Deconstructing the edge (Thesis) by Brad Ward

DECONSTRUCTING THE EDGE Urban Expansion through Industrial Sites: The Changing State of Port Cities

Bradley Geoffrey Thomas Ward

This thesis submitted to the Victoria University of Wellington in partial fulfilment of the requirements for the degree of Master of Landscape Architecture By Bradley Ward Victoria University of Wellington, 2012. School of Architecture and Design No material within this thesis may be used without the permission of the copyright owner

ACKNOWLEDGMENTS This thesis would not have been possible without the guidance and the help of several individuals who in one way or another contributed and extended their valuable assistance in the preparation and completion of this study. First and foremost, it is with immense gratitude that I acknowledge the support and help of Professor Daniel K. Brown, who has been my friend, guide and mentor that has attributed to the level of my Masters degree. His enthusiasm guidance and encouragement and more importantly his patience has provided a strong role model for my work and inspired me everyday throughout the year while working on this research. I am indebted to my many colleagues and dear friends how have supported me throughout the year. Special mention to: Jeremy Robinson, Sam Gould, Ben Mellor, Travis McGee, Myron Witham, Dave Sullivan, Courtney Northcote, and James Pattullo. Their support, thoughts and energy contributed greatly to the endeavouring efforts in finalising this work. Thank you all so much. The Victoria University Reception, Library and IT staff, who have provided the support and indispensable facilities I have needed to produce and complete my thesis. Finally, special acknowledgement needs to be made to my family. My parents, Michelle and Geoffrey Ward, sister Stephanie, brother Jonathon, and Grandparents Gran and Garry, and Nina and Pappa. Thank you for supporting me throughout the entirety of my studies at VUW and providing me with encouragement to pursue this Masters. Their never-ending patience, care and love have installed confidence in me endlessly . Last but not least to my partner Bridget Law, whose insurmountable support and lending ear has meant so much. Thanks you.

1. I ABSTRACT

Port cities traditionally developed around protected harbour edges, placing the harbour industries in the centre of the urban context. Over the last century port cities have often evolved away from their port-based industries, which historically provided the basis for their economy, towards a global economy of commerce and tourism. The harbour fronts, originally settled for the agglomeration of overseas trade, became situated in close proximity to expanding urban centres. Through continuous urban population growth there is a desperate need for expansion, and industrial port sites become crucial areas for this development. Wellington’s CentrePort provides a prime example with its vast size, vicinity to the city centre and open flat land. CentrePort is still a thriving economic zone but the economy is changing and this area is now seen as essential to the development and expansion of the city. This thesis questions how the future design of industrial port zones adjacent to cities’ CBDs can be strategized to enable new and diverse programmatic elements to inhabit the same space. The work of Peter Rimmer, B. S. Hoyle, Richard Marshall, Charles Waldheim, Sebastien Marot, Joanna Rosval, Alejandro Zaera, Tricia Cusack, Alex Wall and Susan Nigra Snyder are examined to critique this unique form of urban expansion relating to identity, the water’s edge, multi-programmatic layers, and the changing face of industrial ports in the 21st century. The thesis argues for a strategic integration of expanding and contracting urban and port-related activities, by creating a vertical multi-programmatic matrix system that adapts and transforms through time to respond to the dynamic needs of both the city and the port. Vertical ecosystems in nature successfully integrate diverse functions; as a Landscape Architecture investigation, solutions to these research questions were investigated through mimicking successful vertical ecosystems. In particular the thesis investigated how the four identifiable layers of a forest – emergent layer (collection / storage), canopy (occupation), undergrowth (transportation / distribution), and forest floor (dissolution) – could be mimicked to achieve sustainable separation of shared civic-related public and port-related industrial functions.

CONTENTS 1. I ABSTRACT 4

4.4 I LOWER MANHATTAN EXPRESSWAY 4.4 I LOWER MANHATTAN EXPRESSWAY

2. I INTRODUCTION 10 2.1 I THEORETICAL BASES.

2.2 I RESEARCH INTENTIONS.

2.3 I RESEARCH APPROACH.

2.4 I SCOPE OF RESEARCH.

3.2 I LOGISTIC LANDSCAPE

3.3 I IDENTITY THROUGH EDGES

3.4 I CONCLUSION

4.5 I REFORESTATION OF THE THAMES ESTUARY AND THE INSTITUTE OF ARBOREAL SCIENCE 40

4.6 I KASTRUP SEA BATH

3.1 I PORTS AND THEIR CITIES

4.5 I INSTITUTE OF ARBOREAL SCIENCE

4.6 I KASTRUP SEA BATH

3. I THEORETICAL ARGUMENT

42 42

4.7 I CONCLUSION

CONCLUSION 45

5. I SITE ASSESSMENT 5.1.1 I BACKGROUND OF CENTRE PORT

46 48

4. I CASE STUDIES

5. I SITE ASSESSMENT

4.1 I ALEXANDRIA

5.1.0 I GREATER REGIONAL CONTEXT

4.1 I ALEXANDRIA PORT

4.2 I DARLING HARBOUR 4.2 I DARLING HARBOUR

32 32

4.3 I HIGH LINE 4.3 I THE HIGH LINE

5.1.2 I EARLY HISTORY OF WELLINGTON HARBOUR 53

34 34

5.1.3 I CURRENT HISTORY OF WELLINGTON HARBOUR 55 5.1.4 I THE GRID

5.1.5 I BUILDING DENSITY + HEIGHT

5.1.6 I VIEW SHAFTS

5.1.7 I MOBILITY

5. I SITE ASSESSMENT

5.2.0 I IMMEDIATE EDGE CONTEXT

5. I SITE ASSESSMENT

5.4 I ENABLING DESIGN

6. I PROGRAM ASSESSMENT

CONSTRUCTION TECHNIQUES

6.1 I INDUSTRY

5.2.1 I MAORI SETTLEMENT

GASTRO PUB

5.2.2 I DATUM LINES

CENTRE PORT MARKET

5.2.3 I MARGIN BETWEEN LAND AND SEA

6.2 I SPORTS AND RECREATION

5.2.4 I MATERIALITY

CRUISE SHIP SPECIFICATIONS

101

6.3 I ENTERTAINMENT

103

6.4 I CIVIC

103

RENEWABLE ENERGIES

104

6.5 I TOURISM

105

6.6 I RESIDENTIAL DEVELOPMENT

107

5.2.5 I CLIMATE AND NATURAL LIGHTING CONDITIONS 75

5. I SITE ASSESSMENT

5.3 I PORT CONTEXT

5.3.1 I SITE PARAMETERS

6.7 I HOSPITALITY

109

5.3.2 I LITTORAL

6.8 I SUSTAINABILITY

109

5.3.3 I EXISTING PORT REQUIREMENTS

6.9 I CONCLUSION

111

5.3.4 I THE GRID

5.3.4 I SAFETY

5.3.6 I ECONOMIC VIABILITY OF THE PORT

7.0.1 I DESIGN NARRATIVE

115

5.3.7 I CONTEXTUAL MATERIALS

7.0.2 I PLACEMENT

116

5.4 I CONCLUSION: ENABLING DESIGN

7.0.3 I CONNECTION

116

7. I EXPERIMENTAL DESIGN

112

7.2 .0 I FORMATION OF DESIGN ON SITE

134

7.0.4 I ACCESS TO WATER

116

7.0.5 I THE GRID

116

INTRODUCTION

135

7.0.6 I SUSTAINABLE ENERGY

117

AERIAL PLAN VIEW

137

7.0.7 I ENVIRONMENTAL IMPACTS

117

7.0.8 I TRANSPORTATION

117

7.0.9 I SAFETY

118

7.1 I INVESTIGATIONS BY DESIGN

7.2 .1 I SECTION 1

120

138

7.1.1.1 I DESIGN NARRATIVE

138

7.1.1.2 I PLACEMENT

138

7.1.1.3 I CONNECTION

140

7.1.1 I CONCEPTUAL SCHEME 1

122

7.1.1.4 I ACCESS TO WATER

140

PROS

122

7.1.1.5 I THE GRID

140

CONS 122

7.1.1.6 I SUSTAINABLE ENERGY

142

7.1.2 I CONCEPTUAL SCHEME 2

124

7.1.1.7 I ENVIRONMENTAL IMPACTS

142

PROS

124

7.1.1.8 I TRANSPORTATION

142

CONS 124

7.1.1.9 I SAFETY

142

7.1.3 I CONCEPTUAL SCHEME 3

126

NORTH EAST PERSPECTIVE

144

PROS

126

7.2 .2 I SECTION 2

146

CONS 126 7.1.4 I CONCEPTUAL SCHEME 4

128

PROS

128

CONS 128

SECTION 2

146

7.2.2.1 I COLLECTION

146

7. 2 .1 I OCCUPATION

148

7.1.5 I CONCEPTUAL SCHEME 5

130

7.2.2.2 I OCCUPATION

148

PROS :

130

PRINCIPLE DIAGRAMS

149

WHERE ARE THE SECURITY BOUNDARIES

149

CONS: 130

BUILDINGS NEED TO BE MORE OBSCURE AND OPAC 149

7.3.4 I PHASING

162

CURE MORE BOLD

149

VEGETATION WERE AND WHAT TYPES

163

EDGE RESHAPE

149

PHASES 168

CONNECTION INTO THE SURROUNDING CONTEXT

149

PHASES 170

FINISH OFF THE PLAN TO THE RAILWAY STATION AND TO THORNDON 149

STAGE 2 MAKE SECTION SMALLER

149

DO NOT FORGET ABOUT HIRACHY

149

171

PHASES 172 PHASES 174 TRANSPORTATION SUCH AS CAR PARKING UNDER CONCOURSE AND HOW OTHER TRANSPORTATION METHODS GET INTO THE SITE 149 SYMBOLISM 149 7.2.2.3 I DISTRIBUTION

150

DIAGRAM SHWOUNG THE NEW FENCES AND WATER 151 7. 2 .2 I COLLECTION 7.2.2.4 I DISSOLUTION

PHASES 176

7.4 I CONCLUSION

178

8.1 I CONCLUSION

180

10. I BIBLIOGRAPHY

184

11. I FIGURES

190

12. I APPENDIX

194

154 154

7.2 .3 I SECTION 3

158

SECTION 3

158

7.3.3 I FINAL CONCEPTUAL SCHEME

158

PROS

158

HISTORIC PLANS (LAYER CAKE INFO)

194

OCCUPATION AND DEVELOPMENT

209

FLORA + FAUNA

211

CONS 158 PRECINCTS 213 WHERE ARE THE SECURITY BOUNDARIES

159

2. I INTRODUCTION

There is often a growing need for industrial port sites situated within expanding contemporary urban centres to be integrated into the civic realm. If the industrial zone is still economically viable, the city and industry may need to be progressively integrated into one another, addressing industrial and civic needs simultaneously. One of the most pertinent economic drivers to many cities around the world has been the port. Ports historically provided the economic stimulus to a region; they were the large employers of a city, and significant infrastructure was needed to support them. Traditionally the city relied on the port for growth and as the city grew it was necessary for the port to grow; neither the city expansion nor the port expansion were mutually exclusive. However with the advent of cities diversifying their modes of economy to such things as tourism, and ports less reliant on labour intensive forces do to the technological advances in machinery, there is often an imbalance between ports and their urban contexts. With these two now opposing or parallel systems competing for the same land, the waterfront, there is a contentious argument whether ports should be moved to less urban areas to allow for the expansion of a city or whether economically active ports should remain in these areas and the urban fabric should develop around them. This thesis argues that through integrating the expanding urban fabric and contracting port-related activities through the theories of logistical landscapes, layering, and deconstructed edges, both environments can be strategically conceived to work together as expanding and contracting synergistic systems.

INTRODUCTION

2.1 I THEORETICAL BASES. Waterfronts are some of the most contested spaces in a city for both pragmatic purposes such as port-related industry and for public amenities such as hospitality and sporting activities. Cities were once defined by their port-related industry; however through the introduction of global markets, such as tourism, and the need for cities to create an iconic waterfront as a draw card for these markets, port operated waterfront land in the heart of a city becomes crucial areas for development. Wellington’s port (CentrePort) offers this typology; it is in close proximity to the city centre with open flat land. The development of Wellington port determined the city’s development; however over the last 30 years the city has progressively taken over port operated land and is once again placing pressure on the last productive port area left within the city. This port, CentrePort, is still a thriving economic zone, but the city’s requirement for new infrastructure (such as civic, hospitality, residential, entertainment, and industry development) and the topographical limitations of the CBD confirm CentrePort as the most viable developable land left in the centre city. This thesis questions how the re-design of industrial zones adjacent to cities’ CBDs can be strategized to develop an environmental scaffold to enable new and diverse programmatic elements to gradually and progressively inhabit active commercial ports, whilst catering for unpredictability and economic transformation. The thesis looks at re-designing existing industrial areas to adapt to the changing economical requirements of a port. The work of Peter Rimmer, B. S. Hoyle, Richard Marshall, Charles Waldheim, Sebastien Marot, Joanna Rosval, Alejandro Zaera, Tricia Cusack, Alex Wall and Susan Nigra Snyder, will be critically engaged to address this unique form of urban expansion relating to the relationship between port industries and cities, the water’s edge, multi-programmatic layering, and the adaptable nature of port cities in the 21st century.

2.2 I RESEARCH INTENTIONS. Recognising the compositional imperatives important to urban landscape architecture, the project responds to the site’s plight between industrial construction and the expanding urban fabric by proposing an overriding master plan framework to enable these potentially conflicting agendas to achieve synergy. The thesis argues that such a framework could act as an environmental scaffold upon which development can gradually unfold despite the unpredictability that comes with urban development. The thesis considers two functioning and corresponding scales, the urban and human. The urban scale approach proposes to construct a topography-based “landscape infrastructure” that understands, clarifies and reinforces the composition of the city as a whole. The human scale approach draws inspirations from the immediate contexts of the working port. The combination and interaction of these two scale approaches allows for a functioning progressive re-development that takes into consideration the composition of the expanding city as a whole (urban scale), while also addressing the character of the port itself (human scale) as a separate identity. By bridging the gaps between the two different scales, the thesis argues that different types and densities and timings of urban expansion can happen while maintaining consideration for human-scale and productive port operations.

2.3 I RESEARCH APPROACH. -- CHAPTER 3: LITERATURE REVIEW The research draws together the contemporary views of port cities and examines how ports have become disengaged from the urban fabric. The thesis begins with a review of contemporary literature and theory specifically relating to port city dynamics, the ways in which cities and ports are developing and the role landscape architecture can play in integrating these two systems. The literature review focuses on the writings of B. S. Hoyle and Richard Marshall who argue causes for the impact and successes in waterfront development, why there has been a separation between the port-city interface and how it is impacting on the region. Charles Waldheim argues the need for the design of ports based on what he calls ‘the landscape of logistics’ in which land is used to accommodate the shipment, staging and delivery of goods, rather than the production of products. Sebastien Marot views the city as a dynamic ecology of living processes that provide a unique view of the city which allows it to develop and interrelate complex programmatic zones more closely. Alex Wall discusses the need for landscape architecture to break down the divide between industrial and urban life so that these spaces are able to adapt to the changing economic and social needs of industrial and urban areas over time. -- CHAPTER 4: CASE STUDIES This chapter examines six contrasting relevant case studies that deal with temporality, stratified programmatic systems, urban scale and human scale design, industrial site conversions, and industrial/urban conditions functioning on the same site. Each case study deals with a specific aspect of the argument; the case studies are as follows: -- ALEXANDRIA – THIS CASE STUDY WAS SELECTED BECAUSE IT EXAMINES HOW A MASTER PLAN CAN BE DESIGNED FOR A LOCAL EDGE OF A HARBOUR AND LINK INTO THE REST OF THE WATERFRONT TO CREATE A CONTINUOUS AND DYNAMIC WATERFRONT THAT ALSO HAS A SYSTEMIC RELATIONSHIP TO ITS CITY AND URBAN CONTEXT, -- DARLING HARBOUR – THIS CASE STUDY EXEMPLIFIES A SUCCESSFUL TRANSITION FROM AN EXCLUSIVE PRIVATELY OPERATED PORT TO THE INSTALLATION OF LARGE PROGRAMMATIC ELEMENTS THAT WORK IN CONJUNCTION WITH EACH OTHER, -- THE HIGH LINE – THE DESIGN EFFECTIVELY INTEGRATES GREEN PEDESTRIAN SPACE INTO A PREDOMINANTLY INDUSTRIAL AREA OF A CITY WITHOUT DISTURBING THE REQUIREMENTS OF THE INDUSTRY AND SUBSEQUENTLY ENHANCING THE LIVING CONDITIONS AND ECOLOGICAL BENEFITS FOR THE PEOPLE WHO OCCUPY THE AREA,

INTRODUCTION

-- LOWER MANHATTAN EXPRESSWAY – THIS PROJECT INVESTIGATES THE POTENTIAL FOR INFRASTRUCTURE TO NO LONGER BE A SEPARATE ELEMENT OF A CITY BUT AN INTEGRAL PART OF IT. THIS CASE STUDY SUCCESSFULLY INFUSES PUBLIC SPACE AND INFRASTRUCTURE ALLOWING THE DIFFERENT PROGRAMME REQUIREMENTS TO CO-EXIST, -- THE REFORESTATION OF THE THAMES ESTUARY AND INSTITUTE OF ARBOREAL SCIENCE – THIS CONCEPTUAL PROJECT EXPLORES THE POTENTIAL FOR A SITE TO BECOME A LIVING ECOSYSTEM IN WHICH IT PRODUCES, DISTRIBUTES AND USES ITS RESOURCES TO CREATE ENERGY, MATERIALS AND EDUCATION, CREATING A SUSTAINABLE DEVELOPMENT THAT ACTS AS A CATALYST FOR THE WIDER REGION. -- KASTRUP SEA BATH – THIS PROJECT CHALLENGES THE EDGES BETWEEN LAND AND SEA. THIS IS ACHIEVED BY ALTERING THE USERS’ USUAL EXPERIENCE OF THE BOUNDARY BETWEEN LAND AND WATER – THERE IS NO LITTORAL ZONE TO MEDIATE THE TRANSITION FROM LAND TO SEA.

-- CHAPTER 5: SITE ANALYSIS The site analysis discusses the selection of a suitable site in Wellington to investigate this research problem, and a series of research diagrams are shown representing critical factors such as economic viability of the port, the historical edge of the harbour, shipping, rail, public transportation, view shafts, open space, and so forth. The existing programme on the site (and its current economic viability) is examined to determine where adjustments might be able to be made, and conclusions are drawn to establish rationales for critical design moves. The chapter is broken down into three categories: -- GREATER REGIONAL CONTEXT – DETAILS THE REGIONAL IMPLICATIONS THAT AFFECT CENTREPORT AND HOW THESE IMPLICATIONS WILL ENABLE THE DESIGN TO BE RESPONSIVE TO THE SITE. --- IMMEDIATE EDGE CONTEXT – DISCUSSES THE CURRENT CONDITIONS THAT SURROUND THE PORT. IT LOOKS AT THE EFFECTS THE STATE HIGHWAY HAS ON THE AREA, , SCALE OF THE SURROUNDING INFRASTRUCTURE, SURROUNDING DATUM LINES, THE WESTPAC TRUST STADIUM, AND CRUISE SHIPS. --- PORT CONTEXT – ANALYSES CURRENT PROGRAMMATIC CONDITIONS ON THE SITE, SUCH AS VEHICLE MOVEMENT, STORAGE AND DISTRIBUTION AREAS, SPACES THAT ARE UNDER CONTINUOUS FLUX, AREAS THAT ARE MORE STATIC, THE MATERIALITY OF THE SITE AND THE ECONOMIC VIABILITY OF THE PORT, LOOKING AT OPPORTUNITIES FOR ACQUIRING SPACE WHILST MAINTAINING ESSENTIAL INFRASTRUCTURE FOR THE ONGOING PRODUCTION OF THE PORT --- ENABLING DESIGN – LOOKS AT WHY AND HOW THE SITE ASSESSMENT WILL INFORM AND CONTROL THE DESIGN PROCESS. IT LOOKS AT THE KEY FACTORS AND LIMITATIONS OF THE SITE ASSESSMENT TO GIVE AN OVERVIEW OF THE IMPLICATIONS FOR THE DESIGN.

-- CHAPTER 6: PROGRAMME ANALYSIS This chapter investigates building programmes that the Wellington City Council are currently looking to develop in the central city and the infrastructure that such new buildings would require. It also examines the programmatic requirements to transform the CentrePort site into a functioning piece of the city, such as the relocation of the international cruise ship terminal, plus new industry, recreation, entertainment, hospitality, and civic functions. The chapter is divided into five principle programmatic drivers: -- EXISTING PORT-RELATED PROGRAMMES (REMAINING) – INVESTIGATES THE ESSENTIAL AND VALUABLE PROGRAMMES THAT EXIST WITHIN CENTREPORT THAT WILL ENABLE THE PORT TO SUSTAIN ITS ECONOMIC VIABILITY WHILST ALSO BEING BENEFICIAL FOR FUTURE DEVELOPMENT. --- EXISTING PORT-RELATED PROGRAMMES (RELOCATING) – ANALYSES THE POTENTIAL PROGRAMMES THAT WILL BENEFIT FROM RELOCATION TO OTHER AREAS OF PORT OPERATED LAND WITHIN THE WELLINGTON HARBOUR. --- EXISTING PORT-RELATED PROGRAMMES (EXPANSION) – CONSIDERS THE EXISTING PROGRAMMATIC ELEMENTS THAT DEFINE THE IDENTITY OF THE WELLINGTON WATERFRONT AND LOOKS AT HOW THEY CAN BE EXPANDED INTO CENTREPORT. --- NEW PROGRAMMATIC ELEMENTS (PROGRAMME CREATION) – LOOKS AT THE PLANNED PROGRAMMATIC ELEMENTS IN TERMS OF BUILDINGS, RECREATION, ENTERTAINMENT AND INDUSTRY THAT THE CITY IS PLANNING ON DEVELOPING IN THE FUTURE BUT FOR WHICH IT CURRENTLY DOES NOT HAVE A VIABLE SITE. --- NEW INFRASTRUCTURE NEEDED (INFRASTRUCTURE CREATION) – INQUIRES INTO THE NECESSARY NEW INFRASTRUCTURE NEEDED TO SUSTAIN THE VARIETY OF NEW PROGRAMMES THAT WILL BE IMPLEMENTED INTO CENTREPORT AND HOW THE INFRASTRUCTURE CAN BE INTEGRATED INTO THE EXISTING INFRASTRUCTURE.

-- CHAPTER 7: EXPERIMENTAL DESIGN The design chapter reflects and responds to Charles Waldheim and Alex Wall’s theories of logistic landscapes and Sebastien Marot’s social implications of the edges between land and sea. The design particularly looks at ways of creating a scaffold for temporality and change so that the dynamics of the city and port can adapt to the economical and social requirements over time. It analysis the approach that has been undertaken in this design lead research and how various design concepts have explored an answer to particular segments of the research question. To derive, through the concepts pros and cons, a final design that answers the multiple facets of the research question, particularly in relation to

INTRODUCTION

collection, occupation, distribution, and dissolution. The design is intended to be a model that might be used to inform other site-specific areas in other countries. -- CHAPTER 8: CONCLUSION The conclusion chapter begins by summarising the nature of the problem, why it has arisen and what the anticipated goals of the research are. It then goes on to discuss the limitations and constraints that have become drivers for design, how the case studies have responded to similar constraints, and how the design resolves these issues through application and testing of theory through design. It then reflects upon why it is an important issue to be resolved and how might the study might advance further in the future.

2.4 I SCOPE OF RESEARCH.

The physical context for the research is Wellington; however conclusions can be applied to other related port cities across the world. The research focuses on ports as opposed to other industries that are located within urban centres. A limitation to the research is that there is no consideration of economic restraints or resource consents that such a project may need, as it is a theoretical and purely speculative exercise based on assumptions of changing conditions and requirements over an extended period of time.

INTRODUCTION

3. I THEORETICAL ARGUMENT

Ports have been a vital part of the evolution of cities across the world. They were the drivers of industry and commerce and employers of cities â&#x20AC;&#x201C; they were the centres around which the metropolis developed. However due to changing economies and production methods the relationship between ports and urban development has become detached. Through an in-depth analysis of theorists such as Peter Rimmer, B. S. Hoyle, Richard Marshall, Charles Waldheim, Sebastien Marot, Joanna Rosval, Alejandro Zaera, Tricia Cusack, Alex Wall and Susan Snyder Nigra, the thesis argues for a strategic integration of expanding urban and contracting port-related activities, by creating a multi-programmatic vertical matrix system that adapts and transforms through time to respond to the dynamic needs of both the city and the port.

