2

Description

Objective

Site ‘A’ (West Concourse) Site ‘B’ (Milk Dock) Site ‘C’ (Banana Alley Vaults) Total

New Development New Development New Development

Services Frequency and Platform distribution for Flinders Street between 8-9am, weekdays

Site Area 7,900m2 12,100m2 7,100m2 46,800m2

SCALE 1:3000

research structure

future context

The above refers to my desire to re-evaluate my work and use it as a catalyst for self reflection beyond the scope of this project. What follows, are a4  |series of diagrams trying to explain this further.

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Services Frequency and Platform distribution for Flinders Street between 8-9am, weekdays

research structure

future context

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n 2010, the Victorian State Govenment announced funding for a proposed metro-style rail line. The line, beginning at South Kensington would go via Melbourne University and the Domain interchange to South Yarra.

Dynon R

d

When constructed, the line will effectively connect South Yarra and Footcray Stations directly to the CBD and to Melbourne Univesity.

Footscr

ay Rd

Strategically, this would significantly ease pressure on the St Kilda Rd tram corridor and also reduce the amount of passengers travel on rail services through the loop.

CITYL

INK

I firmly believe that any enhancements or improvements to Flinders Street Station should concentrate on incorporating the proposed metro into the station.

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Victoria S

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King St

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Domain

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Toorak Punt Rd

Services Frequency and Platform distribution for Flinders Street between 8-9am, weekdays

d

lda R

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Comme

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research structure

doctrine / dogma personal principles (META / Universal)

time & space sharing / colaborate

values

open / flexible

emergence adaptation

hybrid

potential

honesty / integrity

materiality

logic

balance philosophy

minimalism

economy subtly order

holistic

inclusive

artifical (exclusive)

green

politics

freedom choice hierarchy

democracy

conflict / exchang interaction / juxtapo negotiation

This diagram is the latest in a series that I’ve tried to be universal i attempts to understand the relationship between understand how I work a my project, my interests within the domain but also to interrogate an 10  | of landscape architecture and my doctrines / understanding of landsca dogma’s more broadly.function and beliefs through this utility bricp

13 x

landscape

z

practice y t

relative to the discourse (global)

project principles (regional)

process

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This image is attempting to describe the frequency and distribution of services arriving at Flinders Street during the morning peak. The data shows that there is an imbalance in the way each of the platfroms operate, (in that some platforms / order / This nonare being heavily utilised, structure in comparision to others). uniform distribution reveals severalsystem periods of redundancy and under-utilisation. Given that capacity is an important aspect of any mass transit system, it can be affirmed from redundancy / these studies that there is indeed, existing capacity within the current system efficiency for vast expansion.

histories time

culture people

ge / osition /

movement occupation

cities

place experience

edge / threshold intersection At this particular stage of the process I was very much interested in trying to think / act in both time and space simultaneously.

Drawing and representation at this point was quite difficult, and so I began to look at traditional ways of drawing / representing 4-Dimesional objects.

in scope to better Thus, the project work is informed by this overat the project level, arching logic, but in turn becomes a method for nd develop my critique and questioning of that logic; creating a Temporal / Spatial distribution of at Flinders Street and reflexive. ape and my core values process that isservices selfarriving informing between 8 - 9am, weekdays process. colage engagement integration

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21 | 20

tfo

tfo

ser vic es / p k la

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- s er vic e s / p la

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AM

My initial interest and framing of my project reflected a desire to consider the implications of site within this broader system and in order to do so, I began my investigation by analysing the train and passenger data.

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rm

ak

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n many respects; this is where my project began. Although Flinders Street Station is a definate site unto itself, it is also part of a much larger system or network.

4|6

pe

network analysis

NME

(to reconsi 11 | 18

43 K

SSS

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12  |

FGS

WIP

15

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1K services / day Platforms

1400

76 K

10K Boardings

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21 | 20

0

48 K

be idered) 36 K

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MCE

10 | 10

PAR

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85 K

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9 | 13

FSS

The above infographic shows the total passenger and services for an average weekday for each of the inner city stations, and peak hour services per platform.

