Negotiated Study LAND8000: Half Moon Bay Marina Report by Riyasp Bhandari

Suburban Edge Half Moon Bay Marina

LAND8000 Negotiated Studies Riyasp Bhandari

1384997 1

Abstract

Waterfront developments within the context of urban transformations have become an integral cog in the urban design world. Waterfront design aims to achieve a successful outcome through spatial, visual and social aspects of the context.

The projected growth of East Auckland is increasing gradually, parallel with high demands of housing development. The ethical approach would be to preserve existing open spaces as well additional growth of public spaces in relation to housing demands to benefit the community.

In order to understand, the concept of waterfront development can be discussed through several approaches. These include analytical frameworks from political and economic perspectives based on the global and local influences.

Half Moon bay Marina is the site of interest, as it currently demonstrates the qualities of a heavily based working waterfront in a growing suburb with rich cultural and social values. These aspects can be further enhanced and expressed on a suburban waterfront used on an everyday basis.

The assessing of the social impacts of waterfront regeneration is heavily influenced by the local context in order to achieve a ‘successful place’. These social impacts can be derived from experiences on site in conjunction with ‘place attachment’. In the modern world social impacts and aspects of waterfront development have become a significant task for the substance of development. (Sairinen. R., Kumpulainen, S. 2006).

Keywords: Suburban waterfront, social impact, local community, Half Moon Bay Marina

This document explores the idea of social impacts of a growing community, with the objective to achieve the concept of ‘successful place’ and ‘place making’ on a suburban waterfront.

Contents Research Question 6 Opportunities & Constraints 46

Research Proposal 7

Site Analysis 50

Research Findings 60 Rationale 8 Reflection 61 Project Aims 9 Methodology

Design Process

Auckland Isthmus - Marinas & Ferry Terminal

Reflection

History

Concept Plan 68

Site Introduction

Reflection

Context Plan

Case Studies

Wynyard Quarter Westhaven Marina Development Viaduct Harbour Pine Harbour Development Bayswater Marina Development Thunderbay Marina - Ontario Canada

Background Research

Theories Research

14 16 18 20 22 24

Master Plan - Suburban Edge 76

26 27

Conclusion 88

Perspective 1 78 Perspective 2 80 Perspective 3 82 Perspective 4 84 Perspective 5 86 Perspective 6 87

References 90

Context Analysis

Suburban Context Landscape Character

Mapping Analysis

Analysis Overview

Site Overview

Draft Auckland Unitary Plan 2013 - Zoning Pakuranga & Howick Open Spaces Draft Auckland Unitary Plan 2013 - Zoning & Open Spaces Pakuranga & Howick - Hydrology Pakuranga & Howick - Bus Route to Half Moon Bay Demographics

35 36 37 38 39 40

Research Question

How can the redevelopment of Half Moon Bay Marina enhance social aspects of a growing suburb?

Research Proposal

One of the key issues evolved and talked about frequently in Auckland is the accommodating the future growth of the region based on statistics. With a high demand for housing development, public spaces are under threat. This project aims to begin the investigation through understanding the limitations and functions of urban development of various cities and suburbs as they each represent their own character. In order to define a suburb’s character, designers would analyse issues relating multiculturalism, mixed demographic trends, linkages between open spaces, facilities & landscape features and the public transport proximity. Exploring theories of sense of place, place identity and place attachment to understand individuals’ position within a social network (Lewicka, 2008 as in Ferrari et al). This theory would allow exploring and analysing existing interactions with the site and assisting in further understanding of how the local demographics relate to the site.

This design project addresses the issue of population growth in Auckland and in conjunctions aims to achieve quality public spaces in relation to housing development. The projects overarching trajectory is aimed at investigating social aspects of the local suburb as well as understanding global influences on site. Applying the relevant theories of achieving ‘successful place’ through the lens of spatial, visual and social aspects will enable different perspectives to view the local community. The design interventions will be derived from a combination of theories, background research that are applied to the surrounding context, complemented by case studies to buttress the final resolution.

Half Moon Bay Marina currently operates as a working and recreational waterfront that has the potential to offer social spaces. Through research analysis of the site and local context, the project will gain a fundamental basis to resolve the predominant issue of enhancing social aspects of a growing suburb.

Rationale

The issue being addressing is available land for outdoor public spaces are under threat due to an increase in population growth according the Unitary Plan, with a great demand for housing development. It is essential for local communities to have public spaces within proximity to enjoy. Assumptions can be made through observing that people nowadays don’t value public parks, reserves and recreational open spaces as they are frequently found desolated in suburban zones. The author has a keen interest in urban public spaces, especially public spaces on the waterfront. This project will allow me to integrate my passion in order to achieve a successful outcome for my site, which is Half Moon Bay Marina. The significance of Half Moon Bay Marina lies within its usage by the local community and surrounding suburbs. The marina has a ferry terminal, which is utilized heavily by commuters, the indoor facilities and services as well as boating recreation. The transport node is situated in between Pakuranga and Howick and maintains its character and social culture of boating recreation amongst its local community. With a growing demand in housing development has put existing public spaces under threat, whereas it is a necessity to have an abundance of public spaces. The higher the density of housing, the greater the need for well-designed, well-managed public spaces to aid livability’ in that community.” (Woolley et al 2004). Incorporating well-designed and wellmanaged public spaces on waters edge would create a positive impact on people’s lives. “85 per cent of people surveyed felt that the quality of public space and the built environment has a direct impact on their lives

and on the way they feel.” (Woolley et al 2004). Characteristics of a successful urban waterfront designs with well-designed public spaces can be applied in a local suburb to achieve a higher level of social interaction. Half Moon Bay Marina has the potential to be a successful suburban waterfront through creating more outdoor social spaces which can be complemented by existing service and retail facilities. The existing marina facilities have the potential to cater for the surrounding suburbs and have similar attributes of the local town center, with the appropriate design interventions Half Moon Bay Marina can become a local hub. The local community is drawn to the site to access marina facilities and enjoy the public environment that enables a positive impact on the economic life of town centers, according to CABE. Well-designed and well-managed public spaces have a positive influence on economic benefits of surrounding businesses. CABE believes “wellplanned improvements to public spaces within town centers can boost commercial trading by up to 40 per cent.” The economic value of successful public spaces also has a direct impact on housing property and land values. The presence of public spaces on waterfronts and nearby housing development would have a clear economical benefit in relation to stimulate an increase house prices, according to CABE.

I believe Half Moon Bay Marina has the potential to be developed into a successful suburban waterfront, based on its existing facilities and transport services to cater for the suburbs. Further investigation and analysis of the site and local community will enable me to explore and understand how the community functions in order to identify possible solutions of social interaction needed on site as well as the economic effects of possible design interventions. Half Moon Bay Marina is highly regarded by the community for its recreational and public transportation purposes, which is why it is utilized by a diverse group of people. It is a challenge to incorporate public spaces on a working waterfront that is partly privately owned. However, several case studies here and internationally have some unique ideas of integrating public spaces within a working and private waterfront. It is crucial and difficult to create a sense of belonging and place attachment on waterfronts based on the demographics of the local community; however, it is possible to achieve this. The core of this project will be on the focus of social spaces and interaction of ethnically local community as well as the economic benefits of public spaces to influence the redevelopment of Half Moon Bay Marina.

Project Aims

These are the following aims of the research project in order to answer the research question: 1. - In depth research of case studies from New Zealand and international scales of urban waterfronts and marinas - Evaluate and critique case studies based on the social and economical aspects as well as how the waterfront relates to its surrounding community 2. – Site analysis of opportunities and constraints - Analyze site from large - small scales and its surrounding context - Understand how the community and users relate to the site 3. – Preserve the character and identity of Half Moon Bay Marina 4. – Propose a design which aims to answer the question and meets the criteria of social and economical aspects of the local community, which also preserves the marina’s character 5. – Reflection on the process of design development in conjunction with how the proposal successfully answers the social and economical criteria of the local community. Reflect on learning curbs and findings throughout the project, which either benefited or inhibited the final outcome. How will the existing and future population engage with the proposed design?

