Graduation Studio 0.5

CIRCULATE Integrating the activities of the ground into the skyscraper

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Acknowledgements Special thanks to Dr. Philip Oldfield and Ivan Ip for their assistance in this project. Also, thank you to UNSW and the Built Environment faculty.

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CIRCULATE Integrating the activities of the ground into the skyscraper

ARCH 7291 Sadina Tursunovic z3461731

UNSW Masters of Architecture High Performance Studio S. Tursunovic | 3

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CONTENTS

PREFACE INITIAL INVESTIGATIONS

Sydney 2030

Aspects of a desirable city

Car-free Cities

Car-free Streets : Sydney Laneways

Laneways on the ground: Sydney

Laneways on the ground: Site

Circulating the High Rise

The Human Dimension

11 13 15 19 21 25 27 31 33

CASE STUDIES

Unite D’Habitation

Linked Hybrid

Block Tower

E2A Concept Design

Key Learnings

43 49 53 57 61

INITIAL MASTER PLAN

Initial Master Plan

65

REVISED MASTER PLAN

Revising the Initial

Key Moves

Interpretations

Program Planning

Reflection

71 73 75 77 81 99

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PREFACE

A

s buildings have become taller, they have also become wider, consuming pedestrian and public streets. This, combined with the prioritisation of cars and vehicular traffic, has resulted in cities that leave the pedestrians and the public ground plane isolated. The need for vehicles is strongly associated with the distance people need to travel to arrive to work as current public transport links are not reliable enough. High vehicular use forces pedestrians to circulate along narrow perimeters of buildings - during peak periods this creates major crowding along public pathways. With expected rises in the population of the city, solutions that return the focus to users and their experience with the site is necessary if Sydney is to remain a globally viable city.

This project aims to revitalise the ground plane and reconcile the relationship between the ground, the pedestrian and access to the city without compromising on necessary services and programs that are needed in the city. Analysis of current patterns on the ground plane, the users and use of existing architecture, and available public transport links are used to inform a design that will be responsive to the growing population and rising needs of the city.

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INITIAL INVESTIGATIONS

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8 in 10 Australians live in a city (Holiday)

2016 2026

8,650 14,088

2036

17,869

Population predictions in Sydney CBD (Context and Mapping)

St ge r o Ge

George Street will act as a pedestrian point of access to greater Sydney

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SYDNEY 2030 “Green, Global, Connected”

S

ue Holiday highlights Sydney as a city that is failing to keep up with population growth, affordable housing, and allowing people options to move around. She argues that if Sydney does not change, it will not be able to maintain its current global status.

She identifies connectivity and activity as two major requirements for a lasting city. It is these issues, amongst others, that are identified in the Sydney 2030 plan. Alongside improved bike paths and public transport, there is also a proposal to make part of George Street car-free. Introduction of car-free zones aims to return the city to pedestrians. The introduction of light-rail and changes in paving and layout of George Street aim to transform it.

The introduction of a pedestrianised city, a city which provides more green space and sustainable design, and a city that is well connected aim to keep Sydney a globally viable place. Adaptable design that can account for increasing populations and increased number of pedestrians and city users will be needed alongside aforementioned aims in order for the city to thrive.

Sue Holiday, “The Tipping Point: Cities on the Edge,” Utzon Lecture, UNSW, October 20, 2016.

City of Sydney, “Sustainable Sydney 2030 Community Strategic Plan (2013)” City of Sydney.

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46% 17%

57%

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ASPECTS OF A DESIRABLE CITY Reflection on Sasaki’s “State of the city: City Experience”

T

he report presents the findings on what makes a city liveable. 1,000 people were surveyed across six US cities and they commonly, and the results found that amongst a dense urban fabric, historic buildings, food and restaurants, public parks and well managed transport were the most sought after elements.

Historic buildings: They tell a story about the site and people at a point in time.

Furthermore, “historic” buildings - or those identified as historic by people - are often well made and offer visual details. In modern buildings, public art and unique elements are valued Food and Restaurants: People want to try new foods, and this is the most common reason why people come into a new area or into the city. Interestingly, only 18% would travel out of their way to a new green space or parkland.

Green parks and streets: Between parks, streets, private buildings, and civic buildings, streets and parks are the most enjoyed spaces within a city. Within these open spaces, waterfronts are identified as the most valued. Public open spaces, such as green parks and streets, are also noted as a significant piece of connecting fabric in an urban city.

Transport: Within dense cities, the need for greater parking spaces is identified as one of the key factors for an unsatisfactory experience within a city.

Improved transport infrastructure and emerging technologies can help eliviete this with future design and development.