THEORETICAL ARGUMENT

3.1 I PORTS AND THEIR CITIES

The end of the twentieth century has seen a dramatic change in the relationship between cities and their ports. Historically one of the most fundamental of all economic drivers for city development has been the port. For hundreds of years ships were the most reliable and fastest means of long-distance transportation of goods and people1. Peter J. Rimmer described the port in March 1967 in his article “The Changing Status of New Zealand Seaports, 1853-1960” as,

“a space formalized for the agglomeration of overseas trade, where the common people occupied and worked”2, Whilst Rimmer concludes that the port once had a functioning interaction with the city’s survival, its everyday function, B. S. Hoyle in his article “The Port-City Interface: Trends, Problems and Examples” argues that ports have gone through dramatic changes that have affected their reliance on cities in the twenty-first century; this detachment has been driven by: »» “The evolution of maritime technology (involving particularly the widespread development of container terminals, roll-on-roll-off handling methods, and bulk cargo handling facilities); »» The scale of modern ports and port-related industries, with their vast land and water space requirements; »» A marked decline in port-related employment within port cities; and »» Environmental perspectives on port-industrial and urban activities”3. These four identifiable factors – technological, spatial, socio-economic, and environmental – have produced a departure from how the port relates to the city and a reduction in cities’ port-related activities. As port-related activities near urban centres have declined, waterfront development has played a leading role in attracting new economic vibrancy to port cities. Richard Marshall in his book Waterfronts in Post Industrial Cities reflects on the long-term sustainability of these new waterfront projects in social and economic terms rather than evaluating the glamour of these revitalization efforts4. He concludes that through this success of waterfront redevelopment to create an image for a city, the waterfront has become an important economically viable commodity; and this transformation has created tensions within the relationship between cities and industrial port zones. Though many ports across the world have adapted and shifted from their original location, there are still large pockets of port-related activities that exist within highly urbanised environments. Through this migration of primary urban economies from port-based infrastructure to other commodities, these sites though still economically active have become under threat from cities5. 1 2 3 4 5

Hein, Port Cities. 88 Rimmer, “The Changing Status of New Zealand Seaports, 1853-1960.” Hoyle, “The port—City Interface: Trends, Problems and Examples.”, 430. Marshall, Waterfronts in post industrial cities. Jacobs, The Death and Life of Great American Cities.

INTERFACE

ENVIRONMENT

TECHNOLOGY

2 4

PORT

CITY

3 4 LEGISLATION

PORT MIGRATION

ECONOMY

POLITICS

INDUSTRIAL MIGRATION LAND-USE COMPETITION WATER-USE COMPETITION

ZONE OF CONFLICT / CO-OPERATION

TRADITIONAL PORT/CITY CORE ZONE

Figure 3.1.1 (Above): Waterfront redevelopment - factors and trends. Source ( Hoyle, “The port—City Interface: Trends, Problems and Examples.”, 431)

THEORETICAL ARGUMENT

3.2 I LOGISTIC LANDSCAPE Historic port activities typically included most aspects of shipping, including dry dock repairs, shipbuilding, sorting and distribution of packages, and industrial processing of goods (whale oil, seal skin leather, fish, etc.). This range of diverse activities required a large land area in close adjacency with the port. Contemporary ports, however, evidence far greater technological efficiencies than historic ports, requiring far less space. Specialised activities such as shipbuilding and dry dock repairs are now outsourced to specialist areas. Standardised containers now enable rapid and highly efficient distribution of imported goods. The primary port focus has shifted to shipping and delivery, driven by the introduction of these standardised containers and advanced technologies for holding, distributing and delivering these containers. As a result, much historic port land is now underutilised. Charles Waldheim argues that these areas could be more economically utilised if they were strategically re-planned based on logistics management. Waldheim refers to this new urban planning approach as “the landscape of logistics”, which recognises that port land is now mainly used to accommodate the logistics of shipment, staging and delivery of goods, rather than the production of products. The thesis argues that by applying “landscape of logistics” theory to contemporary ports, underutilised port spaces can be made available for public waterfront activities. The thesis further argues that even greater increases in available space along the harbour edge can become available for public activities if Waldheim’s proposal is advanced by introducing a horizontal system of “activity layers” that maintain programmatic separation by assignment to different datum levels. Waldheim’s “landscapes of logistics” can be characterized by three themes: distribution and delivery, consumption and convenience, and accommodation and disposal6. The urban transformation of this type is arguably the most significant in the past decade7. Whilst historical industrial sites that are in a state of abandonment and decay were concerned with the production of products, contemporary interest relating to industrial sites focuses more on highway infrastructure, intermodal exchange and logistic staging. One of the clearest examples of this is the port that accepts, redirects, and stems the contemporary flow of consumer culture. Examples of “landscapes of logistics” such as ports can appear chaotic, without order, or even unplanned; however these spaces are actually highly engineered and continually reconfigured around shifting organizations of capital and material8. Understanding this new landscape of logistics is important to understanding how they can be knitted into the new expanding urban fabric. These are industrial spaces that are always in flux relating to maintaining economic stability. They are typically large open flat sites, primarily in close proximity to the urban centre, and they maintain our consumerism culture. As Charles Waldheim argues in “Logistic Landscape” there is a need for:

“the design and planning of both realms, a practice in which both the emergent landscape of logistics and the traditional cultural landscapes that 6 7 8

Waldheim and Berger, “Logistics Landscape.” Waldheim, The Landscape Urbanism Reader. Waldheim and Berger, “Logistics Landscape.”

STAGE

SYMBOL

PERIOD

CHARACTERISTICS

I PRIMITIVE PORT / CITY

ANCIENT MEDIEVAL TO 19TH CENTURY

CLOSE SPATIAL AND FUNCTIONAL ASSOCIATION BETWEEN CITY AND PORT

II EXPANDING PORT / CITY

19TH - EARLY 20TH CENTURY

RAPID COMMERCIAL / INDUSTRIAL GROWTH FORCES PORT TO DEVELOP BEYOND CITY CONFINES, WITH LINEAR QUAYS AND BREAK-BULK INDUSTRIES

III MODERN INDUSTRIAL PORT/CITY

MID-20TH CENTURY

INDUSTRIAL GROWTH (ESPECIALLY OIL REFINING) AND INTRODUCTION OF CONTAINERS / RO-RO REQUIRE SEPARATION / SPACE.

IV RETREAT FROM THE WATERFRONT

1960’S - 1980’S

CHANGES IN MARITIME TECHNOLOGY INDUCE GROWTH OF SEPARATE MARITIME INDUSTRIAL AREAS.

V REDEVELOPMENT OF THE WATERFRONT

1970’S - 1990’S

LARGE-SCALE MODERN PORT CONSUMES LARGE AREAS OF LAND / WATER SPACE, URBAN RENEWAL OF ORIGINAL CORE

CITY

PORT

Figure 3.1.2 (Above): Evolution of the Port City interface . Source ( Hoyle, “The port—City Interface: Trends, Problems and Examples.”, 432)

THEORETICAL ARGUMENT

they support might be drawn together through shared spatial and material languages9.” Through this rapprochement between the self-consciously designed centres and unconsciously engineered centralised industrial environments there can be a successful integration of multi-programmatic layers that retain the needs of an expanding city whilst maintaining a functioning commercial area. Sebastien Marot in “The Reclaiming of Sites”, edited and published by James Corner in Recovering Landscapes: Essays in Contemporary Landscape Architecture, argues that landscape architecture presents itself as fertile ground to interoperate such complex social and urban forms. Viewing the city as a dynamic ecology of living processes, that incorporates unpredictability and non-linearity into its very design10. The role of design is not to detail specific forms and functions but rather to create a base infrastructure for the potential use over space and time, providing a unique view of the city and ways in which complex programmatic zones can be developed to interrelate to each other more closely. Joanna Rosval’s article “The Obsolete Platform: A Recovered Space for Urban Encounters” argues that this new view places flexibility and adaptability at the forefront as design objectives and that landscape architecture is primed to perform such aspirations because it views the world as a:

“Functioning matrix of connective tissue that organizes not only objects and space but also the dynamic processes and events that move through them. This term is therefore not used to denote a park or place of natural growth; instead it is abstractly conceived of as a series of stratified surfaces that connect and support the surrounding places of activity” 11. By analysing Marot and Rosval’s ideas of multi-programmatic stratified surfaces, the complex relationships between industrial and public spaces can be reconciled to create more resilient landscapes that have greater possibilities for adaptation and change. This type of integration can already be seen in airports; they are prime examples of multi-nodal industry and public amenity built into a single space. Airports have become a major meeting point, with hotels, shopping arcades, conference and convention centres, exhibition halls, and all the business and activity that can take place there – all the while functioning as an active industrialised transport, supply and delivery hub.

3.3 I IDENTITY THROUGH EDGES The urban complexities of a city cannot be fully understood through static representative models or as a single programmatic entity. As Alejandro Zaera argues in Order out of Chaos: The Material of Advanced Capitalism, the city is a dynamic phenomenon that 9 10 11

Ibid. Marot, “The Reclaiming of Sites.” Rosval, “The Obsolete Platform: A Recovered Space for Urban Encounters.” 2

continually manifests emerging convoluted systems and the edges of these systems join, abut, confirm and control our perception of reality12. The edges of these systems create the most interesting spaces in which to design. Edges are places of tension, of transformation, of discovery, creativity, and disaster. Edges are the liminal space; like the beach, they are continually changing; they are the residual land. As Tricia Cusack argues in Art and Identity at the Water’s Edge, areas such as beaches bring together

“a gathering of strangers divorced from their habitual spaces and occupations to share similar activities, with the consequent potential of a recasting of identities.”13 What this proposes is that through designing between the edges of programmes there is a potential to change how we perceive the juxtaposition of functions such as ports and open public space, to create a recasting of our perception so that ports and civic amenities could be drawn to share similar activates. Such conditions allow for multiple types of interaction to occur so that different layers can be integrated, juxtaposed and collided with each other to reveal different moments in a port city’s historical, physical and functional conditions14. Using preexisting urban structures as a base for evolution and reworking the current disparate elements of our environment together can bring a new fluidity to a city. Designing of the edges between opposing port industrial and public waterfront conditions, as Alex Wall in “Programming the Urban Surface” states it creates more adaptive, more fluid, and more capable cities able to accommodate changing demands and unforeseen circumstances15. That through the programming of surfaces and edges it poses the best opportunity to withstand or redirect the continual dispersal and shifting concentration of ports and cities, so in the future these newly design urban sites can withstand the excesses of our continually changing culture.

3.4 I CONCLUSION Port cities over the years have diversified away from their initial economical, social, and invested interests in development. The historic port city has progressed into new markets of tourism and consumerism, whilst industrial production zones relating to the port activities have shifted away from large labour forces to a far more space efficient system of distribution and delivery. The city and port no longer have an adaptive relationship with one another; rather there is a need for flexibility in how the city and port-related industry develop so that they can become more responsive to each other’s needs. Charles Waldheim argues that the new “landscape of logistics” now controls how the large areas of flat open industrial-related port land next to urban centres are mediated. Sebastien Marot in “The Reclaiming of Sites” argues that as both city and industry continuously jostle for space, there is an opportunity for contemporary landscape architecture to provide answers such that both may maintain adaptive responses to growth or decline as it comes about. Alex Wall and Susan Nigra Snyder in “Emerging Landscapes of Movement and Logistics” argue that the edges of these two conflicting programs provide a 12 13 14

Zaera, P, “Order Out of Chaos: The Material of Advanced Capitalism.” Cusack, Art and Identity at the Water’s Edge. Zaera, P, “Order Out of Chaos: The Material of Advanced Capitalism.”

Wall, “Programming the Urban Surface.” 246

THEORETICAL ARGUMENT

platform to begin the development of multi-programmatic systems capable of responding as evolving layers upon and through one another. This thesis proposes that through this rapprochement between the often self-consciously designed urban centres and unconsciously engineered industrial peripheries of our contemporary urban environment, there can be a successful integration of multiprogrammatic layers adjusted through time such that there is continual recognition of the needs of an expanding city whilst a functioning commercial area is maintained. A series of theoretical ‘design principles’ can be derived from this analysis: »» Explore the migration of primary urban economies from port-based infrastructure to other waterfront-preferred commodities and the threat these still economically active port areas are under from cities. »» Investigate how these highly engineered and continually reconfiguring and shifting economically active ports can provide secondary functions (like an airport) by integrating with waterfront-preferred commodities. »» Design and plan how both the emergent landscape of logistics and the traditional cultural landscapes that they support might be drawn together through shared spatial and material languages. »» Propose a base infrastructure system that can accommodate transforming use over space and time, viewing the city as a dynamic ecology of living processes that incorporates unpredictability and non-linearity into its very design. »» Investigate the complex relationships between industrial and public spaces so that they can be reconciled through strategic layering to create a more resilient landscape that has greater possibilities for adaptation and change. »» Allow for interactions to occur so that different layers can be integrated, juxtaposed and collided with each other to reveal different moments in a city’s historical, physical and functional conditions. The thesis next investigates the implications of these arguments on existing design projects, both built and un-built, to understand how industrial areas of a city can become more flexible and adaptive to their contextual surroundings. This has been undertaken through examining selected theoretical and physical case studies that address particular aspects of the research question.

THEORETICAL ARGUMENT

4. I CASE STUDIES 5.1 I ALEXANDRIA EGYPT

5.4 I LOWER MANHATTAN EXPRESSWAY

5.2 I DARLING HARBOUR

5.5 I INSTITUTE OF ARBOREAL SCIENCE

5.3 I THE HIGH LINE

5.6 I KASTRUP SEA BATH

There is a growing need for industrial port sites within the urban centre to be integrated with new public and civic space requirements; however due to the ports’ requirements for security, safety and the continuously adapting nature of land use, it becomes difficult for designers to integrate public space into these areas. Although there are few if any precedents for public activity taking place within the industrial ports of New Zealand, there are international case studies that look at the relationship of public versus private industry and infrastructure. Six case studies have been selected as international examples of successful integration of urban industrial and community programs or environments. These represent approaches to commercial development and the revitalization of urban industrial areas; successful connections between land and sea; and how the edges between public and private areas of cities can be broken down to create a more integrated environment that caters to more than one program. The case studies that have been investigated are as follows: 4.1 I ALEXANDRIA PORT, EGYPT (CONSTRUCTED IN 331 BCE & CONCEPT PROPOSAL IN 2006) 4.2 I DARLING HARBOUR, SYDNEY (PORT OPENED 1839 & REDEVELOPED 1984) 4.3 I THE HIGH LINE, NEW YORK (OPENED 1934 & REDEVELOPED 2006) 4.4 I LOWER MANHATTAN EXPRESSWAY, NEW YORK (CONCEIVED 1930’S & REDEVELOPED 1967) 4.5 I THE RESTORATION OF THE THAMES ESTUARY AND THE INSTITUTE OF ARBOREAL SCIENCE, LONDON (CONCEIVED 2010) 4.6 I KASTRUP SEA BATH, DENMARK (DEVELOPED 2004)

This chapter includes a description of each case study, identifying how the design has successfully addressed specific elements relating to the research question. It discusses the strengths and weaknesses of the cases studies and what needs to be further resolved. Through understanding and evaluating these case studies, the analysis sequentially unveils solutions to the research question that build upon one another. At the conclusion of this chapter the information will be used to generate new knowledge by accumulating the case studies’ strengths and weaknesses to establish a set of design principles that can be tested within the final thesis design.

CASE STUDIES

4. I CASE STUDIES 4.1 I ALEXANDRIA

4.1 I ALEXANDRIA PORT

The difficulty of successfully integrating the design of an industrial port and community activities has existed since ancient times. Alexandria Port, Egypt was founded in 331 BCE by Alexander the Great and became one of the ancient centres of the Western world. Upon completion of the Suez Canal in 1869 the port has fallen into disuse. The canal by-passed Alexandria Port by connecting the Mediterranean Sea with the Red Sea, creating a direct shipping passage between Europe and the Orient. In 2006 Skidmore, Owings and Merrill developed a new master plan for Alexandria Port1. The primary aim of the master plan was to develop a leading cultural centre at the Eastern Section of the Harbour. This case study was selected because it evidences how a master plan can be designed for one edge of the harbour and link into the rest of the waterfront to create a continuous and dynamic waterfront that also has a systemic relationship to its city and urban context. The design includes new museums, cultural facilities, and hotels to attract tourists into the area2. This is applicable to CentrePort because it is currently a detached part of the Wellington waterfront that requires new development to create a systemic relationship to the city. The Alexandria Port Master Plan achieves this through creating a constellation of destinations that are all linked by infrastructure that encourages movement between them. Weakness: Though the design creates a unified waterfront, there is limited acknowledgement of the site’s existing place identity. This is due to the removal of the industry from the eastern edge of the harbour, scraping the site clean, rather than ensuring that the palimpsest of the site can be read and provide opportunities for its history to interface with its future. Like Alexandria Port, CentrePort’s place identity is derived from its history and there is an established character that should be enhanced through the design to strengthen the entire waterfront as a place that people want to occupy. This case study suggests that a design for CentrePort should not destroy one timeline of history in order to bring about another. Strength: The Alexandria Port design is derived from a set of principles that are developed from concepts of integrating geometry, view shafts, the grid of the city, and the harbour’s natural features. These design principles have created a functional waterfront that also has strong connections to the city. Alexandria Port is proposed as a system-orientated design rather than a solution-based concept. This is crucial to the redevelopment of CentrePort, as it provides opportunities to look at a system-based design resolution for the research question in which the design can change and adapt to different requirements over time, rather than a solution-based, fixed design. 1 2

Fichner-Rathus, Understanding art. 265 Ibid. 265

Figure 4.4.2 (Above): http://www.skyscrapercity.com/showthread.php?t=589746&page=2 Figure 4.4.1 (Above): http://www.som.com/project/alexandria-egypt-framework-plancity-complete-historic-eastern-harbour

Figure 4.4.3 (Above): http://www.skyscrapercity.com/showthread.php?t=589746&page=2

Figure 4.4.4 (Above): http://www.som.com/project/alexandria-egypt-framework-plancity-complete-historic-eastern-harbour

Figure 4.4.5 (Above): http://www.skyscrapercity.com/showthread.php?t=589746&page=2

Figure 4.4.6 (Above): http://www.skyscrapercity.com/showthread.php?t=589746&page=2

CASE STUDIES

4. I CASE STUDIES 4.2 I DARLING HARBOUR

4.2 I DARLING HARBOUR

Darling Harbour is located in Sydney, Australia within close proximity to the city centre. From 1839 to 1984, after Sydney began to rise as an important commercial centre, the land in this area became substantially important for the exporting and importing of goods. But by the early 1980â&#x20AC;&#x2122;s the site had become derelict due to the reduction or removal of port operations. For this reason, in 1985 Sydney created a development strategy in which a new Sydney Exhibition and Convention Centre would be a catalyst for the development of new hospitality, entertainment, and hotels. The regeneration project of Darling Harbour incorporated these different programmes onto this historic port industrial site in ways that created a synergy between all the different spaces. This case study evidences cohesion for all the different programmes to exist within Darling Harbour and how public space becomes crucial to the joining of these programmes. Weakness: Unlike CentrePort, Darling Harbour relocated all of its port-related functions. So while it is a strong example of re-programming port land, it provides no solutions to the integration of port and civic functions. Strength: The regeneration of Darling Harbour informs this thesis because it exemplifies a successful transition from an exclusively privately operated port, to an area where public space has been effectively integrated, turning a derelict piece of the city into a vibrant commercial area. The case study evidences how industrial zones such as ports can allow public space and the introduction of large programmes such as hotels, convention centres, civic amenities, hospitality and commercial enterprises to occupy one location. It actively re-creates a discarded space of a city into one of the most influential spaces within Sydney; it is now a commercially thriving area of the city for its occupants and commercial owners.

http://upload.wikimedia.org/wikipedia/commons/9/9d/Darlin_harbour_sydney.jpg

http://assets.cebit.com.au/wp-content/uploads/exhibition-centre21.jpg?9d7bd4

CASE STUDIES

4. I CASE STUDIES

4.3 I HIGH LINE 4.3 I THE HIGH LINE

The High Line in Manhattan, New York was an elevated railway line called the West Side Line that was built in 1929 but abandoned in 1980. It was born out of circumstances in 1847 when the City of New York authorised street-level railroads to be located on Manhattan’s West Side to support the up and coming industrial area. This resulted in large numbers of accidents between the freight trains and street-level traffic; for safety reasons the railroads hired men on horses, called the “West Side Cowboys” to inform pedestrians about the oncoming dangers, but it became so bad that 10th Avenue was known as Death Avenue3. By 1929, after years of public debate about the hazard the trains caused, the City and State of New York and the New York Central Railroad agreed on improvements to the railway lines down the western side of Manhattan. What was proposed was an elevated railway line 21 kilometres long; this eliminated 105 street-level crossings at a cost of 150 million dollars US – more than $2 billion US in today’s currency4. The growth of trucking in the 1950s led to a decline in rail transport, which ultimately led to the closure of the elevated rail in 1980. Property owners soon lobbied for its demolition, but residents of the area successfully argued for its historic preservation and adaptive re-use. In 2006 it was re-designed as an elevated public park modelled loosely on the Promenade Plantée in Paris5. The park stretches 2.47 kilometres through Manhattan – crossing 25 streets, 22 blocks, and passing through 2 buildings. It rises 8.8 meters off the ground and was constructed using steel frames, a reinforced concrete deck, gravel ballast, and metal handrails (see Figure 5.1.1). The High Line is a successful example of the symbiotic relationship that can exist between an industrial infrastructure and public open space. The design effectively integrates green space into a predominantly industrial area of a city (meatpacking district) without disturbing the requirements of the industry and subsequently enhancing the living conditions and ecological benefits for the people who occupy the area. Weakness: Though the High Line has created a successful public open space that works on a single plane, its limitations arise from the park’s inability to connect into surrounding buildings and the lower ground plane. This is primarily because the original design of the railway was intended to be separate from the infrastructure below. This identifies the importance of the design to access spaces in ways that relate to the surrounding context. Strengths: By placing the rail at a higher level, the problem of pedestrian accidents was eliminated. The thesis design proposal will investigate placing different systems onto different levels, so that safety can be ensured even while fully integrating functions that might typically struggle to co-exist. By reusing an existing elevated datum line to elevate the public space, the programmatic requirements of vehicles and residents or pedestrians are stratified (see Figure 5.1.3). Extending above the ground plane the High Line inhabited a datum line reserved for people, flora and fauna – essentially creating an elevated new 3 4 5

Department of Parks & Recreation., “High Line History.” 1 Ibid. 1 Chan, “High Line Designs Are Unveiled.” 1

Figure 4.1.3 (Above): http://shard1.1stdibs.us.com/archivesE/art/upload/14/2837/ WilkesThe_Highline_NYC_72.jpg

ground plane (see Figure 5.1.2). This also creates opportunities for new development to inhabit the space above and below the High Line. Without the raised industrial infrastructure, a park would have never been so successful in the industrial zone, and the opening of the park has revitalized a somewhat derelict part of the city by introducing a new open space program into a largely privatized area of the city. The High Line does not endeavour to wipe the slate clean of its history; rather the preservation of the infrastructure, maintaining a portion of the palimpsest, enables the public to enjoy both the past and present urban conditions simultaneously6. This is relevant because like the High Line, CentrePort has a rich industrial history that is directly related to the development of Wellington. It is important that any future development does not remove this rich history, but endeavours to acknowledge it through design. 6

Design Trust for Public Space (Organization) and Friends of the High Line, Reclaiming the High Line. 83

CASE STUDIES

Figure

4.1.1

img_15351.jpg

(Above):

http://radicalintersubjectivity.files.wordpress.com/2011/11/

Figure

4.1.2

(Above):

http://s.ngm.com/2011/04/ny-high-line/img/ny-high-line-

park-615.jpg

CASE STUDIES

4. I CASE STUDIES

4.4 I LOWER MANHATTAN EXPRESSWAY

In 1967 the Ford Foundation commissioned architect Paul Rudolph to undertake a study of the lower Manhattan Expressway, a proposal which was first conceived in the 1930s by Robert Moss7. Rudolph proposed a Y-shaped corridor, which would link New Jersey to Brooklyn, Queens, and Long Island via the Holland Tunnel and the Manhattan and Williamsburg Bridges (see Figure 5.2.1). It was designed to leave the city’s infrastructure intact and suggest a new approach to city building, arguing that transportation networks could bind rather than divide communities8. This would be achieved through the allocation of central hubs that were multilevel, with stacked pedestrian plazas, people movers, and parking above and below existing rail and road bridge systems. Prefabricated residential units would be used so they could be combined and “unfolded” to provide multiple architectural conditions (see Figure …). As Paul Rudolph stated, it would create “Variety, visual excitement. Better orientation and be a terrace for everybody”9. Temporary units were held within a permanent structure allowing the units to be discarded or renewed according to the needs of the moment (see Figure 5.2.3)10. Weakness: As a vast reconceptualization over an enormous area, this concept would require the destruction of large areas of public activities already in place. CentrePort, on the other hand, is a space that is highly contained and owned by a single entity. Strength: Rudolph’s Manhattan Expressway proposal suggests that infrastructure no longer has to be a separate element of a city, but could be integrated with public activities. This case study fuses public space and infrastructure allowing different programme requirements to coexist. This is relevant to the development of CentrePort due to the site’s continuously changing nature and its future requirements to simultaneously be an economically viable port, a gateway to the city and a series of vitalized public spaces. 7 8 9 10

Rudolph et al., Paul Rudolph. 9 Riley, The Changing of the avant-garde. 71 Rudolph et al., Paul Rudolph. Ibid. 19

Figure 4.2.1 (Above): Paul Rudolph, Plan of overall project prior to the HUB development,

Figure 4.2.2 (Above): View looking west toward the HUB showing depressed roadway

1970. Ink and graphite on mylar, 36 x 68 inches. Courtesy of the Paul Rudolph Archive,

with Broome Street corridor in the background. Photo by Barb Choit / The Irwin S.