Methodology

The methodology was broken down into several components to articulate and extrapolate information appropriately and enable to guide the project.

Stage 1: - - -

Literature search and review into relevant theoreticians, practitioners, journals, books, web pages, newspaper articles. Examining initial case studies on range of waterfronts (Urban City waterfronts - Residential Wharfs) and marinas. Examine the site context on a global and sub-urban scale â&#x20AC;&#x201C; identifying main issues at contextual and sub-urban scales.

Stage 2: - -

Site Analysis â&#x20AC;&#x201C; site visits, drawing, mapping findings of people interactions, using GIS mapping for underground networks. Reflection on research findings from site investigation and reviewing.

Stage 3: - - -

Based on a thorough site analysis, findings and research, develop initial conceptual moves based on the feedback from crit 1 Resolution of conceptual moves guided by the research question Reflection on concept and feedback given from crit 2

Stage 4: - - - -

Commence conceptual development based on feedback from crit 2 Refinement of developed design based on visual and verbal data collected throughout the year Establish final proposition which relates to and answers the final research question to form a successful outcome Reflection of final proposition â&#x20AC;&#x201C; how evidently does the final outcome solve the issues addressed and answer the research question

Gulf Harbour Marina

Auckland Isthmus - Marinas & Ferry Terminals Legend Ferry Terminal Marina Hauraki Gulf

Marina & Ferry Terminal

Rakino Ferry

Motutapu Island

Rangitoto Island

Waiheke Island Ferry

Rangitoto Ferry Bayswater Marina Westpark Marina

Northcote Point Waitemata Harbour

Westhaven Marina

Stanley Point Devenport Auckland Ferry

Viaduct Harbour

Orakei Marina

1:100,000

Boating Club of Auckland

Half Moon Bay Marina

Pine Harbour Marina

History

1970

1971

1972

1975

1982

1984

Broadlands, the original developer, sold the marina in 1980 to the Auckland Maritime Foundation, a charitable trust brought together by the late Sir Earl Richardson who had been involved with the marina since its inception.

The Auckland Maritime Foundation is administered by a board of Trustees, all personally involved in the operation of the marina. The Foundation Trust has continued the development of Half Moon Bay Marina to the highest international standards whilst offering

Images above retrieved from http://ndhadeliver.natlib.govt.nz

affordable berths. The marina was first developed in the early 1970â&#x20AC;&#x2122;s, as an advanced leisure boating facility and home to over 500 boats located a short distance up the Tamaki Estuary, situated in the Hauraki Gulf, New Zealand.

Site Introduction

Half Moon Bay Marina is situated in East Auckland with a displacement of approximately 12.6km of Auckland City Ferry Terminal. The site is located in the suburbs of Howick and Pakuranga, which accommodate an ethnically diverse population of 127,125 people. Auckland Maritime Foundation board of Trustees as well as Auckland Transport own the 9.4ha site. Auckland Transport own approximately 2.18ha of land which encompasses of Bucklands Beach Yacht Club (B.B.Y.C) and B.B.Y.C berths, Half Moon Bay ferry terminal, Waiheke vehicle ferry terminal, and total parking of 450 spaces for the respective facilities and services. The remainder of 7.22ha holds marina facilities and services, 400 berths car-parking for boat owners, trailer boats and a boatyard. The marina is built on reclaimed land with a range of commercial and recreational infrastructures. The Anchor, Promenade and Compass building comprise a mix of retail shops, entertainment – cafes/ restaurants, health care, supermarket, fitness center, real estate and

marina services. The Half Moon Bay Motel sits on the boundary of the marina with magnificent views to Rangitoto Island and Glendowie. The administration building is situated at the entrance of the marina boatyard, adjacent to a narrow walkway connecting the marina to Bucklands Beach. The two key services on site which operate the most are Half Moon Bay ferry terminal – used by commuters on a daily basis, marina boating recreation and indoor facilities used by the local community. The marina currently holds 496 berths (excluding B.B.Y.C berths) to home boats in a safe environment. The Waiheke vehicle ferry run throughout the week however is utilized majorly during the weekends. Due to majority of the site being impervious surfaces has resulted in a domination of car parks and pollutant run-off into the harbor.

A lack of outdoor public space has affected Half Moon Bay Marina to operate as a ‘capture and release’ device. People arrive on site to use the existing facilities and transport services however refuse to engage with the site longer. Residential development overlooks the marina from a cliff as well as views to Rangitoto Island and Glendowie. Public parks, reserves and beaches are situated around the marina to cater for the growing population of Howick and Pakuranga suburbs.

Case Studies - Wynyard Quarter

Wynyard Quarter is a prime urban waterfront located in Auckland City with a vision to offer a mix of residential, retail and commercial development to enable growth of a diverse, vibrant and sustainable residential and business community. The waterfront currently operates mainly as a recreational waterfront that comprises of entertainment/dining, play spaces, and event spaces. Wynyard Quarter is also primarily characterized by industrial and marine activities that continue to play a social and an economic role for the area.

The future development of Wynyard Quarter is heavily based on the Unitary Plan, which is built on the future of Aucklandâ&#x20AC;&#x2122;s population growth. Some key elements that I found could be integrated into my project were the potential of mixed residential housing through townhouses and apartments to cater for future growth that could possibly act as a design driver to solve the social and economic criteria of my site.

The indicative future for the waterfront will feature for new spaces and activities for people to enjoy such as green spaces, pedestrian friendly laneways as well as community facilities and retail shops. These are some key aspects that would enhance and benefit my site from a social and an economic perspective. Wynyard Quarter relives heavily on community engagement of the residents of Auckland as a whole, which can be derived from notions of Placemaking.

Images retrieved from http://www.wynyard-quarter.co.nz/wynyard-quarter/ http://www.constructors.co.nz/PROJECTS/civilinfrastructure/WynyardQuarter.aspx

Westhaven Marina Development

Westhaven Marina is known as the largest marina in the southern hemisphere as well as one of Auckland icons. It encapsulates the boating lifestyle and its marine culture as all marinas do. It is very easily understood how significant it is to preserve the character of boating recreation, as it is a growing phenomena in Auckland’s culture. The marina is undergoing a redevelopment and rebuilding process for the future growth in terms of enhancing boating services, public spaces and strong connections to Wynyard quarter and Viaduct harbor. Some key strategies and aims were to improve and increase public amenity as well as accessibility whilst preserving the marina’s identity as a boating recreation.

The plan aims to achieve a balance between both the boaties as well as diverse groups on site to enjoy outdoor social spaces. “Part of Waterfront Auckland’s leadership role on the waterfront is to work with all the diverse groups at Westhaven to find a way forward that balances existing user’s needs with our commitment to enhance public amenity and public access to a wide range of water-based activities.” (John Dalzell).

I believe some of the components expressed in the plan i.e. promenade extension and connection to public amenities as well as integrating green spaces for social gatherings, would potentially have a positive influence on the economic criteria of the site. These small interventions could be robust yet crucial to enhance and attract diverse groups of the local community.

Images retrieved from www.waterfrontauckland.co.nz www.westhaven.co.nz www.oceanmagazine.com.au

Viaduct Harbor

Located in the heart of Aucklandâ&#x20AC;&#x2122;s CBD Viaduct Harbour is comprised of residential, commercial and entertainment quarters. The viaduct offers a wide range of events and activities hosted throughout the year, which generates a high flow of income from visitors, tourists as well as local residents on site.

The Viaduct harbor is known for its luxurious views and apartments that overlook the harbor and is complemented by fine dining located on ground floor for social engagement. The Viaduct also offers a large promenade for social gatherings as well as connecting to water and accessing the berths. A traditional city lifestyle can be captured as it attracts people all around Auckland as well functioning as a tourist destination, being surrounded by various urban public spaces such as the Wynyard Quarter and Westhaven Marina.

I believe having a mix of residential and retail zones would enable and allow for high social activity as well as stabilize an increase in income generated by the stakeholders. Use of residential housing is directly related to surrounding typologies of city living, culture and existing diverse population. These techniques can be applied on a much smaller scale to identify the character of the local community to form a final resolution that would possibly solve the social and economic criteria.

