The Connected City: Revitalising Johannesburg’s Natural Environment through the establishment of the Braamfontein Spruit as a Sub-urban Greenway
The Connected City: Revitalising Johannesburg’s Natural Environment through the establishment of the Braamfontein Spruit as a Sub-urban Greenway
Submitted in the partial fulfilment of the requirements for the degree of Masters of Architectural Technology, MTech Arch (Professional), to the Faculty of Art, Design and Architecture
University of Johannesburg 2014
Year Co-ordinator: Prof. Lesley Lokko Project Supervisor: Alex Opper
by Zoe Goodbrand
decla r a t i o n
declaration I, Zoe Goodbrand, declare that this dissertation is in line with the Plagiarism Policy of the University of Johannesburg with which I am familiar.
Date: ________________________________
Signed: ______________________________
D e d i c a t i o n
In loving memory of my sister, Cleo; thank you for teaching me that with the right attitude, anything is achievable. I will miss you always.
ackno wledg ement
acknowledgements There are a number of people who have given me advice, support and inspiration over the course of my studies and throughout the realisation and completion of this thesis. To my incredible parents, Michael and Vanessa, thanks for always believing in me, for being so supportive and encouraging throughout my years of study. Thank you, especially, for putting up with my short-temper, during the many times where I succumbed to episodes of ‘architecturally-induced’ stress. To my remarkable friends who have provided me with many, well-deserved breaks away from the studio; and to my classmates, who have provided me with fresh and never-ending inspiration and countless mini-adventures. Finally, to my supervisor, Alex Opper, and year co-ordinator, Lesley Lokko, for the endless motivation, support, inspiration and much needed guidance. Thank you.
quote
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Humanity currently exists in a dysfunctional relationship with the natural world and auto-bound cities are both symptom and cause of this dysfunction. - William Rees (Rees 2003:11)
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Fig 0. 1. Image depicting Johannesburg’s disconnection from nature
preface
preface This dissertation examines our growing disconnectedness from our natural environments; the dislocation of the suburb from both nature and the city and the risk we run of even greater social alienation. It explores the ability of greenway systems to re-connect Johannesburg’s suburban environments with the city’s natural systems. It will also investigate transport as a necessary social and cultural connector through the city, proposing cycling, an often under-looked means of transportation, as a new social connector. The study will be presented at three scales: the metropolitan scale, the neighbourhood scale and the architectural scale.
Key Words: Urban Greenway, Green Corridors, Cycling, Margins, Lines, Stations, Nodes
table of conten
contents Table of Contents
000 Book Zero:
Theoretical Scale
nts
Declaration Dedication Acknowledgements Preface Glossary List of Figures
one
Chapter One: 1.1 1.2 1.3 1.4 1.5 1.6 1.7
vi ix xi xvii xxiv xxvii Introduction
Background Research Method Research Question Project Brief, Objectives & Programme Theoretical Premise Site Motivation Clients & Users
two
Chapter Two:
Literature Review
‘Greenways’ and the City 2.1 2.2 Suburbia 2.3 Urbanism Theory 2.4 Sustainability 2.5 Discussion References Cited
3 3 8 9 10 12 12 14 17 18 19 20 21 22 23
001 Book One:
Metropolitan Scale
one
Chapter One: 1.1 1.2
Precedent Study
Parc de le Villette Dynamic Coalition
two
Chapter Two:
Design Context
2.1 Site 2.2 Assumptions & Limitations 2.3 Site-Lines 2.4 Transport Networks 2.5 Zoning 2.6 Design Strategies
three Chapter Three:
Brief & programme
3.1 Breif 3.2 Programme Role-players/ Stakeholders 3.3 3.4 User Groups
four
Chapter Four:
Design Development
Design Process & Outcomes 2.1 2.2 Key Design Moves 2.2.1 Link to Existing Networks 2.2.2 Programme Major Nodes 2.2.3 Introduce Access Routes 4.3 Discussion
appendix Appendix a:
References Cited
SWOT analysis
3 3 6 17 20 22 24 35 41 42 45 48 50 52 55 59 63 63 64 67 73 76 79 91 91
002 Book Two:
Neighbourhood Scale
one
Chapter One: 1.1 1.3
High Line – New York Design Strategies
two
Chapter Two: 2.1 2.2 2.3 2.4 2.5 2.6
Precedent Study
Design Context
The Four Natures The Four Sites Site 001 - Agricultural Band Site 002 - Transport Band Site 003 - Hybrid Band Site 004 - Art Band
three Chapter Three:
Brief & programme
Chapter Four:
6 10 15 18 20 22 28 34 40 49 52 55 57
3.1 Brief 3.2 Programme User Groups 3.3
four
3
Design Development
61
Design Process & Outcomes 4.1 4.2 Key Design Moves Site 001 – The Sub-urban Farmland 4.3 4.4 Site 007 – The Transport Corridor 4.5 Site 008 – The Cycle-in Cinema 4.6 Site 009 – The Kinetic Forest Discussion 4.7
65 65 67 69 71 73 74
References Cited
75
003
Book Three:
Architectural Scale
one
Chapter One: 1.1 1.2
Precedents revisited Floriade by MVRDV
two
Chapter Two: 2.1 2.2 2.3 2.4 2.6
Design Context
Site Assumptions, Limitations & Qualifications Threats & Opportunities Site Analysis Design Strategies
three Chapter Three: 3.1 3.2 3.3 3.4 3.5
Precedent Study
Brief & programme
Brief 3.1.1 The Architects’ Guidelines 3.1.2 The Sub-Urban Farmland Brief Programme User Groups Material Study Sustainability Study
four
Chapter Four:
Design Development
3 7 9 13 17 17 17 19 21 27 30 31 34 36 38 41 45 49
Design Process & Outcomes 4.1 4.2 Key Design Moves 4.4 Movement Discussion 4.3
53 53 59 59
Appendix c
65
References Cited
69
appendix
004
Book Four:
Final Design
appendix d Appendix D:
Supplementary Drawings
bibliography Bibliography
List of Figures
Disclaimer: All drawings and photographs by author unless stated otherwise Fig 0. 1.
Image depicting Johannesburg’s
disconnection from nature.
Book 000 THEORETICAL SCALE Fig 0. 2.
Occupied Territories: Cars insulate us
from our surroundings.
Chapter 1 : Introduction
Fig 1.2.
The Strips (Koolhaas 1995:923).
Fig 1.3.
Confetti (Koolhaas 1995:925).
Fig 1.4.
Access & Circulation (Koolhaas
1995: 927).
Fig 1.5.
Installations (Koolhaas 1995:929).
Fig 1.6.
Final Layer (Koolhaas 1995:929).
Fig 1. 3.
Image reflection Johannesburg’s
Fig 1.7.
Elevation representation of all the
disconnection to the natural
layers (Koolhaas 1995:932).
Fig 1.8.
Representation of five dynamics of
the site for Dynamic
Coalition (Pevzner 2010).
environment. Fig 1. 4.
Key research concerns
Fig 1. 5.
Proposed Programme Diagram.
Fig 1. 6.
Map of Johannesburg, highlighting
the green spaces that constitute the
Braamfontein Spruit.
Book 001 METROPOLITAN SCALE
Fig 2.4.
Site-lines Drawing 2: picturesque/
nature.
Fig 1.9.
”Experimental Field” drawing from
Dynamic Coalition (Pevzner 2010).
Chapter 2 : Design Context Fig 2.1.
Location of the Braamfontein Spruit
in relation to Johannesburg CBD.
Fig 2.5.
Site-lines Drawing 3: coding along
the network.
Fig 2.6.
Site-lines Drawing 4: boundaries
along the network.
Fig 2.7.
Model representation of boundaries
along the edges of the green
spaces. Fig 2.8.
Model representation of the green,
open spaces and datum levels.
Fig 2.9.
A perspective view of the Gautrain
map, hinting at various programmes
that could begin to inhabit the site.
Fig 2.10.
Gautrain Map: reveals the existing
Gautrain Stations and Gautrain bus
system and where it intersect the site.
Fig 2.11.
A perspective view of the link
between Louis Botha and the
Chapter 1 : Precedent Study
Fig 2.2.
Location of the Braamfontein Spruit.
proposed greenway system.
Fig 1.1.
Fig 2.3.
Site-lines Drawing 1: Infrastructure.
Fig 2.12.
Connection to Louis Botha.
Initial Hypothesis (Koolhaas 1995:921).
Fig 2.13.
A perspective view of the proposed
cycle routed revealing where they
intersect the green spaces.
Fig 2.14.
Proposed Cycling routes to be
implemented in Johannesburg by
JUCA, City of Johannesburg, and
GIBB.
Fig 3.5.
Existing Networks Combined.
Fig 3.6.
Orthographic view of the identified
nodes along the proposed
greenway. Fig 3.7.
Mapping view of the identified
nodes along the proposed
greenway. Fig 2.15.
Zoning (use zones) map of the area
surrounding the Braamfontein Spruit.
Fig 4.3.
Diagram representing key
programmes. Fig 4.4.
Diagram representing key role-
players involved in cycling initiatives
in Johannesburg.
Fig 4.5.
Organisational Structure of the Jozi
Cycle Forum Meetings.
Fig 3.8.
Mapping view of the programmed
nodes and bands along the
Chapter 3 : Brief & Programme
proposed greenway.
Book 002 NEIGHBOURHOOD SCALE
Fig 3.1.
Sectional exploration of the green
Fig 3.9.
Orthographic view indicating
Chapter 1 : Precedent Study
spaces surrounding the Braamfontein
programmed nodes and bands
along the proposed greenway.
Spruit. Fig 3.2.
Map indicating the existing Gautrain
Fig 3.10.
Mapping of NMT route with primary
Stations and Gautrain bus system
access points.
and where it intersect the site. Fig 3.11.
Landmarks as way-finding devices.
Fig 3.3.
Proposed Cycling routes to be
implemented by JUCA, City of
Johannesburg and GIBB.
Fig. 1.1.
High line map showing phase 1 of
the development in green (HighLine
2000: 1)
Fig. 1.2.
Diagram of high line route (HighLine
2000: 1)
Fig. 1.3.
A railroad artefact, photo by Joel
Sternfeld (High Line 2000)
Chapter 4 : Design Development Fig 4.1.
Diagram representing the process of
developing the brief.
Fig 3.4.
Map indicating the location of Louis
Botha with in relation to the
Fig. 1.4.
Fallen Billboard, photo by Joel
Braamfontein Spruit.
Sternfeld (Friends of the High Line
Fig 4.2.
Programme categories and sub-
categories list.
2000)
Fig. 1.5.
Chelsea Grasslands , photo by Iwan
Fig. 2.10. Locations of vagrants living along
Fig. 2.22. Map on site 008, showing the location
Baan 2009 (High line Symposium
of the camera and the angles at
which the photos were taken.
the river banks.
2000) Fig. 2.11. Hydrology of the site.
Chapter 2 : Design Context
Fig. 2.23. Photographic Analysis 01 - View Fig. 2.12. Map on site 007, showing the
from position 01 on map, across
pedestrian footbridge.
Fig. 2.1.
Community ‘clean-up’ initiatives
location of the camera and the
underway along the Braamfontein
angles at which the photos were Fig. 2.24. Photographic Analysis 02 - View from
Spruit.
taken.
Fig. 2.2.
Location of four sites chosen for
Fig. 2.13. Photographic Analysis 01 - View from
further analysis at the neighbourhood
position 01 on map, looking north,
scale.
across the site.
position 03 on map, looking south,
Fig. 2.3.
Map on site 001, showing the
Fig. 2.14. Photographic Analysis 02 - View from
across the site, towards Victory Park
location of the camera and the
position 02 on map, looking west,
Shopping Centre.
angles at which the photos were
across the waterway. Pedestrian
taken.
bridge to the right.
the roof top of Victory Park shopping
Fig. 2.4.
Photographic Analysis 01 - View from
Fig. 2.15. Photographic Analysis 03 - View from
centre looking eastward, across the
position 01 on map, looking west,
position 03 on map, looking east,
site.
across the site.
across the waterway towards the
extended ‘arm’ of the greenway.
position 02 on map, looking south,
across the site.
Fig. 2.25. Photographic Analysis 03 - View from
Fig. 2.29. Photographic Analysis 04 - View from
Fig. 2.26. Photographic Analysis 05 - View of
Fig. 2.5.
Photographic Analysis 02 - View from
position 02 on map, looking north,
Fig. 2.16. Photographic Analysis 04 - View
across the stream.
from position 04 on map, looking
underpass, below Rustenburg Road.
Fig. 2.28. Photographic Analysis 06 - View of
north-west.
picturesque landscape in summer.
Fig. 2.6.
Photographic Analysis 03 - View from
position 03 on map, looking at the
Fig. 2.17. Photographic Analysis 05 - View from
Fig. 2.27. Photographic Analysis 07 -
north bank of the stream.
position 05 on map. Location of
Meandering paths from pedestrian
existing cafe along the edge of the
bridge towards Victory Park Shopping
centre and the bus stop.
waterway. Fig. 2.7.
Photographic Analysis 04 - View from
position 04 on map, from 12th
avenue bridge, towards the middle
of the site.
Fig. 2.18. Movement study. Fig. 2.30. Movement study. Fig. 2.19. Transport corridors/ networks. Fig. 2.31. Commercial and educational Fig. 2.20. Locations of boundaries and access
Fig. 2.8.
Movement study.
points.
Fig. 2.9.
Locations of boundaries and access
Fig. 2.21. Hydrology of the site.
facilities. Fig. 2.32. Locations of boundaries, access
points and the power lines.
points. Fig. 2.33. Hydrology of the site.
Fig. 2.34. Map on site 009, showing the location
of the camera and the angles at
which the photos were taken.
Chapter 4 : Design Development
Fig. 2.4.
Map of Sub-Urban Farmland site.
Fig. 4.1.
Proposed conceptual framework for
Fig. 2.5.
Map showing resulting analysis of
the Sub-urban Farmland site.
combined mapping.
Fig. 2.37. Photographic Analysis 01 - View
looking South from point 01 on the
Fig. 4.2.
Proposed conceptual framework for
Fig. 2.6.
Photographic representation of the
map, across the waterway.
the Transport Corridor site.
resulting analysis.
Fig. 2.36. Photographic Analysis 02 View from
Fig. 4.3.
Proposed conceptual framework for
Chapter 3 : Brief & Programme
the Cycle-in Cinema site.
point 02 on the map.
Fig. 2.35. Photographic Analysis 03 View from
Fig. 4.4.
Proposed conceptual framework for
the Kinetic Forest site.
point 03 on the map, looking
northwards. Fig. 2.41. Photographic Analysis 04 - View from
point 04 on the map.
Fig. 2.38. Photographic Analysis 05 - View from
Fig. 3.1.
Diagrammatic representation of the
process in redeveloping the brief.
Fig. 3.2.
Programme diagram.
Book 003 ARCHITECTURAL SCALE
Fig. 3.3.
Representation of the accidental
user - BMX rider and informal squatter.
Chapter 1 : Precedent Study
Fig. 3.4.
Material studyof existing conditions
on the site and proposed materials
for the Sub-Urban Farmland site.
position 05 on map, looking north. Fig. 1.1.
Aerial view of MVRDV’s plan for the
Fig. 2.39. Photographic Analysis 06- View from
Horticulture expo in the Netherlands
in 2022 (Holmes 2012: [sp]).
Chapter 4 : Design Development
Fig. 2.40. Photographic Analysis 07 - View from
Fig. 1.2.
Perspective view of MVRDV’s plan
Fig. 4.1.
Conceptual master plan for the Sub-
for Horticulture expo in the
Urban Farmland.
Netherlands in 2022 (Holmes 2012:
position 06 on map, looking north.
position 07 on map, looking west.
Fig. 2.42. Movement study. Fig. 2.43. Locations of boundaries and access
[sp]).
Fig. 4.2.
Conceptual site plan for the Sub-
Urban Farmland.
Chapter 2 : Design Context Fig. 4.3.
Conceptual sketch of section
Fig. 2.1.
Location of the green, open-spaces
through Boulevard showing roadway
Fig. 2.44. Locations of vagrants living along the
surrounding the Braamfontein Spruit,
condition.
highlighting the location of the Sub-
Urban Farmland Site.
points.
river banks.
Fig. 2.45. Hydrology of the site.
Chapter 3 : Brief & Programme
Fig. 2.2.
Map showing climatic influences on
the site.
Fig. 4.4.
Conceptual sketch of section
through Boulevard showing sigh-lines.
Fig. 4.5.
Conceptual sketch of section
through Boulevard showing stalls. Conceptual plan of the proposed
Fig. 3.1.
Diagrammatic representation of the
Fig. 2.3.
Map showing the sight line across the
process in redeveloping the brief.
site and points where the site is visible
Fig. 4.6.
due to its elevation.
Boulevard.
glossary | Urban Sprawl According to Eleonora Patacchini and Yven Zenou, Urban Sprawl can be defined as: ‘the spreading of a city and its suburbs over rural land at the fringe of an urban area’ (Patacchini et. el 2009: 125).
| Greenways According to Greenways, Inc. (Greenways, Inc. 2004), a North Carolina company specializing in ‘greenways’, these can be defined as: corridors of land recognized for their ability to connect people and place together. These ribbons of open space are located within linear corridors that are either natural, such as rivers and streams, or man-made, such as abandoned railroad beds and utility corridors. Greenways, as vegetated buffers protect natural habitats, improve water quality
and reduce the impacts of flooding in floodplain areas. Most greenways contain trails, which enhance existing recreational opportunities, provide routes for alternative transportation, and improve the overall quality of life in an area. In the context of this research, ‘greenway’ refers to the string of green spaces which constitute the Braamfontein Spruit, which is to be converted into a non-motorised transport route.
| Urban Corridors In the context of this research, corridors refer to passageways between nodes or stations, or a strip of land connecting two or more areas. The use of the term corridor in this research will refer particularly to urban corridors, with emphasis on Louis Botha- the Corridors of Freedom - as a immediate example.
| Bands The use of the term band/ strip is a device that has been used in this research to describe the horizontal divisions of an area into a number of different programmes. The bands are to represent the major programmatic categories or ‘host’ zones of a larger area, extending into the neighbourhoods along its edges.
| Host Zone In this research, the words programmatic band (referring to an area with an allocated programme) and host zone are used interchangeably. The host zone refers a specific zone, or band, accommodating a particular programme.
| Band Sequence
| Margins
|Dèrive
The band sequence, in the context of this research, refers to the consecutive distribution of programmes to large areas along the site.
The use of the term margin refers to edge conditions along the greenway. The margins could take the form of architectural interventions, installations, viewpoints, etc. with the main purpose of influencing the greenway by activating its edges and possibly linking across it.
Unlike the traditional notion of the journey or stroll, where the observer or bourgeois Baudellairian ‘flâneur’ wanders aimlessly looking at the ‘other’, the citizen engaging in a derive consciously interrogates, engages with and transforms the constructed landscape (ArchiSpeak 41:Date).
| Stations/ nodes The stations/ nodes, are positions within each band, along the greenway, but are excluded from the band sequence. They may take the shape of small scale installations, or larger scale architectural interventions or landmarks.
| Lines The term lines, is used to describe pathways along the greenway which may connect various stations. The pathways may contain to a particular programmatic function (for example the transport line or the education line) or may just function as shortcut across the site.
| Open Spaces The State of Environmental Report defines open space as: non-built public or private green areas, which include parks, squares, gardens, pathways, cemeteries and natural reserves (State of the Environment Report 2010: 82).
| Biophilia According to Farr, biophilia is the name given to the human love of nature and is based on the intrinsic interdependence between humans and other living systems (Farr 2008: 48).
theoretical scale Book Zero 000 definition
I
n the context of this research, the theoretical scale will introduce the key theories to be applied and understood in this research.
000
000
theoretical scale Book Zero
T
his book will introduce the research project by providing a background to the research pertaining particularly to parks and green space in Johannesburg. The book will outline the methods to be used in the research, the research question, brief, objectives and programme along with a short overview of the selected site and proposed users. The book will then conclude with a review of literature relevant to the research.
quote
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“Automobiles insulate man not only from the environment but also from human contact as well. They permit only the most limited types of integration, usually competitive, aggressive and destructive” – Stuart Hall (Czeglèdy 2004: 80)
Fig 0. 2. Occupied Territories: Cars insulate us from our surroundings.
table of conten
contents Table of Contents
000 Book Zero:
Theoretical Scale
nts
one
Chapter One: 1.1 1.2 1.3 1.4 1.5 1.6 1.7
Introduction
Background Research Method Research Question Project Brief, Objectives & Programme Theoretical Premise Site Motivation Clients & Users
two
Chapter Two:
Literature Review
3 3 8 9 10 12 12 14 17
2.1 ‘Greenways’ and the City Suburbia 2.2 2.3 Urbanism Theory 2.4 Sustainability 2.5 Discussion
18 19 20 21 22
References Cited
23
Chapter One
introduction
1
1
Chapter One
introduction Delta Park
1
T
he following chapter introduces the project, its aims and objectives. The intended methodologies are briefly explained and the research question introduced. The chapter also provides a background on the site location to contextualize the research.