Library of Congress Prints and Photographs Division:. http://www.urbagram.net/v1/

Chanin School of Architecture of The Cooper Union: http://www.drawingcenter.org/

print/Expressway

exh_upcoming.cfm?exh=771&do=vexh&t=I

Figure 4.2.3 (Above): http://www.urbagram.net/v1/print/Expressway

CASE STUDIES

4. I CASE STUDIES

4.5 I INSTITUTE OF ARBOREAL SCIENCE

4.5 I REFORESTATION OF THE THAMES ESTUARY AND THE INSTITUTE OF ARBOREAL SCIENCE

The Reforestation of the Thames Estuary and the John Evelyn Institute of Arboreal Science are conceptual designs by Tom Noonan that look at how the introduction of a plantation along the Thames can create a renewable building material education centre, to establish a reciprocal dialogue between the environment, city, community, and architecture11. This case study was selected because it explores the potential for a site to become a living ecosystem in which it produces, distributes and uses its resources to create energy, materials and education, creating a sustainable development that acts as a catalyst for the wider region. The reforestation of the Thames Estuary addresses the contemporary issues of the site and the wider region and is an example of how the architecture can contribute to the lives of people in the future. It will be important for the design of CentrePort to integrate a development that contributes to the Wellington Region. This may be a contribution that benefits the tourism industry, the environment, economy, and the site’s resource requirements. Weakness: This case study design intends to be a catalyst for the wider region; however when comparing it to CentrePort its connection into its context is limited and it may have been more appropriate for the Thames project to include an integration of public space to achieve a greater connection with the surrounding residents. Strengths: The project is a multi-level development where the Arboreal Science Institute sits beneath the harvesting and production lines above. Although the site has two dissimilar programmes they are able to co-exist because they are both part of the overall forestry programme and they are separated vertically. It also integrates the diverse systems to create a sustainable environment. 11

Noonan, “The Reforestation of the Thames Estuary and the John Evelyn Institute of Arboreal Science.” 1

Figure 4.3.1 (Above): http://tomnoonan.co.uk/

Figure 4.3.2 (Above): http://tomnoonan.co.uk/

index.php?/project/the-institute-of-arboreal-

science-and-technology

science-and-technology/

Figure 4.3.2 (Below): http://tomnoonan.co.uk/ index.php?/project/the-institute-of-arborealscience-and-technology/

CASE STUDIES

4. I CASE STUDIES 4.6 I KASTRUP SEA BATH

4.6 I KASTRUP SEA BATH

The Kastrup Sea Bath in Denmark is a public swimming platform designed by White Architects and completed in 2004. The platform is positioned out beyond the coastal edge, making it visible from the land, sea, and air12. The architecture of the Kastrup Sea Bath bridges the divide between what is land and water. The form is representative of a nautilus shell, with its occupants accessing the inner sphere and the outer façade creating a barrier. This form serves as a guard to the winds and swells of the coastal environment13. Extending the sea bath out to the end of a pier to a 5m high diving platform, the designers are creating a journey that allows the occupants to experience the coastal edge from a position that they would not ordinarily be in. During the warmer months the pier is used as a diving platform and in the winter it becomes a viewing platform over the water. The azobe wood from which the pier is constructed was chosen for its durability and reflects the materials of a traditional pier. Weakness: The Kastrup Sea Bath is only inhabited by people, so it does not face the considerable challenge of dual inhabitation by industry. Strengths: This case study evidences how the re-application of the materials and language of a historic site can enable a new design intervention to co-exist harmoniously with historic structures. It was also selected to challenge and redefine the edge created between land and sea. This is achieved in the Kastrup Sea Bath by altering the users’ usual experience of the boundary between land and water – there is no littoral zone to mediate the transition from land to sea. Once they are at the end of the pier they are completely surrounded by water. Although the design dissociates itself with its surrounding land context, it creates a destination in itself. This may become appropriate in the future development of CentrePort when dealing with an area that no longer has a natural edge. 12 13

“Kastrup Sea Bath.” 1 Ibid. 1

Figure 4.6.1 (Above): http://www.archdaily.com/2899/kastrup-sea-bath-white-arkitekter-

Figure 4.6.2 (Above): http://www.white.se/en/project/61-kastrup-sea-bath

ab/

Figure 4.6.3 (Above): http://www.white.se/en/project/61-kastrup-sea-bath

CASE STUDIES

4. I CASE STUDIES 4.7 I CONCLUSION

CONCLUSION

These six case studies reflect upon many of the issues discussed in the literature review, and they unveil approaches to important aspects of the research question; while each case study has weaknesses, the successful attributes can be integrated into the design. The main issue is the successful integration of public and private areas that would normally struggle to co-exist, especially when each will expand or contract over time depending on changing economic, political and social climates. Such divergent programs need to be embedded in ways that are safe and productive, while also inviting adaptability, transformation and expansion. All of the case studies seek solutions to obstacles through integrating the relationships with their history, community, culture and environment. Clear opportunities for the thesis design can be derived from this analysis, formed through the ways in which the case studies deal with multiple environmental, ecological, and urban problems. As in the Literature Review, this analysis of case studies helps establish a strategic set of ‘design principles’ that can be incorporated into the design study (see Figure 5.7.1). These design principles arising from the case studies include: -- UNDERUTILISED INDUSTRIAL AREAS CAN BE RECONCEIVED AND RESTRUCTURED VERTICALLY TO ENABLE NEW PUBLIC PROGRAMS TO CO-EXIST SYMBIOTICALLY; -- THESE INDUSTRIAL AREAS CAN BE REVITALISED THROUGH THE INTRODUCTION OF NEW COMMERCIAL ENTERPRISES; -- SYSTEMS CAN BE DEVELOPED SO THAT SPACES ARE ABLE TO ADAPT TO CHANGING REQUIREMENTS; -- INFRASTRUCTURE CAN BE CONCEIVED AS AN OPPORTUNITY NOT A CONSTRAINT; -- THE DESIGN CAN ACT AS A CATALYST CONTRIBUTING TO THE WIDER REGION; -- THE DESIGN CAN REFLECT THE SITE’S ON-GOING EVOLVING CHARACTER AND HISTORY, ACKNOWLEDGING THAT THE INDUSTRIAL COMPONENTS REPRESENT ANOTHER IMPORTANT PART OF THE SITE’S HISTORY; -- THE SITE CAN BE SELF-SUSTAINABLE SO THAT DECISION-MAKING IS BASED ON SYSTEMS REINFORCING ONE ANOTHER; -- THE EDGE BETWEEN LAND AND SEA CAN BE DECONSTRUCTED TO FURTHER ENGAGE THE HARBOUR ITSELF AS AN IMPORTANT LAYER WITHIN THE SYSTEM.

This set of design principles will be used to test the final thesis design experiment to ensure the design of Centre Port is strategized in a way that enables new and diverse publicly oriented programmatic elements to safely and productively inhabit an active industrial zone, as both programs progressively expand or contract over time.

CASE STUDIES

5. I SITE ASSESSMENT

This section introduces the Wellington Port (CentrePort) as the opportune location and environment to test this thesis’s research questions concerning the future design of industrial port zones adjacent to cities’ central business districts. A key issue is the successful integration of public and industrial areas that would normally struggle to co-exist, especially when each will continue to expand or contract over time. CentrePort is a perfect site exemplar of these conditions. This site analysis chapter contextualizes the site in relation to three distinct scales – the Greater Regional, Immediate Edge, and the Port to provide a comprehensive assessment of the opportunities and constraints that this particular site presents, to conclude with a reflective analysis: Enabling Design.

5.1 I GREATER REGIONAL

Greater Regional Context: details the regional implications that affect CentrePort and how these implications influence how the design responds to the site. The opportunities and constraints that have been analysed include historical implications such as land reclamation; historical buildings and waterways; infrastructure such as rail, state highways, ferries, and public transportation; and the greater urban frame of street hierarchy, the grid, view shafts, civic spaces, open space, and topography of the region.

5.2 I IMMEDIATE EGDE

Immediate Edge Context: involves the current conditions that surround the port. Its edges are defined by the harbour, the State Highway, functioning wharfs adjacent to the site, surrounding datum lines and heights, the Westpac Trust Stadium, and periodic cruise ships.

5.3 I PORT

Port Context: looks at the current programmatic conditions on the site, such as vehicle movement, storage and distribution areas, the materiality of the site, scale of the infrastructure, internal site circulation networks, spaces that are under continuous flux, areas that are more static, and the economic viability of the port, to provide an analysis of opportunities for acquiring space whilst maintaining essential infrastructure for the on-going production of the port.

5.4 I ENABLING DESIGN

Enabling Design: investigates how this holistic site assessment will inform and control the design process. It looks at the key factors and limitations of the site assessment to give an overview of the implications for the design.

SITE ASSESSMENT

Figure 5.0.1 (Above): Centre Port, Wellington City, New Zealand. Image taken by Pual Hillier

5.1.1 I BACKGROUND OF CENTRE PORT CentrePort is located in the capital of New Zealand, Wellington; it is an active port that is situated adjacent to the urban centre of the city and maintains strong links with its economic viability. CentrePort’s geographical location in the centre of the country creates a crucial link in the distribution and storage of products throughout the country and the world (see Figure 5.0.2). It is the third largest port in New Zealand and contributes an annual GDP of nearly 2 billion dollars through its diverse portfolio, which includes ferries, containers, commercial property developments, logging, oil, vehicles, cement, cold storage, break-bulk cargo, cruise ships, and on and off port storage1. CentrePort is a private company; however both the Greater Wellington Regional Council and the Horizons Regional Council have shares in the company with an annual return in 2011 of four million dollars that flowed back to the ratepayers. The company currently employees 200 full time staff, but has a much larger indirect employment benefit for the city through all the jobs that are associated with the port. CentrePort currently controls approximately 450,000 square meters of land in assorted locations throughout the harbour and region; this proposal will only deal with the 200,000 square meters portion of the container port along the northern harbour edge2 (see Figure 5.0.1). 1 2

Deloitte, CentrePort Limited Annual Report. 2 BERGH, “Bright future ahead for CentrePort.” 2

NEW ZEALAND

WELLINGTON REGION

CENTRE PORT Figure 5.0.2 (Above): Location of Centre Port with in Wellington, New Zealand

SITE ASSESSMENT

INTERNATIONAL TERMINAL

FRANK KITTS PARK

TE PAPA, NATIONAL MUSUEM

WAITANGI PARK

COUNCIL AND CIVIC CENTRE

5.1.0 I GREATER REGIONAL CONTEXT

5. I SITE ASSESSMENT

STATE HIGHWAY 1 + 2

INTERISLANDER FERRY TERMINSL

WESTPAC TRUST STADIUM

CENTRE PORT

RAILWAY STATION

NZ PARLIAMENT BUILDINGS

BLUE BRIDGE FERRY TERMINAL

SITE ASSESSMENT

270

010

020

04 0

240

0 5 0 0

21 55 â&#x20AC;&#x2DC; E

199 9 ((1 â&#x20AC;&#x2122;E)

120

0 10 0 11

17 0 120

150

160

Site

Figure 5.1.1 (Above): Wellington Harbour, it shows the context in which Centre port sits within, the typographical situation, the light houses in the area, and the depth of the harbour

5.1.2 I EARLY HISTORY OF WELLINGTON HARBOUR On 2nd of November 1773 the first documented European encounter with the Wellington Harbour was by the ship HMS Resolution. Though the voyage did not enter into the harbour due to bad weather, whilst they were anchored outside the harbour entrance they gave the first description of the area3:

A new bay, which we discovered under this promontory (terawhiti) to the westward. The environs of this bay were dreary, blackish, barren mountains… destitute of woods and shrubs, and running out into long spits of sharp columnar rocks… a miserable country4. This description of a mountainous region with long spits, sharp rock outcrops, and limited barren vegetation is still applicable today, and Figure 5.1.1 shows how the current topological setting relates to this very first description of Wellington Harbour. The image also gives reference to the natural depth of the harbour, the shelter it provides, the flat land, and the dangers that hinder the harbour such as the narrow harbour entrance and the inability to see rock outcrops or small islands. The natural depth and shelter that the harbour provides is one of the most mitigating factors in the success and development of the area; it has ensured the success of the port and the economic prosperity of the area. This early recording of Wellington denotes it as a place bleak and without possible prosperity; however by 20th September 1839 Colonel William Wakefield sailed into Whanganui-a-Tara (the Great Harbour of Tara, Wellington Harbour) on the New Zealand Company’s barque Tory. By the 27th of September 1839, William Wakefield was reported to have secured the purchase of the harbour edge5. For a number of years the settlers of Wellington struggled to find a commercial reason for the settlement. It was not at that stage the capital and it did not house a large garrison being paid wages by Her Majesty’s Treasury. Instead Wellington or what was then known as Port Nicholson saw itself as a centre for the whaling industry, and this industry developed into a profitable trade for the area. But by 1847 this industry had all but stopped and became a matter of interest for only a small number of Wellington merchants6. Over the next 20 years Wellington struggled financially with only limited success with the increasing amount of imported goods coming through the region. This was the beginning of the Wellington port and in 1864 Wellington cemented its role in New Zealand when it was announced that the seat of government would transfer from Auckland to Wellington7. This act provided the economic stimulus to ensure the prosperity of the region, and importantly how the port would develop over the next 150 years. 3 4 5 6 7

Johnson and Wellington Maritime Museum Trust, Wellington Harbour. 3 Ibid. 3 Ibid. 28 Ibid. 40 Ibid. 92

SITE ASSESSMENT

Figure 5.1.2 (Above): Is an overlaid map of the original deign for Wellington City 1842 with the current coastal condition of the city and the typographical contours of the area. Figure 5.1.2 A map of the original settlement plan for Wellington City; the map also shows the original coastline and where it exists today

1960

5.1.3 I CURRENT HISTORY OF WELLINGTON HARBOUR

1933

1915

1891 Thomas Ward survey

1890 Jubilee map

1880

1877

1842 Mein Smith Plan of Wellington

The industrial port is directly linked with the history and prosperity of the city. Wellington is defined by its port not only in how it connects with the rest of the country but how it interacts with the rest of the world. The thesis design proposal will look at the inherent historical link the port has with the city and how the city can mediate any expansion or removal of the port. Large numbers of ports have shaped and reshaped their coastlines and harbour to overcome astounding obstacles and Wellington is no different. Over the last 150 years it has gone through some of the most dramatic land reclamation changes in the country (see Figure 5.1.2). In 1855, a magnitude 8.2 earthquake uplifted the north-western side of Wellington harbour up to 1.5 metres, changing the land area of the harbour edge considerably. Land reclamation projects occurred from 1852 to 1975; the current location of CentrePort was the last piece of major reclamation to take place. The coastal edge has adapted the most from an organic edge derived from a natural process to an orthogonal manmade edge (figure 5.1.3). The purpose of the reclamation is shown in figure 5.1.4; it indicates the majority of the land reclaimed was originally for the use of the port. However since then there has been a dramatic change in the program of these spaces. The 923,000sm of port-operated land has been reduced down to 200,000sm and further pressure to condense it more is being considered8. The reason for this re-programming of space is partly due to the topographical valley location that Wellington sits within (see Figure 5.1.5). The city has used the majority of the flat available land to build upon and has been forced into higher density development wherever it can find the space. Understanding the pressures the city and CentrePort are under begins to reveal the programmatic and the environmental implications and factors that have gone into the development of the port and how these implications will affect this proposal. 8

Wellington 2040: The Future of Our Central City. 40

Figure 5.1.3 (Above): Historical maps of the changing edge of Wellington Harbour

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Figure 5.1.5 (Above): Shows Wellington City and the hill that surround the area, also the city and how it sits within the typography.

SITE ASSESSMENT

1972

1920-21 1914-15

1945

1918-21

Port

Railway

City

1882-84

562,000 Sq. M.

378,000 Sq. M.

1910

1927

1906 1878 1899

1975

1914- 15

1890

923,000 Sq. M.

1891-03 1859 1865 1852 1968-74

1889 Figure 5.1.4 (Left): Gives a detailed view of the area of reclamation that has been undertaken in Wellington,

1967-69 1901-04

the further development of the city

1955

1902-25

what each parcel of reclamation was undertaken for, weather it was port operated land, the railway, or for

1905

1907

and the time frame in which it happened. Also

1895

1900

1973

5.1.4 I THE GRID Wellington, like many colonised cities around the world, is organized by a series of orthogonal grids. Due to the topographical conditions throughout Wellington there are segments of this orthogonal pattern that have been forced to divert and shift off axis, creating a distinct rotation of the grid as it leaves Te Aro and moves north towards Kaiwharawhara (see Figure 5.1.6). One principal pivot of this rotation lies just behind Wellingtonâ&#x20AC;&#x2122;s central railway station and provides a possible link as an ordering device between the residential area of Thorndon and the reclaimed lands of CentrePort. The grid organising CentrePort is aligned with the predominant wind direction, to facilitate ships docking along its edge. This orientation is different from the predominant grid alignment of the central city (Te Aro). In relation to the thesis experiment, this suggests that the industrial programs might retain the grid alignment of CentrePort, while the introduction of public program elements might follow the alignment of Te Aro (i.e. the principal city orientation).

Figure 5.1.6 (Below): A diagram looking at the city grid and how it may influence Centre Port.

SITE ASSESSMENT

20 22

31 2745 45

45 40 50

20 29

57 60 48 44 58 43

20 30

40 48 45

68 70 55 45 65 68 57 83 71 59 67 40 61 44 60 50 56 35 70 71 65

59 50

9 9 15

40 8

12 15

42 20

22 19

21 25

45 34

25 25

5.1.5 I BUILDING DENSITY + HEIGHT

3. Figure 5.1.7 (Above):

This diagram describes the height and density distribution of buildings in and around the city. The sections are a representation of how the building heights are relative to their proximity to the central business district. CentrePort has a relatively low density and a building height restriction of approximately 9 metres. This is only a guideline but allows a visual height progression towards the centre of the city.

SITE ASSESSMENT

Parliament Buildings

Customhouse Quay

Point Jerningham

Tory Street

Figure 5.1.8 (Above): Shows the visibility of Centre port from a range of vantage points within and around the hill of Wellington

Point Jerningham

Customhouse Quay

Tory Street

Parliament Buildings

Figure 5.1.9 (Above): Four vantage points around the city showing the visibility of the cranes

5.1.6 I VIEW SHAFTS CentrePort is one of the most visible areas in the city; it can be seen from the waterfront, the surrounding hills and from almost all the major areas of the city (see Figure 5.1.8). The most visible aspects of the port are the cranes that rise 70 meters into the air (see Figure 5.1.9). The cranes are considered an attraction and there is a link between them and the functioning economic drivers of the city. Two historic cranes (a Level Luffing Crane and a Tripod Crane) were restored in 2000 and have been mounted permanently on Queens Wharf as tourist attractions; these represent cranes commonly used in the CentrePort site before the advent of container shipping in the 1960s. A historic Straddle Crane from the early years of container shipping has also been placed there as a tourist attraction. In relation to the thesis design experiment, this suggests that the cranes currently operating at CentrePort will provide an important attraction, further encouraging the public to actively engage CentrePort once new public facilities are integrated into the industrial fabric. Understanding the visual implications of CentrePort allows an insight into the ramification of placing large structures that might overpower the cranes or be perceived as detracting from the waterfront.

SITE ASSESSMENT

5.1.7 I MOBILITY Wellington has a very established and diverse range of transportation options including ferries, trains, state highways and air, all within close proximity to the city (see Figure 5.1.10). Understanding where and how goods are transported in and around the port provides clues as to how the port interacts with the city and the requirements that the port has on this infrastructure.

EAST TO WEST FERRY

RAILWAY STATION BLUE BRIDGE FERRY

ST 1

CARGO SHIPS ST 2

INTERISLANDER FERRY

Figure 5.1.10 (Above): Major transportation routes throughout Wellington City and the Harbour

SITE ASSESSMENT

5. I SITE ASSESSMENT

Figure 5.2.0 (Above): Wellington Centre Port, showing how cruise ships dock and the surrounding context

CENTRE PORT

CRUISE SHIP TERMINAL

5.2.0 I IMMEDIATE EDGE CONTEXT

NZ PARLIAMENT

CENTRAL BUS STATION

RAILWAY STATION

BLUE BRIDGE FERRY TERMINAL

WESTPAC TRUST STADIUM

SITE ASSESSMENT

CONSTRUCTION TECHNIQUES Figure 5.2.7 (Above): Construction Techniques.

Figure 5.2.8 (Above): Pipitea point, stream and pa. Image from The Great Harbour of Tara, by G. Leslie Adkin.

5.2.1 I MAORI SETTLEMENT Maori occupation in Wellington is extensive; however the most pertinent tribal settlement with respect to CentrePort is the nearby Pipitea point, stream and pa. Figure 5.2.8 shows the location of the Ngati-Awa tribe; the rich waters and fertile soils enabled them to cultivate and gather food with relative ease1. The importance of the Pipitea stream is evident in the location of the pa; however due to development in this area large portions of the stream that was once the lifeline of the area have been piped underground, and the natural flora of the area has been pushed into the outskirts of the city. This detraction of natural processes within Pipitea provides an opportunity within this proposal to address the problems of piping streams out to sea as well as improving the limited vegetation that exists on CentrePort. The Pipitea Stream once rose below Raroa Road and the Karori traffic tunnel and followed what is now the line of Tinakori Road as far as Hawkstone flat or terrace (now Thorndon) to enter the harbour below the Te Rac-Kai-hau Cliff-salient2. 1 2

Adkin, The Great Harbour ofTara. 65 Ibid. 65

SITE ASSESSMENT

Figure 5.2.2 (Above): Shows how the stadium makes use of the concourse creating a new datum line nine meters in the air which it works to. Allowing the services and maintenance to occur underneath the concourse whilst the public enter above.

Figure 5.2.5 (Above): A section through the concourse to show the two programmatic elements can occupy above one another.

Figure 5.2.3 (Above): State Highway 2, with car parks and a sports centre under the stadium concourse.

Figure 5.2.6 (Above): Access routes to and from the Concourse for servicing the stadium

5.2.2 I DATUM LINES The Westpac Trust Stadium stands in the heart of the commercial zone of the city; it rises 70 meters in the air and stands out as a landmark for the northern entrance and exit to the city. However it is also detached from the city, pulled away to stand out by itself. The stadium attracts tens of thousands of people to its gates for sporting matches, concerts, performances, and functions but it sits dormant at all other times. What is interesting about the stadium is how the infrastructure allows these types of events to occur. To safely separate visitors from the highways on either side and the active rail lines between, it lifts people off the ground plane and produces a new datum line upon which the public can safely enter and exit the stadium in large numbers (see Figure 5.2.2). The CentrePort site incorporates four different datum line heights along its edges that enable it to function at any particular time. The container and cruise ships that dock at Centre Port have an unloading and disembarking datum height of 6-15 meters off the ground. The concourse of the nearby Westpac Trust Stadium opposite Centre Port has a datum line 9 meters off the ground. The existing roadway/footpath level on reclaimed land has a datum line two meters above the high tide mark. And sea level is the lowest datum line, with a mean tidal change of 1.7m (see Figure 5.2.5). By implicating these four datum lines, the thesis proposes that different programmatic elements that would normally struggle to co-exist can be safely woven together enabling natural growth, transformation and evolution to occur in this urban waterfront environment.

SITE ASSESSMENT

Figure 5.1.14 (Above): A range of materials and edge conditions around Wellington waterfront.

High tide High tide

Low tide

Low tide Figure 4.1.11 (Above): The natural edge allows safe and easy public access into the water

Figure 4.1.12 (Above): suspension and cantilevering

Natural edge

surface above the water limits human interaction Suspension

with the water.