Pine Harbour Marina Development

Images retrieved from http://www.pineharbour.co.nz/assets/Uploads/Pine-Harbour-Precint-Plan.pdf

The marina is situated in Beachlands and has major plans to upgrade into a something more than what the marina currently offers. The plan is built around the focus of local community, with a vision to transform the site into a tourist destination and a focal point for community â&#x20AC;&#x201C; through a mix of residential living, commercial, retail, industrial and open spaces. ``The focus for the marina had traditionally been to serve boaties. We decided we wanted it to serve the wider community, so while we would continue to focus on marina-related services we would look at other opportunities to create Pine Harbour as a destination,â&#x20AC;&#x2122;â&#x20AC;&#x2122; explains Pine Harbour Hold- ings marketing manager Suzie Wigglesworth.

Images retrieved from http://www.pineharbourliving.co.nz/the-quarters

With a growing population in east Auckland, nearby suburbs of Beachlands and Maratai are key for having ferry transport which opereates successfully on weekdays linking the marina to central Auckland. This approach creates a positive impact and shows progress of residents potentially opting for public transportation over private vehicle usage. The pine harbour development plan is focused on building mixed housing next to marina which would ideally limit the number of car trips aswell as well increase financial growth through housing being leased to residents to accommodate for future growth. This approach of incorporating dwellings would be ideal to solve the economic criteria on my site.

The development plan also offers outdoor public spaces and entertainment for the residents living in the proposed housing. Existing events for public which occur on site are fresh markets which are held on weekends, which are not optimized to their full potential due to the lack of public engagement from the local community, according to the marina manager Kent Russell. Kent believes by incorporating housing on site would boost the financial outcomes as well as encourage the proposed residents on site to interact and engage with outoor spaces and public events held by the marina.

Bayswater Marina Development

The development of Bayswater Marina is of a similar approach to Pine Harbour through developing mixed residential housing as well as public amenities for those residents to utilize. The vision is to trnasform the barren marina land into a vibrant neighbourhood with parks, apartments and cafes whilst preserving the marinaâ&#x20AC;&#x2122;s character of boating recreation. The aim is to build on the existing carparks and impervious surfaces to accommodate for harbourside location apartments.

According to the marina manager â&#x20AC;&#x153;80% of land will remain as open space whilst only 15% will be occupied by dwellings.â&#x20AC;? Due to the changes occuring in the Unitary Plan it is best to cater for the future growth with an ideal solution of waterside living, thus generating significant amount of economic growth. In addition to proposed housing, public amenities and activities are also part of the plan for future residents. The increase in dwellings automatically accounts for public spaces needed which would allow for social interaction from the wider context as well as create a tourist destination.

Having an established ferry terminal adds to the value of proposed development and aims to minimise number of car-trips onto site like most marinas and ecourage people to used public transport.

Images retrieved from http://bayswatermarinavillage.co.nz/index.html#about

Thunder Bay Marina - Ontario, Canada

This is a classic example of a recreational waterfront which comprises a series of parks, event spaces and activities which occur on the marina. The marina is mainly used by the local community for recreational and leisure purposses as well as boating recreation from time to time. Being in a suburban location the green spaces are used frequently during all days of the week, as people have become attached to the site and have a sense of belonging. However the marina does have a balance of high rise apartments on site to create a balance. Thunder Bay marinaâ&#x20AC;&#x2122;s vision is heavily based on attract the local community and engaging them to use reacreational spaces and connect to the waters edge.

Using a variety of techniques of integrating green spaces, arts, building and public facilities can be benefitial on my site as I aim to achieve similar goals and outcomes set out by Thunder Bay marina. Whilst the marina is dominated by recreational activites, it still preserves the primary character of a marina and its boating culture.

Images retrieved from http://www.landezine.com/index.php/2013/11/prince-arthurs-landing-thunder-bay-waterfront-by-brook-mcilroy/

Background Research Theories

The concept of place and place-making is derived from the definition of a ‘successful place’ within the urban context. Various approaches are made to understand visual and social aspects of ‘place’ created through analytical framework of the local influences. It is key to understand perspectives – physical and spatial point of view of the contextual surroundings and how they relate to the site. The notion of place-making is defined by the beliefs and values shared through perceptive experiences of identity. “Emotional connections with places are vital to achieving psychological equilibrium and encouraging local involvement and social interaction. (Vorkinn and Riese, 2001; Guardia and Pol, 2002; Brown et al, 2003) Place identity is achieved through individual and local influences and strongly relies within a social network (Lewicka, 2008), transcending cultural values on the site. A ‘successful place-making’ project can be addressed principally through its physical characteristics, with the focus of social interaction processes (with relevance to urban design and planning process). The methodology strongly relies on the assumptions based on physical characteristics of a place. Influences of users will interact with it and assumptions of collective social characteristics which showcase its cultural values within places (whether public or private).

Having experienced significant urban regeneration processes in the 21st century it is critical the analysis of new development can be made through three scales. For assessing aspects of ‘place’ and ‘placemaking’ in waterfronts it is key to examine through 3 different scales: macro, meso and micro-scale. The macro scale refers to assessing the place in a wider context to gain contextual understanding, which influences the marketing and location of the developed area. The mesoscale provides an understanding of how the site contextually relates to its surroundings. The micro-scale refers to the sense of place and its experiences that occur at human scale in relation to its physical, visual and social realm.

Robust design strategies and processes are evolved through the social, political and economic criteria of contextual surroundings being a strong component of the proposed outcomes. Understanding infrastructure connections i.e. major transport routes can have a positive impact on how the new development can be woven into the contextual fabric. Identifying users of a place is crucial in order to design based on their needs whilst preserving the existing cultural and recreational elements of the site – existing/potential demographics is key in decision-making. In conclusion, waterfront development would benefit from having a clear vision to assess and propose design strategies and planning processes in relation to social, political and economical approaches derived from the three scales to establish a successful outcome.

Research

The Value of Public Space In the research carried out by CABE, 85 per cent of people surveyed felt that the quality of public space and the built environment has a direct impact on their lives and on the way they feel. (Woolley, H., Rose, S. (n.d.)) All too often badly designed and managed public spaces are deprived the most due to the lack of financial power they fail to improve the quality of urban living and people of the surrounding context. It is significant to ensure that higher density housing is not at the cost of good-quality outdoor spaces. With a strong demand for high density of housing, the greater the need for well-designed, well-managed public spaces to aid livabilityâ&#x20AC;&#x2122; in that community (Woolley, H., Rose, S. (n.d.)). According to the economic research there is an increase in housing and land values surrounding good quality parks.

The Economic Value of Public Space A high-quality public environment can have a significant influence on the economic life of urban centers big or small, and is therefore an integral part of any successful regeneration strategy. The existence of quality parks, gardens and other public spaces becomes a vital business and marketing tool: companies are attracted to locations that offer well-designed, well-managed public places and these in turn attract customers, employees and services. A good public landscape also offers very clear benefits to the local economy in terms of stimulating increased house prices, since housebuyers are willing to pay to be near green space. (Woolley, H., Rose, S. (n.d.))

Business Small businesses are choosing a location rant open space, parks and recreation as number 1. Well-planned improvements to public spaces within town centers can boost commercial trading by up to 40 percent and generate significant private sector investment. (Woolley, H., Rose, S. (n.d.)) Public spaces offer social interactions for diverse demographics that shape the cultural identity of a site, to provide a unique character and sense of place within local communities. Well-designed streets and public spaces encourage walking and cycling, and have the power to make our environment a safer one by reducing vehicle speeds and use. (Woolley et al 2004)

The Positive Impact on Property Prices Residents value communal green spaces highly as most of them use it for recreational purposes regardless of the proximity from their homes. It has been shown that a waterside living can increase housing value by 11 percent while the view of water or having a lake nearby can boost the price by 10 per cent and 7 per cent respectively. (Woolley, H., Rose, S. (n.d.))