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1.1 background Johannesburg, born as a result of the discovery of gold in 1886, has grown into a unique metropolis. It is one of the few cities in the world which is not located on a navigable river, estuary or near a seaport, with the nearest river, the Vaal, being about 70km away. The city is situated on the divide between the Vaal River and the Limpopo River catchments, on a continental watershed which forms the source of the Jukskei River, Klip River and the Braamfontein Spruit (Water Research Commission 2011: 19). Initially, drinking water was sourced from the Fordsburgspruit and the Natalspruit, located near present day End Street, but as a result of expanded mining activities, industrial development, pollution and population growth, the rivulets and boreholes became inadequate, and water was sourced from the Vaal River.
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Park-lands surrounding Johannesburg’s small streams have always been a central feature of the city (State of the Environment Report 2010: 21). In 1887, the appeal for
the first public green space was put forward to Paul Kruger’s government, resulting in the establishment of Joubert Park as Johannesburg’s first ‘gardened’ space in 1895 (Brodie 2008: 166). This provided people living in the booming mining town with some measure of relief from the stresses of urban life. In 1904, parklands became part of a formal administrative structure and today, a century after its establishment, City Parks overseas 2,328 parks throughout Johannesburg (Joburg.org.za. 2014). Public parks in Johannesburg are utilised primarily for recreational purposes, providing people with social locations that offer opportunities for them to meet with friends, observe other people and be seen. The Braamfontein Spruit is the green ‘lung’ of the northern suburbs, providing its surrounding population with potential contact to the natural environment. Due to current crime issues in the area, along with the lack of infrastructure and facilities, the Spruit remains under-utilized and inadequate as a social or recreational
Fig 1. 1. Image reflection Johannesburg’s disconnection to the natural environment
6|
|7
location. Thus, many Johannesburg residents’ experience of outdoor space and nature is often limited to that which exists in their backyards (Farr 2008:48). People often travel to and from work without ever coming into contact with nature, placing a disproportionate importance on private gardens as a way of connecting people with nature. One way to link the domestic ‘garden’ and its somewhat sanitized version of the ‘natural’ world with broader ecological themes is through linking spaces: green linkages between home, park, work and local services.
created on the assumption that every middle-class household would own a car, with blocks too large and facilities too separated to encourage people to walk, replacing pedestrian movement with vehicular movement. Andrè Czeglèdy, an associate professor in anthropology, asserts in his article titled Getting around Town: Transportation and the Built Environment in Post-Apartheid South Africa, that the private vehicle can be regarded as a major source of social alienation, creating a city of disconnected strangers (Czeglèdy 2004: 77).
“Humanity currently exists in a dysfunctional relationship with the natural world and auto-bound cities are both symptom and cause of this dysfunction” (Rees 2003:11).
My proposal sits at the intersection of these concerns: our growing disconnectedness from our natural environments; the dislocation of the suburb from both nature and the city and the risk of even greater social alienation.
As Johannesburg’s suburban population becomes increasingly reliant on private motor vehicles as a mode of transportation, we enter deeper and deeper into this dysfunctional relationship. Middleclass, suburban Johannesburg was
1.2 Research Method Due to the vastness of the scale of this project, it was decided to divide this dissertation into five books, each examining the project at a different scale: Book 000 the Theoretical Scale; Book 001 the Metropolitan Scale; Book 002 the Neighbourhood Scale; Book 003 the Architectural Scale; and Book 004 the Critical Scale. Book 000 consists of a brief introduction to the project and a review of relevant theory and literature. Books 001, 002 and 003 each begin with a precedent study relevant to the design at each scale, followed by an analysis of the site, the resulting brief and programming and finally the design case study at each scale. | Literature Review 2.0 The literature review presents key findings regarding the relationship between ‘greenways’ and the city; sustainable transport; the threshold between public and private space; the origins of suburbia; urbanism theory; and sustainability. 3.0 | Precedent Study The precedent study is divided between three of the five books. It
forms the opening chapter of each and presents an examination of a number of built precedents at the three scales: the metropolitan scale, the neighbourhood scale and the architectural scale. 4.0 | Design Context The design context is also divided between three books which each examine the site of Braamfontein Spruit and its surrounding context at the various scales. The chapters each present key findings from a series of graphic site analyses, all aiding in conceptualising design ideas and the final brief and programming of the site. 5.0 | Brief & Programme The brief and programme for each scale is constantly redeveloped through additional analysis of both the context and precedent studies. A summary of clients and users of the site at each scale, along with material and sustainability studies, is introduced in book 003. 6.0 | Design Case Study The design case study will present
8|
1.3 Research question the master plan of the project at the neighbourhood scale, four conceptual urban frameworks at the neighbourhood scale and one fully developed urban framework at the architectural scale. A detailed design of a proposed architectural intervention will also be presented at the architectural scale in book 003. 7.0 | Design Critique The final book contained within this research is a reflection of the research projects, critiquing the design at all three scales while supplying assumptions, limitations and qualifications of the research. The book details implications of the proposed design and further research to be taken before supplying a set of final design strategies. 8.0 | Conclusion The conclusion reflects on key findings of the research project in the aim of measuring the success of the project along with adding value to the field of research.
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Can the establishment of the Braamfontein Spruit as a sub-urban greenway revitalise Johannesburg’s natural environment, connecting neighbourhoods and green spaces in Johannesburg and strengthening the identity of both? Further, • How can the Braamfontein Spruit be established as a sub-urban greenway?
•
Can the creation of a greenway system alter/ influence people’s modal choice or transport behaviour by acting as a sustainable transport network?
•
What strategies are needed to enhance the relationships and well-being of neighbourhoods and the city regarding the creation of a connected greenway system?
1.4 Project Brief, Objectives & Programme
| Project Brief
This dissertation proposes the revitalisation of the Braamfontein Spruit as an urban greenway to create an integrated open-space network through the northern suburbs of Johannesburg, extending it to the edge of Johannesburg’s central building district (CBD). The suburban greenway will incorporate a variety of access points, providing facilities for different users. With an attractive habitat and wildlife the system will exist as a pedestrian and cyclist network for people living and working along its trajectory. The idea is to create a collection of activity nodes along the greenway. These activity nodes will be used by the people living alongside the greenway, as well as the people currently using the site for recreational use, daily chores or as a short-cut home. Through careful analysis and examination, I intend to develop a community-sensitive response, which will accommodate recreational users and people currently occupying the area to survive, through possibly
Landscape
providing small scale residential and/ or employment opportunities along with additional recreational facilities. The main body of research is concerned with the relationship between landscape and transportation, the natural and the man-made. It is also concerned with the important role open spaces play in the hydrology of the city, regulating its drainage patterns. I explore possibilities of linking topography and hydrology through the proposed connected greenway system that better manages flooding, and collects and treats urban runoff, a major source of urban flooding. The study is presented at three scales: the proposed overall strategy at the metropolitan scale; the urban design framework at the neighbourhood scale; and the building design for one, or more, identified nodes at the architectural scale.
Transport
Natural
Man-made
Fig 1. 2. Key research concerns
10 |
•
Art/ History & Heritage
•
• Education Line
Transport System
Agriculture/ Water Management
Fig 1. 3. Proposed Programme Diagram
| 11
| Objectives Propose design principles for the ecologically sound and community sensitive development of a greenway system in Johannesburg; Examine ways to intensify the access points into the corridor and identify destination points or activity nodes along it; Design a series of architectural interventions on identified sites along the network. | Programme
Fig 1. 3 represents the key programmatic drivers to be incorporated along the site at varying scales. These drivers include: agriculture, education, waste management, water treatment, non-motorised transport, art, retail, recreation security and viewpoints. These programmatic drivers were used to define the vast number of programmes that are spread along the expansive area of the site.
1.5 Theoretical Premise
1.6 Site Motivation
This dissertation interrogates the key principles of a number of theoretical models relating to urban theory, namely: new urbanism, landscape urbanism, sustainable urbanism, and ecological urbanism. These charters can be linked to one another through the common vision of sustainability, which defines and contextualizes the importance of an ecologically sound urban form. Ecological integrity is a critical concern in the research.
I am a suburban resident, in many ways typical of residents of the area. I live close to the Spruit and am a recreational user, for both running and cycling. My personal knowledge of the site and its surrounds initiated my interest in the area, but through wider reading and discussions, I began to conceptualise an alternate view and use of the Spruit, bringing it to a state of connected-ness between suburbia and the city, incorporating a number of architectural interventions, as activity nodes along the system.
Fig 1. 4. Map of Johannesburg, highlighting the green spaces that constitute the Braamfontein Spruit.
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1.7 Clients and Users The users of the site include: The Commuter The Framer/ Consumer The Artist/ Art Enthusiast The Teacher/ Learner
The Commuter
The Farmer/ Consumer
The Artist/ Art Enthusiast
The Teacher/ Learner
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Chapter Two
literature review
2
2
Chapter Two
literature review
2
T
he literature review presents key findings regarding the relationship between ‘greenways’ and the city; sustainable transport; the threshold between public and private space; the origins of suburbia; urbanism theory and sustainability.
Sub-headings were determined through the three major concerns existing through Johannesburg’s auto-bound character, namly, the increasing disconnection between people and nature; the dislocation of the suburb from nature and the city; and the risk of greater social alienation. The literature investigates the benefits of creating a greenway in suburbia, conceiving of suburbia as a revised urban form, and illuminates strategies to rethink the boundary between public and private space. The research also investigates how to reduce the risk of social alienation by providing people with alternative, more socially interactive, modes of transportation.
2.1 ’GREENWAYS’ AND THE CITY A greenway or green corridor refers to a pedestrian corridor that is vegetated, linear and recreationally multi-purpose (Harnick 2010: 20). Ecological corridors are distinct from greenways due to their primary
purpose of connecting areas of conservation habitat for use by wildlife (Harnick 2010: 131). Urban greenways provide numerous benefits for urban dwellers as a desirable recreational, wildlife and landscape resource. They also offer important benefits to spatial planning in the control of city size, urban resources and mitigation of natural disasters at the metropolitan scale. They provide environmental benefits in the form of storm water management and soil and water quality at a neighbourhood level. Educational benefits are also provided through the awareness of the link between human and environmental health and community benefits are provided through the increased recreational opportunities of local open spaces (Allan et. al 2009: 22). One of the chief benefits of greenways is their ability to address the problem of socioeconomic separation to which the suburb contributes (Balmori 2011). Greenways offer a possibility for the joining of urban centres and suburbs to one another recreationally
18 |
and culturally. Additionally, they re-address the traditional park-city relationship by including a dynamic set of connections, rather than a single destination. It encourages exploration (Balmori 2011).
2.2 SUBURBIA
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Urban sprawl began to take root in the United States during the second half of the twentieth century, whilst suburbanization in Europe developed differently. This was due to the fact that there was less growth in urban areas in Europe and urban expansion was usually highly regulated, allowing planners to intervene in city development (Patacchini et. el 2009: 126). European suburbs were thus developed as extensions or replication of urban centres, following an overall plan and with the concept of achieving definite social objectives. The same phenomenon in the United States was consumer- and profit-driven, oblivious to any larger plan. Suburbs resulted primarily out of the need to meet the demand for housing for returning military veterans
after WWII (Lambert 2005); the private motor vehicle also played a major role in the increase of low-density, large-scale suburbs in America (Hayden 2004). The situation in Johannesburg bore more relation to the American model than the European. Coinciding with the boom sparked by the discovery of gold in 1886, newly-rich white mine owners began to separate themselves from the dusty, noisy mining camps, leading to the formalization of Johannesburg’s earliest suburb, Doornfontein (Norwich 1986: 83). As in America, the growing popularity of automotive transport further facilitated urban sprawl (Hart 1972). Middle-class suburbs were commonly developed on the assumption that all their residents would own a car, prioritising vehicular movement over pedestrians. “…pedestrians were not considered to be equal actors in society; they were but a secondary nuisance to the drivers of private motor vehicles” – Andrè P. Czeglèdy (Czeglèdy 2004: 81)
Suburban planning, and the increasing reliance on the use of private motor vehicles, exists as a major source of social alienation. “Automobiles insulate man not only from the environment but also from human contact as well. They permit only the most limited types of integration, usually competitive, aggressive and destructive” – Stuart Hall (Czeglèdy 2004: 80, after Hall 1990: 177) Although their lower densities allow a higher percentage of vegetated land, the majority of suburbs are residential and fenced into disproportionately large, private pockets. It can thus also be revealed that automobiledependent neighbourhoods destroy virtually all systems of nature they come into contact with (Farr 2008: 48). It is important to analyse these edge conditions, between private and public; and between private outdoor space and shared open space; between private garden and public corridors.
“Each house offers the chance to engage across public and private space, to construct the urban architecture of the street and neighbourhood.” – Kerstin Thompson
2.3 URBANISM THEORY A number of key theories relating to urbanism need to be examined in order to frame the research. They are: New Urbanism, Landscape Urbanism, Sustainable Urbanism, and Ecological Urbanism. Landscape Urbanism argues that landscape exists as a more capable medium of urban order than architecture (Waledheim 2006: 11). It also claims to recognise the importance of interdisciplinary practice or ‘hybrid system thinking’. In Mossop’s essay, Landscapes of Infrastructure, the significance in recognising the importance of place and of its connection to natural systems is outlined (Mossop 2006: 172).
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The aims of the dissertation are also closely aligned with the concepts of Sustainable Urbanism, a theory that has come about in the past decade, which recognises green corridors as defining elements of the urban model. It aspires to connect people to nature and natural systems while embracing the interweaving of riparian and wildlife corridors between and through neighbourhoods (Farr 2008: 49). Closely aligned with the concepts of Landscape Urbanism, Ecological Urbanism encompasses sustainability at an urban scale arguing for a more holistic approach to city design. In his book, Ecological Urbanism, Mastafavi address the possibilities of Ecological Urbanism as one “that brings together the benefits of both bottom-up and top-down approaches to urban planning” (Mostafavi 2010: 41). These ideologies are important as they share a common vision with the aim of this research project, that of an enhanced urban experience and ultimately a more ecologically viable city form.
2.4 SUSTAINABILITY Sustainability, defined as the capacity to endure through renewal, maintenance and sustenance-, plays a significant role in this research, as one of the generators of urban design. It is linked closely with sustainable development, which is most often defined as: “development that meets the needs of the present generation without compromising the ability of future generations to meet their own needs” (Sustainable Development 2014). The creation of greenway systems is closely aligned to these ideals. They exist as active landscapes, intensifying topographic features, capable of absorbing rainwater while also providing critical migration corridors for animals through urban areas (Balmori 2011). These corridors also offer sustainable transportation modes by providing transport corridors for pedestrians and cyclists, powered by the energy of the people, rather than machine.
2.5 DISCUSSION It can thus be concluded that due to the phenomenon of urban sprawl, suburbia exists as a fragmentation of the traditional urban form. Great importance is placed on the edge conditions between public and private space. We need to consider ways to reconnect ourselves with our natural environments, while removing our reliance on the use of private motor vehicles as a primary form of transport. The numerous health and social benefits of other forms of transport are evident, but also need to be explored further.
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References
| Books:
Brodie, N. (ed). 2008. The Joburg Book: A Guide to the City’s History, People & Places. Johannesburg: Sharp Sharp Media. Farr, D. 2008. Sustainable Urbanism: Urban Design with Nature. New Jersey: John Wiley & Sons, Inc. Hall, S. 1990. The Hidden Dimension. New York: Anchor. Hayden, D. 2004. Building Suburbia. New York: Vintage books. Harnick, P. 2010. Urban Green: Innovative Parks for Resurgent Cities. Washington, DC: Island Press Lambert, B. 2005. Rethinking the Nation’s First Suburb. December 25 edn. New York: The New York times company Mossop, E. 2006. Landscapes on Infrastructure, in The Landscape Urbanism Reader, edited by C. Waldheim. New York: Princeton Architectural Press: 163-177 Mostafavi, M. (ed). 2010. Ecological Urbanism. Zürich: Lars Muller Publishers. Rees, W. 2003. Ecological Footprints and Urban Transportation, in Sustainable Transport: Planning for Walking and Cycling in Urban Environments, edited by R. Tolley. England: Woodhead Publishing Limited. Tolley, R. (ed). 2003. Sustainable Transport: Planning for Walking and Cycling in Urban Environments. England: Woodhead Publishing Limited.
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Waldheim, C. 2006. The Landscape Urbanism Reader. New York: Princeton Architectural Press.
| Journals:
Allan, P. & Roberts, J. 2009. Urban Resilience and the Open Space Network. TERRA. 22, July: 55-59 Czeglèdy, A.P. 2004. Getting Around Town: Transportation and the built environment in post-apartheid South Africa. City & Society 16(2): 63-92 [O]. Available: http://0-onlinelibrary.wiley.com.ujlink.uj.ac.za/doi/10.1525/city.2004.16.2.63/ abstract Accessed 24 February 2014. Hart, G.H.T. 1972. The Anatomy of Johannesburg, in Urban Excursion, ed. South African Geographical Society, University of the Witwatersrand, Johannesburg. 1-19. Patacchini, E & Zenou, Y. 2009. Urban Sprawl in Europe. Brookings-Wharton Papers on Urban Affairs. (2009): 125-149. State of the Environment Report. 2003. [O]. Available: http://www.joburg-archive.co.za/2007/pdfs/enviroreport_apr2003.pdf Accessed 15 October 2013 Water Research Commision. 2011. Johannesburg – City on a Watershed. Water Wheel Article. 10(3) May/June: 18-21
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| Websites:
Balmori, D. 2011. From Green Corridor to Thick Edge: The Linear Park. [O]. Available http://www.theawl.com/2011/11/landscape-manifesto-excerpt Accessed 4 March 2014 Greenway Inc. 2007. [O]. Available: http://www.greenways.com/greenwaydefinition.html Accessed 28 February 2014 Joburg.org.za. 2002. The Inner City Parks. [O]. Available: http://www.joburg.org.za/ content/view/1111/168/ Accessed 28 February 2014 Joburg.org.za. 2014. Celerbrating Jozi’s Green Heritage. [O]. Available: http://www. joburg.org.za/index.php?option=com_ content&task=view&id=364&Itemid=52 Accessed 3 March 2014 Joburg.org.za. [Sa]a. Water, water... Everywhere. [O]. Available: http://www.joburg. org.za/index.php?option=com_content&task=view&id=1104&Itemid=268 Accessed 5 March 2014 Joburg.org.za. [Sa]b. Finding a Green Heaven in Joburg. [O]. Available: http://www. joburg.org.za/index.php?option=com_content&id=2038&Itemid=168 Accessed 2 March 2014
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Sustainable Development. 2014. [O]. Available: http://en.wikipedia.org/wiki/Sustainable_development Accessed 6 March 2014
26 |
000 Book Zero:
Theoretical Scale SCALES Theoretical Metropolitan Neighbourhood Architectural
000
metropolitan scale Book One 001 definition
I
n the context of this research, the metropolitan scale will refer to the entire Johannesburg region, with particular regard given to the northern half of the area.
001
001
metropolitan scale Book One
T
his book will examine three key precedents and the context of the site in relation to the metropolitan scale. The book will further reveal a number of design concerns and strategies and present a large scale, landscape urbanism-type strategy for the site.
quote
“”
“An existing, functioning urban area has structure and identity, even if only in weak measure.” – Kevin Lynch (Lynch 1960: 115)
table of content
001 Book One:
Metropolitan Scale
ts
contents one Table of Contents Chapter One:
Precedent Study
1.1 Parc de le Villette 1.2 Dynamic Coalition
two
Chapter Two:
Design Context
2.1 Site 2.2 Assumptions & Limitations 2.3 Site-Lines 2.4 Transport Networks 2.5 Zoning 2.6 Design Strategies
three Chapter Three:
Brief & programme
3.1 Breif 3.2 Programme Role-players/ Stakeholders 3.3 User Groups 3.4
four
Chapter Four:
Design Development
3 3 6 17 20 22 24 35 41 42 45 48 50 52 55 59
2.1 Design Process & Outcomes Key Design Moves 2.2 2.2.1 Link to Existing Networks 2.2.2 Programme Major Nodes 2.2.3 Introduce Access Routes 4.3 Discussion
63 63 64 67 73 76
Appendix a: SWOT analysis
79
References Cited
91
appendix
Chapter One
precedent study
1
1
Chapter One
precedent study
1
T
his chapter presents key findings from a study of both built and theoretical precedents. The chapter will examine precedents relating particularly to the metropolitan scale with precedents for both the neighborhood and architectural scales in the books that follow.
4|
“”
“Although each is determined by the architect as ‘subject’, when one system is superimposed on another, the subject - the architect - is erased.” – Bernard Tschumi (Tschumi 1996: [sp])
|5
The following section presents the analysis of two international case studies at the metropolitan scale. They were chosen for their ability to define strategies for approaching large scale landscape urbanism projects:
01
Parc de la Villette - Paris
design and, rather than a master plan, their project was a resource of documentation and speculation on five key dynamics of the site
1.1 Parc de la Villette Paris, France Competition, 1982 Fig 1.1.
This competition project by Bernard Tschumi examines the notion of providing a method that combines architectural specificity with programmatic indeterminacy, suggesting programmes and outlining key design principles for ‘designing’ a large scale park.
Parc de la Villette, designed by Swiss architect Bernard Tschumi, is the third largest park in Paris. The strategies employed in the design of this largescale park hold particular relevance in the proposal of the design of the Braamfontein Spruit as a scale park of similar size and scale.