Sasaki demonstrates what is successful in current cities and what users enjoy. This provides insight into the features necessary in order to allow cities to continue to thrive. Considered design that accounts for the successes, whilst minimising failures, of current city planning will help create cities that populations desire to be in.

Sasaiki, “State of the City: City Experience,” ß

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Image Source: Shutterstock - in http://www.jllrealviews.com/places/can-idea-superblocks-improve-city-living/

10%

30% 26% Perimeter

40% Internal

Increase in pedestrian activity and decrease in private vehicle usage

Undisturbed connectivity to major sites

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Decrease levels of pollution and toxic emissions

CAR-FREE STREETS Barcelona

T

he notion of a ‘super-block’ within car-centred sites amongst the girded city of Barcelona aims to return the city and its streets to pedestrians.

The idea is that within every 3x3 block, interior zones are restricted to light (10km/hr) residential traffic and perimeter streets are left for heavy traffic. This allows residents to extend their activities into the street and encourage communities to form and communicate.

Within Barcelona’s first pedestrian zone, the Gracia superblock, positive increase in pedestrian activity has been recorded. Reports on the superblock account for an overall increase in walking by 10%, and cycling by 30%.

Boundary street - heavy vehicles, public transport, private vehicles Car-free street - residential vehicles, bike lanes

Idea behind the superblock allows internal streets to remain public spaces where people can participate in public activities

Leanna Garfield, “Spain’s plan to create car-free ‘super-blocks’ is facing protests,” Business Insider, Accessed May 6th, 2017, http://www.businessinsider.com.au/barcelona-superblock-protest-20171?r=US&IR=T.

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Image Source: Dan from Flickr - https://flic.kr/p/9N5MRV

Denmark’s pedestrian streets connects major public spaces and open squares.

Car-free street Public parks, buildings and squares Waterfront

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Denmark

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oted as the oldest pedestrian street in the world, Denmark’s pedestrian lane in Strøget hosts a number of shops and cafés, whilst linking numerous sites and squares. Ghel Architects also comment on the success of Denmark’s pedestrian precinct. The linkage the route offers is also compared to the extreme lack of linkage the current car-free and pedestrian oriented centres in Sydney have.

The take-over of the vehicle in Denmark’s city centre, which was established on narrow streets, forced pedestrians to sidewalks during the 1960s. The sidewalks as a result over-crowded and caused blockage on roads. The car-free, pedestrian oriented street was trailed in these areas for two years prior to their permanent establishment. The two year trial demonstrated a decrease in air pollution, no traffic, and increased pedestrian satisfaction.

The current car-free zone of Strøget remains a successful pedestrian zone in Denmark and hosts varied activities. Restaurants, outdoor sidewalk cafés, specialty shops, department stores, galleries, theatres and museums along other functions activate the 3.2km long street.

Both Denmark and Barcelona’s concepts for pedestrian cities were highly criticised. Most criticisms stemmed from fears of increased traffic congestion, difficulties in supplying the city, and loss of business. The implementation of the car-free zones has in fact increased communal gathering, and increase in consumer activity.

These examples demonstrate that, when applied correctly, connected pedestrian oriented streets can provide positive influence upon a space.

Copanhagen Portal, “The World’s longest Pedestrian Street ‘Strøget’,” Accessed May 3rd, 2017,http://www.copenhagenet.dk/cph-map/CPH-Pedestrian.asp.

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Car-free zones

Traffic

Ghel Architects, “Sydney - Public Space Public Life 2007,” Issue, Accessed May 1, 2017. https://issuu.com/gehlarchitects/docs/issuu_516_sydney_pspl2007

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Light Rail stop Light Rail Pedestrian zone Low High

CAR-FREE STREETS Sydney

Car Free Streets and Lanes (Left)

As highlighted by the mapping undertaken by Ghel Architects, Sydney’s carfree areas are limited and disconnected. As a result, the pedestrian experience is disturbed through incessant need to wait at traffic lights.

This, compared with their analysis of traffic use per roads does suggests a possibility to extend car-free zones into less frequently used roads to make a connected pedestrian experience through Sydney’s major sites.

Traffic along the CBD (Right)

The map highlights areas of high and low vehicular activity. Immediately on the site. George Street faces the greatest amount of traffic on its northern end, whilst adjoining Pitt Street faces less traffic.

Highlighted on the map is also the future light rail line and pedestrian zone.

These areas aim to provide enhanced services to pedestrians, however they fail to be linked together for a more holistic pedestrian experience

“Cars give people wonderful freedom and increase their opportunities. But they also destroy the environment, to an extent so drastic that they kill all social life.”

A Pattern Language, 64.

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1854

1912

1948

1969

The creation and disappearance of lane-ways across the APDG site and greater Sydney.