Context Analysis

Pakuranga and Howick were two suburbs which were established in the 1960-1970’s in east Auckland. Pakuranga was originally characterized through low ridges and swampy flats that currently lie between Pakuranga Creek and Tamaki River that reside alongside the Hauraki Gulf. A new bridge was built over the Tamaki estuary ‘Panmure bridge’ to cater for heavy traffic flows. To support the growing community the development of the Pakuranga the Town Centre – ‘Plaza’ took place as well as Ti Rakau Drive. Pakuranga road is home to one of the busiest roads in Auckland, a community that prefers cars to public transit. The suburb is also characterized of Maori values, history and connections which tell Iwi stories through an abundance of informal green spaces, native trees and narrow walkways. Incorporating Maori design elements in public parks and reserves are to inform locals of cultural identity. The popular Rotary Walkway complements the open green spaces as it attracts the local community to engage with the outdoors.

The growing suburb provides for a handful of informal community group facilities that run in primary and intermediate school halls; however, the key community center is the Te Tuhi Arts Centre located behind Pakuranga Town Center. Howick suburb is illustrated through its historical and heritage buildings during its early European settlement past. Howick and Pakuranga resemble similar physical characteristics as Pakuranga falls under the Howick Local Board. The core of Howick settlement can be found adjacent to the Howick Village Centre, which people optimize daily for shopping and entertainment similar to Pakuranga Town Center. During the 1930’s saw the construction of a concrete road running connecting Howick, Pakuranga and Panmure. Howick experienced a rapid growth and is now consumed by urban sprawl, with large housing lots especially beachfront housing complemented with parks and reserves of similar quality to Pakuranga.

This suburb provides a number of beaches and public amenities for the locals to engage with which are complemented by sporting and recreational facilities such as Fencibles Football Club, Howick Rugby Club as well as Lloyd Elsmore Park.

Howick Golf Club

Suburban Context Legend Rotary walkway Eastern Beach

Community Group Facility Site Town Centre

Bucklands Beach Wai O Taiki Bay

View shafts to Rangitoto Island and Wai O Taiki Bay Macleans Park

n Mo u Road ntain

Pigeon Mountain Primary School

Pigeo

3.2

Pigeon Mountain

km Mellons Bay Primary School

4.3

Mount Wellington

Pakuranga Chinese Association

Howick Intermediate Howick Village

Panmure ga

an kur

Panmure Bridge

oad

Lloyd Elsmore Park

Howick

Elm Park School

Pakuranga Pakuranga Plaza

1:25,000

Landscape Character

Open Spaces

Residential

Commercial

Open Spaces

Pakuranga’s identity can be characterized by an abundance of green spaces scattered around the suburb. The open green spaces in Pakuranga can be distinguished from other suburbs as they preserve historical, cultural identity. The historical culture and identity is showcased through Maori design elements and signage as well as native vegetation telling Iwi stories in parks (Draft Pakuranga Masterplan, 2014). The informal open spaces are also established on the peripheries of arterial roads, which bleed into school fields. Some significant open spaces i.e. Pigeon Mountain Domain and Rotary walkway are iconic features for community cohesion. The popular rotary walkway attracts visitors and residents to encourage people walking and cycling as well as engage with one another (Draft Pakuranga Masterplan, 2014).

Vegetation / Stormwater

The local suburb comprises of medium to large indigenous trees and shrubs, which are established throughout Pakuranga suburb. The vegetation is highly dense nearby storm water channels, creeks as well as along costal walkways. The native trees are preserved to distinguish Pakuranga from other suburbs as well as portray a sense of nature, which is key to Pakuranga’s identity. Popular wetland planting i.e. flax and carex is used extensively in conjunction with large native trees in communal green spaces to illuminate natural green spaces and feeling of community. “A view of trees is, along with the availability of natural areas nearby, the strongest factor affecting people’s satisfaction with their neighbourhood.” (Woolley, H., Rose, S. (n.d.))

Typography

Pakuranga’s topography is profoundly undulating throughout, especially roads and green spaces. The topography of Pakuranga has historical relevance as majority of public open spaces are still preserved as heritage sites i.e. Pigeon Mountain Domain. The topography allows for native planting, recreational activities as well as viewing points of the suburb.

Residential housing

The suburb being established during the 1960’s-70’s are still existent along Pakuranga highway and Pakuranga road. During the establishment, Pakuranga became a trendy suburb, and was soon engulfed with suburban development. Some of the historical housing have been gentrified, however they still preserve the traditional subdivision character. A mix of 1-2 storey brick and weatherboard housing are a traditional style of Pakuranga’s character, further complemented by informal vegetation that acts as house fencing. The modern housing development in Pakuranga is located in streets, drives and avenues rather than main roads where you would find the traditional housing. Howick suburb has a range of historic architecture ranging from churches to schools. The rapid development in Howick exemplifies a mixed used development of traditional development and urban development – 2-3 storey high sea facing houses.

Schools

Initially, there were no schools during the 1960’s in Pakuranga, so children walked to the old school in Howick. The Howick historical village is now located in Lloyd Elsmore Park, a significant piece of architecture for the Pakuranga and Howick community to preserve. Local schools are located on arterial roads as well as inner roads within walking proximity. Several schools are bordered off with dense vegetation and informal spaces for safety reasons, reduce noise pollution and create a pleasant environment for children’s play spaces. “Spaces with trees and grass offer better play opportunities for children than places without such landscape elements” (Woolley, H., Rose, S. (n.d.))

Commercial

Pakuranga mall was constructed in the mid-1960’s, which is now established as a key town centre in East Auckland. ‘The Plaza’ plays a strong role in the Pakuranga community offering a range of retail for the locals. The current appearance has some resemblance of the original built form. The town centre is currently surrounded by impervious surfaces and car parks with sparse uniform planting of cabbage trees. Howick Village offers similar attributes to the locals as well as a mix of entertainment, dining and retail which also caters for Botany and Pakuranga.

Roads

The road layout and sizes are not of a typical suburb, as Pakuranga offers for wider roads. Pakuranga road connects Panmure to Howick with up to six lanes. The reasoning for extensive road layout is to cater for the traffic during peak hours for the growing population. The inner roads are wider compared to other suburbs as they provide an additional parking strip for on street parking. A logical assumption can be made that Pakuranga is highly dependent on private transport due to wider road infrastructure. The wider roads have somewhat degraded the character of Pakuranga however the concrete and gravel is notable in some areas of historic relevance.

Mapping Analysis Definitions Mixed Housing Suburban This zone enables a mix of housing style ranging from 2 storey housing through townhouses, terraced housing and low rise apartments. This zone encourages diverse neighbourhoods and provides a new development style. • Developments provide high-quality amenities for residents • The density of housing is suitable for the neighbourhood’s character • Supply and choice for housing within neighbourhoods is increased

Terrace Housing / Apartment Buildings The zone provides for greatest density, height and scale of development out of all residential zones. It is located around metropolitan, town and local centres, frequent public transport stations and transport routes. • Developmets provide high quality amenity for residents • Reasonable amenity of adjoining sites is maintined • Development is of an appearance, which should reflect on the urban residential character

• Single Housing This zone has a minimum site size of 600m2 and provides for suburban, open and landscaped living environments. Housing is characterized by 1-2 storey dwellings surrounded by open space and leisure environments. • Developments provide high-quality on-site amenity for residents • The amenity of adjoining site and residential character is maintained • Non-residential activities do not diminish residential character

Mixed Use Typically located around centres and along public transport corridors and arterial roads.This zone provides for residential and smaller scale commercial activities that do not cumulatively affect the viability of centres. This encourages a mix of residential and non-residential activities • A mix of compatible residential and non-residential activities is encouraged • Enable pedestrian activity on retail streets for commercial upbringing

Light Industry This zone provides for light industrial activities that do not generate significant unpleasant or noxious odour, dust or noise emissions. This includes light manufacturing, production, logistics, storage, transport and distribution activities.