02 Dynamic Coalition - NY
The Dynamic Coalition project is also a competition project to convert the Staten Island landfill site into a park. The competition entry by design firm Mathur/da Cunha and Tom Leader Studio examined the potential of public engagement as a driver for
According to Koolhaas and Mau (1995: 921), ‘a conventional park is a replica of nature, serviced by a minimum number of facilities that ensure its enjoyment.’ It was determined that the design of the park should be a ‘proposal of a
Initial Hypothesis
(Koolhaas 1995:921)
| Initial Hypothesis
Fig 1.2.
The Strips
(Koolhaas 1995:923)
6|
method that combines architectural specificity with programmatic indeterminacy’ (Koolhaas 1995:921). The following actions were proposed in order to derive maximum benefit from the implantation on the site.
Fig 1.3.
Confetti
(Koolhaas 1995:925)
Fig 1.4.
Access & Circulation
(Koolhaas 1995:927)
|7
| The Strips
Revealed in Fig 1.2, the initial step taken was to subdivide the entire site into a series of parallel bands, with each strip accommodating one of the major programmatic categories: the discovery gardens; the playgrounds; the theme gardens, etc. This distribution of programmes allows the greatest amount of programmatic mutations to occur across bands (Koolhaus 1995:923). The direction of the bands (east to west) was determined by the elements currently on the site (the Science Museum and the Grande Halle) allowing them to become integrated in the system.
| Point Grids or Confetti
Small-scale elements were placed across the site with a particular frequency, excluded from the strips (see Fig 1.3). Their location on the site was established mathematically, determined by their desirability. The elements still fall within the bands on the site, thus influencing the character of the host zone.
| Access and Circulation
As revealed in Fig 1.4, the access and circulation consisted of two major elements: the Boulevard and the Promenade. Running north south, the Boulevard intersected all the bands at right angles, while also connecting all the architectural elements on the site. Corresponding to the Boulevard, the Promenade was formed by the identification and demarcation of significant cross-sections through the bands. The 24-hour part of the programme was accommodated by the Boulevard, with night facilities located on or along it (Koolhaas 1995: 926).
| The Final Layer
A composition of the major elements that were unique or too large to be located by the afore mentioned methods form the final layer. The intermediate-sized, unique objects were placed according to organised lines deduced from the context (Koolhaas 1995: 929). A series of architectural interventions were included in the site to help define the boundaries of the park, not necessarily coinciding with the parks perimeter.
| Discussion
The strategies employed by Tschumi make a significant contribution to the research as they provide a potential approach regarding design strategies for large scale of the Braamfontein
Spruit. The following describes key strategies to employ for the ‘design’ of the Braamfontein Spruit: 01. Divide the site into programmatic bands or ‘host’ zones (informed by surrounding factors); 02. Introduce a point grid or nodes for small scale interventions, across the site;
Fig 1.5.
Installations
(Koolhaas 1995:929)
03. Create a major access/ circulation path (Boulevard) along the entire site, with at least one other narrower/ meandering path (Promenade) to wind across the site; 04. Introduce architectural interventions along the site to define its edges and access points.
Fig 1.6.
Final Layer
(Koolhaas 1995:929)
8|
Fig 1.7.
Elevation representation of
all the layers (Koolhaas 1995:932)
|9
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1.2 DYNAMIC COALITION Mathur/da Cunha New York Fresh Kills: Landfill to Landscape Competition, 2001
Design firm Mathur/da Cunha’s competition entry for the Fresh Kills competition in 2001 questioned the premise of brown-to-green1 framed in the tag-line for the competition: ‘Landfill to Landscape’. Fresh Kills, a stream and freshwater estuary in the western portion of the New York City borough of Staten Island, was the largest and most infamous landfill in the world. The brief for the competition was to decide on the future of this land (Pevzner: 2010).
Fig 1.8.
Representation of five
dynamics of the site for Dynamic Coalition (Pevzner 2010)
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1. Brown-to-green refers to the redevelopment of what is commonly known as a brownfield site, into a greenfield site. A brownfield site is land previously used for industrial purposes and may be contaminated by low concentrations of hazardous waste or pollution with the potential of being cleaned-up and repurposed (Brownfield land 2014). Oppositely, a greenfield site is undeveloped land in a city or rural area currently left ‘as is’ or used for agriculture or landscaping.
| Initial Hypothesis
Marthur and Cunha’s approach to the projects was to develop a strategy, starting with various publics. These publics included: educators, ecologists, artists, city authorities, garbologists, etc. Their aim was to generate the design proposal through working with these various publics on a number of initiatives (Pevzner: 2010). Their proposal for the Fresh Kills site looked at five complex dynamics of the existing terrain: 1. Event Surface 2. Experimental Field Material Datum 3. 4. Deposition Edge 5. Tectonic Zone These dynamics resulted in five diverse projects, but for the benefit of this research, only the dynamic of the experimental field will be further examined.
| Experimental Field
The ‘experimental field’ dynamic reveals Fresh Kills as being in material and cultural transition. It identifies the opportunity for research into its changing conditions. The proposal suggests a programme of research and experiment, inviting ample involvement from the public. The designers suggested that the programme for the site be divided into three major categories: art, science and technology. The intervention further proposed the classification of a series of corridors, margins, lines, islands, and stations within the site which can be used by artists and scientists, inviting the public into meaningful participation with the processes shaping Fresh Kills.
Fig 1.9.
”Experimental Field”
drawing from Dynamic Coalition (Pevzner 2010)
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| Discussion
The notion of classifying a series of corridors, margins, lines, islands and stations within the site to be used by different users offered a potential design strategy for the Braamfontein Spruit site. The following key strategies
can be outlined as relevant to this research: 01 Define the major users of the site; 02 Identify a series of corridors, margins, lines and stations along the greenway to accommodate the various users; 03 Define corridors, margins, lines and stations with regards to their use in this research project; 04 Divide the site into programmatic bands or ‘host’ zones (informed by surrounding factors); 05 Introduce a point grid or nodes for small scale interventions, across the site; 06 Create a major access/ circulation path (Boulevard) along the entire site, with at least one other narrower/ meandering path (Promenade) to wind across the site; 07 Introduce architectural interventions along the site to define its edges and access points.
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Chapter Two
design context
2
2
Chapter Two
design context
2
T
his chapter focuses on the analysis of the Braamfontein Spruit and its surrounding environment at the metropolitan scale. This interpretation is intended to assist in conceptualising design ideas and the final brief and programming of the site.
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“”
“There is a pleasure in the pathless woods. There is a rapture on the lonely shore. There is society where none intrudes. By the deep sea and music in its roar: I love not man the less, but Nature more.” - Lord (George Gordon) Byron (Byron 2009: [sp])
| 19
2.1 Site
| Site History
Although Johannesburg was not built along a major river or near a dam, a myriad of small streams trickle through its suburbs, with the Braamfontein Spruit being the longest most popular. These streams were important for early Johannesburg residents as they were used for fishing, household needs, drinking water and much more. Today the streams are utilised mainly for their beauty and they provide residents with much needed outdoor space.
| Site Location
The Braamfontein Spruit, extending approximately twenty kilometres across the northern half of Johannesburg, links most of its green spaces. Covered and channelled near its source, the Spruit begins in the grounds of the Barnato Park High School in Berea, with two main tributaries: Albertvill and Westdene Dam (River Rangers 2009).
The stream runs through the Pieter Roos Park from Berea and down Empire Road, to Frank Brown Park, then on towards the German School in Auckland Park (River Rangers 2009). Sections of the stream are then channelled into canals where it flows into the Parkview Golf Course. The river runs out of the Parkview Golf Course northwards, providing Johannesburg residents a view of it in its original state. Where it enters Parkhurst, it meets a second, small tributary of the Spruit - the Westdene Spruit. The Westdene Spruit originates above the Westdene Dam and flows east, below the University of Johannesburg sports grounds. The stream continues throughout the part of Melville Koppies to Emmerentia Dam and then into Parkhurst (River Rangers 2009). Two smaller steams, one in Albertville, another in Albert’s Farm, form the Montgomery Spruit. These two streams converge in the Roosevelt Park and flow towards Parkhurst. All three streams merge in Victory Park at the lower end of
Fig 2.1.
Location of the Braamfontein
Spruit in relation to Johannesburg CBD. Three movement systems are highlighted: pedestrians, bicycles and motor vehicles, indicating approximate time and distance covered from a central point, the CBD.
20 |
| 21
Rustenburg Road. From here the stream flows northward towards Delta Park, meeting the Sandspruit at Sunninghill Park. Fig 2.1 and Fig 2.2 show the location of the Braamfontein Spruit in relation to the Johannesburg CBD. The maps also outline the position of the Gautrain stations and routes as well as Louis Botha, revealing how they all run almost parallel to one another, linking the network of green-spaces where the bus routes intersect them.
2.2 Assumptions, Limitations & Qualifications This research proposes the revitalisation of the Braamfontein Spruit as an urban greenway to create an integrated open-space network through the northern suburbs of Johannesburg and extending it up to the edge of Johannesburg’s central building district (CBD). This research is relevant as currently a network of green spaces already exists, but is not being utilised as a transport network.
This research explores the full potential of re-programming the existing green network to accommodate both recreational users and people currently occupying the area to survive. This book will analyse the site at the metropolitan scale, with the subsequent books (book 002 and book 003) analysing it at the neighbourhood and the architectural scales respectively. The design case study at the metropolitan scale will primarily focus of providing programme allocations to the site in the form of bands, margins, stations and lines.
Fig 2.2.
Location of the
Braamfontein Spruit. The blue lines represent the proposed cycling routes to be implemented in Johannesburg by JUCA, City of Johannesburg, and GIBB. This information sourced through attending meetings related to cycling in Johannesburg: the Jozi Cycle Forum and the Freedom Ride Planning Committee.
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2.3 Site-lines The following site analysis contains a series of drawings and models that begin to explore the site through various means of representation. The site, currently existing as a large scale network of green spaces, loosely strung together by the Spruit itself, lends itself to the possibility of representing the site as a series of coexisting networks: infrastructural, picturesque/ natural , coded and bound. The grid, shown on all the drawings, exposes the large scale of the site, as each grid is spaced one kilometre apart.
| Infrastructure
Fig 2.3 explores the site as an infrastructural network outlining the dominance of the power lines along it, as well as the expansive road system as a primary source of transportation through Johannesburg. Key ‘landmarks’ are also shown along
the system, revealing how shopping centres dominate the suburban landscape. Also, the present public transportation system is shown with 5 minute and 10 minute walking distances, revealing the unviability of the current system as a means of transport for suburban dwellers.
| Natural/ Picturesque
Oppositely, Fig 2.4 starts to explore the natural or picturesque aspects of the network. The photos of present natural components, (flowers, trees, waterways and birds) have been collaged along the network to expose where they are present. Trees have been overlain with images of graffiti taken at areas along the network, juxtaposing the idea of picturesque as both man-made and natural. The Delta Park and Emmarentia Dam areas have also been circled to highlight their relevance as containing a conservation area and a botanical garden respectively.
Fig 2.3.
(right) Site-lines Drawing 1: Infrastructure
Fig 2.4.
(page 28) Site-lines Drawing 2: picturesque/ nature
Fig 2.5.
(page 29) Site-lines Drawing 3: coding along the network
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< NOTE: The use of these mapping and coding techniques allowed me to grasp, digest and manage the vastness of my site. The four drawings, although very different, observed together allowed me to form a conversation between the different worlds: instead of a strip shopping mall, I propose a garden centre or a drive-in movie theatre that makes use of nature, rather than suppressing it.
Fig 2.6.
Site-lines Drawing 4:
| Codes
Fig 2.5 attempts to combine aspects of the previous drawings as a large scale coding of the site. Both pedestrian and vehicular bridges have been indicated as they act as both a means of breaking the network, while also operating as a point of reference or landmark. The bridges exist as potential intervention points to reconnect the network. The landmarks, comprising mostly of shopping centres and restaurants, have also been indicated revealing how suburbia is so sparsely spread and the dominance of shopping centres as suburban, commercial architecture. The coding of the green spaces has been defined by the major activities occurring in the spaces, revealing the large number of programmes that require green open space to exist.
| Boundaries
boundaries along the network
| 29
Fig 2.6, together with the model shown in Fig 2.7, attempts to explore the network as a bounded or gated
system, looking at the boundaries that cross the network and that bind its edges. The roads also act as boundaries that cross, and split the network. These instances are highlighted with green strips along with images that further emphasise the bridges as physical obstacles along the network. Additionally, residential and commercial properties, along with physical gates or walls, act as boundaries along its edges, where fences or palisades have been erected to restrict access. A phenomenon of gating public spaces is becoming increasingly common in Johannesburg. The images also show how the system of green spaces grows larger towards the inner city, but become increasingly bound/ gated. Pedestrian access points have been indicated on the drawing with an increase in access points where more boundaries exist. Also, included on the boundary model (see Fig. 2.16) are the locations of the bus stops, showing few points of intersection between the existing transport links and access into the system.
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| Discussion
The analysis communicated above outlines a number of key concerns to be considered in order to enhance the current environment surrounding the Braamfontein Spruit. These concerns can be broken down into the following design strategies: 01 The necessity for a viable transport system; 02 vary shopping experience by moving away from the banal experience provided by drive-in shopping centres; 03 the opportunity to highlight picturesque qualities of the natural environment through framed views, stopping points and observation decks; Fig 2.7.
(Left) Model representation of
boundaries along the edges of the green spaces. Bus stops and access points are also indicated.
| 31
04 The opportunity to create an appropriate coding/ way-finding system along the network;
05 Propose the unbinding of edges of the green network to catalyse the unbinding of the entire system; 06 Introduce new security systems to aid in the unbinding of the network.
00
10
Fig 2.8.
George Lea Park
0
< NOTE: The model (left) was constructed using a 2 x 2 kilometre grid with the extruded portions representing the green spaces all strung together by the Braamfontein Spruit. Each square block is raised on rods, which double as datum levels to indicate the slope of the entire site. The roads are exposed on the edges, indicating where they cut across the network of green space. From this point forward, all drawings will be represented using the 2 x 2 grid represented in the model.
(Right) Model
representation of the green, open spaces and datum levels
32 |
Field & Study Centre Melville Koppies
Parkview Golf Coarse
St. Stithians College
00
20
2000
1000
| 33
34 |
Gautrain Stations Gautrain Route Gautrain Bus Routes Bus Stops Access Points Intersection nodes
Fig 2.9.
(Above) A perspective view
of the Gautrain map, hinting at various programmes that could begin to inhabit the site. Fig 2.10.
2.4 transport Networks Following a primary concern of the research - the relationship between landscape and transportation, the natural and the man-made identifying existing and proposed transport networks near the site was important. Further, by identifying existing and proposed transport links nodes of intervention can be identified.
(Left) Gautrain Map: reveals
the existing Gautrain Stations and
| Gautrain Network
Gautrain bus system and where it intersect the site.
| 35
Fig 2.10 identifies the proximity of the Gautrain stations and the Gautrain
route in relation to the green network. The dashed-coloured lines indicate the Gautrain bus routes, which intersect the network at four distinct points. These points provide possible locations to link the proposed greenway system to the existing transport network, particularly the Gautrain network. Fig. Fig 2.9 is a perspective view of the Gautrain Map, hinting at a number of possibilities in terms of programming along the network, with the four nodes of intersection extruded above the site.
36 |
Louis Botha Proposed Links Existing Path/ Trail Access Points Intersection nodes
Fig 2.11.
(Above) A perspective view
of the link between Louis Botha and the proposed greenway system. Fig 2.12.
(Left) Connection to Louis
Botha: reveals the location of Louis Botha - the site for the Corridors of Freedom.
| 37
| Corridors of Freedom
Three ‘corridors of freedom’ proposals have been established to date with construction underway: the inner city to Soweto corridor; the Louis Botha Avenue corridor; and the Alexandra to Sandton corridor (Cox: 2013). In the scope of this research only the Louis Botha corridor will be examined. According to an address made by executive mayor of Johannesburg, Parks Tau, the ‘corridors of freedom’ are intended to “knit together the urban form through the mass transit of people and goods along corridors that strengthen connectivity of different parts of the city. These corridors will be developed to support high-density, mixed-use developments, reduce times and costs of transport,” (Cox: 2013).
| Louis Botha
The Louis Botha corridor indicated in orange in Fig. 2.21 connects some of the most diverse uses and users of the Johannesburg linking the inner city to Alexandra. The horizontal lines projecting west on Fig 2.12 indicated proposed links between the Louis Botha corridor and the proposed greenway. These proposed links intersect the network at four points creating four possible nodes of intervention. Connecting the greenway to Louis Botha as a long-term aim of the research draws from the intention to strengthen the link between non-motorised transport and public transport, a major concern brought up in meetings held by the Freedom Ride Comity (see chapter 3.3 on role players).
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JUCA cycle routes NMT STMN routes CoJ routes Access Points Intersection nodes
Fig 2.13.
(Above) A perspective
view of the proposed cycle routed revealing where they intersect the Fig 2.14.
(Left) Proposed Cycling
routes to be implemented in Johannesburg by JUCA, City of Johannesburg, and GIBB.
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| Cycle Routes
Currently, numerous cycle and other non-motorised transport (NMT) projects are underway in Johannesburg. A committee, known as the Jozi Cycle Forum, meet on a two monthly basis to share information, support, co-ordinate and track the various NMT projects underway in the city. They also oversee cycling infrastructure, bicycle empowerment centres and bicycle sharing schemes (BSS) (see chapter 3.3). Fig 2.14 indicates a number of proposed cycle routes proposed by various companies appointed by the City of Johannesburg1. The blue lines 1 This information was revealed through
attendance at the Jozi Cycle Forum meeting held on 12 May 2014.
indicated the cycle routes proposed by the Johannesburg Urban Cycle Association (JUCA), the black lines indicate the proposed NMT routes by the Strategic Public Transport Network (SPTN)2 and finally, the orange lines indicate the proposed cycle routes by the City of Johannesburg (CoJ). It was revealed in the presentation that the allocation of the routes was based on traffic studies and road gradients, and that linking of public-, open-spaces were not considered.
2 The SPTN is based on a network of routes
along the Cityâ&#x20AC;&#x2122;s primary Mobility Spines linking and enhancing accessibility between residential departure points and nodal destination points (RSDF for Region D 2010:35).
4
Rivonia Road
3 2
Main Road St. Stithians College
1
Beyers Naude Drive
2
5
1
Jan Smuts Avenue
Gleneagles Avenue
Educational Strip (Tertiary Education)
40 |
2.5 Zoning
Agricultural Business Cemetery Commercial Educational Industrial Institutional Residential
Fig 2.15.
Zoning (use zones)
map of the area surrounding the Braamfontein Spruit.
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A zoning analysis was undertaken in an attempt to gain further insight into the context of the Braamfontein Spruit. Due to the vastness of the site it can be noted that the site extends through a number of zoning ‘bands’ and zoning densities (see Fig. 2.24).
| Education
A strong ‘band’ hosting a number of educational facilities can be seen towards the southern end of the site, with pockets of business and institutional zoning between it. Smaller, more sparsely spread educational zones exist toward the northern end, with St. Stithians forming a significant portion.
| Business
Business zoned areas are frequently clustered in long strips along either edge of major roadways. Beyers Naude Drive, Jan Smuts Avenue, Main Road and Rivonia Road form such retail strips near the edges of the site.
| Residential
The majority of residential zoning along the site is Residential 1, comprising one dwelling per stand. This is a cause of urban sprawl, with residential density increasing towards the city centre.
2.6 Design Strategies From the context analysis, the following key strategies can be applied to the design case study: 01 Create a coding system or wayfinding system along the length of the network; 02 Highlight viewpoints or stopping points to observe the natural environment - or slow down movement; 03 propose the removal of boundaries enclosing the system to allow easy access into the greenway;
06 Established potential nodes of intervention along the green network to integrate it into existing transport networks (Gautrain and cycle routes); 07 Apply viable programmes â&#x20AC;&#x2DC;bandsâ&#x20AC;&#x2122; along the system by incorporating existing zoning patterns; 08 Link to existing urban frameworks that value transportation as a primary concern (Louis Botha corridor); 09 Increase housing density along the edges of the network.
04 Create additional pedestrian- and cycle-friendly crossings to allow easy movement along the network with priority given to pedestrians and cyclists; 05 Provide additional infrastructure along the network to ensure its viability;
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Chapter Three
brief & programme
3
3
Chapter Three
brief & programme
3
T
his chapter communicates the brief in the aim of establishing the Braamfontein Spruit as a sub-urban greenway. The key programme, clients, users and role players will also be identified and discussed.
46 |
“”
| 47
“The Purpose of Freedom is to create it for others.” - Nelson Mandela
3.1 Brief The brief has been redeveloped through a combination of both the theoretical discourse - which includes the literature review and the precedent study - and the context/ site analysis. At this stage the brief will be outlined to accommodate the metropolitan scale of the project, with Book 002 and Book 003 following with the design briefs for the Neighbourhood scale and the architectural scale respectively. The metropolitan brief focusses on developing a strategy for applying programmes to the entire length of the site using the before mentioned design strategies from the previous chapters.