High tide Low tide

Figure 5.1.13 (Above): surfaces or platforms that adapt to the changing tide allowing access to the Tidal

waters edge at all times

5.2.3 I MARGIN BETWEEN LAND AND SEA There are three distinct types of borders along CentrePort; they can be seen in Figures 5.1.11, 5.1.12, and 5.1.13. They are characterised as the reconstruction of a natural edge, the cantilevering or suspension of materials over the water, and the spatial change due to the tide.

5.2.4 I MATERIALITY The architecture materials currently used along the waterfront and exposed to the harsh harbour conditions of Wellington are most commonly weathered and treated timbers, concrete and steel. The characteristics of these materials adapt and change over time. Timber piles often show colour variation as a result of the changing tide, also attracting different marine life such as seaweeds, molluscs and lichens. Concrete allows other mosses and algae to adhere to it, transforming its grey exterior into a vibrant green. Steel rusts over time and goes a rich red colour (see Figure 5.1.14)

SITE ASSESSMENT

Figure 5.3.7 (Above): Sun diagram, showing three different times of the day and year and the effects that it has on the amount of shadows within Centre port

240

0 23

0 22

010

020

03 0

04 0

240

0 1 2

0 21

27 0

(1’E ) E 19 21

55 ‘

90 1

1 8

0 0

0 5 0

0 3 0

0 6 0

80 70 60 50

0 6 0

20 10

0 7

1 8 0

15 0

0 8 0

090

17 0

120

0 09

0 10

16 0

110

120

260

250

130

140

150

Figure 5.3.8 (Above): Wind diagram, the North westerly is the prominent wind 61%, southerly account for 28% of the time and 11% is fine days

5.2.5 I CLIMATE AND NATURAL LIGHTING CONDITIONS The Wellington Harbour and CentrePort are subject to immense variation in weather conditions. The central ranges of the North and South Islands deflect roaring winds through the Cook Strait. The predominant wind of the area is the north-westerly (61%) that runs through spring and summer. Southerlies dominate the winter 28% of the time and the Wellington region only records on average 11% of calm days (see Figure 5.3.8)3. Figure 5.3.7 looks at how three specific times of the day and time of year will affect the types of shadows that are present. Architecture that it is built in Centre Port needs to look at how different spaces can be used depending on the direction of the wind and the amount of sunlight the space will receive. 3

Chris, “Wellington Region - Plants and Animals.”

SITE ASSESSMENT

CENTRE PORT

Figure 5.3.0 (Above): Centre port, image taken by Paul Hillier

CENTRE PORT OFFICES

CONTAINER STORAGE

WAREHOUSE

NZRU BUILDING

PROPOSED MARKET

CONTAINER STORAGE

PROPOSED BAR

COLD STORE WAREHOUSE

BNZ BANK

RAILWAY STATION

5. I SITE ASSESSMENT 5.3 I PORT CONTEXT

CONTAINER SHIPS

CONTAINER TERMINAL

WAREHOUSE

RAILWAY LINES

LOGGING AREA

SITE ASSESSMENT

Westpac Trust Stadium concourse

Wellington Central Railway station

Logging yards at Centre Port

Centre Ports new commercial development

Wellington Central Railway Lines

State highway 2, showing the divide between the concourse and the port. Photo taken form the pedestrian overpass by Bradley Ward 2012.

Waterloo Quay

Figure 5.2.9 (Above): Contextual photos of around Centre Port

Figure 5.3.2 (Left): Plan of Centre Port, with line work that represents all the paint work in the port

SITE ASSESSMENT

5.3.1 I SITE PARAMETERS The size of the CentrePort design research site is approximately 200,000 square meters; half of this is dedicated to the storage and distribution of containers and logging piles. This area is vital to the day-to-day workings of the port. Large cool store warehouses, decontamination warehouses, general warehouses, administration buildings, leased office blocks, empty containers, and maintenance buildings occupy the remainder of the space (see Figure 5.3.2). The entire site sits on reclaimed land and was constructed out of materials sourced from the quays in Kaiwharawhara and dredging from the harbour floor. The eastern edge of the port holds the area allocated for the storage of containers and logs; it presents the most dynamic space of the port, which is always in flux and changing in response to different economic and commercial demands on a day-to-day bases. The effect that this has on the design research experiment is the limited ability to intervene in this area without disturbing this vital and dynamic piece of infrastructure; it also would impact the economic viability of the port and its infrastructure in this location such as the cranes. A timber wharf defines the western edge; this area of the port is allocated to the long-term storage of empty containers and cold store warehouses. It offers the greatest possibility for intervention without causing dramatic constraints to the portâ&#x20AC;&#x2122;s economic viability; it also offers opportunities to reveal the historic construction techniques that were used to build the wharf and structure the reclaimed land. The southern edge is stabilized with the use of a riprap wall. This area of the port has limited commercial use and provides opportunities for public space to be incorporated into it, without considerable disruption to the port. The northern edge of the port is contained by State Highway Two which divides the port from the city (as Figure 5.2.8 shows). The highway separates CentrePort on one side and on the other an elevated concourse that allows people to flow into and out of Westpac Stadium. This north-south axial roadway prohibits an east-west movement particularly for pedestrians trying to move from Thorndon to the waterfront. The land reclamation for port industrial use over the last 100 years has meant Wellington has limited areas where people can venture down to the water. Figures 5.3.4 and 5.3.5 show the two types of harbour edge conditions abutting CentrePort: the wharf and riprap. Though the riprap allows people to entre down to the water, it is dangerous and does represent an edge condition that would have been historically present around the Wellington Harbour. The reclaimed land rises two meters above the high tide mark and falls vertically twelve to fifteen meters along the eastern and western edges of the port. The southern riprap edge has a gradient of approximately one in five and falls to a depth of twelve meters. The mean tidal change of the region is 1.7m1 (see Figure 5.3.1). The New Zealand Coastal Policy Statement 2010 Policies 9 and 10 look at ports, reclamation and de-reclamation and discuss the need to ensure that the development of this infrastructure does not hurt the marine life of the region. Policy 10 Reclamation and de-reclamation states:

Where a reclamation is considered to be a suitable use of the coastal 1

Land Information New Zealand, New Zealand Hydrographic Authority Tide Predictions. 1

ited

Lim

port SH2s to Centre es

acc

Wharf

No access to water

High tide Low tide

Figure 5.3.5 (Above): Existing edge condition, Wharfs, not access to the water without sudden immersion

No access to water

Rip rap wall

Centre Port

Limited access to water

High tide Low tide Limited access to water

Figure 5.3.4 (Above): Existing edge condition, riprap wall, allowing some access to

Figure 5.3.6 (Above): This diagram represents the limited access that the port has to

the waters edge

the water for public enjoyment.

marine area, in consideration its form and design have practicable regard to: … providing public access, including providing access to and along the coastal marine area at high tide where practicable, unless a restriction on public access is appropriate2... Policy 18 Public open space also states:

Recognise the need for public open space within and adjacent to the coastal marine area, for public use and appreciation including active and passive recreation, and provide for such public open space, including by: … taking account of future need for public open space within and adjacent to the coastal marine area, including in and close to cities, towns and other settlements…3 The port has an array of machinery that is vital to its operation such as two gantry cranes that can move up and down the eastern wharf, saddlers, forklifts, trucks, and a rail network. This thesis argues that, though ports are a secure area with limited public open space, landscape architecture could mediate the impacts of coastal activities in the port, whilst at the same time satisfying the port’s requirements for safety. 2 3

Department of conservation, New Zealand Coastal Policy Statement 2010. 15 Ibid. 21

SITE ASSESSMENT

High tide Low tide

Figure 5.3.1 (Above): Tidal study looking at how the condition change. Because the port uses vertical structures are the visual change between low and high tide is limited, the proposal will look at the tide and how it can be exaggerated and manipulated to create an adaptive edge condition

Coastal area Coast

Beach Back shore

Offshore

Near shore Foreshore Terrace

Berms

Surf zone High tide Low tide Bar

Littoral zone Figure 5.3.3 (Above): Diagram showing the Littoral zone, This proposal will look at ways of bringing the littoral zone into the port providing public access to the water

5.3.2 I LITTORAL The littoral zone, also called the intertidal zone, is where air, water and land interact. It is the zone between high tide and low; it is a volatile place due to daily change in moisture, temperature, turbulence and salinity, yet it is one of the most active and adaptive on a coastline (see Figure 5.3.3). Animals that have adapted thrive in this location but also it is the point where people have their first interaction with the water. It defines the edge between land and sea, a space which is always in continuous change, the point in which the ordered structure of the land turns into the freedom of the sea. This proposal will focus on allowing this space to be accessible for human interaction.

SITE ASSESSMENT

Figure 5.3.9: Existing movement patterns, the image shows what machinery works in what area and the regular movement of the machine. It also looks at the natural grid of the port which is determined by the lamp posts

SITE ASSESSMENT

Restricted zone

Domestic Zone

Figure 5.3.13 (Above): Showing ristricted area boundaries and domestic areas that allow limited public area. Source: http://www.centreport.co.nz/images/stories/documents/ forms-manuals/health-safety-and-security/Port_Security_Plan.pdf

Figure 5.3.13 (Above): The natural grid of the port set up through the use of lamp posts. The proposal will look at this grid and the way in which multiple grids could infiltrate the site whilst still allowing the site to function

5.3.3 I EXISTING PORT REQUIREMENTS The port is a functioning industrial site and Figures 5.3.10, 5.3.11, and 5.3.12 break down each component of the port to clearly identify how each building and area is functioning. What can be derived from this is that the eastern edge of the port is the most highly used. The western edge is the closest to the city and provides an opportunity to reorder the existing infrastructure in the area to free up space that could potentially be used for public open space.

5.3.4 I THE GRID CentrePort is organised around an orthogonal grid; the grid is reinforced by a series of light posts that cover the area. These light posts can be seen in Figure 5.3.13.

5.3.4 I SAFETY

The port is a complex site that requires specific safety and security considerations; currently there is a boarder fence that surrounds the port (see figure â&#x20AC;Ś). This security boundary ensures the safety of the cargo and the safety of the public entering into CentrePort. Currently cruise ships dock within this security boundary and passengers are forced to take shuttles into town, as they are not allowed to walk through the port. This design investigation analyses the use of datum lines (as discussed in the Immediate Edge section of this Chapter) to ameliorate this problem. Through the use of datum lines it will be possible to lift the passengers off the portâ&#x20AC;&#x2122;s operational level and provide an adequate experiential journey for them to undertake as they progress into the city centre.

SITE ASSESSMENT

CENTRE PORT COMMERCIAL HIGHLIGHTS 2012 TURNOVER OF

$71m UP 10% ON 2010

$4.7m

$14.7m

TOTAL DIVIDENDS FOR THE YEAR

UNDERLYING PROFIT

THE THIRD LARGEST PORT IN NEW ZEALAND BY TOTOAL TONNES OVER THE WHARF

16,000 CARS IMPORTED UP 14 % ON LAST YEAR

6,500 VISITORS FOR PORT OPEN DAY

100,000 CONTAINER A RECORD NUMBER

563

THOUSAND LOGS UP 25%

CRISE SHIPS

125,000 Figure 5.3.15 (Left): Centre Port commercial highlight 2012. Information and graphics sourced

from

http://www.centreport.co.nz/images/stories/documents/CentrePort_

Annual_Report_2012.pdf

VISITORS

5.3.6 I ECONOMIC VIABILITY OF THE PORT The port is economically viable and in recent years (Figure 5.3.15) made a profit of 15.7 million dollars and injected just under $2 billion dollars into the regional economy. The future of the port also looks prosperous; 100,000 containers crossed the wharf last year, accounting for about a third of the port’s revenue and with the use of new technology to take that number should increase to 400,0004. Logging is also on the increase; however more interesting is the number of cruise ships entering the harbour. 125,000 passengers passed through the port in 2012 spending around about $30 million; in 2013 there are an expected 20,000 more passengers with over 91 cruise ships already confirmed5. 4 5

BERGH, “Bright future ahead for CentrePort.” 2 Ibid. 2

SITE ASSESSMENT

Figure 5.3.16 (Left): Contextual photos of Centre Port, showing the materiality scale and machinery that occupy this site

5.3.7 I CONTEXTUAL MATERIALS The Port (Figure 5.3.16) represents a harsh environment with no formal vegetation except for the small outcrops around the southern edge. The materials of the area are predominantly steel and concrete, as they need to take the scale and force of the machinery. It is a landscape defined by the containers that establish the relative scale to which everything must adhere.

SITE ASSESSMENT

5. I SITE ASSESSMENT 5.4 I ENABLING DESIGN

5.4 I CONCLUSION: ENABLING DESIGN CentrePort’s restrictions are not just bound to physical land limitations; instead due to its visibility, scale, location, economy, and type of industry it has large impacts on the surrounding context and wider region. This chapter has introduced a series of limitations, opportunities and constraints in relation to CentrePort as the opportune location and environment for testing approaches and solutions to the research questions. It has looked at three distinct contextual scales: the greater regional, immediate edge, and port. As in the Literature Review and Case Study Chapters, these site analyses suggest a strategic set of ‘design principles’ that can be incorporated into the design study to reflect and respond to the current conditions within CentrePort and ground the project. The ‘design principles’ involve: Greater Regional Context: ·

THE INHERENT HISTORICAL LINKS THE PORT HAS WITH THE CITY AND HOW THE CITY CAN MEDIATE ANY EXPANSION OR REMOVAL OF THE PORT;

THE PRESSURES THE CITY AND CENTREPORT HAVE GONE THROUGH TO REVEAL THE PROGRAMMATIC AND THE ENVIRONMENTAL IMPLICATIONS AND FACTORS THAT HAVE GONE INTO THE DEVELOPMENT OF THE CITY AND HOW THESE IMPLICATIONS WILL AFFECT THIS PROPOSAL, PARTICULARLY LAND RECLAMATION;

CENTREPORT CURRENTLY DOES NOT RESPOND TO THE CITY GRID; HOWEVER BY INCORPORATING THE TE ARO GRID IT MAY PROVIDE A SYSTEM FOR IMPLICATING THE NEW PUBLIC PROGRAMS;

THE VISUAL IMPLICATIONS OF CENTREPORT, THE RAMIFICATION OF PLACING LARGE STRUCTURES THAT MIGHT OVERPOWER THE SITE AND MAY DETRACT FROM THE WATERFRONT.

Immediate Edge Context: ·

THE FOUR DIFFERENT DATUM LINE HEIGHTS PROVIDE OPPORTUNITIES FOR FUTURE DEVELOPMENT TO LINK THE PEOPLE FROM THORNDON TO THE WATER, THE INTRODUCTION OF GREEN SPACE, MARKETS, AND PUBLIC OPEN SPACE WHILST INDUSTRY WORKS UNDERNEATH OR ABOVE;

THIS DETRACTION OF NATURAL PROCESSES WITHIN PEPITEA PROVIDES AN OPPORTUNITY WITHIN THIS PROPOSAL TO ADDRESS THE PROBLEMS OF PIPING STREAMS OUT TO SEA AND THE LIMITED VEGETATION THAT EXISTS ON CENTREPORT;

THE TYPES OF EDGES THAT EXIST ALONG THE HARBOUR – THE NATURAL EDGE, THE CANTILEVERING OR SUSPENSION OF MATERIALS OVER THE WATER, AND THE SPATIAL CHANGES DUE TO THE TIDE.

Port Context:

THE DIVERSITY OF COASTAL ACTIVITIES THAT TAKE PLACE ON THE WATERFRONT, WHILST SATISFYING THE PORT’S REQUIREMENTS FOR SAFETY;

THE WESTERN EDGE IS THE MOST UNDERUTILISED, CLOSEST TO THE CITY AND PROVIDES AN OPPORTUNITY TO REORDER THE EXISTING INFRASTRUCTURE IN THE AREA TO FREE UP SPACE THAT COULD POTENTIALLY BE USED FOR PUBLIC OPEN SPACE;

THIS PROPOSAL ACKNOWLEDGES THE VIABILITY OF THE PORT, WHILE ALSO RECOGNISING THE NEED FOR THE CITY TO EXPAND ITS PUBLIC FACILITIES. THE THESIS INVESTIGATES HOW THE CITY AND PORT COULD ADAPT TO MEET THE NEEDS OF BOTH, AND ALSO TO RESPOND TO CHANGE IN THE FUTURE. THESE CHANGES COULD BE INFLUENCED BY THE ECONOMY, THE NEED FOR THE CITY OR PORT TO EXPAND, CLIMATE CHANGE, AND THE SHIFTING OF THE PORT.

The investigation of the site has provided a series of definitive design principles. These design principles from the Site Analysis will be incorporated with those arising from the Literature Review and Case Study Analyses. Together they will be implemented into and tested in the final design experiment. The following chapter will consider design principles arising from the program requirements. The city recognises specific programmes that are pertinent to Wellington’s development that would be best located along the harbour in the centre city. The implementation of these new programs needs to be assessed to ensure the design experiment is addressing the real problems that need to be answered.

SITE ASSESSMENT

6. I PROGRAM ASSESSMENT

Wellington is the third largest city within New Zealand, with an annual population growth of 0.74%, which equates to 1600 people per year. This growth whilst modest is placing pressure on the city, in particular where the city allows development to occur and how development can be cost-effective. Dr. Diane Brand, Professor of Architecture and Dean of the Faculty of Architecture and Design at Victoria University of Wellington wrote in April 2012:

“Wellington’s waterfront needs more industry, more recreation, more entertainment, and

most of all, more people from a range of socioeconomic backgrounds1” CentrePort sits right on the edge of the harbour and represents a large section of the Wellington skyline. But it is currently detached from the public, thus unable to contribute to any of the elements above. Brand’s statement discusses the need for four crucial elements to create a more dynamic and successful waterfront. These are industry, sports and recreation, entertainment, and civic functions; each of these topics will be discussed in relation to specific programs planned by the city and how they arise from real issues that need to be addressed. In addition, this chapter will consider new programs relating to tourism, residential development, hospitality, and sustainability. These 8 programs proposed below for the design experiment have been informed by the site and reports on the future plans and needs of Wellington and CentrePort.

The Wellington waterfront is an area of the city that is constantly undergoing change. Diane Brand argues the waterfront needs more people and that the waterfront often contains the most interesting action in a port city, where all classes of people mix, something that should be preserved. There is concern that development of the waterfront has the potential for it to become exclusively occupied by upper class New Zealanders and tourists, while the lower socioeconomic classes could be left out2. This chapter will examine the current requirements of the city and how it plans to develop in the future; the final design experiment will offer solutions for a system in which this series of programmes can all respond and adapt as required in the future. 1 2

Amanda Witherell, “Waterfront Needs More People,” Capital Times, 18-26 April. 1 Ibid. 1

INTRODUCTION

Cruise terminal

Administration

Warehouse

Leased property Warehouse

Warehouse

Figure 5.3.10 (Above): Port owed buildings.

Required container land for distribution and delivery of good on a day-to-day bases

Storage of empty and long storage containers

Figure 5.3.11 (Above): Container terminal

Figure 5.3.12 (Above): Movement paths within Centre Port

6.1 I INDUSTRY While CentrePort is an industrial zone contributing economically to the on-going success of the region, at the same time it makes no contribution to the public and civic needs of the capital. This thesis seeks to strengthen the industrial zoneâ&#x20AC;&#x2122;s connection to the people of Wellington, whilst facilitating the needs of the zone to remain an economically viable port. The expanding city requires space for additional public and civic amenities along the harbour edge, but CentrePortâ&#x20AC;&#x2122;s industrial activities make expansion into this area unsafe for the public. The thesis proposes to resolve this dilemma through weaving industry and public spaces together so each can adapt as necessary to the changing requirements of the city. The design experiment proposes and tests a system of datum levels that will enable diverse programmes to co-exist safely and effectively.

CentrePort currently contains a range of industrial programmes that enables the port to sustain its economic prosperity, such as cold store warehouses, administration buildings, security check points, logging areas, container terminal, storage for empty containers, general warehouses, and maintenance areas (see figure â&#x20AC;Ś). Though each of these areas contributes to the financial success of the port, there is potential for particular noncore industrial departments of the port to be consolidated, creating subsequent space for new development to occur. The south-western edge holds the greatest opportunity for this consolidation with the services in the areas associated with long-term storage and empty containers; the warehouses in this area could also be moved due to their limited programmatic requirements. The northern edge of the industrial port holds the least potential for such consolidation of programs due to its continually changing landscape (see Site Assessment). This area is needed for the day-to-day running of the port. Due to the current industrial requirements of the port and its current financial benefit to the region, it is not suitable to remove the port at this present time. This thesis will investigate how through the construction of a system-based design, the site can adapt to the future requirements of the city and port alike.

INTRODUCTION

RECREATIONAL ACTIVITIES + AMENITIES

PADDLE SPORTS

SWIMMING

DIVING

FISH

ROLLERBLADING

ROWING

MOORINGS

BIKING

PLAYGROUNDS

SKATE BOARDING

CANOEING

SPORTS FACILITIES

FOOD & DRINK

DIVING PLATFORM

FISHING FACILITIES

KITEBOARDING

SWIMMING

SEATING

RUBBISH

RUNNING & WALKING

Figure: 6.0.4: Recreational activities and amenities that will be implemented into Centre Port.

6.2 I SPORTS AND RECREATION In 2008 research was undertaken by UMR Research Group to understand why people use the Wellington waterfront and what activities currently take place in the area. They found that most people come to the cityâ&#x20AC;&#x2122;s edge for recreational purposes, including walking, biking, skating, running3 and water sports. The type of development that is crucial to the success of a waterfront was centralized around affordable recreational spaces that people want, rather than large upscale exclusive commercial development. Whilst most of these activities require little or no supplementary infrastructure there is a need to plan for these recreational programs.

The current areas dedicated to public sports and recreation along the waterfront are limited. This UMR proposal investigates the introduction of a series of new recreational programs that could take place in and along the harbour including: kite boarding, paddle sports, swimming and fishing. These activities and related amenities like picnic barbecues, playgrounds, and fishing areas have a significant impact on the usability of the waterfront (see Figure 6.0.4). Multiple recreational activities that take place on land and sea create a diversity of spaces that people want to occupy. Recreation then becomes a vital programme for this thesis to investigate, to establish active public environments within CentrePort. Sport facilities in Wellington City are primarily contained within the town belt or outlying suburbs. There are large sports facilities such as the Westpac Stadium, which contains largescale community sporting events; however there is a need for more un-programmed large open flat grass areas similar to Waitangi Park. The development of new sports facilities along the town belt will be limited under a wide-ranging plan to protect the cityâ&#x20AC;&#x2122;s green spaces. The Draft Town Belt Plan explains the intended methods for the protection, management and development of the 389.68-hectare town belt for the next 10 years. The plan limits the development of sports facilities to existing areas, supports community gardens and protects a further 85.03 hectares of land. With these limitations on new sports facilities within close proximity to the city centre, there is a need for a greater number of open spaces that can accommodate a growing range of recreational activities, such as community sports or open space to undertake non-competitive activities within the existing city environment (see Figure 6.0.4). Implementing this programme of recreation areas into CentrePort addresses the need for new recreational areas without impacting existing green areas.