(Auckland Council, Draft Auckland Unitary Plan (2013)

Images retrieved from http://www.aucklandcouncil.govt.nz/EN/planspoliciesprojects/plansstrategies/unitaryplan/Documents/ Key%20topics%20in%20detail/upkeytopicsmixedhousingurbanandsuburbanzones.pdf

Howick Golf Club

Draft Auckland Unitary Plan 2013 - Zoning

Legend Mixed Housing Suburban Terrace Housing / Apartment Buildings Single House

Glendowie

Mixed Use Tahuna Torea Nature Reserve

Town Centre Marina

Wai O Taiki Bay

Bucklands Beach

Light Industry

Eastern Beach

Roads

Half Moon Bay

Site Coastline

Pakuranga

Howick

1:20,000

Pakuranga & Howick - Open Spaces

Howick Golf Club

Legend Public Open Space - Informal Recreation Public Open Space - Sport & Active Recreation Public Open Space - Civic & Community

Glendowie

Public Open Space - Conservation Tahuna Torea Nature Reserve

Buffer zone Site Bucklands Beach

Wai O Taiki Bay

Eastern Beach

Coastline

Half Moon Bay

Macleans Park

500m 1000m Pigeon Mountain Wetland Wakaaranga Pakuranga Domain Creek Res

Howick Pakuranga

1:20,000

Lloyd Elsmore Park

Draft Auckland Unitary Plan 2013 - Zoning & Open Space Bucklands Beach

Eastern Beach

Legend Mixed Housing Half Moon Bay

Single House Marina Public Open Space - Informal Recreation Public Open Space - Sport & Active Recreation Public Open Space - Civic & Community Public Open Space - Conservation Buffer zone

Macleans Park

Roads Site Coastline

500m 1000m

Pakuranga Pakuranga Domain Pigeon Mountain Wetland

1:8,000

Howick

Wakaaranga Creek Res

Pakuranga & Howick - Hydrology

Legend Overland Flow Paths - 3ha and above River names Sub-catchments

Glendowie

Site Tahuna Torea Nature Reserve

Coastline Eastern Beach

Bucklands Beach Wai O Taiki Bay

Paku

ranga

Strea m

Half Moon Bay

y Cre

1:20,000

Bota n

Pakuranga

Howick

Pakuranga & Howick - Bus Route to Half Moon Bay

Legend Transport route Site

Glendowie Tahuna Torea Nature Reserve

Bucklands Beach Wai O Taiki Bay

Eastern Beach

Half Moon Bay

Howick Pakuranga

1:20,000

Demographics

The 2013 2013 usually usually resident resident population population count countfor forHowick Howickwas was127,125, 127,125,constituting constituting9.0 9.0per percent centofofAuckland’s Auckland’stotal totalpopulation. population. The The usual usual resident resident population population of of Howick Howickhad hadincreased increasedby by13,620 13,620(12.0%) (12.0%)since sincethe the2006 2006Census. Census.The Thegeneral generalAuckland-wide Auckland-wideslow-down slow-downin inthe the The rate of population growth between 2006 and 2013 when compared to the previous inter-censal period (mentioned above) also occurred in Howick, rate of population growth between 2006 and 2013 when compared to the previous inter-censal period (mentioned above) also occurred in Howick, as shown shown in in the the table table below. below. as

Usually resident resident population, population, 2001 2001 –– 2013 2013 Usually Number of of usual usualresidents residents Number

Howick Howick Auckland Auckland

2001 2001

2006 2006

93,096 93,096

113,505 113,505

1,160,271 1,160,271

1,304,958 1,304,958

Percentagechange change(%) (%) Percentage 2013 2013

127,125 127,125 1,415,550 1,415,550

Averagechange change(%) (%) Average

2001toto2006 2006 2001

2006toto2013 2013 2006

2001toto2006 2006 2001

2006toto2013 2013 2006

21.9 21.9

12.0 12.0

4.0 4.0

1.6 1.6

12.5 12.5

8.5 8.5

2.4 2.4

1.2 1.2

The 2013 usually resident population count for Howick was 127,125, resulting in 9.0 per cent of Auckland’s total population. The usual resident population of Howick had increased by 13,620 (12.0%) since the 2006 Census. The general decline in Auckland’s rate ofProportions populationofgrowth between 2006 and 2013, compared to 2001-2006 also occurred in Howick. children (aged 0-14) were slightly lower in Howick than in Auckland as a whole (19.8% compared to 20.9%). Proportions of older Proportions of children (aged 0-14) were slightly lower in Howick than in Auckland as a whole (19.8% compared to 20.9%). Proportions of older people (aged (aged 65 65 and and over) over) were were slightly slightlyhigher higherininHowick Howickthan thanininAuckland Aucklandas asaawhole whole(12.6% (12.6%compared comparedtoto11.5%). 11.5%). people

Age-sex structure structure of of Howick Howick –– Male Male && Female, Female,2013 2013Census Census Age-sex Age Age

0-19 0-19 20-39 20-39 40-59 40-59 60-79 60-79 80 ++ 80

Percentage(%) (%) Percentage 19.8 19.8

25.7 25.7 29 29 14.8 14.8 10.7 10.7

Image retrieved from mrcalum.blogspot.com

Proportions of children (aged 0-14) were slightly lower in Howick than in Auckland as a whole (19.8% compared to 20.9%). Proportions of older people (aged 65 and over) were slightly higher in Howick than in Auckland as a whole (12.6% compared to 11.5%).

Notes: MELAA refers to Middle Eastern, Latin American and African.

At the 2013 Census, 55.0% of Howick’s residential population was identified as European, compared with 59.3% in Auckland as a whole. Over a third of Pakuranga and Howick’s population (38.8%) identified with an Asian ethnicity – a higher ratio than found in Auckland as a whole (23.1%). (Howick Local Board Profile, 2013)

Analysis Overview

Housing

With the Auckland Unitary Plan coming into effect, the zoning changes for Pakuranga and Howick show a greater level of intensification. Pakuranga and Howick are divided through a mix housing style ranging from 2 storeys through to townhouses, terraced housing and low rise apartments, to develop a diverse community. The townhouses and terraced apartments will cater for greater amenities and provide explicit views of the Harbour. Proposal of single housing zoning is currently existent in some parts of the subdivision, especially situated towards the coastline. However, there are restrictions on land area, allowing for a net 600m2 down from approximately 800m2. The research data addresses the issue of housing demand, proposing higher density housing in Pakuranga and Howick.

Open Spaces

According to the GIS data, there are a lot of informal recreational spaces surrounding Half Moon Bay Marina. The informal spaces are represented as communal parks and reserves that people use intermittently on a daily basis. Pigeon Mountain Domain and Pigeon Mountain Wetland are within walking distance from Half Moon Bay Marina; however there is a disconnection of locals using public spaces within 1000m walking proximity.

Zoning and Open Space

With the proposed zoning changes there are greater opportunities of the community engaging with the communal green spaces, potentially enhancing the link of green spaces.

Hydrology

The site has a moderate impact in terms of runoff, however there are two node points which are to be noted discharging storm water into the harbor without any filtration techniques. Having the underground waste water and storm water pipes overlapping could prove to be consequential during an occurrence of heavy flooding.

Demographics

Pakuranga and Howickâ&#x20AC;&#x2122;s census data shows a projected growth from128,100 in 2009 to 196,800 by 2031. The leading ages for male and female are between 20-59 years old; giving an indication the suburb is formed through middle-aged residents. The ethnic groups of European and Asian are the two major influences in the local community. Some existing events and activities that occur weekly may be influenced by the demographics. Pakuranga and Howick have a diverse ethnic community who value the presence of social and cultural events. Weekly occurrences of night and day markets enable community cohesion as well as enhance social aspects of the suburb. Night markets are held on Saturday nights in an underground warehouse car park in Pakuranga, whereas day markets are held in Howick Village.

Bus Route

The existing bus route, circuits the main roads of Howick and Pakuranga frequently. However, not many locals utilize public transport as much as they utilize private transport. People prefer driving on site as it is a matter of convenience with the inclusion of free on and of site parking.

Site Overview The suburban waterfront is currently situated on Pakuranga’s coastline with explicit views to Glendowie and Rangitoto Island. Half Moon Bay Marina is home to 496 berths and is highly regarded for its boating recreation it offers.