RMD

externalising station function

services frequency, platform distro.

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Juxtaposed with platform 14 which doesn’t serve a single train for the entire morning peak and platform 11 which accomodates only 1.

There is also a noticable imbalance in the frequency of services across the platforms. What this means in real terms is that on some platforms there is almost no temporal head room; (platform 4 accomodates 14 services for the hour).

The point being that the competition brief is suggesting that there is a need for more infrastructure in order to increase the system capacity; although the current data would suggest that there is significant headroom to expand. Especially When you consider the stations in the city loop, average over 15 services per platform, per hour and two of the four platforms

his graph shows the frequency of individual services during the morning and the platform at which the service arrivies. There does not seem to be any over-arching logic, correlation or pattern predermining the platform of arriving trains.

accomodate over 24 services per hour!

On top of that, the busiest stations from around the world have platforms that handle near 60 services per hour.

If Flinders Street Station could handle half that on 6 platforms, the station capacity would still increase from 109 currently to 180; or 165%.

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3

DESC

The four drawings all relate. The first talks about opening the station up; as it stands the station is walled and contained.

connecting tram to train to metro

efficiency through optimisation

seating rotated 90o

transverse seating layout

longitudinal seating layout

seats

528

372

-30%

standing

266

748

281%

design cap.

794

1120

141%

crush load

1500

3105*

207%

per 6 cars

*crush load in Japan is 14-16 per m2 which equates to more than 3330 people per 6 car service 15  |

19 0.1ha

0.7ha

1.6ha

2.7ha

consolidate infrastructure (4 x metro lines; 2 x regional)

2ha

1.6ha 1.1ha

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urther to the previous analysis, the current carrage layout is also particularly inefficient. Optimising the carrage layout could also yield significant increases to the carrying capacity of the network. Adopting a longitudinal seating layout, as opposed to the transverse seating that the trains currently use, would increase the passenger capacity by over 200%.

Coupled with improvements to the service handling suggested earlier, the current system could accomodate well over 330% of the current passenger levels through systemic optimisations,

Services Frequency and Platform distribution for Flinders Street between 8-9am, weekdays

remove redundant infrastructure

(and this is not including the efficiencies that the new metro line will provide, either). My project from this point moved beyond the rationalisation of the train system and re-focused on the station.

river edge These four drawings start to key in some of the principles in my process broader diagrams. I implications spent much of the first half of this year looking at the train system and how it operates with respect to Flinders Street Station.

Fl CB in D de S rs ou St th re / et

From that, I was able to make a case that contray to the brief, additional land area was not required to increase the capacity of the station to handle future demand. The counter argument centres around the point that the station is incredibly inefficient with respect to train through put per platform compared to other stations in the network, (as well as to WBP), and that the carriage configurations also severely limit the system carrying capacity.

Through these systematic changes, the station footprint can be reduced.

The redundant station land along the Yarra could then be incorporated into the pedestrian realm.

For me, this is a significant gesture, because it begins to re-organise the site hierarchy. Over the years, the Yarra edge of the station has also 17 | been treated as ‘back of house’; one of the significant moves I’m making is to re-appropriate the river edge as a key public space along what is perhaps the most important parts of the river in

D om ai n

21

Services Frequency and Platform distribution for Flinders Street between 8-9am, weekdays

development as a bridging device

the

I

n many respects; this is where my project began.

Although Flinders Street Station is a definate site unto itself, it is also part of a much larger system or network.

My initial interest and framing of my project reflected a desire to consider the implications of site within this broader

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Services Frequency and Platform distribution for Flinders Street between 8-9am, weekdays

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river edge

layering flows O

ne of the complications of site is enabling flows across site that operate at conflicting speeds and scales.

TEXT

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25

1 NAB Docklands, Bligh Voller Nield 2 layered flows

zones

the edge

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27 O

ne of the complications of this site is managing transport infrastructure whilst also providing pedestrian connections that cross (and conflict with) the train system it supports.

