Responsive Streets
principles for making glocal streets as links and places Otto Chen 329123
Supervisor: Professor Barrie Shelton
ABPL90169 Design Thesis
Acknowledgement This thesis would never come to fruition without the support and help of many people. First and foremost, I am indebted to my supervisors - Professor Barrie Shelton. His superb guidance, invaluable comments and continuous encouragement are essential for the completion of this thesis. I also greatly appreciate the comments and assistance from a number of my fellow colleagues. Special thanks to Dave O’Reilly, Naho Degawa, Tin Lok Ho, and Quah Zheng Wei for their kindly direction and unreserved suggestion on my study, which have been instrumental in helping me lay down the theoretical core of this dissertation. And finally, thanks to my family for being so patient and supportive during my five year pilgrimage through university study. And to all of them, this design thesis is dedicated.
Contents
1. Overview
4. Identifying New Glocal Connections
Introduction
7
Existing Intersection
23
Context
8
Superblock Edge Crossings
24
Site Location
10
Connection Strategy
26
Background and need
10
Focus
10
Objectives
11
Methodology
11
Limitaton
11
2. Literature Review
5. Street Design Glocal Street Development Control
29
Glocal Streets
30
Morphological
31
Functional
32
Street As Links
13
Visual
33
Japanese Streets
14
Temporal
34
Street As Places
15
Conclusion
35
3. Fitzroy/Collingwood And Gokiso Glocal Street Comparison Two Superblocks
17
Glocal Patterns
18
6. Appendix
37
7. Bibliography
44
List of Illustrations Figure 1.1 Elements of the street Figure 1.2 Population growth projections for the Melbourne Statistical Division, 2001–31
7
8
Figure 4.4 Potential new glocal connection
25
Figure 4.5 Connection Typology
26
Figure 4.6 Applying Connection
27
Figure 5.1 Glocal street design development
29
Figure 1.3 Newspaper headline on Melbourne Traffic Problem
8
Figure 1.4 Melbourne activity centres
8
Figure 1.5 3D model of the evolution of the new paradigm in inner Melbourne
8
Figure 5.2 Conceptual glocal street
30
Figure 1.6 Fitzroy/Collingwoood superblock
9
Figure 5.3 ParkingDay in Fitzroy
30
Figure 5.4 Column morphology
31
Figure 5.5 Frame construction and plugins
32
Figure 5.6 Different variety of plugins
32
Figure 1.7 All day traffic volume growth - 2006 to 2031 vs Cycle traffic counts, March 2007
9
Figure 1.8 Global roads, glocal streets and local streets
10
Figure 1.9 Methodology flow chart
11
Figure 5.7 Different configuration
33
Figure 2.1 Literature on street as links
13
Figure 5.8 conceptual glocal street space
34
Figure 2.2 Literature on Japanese streets
14
Figure 2.3 Literature on street as places
15
Figure 3.1 Fitzroy/Collingwood Superblock
17
Figure 3.2 Gokiso Superblock
17
Figure 3.3 Comparing the extend of glocal streets
18
Figure 3.4 Quantitative analysis of glocal street
19
Figure 3.5 Superblock entry/exit point comparison
20
Figure 3.6 Spatial profile of glocal streets showing massing, height and program
21
Figure 4.1 Existing glocal streets
23
Figure 4.2 Local streets that connect to the global roads
23
Figure 4.3 Existing superblock entry/exit point conditions
24
1. Overview
6
Introduction Urban design can be broadly defined as the creation and arrangement of public spaces and facilities which meet the physical social and economic needs of urban inhabitants. Good urban design is highly valued not only through the form and the shape of where we live, but how it is achieved. Street is one the vital element in urban design. Street design and its importance is in its ability to be a city generator, it strategically engages, activates and defines its urban context. Streets are the most important public spaces. They perform a wide range of functions including the movement of pedestrians, cyclists, motorists, and public transport. Beyond this, streets are key social and economic spaces where social and economic interaction and exchange occur on a daily basis. Streets and the buildings around streets carry strong cultural messages and values and their quality determines the quality of the townscape (figure 1). As Jacobs (1961) pointed out, think of a city and what comes to mind? Its streets. If a city’s street look interesting, the city looks interesting; if they look dull, the city looks dull. Therefore, decisions about how to connect and design street space have a tremendous impact on cities. The purpose of this thesis is to restructure the street network and produce new design principles for street spaces in the Fitzroy/Collingwood superblock to invoke positive transformations of the urban fabric. The thesis will first compare the street network and spatial layout between the Fitzroy/Collingwood superblock to the Goksio superblock in the city of Nagoya. The aim is to demonstrate the importance of glocal connections, which can be defined as streets within the superblock that cross the edge roads and extend into or even across neighbouring superblock (Shelton, 2012). The new connections will create new movement channels, shifting the structure of the heavily centralized street pattern. This will result in development opportunities along the new corridors. The second part of the thesis will propose design strategy for the new glocal streets by reallocate spaces, to provide sufficient rooms for all users. Maximise people taking part in activities on the street. The design strategy can then be adopted as a template for transforming streets in other parts of the superblock or beyond.