Ibid. 1

INTRODUCTION

15M 12M 9M 6M 0M

300-350M MAX LENGTH

DISEMBARKING LEVELS TECHNICAL REQIURMENTS FOR VESSELS

51+M 45M 41M 37M 33M 29M 24M 21M 18M

100

50M MAX BEAM

3M 0M

PASSENGER: 3138 CREW 1181

953,923.77 LETTERS OF FUEL

35 TONES OF FOOD 16 TONES OF LIQUID + ALCOHOL OVER A WEEK DISEMBARKING AREAS

CRUISE SHIP SPECIFICATIONS

TURNING RADIUS 3600

DECK 14 DECK 13 DECK 12 DECK 11 DECK 10 DECK 9 DECK 8 DECK 7 DECK 6 DECK 5 DECK 4 DECK 3 DECK 2 DECK 1

CRUISE TERMINAL SPATIAL REQUIREMENTS

(FOR UP TO 7000 PASSENGERS)

TWELVE PASSENGER PROCESSING / PASSPORT CONTROL KIOSKS ARRIVAL AND DEPARTURE LOUNGES INCLUDING KIOSKS 7000M2 MINIMUM SECONDARY FUNCTION AS AN EVENT / EXHIBITION SPACE 4000M2 PUBLLIC AND STAFF TOILET FACILITIES CUSTOMS ADMINISTRATION OFFICES WITH QUARANTINE OFFICE FACILITIES FOR STAFF BAGGAGE COLLECTION AND FREIGHT HANDLING FACILITIES FREIGHT AND TRUCK FACILITIES FOR CRUISE SHIP SERVICING SIX PASSENGERS GANGWAYS WITH THE ABILITY TO ADJUST TO THE REQUIREMENTS OF VARIOUS SHIPS

SUPPORTING FUNCTIONS TOURIST INFORMATION TICKETING FACILITIES FOR CRUISE SHIP OPERATORS CAFE AND/OR RESTAURANT COMMERCIAL OPERATORS INCLUDING TOUR OPERATORS AND CAR RENTALS ETC. PUBLIC EXTERIOR DECKS AND VIEWING AREA

INTEGRATED TRANSPORT NODES CAR PARKING FOR STAFF AND VISITORS COACH PARKING OR QUEUING FOR UP TO 3500 PASSENGERS (50%) TAXI STAND PICK UP AND DROP OFF AREA

Figure: 6.0.1: Cruise ship specifications. The information is based on the maximum potential ships that will dock at CentrePort. The information is derived from: A new cruise ship Terminal & Urban Waterfront Proposal for the Settlement of Lyttelton, by Timothy J. Daniel Images sourced from http://www.beyondships.com/images/Deck_plan_2010.jpg

INTRODUCTION

101

Figure 6.0.5: The Lux-Mini Light Festival, . http://static.stuff.co.nz/1345438449/661 /7512661_600x400.jpg

102

6.3 I ENTERTAINMENT Wellington already hosts a large number of public entertainment events from the International Arts Festival to the International Sevens. The city also plans to host another future event called The Lux-Mini Light Festival, but there is currently no public space available. The event is planned to be held on the waterfront in the middle of winter, in a lull between current annual events. It will run for 4 weeks every two years and aspires to rival the popularity of the International Arts Festival, which had 275,000 visitors in 20124. The Lux-Mini Light Festival needs to be sited within a publicly accessible waterfront space, using an array of different scales, media and locations along the waterfront to create the final exhibition (see Figure 6.0.5). The Festival integrates shipping containers with large screens, lighting, sound and digital animation to create public environments derived from lighting and technology. With its emphasis on shipping containers, it becomes a perfect festival event proposal to be held in the container yards of CentrePort. Introducing the Lux-Mini Light Festival programme into CentrePort provides opportunities for the design to establish areas for seating, viewing and staging this event and similar ones in the future. This new outdoor entertainment infrastructure will also enable other festival events to be accommodated along the waterfront.

6.4 I CIVIC With the progressively increasing population of Wellington and the immediate repairs that are needed on the Town Hall, the city council is questioning weather or not to conduct an investigation into a new conference centre. The lose of the Town Hall as a conference centre, combined with the below-earthquake standard of the TSB arena which hosts the world renowned World of Wearable Arts Festival, could cost the City Council up to $33 million dollars a year. This thesis will investigate the creation of a new conference centre within CentrePort that can accommodate both the World of Wearable Arts and conferences that take place in Wellington on a yearly basis5 (see Figure …). 4 5

Tom Hunt, “Light Festival to Blow Away Winter Blues,” The Dominion Post, n.d. Katie Chapman, “Councillors Vote Against $6.9m Conference Centre,” The Dominion Post, October 19, 2012.

INTRODUCTION

103

GASTRO PUB 29M

9M 21M 17.5M FIRST FLOOR AREA: 294M2 SECOND FLOOR AREA: 294M2

MAXIMUM PEOPLE PER FLOOR: 80

Figure 6.0.3: Proposal to redevelop the old Wellington Harbour Board office into a pub The Dominion Post - Friday, June 15 2012. Page A3

104

CENTRE PORT MARKET 9M

86M

24M Figure 6.0.2: Proposal for Shed 35, converting it into a 7 day a week market The Dominion Post - Friday, June 15 2012. Page A3

FLOOR AREA: 2064M2 MAXIMUM PEOPLE PER FLOOR: 564

6.5 I TOURISM CentrePort currently allows cruise ships to dock alongside the eastern edge of the port, a space also reserved for the transportation of containers and logs. The area provides a functional service to the cruise ships, though it creates a negative impression for passengers as they arrive into the capital city of New Zealand. The visitors are forced to shuttle into town through a maze of containers and logging areas. In 2013 CentrePort is expecting 91 cruise ships to dock at its port providing revenue of $35,000,000 for the region, an increase of 33% over 2012. This increase suggests the need to rethink the manner in which passengers are welcomed into Wellington. This thesis will examine the implications of creating a new cruise ship terminal and how this can act as an exoskeleton onto which other programmes can adhere.

The proposal intends to retain some of the existing buildings that are in CentrePort, particularly historic sheds and warehouses and convert them into new spaces for tourism development. A proposal that is already under investigation by CentrePort is the conversion of a derelict cargo shed into a permanent market similar to Melbourne’s bustling Victoria Market (see figure 6.0.2). The concept is part of CentrePort’s plan to breathe life into its Harbour Quays in Waterloo Quay, which is dominated by three big new office blocks6. The multimillion-dollar plan also involves converting an old brick Wellington Harbour Board office building into a “gastro-pub” (see Figure 6.0.1). This thesis will examine both the proposed market and gastro-pub to understand how the introduction of this typology of commercial activities can provide an initial step in bringing people into the area. The design research experiment proposes a staged approach to future planning. The first proposed program element for the design investigation is the creation of a dedicated space for the docking of cruise ships that will provide a positive experience for passengers. The programmatic requirements to support the variety of different ships that sail into the harbour are shown in Figure 6.0.3. One of the problems this thesis addresses is the ability of industrial and public spaces to safely co-exist, which is a fundamental imperative when dealing with a program such as cruise ships. This is currently unsuccessful in Wellington Harbour, because it favours the infrastructural needs of the ship rather than the experiential conditions of the passengers. The development of a new terminal will also provide the infrastructural foundation for other new commercial, entertainment and recreational developments to exist within the port. 6

Hank Schouten, “Harbour Life Meets Waterloo,” The Dominion Post, June 15, 2012. A3

INTRODUCTION

105

OFFICE BLOCKS

HOSPITALITY COMMERCIAL

CONFERENCE CENTRE

200M

SYDNEY DARLING HARBOR

50M 100M

WELLINGTIN CENTREPORT.

HOTEL COMPLEX

50M 100M

106

200M

HILTON HOTEL THE HILTON HOTEL WAS PROPOSED TO BE SIX STORIES HIGH AND ACCOMMODATE 142 ROOMS. THE PROPOSAL WAS UNSUCCESSFUL DUE TO RESOURCE CONSENT. THE BUILDINGS WOULD HAVE OCCUPIED A 3000M2 FOOT PRINT AND BEEN SITUATED ON THE WELLINGTON WATERFRONT. Figure ... : http://eyeofthefish.org/the-hilton-vanishes/

6.6 I RESIDENTIAL DEVELOPMENT Wellington’s relatively compact nature as a city provides limited opportunities to create affordable housing; instead developers are building a large number of luxury apartments due to the scarcity of available land. Recently two high-end residential development projects were launched in Wellington, the Overseas Passenger Terminal and One Market Lane development. With price tags ranging into the millions of dollars this accommodation is very un-affordable to most of Wellington’s residents. According to the developers, people are streaming in and signing up to buy units off the plan7. Downtown Community Minister Stephanie Mclntyre states that there is a serious lack of affordable accommodation, particularly in the inner city. There is a need for low cost permanent accommodation, for people who want to live within the central business district. This type of medium density social housing plays a vital role in the success of a waterfront, because it adds to the diversity and number of people and the range of interactions that are needed on a waterfront (see Figure 6.0.6). This thesis investigates the ways in which affordable housing could be implemented into CentrePort.

6.7 I HOSPITALITY No five-star hotel currently exists in Wellington, even though it is the capital city. Another development that has been proposed by the city and has not been implemented due to financial, political or regulatory reasons is a new five-star Hilton Hotel, that was proposed for the outer T wharf in Wellington Harbour. The proposal was unsuccessful due to constraints placed on the developer from the City Council in relation to blocking views from the centre city and changing the character of the wharf. There is still a need and strong interest in the development of a five-star hotel elsewhere within the city. This thesis proposes that CentrePort provides the opportune location for such a development through the site scale and limited impedance with visual or historical implications (see Figure …)8. 7 “Apartments Getting Snapped Up,” The Dominion Post, May 8, 2012, Commercial Property edition. C5 8

Katie Chapman and Lane Nichols, “Waterfront Project in Danger of Sinking,” The Dominion Post, April 26, 2012.

INTRODUCTION

107

OFFICE BLOCK THE OFFICE BLOCK WAS PROPOSED TO BE BUILT ON THE KUMUTOTO WHARF AND WAS DESIGNED TO BE SIX STORIES HIGH. THE GROUND FLOOR WAS TO HOUSE A THE ‘WINTER GARDEN’, WHICH WAS A COMMERCIAL AREA FOR THE PUBLIC. THE BUILDINGS FOOT PINT WOULD HAVE BEEN 3500M2, IT WAS UNSUCCESSFUL DUE TO RESOURCE CONSENT.

Figure ... :http://img.scoop.co.nz/stories/images/1202/1e721c7631ceec7da57b.jpeg

6.8 I SUSTAINABILITY Wellington, like many cities around the world, is seeking ways in which it can become more sustainable and less reliant on systems that harm the region. This is evident in the council’s changes to the District Plan, Home Energy Saver Programme; Warm up NZ Project, Renewable Energy (District Plan), and the Urban Development Strategy. Each of these guidelines evidence that the city is becoming more concerned with the environmental impacts that development is having in the region.

CentrePort is built on reclaimed land; it is an industrial site and has large ships that dock around it (which use toxic paint). These aspects have culminated in a site that is substantially degraded and steps need to be taken to mitigate this situation. The programmes that will be implemented into the thesis design experiment will include sustainable energy technologies such as solar, wind and tidal. The experiment will also look at the introduction of wetlands to clean the runoff from the site whilst exposing the currently capped Pipitea Stream. The thesis experiment will incorporate these approaches into a holistic design rather than using them as supplementary parts of the design; in this way the systems of engagement will be more sustainable and less susceptible to collapse, ensuring that over time the site can adapt continually to the changing social and economic conditions.

108

6.9 I CONCLUSION

This Program Analysis has provided an additional set of definitive design principles. These will be incorporated with those arising from the Literature Review, Case Study Analyses, and Site Analysis. Together they will be implemented into and tested in the final design experiment.

The programs currently required by the city that will be implemented in the design experiment are defined by the following typologies; Industry, Sports and Recreation, Entertainment, Civic, Tourism, Residential Development, Hospitality, and Sustainability.. Each program relates to contemporary urban needs that currently exist within Wellington, that are being considered by the city council and fundamentally need to be addressed. CentrePort provides the opportune space for these programs to exist with its vast size, open flat area, waterfront location, and close proximity to the city centre. The development of the port is Wellington’s chance to cater for a range of programs that the city is in need of developing. Though these programs each have a specific set of criteria, through the amalgamation of these programmes they provide sets of related criteria that inform solutions to the design. The spatial requirements for each of the programmes can be seen in Figure … . Programs such as entertainment, sports and recreation have been accommodated by ensuring there is adequate open space for a range of opportunities for each of then within the design, due to their limited fixed spatial requirements.

The research questions investigate the successful integration of public and private areas that would normally struggle to co-exist, especially when each will continue to expand or contract over time depending on changing economic, political and social climates. The overall program for the thesis design experiment needs to enable the functioning of the current Industrial Port programs and enhance the Cruise Line Tourism program, while adding vital new programs relating to Sports and Recreation, Entertainment, Civic, Mixed Residential, and Hospitality uses. Self-sustaining regeneration is another important overall program for this damaged site. Such divergent programs need to be embedded in ways that are safe and productive, while also inviting adaptability, transformation and expansion. The design experiment will test how vertically separated expandable systems which share infrastructure may play an important role in resolving these complex issues. The thesis design experiment proposes and tests the ‘staged’ implementation of an overall ‘system’ for staged development, a system which enables vital new programs to be added when they are needed and replaced when they are not. Stage One begins with the relocation of the cruise ships into a more hospitable dedicated space; this provides the infrastructure necessary to encourage other developments such as hotels, entertainment, affordable housing, office space, and conference centres to be incorporated into the area. With this in mind, the design also reflects the social programmatic requirements of these visitors as well as the existing residents by including recreational activities along the waterfront and new sports facilities that have no other viable locations within the city.

INTRODUCTION

109

7. I EXPERIMENTAL DESIGN

Through continuous population growth there is a desperate need for urban expansion, and industrial port sites become crucial areas for this development. This chapter will use design principles developed from the Literature Review, Case Studies, Site and Program Analyses to investigate how through design a proposal for staged integration of expanding urban and contracting port-related activities into Centre Port can be derived. These principles are used to test solutions to the research questions, by fully identifying all limitations, constraints, and opportunities considered in the site, literature and case studies. The design principles incorporate strategic issues of Placement, Connection, Access to Water, the Grid, Sustainable Energy, Environmental Impacts, Transportation, and Safety. It will examine how economically viable port-related industries located within the heart of an expanding city environment can be maintained to create a syntax between the expanding urban fabric and still these viable industrial areas. This design investigation examines a range of problems that must be addressed to successfully integrate new public waterfront activities and industrial activities that would typically struggle to co-exist. The thesis investigates opportunities for the integration of public space into functioning industrial areas, such that these spaces are able to continually adapt to the changing requirements of the city and industry. It investigates how such a site can be designed as a self-sufficient adaptable network that acts as a catalyst for the wider region while ensuring the siteâ&#x20AC;&#x2122;s character and identity are retained. It particularly considers how the edges separating land and sea, opposing programs, and industrial areas of port cities can be deconstructed to allow them to co-exist and thrive economically on the same site. The design experiment developed in this chapter investigates a multi-programmatic vertical matrix system that can adapt and transform through time to respond to the dynamic needs of both the city and the port. Vertical ecosystems in nature successfully integrate diverse functions; as a Landscape Architecture investigation, solutions to these research questions will be investigated through mimicking successful vertical ecosystems.

110

DESIGN EXPERIMENTATION

111

EME

RGE NT COLL LAYER ECTIO N

CAN OPY OCCU LAYER PATIO N DIST

COLLECTION

OCCUPATION

UN TION DER GR O /PR ODU WTH CTIO N

RIBU

FOR EST DISS FLOOR OLUT ION

PRODUCTION FOREST STRATA

Figure 7.0.1 (Above): Design Driver, looking at the similarities and opportunities a forest hierarchy can be adapted to create a my self sufficient and adaptable design.

112

DISLOCATED URBAN FABRIC

DISTRIBUTION

USES ROOF GARDENS, TOILETS, WATERING PLANTS

CLEAN WATER

POWER

EMERGENT LAYER COLLECTION

CAN

OPY L OCCU AYER PATIO N

GREY WATER

DISSOLUTION

WATER SENSITIVE URBAN DESIGN, INTERGRATING WATER COLLECTION + CATCHMENT MANAGEMENT, WATER SUPPLY, STORMWATER MANAGEMENT, WATERWAYS, SEWAGE TREATMENT, WATER RECYCLING, OCEAN PORECTION.

INTERGRATED URBAN FABRIC

DIS TR

IBU UNDE R TIO N/ GRO PR OD WTH UC TIO N FO RE ST DIS FL SO OOR LU TIO N

7.0.1 I DESIGN NARRATIVE In nature, a forest is a clear example of a functioning vertical matrix allowing for self-sufficient networks at different levels (Figure 7.0.1). A forest has four identifiable layers: the emergent layer which is associated with the collection and storage of energy and water; the canopy layer which is the most active in terms of occupation; the undergrowth which enables transportation and distribution throughout the forest; and forest floor which deals with the dissolution of organic produce into fertile soils providing the forest above with the nutrients needed to thrive. These four layers are not dissimilar to a city where there are zones of energy gathering (emergent layer), residential occupation (canopy layer), industrial areas such as ports for distribution and delivery of goods (undergrowth), and dissolution areas like sewage treatment plants (forest floor). The primary difference is the limited connection between these as urban areas. The forest provides an analogy for an urban typology that blurs the edges between these different programs, suggesting an interrelated and self-reliant vertical system. The design proposal for integration of these vertical layers representing occupation, collection, distribution and dissolution is shown in Figure â&#x20AC;Ś. One of the key ideas to be tested in the design experiment is how programs that might normally struggle to co-exist can share infrastructure effectively by placing shared infrastructure together on one level, forming a programmatic edge transitioning between public and industrial activities.

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7.0.2 I PLACEMENT This program and site analyses suggest that to ensure the continually financial success of the port for the foreseeable future, the portâ&#x20AC;&#x2122;s vital operational areas such as the container port should not be disturbed. The placement of new public space needs to take into consideration the safety implications and how people will interact with large machinery working close by. Any placement of infrastructure or buildings also needs to take into consideration the visual impact and the current city height gradient that exists (see Figure â&#x20AC;Ś).

7.0.3 I CONNECTION Public activities implemented into CentrePort must become seamlessly connected into the existing infrastructure and public spaces in the area, to create a natural progression into the site. The adjacent residential suburbs such as Thorndon and the central city need to have adequate access into the site so that it is safe and allows for a range of transportation opportunities, such as cars, boats, trains, buses, bikes, skating, and pedestrians. The design tests a new connection for the residents of Thorndon via the existing elevated datum line at Westpac Stadium, so that there is a direct access from the suburb across the railway line to the waterfront, integrating existing infrastructure with the new.

7.0.4 I ACCESS TO WATER Access to the coastal edge must be maintained at all times, although access to the water cannot be guaranteed throughout CentrePort and Wellington Waterfront due to the harbour edgeâ&#x20AC;&#x2122;s relative height off the water. Provisions should be made in specific areas such as sheltered pieces of land so that people can have direct access to the water. Areas that should not have physical access to the water (but still allow a view of the coastal edge) are around vicinities in close proximity to large vessels such as cruise ships.

7.0.5 I THE GRID CentrePort is organized around a defined grid in which it currently works; any design needs to take into consideration the existing port grid to ensure that whilst a new design is placed in the area it still allows important day to day operations to continue without being disturbed. The design research experiment argues that the principal city grid can be used to accommodate new public functions on the site, while the principal CentrePort grid is maintained as an ordering device for the existing port-based functions. The two overlapping grids will be tested as a means of establishing safe coherent separation of the opposing port and public programs.

114

DIAGRAMS 7.0.6 I SUSTAINABLE ENERGY The collection and harnessing of energy and resources such as rainwater, wind, solar energy, and tidal currents are pertinent when dealing with a large-scale development such as this. Measures should be taken to ensure that these renewable resources are effectively introduced into CentrePort and harnessed to help offset the carbon footprint that occurs when any large new development takes place.

7.0.7 I ENVIRONMENTAL IMPACTS Urban expansion and development should consider the environmental impacts that it will create, particularly the disposal of wastes from the site and the remediation of the existing pollution that exists within CentrePort. Due to the large ships and the construction methods used to create CentrePort the site is in a state of degradation. It is important that any potential environmental impacts are thoroughly investigated and solutions to either remedy or mitigate these issues are found. This thesis suggests that the reintroduction of natural process such as reinstating the Pipitea Stream through the site can mitigate environmental impacts such as grey water, whilst introducing ecosystems through plant life that can begin to clean up the existing pollution that is present in CentrePort. Black water will also be investigated as to how the site can deal with it on site and the benefits of containing waste within CentrePort.

7.0.8 I TRANSPORTATION When a range of different programs may exist on the same site, it becomes important where possible for these programs to become mutually beneficial to each other, allowing a density which would otherwise not be possible if each program required its own unique space for service functions like back of house storage. This thesis suggests the importance of service and infrastructure programmes being incorporated, allowing them to work off each other as required, sharing similar infrastructure and service functions. This is evident when dealing with train lines that can deal with the incoming and out going cargo for the port, whilst also allowing passenger trains access to the cruise terminal when required.

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115

7.0.9 I SAFETY The occupation of CentrePort with Industry, Sports and Recreation, Entertainment, Civic, Tourism, Residential Development, and Hospitality-related programs will provide a substantial amount of activity to the area during times of limited use by other parties such as cruise ships to the east and sporting events to the west. With this permanent occupation on the site and its close proximity to the port, any buildings that are built need to take into consideration safety relating to the large machinery and noises from the port to the suitability of the area day and night. With public occupation of CentrePort, it becomes vital that the design not only allows people to enter the site safely but also creates spaces which can be used day and night. This design experiment will undertake an approach referred to as Crime Prevention through Environmental Design (CPTED). CPTED provides a framework for incorporating crime prevention into urban design by focusing on reducing the opportunity to commit crime, thereby lessening the motivation to offend and creating safer spaces1. There are four key overlapping CPTED principles2: -- SURVEILLANCE – PEOPLE ARE PRESENT AND CAN SEE WHAT IS GOING ON -- ACCESS MANAGEMENT – METHODS ARE USED TO ATTRACT PEOPLE AND VEHICLES TO SOME PLACES AND RESTRICT THEM FROM OTHERS. -- TERRITORIAL REINFORCEMENT – CLEAR BOUNDARIES ENCOURAGE COMMUNITY ‘OWNERSHIP’ OF THE SPACE. -- QUALITY ENVIRONMENTS – GOOD QUALITY, WELL-MAINTAINED PLACES ATTRACT PEOPLE AND SUPPORT.

The Ministry of Justice in New Zealand has incorporated these four principles into its own set of criteria to define seven qualities that characterise well-designed, safer places: --------

ACCESS: SAFE MOVEMENT AND CONNECTIONS SURVEILLANCE AND SIGHTLINES: SEE AND BE SEEN LAYOUT: CLEAR AND LOGICAL ORIENTATION ACTIVITY MIX: EYES ON THE STREET SENSE OF OWNERSHIP: SHOWING A SPACE IS CARED FOR QUALITY ENVIRONMENTS: WELL-DESIGNED, MANAGED AND MAINTAINED ENVIRONMENTS PHYSICAL PROTECTION: USING ACTIVE SECURITY MEASURES

This design experiment will use these seven qualities as a base for consideration as to how safe the design is for occupation. 1 4 2

New Zealand. Ministry of Justice, National guidelines for crime prevention through environmental design in New Zealand. Ibid. 5

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117

7. I EXPERIMENTAL DESIGN 7.1 I INVESTIGATIONS BY DESIGN

118

Throughout the research period a series of design experiments have been developed to test the research questions. Progressive iterations were assessed in relation to their strengths and weaknesses. This subchapter looks at five distinct iterations that were developed and discusses their productive and counterproductive results in relation to how well they resolved specific aspects of the research questions. Each sequential scheme considered how to retain positive attributes while progressively resolving weaknesses.

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7.1.1 I CONCEPTUAL SCHEME 1

THIS CONCEPTUAL SCHEME BEGAN TO INVESTIGATE THE NATURAL GRIDS, ACCESS LINES AND VISUAL IMPLICATIONS OF DEVELOPMENT WITHIN CENTREPORT AND HOW IT WOULD BE VIEWED FROM SURROUNDING AREAS. NOTES FROM CRITICS:

PROS -- THE SCHEME HAS POSITIVE VISUAL IMPLICATIONS THAT MIGHT BE IMPOSED BY DEVELOPMENT; -- THE SCHEME ESTABLISHES A STRONG ORDERING SYSTEM FOR THE DESIGN.

CONS -- LACKS COHESION WITH THE SURROUNDING CONTEXT; -- LIMITED ABILITY TO RETAIN VITAL PORT INFRASTRUCTURE; -- UNDERMINES THE SITE’S IDENTITY AND DOES NOT REFLECT THE SITE’S CHARACTER AND HISTORY; -- THE DESIGNED HARBOUR EDGE DOES NOT RELATE TO THE WIDER CONTEXT; -- REMOVAL OF ALL EXITING INFRASTRUCTURE, SUCH AS THE HIGHLY RECOGNISABLE CRANES DECREASES THE HISTORIC IDENTITY OF THE SITE; -- ARBITRARY GESTURES THAT DO NOT CONTRIBUTE TO DECONSTRUCTING OF EDGE BETWEEN LAND AND SEA; -- THE NUMBER OF PATHS CREATES A CONFUSION OF HIERARCHY ON SITE; -- IT DOES NOT RELATE TO THE HUMAN SCALE; -- STATIC AND DOES NOT ENABLE ADAPTABILITY TO CHANGING REQUIREMENTS OF THE CITY OR PORT.

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SCHEME 2 INVESTIGATED THE HARBOUR EDGE AND THE WAY IN WHICH IT COULD BE DECONSTRUCTED TO CREATE DIFFERENT SPACES FOR A RANGE OF PROGRAMMES, WHILST ACKNOWLEDGING THE HISTORY OF THE SITE. IT ALSO INQUIRES INTO THE GRID OF THE PORT, THE INTRODUCTION OF VEGETATION AND DE-RECLAMATION OF THE PORT EDGES. NOTES FROM CRITICS:

PROS -- STRONG USE OF THE GRID TO PROVIDE A STRUCTURE TO WHICH THE DESIGN CAN ADHERE; -- REFLECTS THE CHARACTER AND HISTORY OF THE SITE THROUGH THE DE-RECLAMATION; -- BRINGS NATURE INTO MAN-MADE ENVIRONMENT.