METRO SCALE
INITIAL BRIEF [METROPOLITAN SCALE]
ANALYSIS
THEORY ARCHITECTURAL SCALE
ANALYSIS NEIGHBOURHOOD SCALE
ANALYSIS
THEORY
REVISED B [NEIGHBO THEORY
Fig 3.1.
Diagram representing the
process of developing the brief
48 |
3.2 Programme
| Precedent study:
01 Define the major users of the site; 02 Identify a series of corridors, margins, lines and stations along the greenway to accommodate the various users; 03 Define corridors, margins, lines and stations with regards to their use in this research project; FINAL BRIEF [ARCHITECTURAL SCALE]
BRIEF OURHOOD SCALE]
04 Divide the site into programmatic bands or ‘host’ zones (informed by surrounding factors); 05 Introduce a point grid or nodes for small scale interventions, across the site; 06 Create a major access/ circulation path (Boulevard) along the entire site, with at least one other narrower/ meandering path (Promenade) to wind across the site;
| 49
07 Introduce architectural interventions along the site to define its edges and access points.
| Design context
01 Create a coding system or wayfinding system along the length of the network; 02 Highlight viewpoints or stopping points; 03 Propose the removal of boundaries enclosing the network; 04 Create additional pedestrian- and cycle-friendly crossings; 05 Provide additional infrastructure along the network; 06 Apply viable programmed ‘bands’ along the system by incorporating existing zoning patterns; 07 Link to existing urban frameworks that value transportation as a primary concern; 08 Increase housing density along the edges of the network.
The initial brief proposed four primary programme categories: education, transportation, art, and agriculture. But the need for applying additional programme categories to the site was revealed through the analysis of the site’s context and the theory. The analysis also revealed through precedent studies the notion of applying programmes in strips or bands when large scale projects are concerned. The following programme categories were developed from the brief and through the analysis of the site: Agriculture • • Art • Education • Non-motorised Transport • Recreation • Retail • Security • View Points • Waste Management • Water Treatment
Following the above-mentioned list of programme categories, it was important to sub-categorise each programme group into exact programmes or facilities. Fig 3.2 and Fig 3.3 list the vast number of programmes to be incorporated along the site. Fig 3.2 exposes the links between relating programme categories and sub-categories using coloured dots to indicate their relationship. The grey-scale dots and the three shapes on the right show the proposed representation technique and representation scale respectively for each programme.
Mapping Plan Section Montage Metropolitan Neighbourhood Architectural
Fig 3.2.
Programme categories and sub-
categories list. Coloured dots indicate links between various programme groups. Greyscale dots and the shapes indicate the proposed representation technique and scale respectively for each programme.
Fig 3.3.
Diagram representing key programmes
3.3 Role-players/ Stakeholders There are numerous role players and stakeholders involved in the promotion of cycling in Johannesburg. The Gauteng Government pays an important role as the primary funder of cycling initiatives in Johannesburg, with a number of non-profitable organizations also involved. Fig 3.4 is a diagram depicting the key role players involved in cycling initiatives in Johannesburg. These role players were revealed through attending meetings related to cycling in Johannesburg: the Jozi Cycle Forum and the Freedom Ride Planning Committee meetings. Also revealed in these meetings were the key objectives of the two-monthly meetings of the Jozi Cycle Forum, being:
• •
•
To promote walking, cycling and the use of public transport so that it is the mode of choice by 2040. Introducing Bicycle Sharing Schemes (BSS) to promote the use of bicycles as a mode of transport. To allow for bicycles on public
•
transport. To increase public awareness of cyclist on roads.
What was also brought up in the meetings was the need for educational facilities which educate young learners on the importance of public transport and the benefits of walking or cycling as means of travel. This led to my decision to include education into the design of the system.
Fig 3.4.
Diagram representing
key role-players involved in cycling initiatives in Johannesburg
52 |
C
ity of Johannesburg Sports and Recreation
C
of Johannesburg Department of Transport
G
Government
auteng Province Dept. of Roads and Transport
P
stakeholders
rosa - Passenger Rail Agency of South Africa
S
outh African National Roads Agency
J
UCA - Johannesburg Urban Cycle Association
B
EN South Africa - Bicycle Empowerment Network
D C
e-congest Sandton
ritical Mass JHB
Non-Governmental organisations
L V
Q
inkd
elokaya
C
ycle Link
| 53
A
frica Public Bicycles
hubeka
Linkd Velokaya
National Department of Transport
City of Johannesburg
JUCA Chispian Olver
Luthando Kaka
Simphiwe Ntuli
Marleen Goudkamp
David du Preez GIBB
Linkd Larissa Junkoon
Luke Hutchinson
City of Johannesburg
Jozi Cycle
Lisa Seftel
Njogu Morgan
Forum
Rams Ephrain Sekati
Esther Letlhaka City of Johannesburg
City of Johannesburg
Jabulani Mtshali
CoJ Sports & Recreation
Jeffrey Mulaudzi Sheppy Sindance
Rob Hath
Grant Rex
Gauteng Province Department of Roads and Transport
Africa Public Bicycles
Cycle Link
JUCA Africa Cycle Forum
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3.4 User Groups A trail along the banks of the stream is currently utilised by walkers, runners, dog walkers and cyclists. Religious groups also use the Spruit on Sundays, often for Baptisms. Craighall and the Sandton Field & Study Centre have stables that house horse near the banks of the Spruit. Also, a number of horses are stabled in Paulshof at the point where the Sandspruit meets the Braamfontein Spruit. The horses are used for river patrols and leisure activities. From the context analysis and through the development of the proposed programmes, a number of user groups can be determined. There are the existing user groups, which will remain to use the site:
Fig 3.5.
Organisational Structure of
the Jozi Cycle Forum Meetings
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• • • • • • • • •
park residents recreational cyclists runner dog walkers naturalists picnic enthusiasts commuter cyclists commuter pedestrians local residents religious groups
The new user groups created through the re-programming of the site:
• • • • • • • • • • • • • • •
market retailers market goers (consumers) book readers local artists amateur gardeners food stall owners skateboarders BMX riders job seekers learners teachers farmers office workers pedestrians etc.
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Chapter Four
design development
4
4
Chapter Four
design development
4
T
his chapter proposes a design intervention for the open space network comprising the Braamfontein Spruit context at the metropolitan scale. The design intervention is based on the brief, and context analysis.
60 |
“”
“To heighten the imageability of the urban environment is to facilitate its visual identification and structuring.” – Kevin Lynch (Lynch 1960: 95)
| 61
62 |
4.1 Design Process & Outcomes The design case study for the metropolitan scale proposes to provide a framework to structure future development along the greenway. Through the analysis of various large scale urban design projects, techniques in observing the site were developed also informing the process at which to apply the design strategies. Analysing the site as a series of sections (see Fig 4.1) through the topography brought forward the notion to apply the programmes in strips, or bands, dissecting the string of open spaces horizontally. The building programmes would then take shape at the intersections of the strips, within the host zone.
Fig 4.1.
Sectional exploration of
the green spaces surrounding the Braamfontein Spruit
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The design context considered for the master plan comprises the entire open space system adjoining the Braamfontein Spruit, as well as the neighbourhoods located along its edges. The master plan intervention will look at identifying key nodes along the greenway and provide each node with a set of programming criteria. One, or more, of the nodes will be examined and further
â&#x20AC;&#x2DC;designedâ&#x20AC;&#x2122; at the neighbourhood and the architectural scales in Book 002 and 003 respectively.
4.2 Key Design Moves The key moves of the design can be combined into three major design steps: 01 linking to existing networks; 02 programme major nodes; and 03 introducing access routes and landmarks. All three moves can be sub-categorised, as follows: 01 Link to existing networks Public Transport Existing Frameworks (Corridors of Freedom) 02 Programme major nodes: 1. Identify nodes along the system 2. List key characteristics of each node 3. Assign into programmed bands
1. 2.
03 Introduce access routes & landmarks 1. introduce a major access route (Boulevard) through the site 2. create a series of meandering routes (Promenades) 3. propose a series of landmarks as way-finding devices
4.2.1 LINK TO EXISTING NETWORKS 1. Public Transport Linking the proposed greenway to existing transport networks will make the use of the greenway as a mode of transport more viable and farreaching. Also, a major objective in the undertaking and promotion of the Freedom Ride (held on 20 July 2014) was to promote taking bicycles on public transport. Other ways of linking the greenway to existing public transport infrastructure would be through Bicycle Sharing Schemes (BSS) and by providing bicycle parking facilities. If one was able to borrow a bicycle for the non-motorised transit leg of their journey and then store the bicycle at
a storage facility then the use of the system would become more viable. These transport nodes would be located at the proposed intersection nodes shown in Fig 4.2.
Fig 4.2.
bus system and where it intersect the site.
Fig 4.3.
2. Cycle Routes
(Left) Map indicating the
existing Gautrain Stations and Gautrain
(Middle-left) Proposed Cycling
routes to be implemented by JUCA, City of Johannesburg and GIBB.
The proposed cycle routes (see Fig. Fig 4.3) cross the greenway on the southern end, with the routes intersecting at multiple points. These points could be highlighted using way-finding devices to indicate to cyclists where the routes go. Also, where the greenway is currently bound, additional access points are to be provided to allow access into the greenway.
Fig 4.4.
(Middle-right) Map indicating
the location of Louis Botha with in relation to the Braamfontein Spruit.
Fig 4.5.
(Right) Existing Networks Combined.
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Gautrain Stations Gautrain Route Gautrain Bus Routes Bus Stops Access Points Intersection nodes JUCA cycle routes NMT STMN routes CoJ routes Louis Botha Proposed Links Existing Path/ Trail
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3. Existing frameworks The proposed design intervention aims to integrate with existing proposed frameworks, particularly the â&#x20AC;&#x2DC;Corridors of Freedomâ&#x20AC;&#x2122; framework proposed for Louis Botha Avenue. As discussed in section 2.4 Transport Networks, connecting the greenway to Louis Botha is a long-term aim of the research. This aim draws from the intention to strengthen the link
between non-motorised transport and public, motorised transport, with the proposed greenway becoming a major non-motorized transport network. Also, public transport stations or nodes along the greenway are to be introduced where the linking corridors meet the greenway (Fig 4.4).
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4.2.2 PROGRAMME MAJOR NODES 1. Identify nodes along the system
Major nodes/ zones
Intersection point Fig 4.6.
(Above) Orthographic
view of the identified nodes along the proposed greenway. Fig 4.7.
(Left) Mapping view
of the identified nodes along the proposed greenway.
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Through the before mentioned design move - to link the system to existing networks - major nodes were identified along the greenway where the existing networks intersect the greenway. These points of intersection, along with information gathered through the context analysis, allowed for a number of key points to be identified along the greenway (see Fig 4.6 and Fig. Fig 4.7). 2. Identify key characteristics of each node In order to assign a â&#x20AC;&#x2DC;hostâ&#x20AC;&#x2122; programme to each of the selected nodes, an examination of each node was conducted. The examination took the form of a series of SWOT
analyses, investigating the strengths, weaknesses, opportunities and threats of each node (see appendix a). These SWOT analyses then generated a series of programme criteria for each site. These criteria allowed for each site to be allocated a host programme band1, along with programmes allocated to stations2, margins3 or lines4. 1. Bands: The bands/ strips are the horizontal divisions of an area into a number of different programmes. The bands are to represent the major programmatic categories of a larger area, extending into the neighbourhoods along its edges. 2. Stations/ nodes: The stations/ nodes, are positions within each band, along the greenway, but are excluded from the band sequence. They may take the shape of small scale installations, or larger scale architectural interventions or landmarks. 3. Margins: The use of the term margin refers to edge conditions along the greenway. The margins could take the form of architectural interventions, installations, viewpoints, etc. with the main purpose of influencing the greenway by activating its edges and possibly linking across it. 4. Lines: The term line is used to describe pathways along the greenway, which may connect various stations, with a particular programmatic function.
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3. Breakdown into programmes Resulting from the examination of the eleven selected nodes was a series of programme criteria for each site. The criteria for each site is as follows: Site 001 Band/ Strip: Agriculture - Food Production & Animal Rearing Stations: Agricultural Learning Centre, Camping Grounds, Food Stalls Margins: Water Treatment Plant, Public Transport, Farmers Market Lines: Education around Agriculture and food production
Site 002 Band/ Strip: Residential Stations: Bicycle repair shops/ workshops, Food Stalls, Waste Management Margins: Small Scale Housing, environmental Learning Centre Lines: Surveillance (Lighting & Sight Lines)
Site 003 Agriculture Art Education Non-motorised Transport Recreation Retail Security View Points Waste Management Water Treatment
Fig 4.8.
Mapping view of the
programmed nodes and bands along the proposed greenway.
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Band/ Strip: Security (Lighting & Surveillance) Stations: Restaurants, Food Stalls, Security Station, Bicycle Lock-up/ Parking Margins: Security/ Surveillance Tower, View Points, Transport Infrastructure Lines: NMT Line, Surveillance Line
Site 004
Band/ Strip: Water Treatment Stations: Recreation, Food Stalls, Recycle Station, Water Collection, Storm Water Management Margins: Recreational Facilities across Greenway (RAC) Lines: NMT Line, Educational Line, Sporting/ Athletic Line
Site 005
Band/ Strip: Retail Stations: Food Stalls, Day & Night Market, Bicycle Wash Margins: Restaurant & CafĂŠs, Boundary Wall Stalls & Seating, Bicycle Storage, Bicycle Sharing Facilities Lines: NMT Line, Market Line
Site 006 Band/ Strip: Recreation Stations: Recreation Stations (Climbing walls, outdoor gym etc.) Margins: Educational Facilities & Schools/ Scout Halls Lines: NMT Line; Education Line; Hiking Trails, Mountain biking Trails etc.
Site 007 Band/ Strip: Transport Stations: Bicycle Parking & Storage Facilities, Changing & Shower Facilities Margins: Transport Infrastructure, Link to existing infrastructure Lines: Create and expand NMT line into Parkhurst & Craighall
Site 008 Band/ Strip: Education & Retail Stations: Outdoor Cinema, bicycle repair shop, food stalls, picnic facilities Margins: Bicycle parking and wash, Restaurants Lines: NMT line, Education Line, Recreation Line
Site 009 Band/ Strip: Art Stations: Kinetic Art Installations, Bicycle Repair Station, Recycle Station Margins: Art market, workshops and arts & crafts centre Lines: NMT Line; Art Line; Education Line
Fig 4.9.
Orthographic view indicating
programmed nodes and bands along the proposed greenway.
70 |
Site 010
Agriculture Art Education Non-motorised Transport Recreation Retail Security View Points Waste Management Water Treatment
| 71
Band/ Strip: View Points Stations: Observation decks, View towers, Food Stalls, Bicycle Repair Station Margins: Environmental Learning Centre Lines: NMT Line, Education Line
Site 011 Band/ Strip: Education Stations: Bicycle Storage, view point, Bicycle Storage, outdoor cinema, outdoor classroom Margins: Increase residential density of edges Lines: NMT Line, Education Line
The resulting programme bands can be seen in Fig 4.8 and Fig 4.9. A selection of one, or more of these bands will be further examining at the neighbourhood scale in Book 002 with further design strategies determined and applied.
Su b
-Ur
Cy
cle
-in
Tra n
sp
Cin
em
a
ort
Co
ba
nF
arm
lan
d
rrid
or
72 |
4.2.3 INTRODUCE ACCESS ROUTES
Fig 4.10.
Mapping of NMT route with
primary access points.
| 73
1. Introduce a main access route (Boulevard) through the site
2. Create a series of meandering routes (Promenades)
Currently, a number of informal trails and footpaths exist along the banks of the Braamfontein Spruit. This research proposes a major access route to stretch the entire length of the site as the primary NMT route. The route may alternate between traversing along the edge of the stream and along the road edge - in cases where the road runs alongside the open space network.
shorter, meandering Additional, routes and trails are to branch off the main access route, allowing users to â&#x20AC;&#x2DC;exploreâ&#x20AC;&#x2122; the site. These routes could be used to connect smaller nodes (or stations) and could be specific to particular users (i.e. cyclist, pedestrians, children, hikers, etc.). The routes could consist of mountain biking trails, playgrounds, transportation learning routes, observation platforms etc.
Access and exit points from the network are to be clearly defined with the necessary infrastructure to accompany them. Portions of this route will be coupled with 24-hour programming to allow the route to be utilized for extended hours. The route is to be the primary link between all activity nodes allowing both pedestrians and cyclists. The cycle paths and pedestrian paths are to be separated where space allows, possibly utilising existing pavements to avoid corrupting the natural environment.
3. Propose a series of landmarks as way-finding devices along the network The project also proposes a series of landmarks as way-finding devices along the network. The landmarks would be identifiable from far distance along the greenway, providing users with clear distance markers. These landmarks may take the form of towers, large-scale art installations or buildings.
Fig 4.11.
Landmarks as way-finding
devices
74 |
Landmark Structures Create Orientation Points along the network
| 75
4.3 DISCUSSION This book analysed the Braamfontein Spruit at the metropolitan scale, identifying eleven nodes along the network and pairing them with a host programme. A number of key design strategies were identified and applied. Additional design strategies will be identified relevant to the research at both the neighbourhood scale and the architectural scale in the books that follow.
76 |
Chapter a
appendix
a
a
Chapter a
appendix a
a
T
his chapter contains additional documentation pertaining particullarly to the research project at the metropolitan scale - a SWOT analysis for all eleven site together with their resulting programmes.
1. Site 001: Bryanston/ Rivonia
01. agricultural band
Strengths - Wide Open Space - Nearby Water Sources - Pedestrian & Vehicular Access - Relatively Close to Large Scale Commercial Activity - Small Educational Facilities Nearby - Near to Public Transport (Bus Stops) - Scout Hall on site Weaknesses - No Parking Facilities - Residential Area (Low Density) - Bound at some sections - No Pedestrian Access across Waterway - Squatters living below the bridge (nearby) and on the site - Water is polluted Opportunities - Can easily be unbound - Agriculture would provide squatters with job opportunities - Farmers Markets could pop-up (mobile Markets) Provide Water Treatment Facility to unpolluted water - - Density along the greenway may increase - Create an agricultural learning centre Threats - Crops could become contaminated due to polluted water source - Squatters/ vagrants increase crime in the area and make residents hesitant to remove current boundaries - Morning fires can be a hazard
Band/ Strip: Agriculture - Food Production & Animal Rearing Stations: Agricultural Learning Centre, Camping Grounds, Food Stalls Water Treatment Plant, Public Transport, Farmers Market Margins: Lines: Education around Agriculture and food production, Mobile Market/ 80 | Stall
2.. Site 002: Sandton
02. RESIDENTIAL BAND
Strengths - Large open Space - Existing public open space & accompanying facilities at Field and Study Centre on opposite bank - Existing art facilities to link to public art installation and get squatters involved Weaknesses - Lots of squatters on North-West slope/ bank - Overload of rubbish from squatters - High level of crime from squatters - Bound/ Enclosed on all edges with little/ no opportunity to open-up edges - Steep slope towards waterway - Vehicular access to site is limited - No proposed cycle-routes nearby Opportunities - Provide residential opportunities to squatters with employment along greenway system Housing provision could provide passive surveillance with opportunities to - create food stalls, bicycle repair shops/ workshops, lighting etc - Could link environmental learning centre to existing Field & Study Centre Provide Waste Management Centre for Squatters - Threats Vagrants may always be a contributor to levels of crime (hijacking) - - Few/ no benefits in providing housing (maybe surveillance) to vagrants
Band/ Strip: Residential Stations: Bicycle repair shops/ workshops, Food Stalls, Waste Managemnt
| 81
Margins: Small Scale Housing, environmental Learning Centre Lines: Surveillance (Lighting & Sight Lines)
3. Site 003: Hurlingham
03. SECURITY BAND
Strengths - Viewpoints - Parking available at P’n P Complex - Narrow pedestrian & cycle access below William Nicol - Gautrain Bus Route Intersects Site edge Weaknesses - Pick ‘n Pay Complex creates hard impermeable edge - Low-accessibility level for Pedestrians - Roadway creates boundary - No proposed cycle-routes nearby - Low-density residential area with scattered educational facilities nearby (St. Stitthians) Opportunities - Open-up Pick ‘n Pay Complex to Waterway - Viewpoints can be capitalised off from Pick ‘n Pay Complex - Passive surveillance and lighting - To increase safety Raised level of parking for Pick ’n Pay provides opportunity for passive - surveillance Pedestrian & Cycle access below William Nicol can be widened to provide - safe crossing - integrate with Gautrain Public Transport Infrastructure Threats Reports of bicycle high-jacking and mugging in the area - - Low-levels of surveillance may allow for vagrants to take-over
Band/ Strip: Security (Lighting & Surveillance) Stations: Food Stalls, Security Station, Bicycle Lock-up/ Parking Margins: Security/ Surveillance Tower, View Points, Transport Infrastructure Lines: NMT Line, Surveillance Line
82 |
4. Site 004: Bordouxe
04. WATER TREATMENT BAND
| 83
Strengths - Picturesque views of waterway - Close proximity to public sporting facilities (Old Parks Sports Club) - Pedestrian Access across waterway - Bound by Sports Club and Residential properties on either side Weaknesses - Vagrants living on the Site - Often smells like sewerage - No proposed cycle-routes nearby Opportunities - Create Water Treatment Facilities & Water Management - Open-up Sporting Grounds to Greenway - Link to Existing Activities at RAC (overflow) Threats - Danger posed by vagrants - Water Contamination
Band/ Strip: Water Treatment Stations: Recreational Facilities, Food Stalls, Recycle Station, Water Collection, Storm Water Management Margins: Recreational Facilities across Greenway (RAC) Lines: NMT Line, Educational Line, Sporting/ Athletic Line
5. Site 005: Blairgowrie
05. RETAIL BAND
Strengths - Sits within high-density retail area - Close proximity to Gym and restaurants facilities - Parking facilities available - Picturesque views of weirs and waterway - Gautrain Bus Route Intersects Site edge Weaknesses - Majority of commercial activity comprises of gated office complexes - Primarily low-density residential zoning - No proposed cycle-routes nearby Opportunities - Allow offices complexes to open-up onto greenway to provide passive surveillance for user of the greenway and additional outdoor space for the office parks - Activate residential edges through street furniture and possible entrepreneurial spaces on edges Provide safe pedestrian and cycle route across main road (above/ below) - - integrate with public transport Threats - Busy roads cut across the existing network without a pedestrian or cycle path
Band/ Strip: Retail Stations: Food Stalls, Day & Night Market, Bicycle Wash Restaurant & CafĂŠs, Boundary Wall Stalls & Seating, Bicycle Storage, Margins: Bicycle Sharing Schemes (BSS) 84 | Lines: NMT Line, Market Line
6. Site 006: Delta PArk
06. RECREATION BAND
Strengths - Pedestrian bridge over waterway - Adjacent to public (but gated) public green space (Delta Park) - Currently numerous recreational activities take place in the Park (i.e. ParkRun) - Parking & Bathroom Facilities at Delta Park Weaknesses - Far from retail facilities (S/W) - Primarily low-density residential zoning - Adjacent public space is gated with controlled access - No proposed cycle-routes nearby - No transport links (bus stops) nearby Opportunities - Extend Delta Park activities into the site - Link across greenway network to existing restaurant facilities - Bicycle storage and shower facilities - Introduce additional Transport Link
Band/ Strip: Stations:
| 85
Recreation Recreation Stations (Climbing walls, outdoor gym etc.)