Movement Channel
Public Space
railway motorway
road path
open space
STREET court yard
service tunnel buildings Build Form
Figure 1.1 Elements of the street (diagram adpated from Marshall, 2005)
7
Context The ability to move relatively easily around a city at different times of the day is a basic function of the city’s economic and social activity (Moughtin, 1992). Melbourne is projected to experience substantial population growth in the next 20 years (Figure 1. 2). This means across the city the demand for personal travel will also escalate. Placing increase pressure on road infrastructure with is already operating at capacity during peak hour. This issue is well highlighted in the media (Figure 1.3). This is an urgent issue that needs immediate attention.
Figure 1.5 3D model of the evolution of the new paradigm in inner Melbourne
PORT PHILLIP BAY
The search for solution has inspired a number of approaches. The Victoria State government has put forward the Melbourne 2030, where a number of activity centres have been identified and designated to accommodate the increasing population (Figure. 1.4) In addition, another document, titled “Transforming Australian Cities” offered an additional strategy, arguing for the densification along transit routes (Figure 1.5). But the effectiveness of those plans is questionable.
(Source: Australian Bureau of Statistics, Series C, R & S Projections, 2000, modified for the region by Department of Infrastructure) WESTERN PORT
Central Activities District
NORTH 0
10
20 km
Principal Activity Centre Major Activity Centre
Figure 1.3 Newspaper headline on Melbourne Traffic Problem
Specialised Activity Centre Principal Public Transport Network Melbourne metropolitan rail network (Source: Department of Infrastructure, 2001)
Population (millions)
First of all, the two schemes will only exacerbate the centralized urban structure of Melbourne. Because the current public transport operates on the radial pattern, therefore the increase density along those movement channal is likely to place additional pressure on the carry capacity. Creating a “jam-pack” 4.8 environment that is less desirable for which people want4.6 to live in. Secondly, the proposals offered little Senario 1 4.4 alternative to the traditional way of interpreting the street4.2as a thoroughfare rather than a network of Senario 2 interconnected space that facilitate social interactions. 4.0 Streets 3.8 are often widened to serve the convenience of the automobile, making way for ‘efficient’ traffic Senario 3 3.6 thoroughfares, and consequently pedestrian activities 3.4 are constrained to the narrow sidewalks along 2026 2001 2006 2011 2016 2021 the edges (Engwicht, 1999). In other words, the Yearfor the future current functional policies outlined of Melbourne only concerned efficient physical Population growth projections for the development of land parcels, without adequately Melbourne Statistical Division, 2001–31 addressing the social and spatial significance of the street space between buildings. As it will be demonstrated through this study, additional consideration must be given the wider urban structural elements such as the street. As In such a compact and high density city, particularly emphasis should also be on pedestrian circulation, legibility of routes and an enjoyable and safe experience in getting around.
Figure 1.4 Melbourne activity centres
Figure 1.2 Population growth projections for the Melbourne Statistical Division, 2001–31
8
2031
(Source: Transforming Australian cities for a more financially viable and sustainable future)
Site Location Alexandra P d
Figure 1.6 Fitzroy/Collingwoood superblock
The area is considered to be the first developed suburbs in Melbourne and has undergone waves of both urban renewal and gentrification since the 1950s (Lewis, 1991). The most recent changes to the area are mandated by the Melbourne 2030, in which both Brunswick Street and nearby Smith Street are designated for redevelopment as Activity Centres (DPCD, 2008). This policy correlates with the proposal set out in ‘Transforming Australian Cities’, whereby the desification of transit routes applies to Nichson Street, Victoria Parade, Burswink Street and Smith Street.
Victoria Pd 0
250
500 Meters
Figure 1.7 All day traffic volume growth - 2006 to 2031 vs Cycle traffic counts, March 2007
d
Hoddle St
Smith St
Alexandr aP
Nicholson St
The growing demand for travel means much higher traffic volumes on the city’s roads. Even with strong increases in public transport, Melbourne faces the daunting task of managing at least an additional 3 million car trips per day by 2031 (Eddington, 2008). Traffic analysis undertaken by Veitch Lister (2008) shows that, while many key routes across Melbourne are already operating at or near capacity, they still face very significant growth in traffic volumes over the next 25 years. The analysis shows that many roads in the superblock will become more and more congested over the next two decades (Figure 1,7). On the other hand, alternative sustainable mode of transport such as cycling has largely been discarded. Survey undertaken by the city of Melbourne in 2007 demonstrates that there are few popular cycling routes within the superblock and few connections to the surroundings (Figure 1.7). Therefore, there needs to be better connections and street environment for pedestrian and cyclists. Cycling and walking, after all is the most healthy and environmentally friendly mode of travel.
Hoddle St
Nicholson S t
A superblock located in the inner city of Melbourne has been selected to demonstrate the possible alternative urban development. Fitzroy and Collingwood are two suburbs situated approximately 2 kilometres northeast of the Melbourne Central Business District. The two suburb is bound by four arterial roads, Alexander Parade on the North, Victoria Parade on the South. Hoddle Street on the East and Nicholson Street on the West forming a rectilinear superblock (Figure 1.6). Its dimensions are approximately 1.5 kilometre from east to west and 1.5 kilometre from north to south.