Topography

Stakeholders: • Auckland Transport • Bucklands Beach Yacht Club • Auckland Maritime Foundation The site is used for various purposes to meet the needs of the local community. The site offers a ferry service, which is heavily used by commuters during weekdays. Half Moon Ba Marina currently functions as a ‘capture and release’ mechanism within the suburban context. A major influx of commuters arrives in the morning by private transport in order to park their cars and depart. Waiheke vehicle ferry service is frequently used during weekends, being the only transport node which can ship vehicles to and from the island. Boat owners as well as the locals who use the public boat ramps optimize boating recreation to full potential during weekends.

Half Moon Bay

Bucklands Beach Yacht Club is a historical landmark that has remained onsite for several years, offering boating recreation to club members. Approximately 7 ha of the site is owned by Auckland Maritime Foundation, which comprises of the marina, Compass, Promenade and Anchor building, Marina Motel, service facilities for boats and a boatyard. The marina offers a range of public facilities within the Compass and Promenade Building. The facilities comprise of real estate, medical centre, restaurants & cafes, fitness centre, to attract the local demographics and enhance social activity. The Anchor building, however offers boating merchandise and accessories, primarily used by boat owners. The marina currently provides a high level of boating recreation complemented by a coastal boardwalk, separating berth owner parking from the water. A lot of parking spaces have somewhat shaped the character of the site, and encouraged use of private transport that is an overarching issue. The waterfront also offers a small motel that attracts tourists and visitors, to experience waterfront living complemented by spectacular views of Rangitoto Island. However, the parking also overlooks a car park diminishing the value of waterfront living. Half Moon Bay Marina boatyard is one of the largest boatyards in the Southern hemisphere, offering high-quality boat maintenance and refurbishing. A narrow walkway is pressed against the cliff line which runs from Bucklands Beach and aims to connect with the marina promenade.

Legend Terrain Contours

BO AT YA RD

Half Moon Bay

ckl

and

PASSENGER FERRY WAIHEKE VEHICLE FERRY

ADMIN BUILDING

riti

ckl a Yac nds B ht Clu each b

und

atio

PUBLIC BOATRAMP

IES EF AC RV IC

ILIT

spo

Tra n

and

MP AS

ckl

B.B.Y.C

N RI

E OT

Opportunities & Constraints

Berth owner parking

Marina walkway

Berth owner car parking was a key issue throughout the site as it consumed a significant amount of impervious surfaces. During the ongoing research project, key findings were noted which changed the trajectory of potential design implementation.

The existing marina walkway that runs adjacent to the boatyard connecting up to Bucklands Beach is well disconnected from the promenade. Existing staff car parking, followed by a road leading into the boatyard, creates a major buffer between the promenade and walkway. Furthermore, the disconnection of the major buffer zone forces the pedestrians to walk on the road to reach their destination.

Findings • • •

Privately owned land by Auckland Maritime Foundation All marinas should have 0.8 car parks per berth. Half moon Bay Marina has 496 berths = 397 car parks for berth owners Only 0.2-0.3 car parks are used on weekdays

Opportunity to do something productive when car park spac infrastructure to allow for better use of land. The impervious surfaces have the potential to be developed into social spaces.

The marina walkway has the potential to link to the promenade, through the extension of existing walkway or a well designed shared space.

Ferry/Trailer parking

Stormwater channel

Establishing the majority of the site being impervious surfaces and car parks has resulted in the degradation of the marina. There is a demand for better quality and more free parking from the commuters.

Ferry parking and trailer parking are two key areas of Half Moon Bay Marina as they are used densely in comparison to other parking zones. The two parking zones have the potential to be developed into shared spaces that could also be utilized by public for activities and events. The appropriate design of parking spaces could enhance on and offsite walkway connections to surrounding amenities.

Walkway disconnection & Viewshafts

Howick Golf Club

Legend Rotary walkway Site Boardwalk connection to beach Walkway disconnection Rotary walkway disconnection View shafts to Rangitoto Island and Wai O Taiki Bay

Tahuna Torea Nature Reserve

Bucklands Beach Wai O Taiki Bay

Eastern Beach

Half Moon Bay

Pigeon Mountain Wetland Wakaaranga Creek Reserve

Howick Pakuranga

1:20,000

Site Analysis

A1 Legend Active Zone

Legend Walkway

Vegetation

Disconnecton

Berth access

Entry points

Vehichle access

Car/trailer parking

Boat parking lot

1 Legend

Vehicle acess

Waiheke vehicle acess

Ferry parking

Vegetation

Bus access Vehicle circulation

1 Legend

1 Parking destination

Meeting point

Bus pick-up/drop off

Ferry parking

Vegetation

People movement

Understanding people movement through the site is a critical aspect for social design interventions. This diagram shows the pedestrian flow to ferry terminal and B.B.Y.C building where people intend to congregate. Majority of pedestrian flow occurs through car parks.

Legend

Parking destination Ferry parking

Vegetation

Public space Disconnecton

Meeting point People movement

This diagram shows the disconnection points of existing public amenities, disturbed by ferry and trailer parking as well as roads.

2 Legend

2 Vehicle acess

Marina walkway

Green space

Customer parking

Berth owner parking

Vehicle circulation

Due to significant number of car parking surrounding the facilities increases vehicle circulation and congestion - the sense of public amenity is decreased.

Legend

Parking destination

Marina walkway

Green space

Meeting point

Customer parking

People movement

Areas where there is maximum social cohesion are noted on the edges of Compass and Promenade building. A social disconnection is formed between the facilities and promenade.

3 A

3 Legend

3 Vehicle acess

Marina walkway

Vegetation

Vehicle circulation

This area is primarily utilized by berth owners who are expected to park right up to the edge of the promenade.

Legend

Parking destination

Vehicle acess

Marina walkway

Vegetation

Meeting point

People movement

The only area of social activity is observed on the promenade and pier heads.

4 Legend

4 Vehicle acess

Marina walkway

Staff parking

Vehicle circulation

Vegetation

Workers on the boatyard as well as staff situated in the admin building mainly utilize Argo drive.

Legend Vegetation

Parking destination

Vehicle acess

Marina walkway

Disconnecton

Meeting point

People movement

An existing walkway is disconnected by Argo drive and staff car park, forcing people to walk on the roads.

Site Usage Weekdays

Legend

High usage

Weekends

Moderate usage

Low usage

Ferry Terminal

Marina and berth owner parking

Ferry Terminal

Marina and berth owner parking

Ferry parking

Boat service facilities

Ferry parking

Boat service facilities

Compass and Promenade building and parking

Public boat ramps

Compass and Promenade building and parking

Public boat ramps

Staff car parking for Compass, Promenade and Waiheke vehicle ferry terminal Anchor building

B.B.Y.C and parking

Anchor building

Anchor building parking

Research findings

(Auckland Transport, 2014)

Half Moon Bay ferry terminal develoment The project aims to improve the connection between different forms of public transport allowing efficient, effective and quality public transport links to and from Auckland CBD Benefits: • Supports a vibrant marina and commercial centre • Enhances the operation of the terminal and improves public amenity of the area • Minimises environmental impacts through good urban design • Makes sure ferry services integrate with the terminal to move people, vehicles, goods and services more efficiently • Enables enjoyment by recreational boat users

Key facts:

(Your voice your community, 2011)

AMETI - Pakuranga Town Centre draft Masterplan

• Reclamation of new area and breakwaters • Simplified road layout – separating recreational boats and car park users • Possible site for multi level car park building to double the number of parks at the terminal • Pedestrian walkways and coastal walkway connections • Extensive landscaping and public amenity • Retention of existing vehicle ferry ramp and overnight moorings is proposed

The Auckland Manukau Eastern Transport Initiative (AMETI) is improving bus connection networks from Panmure to Howick • Proposed new connections for Cortina Place to William Roberts Road and Aylesbury Street, and connection of William Roberts Road to Ti Rakau Drive • A new bus link from Pakuranga Road to the new bus interchange on Ti Rakau Drive • Reduction in the width of Pakuranga Road to the north of the Town Centre, due to reduced traffic volumes anticipated when the link to Waipuna Bridge is completed.