Image Source: The City of Sydney, “The City of Sydney Policy for the Management of Laneways in Central Sydney”, The City of Sydney, pg12-16

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1980

LANEWAYS Laneways have developed alongside the increase in the built environment.

S

ydney, like most cities, houses numerous lane-ways throughout the CBD. In a comparison between Perth, Melbourne and Sydney, Sydney was found to have on average 21 lane-ways per 100 hectares. Now this is significantly less than say Melbourne or Perth. Despite this, the lanes that do exist are vital in creating east-west links throughout the city. They also provide access to the back sides of buildings, allowing services and parking to be accessed.

The potential of lane-ways does extend beyond solely being able to access car parks and services. Most cities have realised the value of land that these lanes operate on, and the social potential they can have when activated correctly. In a city dominated by the car and vehicular traffic, place for pedestrian gathering on public paths has significantly decreased. Lanes provide an opportunity to refocus areas of the city on the pedestrian and the activities that they practice.

Numerous lanes that exist today were once part of a pedestrian and commercial hub. Roe Street for example is noted as the “closest thing Sydney had to European chic.� It was lined with terrace houses, artists studios, a Gallery, bookstores, hatters, furniture stores, music stores and so on that stocked the latest trends. The development of the MLC has caused this lane to disappear, however the writings on the lane provide ample understanding of the success and role former lanes played within the city.

Lane revitalisation programs are planned in most major Australian cities - It is hence important to understand the patterns of lanes that were or are considered successful socially, and build upon these findings.

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East-West Links in an otherwise North South Oriented city

The north-south orientation of the major roads that service Circular Quay and greater Sydney CBD are relieved by east west links created by some existing lane ways on large blocks. The full potential of these east-west links is not realised however as many of these lanes are for vehicles and discourage pedestrian use.

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Main use and character Function to serve either as an entrance to car-parks, an art installation, or a restaurant and cafe quarter. Currently these functions seldom mix, however all functions are required to make the lanes useful and activated.

Hence the consideration of a design that can amalgamate these services is necessary.

CAR PARK

ART

FOOD

Current use of most laneways around Sydney

CAR PARK

ART

FOOD/ PUBLIC SPACE

Proposed use of laneways around Sydney

DARK/ DIRTY

CAR PARK

RUBBISH DISPOSAL

Character of typical laneway

NATURAL LIGHT

CARFREE

PEDESTRIAN SERVICES

Character of successful laneway

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1. Ash Street: Cafe, Restaurant, Art

2. Albion Street: Cafe, Restaurant, Loading dock

3. 200 George St: Cafe, Public plaza

4. Angel Place: Art

5. Underwood Street: Vehicle dominated

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6. Un-Named: Loading Dock

LANEWAYS ON THE GROUND:SYDNEY

3

5

2

1 4

6

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LANEWAYS ON THE GROUND:SITE All lanes connect to a central public court

W

ith entrances off Pitt and George Street, the central courtyard is currently the beginning of a much greater communal inner court. As the site itself is split across two levels, the court acts as both a connection and a meeting spot for those occupying the offices and casual pedestrians.

Currently only the two entrances form within 200 George Street are completely pedestrian. Most existing lanes act as loading docks, car park entrances and uninspired access to some buildings. With the development of the site, the relocation or concentration of the carparks is a possibility to allow the site to better connect to the growing pedestrian centre.

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0m

av. 6

4-9m

Garbage disposal services line the already narrow streets, reducing pedestrian access even more

Inactivated Laneway Use

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Metal roller shutters act as the only feature on a blank facade along the lane

Bitumen paving

Loading zones with large vehicles entering and leaving regularly

4-9m

Awnings provide shade and rain protection without eliminating the possibility of natural light to reach the site

Animated facade that invites people to linger in the space and explore the site

Artificial street lighting is implemented in a number of ways to brighten the narrow spaces

av. 60m

Outdoor cafe seating. The activities outside can also be as simple as an art installation

Cafes, restaurants and galleries are predominant services that line these lanes

Tiled paving that is reminiscent of the pedestrian and not the car

Activated Laneway

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Typical core structures and how people enter a space - central, side or on the edges. This results in a predominantly vertical circulation movement throughout the structure.

Elevators do not provide long enough or comfortable enough conditions for engagements. Open public spaces provide these conditions and encourage social interaction.

Above image is showing the disconnect between vehicular and pedestrian circulation. Vehicular transit is restricted to the horizontal plane, and internal circulation of high=rise structures is restricted to vertical elevators as forms of transport. (Transit and infrastructure group)

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CIRCULATING THE HIGH RISE Most highrise buildings are circulated verticall y through mechanicall y operated lifts & escalators

T

he study of how people use and arrive to their destinations in high-rise architecture can help assist in the design of more efficient and experiential experiences within a building.