Margins: Educational Facilities & Schools/ Scout Halls Lines: NMT Line; Education Line; Hiking Trails, Mountain biking Trails etc.
7. Site 007: Parkhurst/ Craighall Park
07. transport band
Strengths - Pedestrian Access into Delta park - Nearby Bus stop in Parkhurst - Green link extends into Craighall & Parkhurst - Parkhurst & Craighall exist as small scale business hubs - Delta park exists as environmental education area - Links to proposed transport corridors extending off Louis Botha - Higher density residential Weaknesses - Green network is currently bound/ gated by residential properties Opportunities - Extend NMT route into green link (into Parkhurst & Craighall) - Provide additional Transport infrastructure - Provide changing and shower facilities - Provide bicycle parking facilities - Create additional routes through current enclosed areas (additional access points) - Create additional pedestrian and bicycle crossings Threats Residents unwilling to remove boundaries -
Band/ Strip: Transport Stations: Bicycle Parking & Storage Facilities, Changing & Shower Facilities Margins: Transport Infrastructure, Link to existing infrastructure Lines: Create and expand NMT line into Parkhurst & Craighall and link to 86 Louis Botha (Freedom Corridor)
|
8. Site 008: Victory Park
08. Hybrid band
Strengths - Greenway forks towards recreational/ sports grounds (Pirates Sports Club) - Nearby Educational Facilities - Large Scale retail facility along boundary (Victory Park Shopping Centre) - Pedestrian crossing links Victory Park and Parkhurst - Small scale business in Parkhurst - Greenway unbound along road edge and in Victory Park - Pedestrian and bicycle access below roadway - Site currently see medium levels of foot traffic as short-cuts to work - Site used for religious purposes - Site exists as a viable park space on weekends - Nearby commercial activity and business park - Bus stop on edge of site - Proposed cycle-routes along edge of site Weaknesses - Waterway Meanders between residential properties and thus become partially inaccessible to public users - Greenway mostly bound along Parkhurst edge - Low-density residential along edges - Steep Slope toward waterway- Opportunities Promote use of NMT to businesses nearby - - Connect NMT route into Parkhurst - Connect to existing public transport network - Link to existing educational facilities - Three-way junction provides an opportunity to splint the NMT route 3-ways (towards Zoo Lake, Emmarentia Dam and Delta Park - Slope can accommodate outdoor cinema/ drive-in Threats - Destroy existing natural environment
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Band/ Strip: Education & Retail Stations: Outdoor Cinema, bicycle repair shop, food stalls, picnic facilities Margins: Bicycle parking and wash, Restaurants Lines: NMT line, Education Line, Recreation Line
9. Site 009: Emmarentia
09. ART BAND
Strengths - Picturesque views of Emmarentia Dam and smaller dam - Numerous outdoor activities available - Existing Botanical Gardens - Numerous land art installations and events - Existing (but underutilised) restaurant facilities - Viewpoints down embankment, towards waterway - Large, open, public space - Varied landscape (open and forest) Weaknesses - Vagrants living along river bank - Waterway is polluted and littered - Two dangerous crossings for bicycle and pedestrians Opportunities - Introduce safe bicycle and pedestrian crossing - Provide employment for vagrants in workshop - Link to facilities in Emmarentia Dam - Create viewing deck over waterway for recreational activities (yoga) - Forest provides new landscape Threats Vagrants increase crime levels and perception of crime -
Band/ Strip: Art Stations: Kinetic Art Installations, Bicycle Repair Station, Recycle Station Margins: Art market, workshops and arts & crafts centre Lines: NMT Line; Art Line; Education Line
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10. Site 010: Mellville
10. VIEW POINT BAND
Strengths - Numerous Vantage points to view the city â&#x20AC;&#x201C; steep gradient - Views of Johannesburg City Skyline - Links to UJ athletics stadium - Link into Mellville restaurants, bars and coffee shops (night life) - Nature reserve/ environmental centre Weaknesses - Steep gradient to build on for cyclists and pedestrians - Notorious crime levels on eastern bank - Limited access through pedestrian gates - Far from transport network - No proposed cycle routes near site Opportunities - Link to Retail facilities in Mellville - Create environment learning of natural, untouched nature Threats - Vagrant - Destroy natural environment
Band/ Strip: View Points Stations: Observation decks, View towers, Food Stalls, Bicycle Repair Station
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Margins: Environmental Learning Centre Lines: NMT Line, Education Line
11. Site 011: Aukland Park
11. EDUCATION BAND
Strengths - Close proximity to the majority of education facilities - Intersection between Parkview Golf Club, Melville Koppies and Public park space - Picturesque view from site, towards Johannesburg CBD - Small-scale commercial zoning on the edges of the site - Proposed cycle-route intersects the site Weaknesses - Access into the site is highly restricted - Steed gradient for pedestrians and cyclists - Primarily low-density residential zoning - No bus stops nearby Opportunities - Provide a bus stop along site edge
Band/ Strip: Education Stations: Bicycle Storage, view point, Bicycle Storage, outdoor cinema, outdoor classroom Margins: Increase residential density of edges Lines: NMT Line, Education Line,
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References Cited | Books: Byron, G. 2009. Childe Haroldâ&#x20AC;&#x2122;s Pilgrimage. The Floating Press Koolhaas, R & Mau, B. 1995. Small, Medium, Large, Extra-Large. Office for Metropolitan Architecture. The Monacelli Press: New York Lynch, K. 1960. Image of a City. The Technology Press & Harvard University Press: Cambridge Tschumi, B. 1996. Architecture and Disjunction. [Sl]: MIT Press. | Websites: Brownfield Land. 2014. [O]. Available: http://en.wikipedia.org/wiki/Brownfield_land Accessed 16 September 2014 Cox, A. 2013. Joburg, a construction site development. [O]. Available: http://www.iol.co.za/news/south-africa/gauteng/joburg-a-construction-site Accessed on 10 October 2013 Pevzner, N & Sen, S. 2010. Preparing Ground: An interview with Anuradha Mathur + Dilip da Cunha, in Design Observer [O]. Available: http://places. designobserver.com/feature/preparing-ground-an-interview-with-anuradha mathur-and-dilip-da-cunha/13858/ Accessed on 23 May 2014
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River Rangers: Conserving our Heritage. 2009. [O]. Available: http://www.riverrangers.org.za/?page_id=9 Accessed on 14 August 2014
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001 Book One:
Metropolitan Scale SCALES Metropolitan Neighbourhood Architectural REPRESENTATION TECHNIQUES Mapping Plan/ Section Montage
DESIGN STRATEGIES Bands Margins Stations Lines PROGRAMME Agriculture Art Education Non-motorised Transport Recreation Retail Security View Points Waste Management Water Treatment
001
neighbourhood scale Book Two 002 definition
I
n the context of this research, the neighbourhood scale refers to the suburbs located directly around selected nodes along the greenway, having an approximate diameter of one kilometer.
002
neighbourhood scale
002
Book Two
T
his book examines one key precedent applicable to the research at the neighbourhood scale, supported by a number of design strategies to apply to the design. Following the precedent study is a context analysis of four sites along the green-way, each located within a different programmatic band. The book then outlines the brief and programming for the four sites, followed by a conceptual design proposal for each site.
quote
“”
“The whole is one landscape, and yet each part can be distinguished from its neighbour”. – Kevin Lynch (Lynch 1960: 94).
table of content
002 Book Two:
Neighbourhood Scale
ts
contents one Table of Contents Chapter One:
Precedent Study
1.1 High Line – New York 1.3 Design Strategies
two
Chapter Two:
Design Context
2.1 The Four Natures 2.2 The Four Sites 2.3 Site 001 - Agricultural Band 2.4 Site 002 - Transport Band 2.5 Site 003 - Hybrid Band 2.6 Site 004 - Art Band
three Chapter Three:
Brief & programme
Chapter Four:
6 10 15 18 20 22 28 34 40 49 52 55 57
3.1 Brief 3.2 Programme User Groups 3.3
four
3
Design Development
61
4.1 Design Process & Outcomes Key Design Moves 4.2 4.3 Site 001 – The Sub-urban Farmland 4.4 Site 007 – The Transport Corridor 4.5 Site 008 – The Cycle-in Cinema 4.6 Site 009 – The Kinetic Forest 4.7 Discussion
65 65 67 69 71 73 74
References Cited
75
Chapter One
precedent study
1
1
Chapter One
precedent study
1
T
his chapter presents an analysis of an international case study at the neighbourhood scale. The particular case study was chosen to define design strategies for approaching large scale landscape urbanism projects at the neighbourhood scale. The study will begin with a short history of the High Line and will follow with a set of design strategies to be applied to the neighbourhood scale of this design project.
4|
“”
“Whether as theme park, wilderness area, or scenic drive, landscape has become a huge, exotic attraction unto itself, a place of entertainment, fantasy, escape, and refuse.” - James Corner (McEntee 2012: 59)
|5
The High Line project examines the notion of an abandoned infrastructure, which was successfully transformed into a celebrated model of reuse as a park. It exemplifies the polarity between the cultural ideal of the static and orderly garden, and the messy processes of wild nature.
1.1 High line High Line New York City, USA 2003 - Present The High Line, designed by landscape architects Field Operations and architectural practice Diller Scofidio + Renfro, examines the combination of the orderly garden and the messy process of nature. The strategies employed in the design of the High Line hold relevance in the proposal of the design of the Braamfontein Spruit as it addresses the notion of nature as both man-made and natural and how to make nature accessible without destroying it.
| History
The original High Line was designed to run through the centre of the city blocks (High Line 2000), which also permitted the warehouses and factories direct access to the trains, without adding additional traffic to the streets. As motor vehicles and trucks became more favourable forms of transport, the use of trains for transporting goods decreased, leading to the demolition of a large section of the original High Line. With the last train to ever use the tracks running in 1980, a demolition order was submitted in 1992 (High Line 2000). The group, ‘Friends of the High Line’ was founded in 1999 by Joshua David, previously a freelance magazine writer and freelance editor for numerous leisure magazines, and Robert Hammond, a self-taught artist, history graduate and entrepreneurial consultant (High Line 2000). The group had the primary aim of preserving the High Line to convert it into a public space for the area (High Line 2000). An ‘open ideas’ competition
Fig. 1.1.
(Far right) High line map
showing phase 1 of the development in green (HighLine 2000: 1)
Fig. 1.2.
(Right) Diagram of high line route (HighLine 2000: 1)
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|7
was opened in early 2003 to gather proposals for the reuse of the High Line, with the landscape architecture firm, Field Operations, and the architecture firm, Diller Scofidio + Renfro being selected to develop it.
use of his photographs contributes to the cultural learning of how the aesthetics of urban wild landscapes should be viewed (McEntree 2012: 65).
The central idea behind the reuse of the High Line was that of creating public space. This concept evolved into something that tried to separate itself from the concrete jungle and congested streets of Manhattan (High Line 2000).
“Agri-tecture” was a term developed by Field Operations as a metaphor for the High Line. With the intention to create the impression of emergent conditions, a special concrete planking system was used. By staggering the concrete with the planting beds a variety of human and non-human ecological conditions could be accommodated. The notion of hard versus soft, human versus delicate wild nature was represented through its use (McEntee 2012: 69).
| A Forgotten Landscape
From 1999-2000, art photographer Joel Sternfeld photographed the High Line, revealing it as a “pristine and authentic” space. Prior to this act of representing the unkept, wild nature of the space, the High Line was as good as forgotten, dismissed as site pending demolition. Following the production and marketing of his art photography, it became the inspiration for its transformation (McEntee 2012: 8). The continued
| Design Concept
“Whether as theme park, wilderness area, or scenic drive, landscape has become a huge, exotic attraction unto itself, a place of entertainment, fantasy, escape, and refuse.” - James Corner (McEntee 2012: 59).
Fig. 1.3.
A railroad
artefact, photo by Joel Sternfeld (High Line 2000)
8|
|9
1.2 Design Strategies A number of design principles and strategies were established during the analysis of the existing conditions of the High Line and through its conception. For the purpose of this research only the relevant principles which could be applied to the design of the site surrounding the Braamfontein Spruit will be addressed (McEntee 20012: 86): 01 Keep it simple; keep it wild; keep it quiet; keep it slow – Qualities identified by the community that inspired replicated aesthetics of the design; 02 Preserve wild opportunistic landscape by enhancing existing plant species – look to the wild landscape for inspiration, but translate with species that have more aesthetic qualities; 03 Preserve unusual & found conditions – preserve the variability, details and intricacy of the wild landscape;
04 Preservation of meandering and varied experience – Preserve the variability and ability to wonder through the landscape; 05 Year-round blooming landscapes – Wild nature needs to be enhanced to be appreciated; 06 Use of imagery/ photography to promote/ remember/ record High Line Development – Visual communication of values; 07 Rat boxes – Discreet human control of nature: selective species control; 08 Roped barriers added to separate people and their paths from the beds – People will damage the planting, reveals the need to separate people and nature; 09 Density of planting prohibits entry – Inability to inhabit the landscape; 10 Design partially hiding views into the distance – Production of a varied landscape, inspiring curiosity;
10 |
Fig. 1.4.
Fallen Billboard, photo by Joel Sternfeld
(Friends of the High Line 2000)
| 11
Fig. 1.5.
Chelsea Grasslands , photo by Iwan Baan
2009 (High line Symposium 2000)
11 Diagonal patterning of concrete plant system – Conveys a feeling of expanse, bordered with perimeter plantings; 12 Framing of views: the Picturesque High Line reveals the “Urban Pastoral” – Architecture as the reveal, viewer as the subject; 13 “Agri-tecture” design concepts implies a cultivated and delineated wilderness – People are the active participant in this concept; 14 Progression of varied planting spaces – Preference in variation of detail and experience, a principle of the Picturesque; 15 Inspiring new architectural projects along the edge of the High Line.
12 |
Chapter Two
design context
2
2
Chapter Two
design context
2
T
his chapter examines four of the eleven nodes identified in Book 001, along the Braamfontein Spruit. The analysis is intended to assist in the final brief and programming for each site and to aid in conceptualising design strategies.
16 |
“”
“The tree which moves some to tears of joy is in the eyes of others only a green thing that stands in the way. Some see nature all ridicule and deformity... and some scarce see nature at all. But to the eyes of the man of imagination, nature is imagination itself.” - William Blake (McEntee 2012: v)
| 17
2.1 The Four Natures “Nature is both idea and artefact; it has the capacity to critically engage the metaphysical and political programs that operate in a given society... landscape is an ongoing project, an enterprising venture that enriches the cultural world through creative effort and imagination.” - James Corner (McEntee 2012: 32) This observation refers to the dynamic agency of landscape, with ‘landscape’ referring to a space as a conglomeration of both nature and culture. According to McEntee (2012: 32) nature can be split into four categories: ‘first nature’ being unmediated nature and wilderness; ‘second nature’ being cultivated landscapes; ‘third nature’ being the garden; and ‘fourth nature’ referring to hybrid landscapes. The site for this project encompasses all four natures. ‘First nature’ can be seen in areas
along the Spruit that remain ‘wild’ and untouched, e.g., places within the Mellville Koppies Nature Reserve. The majority of the existing green network falls within the category of ‘second nature’, where man has altered nature for his own purpose; here nature is treated as a source of health and wellness, landscape as a huge, exotic attraction, a place of entertainment, fantasy, escape, and refuse. ‘Third nature’, referring to the human construct of “the garden”, representing ideas of the sublime and the pastoral can be seen in the constructs of nature in our own back yard and in the design of public parks. The Botanical Gardens in Emmarentia Dam are a good example of ‘third nature’. Finally, ‘fourth nature’, illustrated in the ignored, abandoned spaces of our cities, was until recently the typical ‘nature’ evident within most of the green spaces along the Braamfontein Spruit. Until recently, large sections of the green network remained neglected and unmaintained.
Fig. 2.1.
Community ‘clean-up’ initiatives
underway along the Braamfontein Spruit.
18 |
| 19
Over the past few years, numerous governmental and nongovernmental organizations have been upgrading and maintaining the green spaces that make up the Braamfontein Spruit network. New trails have be added, bridges built or repaired, litter and garden waste removed, overgrown vegetation cutback, etc., all through communitydriven participation and with help from Pikitup and Johannesburg City Parks. Social media sites, like Facebook and Twitter have been utilized to round-up eager cyclists, naturalists and local suburban residents for monthly “Spruit Cleanup” days with groups such as Swampdogs, Jozi Spruit Friends and Clean Spruit leading the initiatives.
2.2 The Four Sites Through the context analysis conducted at the metropolitan scale, in Book 001, eleven programmatic bands, or ‘host’ zones, were identified. This chapter analyses four of the eleven bands at the neighbourhood scale (see Fig. 2.2): the agricultural band, the transport band, the hybrid (education and retail) band, and the art band. Each study includes a photographic analysis of the site, key movement routes, boundary locations and a hydrology study.
Fig. 2.2.
Location of four sites chosen for
further analysis at the neighbourhood scale.
20 |
| 21
2.3 Site 001 _ Agricultural Band
| Site Location
The agricultural band, located at the northern-most edge of the greenway, borders both Bryanston and Rivonia, before passing below the N1 highway, into Paulshof.
04
Bryanston
| Photographic Analysis
A photographic analysis was conducted of each site to assist in the spatial understanding of each site. Four views were selected for this site, from angles that all look across it. The analysis reveals the vastness of the open site, comprising of a large open space, as well as the gentle slope toward the stream. Also visible in the images are the high boundary walls enclosing the residential properties near the edges of the site. A smaller tributary stream also cuts across the site, with a small pedestrian bridge to aid in its crossing.
01 03 Rivonia
02
Fig. 2.3.
Map on site 001, showing the
location of the camera and the angles at which the photos were taken.
22 |
01 Fig. 2.4.
Photographic Analysis 01 - View from position 01 on map, looking west, across the site.
02 Fig. 2.5.
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Photographic Analysis 02 - View from position 02 on map, looking north, across the stream.
03 Fig. 2.6.
Photographic Analysis 03 - View from position 03 on map, looking at the north bank of the stream.
Fig. 2.7.
Photographic Analysis 04
- View from position 04 on map, from 12th avenue bridge, towards the middle of the site.
Site 001
04
24 |
| 25
| Movement
12th avenue exists as major vehicular road, linking Bryanston and Rivonia. A single public transport node (bus stop) sits far from the edge of the site. A path has been created below the road to allow pedestrian and cycle movement to pass. One primary pedestrian path cuts across the site, linking the eastern and western edges of the site. Movement across the site remains limited due to the boundaries along its western edge.
| Boundaries
The western edge of the site is bound, with one main access point in the centre. Access to the site is limited to those residing in the area. These
boundaries appear when entire neighbourhoods become gated in fear of the vagrants living on the site.
| Vagrants
A number of vagrants (or park residents) live along the river bed, utilising the water source to bathe and wash their clothes. For many, it is their primary water source. Small fires can also be seen during the early hours of the winter mornings.
Vehicular Movement Existing Pedestrian/ Cycle Paths Vehicular Bridges Bus Stops Boundary Wall/ Fence Access Gate Pedestrian/ Cycle Bridge
Fig. 2.8.