It was at this point that the notion or concept of ‘edge’ became central to my research. Flinders Street Station has a very interesting and challenging edge condition, and retrospectively; that was one of the attractions to taking on this project as a laboritory for testing my ideas.

TEXT

Services Frequency and Platform distribution for Flinders Street between 8-9am, weekdays

water’s edge speculations 27 |

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the shift This set of diagrams attempts to show the shift in my practice during semester.

I had, until this point, been focused on the broader train network and Flinders Street Stations relationship to that. I tried to re-orientate myself and start looking in at Flinders Street Station as part of its immediate context; and wanting specifically to draw that context into the site as part of my design response.

Using ‘edge’ as a way of understanding site, I developed a set of design principles that guided my design work from this point forward.

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Services Frequency and Platform distribution for Flinders Street between 8-9am, weekdays

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station / river edge speculations

edge typologies and topologies 31 |

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dges, as both a concept and a condition has become a central idea in my work thus far. The river edge in particuplar has been a constant through my investigations on site.

20m

As well as framing the site, the Yarra River has an important contextual relationship to the city and I believe is one of the key pedestrian spaces that defines the northern bank, (upon which Flinders Street Station is located).

Materially and spatially, the edge treatment of the river bank through the CBD is highly varied and irregular. One of my first investigations of this condition is drawn here.

10m

Proposed 50m

100+ m

Redundancy Efficiency Capacity Frequency

pedestrian flows

dissolving the block

I

n many respects; this is where my project began.

Although Flinders Street Station is a definate site unto itself, it is also part of a much larger system or network.

My initial interest and framing of my project reflected a desire to consider the implications of site within this broader

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future

Services Frequency and Platform distribution for Flinders Street between 8-9am, weekdays

existing

100K (according to MCC ped. count data)

Flinders Street cross sectional speculations

existng dissolving the block

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other CBD types

2way, seperated cycle

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Services Frequency and Platform distribution for Flinders Street between 8-9am, weekdays

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tram to outside

dissolving the block (continued)

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Services Frequency and Platform distribution for Flinders Street between 8-9am, weekdays

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Services Frequency and Platform distribution for Flinders Street between 8-9am, weekdays

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Services Frequency and Platform distribution for Flinders Street between 8-9am, weekdays

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+9m +9m In many respects; this is where my project began. Although Flinders Street Station is a definate site unto itself, it is also part of a much larger system or network.

My initial interest and framing of my project reflected a desire to consider the implications of site within this broader

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Services Frequency and Platform distribution for Flinders Street between 8-9am, weekdays

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Rendered concept plan of the station area

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rendered concept plan

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Redundancy Efficiency

1m

10m

100m

3  Rendered concept plan of the station area

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context plan

Que en St.

Mar ket

Fl i n

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de

St. f

t Ba

aA nan

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ge

Yarra River

Queens Bridge

Sa

nd

rid

ge

Br

id

f

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Flinders St. Station building trees

th Sou

wharf deck

proposed rail alignment

pedestrianised roads

proposed metro alignment

soft scapes

Cambell Arcade

new building envelopes

proposed metro station

ban

k

Deg rav es St.

Eliz abe

b

th

a

St.

Fe d

c

q. . S

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10m

100m

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Services Frequency and Platform distribution for Flinders Street between 8-9am, weekdays

sectional elevation (a-a)

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Services Frequency and Platform distribution for Flinders Street between 8-9am, weekdays

sections b - f

b

c

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d

e

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f Services Frequency and Platform distribution for Flinders Street between 8-9am, weekdays

I

project b

n many respects; this is where my project began.

Although Flinders Street Station is a definate site unto itself, it is also part of a much larger system or network.