Currently, due to numerous factors such as program, technology and construction, most high-rise structures are circulated purely through elevators. This is contrasted heavily with pedestrian circulation on the ground, where a network of streets, roads, stairs and ramps dictate almost all circulation. The experience hence one has on the ground amongst the streets is extremely different to that of one in the sky. The ground experience is more interactive .

In regards to this, Bill Hillier writes on the difference between ones interaction with a building and a street. “Urban populations are divided by differences of many kinds: statuses, wealth, position and so on, and these differences find commonly expression within buildings. But in the street everyone is enjoyed to be just another individual.

It is an extraordinary, though rarely noticed fact, that social differences play no role in the street, in this sense, streets do not reflect society, but act in a contrary sense by putting togAether in space what society divides.�

As buildings have dictated programs and often house private functions, there is an evident divide between who can and cannot use an architecture. Most buildings provide some form of public gesture on the ground floor or roof, but there exist very few examples that allow public users to roam throughout the interior of the building. As a result the encounters and interactions that exist within a building are often predictable.

The social environment of an elevator is extremely different to that of a public street. Elevators do not invite people to linger or stay and are a purely mechanical means of circulating. In projects which extend streets into the sky (these will be discussed in the case studies) there are more opportunities for people to meet and reduce the differences that Hillier writes on.

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“‘life between buildings’ includes all of the very different actvities people engage in when they use common city space: purposeful walks from place to place, promenades, short stops, longer stays, window shopping, conversations and meetings, exercise, dancing, recreation, street trade, children’s play, begging and street entertainment.” (page 19)

“A parking lot for only 20 or 30 cars fills the same amount of space as a good little city square.” (page 55)

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THE HUMAN DIMENSION Reflection on Gehl, J. Rogers and Lord Richard’s “Cities for People” Walking The significance of walking is highlighted. Walking is identified as “the beginning, the starting point” of human endevour and experience. The world is experienced through pedestrian movement between the world and the people that occupy it. Designing environments that encourage walking and pedestrian encounters is effectively designing an environment that encourages the development of the lives and experienced events of the users. Key qualities required for successful pedestrian life within an urban setting are and summarised by the qualities in the quote below: “‘purposeful walks from place to place, promenades, short stops, longer stays, window shopping, conversations and meetings, exercise, dancing, recreation, street trade, children’s play, begging and street entertainment.” (page 19) Scale The typical human walks in a “linear, frontal, horizontal” movement and travels at a maximum speed of 5km/hr. It is for these conditions that the public realm must be designed for. Within this relationship, the street is identified as the catalyst for linear movement whereas a square is a place of rest and observation.(33) Similarly, an architecture that responds to the human condition is referred to here as “5km/hr scale” - a scale which responds to the visibility and commuting scale of people. Within this scale, humans are capable of navigating narrow linear and detailed spaces. Larger scales are needed to navigate faster zones - such as vehicle oriented zones.

Distance Account for less space in design. According to Sven-Ingvar Anderson in the text, spaces feel more valuable and encourage greater participation when there are more people in an area spaced together. The example given is a lecture hall designed for 50 hosting a class that has double its capacity. Due to the small size of the theatre hall, it will fill quickly and the distance between the lecturer and students will decrease. This will elude a significance to the lecture itself and greater engagement from participants.

In a reverse situation - where the lecture hall is too large and only few spaces are occupied in a scattered manner - engagement decreases.

The effect of the scale of space, and its qualities on users are further demonstrated through the understanding of how much space vehicles consume within the built environment: “A parking lot for only 20 or 30 cars fills the same amount of space as a good little city square.” (page 55)

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Circulation

Di

ffic

Natural Street = Linear circulation Square = pause/ reflection

ult

Linear Circulation

Observation

10m

20-30m

50-100m

Interesting and detailed

Short shouts exchanged; Not personal

Visible but no engagement; Body recognisable but distant

up to 100m

up to 100m

Easy to read

Harder to read

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50˚ -55˚ 10˚ 70˚ -80˚

Typical horizontal viewing range

Ground floor is the most visible so make it the most prominent feature / animated to appeal to audiences and users

13m max.

6.5 5km/hr

Vertical observation

5km/hr scale = Detailed façades Information easily read Can navigate easily

60km/hr

60km/hr scale= Larger scale Buildings observed from distance and little detail is seen Obstructed sensory experience as extremely large signs are needed

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Distance

0-45cm

45-120cm

Intimate

Personal

1.2m - 3.7m

Over 3.7m

Social

Public

Social Distance

Narrow table = intimate conversation

Wide table = formal setting

Full capacity Intimate distance Engaged

Low capacity Greater distance Less engaged

Capacity

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A livel y city

+ A Dense City

Good quality, connected public spaces

Rhythm

15-20 shops

100m Constantly New Experiences

Vertical façades make walking distances seem shorter

Horizontal facade = longer perceived walking distance

purposeful walks from place to place... promenades... short stops... longer stays... window shopping... conversations and meetings... exercise... dancing... recreation... street trade... children’s play... begging... street entertainment.