(Above Left) Movement study.
| Hydrology
The primary direction of the water flow is north, towards the Jukskei River. The gentle slope towards the stream, and the open space of the site, aids in the catchment of storm water for the surrounding suburbs.
Fig. 2.9.
(Above Right) Locations of
boundaries and access points.
26 |
Vagrant/ Park Resident
Direction of Water Flow of
From the analysis a number of key factors must be considered in the design of the site:
Waterway Water Run-off Storm-water Drains
| Discussion
01 Utilize open space and tributary stream for productive landscape;
Fig. 2.10. (Above Left) Locations of vagrants living along the river banks.
Fig. 2.11. (Above Right) Hydrology of the site.
| 27
02 Maintain and/ or enhance the treatment of water across the site through rainwater collection and purification systems; 03 Utilize picturesque landscape through framing views and viewpoints; 04 Add additional access points into the site or, if possible, remove the
boundary along the western edge to increase accessibility; 05 Introduce additional public transport node along the edge of the site to allow integration with the public transport system; 06 Provide bicycle parking facilities to integrate proposed NMT line with public transport infrastructure; 07 Provide employment opportunities for vagrants living on the site, with possible housing allowance; 08 Maintain meandering paths along riverbanks; enhance viewpoints.
2.4 Site 007 _ Transport Band The transport band is located the near the centre of the greenway, dividing Craighall Park, Victory Park and Parkhurst.
| Photographic Analysis
The analysis of photographs taken of the site reveal the diverse nature of the site: on the western edge, where the tributary stream meets the primary waterway, the site remains open, maintained and highly accessible; alternately, the eastern edge has two access points across from one another. The site is also wellmaintained where it exists as a park, but where the tributary meanders down the narrow passage, between the boundary walls of the edging properties, the nature appears â&#x20AC;&#x2DC;wildâ&#x20AC;&#x2122; and abandoned.
02
03
04 Craighall Park
Parkhurst
05 01
Fig. 2.12. Map on site 007, showing the location of the camera and the angles at which the photos were taken.
28 |
Fig. 2.13. Photographic Analysis 01 - View from position 01 on map, looking north, across the site.
01 02
Fig. 2.14. Photographic Analysis 02 - View from position 02 on map, looking west, across the waterway. Pedestrian bridge to the right.
03
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Fig. 2.15. Photographic Analysis 03 - View from position 03 on map, looking east, across the waterway towards the extended â&#x20AC;&#x2DC;armâ&#x20AC;&#x2122; of the greenway.
04
30 |
05 Fig. 2.16. (Left) Photographic Analysis 04 View from position 04 on map, looking northwest. The waterway weaves between the boundary walls of the residential properties and remains accessible for a portion of the streams length.
Fig. 2.17. (Above) Photographic Analysis 05 - View from position 05 on map. Location of
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existing cafe along the edge of the waterway.
| Movement
| Boundaries
Vehicular movement occurs along two major roads touching the eastern edge of the site. Pedestrian movement is limited to crossing the eastern edge and an informal river crossing on the western side. A bus stop connects the site to the existing transport infrastructure.
Along the eastern â&#x20AC;&#x2DC;armâ&#x20AC;&#x2122; of the site, the site remains enclosed primarily by boundary walls belonging to residential properties on the sites peripheries. The western edge remains primarily unbound.
A stream, which dissects the site in three, flows northwards, with a smaller, tributary steam flowing down the arm of the network joining the main waterway.
Vehicular Movement Existing Pedestrian/ Cycle Paths Vehicular Bridges Bus Stops Major Commercial Strip Link to Existing Transport Corridor
| Hydrology Fig. 2.18. (Above Left) Movement
| Transport Corridors
One of the previously proposed links to Louis Botha (Corridor of Freedom) intersects the edge of the site. Commercial/ business/ retail strip along Jan Smuts and in Craighall and Parkhurst is located nearby.
study.
Fig. 2.19. (Above Right) Transport corridors/ networks.
32 |
Boundary Wall/ Fence Access Gate Pedestrian/ Cycle Bridge
Direction of Water Flow of Waterway Water Run-off Storm-water Drains
Fig. 2.20. (Above Left) Locations of
| Discussion
From the analysis a number of key factors must be considered in the design of the agricultural band:
04 introduce additional access (bridges) to link to NMT route and western edge of the site;
01 Introduce an accessible link between the western and eastern edges of the site;
05 Link to existing frameworks â&#x20AC;&#x201C; Corridors of Freedom;
boundaries and access points.
the site.
02 Link the proposed NMT route to the existing transport infrastructure and provide bicycle storage, repair and sharing facilities;
| 33
03 Create additional access across the arm through the wilderness area;
Fig. 2.21. (Above Right) Hydrology of
06 Highlight views; 07 Introduce landmarks as coding/ way-finding.
2.5 Site 008 _ Hybrid Band
| Site Location
hybrid band, combining The education and retail, is also located near the middle of the greenway, south of the transport band. It dissects three suburbs: Victory Park, Parkhurst and Emmarentia.
Victory Park
Due to the large scale of the site chosen as the hybrid band, seven views were selected to provide a spatial understanding of the site. The first image (Fig. 2.22) reveals the secretive, hidden parts of the river, where it meanders between the residential properties, allowing houses direct contact with the stream with some having balconies cantilevering over it. The remaining images reveal the sites vastness, along with the crisscrossing paths along it and glimpses of its picturesque nature.
07
04
| Photographic Analysis
05
06 03 02
Parkhurst
01
Emmarentia
Fig. 2.22. Map on site 008, showing the location of the camera and the angles at which the photos were taken. Fig. 2.23. Photographic Analysis 01 - View from position 01 on map, across pedestrian footbridge.
34 |
| 35
01
02 Fig. 2.24. Photographic Analysis 02 - View from position 02 on map, looking south, across the site.
03 Fig. 2.25. Photographic Analysis 03 - View from position 03 on map, looking south, across the site, towards Victory Park Shopping Centre.
Site 007
Site 006
Site 005 Site 004
07
04
06
36 |
05 Fig. 2.26. Photographic Analysis 05 - View of underpass,
Fig. 2.28. Photographic Analysis 06 - View of picturesque
below Rustenburg Road.
landscape in summer.
07
Fig. 2.29. (Below) Photographic Analysis 04 - View from
Fig. 2.27. Photographic Analysis 07 - Meandering paths
the roof top of Victory Park shopping centre looking
from pedestrian bridge towards Victory Park Shopping
eastward, across the site.
centre and the bus stop.
03
05
| 37
06
| Movement
Rustenburg road dissects the site in two, but recently access has been provided below the road for pedestrian and bicycle movement. Two proposed cycle routes and the Gautrain bus route border the site. As revealed in fig x, pedestrian movement is provided for across the tributary stream which meanders through the neighbourhood of Parkhurst.
| Zoning
Two large-scale commercial/ business properties sit along the edges of the
site, with an educational institution (high school) nearby. Numerous retail facilities, including restaurants and cafĂŠs are also located nearby, along the commercial link.
| Boundaries
The site remains unbound along the edges of the main road. Where the sites edges Parkhurst (on the east) it becomes increasingly bound, with limited access points at the road edges. Private ownership of part of the greens pace accounts for its enclosure (bottom-middle).
Vehicular Movement Existing Pedestrian/ Cycle Paths Vehicular Bridges Bus Stops Educational Facilities Commercial/ Business Facilities Commercial Link
Fig. 2.30. (Above Left) Movement study.
Fig. 2.31. (Above Right) Commercial and educational facilities.
38 |
Boundary Wall/ Fence Access Gate Pedestrian/ Cycle Bridge Power Lines Direction of Water Flow of Waterway Water Run-off Storm-water Drains
Fig. 2.32. (Above Left) Locations of
| Hydrology
The primary flow of the water is northwards, with a tributary stream cutting between residential properties in Parkhurst, before meeting the primary waterway.
| Discussion
From the analysis a number of key factors must be considered when designing of the site:
boundaries, access points and the power lines.
Fig. 2.33. (Above Right) Hydrology of the site.
| 39
01 Retain the provision for pedestrian and cycle movement below the main road (Rustenburg road) but maybe address safety of multi-purpose use; 02 Frame existing picturesque views
and/ or introduce viewpoints along the route; 03 Introduce a NMT line between Emmarentia Dam and Parkhurst, as well as Parkhurst and Zoo Lake; 04 Introduce a primary programme for the site; 05 Link to commercial and retail activity nearby; 06 Connect to proposed Cycle routes, Gautrain Bus routes and Metro Bus routes; 07 Provide bicycle parking facility; 08 Extend retail link into the site by proposing a day/night market.
2.6 Site 009 _ Art Band
| Site Location
The art band is located near the south end of the greenway, located in the suburb of Emmarentia, on the boundary of Emmarentia Dam.
02 01
| Photographic Analysis
The complexity of this site meant choosing a number of views to reveal its changing character. Vast open green spaces exist along its northern edge, with a small pond and thicklyclustered trees bordering the south extending arm, almost forest-like.
03
04 07
Emmarentia
06
05
Fig. 2.34. Map on site 009, showing the location of the camera and the angles at which the photos were taken.
40 |
01
Fig. 2.37. Photographic Analysis 01 - View looking South from point 01 on the map, across the waterway.
02
Fig. 2.36. Photographic Analysis 02 View from point 02 on the map.
03
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Fig. 2.35. Photographic Analysis 03 View from point 03 on the map, looking northwards.
04
42 |
Fig. 2.41. Photographic Analysis 04 View from point 04 on the map.
05 Fig. 2.38. Photographic Analysis 05 - View from position 05 on map, looking north.
06 Fig. 2.39. Photographic Analysis 06- View from position 06 on map, looking north.
07 | 43
Fig. 2.40. Photographic Analysis 07 - View from position 07 on map, looking west.
Two horizontal, vehicular routes dissect the site creating two dangerous road crossings for pedestrians and cyclists. A bus stop is located nearby, with a proposed cycle route running along the edge of the site.
the exhibition by Angus Taylor, an international sculpture and land artist (6 April 2014), they hope to host many more throughout Johannesburg. Following the exhibition, Angus Taylor also donated his larger-thanlife thatch head sculpture to the Emmarentia Botanical Gardens.
| Movement
| Educational Facilities
| Boundaries
Vehicular Movement Existing Pedestrian/ Cycle Paths Proposed Cycle Route Vehicular Bridges Bus Stops Educational Facilities Land Art Sculpture
Fig. 2.42. (Above Left) Movement study.
Two educational facilities are located nearby, as well as Emmarentia Dam to the south. Also, the Botanical Gardens hosted a site-specific land art exhibition earlier this year and, according to an address given at
Emmarentia Dam in enclosed along all of its borders, but is accessible through a number of access points along its edges. Oppositely, the northern segment of the site remains entirely unbound.
Fig. 2.43. (Above Right) Locations of boundaries and access points.
44 |
Boundary Wall/ Fence Access Gate Pedestrian/ Cycle Bridge Direction of Water Flow of Waterway Water Run-off Storm-water Drains
Fig. 2.44. (Above Left) Locations of
| Hydrology
Emmarentia Dam sits to the south of the site, with a smaller pond to the north. A tributary stream, originating near Albertskroon to the west, meets the water flow from Emmarentia Dam.
| Discussion
From the analysis a number of key factors must be considered when designing the art band:
vagrants living along the river banks.
the site.
01 Connect to existing transport infrastructure (bus stop) and proposed cycle routes;
| 45
02 Link to surrounding educational facilities as teaching line;
Fig. 2.45. (Above Right) Hydrology of
03 Connect to access points into Emmarentia Dam; 04 Utilize existing bodies of water and water movement. Look at framing views of providing viewpoints/ decks; 05 Provide main NMT line along road edges; 06 Provide additional bridge for accessibility; 07 Provide a safe crossing where high-traffic zones exist; 08 Programme must be identifiable through the use of art centre and art installations.
46 |
Chapter Three
brief & programme
3
3
Chapter Three
brief & programme
3
T
his chapter describes the process of establishing a brief for the design proposal, using the previouslyidentified programmatic bands along it. Key programmes, clients and users for each site are also identified and discussed.
50 |
“”
“If an environment is visibly organised and sharply identified, then the citizen can inform it with his own meanings and connections. Then it will become a true place, remarkable and unmistakeable.” – Kevin Lynch (Lynch 1960: 92)
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3.1 Brief The brief has been revised through the precedent study and the context/site analysis for each site. The brief outlines key aspects of each site at the neighbourhood scale of the project with Book 003 outlining the brief for the project at the architectural scale. The neighbourhood brief looks at four of the eleven sites, which are located at various positions along the network. Strategies developed through both the precedent study and the context analysis at the metropolitan scale, along with those developed at the neighbourhood scale, will be applied.
METRO SCALE
THEORY ARCHITECTURAL SCALE
ANALYSIS NEIGHBOURHOOD SCALE
| Metropolitan Brief
As mentioned in Book 001, the use of margins, lines and stations are to be applied to each identified band. A primary access route (the Boulevard) will run through each site with smaller meandering paths, as Promenades, across it. Lastly, architectural interventions are to be introduced at
INITIAL BRIEF [METROPOLITAN SCALE]
ANALYSIS
ANALYSIS
THEORY
REVISED B [NEIGHBO THEORY
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FINAL BRIEF [ARCHITECTURAL SCALE]
BRIEF OURHOOD SCALE]
Fig. 3.1.
Diagrammatic
representation of the process in
the edges and access points of the sites to define them.
03 Preserve conditions;
Through the context analysis at the metropolitan scale the following strategies were identified: the need for a coding or way-finding system; the creation of stopping points or viewpoints; the removal of certain boundaries; additional pedestrian and cycle crossings; additional infrastructure; linking to existing frameworks.
04 Preservation of meandering and varied experience;
08 Vary directions of pathways (diagonal versus straight);
| Precedent Study:
A number of key design strategies were developed through the analysis of the High Line as a precedent for revitalising the Braamfontein Spruit into a sub-urban greenway:
unusual
&
found
05 Year-round blooming landscapes; 06 Separate people and nature where necessary; 07 Produce a varied landscape through varied views and sight-lines;
09 Frame views; 10 Introduce â&#x20AC;&#x153;agri-tectureâ&#x20AC;? design concept;
01 Retain the simple, wild, quiet and slow qualities currently existing on the site;
11 Vary details and experience through a progression of varied planting spaces;
02 Preserve wild opportunistic landscape by enhancing existing plant species;
12 New architectural projects along the edges of the greenway.
redeveloping the brief.
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| Design Context
From the analysis of all four sites, a number of design strategies pose as relevant for all four sites, and possibly the entire greenway, while others are to be applied to each site individually: 01 Introduce a paved NMT line along the entire network, utilizing road edges where available â&#x20AC;&#x201C; so as not to destroy the natural environment; 02 Frame picturesque views or provide viewing decks and stopping points along the way;
06 Utilize and/ or enhance the various properties of the waterway where possible â&#x20AC;&#x201C; for drainage, water collection, sensory value etc.; 07 Provide landmarks at the edge of each site as way finding devices; 08 Allocate materials to each host zone as a form of identity for each programme.
03 Provide a variation of routes to allow users to meander through each site; 04 Link the NMT line with existing, and new, public transport infrastructure; 05 Provide bicycle storage, parking, repair and sharing facilities to aid in the viability of the use of bicycles;
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3.2 Programme Following from the metropolitan scale, the programme has been split into eleven ‘host’ zones along the length of the greenway. This chapter will outline the programmes for four of the ‘host’ zones along the greenway: the agricultural zone, the transport zone, the hybrid zone, and the art zone.
| Naming the Sites
In order to grasp the key aspects of each site it was important to name the chosen sites, relating each to their ‘host’ zones, as well as their proposed programmes. The following names were allocated to the four bands: Sub-Urban Farmland (agriculture); Transport Corridor (transport); Cyclein Cinema (hybrid); and the Kinetic Forest (art). Developed through the first brief and through additional analysis of each site, a number of programmes were allocated to each zone:
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| the Sub-Urban Farmland
The first site consists of the following programmes:
• • • • • • • • • • • • • • •
Farmers Market Environmental Learning Centre Outdoor Classrooms Rainwater Collection Garden Centre Food Production Day & Night Markets Mobile/ Pop-up Markets/ Food Stalls Restaurants Outdoor Kitchen Reflection Spaces Bicycle Storage/ Parking Bicycle Sharing Lighting Pedestrian & Cycle Paths
| the Transport Corridor
The cycle-in cinema, named after the primary programme of the site comprises the following:
The transport corridor, involves anything and everything related to transport, but specifically transport using a bicycle, and is made up of the following programmes:
•
• • • • • • • • • • •
• • • • • • • • • • •
Transport/ Cycle-safety Centre Bicycle repair shop/ workshop Bicycle Shop Bicycle Storage Facilities Bicycle Wash Bicycle Sharing Public Transport Interchange Café/ Food Stalls Change rooms/ Showers Lighting Pedestrian & Cycle Paths
| the Cycle-in Cinema
Outdoor, cycle-in cinema/ performance space Outdoor Classrooms Skate park (below bridge) Bicycle storage/ parking Bicycle Sharing Facilities Playground Day & Night Market Café Restaurant Lighting Observation Deck Pedestrian & Cycle Paths
| the Kinetic Forest
Finally, the Kinetic Forest consists of the following:
• • • • • • • • • • •
Public art installations (Kinetic Art) Arts & Crafts Centre Gallery Exhibition Space Yoga Deck Camping Area Arts & crafts centre Playground Lighting Pedestrian & Cycle Paths Pop-up Market Space
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3.3 User Groups The following lists outline the intended users for the site. the Sub-Urban Farmland:
the Cycle-in Cinema:
• • • • • • • • •
• • • • • • • • • • • •
the farmer the gardener the consumer the park resident the tourist the restaurant/café/stall owner the cook the pedestrian the cyclist
the Transport Corridor:
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• • • • • • • • • • • •
the public transport user the bus driver the workshop owner the bicycle washer the bicycle repair man the commuter cyclist the recreational cyclist the pedestrian commuter the park dweller the dog walker the beginner cyclist the bicycle shop owner
the performer the stall owner the consumer the learner the teacher the film fanatic the cyclist the park resident the religious the skateboarder the BMX rider the observer
the Kinetic Forest:
• • • • • • • •
the artist the art enthusiast the art learner the art teacher the performer the viewer the yoga enthusiast the camper
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Chapter Four
design development
4
4
Chapter Four
design development
4
T
his chapter presents a proposed design for each of the four chosen sites along the open space network. Each design is applied to the site at the neighbourhood scale with the designs being based on the brief, programmes and context analysis for each site.
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“”
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“It is the viewer, not the designer, who re-interprets space to create their own picture of a place.” - Peter Latz (McEntee 2012: 25)
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4.1 Design Process & Outcomes The design proposal for the neighbourhood scale attempts to provide a conceptual, urban framework for all four sites, following the proposed brief and programme for each. The initial strategies are applied to each site, ensuring that the primary programme for each site is easily identifiable. Also, the materials to be used to construct stations on each site will be identified and further expanded upon at the architectural scale in book 003.
4.2 Key Design Moves The key moves for the design of each site can be combined into the six major design steps listed below:
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01 Introduce an NMT line through each site: • Along road edges, where possible; • Across open space, if needed; • Over new and existing pedestrian and cycle bridges; • Under roadways.
02 Provide addition meandering routes through each site: • For recreational/ exploration purposes; • As short-cuts. 03 Highlight views at: • Observation decks; • Viewpoints; • Frames; • Sight-lines. 05 Make the programme of each band identifiable through: • Landmark points on each site; • Use of materials; • Signage; • Building typologies and programme; • Landscaping. 06 Link to existing public transport infrastructure by: • Providing bicycle storage/ parking/ sharing facilities to aid use of public transport; • Providing additional bus stops to link to existing transport systems.
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4.3 the sub-urban farmland The Sub-Urban Farmland occurs as a vast, open site, bordered by a tributary stream joining the Spruit. The proposal to convert the site into a suburban farmland stemmed from both the availability of space on the site and the opportunity to provide nearby park residents with job opportunities through the creation of a productive landscape. Considering both the brief and the proposed programmes for this site, the following steps were taken in designing the conceptual framework for the site (see Fig. 4.1): Introduction of suburban food production; 01 02 The creation of a Central Gathering Space/Outdoor Seating; 03 Outdoor kitchen; 04 Assisting programmes (Administration, Storage, Bathrooms, etc.); 05 Observation deck/outdoor classroom; Primary NMT Line; 06 Primary connection across site; 08 09 Environmental Learning & Garden Centre; 10 Food stalls assisting facilities/farmers market; 11 New bus stop to link to public transport infrastructure; 12 Bicycle parking facility and bicycle wash; Installation of Landmark as way-finding device. 13
Fig. 4.1.
Proposed conceptual
framework for the Sub-urban Farmland site.
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68 |
4.4 the transport Corridor The primary intention of the transport corridor is to connect cycling as form of transport with other public transport infrastructure. Situated within the transport band, the transport corridor extends the proposed NMT line into the suburbs bordering the greenway, while also performing as a transport interchange. The following steps were taken in the design framework for the transport corridor:
Fig. 4.2.
Proposed conceptual
framework for the Transport Corridor site.