My initial interest and framing of my project reflected a desire to consider the implications of site within this broader system and in order to do so, I began my investigation by analysing the train and passenger Sam expliatem quam erfero qui nonempedi ipiti con ratquat ilita nem audamus esequi dunt volum qui quat qui re parum quid ut dolore, velit maiore ne pedignati ut andam dolupta con niendero ex eossum inventi sendendit latque nem. Harunt eaquis sit laciur abore odis dolut est re nonsequo velent que prerem hillace rumquae dolorrovit mod et ut a della necus es mi, nisquias es magnat officaboria consequi tota nullique conem faceped qui ullabo. Itatustios magnihi ctotaec aerferuptat molorero coritibus, quamet, quid moditatem ex estotae pernam, officiet, te et qui venditas et arunt.

Simagni squatinus explandia quid magniendant quam, te poreicimus natiossita nobitatque lam expelias

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Services Frequency and Platform distribution for Flinders Street between 8-9am, weekdays

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10. Grimshaw Architects, 2012, <http://grimshaw-architects. com/>

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2012,

<

http://www.

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5. Facts & figure, Department of Transport, Melbourne, March 2012, <http://www.transport.vic.gov.au/pt/facts-and-figures/ summary>

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6. Flinders Street Station Design Competition, Major Projects Victoria, 2012, <http://www.majorprojects.vic.gov.au/ flinders-street-station-design-competition/home>

15. Lucas, C, September 9, 2010, ‘Stopping all stations as minister backs down’, The Age Online, <http://www.theage. com.au/victoria/stopping-all-stations-as-minister-backsdown-20100908-151c2.html#ixzz1xRMoerYb>

7. Future Melbourne Committee Report 2010, Redevelopment of Swanston Street, Melbourne City Council.

8. Gardiner, A, October 14, 2010, ‘Call for busy Federation Square tram stop expansion’, Herald Sun Online, <http:// www.news.com.au/call-for-busy-federation-square-tramstop-expansion/story-e6frf7kx-1225938365309> 9. Google Maps, 2012, <maps.google.com>

16. McGregor Coxall, 2012, <http://mcgregorcoxall.com> 17. Mees, P 2008, Does Melbourne need another central city rail tunnel, paper prepared in by Dr Paul Mees in response to the Eddington report

57 18. Mees, P, ‘Rail infrastructure capacity constraints in Melbourne: An engineering problem or a political problem?’ paper prepared by Dr Paul Mees, <http://www.abp.unimelb. edu.au/gamut/pdf/mees-capacity-constraints.pdf> 19. Mees, P, Moriarty, P, Stone, A, Buxton, M, ‘Putting the Public Interest Back Into Public Transport’, paper prepared for the Victorian community, <http://www.abp.unimelb.edu. au/gamut/pdf/mees-public-interest.pdf> 20. Melbourne Metro, Public Transport Victoria, Melbourne, 2012, <http://corp.ptv.vic.gov.au/projects/rail-projects/ melbourne-metro>.

21. Metropolitan train passenger load surveys, Department of Transport, Melbourne, March 2012, <http://www. transport.vic.gov.au/pt/facts-and-figures/metropolitan-trainpassenger-load-surveys> 22. Moynihan, S, July 26, 2007, ‘Blowout in overcrowded trains’, The Age Online, < http://www.theage.com. au /news /nat i o nal / to o - many- pas seng er s - to o - few trains/2007/07/25/1185339079900.html?page=fullpage> 23. Public Transport Users Association (Vic.) 2002, it’s time to Move, PTUA 24. State Library of Victoria, 2012, <slv.vic.gov.au>

25. Timetables, Public Transport Victoria, Melbourne, <http:// ptv.vic.gov.au/timetables/metropolitan-trains/> 26. Track Record annual results - Metropolitan and regional patronage 2010-11, Department of Transport, Melbourne, March 2012, <http://www.transport.vic.gov.au/pt/facts-andfigures/track-record/annual-metropolitan-patronage> 27. Track Record, Department of Transport, Melbourne, March 2012, <http://www.transport.vic.gov.au/pt/facts-and-figures/ track-record> 28. Un Studio, 2012, <http://www.unstudio.com/> 29. Weiss / Manfredi, 2012, <http://www.weissmanfredi.com/>