5,000 10,000 20,000
Victoria P Source: (Veitch Lister 2008)
d
50,000
Most popular routes (Source: City of Melbourne 2007)
9
Background and need
Focus
Cities in Japan have modelled itself on western cities in many aspects, but the foreign culture were not imported systematically and accepted in its entirely (Hara, 2007). Through imitative trials and error, and by interpretations and reinterpretation, Japan has slowly forge it own set of urban structure and design practice based on its own cultural experiences (Sorensen, 2002). This distinctiveness makes Japan an important case study of urban design, as it gives us a useful inspiration to restructure streets in Melbourne.
At the broadest scale, the movement channel of a city can be separated into three categories, which includes global roads, glocal streets and local streets (Figure 1.8). These combinations of streets from the superblock street pattern. This pattern contributes significantly to the quality and character of a superblock. The number of blocks, intersections, access points and cul-de-sac affects the number of route options as well as ease of moving about.
The adoption of Japanese street design is important because their particular spatial features and physical structure. The street represents the most responsive of urban places in Japan, and displays the means by which the city works and how activities are articulated. This is largely the result of dual perspective approach, whereby many of the cities has created an interconnected network of main streets to facilitate movement, whilst on the other hand there are labyrinth of narrow street which can be described as somewhat disorderly urban spaces overflowing with activities (Mather, 1997). The two parallel aspects function together to form the backbone of the city. This characteristic was experienced and analysed first hand in a study trip to the city of Nagoya in 2011. Deriving street design tactics from Japan will help offer different approach to existing urban problems. However, it is not the purpose of this thesis to assert that Japanese street design is superior to others, nor is it predicting a shift to fully adopt Japanese street design practice. This is simply an attempt to explore the possibilities of designing streets by adopting principles from another context, which has hardly been considered previously in Melbourne. By showing people some positive street qualities such as those observable from Japan, they could perhaps lead to more alternatives street conditions.
10
Figure 1.8 Global roads, glocal streets and local streets
According to Shelton (2012) Global roads are major arterial roads that bound the superblock and provide movement across the city and glocal streets can be defined as streets that cross the global roads bounding the superblock and extend into or even across neighbouring superblock. Glocal streets can be further characterised as streets with two glocal crossing or streets with one glocal crossing. And last but not least local streets which are internal streets within the superblock that serve as access ways. This thesis in particularly is concern with glocal street, as it not only has the ability to serve as movement conduit between the multiple superblocks but more importantly it also have the properties of a place, a location in which people enact part of their lives. Most commercial streets are glocal in their pattern.In the past modernism planning have been largely occupied with segregating linkages rather than paying attention to the relation between internal and external structure, this results in the creation of ‘disurbanism’ (Hillier, 1996). The focus of this thesis is to stop this practice.
global roads two global crossing glocal streets one global crossing glocal streets local streets
Objectives This dissertation aims to achieve the following: 1) Improve the glocal connection of the superblock 2) Create thoroughfare where vehicular accessibility is appropriately balanced with pedestrian circulation. 3) Promote streets as social and activity generator.
Figure 1.9 Methodology flow chart
Restructure the glocal connections and spaces at the Fitzroy/Collingwood Superblock
Methodology In order to achieve the set of objectives listed above, the dissertation will adopt the following methods. This thesis is divided into two parts (Figure 1.9). The first part of thesis will compare the superblock in Gokiso and Fitzroy/Collingwood; follow by conducting site analysis to identify the potential new glocal connections and propose connection strategies to improve the glocal linkages throughout the superblock. The second part of the thesis will propose design principles for the new glocal connections as well as conduct conceptual design to evaluate the principles. The design strategy can then be adopted as a template for transforming streets in other parts of the superblock or beyond.
Limitatons My understanding of Japanese street design can only be that of an outsider who base the analysis of Japanese streets on prior field trip and knowledge gained from different literatures. Been an outsider brings both advantages and disadvantages to the design. The main disadvantage is that the interpretation of street design is inherently limited to observations, which means it is always possible to lack information and make wrong interpretation. However, on the other hand, been a foreigner will prompt a different set of question, and perhaps a different set of design outcomes to native Japanese who simply considers existing street conditions and functions to be the norm.
Literature review on street network Comparison Study: Gokiso and Fitzroy/Collingwood Site study to identify new glocal connections Propose connection strategy
Literature review on Japanese street design
Literature review on Western street design
Identify key factors that influence street design Generate design principles Conduct conceptual design to evaluate principles
Conclusion: applicability, future studies
11
2. Literature Review
12
Street As Links During the modernist period designers such as Le Corbusier looked at the street system and saw a confusion of road types performing conflicting ‘functions’. The traditional multi-function street was seen as a problem to the urban structure. In response, functional classification was introduced to bring a clear set of idealized street types; each type will perform specific functions. As a result, rather than being locked together in street grids, modernist street design allowed streets to follow their own fluid linear geometry, transforming cities into a vast highway complex sprawling across the landscape, vividly demonstrating the a urban form that resembles a tree structure with streets ruled by motor vehicle (Campbell & Cowan, 2002). In recent years, that has been a upsurge of interest in neo-traditional urbanism. Complex network understanding of the urban layout begins to emerge through theories such as space syntax (Hillier, 1996) and urban web (Salingaros, 1998). Furthermore, literature such as ‘Street and Pattern’ provides valuable insight into how layout of routes, connectivity and network patter could contribute to better urban design. The heart of the argument is to support multidirectional street network layout. Linking parts of the city and layers of activity (Trancik, 1986). In addition, city need not just to be connected, but to make the connection clear. Locally, its structure, signage and the design of its building should make it easy for visitor to find their way about and understand how it works. Only places which are accessible to people can offer them choice. The quality of permeability, the number of alternative ways to and from the superblock, is therefore central to making responsive place (Bently, I et al). In other words, connections are what make successful cities. In summary, street network literature highlights the deficiencies of a radial pattern, producing a series of dead end, inhibiting free-flowing movement through the area. Alternately, multidirectional network can be created by joining up the branches. The new network affords a greater choice of choice of routes, thus provides greater freedom of movement and offers more direct routes between places.