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01 Connect new NMT route to main NMT route along the network; 02 Introduce new pedestrian and cycle bridge and create new access point into the greenway (remove existing boundary); 03 Introduce new pedestrian and cycle bridge to cross the Spruit for secondary route to meet the main NMT route; Introduce link across green space, linking Parkhurst and Craighall (4th 04 Avenue and Hamilton); Introduce a bicycle parking/ storage and wash facility to allow 05 integration with public transport. Also, include wash and change rooms ; 06 NMT route extends down Hamilton Avenue to meet up with Jan Smuts Avenue (major commercial strip); Pop-up/ temporary stalls and bicycle repair shops; 07 08 Secondary link across green space (already accessible), linking Parkhurst and Craighall Park; 09 Allow for reprogramming of residential edge to assist transport node (cafĂŠâ&#x20AC;&#x2122;s or restaurants); 10 NMT link along eastward, towards Jan Smuts avenue, and further to Louis Botha Avenue; Landmark Position - as way-finding/ orientation device; 11
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4.5 the Cycle-in Cinema The hybrid band is named after the most prominent feature on the site - the cycle-in cinema, whose primary role is to educate people on the benefits of cycle and sustainability. The key concept behind the cycle-in cinema is to encourage people to use bicycles instead of cars wherever and whenever possible. Similar to a drive-in cinema, the Cycle-in Cinema provides cyclists with the opportunity to engage with their mode of transport, using human power to power the projector for the cinema. Also, by providing as outdoor cinema and a night market, the site is activated over an extended period of time (day and night) increasing the safety of the site and the NMT line. The following steps were taken in designing the conceptual framework for the site of the Cycle-in Cinema:
Fig. 4.3.
Proposed conceptual
framework for the Cycle-in Cinema site.
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Main NMT line to run along the edge of the road surface, towards 01 Emmarentia Dam; Main NMT line to run along the edge of the road surface, towards 02 Delta Park; 03 NMT line to enter into Parkhurst, along 11th Avenue; 04 NMT line to cut through bound property, along the split in the greenway, toward Zoo Lake; Introduce bicycle parking and storage facilities into the parking lot to 05 allow connections to existing transport networks; 06 Address underpass to allow safer movement of pedestrian and bicycle traffic; Skate park/ Ramp; 07 Construct an additional pedestrian and cycle bridge; Provide observation decks off bridge infrastructure; 08 09 New activity node formed at intersection of NMT routes; 10 Landmark Position; 11 Slope accommodates open-air cinema or a Cycle-in Cinema.
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4.6 the Kinetic Forest The Kinetic Forest, situated within the art band, refers to the primary art form of the space. Kinetic art is art from any medium that contains movement perceivable by the viewer, or depends on motion for its effect (Kinetic Art 2014). Cycling involves movement; linking art and education through the concept of movement seemed an appropriate design response. A number of kinetic art pieces, operated either by natural forces (wind, solar power or water) or by the viewer (cyclist or pedestrian), are positioned along the pathways of the site. There is also an arts and crafts centre where kinetic art can be taught and constructed on the site (see Fig. 4.4). The programme consists of the following elements: 01 Arts & Craft Centre & Gallery Spaces; Public Art Installations along art line; 02 Wind Chime Bridge; 03 Primary NMT Route - to be paved & along road edge; 04 05 New pedestrian/ Bicycle Bridge to connect Art Centre; Yoga Deck; 06 08 Playground; 09 Bicycle Storage/ BSS facility to link to Public Transport; 10 Link NMT line to proposed/ existing cycle routes; 11 Allow space for pop-up/ mobile market spaces & Food Stalls; 12 Landmark.
Fig. 4.4.
Proposed conceptual
framework for the Kinetic Forest site.
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4.7 DISCUSSION The conceptual frameworks outlined above are a basic outline of the possibilities of each of the four sites. Due to time constraints four of the eleven site frameworks were chosen for development in the design proposal. The architectural scale (Book 003) will analyse and fully develop one of the previously mentioned sites at a more detailed level, and will further analyse a station (a stall) from each node.
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References Cited | Books: Koolhaas, R & Mau, B. 1995. Small, Medium, Large, Extra-Large. Office for Metropolitan Architecture. The Monacelli Press: New York Lynch, K. 1960. Image of a City. The Technology Press & Harvard University Press: Cambridge
| Websites: Designing the Highline Fanaticism. 2009. [O]. Available: http://orangedaises.wordpress.com/2009/10/30/designing-the-highline fanaticism/ Accessed on 5 July 2014 High Line. 2000. [O]. Available: http://www.thehighline.org/design/high-line-design Accessed on 29 August 2014 Highline Symposium. 2012. [O]. Available: http://meredithgunderson.com/high-line-symposium/ Accessed on 5 July 2014 Kinetic Art. 2014. [O]. Available: http://en.wikipedia.org/wiki/Kinetic_art Accessed on 2 September 2014
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McEntee, P. 2012. Deconstructing the High Line: The Representation and Reception of Nature in Post-Industrial Urban Park Design. A thesis submitted to the University of Coloroda Denver. [O]. Available: Accessed on 27 August 2014 | Transcript: Taylor, A, sculpture & land artist, University of Pretoria. 2014. JOZI Land Art: Integrating Culture & Nature, presentation. [Transcript]. 6 April 2014. Johannesburg
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002 Book Two:
Neighbourhood Scale SCALES Theoretical Metropolitan Neighbourhood Architectural REPRESENTATION TECHNIQUES Mapping Film Plan/ Section Montage DESIGN STRATEGIES Bands Margins Stations Lines PROGRAMME Agriculture Art Education Non-motorised Transport Recreation Retail Security View Points Waste Management Water Treatment
002
architctural scale Book Three 003 definition
I
n the context of this research, the architectural scale refers to aspects of this project that are to be represented in detail. It refers to the improved development of one of the four sites chosen at the neighbourhood scale, but at a more detail architectural scale.
003
003
architectural scale Book Three
T
his book examines the design strategies previously defined in the preceding books to outline key design in the project. A brief, shown as a set of guidelines to be followed when approaching any site development, is presented with a list of programs. Each brief contains a set of material standards to be followed for each site, with a more detailed analysis specific to the chosen site. The proposals focus on a smaller area of the site â&#x20AC;&#x201C; the Boulevard.
quote
“”
“It’s the little details that are vital. Little things make big things happen.” – John R. Wooden (Coyier [sa]: [sp])
table of content
003
Book Three:
Architectural Scale
ts
contents one Table of Contents Chapter One:
Precedent Study
1.1 Precedents revisited 1.2 Floriade by MVRDV
two
Chapter Two:
Design Context
2.1 Site 2.2 Assumptions, Limitations & Qualifications 2.3 Threats & Opportunities 2.4 Site Analysis 2.6 Design Strategies
three Chapter Three:
Brief & programme
3.1 Brief 3.1.1 The Architectsâ&#x20AC;&#x2122; Guidelines 3.1.2 The Sub-Urban Farmland Brief Programme 3.2 3.3 User Groups 3.4 Material Study 3.5 Sustainability Study
four
Chapter Four:
Design Development
4.1 Design Process & Outcomes Key Design Moves 4.2 4.4 Movement 4.3 Discussion
appendix Appendix c
References Cited
3 7 9 13 17 17 17 19 21 27 30 31 34 36 38 41 45 49 53 53 59 59 65 69
Chapter One
precedent study
1
1
Chapter One
precedent study
1
T
his chapter revisits the design strategies previously defined (Parc de le Villette and Dynamic Coalition in Book 001, and the High Line in book 002). The chapter outlines the key design moves for any of the eleven sites along the Braamfontein Spruit. One new case study is examined to determine design strategies to be applied to the Suburban Farmland..
4|
“”
|5
“To say a grid is limiting is to say that language is limiting, or typography is limiting.” – Ellen Lupton (Coyer [sa]: [sp])
6|
1.1 PRECEDENTS REVISITED
| Parc de le Villette
The four major design strategies employed in the design of Parc de le Villette are: 01 dividing the site into a series of strips, all accommodating a programmatic function; 02 defining a point grid system where elements are placed with a particular frequency, excluded from the strips; 03 defining two major access routes, the Boulevard and the Promenade; 04 introducing architectural elements to define edges and access points. These four strategies are to be applied to all the sites along the greenway, with the strips defining the major programme of an entire site (i.e. the agricultural band); the point grid defining the locations of the stations; the boulevard taking the form of the main NMT route with the promenades as the secondary, meandering routes. Fig. 1.1.
Aerial view of MVRDV’s
plan for the Horticulture expo in the Netherlands in 2022 (Holmes 2012: [sp]).
|7
| Dynamic Coalition
The key strategies defined in the Dynamic Coalition Project – relevant to the architectural scale - are: 01 defining the intended users of the site; and 02 identifying a series of corridors, margins, lines and stations. Following from the definitions of the terms outline in the glossary at the start of the research, the stations are the architectural interventions situated along the greenway, large or small and the margins are also, architectural interventions, but occur on the edges of the greenway. These are the primary concerns analysed at the architectural scale.
| High Line
The key strategies of the High Line were: 01 preserving the ‘wild’, opportunistic and unusual found qualities of the landscape, as well as the meandering and varied experience; 02 creating a year-round blooming landscape; 03 separating people from landscape through the use of paths to preserve vegetation; and 04 framing views.
8|
The competition entry for the Netherlands Horticulture Expo explores the notion of applying a grid to a large-scale site allowing a variety of plant species to exist in an organised arrangement. The competition project was analysed to provided strategies to apply to the Sub-Urban Farmland site.
1.2 Almere Floriade MVRDV Netherlands, Almere Competition Entry for Netherlands Horticulture Expo in 2022
Fig. 1.2.
Perspective view of
MVRDVâ&#x20AC;&#x2122;s plan for Horticulture expo in the Netherlands in 2022 (Holmes 2012: [sp]).
|9
| Design Concept
The primary concept for the design of Almere Floride, by MVRDV is a grid of gardens on a 45 hectare square shaped peninsula (source). Each block is dedicated to a different plant species as well as a program, ranging from pavilions to homes, offices and a university. Blocks are organised as vertical eco-systems providing a variety of climates to grow various plant species. The Expo was designed not only as a place
that produces food and energy, but a place that reveals, an teaches the value of plants in enriching every aspect of daily life.
| Discussion
The following design strategies utilized in the Almere Floriade design competition are to be considered in the design of the suburban farmland site: 01 The grid of gardens system (but at a smaller scale) 02 Distribution of programmes and plant species 03 The production of food and energy 04 The aspect of education around the importance of plants
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Chapter Two
design context
2
2
Chapter Two
design context
2
T
his chapter examines one of the four sites identified in Book 002 â&#x20AC;&#x201C; the Sub-Urban Farmland. The analysis is intended to assist in the final brief and programming for the site and to aid in conceptualising design strategies. It also analyses the context as a whole: the open space network along the Braamfontein Spruit and how to apply design strategies that respect its existing state.
14 |
“”
“Water challenges us to consider ambiguity as a condition to embrace rather than erase. Water constructs a keen awareness of time through its absence and its presence; it draws us into a sectional world, an appreciation of depth.”- Anuradha Mathur (Pevzner 2010: [sp])
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2.1 SITE
2.3 THREATS & OPPORTUNITIES
The architectural scale of the project examines the Sub-Urban Farmland site identified in chapter 2.3 in Book 002. The site is located at the northernmost edge of the greenway and will be developed as a catalyst for the development of the entire greenway. This site borders both Bryanston and Rivonia, two suburban areas.
The site proposed for further development in this research currently exists as a public, open park space for the neighbourhood surrounding it, but evident from numerous site visits, it remains underutilized. The pathway along the western bank of the stream however is regularly enjoyed by runners, walkers and cyclists.
2.2 ASSUMPTIONS, LIMITATIONS AND QUALIFICATIONS
Fig. 2.1.
Location of the green, open-
spaces surrounding the Braamfontein Spruit, highlighting the location of the Sub-Urban Farmland Site.
| 17
Adhering to the main purpose of this research - establishing the Braamfontein Spruit as a suburban greenway – the architectural scale of this project aligns itself with the development of the main NMT line (or Boulevard) which traverses the Sub-Urban Farmland site. The boulevard is the north-south NMT link which dissects the agricultural zone on the west bank from the ‘untouched’ nature zone on the east bank. The boulevard thus behaves as a divide between ‘second nature’ (the productive landscape) and ‘first nature’ (nature before man).
| Opportunities
From the analysis of the site conducted at both, the metropolitan and the neighbourhood scales, a number of strengths and opportunities of converting the site into a suburban farmland: • Agriculture would provide vagrants with job opportunities; • Small Stalls or a Farmers Markets could be developed; • Fresh food goods could be sourced locally; • Water Treatment Facility could be provided ; • Housing density along the greenway may increase; • A learning centre focussed on agriculture, nutrition and cooking could be developed.
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2.4 SITE ANALYSIS
its elevation
A basic climatic analysis was conducted, revealing the sunangles at various times of the dat, throughout the year. The analysis was fundamental in providing a responsive design for the site (see fig Fig. 2.2).
and viewpoints and framed views. The sloped topography of the site allows for views towards the stream and across it. The site is also visible, as it is slightly raised and sloped, from across the stream and from a far-away vehicular bridge (see Fig. 2.3). The site is visible from roadways running along the boundaries of the site. Numerous â&#x20AC;&#x2DC;picturesqueâ&#x20AC;&#x2122; views of the waterway also exist.
Fig. 2.4.
Fig. 2.2.
climatic influences on the site
Fig. 2.3.
| Climatic Analysis
(Top left) Map showing
(Top right) Map showing
the sight line across the site and pointswhere the site is visible due to
(Opposite) Map of
| Sight Line Analysis
| Combined Analysis
Sub-Urban Farmland site
| 19
Identifying sightlines looking out from the site, as well as into the site, was important. This analysis assisted in the identification of raised platforms
A study of the all the analyses conducted of the site, from all scales, was combined to produce Fig. 2.5. This map communicates a number
20 |
Vehicular Movement Existing Pedestrian/ Cycle Paths Vehicular Bridges Bus Stops Boundary Wall/ Fence Access Gate Pedestrian/ Cycle Bridge Vagrants Hydrology
Fig. 2.5.
of complex systems: boundaries and access outline from the metropolitan scale; the hydrology, movement patterns and vagrant locations (or danger points) from the neighbourhood scale; and the viewpoints and climatic analysis from the architectural scale.
02 Maintain and/ or enhance the treatment of water across the site through rainwater collection and purification systems;
04 Create raised platforms enhance views and side-lines;
| Discussion
The context analysis of the site at all three scales, together with the precedent studies revealed the importance of preserving as much of the existing natural conditions of the site as possible. Assessing which points on the site to convene in order to exploit its potential without disruption was a key component of the design strategy.
(Opposite) Map showing resulting
analysis of combined mapping
2.5 DESIGN STRATEGIES
respresentaion of the resulting analysis
From the analysis a number of key factors were considered:
| 21
01 Utilize open space and tributary stream for productive landscape;
Fig. 2.6.
(Next Page) Photographic
03 Utilize picturesque landscape through framing views and viewpoints; to
05 Consider sun-angles in the design of the site; 06 Add additional access points into the site or, if possible, remove the boundary along the western edge to increase accessibility; 07 Introduce employment opportunities through the creation of the productive landscape and market space.
Sight Line
sun-angles
Sight Line
22 |
Boulevard
| 23
24 |
Chapter Three
brief & programme
3
3
Chapter Three
brief & programme
3
T
he aim of this chapter is to communicate the brief as a set of architectsâ&#x20AC;&#x2122; guidelines as well as a separate brief pertaining particularly to the suburban farmland site. The key programmes, along with a materials study for the site, will be distinguished and discussed for both the suburban farmland site and a number of stations falling within the agricultural band and other bands along the greenway.
28 |
“”
“A building has at least two lives - the one imagined by its maker and the life it lives afterward - and they are never the same.” - Rem Koolhaas (Coyer [sa]: [sp])
| 29
3.1 Brief The brief for the architectural scale of the design project will be separated into two parts: 3.1.1 The Architectâ&#x20AC;&#x2122;s Guidelines, and 3.1.2 The Sub-Urban Farmland Brief, each pertaining to different aspects of the design.
METRO SCALE
INITIAL BRIEF [METROPOLITAN SCALE]
ANALYSIS
THEORY ARCHITECTURAL SCALE
ANALYSIS NEIGHBOURHOOD SCALE
ANALYSIS
THEORY
REVISED B [NEIGHBO THEORY
Fig. 3.1.
Diagrammatic
representation of the process in redeveloping the brief.
30 |
3.1.1 The Architect’s Guidelines
[Architect’s Guidelines] FINAL BRIEF [Architctural SCALE]
[Sub-urban farmland brief]
BRIEF OURHOOD SCALE]
| 31
The first component of the brief will explore the design strategies developed through the previous two books to be applied to the Braamfontein Spruit. A set of architect’s guidelines are to be developed which, in essence, would be applied to all of the eleven sites at the architectural scale. Included in these guidelines is a programme schedule (see table 3.1 in appendix c) for eight stations occurring along the greenway. The schedule lists the programme summary, materials, colour allocation, key concept, size, and sustainability aspects of each station. The main objective is to ensure that the programme of each band is easily identifiable as one enters the band. The programme can be identified through: the use of colour; the predominant programme within the area; and the use of materials in constructing elements in the area (buildings, stations, signage, landscaping, furniture etc.). The Architect’s Guidelines are to be followed as closely as possible for the design of each band in order to achieve the main objective.
Table. 3.1. Architect’s Guidelines
Design Criteria: 01. Highlight viewpoints through:
ARCHITECT’S GUIDELINES
• • •
framing views; erecting observation decks; introducing meandering pathways.
02. Preserve the existing natural qualities of the site by: • retaining the existing simple, wild, quiet and slow qualities; • enhancing existing plant species; • replicating the unusual & founding qualities; • retaining existing path structure into natural areas of the site; • separating people and nature where necessary;
03. Produce a varied landscape by: • varying views and sight-lines; • varying direction of pathways; • creating a year-round blooming •
landscape; contrasting planting species.
04. Introduce new architectural projects along the edges of the greenway: • as margins; • to increase housing density on edges; • at access points.
> NOTES 1> Programming: If a site is allocated a specific primary programme (i.e.: agriculture) then through the use of assisting programmes (e.g.: restaurants, fresh food stalls, food production etc.), the ‘host’ programme must always be identifiable. 2> Materials: Each ‘band’ (or host zone) is allocated a set of primary construction materials. These materials are to be used to construct any element related to the primary programme of the band. For example: the
agricultural band is allocated timber and green walls as its primary construction materials. Where possible, all buildings and other elements related to agriculture should include one, or both, of the allocated construction materials. Thus a fresh food stall should be constructed, or clad in timber with green walls. 3> Colour: In the allocation of the bands in the metropolitan scale book, a colour was allocated to each programme category. These colours are to
05. Programmatic Identity for each site must be easily identifiable when entering the band through the use of: a. Programming1; b. Materials2; c. Colour3; d. Concept4; e. Scale; f. Sustainability5.
07. The NMT line must integrate itself with existing transport infrastructure by: • Introducing additional bus stops/ stations; • providing bicycle parking facilities; • introducing Bicycle Sharing Schemes (BSS).
06. An NMT line must run through each site to aid in converting the site into a greenway. It should: • be positioned along road edges where possible so to retain natural qualities of the site; • allow for both pedestrian and cycle traffic; • pass below vehicular bridges where possible.
08. Additional meandering routes must be provided: • as short-cuts into neighbourhoods; • for recreational users of the site.
be used on all maps and signboards when referring to a site, building or station pertaining to a specific programme.
5> Sustainability: Each station is given its own sustainability device to aid in making the entire greenway self-sufficient. For example, the agricultural band is responsible for food production such that food should be grown on all buildings relating to agriculture, while the transport band is responsible for solar energy collection such that all bicycle repair stations are to harvest solar power.
4> Concept: Each site or station may have their own concept, or design strategies pertaining specifically to the area. For example: the agricultural site may follow the concept of the grid of gardens, having a twenty by twenty grid across the entire site, while another site may have its own concept, separate from the grid.
09. The programme schedule must be followed for the design of all stations (see appendix c).
3.1.2 THE SUBURBAN FARMLAND BRIEF
With the primary concern of following all the design strategies previously outlined in the Architectâ&#x20AC;&#x2122;s Guidelines, the Sub-Urban Farmland Brief will outline key design strategies specific to the Sub-Urban Farmland at the architectural scale. The brief assumes agriculture as a primary programme for the site, along with assisting food production processes and programmes. It also develops a design proposal for the Boulevard that traverses across the site.
Using MVRDVâ&#x20AC;&#x2122;s example, a number of key design strategies were developed as precedent for the garden grid:
Through further analysis of the context, and additional precedent studies, the following design strategies will be employed in the design of the Suburban Farmland:
| Precedent Study
01 Divide the site into a square grid similar to the grid of gardens system (but at a smaller scale) â&#x20AC;&#x201C; Also the 2 twenty by twenty grid was established at the metropolitan scale where the site was divided into a two kilometre by two kilometre grid; 02 Distribute programmes and plant species (food production) across the grid; 03 Provide space for the production of food to be sold on the site; 04 Provide education facilities that tech the importance of plants and food production.