CONS -- NOT SYMPATHETIC TO THE EXISTING INFRASTRUCTURE AND INDUSTRY PRESENT ON THE SITE; -- OFFERS LIMITED CONNECTION TO THE SURROUNDING SUBURBS; -- LACKS PROGRAMMATIC OPPORTUNITIES THAT THE CITY WANTS TO IMPLEMENT; -- SCALE OF THE DEVELOPMENT DOES NOT REPRESENT THE NEEDS OF THE AREA; -- NOT EXPRESSIVE OF THE DIFFERENT PROGRAMS’ ABILITIES TO CO-EXIST AND ADAPT TO CHANGE; -- LACKS THE REVITALISATION OF AN INDUSTRIAL AREA THROUGH THE INTRODUCTION OF NEW COMMERCIAL ENTERPRISES; -- LIMITED SYMPATHY FOR HOW THE SITE CAN BECOME A SELF-SUFFICIENT NETWORK; -- OFFERS LIMITED CONTRIBUTION TO THE WIDER REGION.

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SCHEME 3 INVESTIGATED HOW THE SITE COULD BECOME SUSTAINABLE, CULTURALLY SIGNIFICANT AND UNVEIL HISTORY THROUGH THE INTRODUCTION OF A CENTRAL ELEMENT, WHICH WOULD BE THE GATEWAY INTO THE SITE. NOTES FROM CRITICS:

PROS -- THE USE OF VERTICAL ELEMENTS TO PROVIDE OPPORTUNITIES FOR DIFFERENT PROGRAMS TO COEXIST; -- THE UNCOVERING OF EXISTING PYLONS AND OTHER HISTORICAL ELEMENTS AS OPPORTUNITIES FOR DESIGN; -- THE INTEGRATION OF PUBLIC SPACE WITHIN PRIVATELY OWNED AREAS; -- THE COLLECTION OF WATER AND WIND AS MEANS OF CREATING A SUSTAINABLE SYSTEM; -- THE INTRODUCTION OF NEW COMMERCIAL ENTERPRISES,; -- REFLECTING THE SITE’S IDENTITY, CHARACTER AND HISTORY THROUGH RETAINING ASPECTS OF THE PORT AND HIGHLIGHTING THEM; -- INVESTIGATING HOW THE INTRODUCTION OF VEGETATION INTO THE SITE CAN CONTRIBUTE TO THE WIDER REGION; -- INTRODUCING THE LANDSCAPE AS A DESIGNED BASE FROM WHICH INFRASTRUCTURE CAN BUILD.

CONS -- POORLY RESOLVED SPACES; -- LACKS INTEGRITY BETWEEN THE LARGE-SCALE DEVELOPMENTS AND THE IN-BETWEEN SPACES; -- NEEDS TO BE MORE EXPRESSIVE OF TIME, A MASTER PLAN THAT ALLOWS DEVELOPMENT TO OCCUR IN STAGES; -- THE MOVEMENT AND ACCESS ACROSS THE SITE NEEDS TO BE RESOLVED; -- NOT SYMPATHETIC TO THE SMALL SCALE, RATHER IT ONLY FOCUSES ON BIG SCALE DEVELOPMENT; -- LACKS THE ABILITY FOR PUBLIC SPACE TO KNIT TOGETHER LARGE INFRASTRUCTURAL BUILDINGS.

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SCHEME 4 WAS UNDERTAKEN TO INVESTIGATE HOW LANDSCAPE ARCHITECTURE COULD BE USED AS THE FIRST STAGE OF DEVELOPMENT, TO SET UP CRITERIA FOR NEW CIVIC, HOSPITALITY, RESIDENTIAL, INDUSTRIAL AND SPORTS AND RECREATION TO BE DEVELOPMENT IN THE FUTURE, SUCH AS A CRUISE SHIP TERMINAL. NOTES FROM CRITICS:

PROS -- IT REVITALISES AN INDUSTRIAL AREA, THROUGH THE INTRODUCTION OF NEW COMMERCIAL ENTERPRISES; -- IT UNDERSTANDS THE SITE’S IDENTITY AND ENSURES THE DESIGN REFLECTS THE SITE’S CHARACTER AND HISTORY; -- IT EXAMINES HOW THE SITE CAN BECOME A SELFSUFFICIENT NETWORK THROUGH THE INTRODUCTION OF GREEN SPACES AND HISTORIC RIVERS THAT THEN CAN BE USED TO CREATE WETLANDS;

-- THE GESTURE OF DE-RECLAIMING THE LAND ENABLES GREATER CONNECTION TO THE WATER EDGE; -- CREATES LINKS BETWEEN THE STADIUM, RAILWAY STATION AND PORT; -- THE INTRODUCTION OF A DEDICATED CRUISE SHIP LOCATION; -- THE OVERLAPPING OF GRIDS ENABLES CLARITY OF HOW DIVERSE FUNCTIONS OPERATE; -- CREATES SPACES FOR PEOPLE; -- THE CREATION OF ORDERING SYSTEMS THAT CHANGE AS YOU MOVE VERTICALLY; -- A PARTICIPANT IN THE CITY RATHER THAN AN OUTSIDER; -- PROVIDES OPPORTUNITIES FOR DIFFERENT PROGRAMS TO CO-EXIST, SO THAT SPACES ARE ABLE TO ADAPT TO CHANGING REQUIREMENTS.

CONS -- CONFUSION OF HIERARCHY WITH ALL THE DIFFERENT PATHWAYS; -- IT NEEDS TO BE MORE CRITICAL OF THE GRIDS; -- SUCCESSIVE MASTER PLANS SHOWING STAGES FOR HOW IT GETS BUILT; -- CONFUSION OF GESTURES OF ACCESS OVER SUCH A LARGE SITE; -- PERIPHERY IS NOT WELL INCORPORATED; -- LIMITED ABILITY FOR THE PORT TO EXIST; -- NEEDS TO DEAL WITH LOCALISED AREAS, THE GRAIN OF THE HUMAN SCALE.

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SCHEME 5 INVESTIGATED HOW THE PORT AND NEW DEVELOPMENT COULD BE INCORPORATED INTO THE SAME SITE, CREATING A SITUATION WHERE PROGRAMS BECOME MUTUALLY BENEFICIAL TO EACH OTHER AND ALLOW EACH PROGRAM THE FREEDOM TO ADAPT TO ANY CHANGING REQUIREMENTS OVER TIME. NOTES FROM CRITICS:

PROS : -- THE USE OF THE EXISTING CITY TO GENERATE AN AXIAL ARRANGEMENT; -- PALIMPSEST OF FUNCTIONS REVEALS THE MULTITUDE OF HISTORIC PROGRAMMATIC ELEMENTS; -- THE CREATION OF A TERMINUS SO THAT WHEN OCCUPANTS WALK TO THE END OF THE WATERFRONT THEY LOOK BACK ON THEIR JOURNEY; -- DE-RECLAMATION OF LAND, MAKING REFERENCE TO THE HISTORICAL PORT AND PROVIDING SECURITY REQUIREMENTS; -- THE USE OF FOUR DATUM LINES ALLOWING PASSENGERS TO DISEMBARK THE CRUISE SHIP AT A DIFFERENT GROUND PLANE; -- MAKING REFERENCE AND CONNECTING INTO THE EXISTING DATUM LINES IN THE AREA; -- THE USES OF CONTAINERS TO SPATIALISE WHAT SORT OF HOUSING OR OCCUPATION COULD OCCUR IN THE AREA; -- GROWTH AND DECAY BECOMING A RATIONALE FOR DESIGN; -- DEVELOPING THE INTERSECTIONS BETWEEN THE TWO GRIDS; -- TAKING INTO CONSIDERATION THE WEATHER CONDITIONS IN SUCH A DEVELOPMENT.

CONS: -- HOLDS LIMITED CONNECTION TO THE SURROUNDING CONTEXT, AND HIERARCHY OF INFORMATION IS LACKING; -- FRONT EDGE OFFERS ITS OCCUPANTS LIMITED INTERACTION WITH THE WATER.

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INTRODUCTION The final design intervention has been derived from incorporating design principles developed from the Literature Review, Case Studies, Site and Program Analyses. It has been developed through an iterative process of conceptual investigation. In applying this research to the site, the final proposal for CentrePort is one that sustainably brings together a confluence of programs and activities across the site, providing a variety of experiences and environmental conditions that will enhance the site and also act as a catalyst for the wider region. The thesis argues for a strategic integration of expanding urban and contracting port-related activities, by creating a vertical multi-programmatic matrix system that adapts and transforms through time to respond to the dynamic needs of both the city and the port. Vertical ecosystems in nature successfully integrate diverse functions. As a Landscape Architecture investigation, solutions to these research questions were investigated through mimicking successful vertical ecosystems. In particular the thesis investigated how the four identifiable layers of a forest â&#x20AC;&#x201C; emergent layer (collection / storage), canopy (occupation), undergrowth (transportation / distribution), and forest floor (dissolution) â&#x20AC;&#x201C; could be mimicked to achieve sustainable separation of shared functions.

Section 1 of this chapter reflects on how the final design proposal engages the nine design principles established through the Literature Review, Case Studies, and Site and Program Analyses. The nine parts of Section 1 discuss: Design Narrative, Placement, Connection, Access to Water, the Grid, Sustainable Energy, Environmental Impacts, Transportation, and Safety. Section 2 of this chapter reflects on how the holistic design mimics a successful vertical ecosystem (based on the forest) by addressing the sustainable vertical separation of opposing programmatic functions and the experiential outcomes. The four parts of Section 2 discuss: Collection, Occupation, Distribution and Dissolution. Section 3 of this chapter reflects on the final design outcome as a phased master plan strategy. This allows for progressive expansion and/or contraction of elements over time, due to changes in economic, social, and political imperatives.

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7.2 .1 I SECTION 1

7.1.1.1 I DESIGN NARRATIVE This design research investigation explores how the economically viable industrial area of CentrePort in the heart of the capital city can be restructured to invite new public and commercial development whilst continuing the viability of its port-related industries. The design investigation engages new Industry, Sports and Recreation, Entertainment, Civic, Tourism, Residential Development, Hospitality, and Sustainability programmes by creating a system of vertical separation – mimicking a forest ecosystem – that enables diverse programs to become interrelated with one other. This system weaves together different programs of different scales above and below, to enable a city’s programmes to grow and expand beyond their current boundaries. The approach to vertical separation recognises the importance of similar service and infrastructure programmes being incorporated, allowing them to work off each other as required, sharing similar infrastructure and service functions across programs. This design intervention investigates the co-location of the city’s proposed new conference centre, hotel, cruise ship terminal, residential occupancies, hospitality, recreational activities and a zone for entertainment such as the Lux-Mini Light Festival. The design assessed the need for these major urban developments through researching newspaper articles and other documented government proposals for what the city is trying to develop. (Figure …). The composition of the development has been derived from the dialogue between the needs of human scale intimacy and safety versus industrial scale activities of the diverse programmes, to produce an intertwining of programmatic needs to service one another and construct a coherent and strategic alliance between the related versus unique needs of public space, private development, and industry.

7.1.1.2 I PLACEMENT The placement of new programmes and activities on the port has been initiated from the needs and requirements of the port itself. Currently the port primarily uses the eastern edge of the port for the storage, distribution and collection of containers for its day-to-day use, whilst the western edge is maintained for long-term storage of containers and warehouses. There are currently three large warehouses within CentrePort; this design intervention proposes that these warehouses be consolidated along the western edge of the port (Figure …). The warehouses are 9m tall and range in size; however by shifting them they provide the necessary infrastructure for the creation of a new datum line at the level of their roof which matches the existing datum line of the entry to Westpac Stadium. This reordering produces possibilities for symbiotic programs that can use the structure of another to grow, similar to epiphytes. This allows the port to not only continue its operation but begins to resolve the implications of the research question in terms of how to provide opportunities for different programs that would normally struggle to coexist, especially when each will continue to expand or contract over time.

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CRUISE SHIP TERMINAL

DATUM FOUR DEVELOPMENT THRONDON PEDESTRIAN CONNECTION

DATUM THREE RECREATIONAL AREAS

COMMERCIAL DEVELOPMENT RESIDENTIAL DWELLINGS 7 DAY MARKET PROPOSED HOTEL

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RECONFIGURATION OF WAREHOUSES HISTORIC PIPI TEA STREAM HISTORIC BUILDING HISTORIC BUILDING

INTRODUCED STRUCTURAL ELEMENTS

DATUM ONE PROPOSED STRUCTURAL ELEMENTS PROPOSED WETLANDS PRESERVED STRUCTURAL ELEMENTS BOAT MOORINGS

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7.1.1.3 I CONNECTION To incorporate collection, occupation, distribution, and dissolution synergistically onto the site, the design investigated the surrounding datum lines that already existed in the area. The site already incorporates four different datum lines that enable it to function at any particular time. The cruise ships that dock at CentrePort have a disembarking datum height of 6-15 meters off the ground. The concourse of the nearby Westpac Trust Stadium opposite CentrePort has a datum line 9 meters off the ground. The existing roadway/footpath level and sea level form the lower two datum lines. By implicating these four datum lines, different programmatic elements can be woven together enabling natural growth, transformation and evolution to occur in this urban environment (see Figure …).

7.1.1.4 I ACCESS TO WATER

The images of the final design show how access to the waterfront edges has been enhanced along the western and southern boundaries of the site, while safety is ensured along the eastern edge where large ships dock and port-related industrial activities occur. Access to the water’s edge along the southern boundary is provided by continuing the design into the luminal zone, allowing safe access to swimmers and water recreation devices at low tide. The re-use of wooden piles reflects on the historic piles that establish the identity of the site, and they are also a reflection of the historic salt-water baths that once lay opposite CentrePort upon and adjacent to Freyberg Pool.

7.1.1.5 I THE GRID The grid of the city and CentrePort are used to delineate spaces within this proposal, to create a coherent system that identifies the orientation of the two principal opposing programs (public access spaces and industrial spaces). The orthogonal grid of the port is intersected and overlapped with the orthogonal city grid (Figure … ). The use of dual overlapping grids not only divides up spaces, but they also reinforce how new public functions reflect the adjacent urban conditions, while the original industrial functions continue to reinforce the historic identity of CentrePort. The experiential qualities of the occupants are enhanced by turning the orientation across the harbour and back towards the city, enabling them to view the journey they have just undertaken or are about to undertake. It enhances the site’s identity by ensuring the character and history of the site are reflected upon whilst providing opportunities for the infrastructure of the site to become an opportunity for development. The separation of the two grids also ensures safety separation for the two opposing sets of programs.

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7.1.1.6 I SUSTAINABLE ENERGY

(See Section 7.2.1 of this chapter: Collection.)

7.1.1.7 I ENVIRONMENTAL IMPACTS (See Section 7.2.4 of this chapter: Dissolution.)

7.1.1.8 I TRANSPORTATION

(See 7.2.3 of this chapter: Distribution.)

7.1.1.9 I SAFETY The final design investigation takes into consideration the implications of safety and security not just from the large machinery that are in use within the operational area of CentrePort, but the limitations and constraints when actively using a space during the night when there are limited people around to provide protection through visibility. With the advent of security being such a prominent agenda within CentrePort, the design investigation proposes the introduction of new waterways and the creation of different datum lines to provide an adequate security boundary that will limit accessibility into Centerport’s operational area and ensure that can remain a functioning port (see Figure …). CPTED (Crime Prevention through Environmental Design) has been used as a principle driver to create spaces that can be usable and safe at night. The design investigation looks at the lighting that is present within CentrePort and the introduction of new lighting to supplement areas where needed (see Figure …). The arrangement of programmes, from civic, to hospitality, residential, and industry provide the necessary ‘eyes on the street’ and clear and logical orientation to create a safe environment in which occupants want to engage (see Figure …). Through providing adequate and safe spaces within the design it enables it to function at all times of the day and year, ensuring the development can sustain long term benefits for the city.

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7.2 .2 I SECTION 2 7.2.2.1 I COLLECTION

The design proposal incorporates sustainable energy technologies into the holistic design rather than attaching them as supplementary appendages after the design is complete. The intention is to actively engage environmental conditions as drivers of architectural form, to architecturally mitigate, augment and/or actively harness environmental conditions. It proposes that architectural relationships can be strategically conceived to respond to environmental conditions leading to sustainable design. Environmentally responsive building configurations can be visually and contextually sensitive, and they can ultimately play a critical role in enhancing place identity.

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7.2.2.2 I OCCUPATION

The proposed design intervention provides an example of one particular outcome derived on a set of propositions that may or may not come about in the future. This proposal for CentrePort (Figure …) combines the city’s needs to develop a new conference centre, hotel, cruise ship terminal, residential occupancies, office blocks, recreational activates and a zone for the Lux-Mini Light Festival all in one location. If the city were to change its agenda over time, this plan would also change accordingly. Each program is located so that it interrelates with the existing programmatic functions of the active port. While public access is separated from the port functions through the 4 datum lines and 2 grid orientations, the back of house requirements for these new facilities, such as storage, distribution, and circulation of products, can be maintained through the port areas as a separate network within a shared system. Whilst the design investigation looks at the urban scale, it also analysis how the human experience will affect the overall outcome of the proposal. The occupation of CentrePort seeks to provide spaces to which people are drawn for recreation, entertainment, and hospitality such as kite boarding, paddle sports, biking, running, walking, festival events, and dining. Swimming is also available as a way for occupants to interact with the edge condition between land and sea. The swimming area is located at the south-western edge of CentrePort, and it is contained by the historical wharf piers, providing a visual boundary whilst inside the swimming area, and also ensuring there is continual cycle of fresh sea water entering the area (see Figure …).

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7.2.2.3 I DISTRIBUTION

CentrePort already has a range of transportation methods and systems in place for the collection and storage of products. This design proposal investigates how new development can be incorporated into the existing systems within CentrePort, and how the existing systems can be reconfigured more strategically. These systems can be distributed vertically based on the vertical levels required for programmatic access: unloading container ships requires an elevated distribution system, disembarking passengers from cruise ships requires a lower distribution system, and public visitors require systems at ground and harbour levels. The proposal seeks to provide the ability for a range of transportation methods to access this development, such as walking, biking, vehicular, trains, boats and public transport systems. Each method ensures that a variety of people can access the site, and each contributes to the overall vibrancy of occupation on the site, ensuring that people of all socio-economic status are able to congregate safely in this development.

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The siteâ&#x20AC;&#x2122;s grey water and biodegradable waste will be incorporated into the survival of the site, through purifying and filtering it to provide nutrients and irrigation for the site. The design uses both the historical Pipitea Stream that once entered the sea by the entrance to CentrePort and the historical piers that lie beneath CentrePort to provide the structure to promote natural systems and ecologies back into the area. Though the stream did not historically flow through CentrePort it allows the systems of nature to begin to clean up the existing site whilst mediating the potential environmental factors in the future. By revealing the wharf structure it provides the necessary infrastructure and programmatic requirements for reeds to grow in and help purify the water, but also presents the historical nature of this man-made piece of land and the development that it has undergone. The water has a 48 holding period in the wetland to ensure that all the toxins and contaminants are removed from the stream; as it flows out of the wetland it flows over several edges as it completes its journey. It finally enters the sea near the south-swestern edge of CentrePort. This location is where freshwater meets the sea, but also the location where people can enjoy the combination of fresh water and the sea. This intertwining of the proposed programs and the environment allows one system to service another to produce a coherent and strategic alliance between the needs of public space, the environment, and industry.

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7.2 .3 I SECTION 3

7.3.3 I FINAL CONCEPTUAL SCHEME The final design enables the collaboration of several diverse elements of a city that might not usually co-exist upon the same site to have an integral symbiotic relationship with each other that benefits the environment and the city as a whole. The design research investigated ways in which the expanding city could have a greater integration with the port, so that both the port and city were more adaptive to changing circumstances that may unfold in the future. The underlying demand is that available land within close proximity to city centres is progressively getting harder to find, and industrial areas such as ports that were once the economic drivers for city development are under pressure to shift to less urban areas.

PROS -- IN THE CURRENT ECONOMIC CLIMATE, THERE IS ECONOMIC VALUE IN THE VISUAL PERCEPTION OF THE SKYLINE, WATERFRONT ACTIVITIES AND THE IDENTITY THAT THEY PROVIDE, WHILE PREVIOUSLY CITIES RELIED ON INDUSTRY FOR ECONOMIC STIMULUS. THE RESEARCH HAS EXAMINED THE CHALLENGES TO CREATE A WORKABLE RELATIONSHIP BETWEEN THE NEED FOR PUBLIC WATERFRONT ACTIVITIES AND THE ECONOMIC FUNCTIONALITY OF THE PORT, SO THAT THEY CAN BOTH HAVE A BENEFICIAL RELATIONSHIP WITH EACH OTHER, AND PROVIDE OPPORTUNITIES FOR ADAPTING OVER TIME.

CONS -- THE COST OF THIS DESIGN AS A WHOLE EXCEEDS THE CURRENT ECONOMIC CLIMATE FOR WELLINGTON AND IT MAY BE TOO EXPENSIVE TO BE A JUSTIFIABLE INCENTIVE FOR MOST PORTS OR CITIES AROUND THE WORLD. BUT THE CONCEPT IS THAT IT WOULD BE PROGRESSIVELY STAGED OVER TIME, IN LINE WITH ECONOMIC OPPORTUNITIES. THE ELEVATED MANHATTAN EXPRESSWAY DEALS WITH THIS PARTICULAR CONSTRAINT THROUGH THE IDEA THAT THE DESIGN IS DERIVED FROM A SERIES OF SEGMENTS THAT CAN BE BUILT OVER TIME BASED ON THE FINANCIAL AND SOCIAL NEEDS OF THE CITY RATHER THAN A SINGULAR DESIGN BUILT ALL AT ONCE. THE THESIS DESIGN RESEARCH OUTCOME REPRESENTS ONLY ONE POSSIBLE OUTCOME, ONE THAT MAY NEVER COME ABOUT BUT PROVIDES THE OPPORTUNITIES FOR IT TO OCCUR. PRECEDENTS SUCH AS PORT TEL AVIV AND THE RESTORATION OF THE THAMES ESTUARY AND THE INSTITUTE OF ARBOREAL SCIENCE PRESENT EXAMPLES OF HOW POTENTIALLY THE PORT MAY WILLINGLY GIVE UP LAND FOR PUBLIC SPACE IN THE FUTURE AND HOW THE INTRODUCTION OF PROGRAMMES THAT HAVE A FINANCIAL BENEFIT FOR THE AREA MAY LIMIT THE FINANCIAL RISK TO SUCH A PROJECT.

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7.3.4 I PHASING The design proposes development of an overriding master plan framework to enable the potentially conflicting agendas of public waterfront activities and port industries to achieve synergy. The thesis proposes that this framework can be implemented in progressive stages. The research argues that such a framework could act as an environmental scaffold upon which development can gradually unfold despite the unpredictability that comes with urban development. The research considers two functioning and corresponding scales, the urban and human. The urban scale approach establishes a topography-based “landscape infrastructure” that clarifies and reinforces the composition of the city as a whole. The human scale approach draws inspirations from the immediate contexts of the port. The combination and interaction of these two scales allow for a functioning progressive re-development that takes into consideration the composition of the expanding city as a whole (regional scale), while also addressing the character of the immediate port vicinity (human scale) as a separate identity. Figure … shows one possible evolution of CentrePort across the next 100 years using this staged framework approach. Stage One of the proposal is based on the principle that a new cruise ship terminal is required to enhance the visitors’ experience as they entre into Wellington. This catalyst provides the defining initial programme from which the rest of the programs such as recreation, entertainment and occupation could grow. This act of introducing other programs ensures that this area of the city is active at all times of the day and night, ensuring that it meets the CPTED principles of safety and awareness.

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PHASE 4:

potential to be given up for public use. A catalysts for

programmatic elements that the city is wanting to implement, such

public activity on the site

as a new conference centre, hotels and high density urban living.

Phase 4 is the development of crucial architectural and

Phase 1 examines the western edge of the port and its

PHASE 2:

PHASE 5:

port and the incorporation of a new cruise ship terminal

elements and the ways in which there can be clear and

Phase 5 looks at the stratification of programmatic

Phase 2 is the relocation of vital storage facilities on the

appropriate access to these sites

into the city.