Figure 2.1 Literature on street as links
Theory of the Urban Web Salingaros , N (1998)
Linkage Theory Trancik, R (1986)
Streets & Patterns Marshall, S (2005)
RELATION
USE
DESIGNATION
FORM
Radial Routes
Street Lane Path
Boulevard
40
Bypass
Space is the Machine Hillier, B (1996)
Responsive Environment Bently, I et al. (1985)
13
Japanese Streets The adoption of Japanese street design is important because their particular spatial features and physical structure. At the urban scale, the urban block consists of multidirectional street network, with overlapping modes of movement (Shelton, 2012). Making it a close resemablence of Christerpher Alexander’s lattice like structure (Norihiko, 2008). At the eye level, it is evident that Japanese streets were not merely transportation routes. They were much more intimately involved with the fabric of daily life. Japanese streets consist of an assemblage of economic activities and living spaces which undergoes constant change (Hidenobu, 1995). In this sense, streets in Japan perform the function of the plaza in the Western city, but as pointed out by Kurokawa (1988) streets in Japane also possesses, at the same time, an ambiguous meaning, for it has double nature: it is simultaneously public and private space, city space and residential space. Kurakawa has also noted in Western urbanism, the concept of ‘boundary’ tends to imply a rigid demarcation between two different entities, whereas in traditional Asian cultures it tends to be treated as a transitional ‘threshold’, which becomes a space in its own right. This suggests a causal connection between the street and its expressive edge quality. Other decisive component of Japanese streets includes distance/height ratio, width/distance ratio and the secondary profile of the street (Ashihara, 1983). The expressionism of Japanese street design in many ways represents architecture of communication over architecturally conceived form, with a mix of “clipon” elements that creates a sense of urban immediacy, symbolic and sensory, thereby distorting established ideas of building aesthetics. This condition is most notable in Japanese arcade shopping street (Eyre, 1982). Constant changes of use reflect the fluctuating priorities of owners and occupants. Accretions of change owe more to random personalisation than style. The streetscape is therefore constantly remodelled through adaptive re-use. As a result, streets in Japan embody a complex juxtaposition of “joint together’ buildings (Bow-Wow, 2002).
Figure 2.2 Literature on Japanese streets
Nagoya the changing geography of a Japanese regional metropolis J.D Eyre (1982)
The Aesthetic Townscape
Ashihara, Y (1983)
Tokyo: a spatial anthropology Hidenobu, J (1995)
Learning from the Japanese city: looking East in urban design, Shelton, B (2012),
Architecture and Urbanism of Tokyo Norihiko D, (2008)
Pet architecture
Atelier Bow-Wow (2002)
14
Street As Places Streets are merely a linear link, a conduit of movement between point A and point B, in fact street is an area, a three dimensional space in which space activities and interaction can take place. As a result of functional classification road design, emphasis has been placed on giving priority to cars. Many urban thinkers have pointed out since street design has become vehicle-oriented, street as place has increasingly been overlooked. (Appleyard, 1981, Gehl, 2010 & Jacobs, 1961). The key argument is for streets to also act as places where people walk, talk, cycle, shop and perform multitude of social functions. Bill Hillier points out that most of the pedestrian or vehicular movement in any urban space is accounted for, not by people who have come to that space for a particular reason (for instance, because their workplace is there), but because they are passing through on their way to somewhere else. How lively a particular street will depend as much on what routes pass through it as on what happens in or beside it. Therefore, close proximity and easy accessibility prevent functional isolation (Ben-Joseph & Southworth, 2003). In addition, a city need not just to be connected, but to make the connection clear. Locally, its structure, signage and the design of its building should make it easy for visitor to find their way about and understand how it works. Lynch (1990) suggested the physical feature which contributes the quality of legibility can be grouped into five key elements, nodes, edges, paths, districts and landmarks. As for the legibility of street, it mainly determined by nodes, edges, and paths. The junction of paths should be reinforced by enlarging the node or positioning building with strong character at corner, which can improve the visual attraction to catch people’s s attention. The combination of street path and building surface shapes variety of impresses which may attract people to go ahead or stay in the space (Jacbos 1995). For example, grid road network and curvilinear one with their interfaces can bring different spatial experience.