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Scale confusion: Vehicles

= Large public place

Congested impersonal space

Scale confusion: Architecture

Now: large statement observed from afar quickl y

Intimate detail viewed at ground and appreciated

Breaking the journey up

50

0m

500m

m 500 500m

500m is acceptable linear walking distance

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Break the journey up by sequences and points of interest

Edges

Scale and Rhythm: 5km/hr and Verticality

Transparency

Sensual appeal

Texture and Detail

Public

Semi

Private

Public

Semi

Private

Australian Residential edge: front yard of low rise homes

1m2 of front yard space is more effective than large front yard space

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CASE STUDIES

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Recreational Public space/ Elevated ground floor

Retail

Residential

Vehicle Zone Image source: Paul Koziowski, http://www.fondationlecorbusier.fr/CorbuCache/900x720_2049_794.jpg?r=0

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UNITE D’HABITATION Le Corbusier | 1947 | France Key concept: Streets in the sky and adaptable design The Unite D’Habitation is high density housing project that combines mixed functions to create an effective city within the building.

Public services are removed from the ground floor and located on the roof.

A swimming pool, gym and cafe amongst other services are amalgamated on the roof. William J. Curtis describes it as a new ground within the air. He also notes that within high density sites the “vertical ground slab” allows for the ground plane to be liberated for cars and nature.

Access corridors, often described as “streets” in the sky, are distributed upon every third level. A double height apartment that runs the full width of the building allows this to happen. Mumford described the streets as “[an] inadequate equivalent to ground level streets in a dense urban setting.” These streets act solely as entrances to apartments. On the retail level however, the “street” is moved towards the facade and acts solely to service the stores. Unlike a typical street in an urban environment, the Unite D’habitation fails to link numerous functions between the different “streets”.

The structure however continues to be a great precedent in understanding the services needed for modern living and their relationship in a high rise.

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Mixing in public features amongst a residential program

1. Interior streets 2. Gym 3. Cafe / Sun Terrace 4. Cafeteria/ Chair store 5. Playground 6. Health Centre 7. Childcare 8. Nursery 9. Bar/ Restaurant 10. Youth club/ workshop 11. Laundry 12. Entrance 13. Carpark

4 3

5

2 6

8

7 9

10

1

11

9 12

13

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Mixing in public features amongst a residential program

Roof level pool Image Source: Paul Koziowski, http://www. fondationlecorbusier.fr/CorbuCache/900x720_2049_814. jpg?r=0

Shops and their entrances Image Source: Paul Koziowski, http://www. fondationlecorbusier.fr/CorbuCache/900x720_2049_807. jpg?r=0

Public space

Private Vehicle zone Distribution of the mixed use program sees three different zones occurring independently

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Laneways in the sky and reducing their number by smart planning. This increases the amount of people using each “lane”

Long corridors form streets in the sky. Due to efficient apartment arrangement they occur every 3rd level

Apartments face East-West for maximum solar exposure.

Sky street within the Unite D’habitation Image Source: http://images.adsttc.com/media/images/5037/e7c8/28ba/0d59/9b00/03b0/large_jpg/stringio.jpg?1414218892

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The human dimension when circulating the new language of the highrise

New public domain

Ground floor Moving the ground plane to the roof frees up the ground for greenery and cars - the vehicle realm is on the ground and the human on the top of the buildings

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Image source: http://www.stevenholl.com/projects/beijing-linked-hybrid

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LINKED HYBRID Steven Holl | 2009 | Beijing The architecture aims to create a modern, “porous” structure that is open to public at all levels that extends the city into the structure: “open city within a city”. It provides pedestrians with activated environments on all levels.

The ground level features shops around a central lake as a form of activation. Restaurants, hotels, a school, kindergarten, and cinema form this activation. They also link to gardens that provide access to the midlevel public spaces.

Mid level roofs extend the ground with public roof gardens. They are accessed by “jump-cut” elevators which lead to a second series of routes and sky bridges.

Skybridges allow for circulation beyond the ground floor, and lead to public spaces such as a swimming pool, gym, cafe, gallery, auditorium, and a mini salon. The sky passages aim to encourage chance encounters as a way of condensing the experience of city life.

The highest roof gardens are private for penthouse owners and feature rooftop pools. The whole structure is also thermally regulated through geo-thermal wells, allowing the structure to be both socially and environmentally sustainable.