PHASE 3:

Phase 3 presents the new cutout for cruise ships the

re-

ordered port storage facilities and the separation between public and port operated programmatic areas. $ $

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The process and approach the design undertook began with understanding the implication of CentrePort and the harbour as a whole. The continual examination of both the human and urban scales produced a varying range of concepts and ultimately provided the limitations, constraints, and opportunities that have been developed in the final design. The overall approach of the design was firstly the examination of the site itself to understand how it responded to the research question. This enabled a site-responsive approach prior to incorporating all the theoretical implications of the design. From these developments both theory and case studies were integrated providing the grounding for testing the design against multiple objectives. Throughout the research investigation the design underwent substantial changes with the introduction of new theories, precedents and approaches. Each new concept contained pros and cons whether it looked at the removal or retention of the entire port, took into consideration the environment, or contained enough programs for the effective use of the space. Each concept was progressively built upon to arrive at a final solution in which the advantages would outweigh the disadvantages in relation to the research questions. The final outcome of the design investigation represents a continuous iterative development of the concepts, looking at the environmental, social, and economic possibilities for CentrePort. Though the design is theoretical, it tests the potential for landscapes of logistics which occupy expanses of flat open land and establish a more dynamic relationship with the surrounding communities so that these spaces are more adaptive to changing requirements and ensure that we are building more resilient and sustainable developments that contribute to other areas of our community. One of the most important discoveries of the research arose from testing the vertical nature of landscapes of logistics, and how they suggest different approaches than those typically applied for the resolution of product-based industrial areas. The design investigates how urban environments can mimic vertical ecosystems to arrive at strategies for integrating systems that might normally struggle to co-exist The design investigation reflects this approach through stratifying the different programs over different levels allowing zones for collection, occupation, distribution, and dissolution to be contained on one site. As a broader mandate, the design investigation addresses the successful integration of any public and private areas that would normally struggle to co-exist, especially when each will expand or contract over time depending on changing economic, political and social climates. Such divergent programs need to be embedded in ways that are safe and productive, while also inviting adaptability, transformation and expansion. The final design experiment suggests that vertically separated expandable systems which share infrastructure may play an important role in resolving these issues. A limitation of the design is that it only presents one particular scenario in which the city could develop. Any range of processes could impact the way in which the final design unfolds; the design is meant to represent a scaffold or epiphyte in which different stages and scenarios can advance or contract over time.

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8. I CONCLUSION 8.1 I CONCLUSION

Waterfronts are some of the most contested spaces in a city for port-related industry and for public amenities such as hospitality and recreational activities. There is an argument as to whether economically active ports within the urban centre should be moved to less urban areas to allow for the expansion of a city. Historic port activities included most aspects of shipping (dry dock repairs, shipbuilding, sorting and distribution of packages, and industrial processing of goods) which required a large land area in close adjacency with the port. Contemporary ports, however, evidence far greater technological efficiencies than historic ports, requiring far less space. The primary port focus has shifted to shipping and delivery, driven by the introduction of standardised containers and advanced technologies for holding, distributing and delivering these containers. This has created what Charles Waldheim calls “the landscape of logistics” in which land is given up to accommodate the shipment, staging and delivery of goods, rather than the production of products. These “landscapes of logistics” can be characterized by three themes: distribution and delivery, consumption and convenience, and accommodation and disposal1. The urban transformation of this type is arguably the most significant in the past decade2. Whilst historical industrial sites that are in a state of abandonment and decay were concerned with the production of products, contemporary interest focuses more on transport infrastructure, intermodal exchange and logistic staging. One of the clearest examples of this is the port that accepts, redirects, and streams the contemporary flow of consumer culture. Consideration of landscapes of logistics played a large role in the design research experiments. Opportunities were tested in relation to adding adaptable new infrastructures that facilitate the functioning of the port while also servicing other large programs such as civic amenities, hospitality, sports and recreation, industry and tourism. Landscape architecture was challenged to respond to the division between city and port by developing a system of connected tissue that vertically stratifies different layers strategically to enable diverse functions to operate together that would normally struggle to co-exist, especially when each will continually expand or contract over time depending on changing economic, political and social climates. Such divergent programs need to be embedded in ways that are safe and productive, while also inviting adaptability, transformation and expansion. The design research experiments suggest that vertically separated expandable systems which share infrastructure may play an important role in resolving these issues. The implications of these new landscapes of logistics provide opportunities to develop strategies to knit together the new expanding urban fabric with these open flat spaces. As Charles Waldheim argues there is a need for planning of the emergent landscapes of logistics and the urban conditions that we currently live in, so that they can occupy common sites. Through this rapprochement between the self-consciously designed urban commercial centres and 1 Charles Waldheim and Alan Berger, “Logistics Landscape,” Landscape Journal 27, no. 2 (January 1, 2008): 219–246, doi:10.3368/lj.27.2.219. 2 The Landscape Urbanism Reader, 1st ed (New York, N.Y: Princeton Architectural Press, 2006).

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unconsciously engineered neighbouring industrial environments there can be a successful integration of multi-programmatic layers that meet the needs of an expanding city whilst maintaining a functioning industrial area. Wellingtonâ&#x20AC;&#x2122;s CentrePort was analysed as an opportune location to test how the future design of industrial port zones adjacent to central business districts can be strategized to enable new and diverse programmatic elements to inhabit the same space. The experimental design looked at the programmes Wellington already plans to develop but for which it currently does not have suitable sites. It proposes effectively binding the increasingly disparate elements of the city and port environment together to allow for the transforming nature of both programmes over time (Figure 7) by creating a master plan for flexible staged development. Future studies of this type should encourage mimicking ecosystems. This results in stronger integration of disparate urban conditions through stratification of common areas for collection, occupation, distribution, and dissolution. Our systems of engagement become more sustainable and less susceptible to collapse, ensuring that over time the site can adapt continually to the changing social and economic conditions. The amount of accessible space that can be developed in CentrePort whilst ensuring there is adequate capacity for the port to remain a functional asset for the city is restricted. This is particularly relevant when the city is needing to build large civic, hospitality, entertainment, industry, residential, and recreational facilities within the central city and the port remains one of the last open developable sites left in the city. The High Line and The Elevated Manhattan Expressway suggest components of a solution, where the port can become a stratified series of new datum lines that provide opportunities for a larger number of programs and diversity of spaces to occur. The practicalities of using new infrastructural resources to build new datum lines could be financially problematic, and the environmental implications may outweigh the benefits. The analyses of The Thames Estuary and the Institute of Arboreal Science suggest additional components of a solution to this problem through implementing programs (such as the Cruise Terminal) that can offset the financial burden, whilst providing the necessary scaffold for which integrated sustainable programs and public space can adhere. One of the main advantages of adding a range of new programmatic elements is that it ensures that the port and city have an on-going relationship with each other. Through the readings of B. S. Hoyle the implications of the relationship between ports and cities become clearer. There is a historical and contemporary pattern in the way port cities develop. The Alexandria Port case study suggests important resolutions to integrate large industrial

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spaces into the existing city’s cultural and recreational framework. This case study ensured that resolution of the design was not just concerned with how CentrePort would function in and of itself, rather how it would fit into and contribute to the wider public environment. The thesis design proposal calls for a large amount of new development to occupy in CentrePort. Whilst these can be spatially configured vertically, problems arose with how these different programs could relate to each other to ensure a synergy between the different elements of the design. Sydney’s Darling Harbour was investigated to consider how it has developed an industrial site to create a vibrant cultural hub with a series of different programs that ensure cohesion with each other. It achieved this by providing adequate public space in which hotels, museums and civic amenities are all accessible and open. Service-related infrastructure is successfully separated at an elevated level behind the complex. Edge conditions play a significant role in the current interrelationship between the port and industry, land and sea, and public and private development. The breaking down and re-integration of these edges posses a significant challenge when trying to provide one space satisfying an array of opposing conditions. A critique of the Kastrup Sea Bath provided insights into how to blur the perception of edges and boundaries. It achieved this through the abstraction and removal of the presumptive, to place its occupants into a condition that was not the usual. The final design investigation looks at similar relationships of opposing conditions and programmes on the site. As a future stage of this investigation, but beyond the scope of this thesis, it would be useful to carry out a feasibility study for different segments of the proposed experimental design, to look at how the introduction of Stages 1 and 2 may provide benefits to the whole region, through beneficial environmental impacts from the integrated port and public open space. Though the proposal investigates the hierarchy of building heights and orientations in the area it would be particularly important for further study to be done on how the new skyline affects the identity of a city, and the environmental implications of wind tunnels and shading that would result from the architectural built environment placed progressively upon the site. Following more research it is hoped that in the future inner city ports could become more established as an important part of the city’s infrastructure as it historically once did, ensuring that the development of both the city and the port are able to adapt to changing economic, social, and political climates. Ports, such as CentrePort provide the lifeline to a city not only on a day-to-day base but also in a natural disaster. The Wellington Lifelines Group and Wellington Regional Management Office have created a 37-point action plan to ensure Wellington region can quickly recuperate after an earthquake3. The plan outlines the importance of CentrePort as the only viable lifeline to the city in natural disaster. In a city wide emergency, it is a matter of having a pre-planned system in place for how ships arrive and dock; how goods are delivered, stored, and distributed; Large areas where emergency shelters can be erected; a node where multiple transport types can converge. It becomes important to make these kinds of designs decisions to provide adequate systems, ensuring that these sites can not only cope with an array of different programmes in region emergency but how the site can be self-sustaining, ensuring it is not a burden on the city. The changing nature of ports into landscapes of logistics and cities diversifying their economic stimuli, there is a need for ports to become more integrated into the urban context. The thesis 3

Michael Forbes, “How Captial Can Recover After Quake,” Dominin Post, March 23, 2013. A5

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argues that this can occur in ways that mutually benefit port and city, making both more resilient, and encouraging interaction between multiple programmes while providing more sustainable areas of cities.

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10. I BIBLIOGRAPHY ADKIN, GEORGE LESLIE. THE GREAT HARBOUR OFTARA. WHITCOMBE AND TOMBS, 1959. “APARTMENTS GETTING SNAPPED UP.” THE DOMINION POST, MAY 8, 2012, COMMERCIAL PROPERTY EDITION. ART AND IDENTITY AT THE WATER’S EDGE. FARNHAM, SURREY ; BURLINGTON, VT: ASHGATE, 2012. BERGH, ROELAND VAN DEN. “BRIGHT FUTURE AHEAD FOR CENTREPORT.” STUFF. CO.NZ. APRIL 21, 2012, SEC. BUSINESS. HTTP://WWW.STUFF.CO.NZ/DOMINION-POST/BUSINESS/6784769/BRIGHT-FUTURE-AHEAD-FOR-CENTREPORT. CHAN, SEWELL. “HIGH LINE DESIGNS ARE UNVEILED.” THE NEW YOR TIMES, JUNE 25, 2008. HTTP://CITYROOM.BLOGS.NYTIMES.COM/2008/06/25/NEW-HIGHLINE-DESIGNS-ARE-UNVEILED/. CHAPMAN, KATIE. “COUNCILLORS VOTE AGAINST $6.9M CONFERENCE CENTRE.” THE DOMINION POST, OCTOBER 19, 2012. CHAPMAN, KATIE, AND LANE NICHOLS. “WATERFRONT PROJECT IN DANGER OF SINKING.” THE DOMINION POST, APRIL 26, 2012. CHRIS, MACLEAN. “WELLINGTON REGION - PLANTS AND ANIMALS.” TE ARA - THE ENCYCLOPEDIA OF NEW ZEALAND, MARCH 3, 2009. HTTP://WWW.TEARA. GOVT.NZ/EN/WELLINGTON-REGION/4. DELOITTE. CENTREPORT LIMITED ANNUAL REPORT, 2012. DEPARTMENT OF CONSERVATION. NEW ZEALAND COASTAL POLICY STATEMENT 2010, NOVEMBER 4, 2010. HTTP://WWW.DOC.GOVT.NZ/DOCUMENTS/CONSERVATION/MARINE-AND-COASTAL/COASTAL-MANAGEMENT/NZ-COASTAL-

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POLICY-STATEMENT-2010.PDF. DEPARTMENT OF PARKS & RECREATION. “HIGH LINE HISTORY.” THE HIGH LINE. ACCESSED MARCH 6, 2013. HTTP://WWW.THEHIGHLINE.ORG/ABOUT/ HIGH-LINE-HISTORY. DESIGN TRUST FOR PUBLIC SPACE (ORGANIZATION), AND FRIENDS OF THE HIGH LINE. RECLAIMING THE HIGH LINE : A PROJECT OF THE DESIGN TRUST FOR PUBLIC SPACE, WITH FRIENDS OF THE HIGH LINE. [NEW YORK]: DESIGN TRUST FOR PUBLIC SPACE, INC. : PRINTED BY IVY HILL CORP.,  ;, 2002.

HTTP://WWW.DESIGNTRUST.ORG/PUBS/01_RECLAIM-

ING_HIGH_LINE.PDF. FICHNER-RATHUS, LOIS. UNDERSTANDING ART. BOSTON, MASS.: WADSWORTH CENGAGE LEARNING, 2013. HTTP://BOOKS.GOOGLE.CO.NZ/BOOKS?ID= JPLYOG52W2UC&PG=PT284&LPG=PT284&DQ=A+NEW+FRAMEWORK+P LAN+FOR+ALEXANDRIA+TO+COMPLETE+THE+HISTORIC+EASTERN+HA RBOUR&SOURCE=BL&OTS=C_AWHPH8XW&SIG=_NGA-OZBPL_T8LMT9 MLGBH2QZRW&HL=EN&SA=X&EI=C6X0UJNBN6KNIGKBMOG4DQ&VED= 0CEYQ6AEWBA. FORBES, MICHAEL. “HOW CAPTIAL CAN RECOVER AFTER QUAKE.” DOMININ POST, MARCH 23, 2013. HEIN, CAROLA. PORT CITIES: DYNAMIC LANDSCAPES AND GLOBAL NETWORKS. ABINGDON, OXON ; NEW YORK: ROUTLEDGE, 2011. HOYLE, BRIAN STEWART. “THE PORT—CITY INTERFACE: TRENDS, PROBLEMS AND EXAMPLES.” GEOFORUM 20, NO. 4 (1989): 429–435. DOI:10.1016/0016-

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7185(89)90026-2. HUNT, TOM. “LIGHT FESTIVAL TO BLOW AWAY WINTER BLUES.” THE DOMINION POST, N.D. JACOBS, JANE. THE DEATH AND LIFE OF GREAT AMERICAN CITIES. 50TH ANNIVERSARY ED., 2011 MODERN LIBRARY ED. NEW YORK: MODERN LIBRARY, 2011. JOHNSON, DAVID, AND WELLINGTON MARITIME MUSEUM TRUST. WELLINGTON HARBOUR. WELLINGTON [N.Z.]: WELLINGTON MARITIME MUSEUM TRUST, 1996. “KASTRUP SEA BATH.” BUILDING WITH WATER

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POLOGY DESIGN (2010). DOI:10.1515/9783034610940.114. LAND INFORMATION NEW ZEALAND. NEW ZEALAND HYDROGRAPHIC AUTHORITY TIDE PREDICTIONS, JANUARY 2012. HTTP://WWW.LINZ.GOVT.NZ/HYDRO/TIDAL-INFO/TIDAL-INTRO. MAROT, SEBASTIEN. “THE RECLAIMING OF SITES.” IN RECOVERING LANDSCAPE : ESSAYS IN CONTEMPORARY LANDSCAPE ARCHITECTURE, BY JAMES CORNER, 45 – 58, 45 – 58. NEW YORK: PRINCETON ARCHITECTURAL PRESS, 1999. MARSHALL, RICHARD. WATERFRONTS IN POST INDUSTRIAL CITIES. LONDON; NEW YORK: SPON PRESS, 2001. NEW ZEALAND. MINISTRY OF JUSTICE. NATIONAL GUIDELINES FOR CRIME PREVENTION THROUGH ENVIRONMENTAL DESIGN IN NEW ZEALAND. WELLINGTON, N.Z.: MINISTRY OF JUSTICE, 2005. NOONAN, TOM. “THE REFORESTATION OF THE THAMES ESTUARY AND THE JOHN EVELYN INSTITUTE OF ARBOREAL SCIENCE,” 2010. HTTP://TOMNOONAN. CO.UK/INDEX.PHP?/PROJECT/THE-INSTITUTE-OF-ARBOREAL-SCIENCE-

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AND-TECHNOLOGY/. RILEY, TERENCE. THE CHANGING OF THE AVANT-GARDE : VISIONARY ARCHITECTURAL DRAWINGS FROM THE HOWARD GILMAN COLLECTION. NEW YORK: THE MUSEUM OF MODERN ART, 2002. RIMMER, PETER J. “THE CHANGING STATUS OF NEW ZEALAND SEAPORTS, 1853-1960.” TAYLOR & FRANCIS, LTD 57, NO. 1 (MARCH 1967): 88–100. ROSVAL, JOANNA. “THE OBSOLETE PLATFORM: A RECOVERED SPACE FOR URBAN ENCOUNTERS,” 2007. RUDOLPH, PAUL, STEVEN KILIAN, ED RAWLINGS, JIM WALROD, AND N.Y.) DRAWING CENTER (NEW YORK. PAUL RUDOLPH : LOWER MANHATTAN EXPRESSWAY. NEW YORK, NY: DRAWING CENTER, 2010. HTTP://ISSUU. COM/DRAWINGCENTER/DOCS/DRAWINGPAPERS94_RUDOLPH. SCHOUTEN, HANK. “HARBOUR LIFE MEETS WAERTLOO.” THE DOMINION POST, JUNE 15, 2012. THE LANDSCAPE URBANISM READER. 1ST ED. NEW YORK, N.Y: PRINCETON ARCHITECTURAL PRESS, 2006. WALDHEIM, CHARLES, AND ALAN BERGER. “LOGISTICS LANDSCAPE.” LANDSCAPE JOURNAL 27, NO. 2 (JANUARY 1, 2008): 219–246. DOI:10.3368/ LJ.27.2.219. WALL, ALEX, AND SUSAN SNYDER N. “EMERGING LANDSCAPES OF MOVEMENT AND LOGISTICS.” ARCHITECTURAL DESIGN 68 (1998): 16–21. WELLINGTON 2040: THE FUTURE OF OUR CENTRAL CITY. PYSICAL CONTEXT ANALYSIS, N.D.

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WITHERELL, AMANDA. “WATERFRONT NEEDS MORE PEOPLE.” CAPITAL TIMES, 1826 APRIL. ZAERA, P, ALEJANDRO. “ORDER OUT OF CHAOS: THE MATERIAL.” ARCHITECTURAL DESIGN PROFILE NO. 108 (1994): 24–29.

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11. I FIGURES 1 I FIGURE 4.1.1 (ABOVE): HTTP:// RADICALINTERSUBJECTIVITY.FILES.WORDPRESS. COM/2011/11/IMG_15351.JPG 28 2 I FIGURE 4.1.3 (ABOVE): HTTP://SHARD1.1STDIBS. US.COM/ARCHIVESE/ART/UPLOAD/14/2837/ WILKESTHE_HIGHLINE_NYC_72.JPG 28 3 I FIGURE 4.1.2 (ABOVE): HTTP://S.NGM.COM/2011/04/NYHIGH-LINE/IMG/NY-HIGH-LINE-PARK-615.JPG 28 4 I FIGURE 4.2.1 (ABOVE): PAUL RUDOLPH, PLAN OF OVERALL PROJECT PRIOR TO THE HUB DEVELOPMENT, 1970. INK AND GRAPHITE ON MYLAR, 36 X 68 INCHES. COURTESY OF THE PAUL RUDOLPH ARCHIVE, LIBRARY OF CONGRESS PRINTS AND PHOTOGRAPHS DIVISION:. HTTP://WWW.URBAGRAM.NET/V1/PRINT/EXPRESSWAY 30 5 I FIGURE 4.2.3 (ABOVE): HTTP://WWW.URBAGRAM.NET/ V1/PRINT/EXPRESSWAY 30 6 I FIGURE 4.2.2 (ABOVE): VIEW LOOKING WEST TOWARD THE HUB SHOWING DEPRESSED ROADWAY WITH BROOME STREET CORRIDOR IN THE BACKGROUND. PHOTO BY BARB CHOIT / THE IRWIN S. CHANIN SCHOOL OF ARCHITECTURE OF THE COOPER UNION: HTTP://WWW.DRAWINGCENTER.ORG/EXH_UPCOMING. CFM?EXH=771&DO=VEXH&T=I 30 7 I FIGURE 5.2.4 (ABOVE): PAUL RUDOLPH, FINAL PRESENTATION RENDERING OF MULTI-USE OFFICE AND RESIDENTIAL TOWERS AT THE HUB, C. 19671972. COLOR SLIDE. COURTESY OF THE PAUL RUDOLPH ARCHIVE, LIBRARY OF CONGRESS PRINTS AND PHOTOGRAPHS DIVISION HTTP:// W W W. D R AW I N G C E N T E R . O R G / E X H _ U P C O M I N G . CFM?EXH=771&DO=VEXH&T=I 31 8 I FIGURE 5.2.5 (ABOVE): PAUL RUDOLPH, PERSPECTIVE RENDERING OF VERTICAL HOUSING ELEMENTS AT THE APPROACH TO THE WILLIAMSBURG BRIDGE, 1970. BROWN INK ON PAPER, 29 X 30 INCHES. COURTESY OF THE PAUL RUDOLPH ARCHIVE, LIBRARY OF CONGRESS PRINTS AND PHOTOGRAPHS DIVISION HTTP://WWW. URBAGRAM.NET/V1/PRINT/EXPRESSWAY 31 9 I FIGURE 4.3.1 (ABOVE): HTTP://TOMNOONAN.CO.UK/ INDEX.PHP?/PROJECT/THE-INSTITUTE-OF-ARBOREALSCIENCE-AND-TECHNOLOGY 32 10 I FIGURE 4.3.2 (BELOW): HTTP://TOMNOONAN.CO.UK/ INDEX.PHP?/PROJECT/THE-INSTITUTE-OF-ARBOREALSCIENCE-AND-TECHNOLOGY/ 32 11 I FIGURE 4.3.2 (ABOVE): HTTP://TOMNOONAN.CO.UK/

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INDEX.PHP?/PROJECT/THE-INSTITUTE-OF-ARBOREALSCIENCE-AND-TECHNOLOGY/ 32 12 I FIGURE 4.5.1 (ABOVE): HTTP://WWW.DESIGNBOOM. COM/ARCHITECTURE/MAYSLITS-KASSIF-ARCHITECTSTEL-AVIV-PORT-PUBLIC-SPACE-WINS-ROSA-BARBAEUROPEAN-LANDSCAPE-PRIZE/ 34 13 I FIGURE 4.5.3 (ABOVE): HTTP://WWW.DESIGNBOOM. COM/ARCHITECTURE/MAYSLITS-KASSIF-ARCHITECTSTEL-AVIV-PORT-PUBLIC-SPACE-WINS-ROSA-BARBAEUROPEAN-LANDSCAPE-PRIZE/ 34 14 I FIGURE 4.5.2 (ABOVE): HTTP://WWW.DESIGNBOOM. COM/ARCHITECTURE/MAYSLITS-KASSIF-ARCHITECTSTEL-AVIV-PORT-PUBLIC-SPACE-WINS-ROSA-BARBAEUROPEAN-LANDSCAPE-PRIZE/ 34 15 I FIGURE 4.5.4 (ABOVE): HTTP://WWW.DESIGNBOOM. COM/ARCHITECTURE/MAYSLITS-KASSIF-ARCHITECTSTEL-AVIV-PORT-PUBLIC-SPACE-WINS-ROSA-BARBAEUROPEAN-LANDSCAPE-PRIZE/ 34 16 I FIGURE 4.4.1 (ABOVE): HTTP://WWW.SOM.COM/ PROJECT/ALEXANDRIA-EGYPT-FRAMEWORK-PLANCITY-COMPLETE-HISTORIC-EASTERN-HARBOUR 36 17 I FIGURE 4.4.3 (ABOVE): HTTP://WWW.SKYSCRAPERCITY. COM/SHOWTHREAD.PHP?T=589746&PAGE=2 36 18 I FIGURE 4.4.5 (ABOVE): HTTP://WWW.SKYSCRAPERCITY. COM/SHOWTHREAD.PHP?T=589746&PAGE=2 36 19 I FIGURE 4.4.2 (ABOVE): HTTP://WWW.SKYSCRAPERCITY. COM/SHOWTHREAD.PHP?T=589746&PAGE=2 36 20 I FIGURE 4.4.4 (ABOVE): HTTP://WWW.SOM.COM/ PROJECT/ALEXANDRIA-EGYPT-FRAMEWORK-PLANCITY-COMPLETE-HISTORIC-EASTERN-HARBOUR 36 21 I FIGURE 4.4.6 (ABOVE): HTTP://WWW.SKYSCRAPERCITY. COM/SHOWTHREAD.PHP?T=589746&PAGE=2 36 22 I FIGURE 4.6.1 (ABOVE): HTTP://WWW.ARCHDAILY. COM/2899/KASTRUP-SEA-BATH-WHITE-ARKITEKTERAB/ 38 23 I FIGURE 4.6.3 (ABOVE): HTTP://WWW.WHITE.SE/EN/ PROJECT/61-KASTRUP-SEA-BATH 38 24 I FIGURE 4.6.2 (ABOVE): HTTP://WWW.WHITE.SE/EN/ PROJECT/61-KASTRUP-SEA-BATH 38 25 I FIGURE 5.6.4 (ABOVE): HTTP://WWW.WHITE.SE/EN/ PROJECT/61-KASTRUP-SEA-BATH 39 26 I FIGURE 5.6.5 (ABOVE): HTTP://WWW.WHITE.SE/EN/ PROJECT/61-KASTRUP-SEA-BATH 39 27 I FIGURE 5.0.1 (ABOVE): CENTRE PORT, WELLINGTON CITY, NEW ZEALAND. IMAGE TAKEN BY PUAL HILLIER 44