Figure 2.3 Literature on street as places
Cities for People Gehl. J, (2010)
Great Streets
Jacobs, A (1995)
Livable Streets
Appleyard, D (1981)
Streets and the Shaping of Towns and Cities Ben-Joseph, E & Southworth, M ( 2003)
The Life and Death of Great American Cites Jacobs, J (1961)
The image of city Lynch, K (1960)
15
3. Fitzroy/Collingwood and Gokiso Glocal Street Comparison
16
Two Superblocks As mentioned previously, Fitzroy/Collingwood Superblock is located in close proximity to the Melbourne Central Business District (CBD) and bound by four global roads. There are number of tram services running on the south and east side. In addition, three tram services run through the middle of the superblock. There is also a train line adjacent to the eastern edge of the superblock across the global road. The block features regular street blocks with low rise building.
Figure 3.1 Fitzroy/Collingwood Superblock
Fitzroy
Figure 3.2 Gokiso Superblock
Gokiso
Trams
Sakura-dori Line
Route 86 Route 30 Route 95 Route 11
Tsurumai Line Castle Town Gokiso
Route 24 Route 96 Route 109 Route 112 Route 30
Located approximately 4 kilometre south-east of Nagoya’s original castle town is the Gokiso superblock. It stretches 1kilometer from north to south and 1.5 kilometres from east to west. Like Fitzroy/ Collingwood, the superblock is bound by global roads on all four sides, and there are subway lines running underneath the global roads on the north and east side and one elevated expressway on the west side. Different to Fitzroy/Collingwood, the Gokiso superblock features both regular and irregular street blocks.
Trains South Morang/ Hurstbridge Line Centrel Business District Fitzroy/Collingwood 1km
1km
NORTH
0
0
500m
NORTH
NORTH
500m
NORTH
17
Glocal Patterns By examine the pattern of glocal street in the two superblocks, it becomes evident that Fitzroy/ Collingwood is weakly connected with the surrounding urban context. There are six glocal street that crosses north south of the superblock, radiating away from the Melbourne CBD, reinforcing the centralised urban structure. For traveling east west, there are only three glocal streets. Making movement between east-west of the superblock is extremely limited compare to the north-south. In Gokiso, there are multiple glocal streets crossing the edge of the superblock in all directions. Many of them stretching for over 1 kilometre and passes a number of other superblocks. This glocal street pattern fractal replicated to make up a comprehensive grid street network in the city of Nagoya.
Figure 3.3 Comparing the extend of glocal streets Fitzroy/Collingwood
Whilst there is a strong difference in the pattern of glocal street, there is one common feature, which is the fact that the glocal street that crosses the super block in both directions is where most commercial activities are concentrated. This includes Brunswick Street and Smith Street on the north-south corridor and Johnston and Gertrude Street along the eastwest. In Gokiso, it is Takiko shopping street crossing north south and Ame Ike Dori crossing east west. This phenomenon demonstrates the fact that the glocal streets not only have the ability to connect places, but it is also where intense activities occur. One key difference in the characteristics of the glocal streets between the two superblocks, that is in the Fitzroy/Collingwood superblock there are glocal connections which is pedestrian and cyclists only, and one place crossing the Carlton Garden, the connection is for pedestrian only. This can be seen as strength of the superblock, as it shows the potential for more similar linkages to be made from the superblock for pedestrian and cyclists.
18
800m
( ( (
) two global crossing glocal (pedestrian/cyclist only) ) (pedestrian only) ) one global crossing glocal (pedestrian/cyclist only)
Gokiso
Glocal Patterns (cont.) A close up quantitative study of the two superblocks reveals much more staggering difference. First of all, as showed in previous diagram (figure 13), there is far greater frequency of glocal crossing points in Gokiso, when compare to Fitzroy/Collingwood. The average distance between glocal street is 202.30 meters in Gokiso and 496.15 meter in Fitzroy/ Collingwood. There are three glocal streets in Gokiso that crosses the global roads in both directions. There is one in north-south alignment and two in east west alignment. Moreover, there are an additional seventeen global crossing glocal streets. This gives a total of twenty glocal streets. This figure is again significantly higher compare to Fitzroy/Collingwood, even though there is same aggregate of two global crossing glocal. Fitzroy/Collingwood has only five other glocal streets and three of them crosses the north side of the superblock.
Figure 3.4 Quantitative analysis of glocal street Fitzroy/Collingwood
Gokiso 318m
304m
213m
271m
503m 215m
230m
225m
140m
255m
320m
165m
549m
190m 130m 494m
30m
130m
305m
130m 110m
110m
832m
190m
576m 158m
200m 160m 243m
262m
274m 299m
222m
211m
98m
274m
278m
90m
195m
95m 100m 95m
200m
1,291 m
Avg. 496.15m North South East West
202m
507m
Avg. 202.30m 1 2 3
2 0 0 0 4
1 1 0 1 1
Total 5 3 8
North South East West
1 2 3
4 6 3 4 17
Total 11 9 20
pedestrian only ( ( (
) two global crossing glocal (pedestrian/cyclist only) ) (pedestrian only) ) one global crossing glocal (pedestrian/cyclist only)
19
Glocal Patterns (cont.) The importance of glocal street lies upon the crossing points, where a street from the superblock connects with the global road. It is at this junction that one is able to enter and exit from one superblock into another. Shelton (2012) has pointed out that the crossing points in Gokiso is determined by the need for regular point of crossing rather than by their length once they enter the superblock. Thus, this arrangement is more convenient for pedestrians and cyclists than cars. This is clearly not the case in Fitzroy/Collingwood.