(Pakuranga Town Centre draft Masterplan, 2014)

(Auckland Transport, 2014)

(Pakuranga Town Centre draft Masterplan, 2014)

Reflection

The feedback received by the critique panel helped improve the scope of my design and changed the trajectory of my methodology. Key research points: • What makes Half Moon Bay? • How many car parks are needed for the marina The first half of the year was focused severely on understanding the site functions and connections of Half Moon Bay Marina. How the site works, and how it relates to the local community?

Extensive research was carried out in order to understanding the characteristics of the Pakuranga subdivision. Pakuranga’s character can be defined through the informality of native vegetation and communal green spaces, which are established throughout the subdivision. It is also known for its historic relevance and undulating topography illuminated in existing parks and reserves. Applying Lewicka’s theories – ‘sense of place’ and ‘place identity’ gave an in-depth understanding of how the characteristics of Pakuranga could influence the redevelopment of Half Moon Bay Marina.

The multiple experiences on the site have been helpful in identifying the existing opportunities and constraints that can develop and modify any future design interventions. Ongoing projects established by AMETI and Auckland Transport i.e. Pakuranga Town Centre Development and Half Moon Bay ferry terminal upgrade have further influenced the scope of the design process. It is highly beneficial to note some of the key opportunities highlighted by Auckland transport regarding a similar research project to potentially influence ongoing research and design process to better suit real life expectations drawn from the local community.

Design Process

The testing commenced with the aim of locating areas of key interest, which would enhance social interaction on the site. The promenade being the most effective space for social interaction was an ideal starting point to connect the existing site to Bucklands Beach and Rotary walkway. By extending the promenade along the coastal periphery, creates a disturbance for boatyard workers accessing boats in and out of the water. The idea of a coastal edge connection to surrounding amenities is implemented from Westhaven Marina complemented with pocket parks along the promenade. The integration of pocket parks spaces are located adjacently to stormwater discharge points to add permeable surfaces on the site as well as inherit the open space character of Pakuranga. Testing the existing parking surfaces to be condensed and structured in an efficient manner to provide for better connections to amenities on site i.e. connection to rotary walkway.

Testing the possible ways of reconnecting the promenade to the disconnected rotary walkway. Ferry and trailer parking areas are being experimented by separation through a new road layout lining up with the proposed ferry terminal. Incorporating passive green spaces to separate parking lots and increase social engagement.

Incorporating shared spaces along the Promenade building aims to reduce vehicle speeds and encourages greater foot traffic in between facilities. Ferry parking is being shifted along the cliff line to allow for better accessibility on site for pedestrians as well as encourage commuters to use public transit through an improved bus pick up and drop off zone.

With the implementation of a curved walkway along the proposed ferry terminal, the social space would be disrupted by large vehicles accessing the Waiheke ferry terminal.

The promenade is refined by expanding it an additional 2.5 m into the harbor as well as inwards expansion connecting the existing outdoor dining entertainment to the waterâ&#x20AC;&#x2122;s edge â&#x20AC;&#x201C; a similar concept explored in Viaduct Harbour. The expansion creates opportunities for major social events and activities on the waterâ&#x20AC;&#x2122;s edge. The promenade aims to connect with the existing marina walkway through a shared space zone, allowing pedestrians to connect with the promenade more efficiently. Furthermore, the promenade is extended on an axis with a proposed connection to the beach area to attract a socially diverse group. The rationale behind residential housing implementation is based on the issue of this research project. In the Auckland Unitary Plan, the proposed development housing around the marina was mostly townhouses and terraced apartments. The zoning change is applied to a small portion of the site that would generate significant income and benefit the landowners as well. Waterfront living will offer great views to Rangitoto Island. Furthermore, the residents will benefit from living within proximity of a transport node. Pine Harbor and Bayswater Marina development provide housing with a suburban feel, which is implemented in this design test. It is essential to have a balance of public spaces along with residential housing. Incorporating entertainment facilities for the private housing would potentially attract significant visitors and locals.

The conceptual design of the promenade extension is developed through a series of tests based on existing points of disconnection as well as the reconfiguration of car parks. The concept comprises of a strong axial connection linking through two major recreational zones as well a strong connection to the proposed ferry terminal. The promenade extension can carry out events and activities from the promenade building.

The Waiheke ferry terminalâ&#x20AC;&#x2122;s location is slightly offset to the right, lining up adjacent to the ferry terminal. Two key zones of vehicle and pedestrian intersections are implemented as shared space to reduce traffic speed.

Housing development was a key component in the design process that aimed at solving the issue of the research project. Test 1 showed the housing being constructed to the edge of the promenade supported by retail at the bottom. This created a sense of private over powering public space.

Test 2 involved more apartment housing pushed back against the road, allowing spaces for social engagement and entertainment activity. However a handful of housing were still facing a car park. This test implemented similar attributes from Viaduct Harbour .

Reflection

The aim of the design testing was to achieve social outcomes driven from the local context of the site. With the aid of case studies and theories, benefited the design project and helped make some informed decisions. Applying the social aspects of Pakurangaâ&#x20AC;&#x2122;s character was critical in achieving social and community cohesion.

Pakurangaâ&#x20AC;&#x2122;s community value well designed open spaces that have walkways connecting one green space to another. The establishment of the walkway enhances and provides for greater social space through connections drawn from Bucklands Beach and the future Rotary walkway.

Working with the existing berth parking constraints slowed down the design process. The existence of berth owner parking is a necessity to the site, as the majority of it was condensed and worked around the design interventions, while preserving the character of boating recreation.

The integration of dense green spaces with native planting illuminates aspects of open spaces in Pakuranga and give a natural sense of space.

Concept Plan

The conceptual plan is based on a series of analytical drawings and tests to achieve the best possible outcome to illuminate social aspects and recreational zones. Firstly, with the introduction of promenade expansion up to 5m allows for comfortable walking and cycling accessibility. The proposed promenade aims to connect to the existing onsite walkways through extension of the promenade as well as shared space. The extension of the promenade aims to reconnect to the rotary walkway, which would enable greater connections to surrounding amenities. The promenade is extended towards the Promenade buildings as it takes over the existing berth owner car parking. The proposed promenade design is wide enough to hold potential weekend markets to enhance and attract diverse ethnic groups of the local community. • Shared streets along Promenade buildings to increase pedestrian accessibility as well as social gathering areas. • The implementation of mixed used development onsite aims to correspond with the Auckland Unitary Plan and provide terrace apartments and town housing for future growth. The residential housing appearance is based on the Pakuranga suburban feel through weatherboard housing. • Offers retail and entertainment on the ground floor

• •

Within walking proximity to the ferry Spectacular views to Rangitoto Island

The integration of green spaces is reflected back on to the social characteristics of Pakuranga. Passive recreation zones involve play spaces for children who are the future generation. The green spaces are defined through dense indigenous planting which acts as a buffer zone for limiting noise pollution and increasing safety. • Implementing signs that tell Iwi stories along the journey • Traditional wetland planting to filter any pollutants from the storm water channel. Through the relocation of the ferry terminal, a new road layout was formed that separated the existing ferry parking to trailer parking as planned by Auckland Transport. The re-orientation of the Waiheke vehicle ferry, as well as the boatyard, enables efficient use of road infrastructure as well as public spaces.

The boats on site have ben relocated into the Boatyard on a proposed dry stack – a similar approach is used in Pin harbor marina. The existing berth car parks are now relocated to replace the old boats Overall the conceptual design is heavily based on the local influences and the connection of surrounding amenities.

B P2 B1

P1 70

Promenade Expansion

Apartment housing with retail sector 71

B 72

Reflection

During the later stages of design process, some interesting feedback was passed upon from the second critique. Key points: • • •

Question needs to be adjusted A further in-depth study of location/community Techniques of an LA for waterfront development

The information passed on was critical in order to achieve a final resolution. The adjustment of question was significant in relation to what the final outcome would represent. The concept proposal lacked an in depth analysis of the local context as well as minimal use of LA techniques based on the character of the suburb. The design outcome was too fixated on elements of design interventions used from case studies instead of being innovative. With room for further developments to be made Half Moon Bay marina can achieve the aims set out through further analysis and creative design interventions that relate strongly to suburban findings.