28 I FIGURE 5.0.2 (ABOVE): LOCATION OF CENTRE PORT WITH IN WELLINGTON, NEW ZEALAND 45 29 I FIGURE 5.1.1 (ABOVE): WELLINGTON HARBOUR, IT SHOWS THE CONTEXT IN WHICH CENTRE PORT SITS WITHIN, THE TYPOGRAPHICAL SITUATION, THE LIGHT HOUSES IN THE AREA, AND THE DEPTH OF THE HARBOUR 48 30 I FIGURE 5.1.2 (ABOVE): IS AN OVERLAID MAP OF THE ORIGINAL DEIGN FOR WELLINGTON CITY 1842 WITH THE CURRENT COASTAL CONDITION OF THE CITY AND THE TYPOGRAPHICAL CONTOURS OF THE AREA. FIGURE 5.1.2 A MAP OF THE ORIGINAL SETTLEMENT PLAN FOR WELLINGTON CITY; THE MAP ALSO SHOWS THE ORIGINAL COASTLINE AND WHERE IT EXISTS TODAY 50 31 I FIGURE 5.1.3 (ABOVE): HISTORICAL MAPS OF THE CHANGING EDGE OF WELLINGTON HARBOUR 51 32 I FIGURE 5.1.5 (ABOVE): SHOWS WELLINGTON CITY AND THE HILL THAT SURROUND THE AREA, ALSO THE CITY AND HOW IT SITS WITHIN THE TYPOGRAPHY. 52 33 I FIGURE 5.1.4 (LEFT): GIVES A DETAILED VIEW OF THE AREA OF RECLAMATION THAT HAS BEEN UNDERTAKEN IN WELLINGTON, AND THE TIME FRAME IN WHICH IT HAPPENED. ALSO WHAT EACH PARCEL OF RECLAMATION WAS UNDERTAKEN FOR, WEATHER IT WAS PORT OPERATED LAND, THE RAILWAY, OR FOR THE FURTHER DEVELOPMENT OF THE CITY 54 34 I FIGURE 5.1.6 (BELOW): A DIAGRAM LOOKING AT THE CITY GRID AND HOW IT MAY INFLUENCE CENTRE PORT. 55 35 I FIGURE 5.1.7 (ABOVE): 57 36 I FIGURE 5.1.8 (ABOVE): SHOWS THE VISIBILITY OF CENTRE PORT FROM A RANGE OF VANTAGE POINTS WITHIN AND AROUND THE HILL OF WELLINGTON 58 37 I FIGURE 5.1.9 (ABOVE): FOUR VANTAGE POINTS AROUND THE CITY SHOWING THE VISIBILITY OF THE CRANES 59 38 I FIGURE 5.1.10 (ABOVE): MAJOR TRANSPORTATION ROUTES THROUGHOUT WELLINGTON CITY AND THE HARBOUR 61 39 I FIGURE 5.1.14 (ABOVE): A RANGE OF MATERIALS AND EDGE CONDITIONS AROUND WELLINGTON WATERFRONT. 62 40 I FIGURE 4.1.11 (ABOVE): THE NATURAL EDGE ALLOWS

SAFE AND EASY PUBLIC ACCESS INTO THE WATER 63 41 I FIGURE 4.1.12 (ABOVE): SUSPENSION AND CANTILEVERING SURFACE ABOVE THE WATER LIMITS HUMAN INTERACTION WITH THE WATER. 63 42 I FIGURE 5.1.13 (ABOVE): SURFACES OR PLATFORMS THAT ADAPT TO THE CHANGING TIDE ALLOWING ACCESS TO THE WATERS EDGE AT ALL TIMES 63 43 I FIGURE 5.1.15 (ABOVE): EXISTING VEGETATION AROUND THE WELLINGTON CITY WATERFRONT 64 44 I FIGURE 5.1.16 (ABOVE): NATIVE FAUNA OF THE WELLINGTON REGION. 64 45 I FIGURE 5.1.17 (ABOVE): FLORA THE WELLINGTON CITY COUNCIL ARE CURRENTLY PLANTING IN THE REGION. INFORMATION SUPPLIED BY (HTTP://WWW. WELLINGTON.GOVT.NZ/SERVICES/PRKSGRDNSSERV/ PDFS/PLANTING-NATIVES.PDF) 65 46 I FIGURE 5.2.0 (ABOVE): WELLINGTON CENTRE PORT, SHOWING HOW CRUISE SHIPS DOCK AND THE SURROUNDING CONTEXT 66 47 I FIGURE 5.2.1 (BELOW): NINE DIFFERENT PRECINCTS OF THE WATERFRONT WITH THE VARIOUS COMMERCIAL, MARINE AND PUBLIC ACTIVITIES THAT TAKE PLACE IN THEM. 68 48 I FIGURE 5.2.2 (ABOVE): SHOWS HOW THE STADIUM MAKES USE OF THE CONCOURSE CREATING A NEW DATUM LINE NINE METERS IN THE AIR WHICH IT WORKS TO. ALLOWING THE SERVICES AND MAINTENANCE TO OCCUR UNDERNEATH THE CONCOURSE WHILST THE PUBLIC ENTER ABOVE. 70 49 I FIGURE 5.2.3 (ABOVE): STATE HIGHWAY 2, WITH CAR PARKS AND A SPORTS CENTRE UNDER THE STADIUM CONCOURSE. 70 50 I FIGURE 5.2.4 (ABOVE): THE SERIES OF RAMPS AND WALKWAYS THAT ALLOW PEOPLE AND TRAFFIC TO USE THE AREAS UNDER AND ON THE STADIUM CONCOURSE. 70 51 I FIGURE 5.2.5 (ABOVE): A SECTION THROUGH THE CONCOURSE TO SHOW THE TWO PROGRAMMATIC ELEMENTS CAN OCCUPY ABOVE ONE ANOTHER. 71 52 I FIGURE 5.2.6 (ABOVE): ACCESS ROUTES TO AND FROM THE CONCOURSE FOR SERVICING THE STADIUM 71 53 I FIGURE 5.2.7 (ABOVE): CONSTRUCTION TECHNIQUES. 72 54 I FIGURE 5.2.7 (BELOW): MAORI OCCUPATION ACROSS

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THE WELLINGTON REGION AND NAMES. IMAGE FROM THE GREAT HARBOUR OF TARA, BY G. LESLIE ADKIN. 73 55 I FIGURE 5.2.8 (ABOVE): PIPITEA POINT, STREAM AND PA. IMAGE FROM THE GREAT HARBOUR OF TARA, BY G. LESLIE ADKIN. 73 56 I FIGURE 5.2.9 (ABOVE): CONTEXTUAL PHOTOS OF AROUND CENTRE PORT 74 57 I FIGURE 5.3.0 (ABOVE): CENTRE PORT, IMAGE TAKEN BY PAUL HILLIER 76 58 I FIGURE 5.3.1 (ABOVE): TIDAL STUDY LOOKING AT HOW THE CONDITION CHANGE. BECAUSE THE PORT USES VERTICAL STRUCTURES ARE THE VISUAL CHANGE BETWEEN LOW AND HIGH TIDE IS LIMITED, THE PROPOSAL WILL LOOK AT THE TIDE AND HOW IT CAN BE EXAGGERATED AND MANIPULATED TO CREATE AN ADAPTIVE EDGE CONDITION 78 59 I FIGURE 5.3.2 (LEFT): PLAN OF CENTRE PORT, WITH LINE WORK THAT REPRESENTS ALL THE PAINT WORK IN THE PORT 79 60 I FIGURE 5.3.3 (ABOVE): DIAGRAM SHOWING THE LITTORAL ZONE, THIS PROPOSAL WILL LOOK AT WAYS OF BRINGING THE LITTORAL ZONE INTO THE PORT PROVIDING PUBLIC ACCESS TO THE WATER 80 61 I FIGURE 5.3.4 (ABOVE): EXISTING EDGE CONDITION, RIPRAP WALL, ALLOWING SOME ACCESS TO THE WATERS EDGE 81 62 I FIGURE 5.3.5 (ABOVE): EXISTING EDGE CONDITION, WHARFS, NOT ACCESS TO THE WATER WITHOUT SUDDEN IMMERSION 81 63 I FIGURE 5.3.6 (ABOVE): THIS DIAGRAM REPRESENTS THE LIMITED ACCESS THAT THE PORT HAS TO THE WATER FOR PUBLIC ENJOYMENT. 81 64 I FIGURE 5.3.7 (ABOVE): SUN DIAGRAM, SHOWING THREE DIFFERENT TIMES OF THE DAY AND YEAR AND THE EFFECTS THAT IT HAS ON THE AMOUNT OF SHADOWS WITHIN CENTRE PORT 82 65 I FIGURE 5.3.8 (ABOVE): WIND DIAGRAM, THE NORTH WESTERLY IS THE PROMINENT WIND 61%, SOUTHERLY ACCOUNT FOR 28% OF THE TIME AND 11% IS FINE DAYS 83 66 I FIGURE 5.3.9: EXISTING MOVEMENT PATTERNS, THE IMAGE SHOWS WHAT MACHINERY WORKS IN WHAT AREA AND THE REGULAR MOVEMENT OF THE MACHINE. IT ALSO LOOKS AT THE NATURAL GRID OF THE PORT WHICH IS DETERMINED BY THE LAMP POSTS 84 67 I FIGURE 5.3.10 (ABOVE): PORT OWED BUILDINGS. 86 68 I FIGURE 5.3.11 (ABOVE): CONTAINER TERMINAL

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86 69 I FIGURE 5.3.12 (ABOVE): MOVEMENT PATHS WITHIN CENTRE PORT 86 70 I FIGURE 5.3.14 (ABOVE): PORT LIGHTING SYSTEM 87 71 I FIGURE 5.3.13 (ABOVE): THE NATURAL GRID OF THE PORT SET UP THROUGH THE USE OF LAMP POSTS. THE PROPOSAL WILL LOOK AT THIS GRID AND THE WAY IN WHICH MULTIPLE GRIDS COULD INFILTRATE THE SITE WHILST STILL ALLOWING THE SITE TO FUNCTION 87 72 I FIGURE 5.3.15 (LEFT): CENTRE PORT COMMERCIAL HIGHLIGHT 2012. INFORMATION AND GRAPHICS SOURCED FROM HTTP://WWW.CENTREPORT.CO.NZ/ I M A G E S / S T O R I E S / D O C U M E N T S / C E N T R E P O RT _ ANNUAL_REPORT_2012.PDF 88 73 I FIGURE 5.3.16 (LEFT): CONTEXTUAL PHOTOS OF CENTRE PORT, SHOWING THE MATERIALITY SCALE AND MACHINERY THAT OCCUPY THIS SITE 92 74 I FIGURE 6.0.3: PROPOSAL TO REDEVELOP THE OLD WELLINGTON HARBOUR BOARD OFFICE INTO A PUB THE DOMINION POST - FRIDAY, JUNE 15 2012. PAGE A3 98 75 I FIGURE 6.0.2: PROPOSAL FOR SHED 35, CONVERTING IT INTO A 7 DAY A WEEK MARKET THE DOMINION POST - FRIDAY, JUNE 15 2012. PAGE A3 99 76 I FIGURE: 6.0.1: CRUISE SHIP SPECIFICATIONS. THE INFORMATION IS BASED ON THE MAXIMUM POTENTIAL SHIPS THAT WILL DOCK AT CENTRE PORT. THE INFORMATION IS DERIVED FROM: A NEW CRUISE SHIP TERMINAL & URBAN WATERFRONT PROPOSAL FOR THE SETTLEMENT OF LYTTELTON, BY TIMOTHY J. DANIEL 101 77 I FIGURE: 6.0.4: RECREATIONAL ACTIVITIES AND AMENITIES THAT WILL BE IMPLEMENTED INTO CENTRE PORT. 102 78 I FIGURE 6.0.5: THE LUX-MINI LIGHT FESTIVAL, . HTTP:// STATIC.STUFF.CO.NZ/1345438449/661/7512661_60 0X400.JPG 104 79 I FIGURE ... : HTTP://EYEOFTHEFISH.ORG/THE-HILTONVANISHES/ 106 80 I FIGURE ... :HTTP://IMG.SCOOP.CO.NZ/STORIES/IMAGE S/1202/1E721C7631CEEC7DA57B.JPEG 106 81 I : THE DOMINION POST - MONDAY, SEPTEMBER 24 2012. PAGE A5 186 82 I : CAPITAL TIMES - 18 - 26 APRIL 2012. PAGE 5 186 83 I : THE DOMINION POST - TUESDAY, MAY 8 2012. PAGE C5 187 84 I : THE DOMINION POST - THURSDAY, APRIL 26 2012. PAGE A3 188

85 I : THE DOMINION POST -FRIDAY, APRIL 27 2012. PAGE 1 189 86 I : THE DOMINION POST - TUESDAY, JUNE 14 2012. PAGE A6 189 87 I : THE DOMINION POST - TUESDAY, OCTOBER 16 2012. PAGE A7 189 88 I : THE DOMINION POST - SATURDAY, APRIL 28 2012. PAGE A4 189 89 I : THE DOMINION POST - WEDNESDAY, NOVEMBER 21 2012. PAGE A6 189 90 I : THE DOMINION POST - SATURDAY, MAY 26 2012. PAGE A12 189 91 I : THE DOMINION POST - FRIDAY, OCTOBER 19 2012. PAGE A6 190 92 I : THE DOMINION POST - THURSDAY, APRIL 26 2012. PAGE A3 191 93 I : THE DOMINION POST - TUESDAY, MAY 1 2012. PAGE 1 192 94 I : THE DOMINION POST - FRIDAY, JUNE 15 2012. PAGE A3 192 95 I : CAPITAL TIMES - 18 - 26 APRIL 2012. PAGE 5 193

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12. I APPENDIX

HISTORIC PLANS (LAYER CAKE INFO)

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: Capital Times - 18 - 26 April 2012. Page 5

: The Dominion Post - Tuesday, June 14 2012. Page A6

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: The Dominion Post - Tuesday, October 16 2012. Page A7

: The Dominion Post - Tuesday, May 8 2012. Page C5

: The Dominion Post - Monday, September 24 2012. Page A5

: The Dominion Post - Saturday, May 26 2012. Page A12

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: The Dominion Post - Thursday, April 26 2012. Page A3

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: The Dominion Post - Saturday, April 28 2012. Page A4

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: The Dominion Post - Friday, October 19 2012. Page A6

: The Dominion Post -Friday, April 27 2012. Page 1

: The Dominion Post - Friday, October 5 2012. Page A3

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: The Dominion Post - Monday, November 5 2012. Page A6

: The Dominion Post - Monday, April 23 2012. Page A3

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: The Dominion Post - Wednesday, November 21 2012. Page A6

: The Dominion Post - Friday, October 19 2012. Page A6

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: The Dominion Post - Friday, June 15 2012. Page A3

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: The Dominion Post - Saturday, March 24 2012. Page A6

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: The Dominion Post - Tuesday, May 1 2012. Page 1

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198

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1857, Painting of Wellington Harbour from Kaiwharawhara

1950, Railway and port (Pipitea)

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1900, Construction being undertaken on reclaimed land (Pipitea)

1953, View of Wellington city

1925, Land reclamation, Thorndon Wellington

1937, Aerial view of Wellington City

1984, Wellington CDB and southern edge of the waterfront

2012, Wellignton waterfront

OCCUPATION AND DEVELOPThe MENT Wellington region has gone through a tremendous amount of coastal change, the images above provide a glimpse of the changes the city has gone through. By understanding how the city has changed visually and the programmatic changes on the waterfront, it begins to reveal an understanding of how the city my adapt in the future but also the historic implication of Centre Port and what aspects my need to be saved to reveal this rich history

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Green Gecko

Common Gecko

Forest Gecko

Silvereye

Wood Pigeon

Bell Bird

Tui

Morepork

Figure 5.1.15 (Above): Existing vegetation around the Wellington City waterfront

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Fantail

Figure 5.1.16 (Above): Native Fauna of the Wellington Region.

LOW-GROWING PLANTS

Climbing fuchsia (Fuchsia perscandens) New Zealand daphne (Pimelea prostrata) Silver tussock (Poa cita) New Zealand blueberry (Dianella nigra) Weeping sedge (Carex flagellifera) Pukio (Carex secta) Ginger sedge (Carex testacea) Swamp sedge (Carex virgata) New Zealand iris (Libertia grandiflora) Pöhuehue (Muehlenbeckia complexa) Bush lily (Astelia fragrans)

FLORA + FAUNA

MEDIUM PLANTS

Mingimingi (Coprosma propinqua) Taupata (Coprosma repens) Karamu (Coprosma robusta) Kawakawa (Macropiper excelsum) Shrubby tororaro (Muehlenbeckia astonii) Koromiko (Hebe stricta) Toetoe (Cortaderia fulvida) Flax (Phormium cookianum) Flax (Phormium tenax) TREES

Manuka (Leptospermum scoparium) Kanuka (Kunzea ericoides) Cabbage tree (Cordyline australis) Akiraho (Olearia paniculata) Ngaio (Myoporum laetum) Kohuhu (Pittosporum tenuifolium) Lemonwood (Pittosporum eugenioides) Wineberry (Aristotelia serrata) Mapou (Myrsine australis) Five-finger (Pseudopanax arboreus) Kowhai (Sophora microphylla) Lancewood (Pseudopanax crassifolius) Tawa (Beilschmiedia tawa) LARGE TREES

Totara (Podocarpus totara) Miro (Prumnopitys ferruginea) Matai (Prumnopitys taxifolia) Rimu (Dacrydium cupressinum) Kahikatea (Dacrycarpus dacrydioides) Figure 5.1.17 (Above): Flora the Wellington City Council are currently planting in the region. Information supplied by (http://www.wellington.govt.nz/services/prksgrdnsserv/ pdfs/planting-natives.pdf )

The vegetation of Wellington historically can be divided into four types: 1. A strip on the Kapiti coast, with stands of Kahikatea, KoheKohe and Titoki, and manuka at the sea edge. 2. A western district of conifer – broadleaf forest (rimu, northern rata and tawa), stretching from the south coast to the Tararua Range 3. Totara and Kahikatea forest in the valleys and basins 4. Bands of black, silver and red beech forest along the Rimutaka Range and foothills Parts of this heavily forested area were cleared through Maori occupation particularly around Mt Victoria and the Harbour. In the mid-1800s Europeans cleared the remainder of the low-lying areas for farmland. In the 20th Century Wellington’s hills were dominated by livestock farming; however in 1930 the first re-vegetation project took place in Wellington with the planting of Mt Victoria with exotic plants such as pine and macrocarpa. In recent years there has been a reintroduction of native vegetation throughout the region (see Figure 5.1.17) . The extensive vegetation of the region once enabled an abundance of wildlife to occupy it. This included the Huia, North Island Takahe and moa (all now extinct), and the still common tui, fantail and morepork . Ducks and bitterns lived in the swamps and waterways. Other wildlife included the lizard-like tuatara, bats, and weta (see Figure 5.1.16). The loss of forest and the introduction of exotic predators in the area such as rats, cats and dogs led to a decline or local extinction of several native bird species, such as weka and saddlebacks . The city has had success in bringing back native birds to the region with the introduction on reserves such as Zealandia.

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Figure 5.2.1 (Below): Nine different precincts of the waterfront with the various commercial, marine and public activities that take place in them.

9. 8. 1. 7. 6.

2. 5.

3. 4.

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COMMERCIAL ACTIVITIES

PRECINCTS

Railway

Cargo ships

Ferryâ&#x20AC;&#x2122;s - East by West and the Blue Bridge

PUBLIC MARITIME ACTIVITIES Marina

Water sports

Swimming and Fishing

PUBLIC ACTIVITIES Sculpture

Public accessible space

Restaurants and food stores

The Wellington waterfront is made up of nine distinct zones, each of which holds its own character and set of activities associated with it. They are described as: 1. Point Jerningham. Coastal sea wall that is heavily used for recreation (walking, running, fishing and scenic views of the city 2. Oriental Parade. A predominantly recreational area which supports swimming and activities through public access and amenity via waterfront edges and promenades 3. Chaffers Marina. The only current location to dock private boats in the Wellington Harbour. 5. Waitangi Park. A recreational park which supports markets, concerts, and performances throughout the year. The park is also design with water sensitive urban design principles in mind, primarily looking at the Kent and Cambridge Terrace stream that runs through the site and how natural process can clean the deteriorated water quality 5. Te Papa / Taranaki Wharf. New Zealandâ&#x20AC;&#x2122;s national musuem and a area which hosts large amounts of foot traffic along the waterfront edges, a diving board, and high end restaurants and bars. 6. Frank Kitts Park. A destination for recreational, entertainment, and retail. 7. Queens Wharf. Is also an existing waterfront destination with numerous up market restaurants, the TSB arena and retail and recreations activities such as rock climbing, kayaking and biking all present in this area. 8. Waterloo Quay. Is a significant of key water based infrastructure resides in this area, with the Blue Bridge ferry docking here and other large ships. 9. CentrePort. Provides the opportunity to create a new waterfront quarter with a coherent and highly connected urban structure. Successful redevelopment of the port will establish a fully integrated waterfront producing an icon from which the city can thrive on. These nine distinct zones provides an analysis of what the waterfront currently has and what is successful, it also provides analysis of what could be implemented into CentrePort (see Figure 5.2.1).

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206

WATERFRONT CATALOGUE (SEATING, BALUSTRADES, AND LIGHTING)

Due to the size of the waterfront and the time frame it has been developed into a public space there are a number of different types of seating, balustrades and lighting elements. However the city in the last ten years has tried to limit the amount of different types of elements to make a more succinct and coherent set of waterfront amenities.

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4. I CASE STUDIES 4.4 I TEL AVIV PORT

The Tel Aviv Port Public Space Regeneration project undertaken by Mayslits Kassif Architects is a design that challenges the common contrast between private and public development. The port has been plagued with neglect since 1965, and had become a haven for criminal activity. The Tel Aviv Port Public Space Regeneration project was commissioned in 2003 by the government in an endeavour to revamp the port and introduce public space into an abandoned industrial port1. The project encompasses the ports 5 hectares of land and sets up a set of principles that enabled the project to create an urban transformation of a derelict port not through of the allocation of building foot prints, rather through the investment in public space that provides spaces for buildings to occupy. CentrePort will investigate the adaptability of creating public orientated spaces that provides opportunities for privately developed buildings to be incorporated into the design. The design of the Tel Aviv Port Public Space Regeneration project informs this thesis because it exemplifies a successful transition from an exclusive privately operated port to a port where public space has been effectively integrated and turned a derelict peace of the city into a vibrant commercial area. The design does not have fixed areas or structures related to where different programmes should occur. Instead the design is an extensive undulating surface that reflects the historical dunes that the port is built on (see Figure 5.5.3 and 5.5.4). It looks at the implications of the site and seeks to reveal the historical past. The case study questions how ports can allow public space to be incorporated into a port landscape that is open, flat and has limited reference points to its surroundings. It actively creates a discarded space of a city into one of the most influential spaces within Tel Aviv with 2.5 million people visiting it each year, a now commercially thriving area of the city for its occupants and commercial owners2. 1 2

Mayslits Kassif Architects, â&#x20AC;&#x153;Tel Aviv POrt Public Space Regeneration Project.â&#x20AC;? 1 Ibid.

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Figure

4.5.1

(Above):

http://www.designboom.com/architecture/mayslits-kassif-

Figure

4.5.2

(Above):

http://www.designboom.com/architecture/mayslits-kassif-

architects-tel-aviv-port-public-space-wins-rosa-barba-european-landscape-prize/

Figure

4.5.3

(Above):

http://www.designboom.com/architecture/mayslits-kassif-

architects-tel-aviv-port-public-space-wins-rosa-barba-european-landscape-prize/

4.5.4

(Above):

http://www.designboom.com/architecture/mayslits-kassif-

architects-tel-aviv-port-public-space-wins-rosa-barba-european-landscape-prize/

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210

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PHASES

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