Figure 3.5 Superblock entry/exit point comparison
In total there are sixty one entry/exit points at the Gokiso Superblock, twenty one of them are glocal connections. This number is significantly higher than the fifty one entry/exit points and eleven glocal connections in Fitzroy/Collingwood.
( ( (
20
) two global crossing glocal (pedestrian/cyclist only) ) (pedestrian only) ) one global crossing glocal (pedestrian/cyclist only)
superblock entry/exit point existing glocal connection
Glocal Patterns (cont.) The spatial profile of Smith Street shows low rise building with small variety of program, which is typical of a commercial street in Melbourne. Although the street is intended commercial activities, but in fact more spaces are been allocated to automobiles than pedestrians. Furthermore, large proportion of space is allocated to street car parking. This spatial configuration is very different to those seen in Gokiso. Where the traditional Western street has a typological uniformity that asserts a collective definition, the Japanese street is made up of buildings that are heterogeneous in term of historical type, massing and scale (Kurokawa, 1988). In a much higher density environment, the streets are narrower and pedestrians and cars share the street surfaces. In addition, the many informal interfaces such as temporary signs and pot plants placed between buildings and street space help reinforce the street’s character. As discussed by Rowe and Koetter (1984), this type of assemblage represents “both the legacy and continuum of historical process”, accommodating “both hybrid display and the requirements of selfdetermination”. The street is been integrated as part of physical and social living environment, and is used simultaneously for movement and visual interest.
Figure 3.6 Spatial profile of glocal streets showing massing, height and program Fitzroy/Collingwood Smith Street EAST
A
A
WEST
Gokiso Takiko Shoping Street EAST
B
B
100m
WEST
commercial service residential office
section AA
conbini/supermarket food & beverage relgious health section BB
P
P
5m
21
4. Identifying New Glocal Connections
22
Existing Intersection As it has been highlight numerous times throughout this report, the Fitzroy/Collingwood superblock lacks glocal connection to the nearby places. Considering the overall population is expected to grow substantially, the ability to move freely and quickly becomes paramount. However, the current street network does not facilitate that, the superblock offer little connection to the surrounding area as indicated in figure 4.1 unless one is to travel away from the city and further into the suburbs. The current paradigm needs to change and the Gokiso superblock offers a great case study. In order to improve the existing condition, a good starting point is to analysis all the existing local streets that are connected to the global road and examine each streets potential to become a glocal connection. Figure 4.2 indicates most of the local streets that are connected to the global road extend far into the superblock. By adding new glocal connections to those local street, it will bring significant improvement for movement.
2 1
5 3
Figure 4.1 Existing glocal streets
4
To understand the characteristics and the conditions of the existing points of entry and exist of the super block panoramic photos were taken at each junction to document the existing environment (see appendix)
2 1
5 3
Figure 4.2 Local streets that connect to the global roads
4
1
Medical Precinct
3
Calton Garden
2
Universirty of Melbourne
4
Melbourne CBD
(
)
(
)
(
)
5
two global crossing glocal (pedestrian/cyclist only) (pedestrian only) one global crossing glocal (pedestrian/cyclist only)
Yarra Bend Park
superblock entry/exist point
Fitzroy/Collingwood
existing glocal connection
local streets that connected to global roads
500m
NORTH 23
Superblock Edge Crossings Based on the site analysis, it became evident that there were many similarities between the conditions where streets in the superblock connect with global roads. Diagrammatic representation was produced to illustrate the conditions at each of the four global roads (Figure 4.3). From the analysis, it is evident that the streets which had the most potential to transformed into a glocal street are the ones that are closely aligned with street on the opposite side or faces on to flat open spaces. This includes condition one, four, eight, and twelve. If all of them were to be connected and become glocal streets, this will add an additional twenty glocal streets to the super blocks.
Figure 4.3 Existing superblock entry/exit point conditions crossing typology
Crossing Condition 1 x4
Crossing Condition 5 x1
Crossing Condition 6 x3
Crossing Condition 2 x1
Crossing Condition 7 x5
Crossing Condition 3 x7
Crossing Condition 8 x5
Crossing Condition 9 x2
Crossing Condition 4 x4
superblock edge
24
Alexandra Parade
Nicholson Street
Victoria Parade
Hoddle Street
Crossing Condition 10 x3
Crossing Condition 13 x 1
Crossing Condition 11 x3
Crossing Condition 14 x 3
Crossing Condition 12 x3
Crossing Condition 15 x 1
Crossing Condition 16 x 9
Figure 4.4 Potential new glocal connection
2 1
5 3
4
1 Medical Precinct
3 Calton Garden
2 Universirty of Melbourne
4 Melbourne CBD
( ( (
) ) )
two global crossing glocal (pedestrian/cyclist only) (pedestrian only) one global crossing glocal (pedestrian/cyclist only) local streets
5
Yarra Bend Park
500m
Fitzroy/Collingwood superblock entry/exist point
NORTH
potential new glocal connection
existing glocal connection
25
Connection Strategy Depending on the available spaces, or width of the street, different methods or models can be used to provide connection for pedestrian and cyclists. Three of the most common connection typology visible in the streets of Japan are overpass, zebra crossing and under pass. Each has its advantages and disadvantages. The decision for anyone of the type should be based on street by street bases. For instance, some site is practical have overpass that uses stairs and lifts whilst others might require ramps. In some situations, different typologies may need to be combined together. Nevertheless, there are common principles which apply to all scenarios. This includes disability access, bicycle access, safety and in some instances the ability to access the connection from multiple directions. Figure 4.5 demonstrates an exemplar overpass put in place over Nicholson Street. The overpass has lift shaft at each corner and access to the overpass can be gained from all sides of the footpath.