Context Plan Musick Point

View

1:30000 74

t to R f a h s

slan I o t gito

Eastern Beach

Bucklands Beach

Pigeon Mountain Pigeon Mountain Wetland

Half Moon Bay

Wakaaranga Creek Reserve

Ro ry wa lk Ro ta

sio

t ex

wa y

Wai O Taiki Bay

Master Plan - Suburban Edge The final proposal aims at achieving the issue outlined at the beginning of the research project and answered the research question posed. The final design outcome comprises of eight key interventions that aim to enhance social aspects of Half Moon Bay Marina.

1. Promenade walkway expansion

The promenade is a key component that represents high levels of social gathering based on site experience and analysis. There is great potential for the promenade to be developed into a vibrant social space for the local community engage with the site. • Expansion of promenade connecting to restaurants, bars and cafes. • Proposal of weekday markets – attracts a diverse ethnic group • Connection to marina walkway adjacent to boatyard via shared space. • Connection through to Bucklands beach via marina walkway

2. Residential Housing

The implementation of residential housing was to help cater for future population growth occurring in East Auckland. A mixed use of residential housing is proposed ranging from townhouses to terraced apartments, which give a sense of suburban living depicted from Pakuranga’s character. The use of mixed housing and the spatial arrangement of informal trees that separate housing are emulated on site. This aspect gives a sense of residential living on the waterfront. • Proximity to a transport node • Economic benefits of Waterfront housing value for land owners • Views to Rangitoto Island • Proximity to retail and service facilities

3. Shared space zone – Compass, Promenade and Anchor Based on site analysis and site experience, the design intervention of shared space felt appropriate within the context of service facility buildings. The shared space paving allows vehicle traffic to slow down and become aware and considerate of pedestrians. • Provides for better accessibility and comfortable walking speeds among the facilities • Connects with the promenade expansion • Enhances community cohesion

4. Proposed retail/car parking building

The proposal of introducing a five-storey car park infrastructure was to decrease the number of impervious surfaces and increase the number of public spaces that locals can utilize. The design interventions of promenade expansion and residential housing have uprooted existing berth owner car parks and are now relocated in the parking building with the addition of existing staff car park. Incorporating drop of zones for berth owners, opposite Compass and Anchor building offers boat owners an area to drop off their supplies before parking in the new infrastructure. The ground level comprises of retail and utility services that would be benefit the proposed residential development. • More space for social development • Attracting diverse ethnic groups

5. Promenade extension – link through passive recreation up to the beach zone The extension of the new promenade is from where the original promenade stops (by B.B.Y.C) is now continued through with the aim of potentially connecting to the Rotary walkway. The design intervention includes a passive informal recreation zone that includes open grass space; kids splash pad as well as a playground. These are some of the key social aspects of the local suburb incorporated in a suburban waterfront. • Enhances social and recreational activity • Potential to encourage and attract locals to the waterfront • Enhances social aspects of the marina as well as Pakuranga

6. Beach area and boardwalk connection to Rotary walkway The new promenade extension carries into a beach area (previously fenced), which is now open to public use. The beach area offers a high-rise lookout point to the harbor with changing rooms situated at the bottom. The lookout point is weaved into an undulating boardwalk, which is proposed as the connection to the existing Rotary walkway. The undulating topography of Pakuranga’s characteristic can be illuminated in the topography of the boardwalk and the lookout point design interventions. • Enhances the social aspects of the site in relation to Pakuranga • Potential to attract locals and visitors • Increase in social diversity

7. Relocation and intervention of proposed ferry terminals and bus stop The relocation and intervention of the two key transport nodes were based on efficient design strategies as well as proximity to the proposed ferry parking. There is a formal bus stop proposed adjacent to the ferry terminal to encourage the use of public transport throughout the site.

8. Proposed permeable ferry car parking and trailer parking zone The proposed ferry parking is built on permeable surfaces, majority of the parking containing dry grass. Variations of native trees are planted informally throughout the ferry parking to give a sense of Pakuranga’s sublime nature. The permeable surfaces aim to capture any pollutant runoff from roads and parked cars. During weekends the ferry car park is used sparsely, allowing for productive use of space. A proposal of fresh markets being held adjacent to the boardwalk encourages people to explore the social interventions on site. • Enhances social and cultural aspects • Encourages and attracts locals from the surrounding suburbs • Increases social value of the suburb This final proposal is based on the extensive research and design process, of Half Moon Bay Marina. Applying the relevant theories on the local influences of site, was a significant component of research that gave a strong basis to the final resolution.

Bucklands Beach

Half Moon Bay

AC ST

AT YA R

TAKU TAI

B.B.Y.C

AVEN U

5 S

WA Y

MARINA MOTEL

UNTA

N MO PIGEO AD

IN RO

1:3000

TA I

RIVE

A-

MP AS

ARG

PA S

CO M

P1 78

P2 80

P3 82

P4 84

P5 86

P6 87

Conclusion

The research project commenced with the investigation through a broad literature search and review on suburban waterfronts and successful place making. Relevant theories of interest were based on understanding the social impacts of local and global influences as well as ‘place attachment’ and ‘place identity’ derived from the suburban context.

through design implementation that buttress the ongoing design process. Throughout ongoing design investigation, discoveries were made further to enhance the social levels in areas of high potential. The project gained complexity and distillation as it progressed, forming up final design outcomes that expressed social aspects drawn from the local community.

In-depth investigations of understanding the character of the suburb through the lens of spatial, visual and social aspects formed a fundamental basis of the final resolution. Throughout the investigation process, key findings were made that changed the trajectory of the methodology and design process. Understanding the demographics of the local community became an integral component of design development. Theories of ‘place attachment’ and ‘place identity’ derived from the existing demographics helped in mapping out potential areas of social engagement as well as the design implementation. The design interventions were evolved through the help of case studies that articulated the concept of social aspects and community cohesion

The final proposal is heavily influenced by the existing ongoing projects i.e. AMETI project and aims to correspond alongside the Auckland Unitary Plan zoning changes as well the Pakuranga Town Centre proposal. A series of design interventions illuminate Pakuranga’s character by expressing and incorporating existing social and cultural characteristics. The key focus of this design project was to investigate the social aspects of the local community and current users who relate with the waterfront. The task set out would assist in resolving the issue of decline in public open spaces at a cost of more housing developments. Designing a successful suburban waterfront, which aims to capture the theoretical notions of ‘successful place’, ‘place attachment’ and ‘place

identity’ in the proposed redevelopment of a suburban waterfront. The final resolution aims to enhance social aspects of the local community and preserve the character of boating recreation at Half Moon Bay Marina. Based on the year long research project, it is evident that a suburban waterfront can benefit from social aspects derived from a growing suburb.

References Auckland Transport. (2014). Half Moon bay ferry terminal redevelopment. Retrieved from https://at.govt.nz/ projects-roadworks/half-moon-bay-ferry-terminal-redevelopment/ Auckland Council. (2014). Howick Local Board Profile. Retrieved from http://www.aucklandcouncil.govt.nz/ EN/AboutCouncil/representativesbodies/LocalBoards/Howicklocalboard/Documents/howicklocalboardcensusprofile.pdf Auckland Council. (2014). Pakuranga Town Centre draft Masterplan. Retrieved from http://www.aucklandcouncil.govt.nz/EN/planspoliciesprojects/plansstrategies/Councilstrategies/Documents/Draft%20Pakuranga%20Masterplan.pdf Auckland Council. (2011). Your Voice Your Community. Retrieved from http://library.lincoln.ac.nz/Documents/ Library/APA-Style-Referencing.pdf Carmona, M; Freeman, J; Rose, S; Woolley, H; (2004) The Value of Public Space: How High Quality Parks and Public Spaces Create Economic, Social and Environmental Value. CABE Space Guàrdia, J., & Pol, E. (2002). A critical study of theoretical models of sustainability through structural equation systems. Environment and behavior, 34(1), 137-149. Smith, H., Garcia Ferrari, M. S. (2012). Waterfront Regeneration: Experiences in City-building. Oxon., New York, USA., Canada: Routledge. Vorkinn, M. and Riese, H. (2001), ‘Environmental Concern in a Local Context: The Significance of Place Attachment’, Environment and Behavior 33: 249-363.

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