Archdaily, “Linked Hybrid/ Steven Holl Architects,” Accessed April 30, 2017. http://www.archdaily.com/34302/linked-hybrid-steven-holl-architects.

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Integrating public programs accross numerous levels

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Bridging functions between towers

Parks and recreational zones

Shops and Cafe Office Car park to residence 4 key passages for differing functions

All images sourced from: Archdaily, “Linked Hybrid/ Steven Holl Architects,� Accessed April 30, 2017. http://www.archdaily.com/34302/linked-hybrid-steven-holl-architects.

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Other

Sport Education Civic Culture Hotel

Shopping

Commercial

Live/Work unit

Residential

Car park

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BLOCK TOWER Stan Allen | 2013 | New York The project is an investigation into new forms of housing for a changing demographic. The project takes existing office towers and converts them to residential and public space.

Existing cores within the structure are kept for economy and function, however an additional garden/ atrium is weaved around the building. The publicly accessible garden, which runs from the ground floor to the top floor, aims to provide alternative forms of circulating the building whilst injecting public programs throughout the structure.

Also, the conventional 4meter heights of office floors allows on average 3 residential floors to fit within 2 of the current office floors. This also allows commercial and residential floors to exist on the same floor plate without necessarily interacting.

Changes in regulation that can allow the conversion of these office blocks into residences, and the mixed use program, will allow structures with features described above to exist.

“Project Showcase: New Models for Housing New Yorkers ,“ Accessed May 9, 2017. http://archleague.org/2013/03/project-showcase-new-models-for-housing-new-yorkers/2/ Stan Allen Architects, “Block Tower”, Accessed May 9, 2017. http://www.stanallenarchitect.com/architecture/BlockTower.

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Adapting existing structures to reduce landfill and environmental impact

The process of adapting a structure: 1. Use the original 2. Distil the structure 3. Place circulation cut out 4. Mix in programs

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Top: Converting Office into Residential: 2 office floors = 3 residential floors Bottom: Integrating different functions along a public route of circulation

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Image source: https://www.treehugger.com/green-architecture/tower-london-big-its-brutalist-it-could-be-model-how-we-can-build-cheaper-and-greener-housing.html

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E2A CONCEPT DESIGN E2A | - | London Particularly in commercial towers, there is always a great need to maximise the usable floor space. Typically structures have central cores that bring users to their level, then allow them to access remaining services through corridors and attached spaces.

E2A’s design highlights the main functions necessary in a liveable floor plate, locates them in varying cores, and allows the remaining floor space to be interpreted at will. This design allows the tower to function beyond just a residential or commercial function, but allows users to interpret the use as their own. This creates great flexibility with an otherwise very fixed plan.

The pureness of materials further reflects the simplicity of the plan.

The design does leave questions of how to manage privacy, solar heat gain, servicing and so on, however the

Plan

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Entrance

Open Private Service Services pin-wheel around the facade: larger connected spaces = public open zone smaller spaces off public route = private zone

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Introduced divisions

Open plan allows for user modification and individualisation. Above is an example of possible divisions iwthin the open plan.

The spaces can be divided

Image source: https://www.treehugger.com/green-architecture/tower-london-big-its-brutalist-it-could-be-model-how-we-can-build-cheaper-and-greener-housing.html

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KEY LEARNINGS

Control number of sky-streets

Efficient distribution of programs allows greater control of the streets that people circulate in the vertical realm. This can increase the users per street and the opportunity for chance encounters.

Mixed-use programs

The combination of numerous programs within a single structure allows users to have convenient access to public services. Recurring functions in all the precedent structures include: Shops, cafes/ restaurants, commercial, residential, pools, gyms, green recreational spaces and schools.

Public Private Vehicle

Public /Private delineation

Particularly in a mixed use structure which may purpose spaces with specific privacy needs, circulation routes and access options towards different parts of the building needs to be well designed.

Combined vertical and horizontal circulation

Rather than limiting the sky pedestrian realm to the elevator or a corridor, one can mix the forms of circulation to provide varied experiences.

Green Design

There is always a need to focus on the environmental impact a building has with its surroundings. Careful consideration of the materials and technology used inside the building will allow it to perform better and have a better impact on users in the long run by reduce green house gases and carbon emissions.

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INITIAL MASTER PLAN

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1. Bring lane-ways into the vertical realm

The research on both streets and existing circulation routes in high rise structures makes it evident that the functions from the ground level are needed in the vertical realm.

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2. Reconnect the city to the pedestrian and reactivate the ground plane.

By removing some existing infrastructure in the city and replacing it with more connected forms of infrastructure, the aim is to create a more publicly accessible Sydney.