Figure 4.5 Connection Typology
overpass
overpass
underpass
hybrid
26
Figure 4.6 Applying Connection
Before
After
27
5. Street Design
28
Glocal Street Development Control In a separate thesis study, Dave O’Reilly explored the potential to increase the density along the global roads of the Fitzroy/Collingwood superblock. A slope plane of 1:1.5 was set as the maximum building envelop to allow for taller buildings on the edge of the superblock. The intention was to create a ‘hardshell’ around the superblock much like those of seen Japanese superblock. To coincide with this study, this thesis will put forward the building development control on building behind the tall buildings on the edges of the superblock. To graphically illustrate the development control, a conceptual design is put forward as an example. First of all, all new development must set back from the boundary of the site for a minimum of 3 meters to allow for the creation of laneways improving permeability and space for service area. The height of the building will control by a slope plane ratio of 1:1 for the front the building, and the same rules to the side and back of the buildings if there is lower buildings or streets at the side or the back of the building. This will result in a building mass that recognises its surround context and avoid over shadowing and overlooking. The ground of the building will contain program that is non-residential. Optional setback applies to the ground floor of the building facing the street. The façade of the building must not extend beyond the boundary of the site and must be minimum 70% transparent to provide passive surveillance. The development must also construct car park spaces for the occupants of the buildings, but should also allow access by the general public if the car park is not at capacity.
Figure 5.1 Glocal street design development
boundary setback
street setback and ground floor land use
slope plane
passive surveillance and sustainable design
massing
car parking
non-residential
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Glocal Streets By applying the same development control there starts to generate a variety of built form that is responsive to the context and at the same time adding more variety to the streetscape. Given the current stock of terrace houses and warehouse in Fitzroy/Collingwood, it would require great effort to replace them all. Instead the changes inside the superblock will be continues process whereby the old coexists with new (Figure 5.2). Producing a streets cape that is diverse and different every few meters, an environment which Boyd (1960) will describe as “…a dressmaker’s floor strewn with snippings of style”.
Figure 5.2 Conceptual glocal street
With better street connection for walking and cycling, and provision of stacked car parking, this can slowly reduce the need for cars or car parking on the street, presenting an opportunity to reclaim some the spaces. When all space in the city is divided into public and private, as it is today, restoring to the streets their nature as an extension of communal living space is a way to make our cities more liveable and more interesting (Kurokawa 1988). In recent years, there has been a growing trend of appropriating car parking spaces on the street. And if one is ought to look at Japan, streets in Japanese urban space contains an intermediary element and this half-public, vague zone of the Japanese urban street a kind of space that was profoundly meaningful for the way in which it far transcended the space of the Western plaza. As densities rises and all space in the city is divided into public and private, as it is today, restoring to the streets their nature as an extension of communal living space is a way to make our cities more liveable and more interesting.
Figure 5.3 ParkingDay in Fitzroy (Source: ailafresh) 30
Morphological Form Space making in Japan relies heavily on the integration of inside and the outside. (Fujimoto, 2008). The aim was to test whether it is possible to introduce a space that permits interaction among people, unobstructed by any dualistic division between inside and outside, a space free of the divisions of walls. Columns are primitive architectural element that has been used to territories spaces, whilst still permitting permeability and legibility. Moreover, by adjust the height, width, angle or intervals; it is possible to produce different definition of spaces, which could be relating to the building on the other side of the sidewalk or the required function, for instance, columns can be arranged to form a protected environment for the pedestrian parallel to the road. The vehicles become less obtrusive, at the same time the vertical lines of columns act as a brake to the converging lines of a straight road. By changing the morphology of the column, there can be a number of possibilities. Basic foundation will be laid out and it can be expand or untouched. Decision on design thr strucutre will be entirely a community driven.