3. Encourage an occupied architecture

By implementing a hybrid mixeduse program that mixes day-time and night-time functions, along with residential and commercial programs, the aim is to create a structure that can accommodate the increasing density of the city.

INITIAL MASTERPLAN Submission 1

T

he initial master plan was concerned with laneways in the sky. The design focused on the understanding of precedents and the following question:

What lessons can be learnt from laneways and applied to a vertical, hyper-dense environment?

The key moves (diagrammed on the left) focused on the pedestrian, and it is this focus that is continued within the revised master plan. Revision of form and spatial qualities required for successful pedestrian life is tackled in the revised version of the master-plan as well.

What lessons can be learnt from laneways and applied to a vertical, hyper-dense environment?

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Residential Commercial Car-Park GROUND FLOOR CONCEPT 1:200

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The Elevation demonstrates the intertwining between public and private spaces through sky-lanes.

As the design is still in its conceptual phase, the elevation remains diagrammatic in its depiction of the program.

Public Program Retail Cafe Restaurant Cinema Pool Viewing Deck

Residential

Commercial

Commercial Program Grade A Office space Small business space

Public

Residential Program Apartments Studios

WESTERN ELEVATION CONCEPT 1:200

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REVISED MASTER PLAN

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How can the engagements and activities on the ground floor be connected, recreated and encouraged in the vertical realm?

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REVISING THE INITIAL Design direction

A

fter numerous revisions of the designs intentions, it has come to my attention that the initial idea of laneways and their construct within Sydney extends beyond their east-west connections in an otherwise northsouth oriented city. The true character of these laneways is their ability to act as a host to numerous pedestrian and social activities. It is because of this that the design research direction has been revised, questioning instead:

How can the engagements and activities amongst pedestrians on the ground floor be recreated and encouraged in the vertical realm of a high rise?

The aim is to bring people back into Circular Quay - particularly after business hours - and to allow engagements that occur in a high-rise to have the same spontenious nature as those that occur on the ground floor. This will be achieved by: - Pedestrianising the length of George Street from Martin Place down to the harbour - allowing an undisturbed pedestrian experience throughout major sites in Circular Quay - Implementing elements of the “human scale� in a high-rise and very dense city as identified by Jahn Gehl and precedent studies - Creating public spaces within the highrise structures - Creating sky connections between public and private spaces.

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Pedestrianise George Street

1.

3.

2.

4.

1. Current City of Sydney Proposal

Car-free zone fails to connect to the most important public space - the harbour - with the inner city.

2. Pedestrianise George Street down to the harbour

This will provide a path through the city which is not disrupted by traffic and pedestrian lights.

3. Redirect George Street traffic to Pitt Street

Major traffic and services from George Street can be redirected to Pitt Street and adjoining streets.

4. Connect the Harbour and City Centre with public spaces and squares This is done to ensure a more pedestrian pace along the length of George Street.

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Light Rail stop Light Rail Pedestrian zone Low High Traffic

KEY MOVES Bring laneways into the sky

1.

2.

3.

4.

1. The Ground Streets and Lanes

The principle circulation route that links services and amenities to all on the ground level.

2. Bring the street into the vertical realm

Extend the links and routes from the ground into high rise architecture and the vertical plane

3. Link the major streets with laneways and activated zones

Extend the links and routes from the ground into high rise architecture and the vertical plane

4. Encourage chance encounters through linked programs and pedestrian routes Amalgamate the programs so as to allow people from different zones to meet where desirable and where possible

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Streets = primary linear movement

Elevators = primary linear movement = street

Lanes = connecting and breaking up primary movement

Connections in the air = lanes

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INTERPRETATIONS Understanding lanes in the sky

U

nderstanding the dominant linear nature of streets within the Sydney street-scape, and the east-west links that lanes provide, inform the design of the circulation of the high rise. The streets, with their linear nature, are interpreted as the linear movement of elevators. Similarly, the linking notion of lanes is introduced through secondary circulation routes such as stairs, ramps and escalators.

The secondary routes provide links to major programs throughout the site whereas elevators provide direct access. The secondary routes feature links between different programs - this is done to encourage people to meet and linger at different spots of the site. This level of interaction is not possible in a tower that connects all functions with an elevator.

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Residential

Commercial

Public

People on the site past business hours 5-9

People on the site during business hours 9-5

Activate the ground during the day and night

PROGRAM A circulated city

A

s the aim of this project is to provide a city that is refocused on the users, the program has been developed to reflect the current and envisioned users of the site.

The site is currently filled with retail and office blocks, encouraging a 9am -5pm engagement with the city. After these periods many businesses close and the office workers retire to their residences outside of the city.

This effectively leaves the city predominantly empty past these times.

Introduction of bars, restaurants and other night-time functions, combined with increased residences aims to bring life back to the city past business hours.