2.3 m 11.7
9.4 m
m
Figure 5.4 Column morphology
different height
different width
different intervals
31
Functional
Figure 5.5 Frame construction and plugins
As part of a structural system, the fixed columns can be easily expanded with different joint mechanism. This allow for both temporary and permanent uses, informally merge together around areas of pedestrian circulation. A ‘place’ might therefore have physical dimensions that are site specific, but not necessarily a finite form. In this way it comes to symbolise a changing sequence of interacting events and activities. In the overall scheme, the street has no single assigned spatial function. This means it can function at certain times as a space for private life and at other times as a space for public life, alleviate the roles of the street as complex and overlapping and profoundly multivalent. Different function such as seating, planting, performance, shops, can be easily attached to the structure, but more important the function and its placement are determined by the user. Therefor it eliminates any chance of placing an object or fruniture at a space where nobody wishes it to be there traditional placement of objects in urban space. This flexible and expandable structure is in line with Japanese’s concept of metabolism. Different function such as seating, planting, performance, shops, can be easily attached to the structure, but more importantly the function and its placement are determined by the user. Figure 5.6 Different variety of plugins
32
Visual When a person describes a stretch of street, it is in terms of the way he experience the whole environment. Streets can be thought of as a series of outdoor rooms. By placing certain column in a fix spatial arrangement according to the ‘one-tenth’ theory, it will produce a well-proportioned exterior space. The ‘one-tenth’ theory formulated by Ashiahara (1970), states that in the design of exterior space a scale that is about eight to ten times that of interior space is adequate. As an example, he cites the Japanese 4 ½ room. A tatami mat is the Japanese unit of measurement for floor space and is approximately 1.8 x 0.9m, so that a 4 ½ room is 2.7m square. Using the one tenth rule an equivalent outdoor space would be 21.6 to 27m square. In a space of this size even when furthest apart two people would easily be able to recognize each other. This proportion ratio highlights the Japanese’s sensibility to space. The most important scale is the relationship between the size of spaces and forms and the human figure. Base on this theory even the form and the dimension of the street car park space maybe different, the structure will always contain similar proportion of space with in it.
Figure 5.7 Different configuration
parallel parking spaces
45° parking space
90° parking space
33
Temporal For Geddes, a city is more than a place in space, it is a drama in time. Places, which have a mix of uses, will be lively at different times for different reasons, as different people use or pass through them. Such places will be unpredictable, not monotonous. They will be places where accidents happen. They will be versatile: when one activities closes, others will continue to provide life and sense of security.
34
Figure 5.8 Potential glocal street space
Conclusion In view of the problems confronted by current efforts dealing with increase density, this dissertation proposes an alternative urban framework that focuses on the urban street network and its center role in bringing about a comprehensive and yet sensitive means of effecting physical changes to the urban fabric. The main objective of the study is to use Japanese urban street structure and space as a model to create an interconnected street fabric, backed by peopleoriented activities on each street, so that the street is not only provide a continuous network of movement channel but also spaces for interaction amongest people living in the superblock. Within the design principles set out in this report, the buildings and connections lining glocal streets will become part of a collective and impersonal backdrop set against the multi-layered and elaborate foreground of the street, unselfconsciously embedded in the complex framework of everyday life.
35
6. Appendix
36
The sequence starts from the corner of Victoria Parade and Nicholson Street, going clockwise through Alexandra Parade, Hoddle Street and back to Victoria Parade.
Figure 7.1. Princes Street
Figure 7.6Moor Street
Figure 7.2 Gertrude Street
Figure 7.8 Bell Street
Figure 7.3 Palmer Street
Figure 7.9 Victoria Street
Figure 7.4 Hanover Street
Figure 7.10 Johnston Street
figure 7.5 King William Street
Figure 7.11 Argyle Street
37
Figure 7.12 Henry Street
Figure 7.17 Cecil Street
Figure 7.13 Kerr Street
Figure 7.18 Unnamed Laneway
Figure 7.14 Rose Street
Figure 7.19 Fitzroy Street
Figure 7.15 Leicester Street
Figure 7.20 Unnamed Laneway
Figure 7.16 Westgarth Street 38
Figure 7.21 Brunswick Street
Figure 7.22 Unnamed Laneway
Figure 7.27 Smith Street
Figure 7.23 Young Street
Figure 7.28 Emma Street
Figure 7.24 Napier Street
Figure 7.29 Blanche Street
Figure 7.25 George Street
Figure 7.30 Budd Street
Figure 7.26 Gore Street
Figure 7.31 Unnamed Pedestrain Crossing
39
Entry/Exit Point (cont.)
Figure 7.32 Wellington Street
Figure 7.37 Bendigo Street
Figure 7.33 Charlotte Street
Figure 7.38 Hotham Street
Figure 7.34 Gold Street Figure 7.39 Keele Street
Figure 7.35 Alexander Street
Figure 7.36 Forest Street 40
Figure 7.40 Little Abbot Street
Figure 7.41 Easey Street
Entry/Exit Point (cont.)
Figure 7.42 Sackville Street
Figure 7.47 Lanridge Street
Figure 7.43 Johnston Street
Figure 7.48 Islington Street
Figure 7.44 Perry Street
Figure 7.49 Cromwell Street
Figure 7.45 Hodd Street
Figure 7.50 Rupert Street
Figure 7.46 Gipps Street
Figure 7.51 Rokeby Street
41
Entry/Exit Point (cont.)
Figure 7.52 Wellington Street
Figure 7.57 George Street
Figure 7.53 Unnamed Laneway
Figure 7.58 Napier Street
Figure 7.54 Cambridge Street
Figure 7.59 Young Street
Figure 7.55 Cambridge Street
Figure 7.60 Brunswick Street
Figure 7.56 Gore Street 42
Figure 7.61 Fitzroy Street
6. Bibliography
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