Furthermore, the introduction of artist studios can encourage the artistic community in the city to flourish. Due to the increasing expenses of renting in the city, many artists have to move further west, also moving their talents with them. As many lanes within the city are brought to life through artistic installations, I further propose to provide artist studios to allow especially the laneways on the site to become activated. Local artists can be invited to create and exhibit in the current lanes. This will help local artists and create an ever-changing point of interest on the site.

The program that is proposed targets functions that encourage a particular activities to occur on the site. Through these activities, it is envisioned that the site will become more activated throughout all times of the day and year.

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High-rise

Office

Mid= rirse

Residential

Ground Floor

Public

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Other

Commercial/ Office

Residential

Services to the site

Continuing and complimenting the current major use of the site

Allows site to have a 24 hour occupancy and engagement

Viewing public deck

Making the water view public and available to all

Leisure Centre

Extend Sydney’s relationship with the water into the site

Gym

Library

Theatre Laneway Gallery Artist Studios Restaurants and Bars

Extending the services available to all users of the site: public, office and residents Publicly accessible space that invite people into the site Continue the focus on the arts that is present in the area Lane-ways and public courts Accommodate resident artists who design and activate the current laneways of the site Invites people to linger on the site

Shopping/ Retail

Activate ground floor

Bike services

Pedestrian services

Public Square

Covered and open space to break up the journey along George Street

Car park

Neighbourhood watch and safer streets

Celebration and display of local talents.

Also creates engagement with the site if the artworks in lanes change periodically.

Activation of the ground and laneways

Accommodates visitors, office workers and general users of site

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PLANNING Program

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SITE PLAN 1:5000

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Retail Covered public gathering area

Retail Bike workshop and workshop

Boutique shops and cafés

Ge

Office entrance and foyer

Boutique shops and cafés Residential and artist entrance foyer

Pitt Street

Outdoor theatre

org

eS

tree

t

Public Square

Boutique shops and cafés

GROUND FLOOR PLAN 1:1000

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Library

Theatre

Artist studios Resi foyer

Library

Cafe/ Artist Dining Studios

Office foyer

Level 1 1:2000

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Level 2 1:2000

Lane retail

Cafe/ Dining Rooftop garden

Level 3 1:2000

Cafe/ Dining

Level 4 1:2000

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Leisure Centre Extended: Gym, sauna Public Viewing

Leisure Centre

Garden

Office/ Resi Foyer

Level 5 1:2000

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Residential

Level 6 1:2000

Linking Pedestrian circulation routes link up different functions throughout the site. This allows users to experience different functions and atmospheres on their way to their destination.

Example links include but are not limited to: Ground --> Escalator --> Retail --> Lane --> Theatre Lane --> Residential foyer --> Rooftop Garden --> Dining --> Public deck --> Leisure Centre Links between functions allow different users to access platforms through different routes. This further increases engagement between different pedestrians and the circulation of the site.

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North Elevation 1:2000

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Office

Resi and Office Foyer

B

C

Leisure Centre

Boutique Cafes

Residential Resi and Office Foyer Dining Dining Office Foyer

Outdoor Plaza Section 1:1000

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Public Plaza in the Sky A

Laneway retail Library Theatre Retail, boutique cafes, bike workshop/parking/sharing

Section A - Activating the ground lanes 1:200

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Section B - Bridging the residential units 1:5000

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Section C - Bridging the public realm 1:500

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Left: A 4 storey block of units is centred around a central courtyard that allows users to have visual and interpersonal connections between the different apartments and levels. This also increases facade surface area and allows more light into a greater number of apartments

13m villages

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Jump elevators

Right: Jump elevators that service alternating floors. This allows people to enter a “community� space from which they use lanes to circulate to their own office or apartment.

Concepts of Circulating the high-rise

Individual Front yards

Residential and Office Foyers

Public viewing deck & Rooftop Garden

Ground square

Creating lanes and the feeling of actual streets within the sky. This is achieved by multi-level spaces, and circulation routes that connect in a similar way to those on the ground. There is a main axis of circulation linked by smaller east-west links.

Linking spaces through public courts

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REFLECTION Design going forward

I

n reflection of the design that is presented above, I feel that there are still many ways in which this design can be improved. Going into next semester there are a number of design test I would like to further explore. Amongst there are: Increase the variety of circulation types At the moment I only have stairs, escalators, elevators and sky bridges. I would like to see what other forms of navigation I can explore within this site.

Expand the program The program currently houses large functions across entire floor plates. I would like to explore ways in which Study the public program through section As the program for the public building has been redesigned a few times. I feel that the level of complexity it currently achieves is low. I would like to further explore the design in a series of sections that will allow me to better understand the building.

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