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| Design Context
The following issues are considered important: 01 Utilize open space and tributary stream for productive landscape; 02 Maintain and/or enhance the treatment of water across the site through rainwater collection and purification systems; 03 Utilize picturesque landscape through framing views and viewpoints; 04 Add additional access points into the site or, if possible, remove the boundary along the western edge to increase accessibility;
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05 Introduce additional public transport node along the edge of the site to allow integration with the public transport system; 06 Provide bicycle parking facilities to integrate proposed NMT line with public transport infrastructure; 06 Provide employment opportunities for vagrants living on the site, with possible housing allowance; 07 Maintain meandering paths along riverbanks; enhance viewpoints.
3.2 Programme The following building programmes specific to the Sub-Urban Farmland are included:
| Productive Landscape:
The site is divided into 20 x 20 metre plots1 of land for growing food. Smaller plots (2 x 2 metre) are also provided. These plots are sold or rented out to neighbouring areas.
| Farmers’ Market:
The Farmers’ Market provides a place where plot owners2 can sell their fresh produce on a bimonthly basis. During the event of the Farmers’ Market, stall vendors may set-up stalls along the Boulevard within the space provided. Stalls may also be erected on plots belonging to stall vendors.
1 Plots refers to the subdivision of land belonging to the Sub-Urban Farmland site for the purpose of growing food. 2 Plot owner refers to the people who have rented/ bought land belonging to the Sub-Urban Farmland for the purpose of growing food.
| Day/Night Market
Similar to the Farmers’ Market, the Day/Night Market takes place as an event, on weekly basis. The market provides anybody with an opportunity to buy and sell goods.
Farmer’s Market/ Night Market
| Environmental Learning Centre The environmental learning centre houses a lecture hall, an auditorium and an exhibition. The centre provides classes focused around foodproduction, harvesting, consumption, the environment and sustainability concepts.
Environmental Learning Centre
Productive Landscape
Outdoor Kitchen/ Cooking School
|Outdoor Kitchen & cooking school: The outdoor kitchen house preparation and cooking facilities for the restaurant and some of the food stalls primarily using food produced on site. The kitchen is also used as a cooking school, linking it to the learning centre.
Fig. 3.2.
Programme diagram.
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| Restaurant
The restaurant provides seating outdoor seating space and is serviced by the outdoor kitchen. Oudoor Classroom
Restaurant/ Cafes/ Food Stalls
Service Spaces
| Service Spaces:
The service spaces include: bathroom facilities, produce storage space, machinery housing.
| Bicycle Sharing:
The bicycle sharing facilities allows cyclists to rent a bicycle to be used along the greenway. Numerous facilities are located along the length of the network, allowing users to drop-off a bicycle at one point, and pick up another at another point.
| Outdoor Classroom:
A number of additional, non-â&#x20AC;&#x2DC;hostâ&#x20AC;&#x2122; programmes are also considered:
Outdoor classrooms consist of small, outdoor amphitheatre-type spaces.
| Reflection Spaces:
Reflection spaces include: outdoor seating space and a viewing platform.
| Bicycle Storage:
Recycle Station
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The bicycle storage/parking is located alongside the bus shelter to allow commuters to safely leave their bicycles if they take public transport to work/home. The storage facilities increase the viability of the greenway as an NMT line.
| Recycle station:
A recycle station is positioned at access points along the network. They provide a place to separate recyclable goods which are to be transported further down the network, to the waste management band.
| Security Station:
The security station acts as a guard house to increase the safety of the site.
3.3 USER GROUPS When analysing the various, intended users and their individual experience of the suburban farmland site, John Dixon Hunt’s theory of reception can be inferred. The theory can be adopted in an attempt to explore the experiences of designed landscapes (McEntee 2012: 23). It deduces how a garden has an “Implied Visitor”, where it consists of
“only a series of changing viewpoints, each one restricted in itself”. It follows that the viewer’s knowledge of the landscape can change their ability to enjoy the designed qualities of the site. This chapter will look into the intended users of the Sub-Urban Farmland site, examining the effects of the accidental user.
Illegal Squatter
BMX rider
38 |
Fig. 3.3.
(Below) Representation of
the accidental user - BMX rider and informal squatter (vagrant).
| 39
| Intended Users
| Accidental Users
The intended users for the Sub-Urban Farmland can be listed as:
Unintended user/accidental could include:
• • • • • • • • •
• • • • •
the farmer (or plot owner) the gardener the consumer the tourist the restaurant/café/stall owner the cook the pedestrian the cyclist the park goer
the squatter/park resident the beggar the thief the BMX rider the Skate boarder
users
Timber
Gabion Walls
Proposed MAteriality
Garden Wall
Existing site conditions
40 |
3.4 Material Study Two concepts were considered in the process of selecting materials: 01 the existing materiality on the site and; 02 making each ‘host’ zone individually identifiable. 01 existing aesthetic condition: I was important to analyse the existing aesthetic conditions/textures found of the site to inform the selection of materials for each zone. Through this process existing aesthetic qualities of the natural environment could be replicated or contrasted. The conditions also change according to the seasons; the grass transforms from a luscious, green to a dry, yellow and even sometimes to black.
Fig. 3.4.
Material study showing
existing aesthetic conditions on the site and the proposed material to be used for the Sub-Urban Farmland site.
| 41
The material selection for the SubUrban Farmland will comprise of materials which attempt to replicate the existing site aesthetic (see Fig. 3.4).
02 identifiable ‘host’ zones In order to make each ‘host’ zone individually identifiable a unique set of materials was allocated, specific to each zone. These materials connect stations in other zones that belong to the same programmatic category. For example: timber, gabion walls and vertical gardens are specific to the agricultural host zone and thus, a mobile food stall/ cafe/restaurant would incorporate one or more of these materials. Table. 3.2 on page 42 provides a list of the materials specific to each ‘host’ zone.
Table. 3.2. Material Allocation
Agriculture
Residential
Art
Retai
Waste MAnagement
Gabian Walls
Clay Brick
Glass
Stonework
Glass
Timber
Plaster
Brickwork
Timber
Metal
Vertical Gardens/ Green Walls
Paint
Louvers
42 |
ail
Recreation
| 43
Transport
Education
Security
Concrete
Metal Sheeting
Tensilte Roof Structure
Concrete
Paint
Steel I-beams
Brickwork
Steel
Table. 3.3. Sustainability Allocation
Agriculture
Residential
Art
Food Production
Rainwater Harvesting
Wind Energy Harvesting
Retail
Recreation
Transport
Rainwater Harvesting
Storm-water Management
Solar Energy Harvesting
44 |
Education
Education around Sustainable Practices
Waste Management
Water Treatment
View Points
Recycle Stations
Water Purification
| 45
3.5 SUSTAINABILITY STUDY Each station is given its own sustainability device or component to aid in rendering the entire greenway as self-sufficient. For example, the agricultural band, responsible for food production, ensures that food should be grown on/in all buildings relating to agriculture; while the transport band is responsible for solar energy harvesting such that all related facilities harvest solar energy to sustain themselves. Additional sustainability components may be utilized outside of the allocated list, where necessary.
46 |
Chapter Four
design development
4
4
Chapter Four
design development
4
T
his chapter presents a proposed design for the Sub-Urban Farmland site, located within the agricultural band. It provides a more developed design framework than the design proposed at the neighbourhood scale. The Boulevard, which dissects the site, is the primary design location, and the proposal follows The Architectâ&#x20AC;&#x2122;s Guidelines and the Sub-Urban Farmland Brief.
50 |
“”
“…Architecture occurs at the meeting of interior and exterior forces of use and space … designing from the outside in, as well as the inside out, creates necessary tensions, which help make architecture” – Robert Venturi (Venturi 2001: [sp])
| 51
52 |
4.1 Design Process & Outcomes Following from the design proposal for the Braamfontein Spruit at the metropolitan scale and the Sub-Urban Farmland site at the neighbourhood scale, the design case study for the architectural scale of the site proposes a design for the Boulevard, which runs across the site. The design strategies outlined in the Architect’s Guidelines, along with the Sub-Urban Farmland Brief are also employed in the design of the Boulevard. Material and sustainability allocations are also adhered to, with food production being the primary concern for the Sub-Urban Farmland.
4.2 Key Design Moves The key design moves can be combined into a number of major desing steps. The major design steps are as follows: Fig. 4.1.
Conceptual master
plan for the Sub-Urban Farmland.
| 53
01 Create a Boulevard as an NMT route: • along road edges where possible • across open space, if needed;
• •
over new and existing pedestrian and cycle bridges; under roadways.
02 Divide the site in two: • one side being ‘first natrure’, the other ‘second nature’; • allow for minimal human intervention on the ‘first nature’side. 03 Introduce a 20 x 20 meter grid across the site: • for lettable (or levied) food crops - either 20 x 20 or 2 x 2 meter; • to alternate between crops and public space. 04 Provide garden plots.
pathways
between
05 Step garden spaces with: • functioning walls; • raised flower beds. 06 Highlight views by: • construction observation decks; • highlighting viewpoints; • introducing frames; • emphasizing sightlines.
54 |
e
Th Bo
d
ule va r
Fig. 4.3.
Conceptual sketch of section through Boulevard showing roadway condition.
Fig. 4.4.
Conceptual sketch of section through Boulevard showing sight-lines.
Fig. 4.5.
Conceptual sketch of section through Boulevard showing stalls.
Service Spaces: - Staff Housing - Restrooms - Machinery Housing - Procude Storage
Plots [Productive Landscape] Viewing Platform
Promenade (mountainbiking/hiking trail) Boulevard (NMT Route)
Fig. 4.2.
Bus Stop
4.2.1 Create a Boulevard as an NMT route
Bicycle Parking Facilities & Bicycle Shaaring Scheme
The Boulevard runs across the site (see Fig. 4.2) with the majority of building programmes positioned along its edges: the Farmer’s Market/Night Market, the Environmental Learning Centre, the Outdoor Kitchen/ Cooking School and the restaurants, cafes and food stalls. By introducing a number of programmes, all have varying operating hours, the Boulevard remains constantly active.
Conceptual site plan
for the Sub-Urban Farmland.
| 55
4.2.2 Divide the site in two The Boulevard dissects the site in two, separating the ‘second nature’ - the productive landscape - from ‘first nature’ - the wilderness portion of the site. The ‘first nature’ portion of the site is to remain as ‘untouched as possible, with small interventions to highlight viewpoints/sight lines. Hiking trails and mountain biking trails may enter into the ‘first nature, but on pathways provided.
56 |
e
Th
ule va rd
Bo
4.2.3 Introduce a 20 x 20 meter grid across the site The site is divided into a 20 x 20 metre ‘grid of gardens’. This allows for the distribution of lettable plots to residents and other interested persons. The majority of plots are dived into the 20 x 20 meter grid, with some plot sizes being further divided into 2 x 2 meter smaller plots. The squares are to alternate between public space and crops; hardscape space and soft-scaped. Food stalls, green houses and small cafes, owned by plot owners, may be located on plots.
4.2.4 Provide pathways between garden plots
Fig. 4.6.
Conceptual plan of
the proposed Boulevard.
| 57
Two-metre wide pathways traverse between plots along grid-lines, providing multiple routes across the site, for both pedestrians and cyclists. Vehicular access is provided to sites along the road boundaries.
4.2.5 Step garden spaces Garden plots are stepped to avoid contamination of soil and to provide functioning walls. The walls may function as vertical garden walls, seating, to highlight views of sightlines, etc.
4.2.6 Highlight views ‘Picturesque’ views of the waterway and sight-lines into and out from the site are highlighted using ‘frames’, viewing decks, stopping points and raised platforms. Views are also highlighted by meandering paths or obstructing views.
58 |
4.3 Movement The Boulevard is to behave as the primary activity node along the site, activated by the buildings, stations and the movment of people. Movement is a key driver in the design of the Boulevard. Slowing down, speeding up and stopping points along the Boulevard are to be considered and designed for. Fig. 4.7 is an image representing the time-based aspects of movement a primary concern of the research.
Fig. 4.7.
An image representing
movement as time-based.
| 59
4.4 Discussion This research project set out to determine whether the establishment of the Braamfontein Spruit as a sub-urban greenway can revitalise Johannesburg’s natural environment and connect neighbourhoods and green spaces in Johannesburg, while strengthening the identity of both. Although unable to answer the question directly, by introducing an alternate mode of transport (cycling) Johannesburg’s population may well be reconnected with the environment by engaging with it, and each other, on a daily basis. Furthermore, by introducing a number of community driven projects (like the sub-urban farmland), people are able to engage with the importance of nature (be it ‘first’, ‘second’, ‘third’ or ‘four’, in providing an escape from the city, food and energy.
It is thus the author’s belief that this research project accomplished the three primary objectives outlined in Book 001 of the research to: • propose design principles for the ecologically sound and community sensitive development of a greenway system in Johannesburg; • examine ways to intensify the access points into the corridor and identify destination points or activity nodes along it; • design a series of architectural interventions on identified sites along the network.
60 |
appendix
c
c
appendix c
c
T
his section supplies additional information revlevant to the research at the architectural scale. The progamme schedule for the stations is included in this section.
Table. 5.4. Programme Schedule: Stations
Food Station Programme Summary
Seating Kitchen Bar Service area Display Area
Material Allocation
Timber, Gabian Walls & Garden Walls
Colour
Green
Concept
Waste Management Station Waste Storage Waste Sorting Transport Access
Transport Station
Art Station
Bicycle Storage Bicycle Workshop Bicycle Wash Bicycle Sharing Scheme Electric-Bicycle Charging Station
Reception Art Shop Gallery/ Exhibition
Steel & IBR Sheeting
Glass
Blue
Yellow
Pink
Growth
Sustainability
Movement: Time-based The Wheel Cogs Motion
Inspiration
Temporary/ Permanent
Temporary& Permanent
Permanent
Permanent
Temporary& Perm
Sustainability Component
Vertical Garden Walls â&#x20AC;&#x201C; Food Production
Waste Management
Solar Energy Harvesting
Wind Energy Harv
66 |
n
Security Station
n Space
manent
Outdoor Classroom
Bathrooms
Guard House View Tower
Outdoor Seating Amphitheater
Toilets Change Rooms Showers Lockers
Concrete
Tensile Structures
Brickwork
Grey
Dark Blue
White/Black
Learning
Permanent
vesting
| 67
Temporary& Permanent
View Point Observation Deck Framed View
Purple Reflection
Permanent
Permanent
Rainwater Collection
Water purification
68 |
References cited | Books Koolhaas, R & Mau, B. 1995. Small, Medium, Large, Extra-Larg: Office for Metropolitan Architecture. New York: The Monacelli Press. Lynch, K. 1960. Image of a City. Cambridge: The Technology Press & Harvard University Press. Venturi, R. 2001. Complexity and Contradiction in Architecture. New York: Museum of Modern Art. | Internet Sources Coyer, C. [Sa]. Quotes on Design. [O]. Available: http://quotesondesign.com/coach-john-wooden/ Accessed 0n 2 August 2014 Holmes, D. 2012. Almere with MVRDV wins Floriade 2022, in World Landscape Architecture Magazine. [O]. Available: http://worldlandscapearchitect.com/almere-with-mvrdv-wins floriade-2022/#.VA75D_mSx8E Accessed on 2 September 2014 Pevzner, N & Sen, S. 2010. Preparing Ground: An interview with Anuradha Mathur + Dilip da Cunha, in Design Observer. [O]. Available: http://places.designobserver.com/feature/preparing-ground-an-interview with-anuradha-mathur-and-dilip-da-cunha/13858/ Accessed on 23 May 2014
| 69
70 |
003
Book Three:
Architectural Scale SCALES Theoretical Metropolitan Neighbourhood Architectural REPRESENTATION TECHNIQUES Mapping Plan Section Montage DESIGN STRATEGIES Bands Margins Stations Lines PROGRAMME Agriculture Art Education Non-motorised Transport Recreation Retail Security View Points Waste Management Water Treatment
003
supplementary documents 004
004
Book Four definition
T
he supplementary documents refer to the drawings, models and other work carred out after the submission of this thesis document.
supplementary documents Book Four
T
004
his book supplies the supplementary documentation carried out after the submission of tis thesis document.
appendix
c
d
appendix d
d
T
his section supplies additional information revlevant to the research at all three scales presented at the final exam. It reveals the final design outcomes of all three scales as a conclusion to the initial premise of the research.
Neighbourhood Scale Site 007 _ NMT Band [The Transport Corridor]
Fig. 1.3.
Film strip explaining the key
concept of the bicycle sharing stations.
Fig. 1.4.
A photographic analysis of the site
was used to reflect the existing conditions of the site.
8|
The farmer/gardener buys a plot from the developer;
the farmer plants seeds;
the crops are e left to grow;
the crops are harvested;
produce e is sent to the farmers market/ restaurants.
buying/leasing a plot
a
B
location a drive, walk or take public transport to your nearest bicycle sharing station;
location b rentt a bicycle from bicy bicycle Sharing Stations located along the network;
cycle along the greenway;
to the e bicycle Sharing Sta Station closest to you destination and drop-off your bicycle;
walk or take public transport to your final destination.
getting from a to B
The user walks, runs or cycles through the Kinetic forest;
learning from Kinetic art
|9
wind blows onto the a winddriven artwork/sculpture;
the artwork begins to move,
and produces a reaction;
Fig. 1.6.
A combination of a birds-eye-view
of the site and a closer ‘humans-eye-view’ of the site were montaged as a representation of the initial, proposed intervention for the site.
Fig. 1.5.
A combination of a birds-eye-view
of the site and a closer ‘humans-eye-view’ of the site were montaged to represent the future prediction (20 years from now) of the site as a result of the implementation of proposed intervention.
10 |
| 11
Neighbourhood Scale Site 009 _ Hybrid Band [The Cycle-in Cinema]
once powered by the bicycle,
the movie begins,
enjoyed by an audience,
viewed to the end,
before journeying back home.
cycle to the cinema;
Fig. 1.7.
A montage of the cycle-in
Cinema combined with a scenario film strip explaining the concept of the cinema.
The farmer/gardener buys a plot from the developer;
the farmer plants seeds;
the crops are e left to grow;
the crops are harvested;
produce e is sent to the farmers market/ restaurants.
buying/leasing a plot
a Fig. 1.8.
B
A photographic analysis of the site location a
location b
or take public rentt a bicycle from bicy bicycle was useddrive, towalk reflect the existing conditions of transport to your nearest bicycle sharing station;
getting from a to B
Sharing Stations located along the network;
the site.
cycle along the greenway;
to the e bicycle Sharing Sta Station closest to you destination and drop-off your bicycle;
walk or take public transport to your final destination.
12 |
| 13
Fig. 1.10. A combination of a birds-eye-view of the site and a closer ‘humans-eye-view’ of the site were montaged as a representation of the initial, proposed intervention for the site.
Fig. 1.9.
A combination of a birds-eye-view
of the site and a closer ‘humans-eye-view’ of the site were montaged to represent the future prediction (20 years from now) of the site as a result of the implementation of proposed intervention.
14 |
| 15
Neighbourhood Scale Site 009 _ Art Band [The Kinetic Forest] Fig. 1.11. Film strip explaining the key concept of the kinetic forest.
Fig. 1.12. A combination of a birds-eye-view of the site and a closer â&#x20AC;&#x2DC;humans-eye-viewâ&#x20AC;&#x2122; of the site were montaged as a representation of the initial, proposed intervention for the site.
16 |
buying/leasing a plot
a
B
location a drive, walk or take public transport to your nearest bicycle sharing station;
location b rentt a bicycle from bicy bicycle Sharing Stations located along the network;
cycle along the greenway;
to the e bicycle Sharing Sta Station closest to you destination and drop-off your bicycle;
walk or take public transport to your final destination.
getting from a to B
The user walks, runs or cycles through the Kinetic forest;
learning from Kinetic art
| 17
wind blows onto the a winddriven artwork/sculpture;
the artwork begins to move,
and produces a reaction;
Fig. 1.14. A combination of a birds-eye-view of the site and a closer â&#x20AC;&#x2DC;humans-eye-viewâ&#x20AC;&#x2122; of the site were montaged as a representation of the initial, proposed intervention for the site.
Fig. 1.13. This drawing combines a longitudinal section, a plan and a montageperspective of the site as a representation of the future predictions (20 years from now) due to the implementation of proposed intervention for the site.
18 |
| 19
Neighbourhood Scale Site 001 _ Agricultural Band [The Sub-Urban Farmland] Fig. 1.15. Film strip explaining the key concept of the buying of plots on the suburban farmland site.
Fig. 1.16. A combination of a birds-eye-view of the site and a closer â&#x20AC;&#x2DC;humans-eye-viewâ&#x20AC;&#x2122; of the site were montaged as a representation of the initial, proposed intervention for the site.
20 |
once powered by the bicycle,
the movie begins,
enjoyed by an audience,
viewed to the end,
before journeying back home.
cycle to the cinema;
The farmer/gardener buys a plot from the developer;
the farmer plants seeds;
the crops are e left to grow;
the crops are harvested;
produce e is sent to the farmers market/ restaurants.
buying/leasing a plot
a
B
location a drive, walk or take public transport to your nearest bicycle sharing station;
location b rentt a bicycle from bicy bicycle Sharing Stations located along the network;
cycle along the greenway;
to the e bicycle Sharing Sta Station closest to you destination and drop-off your bicycle;
walk or take public transport to your final destination.
getting from a to B
The user walks, runs or cycles through the Kinetic forest;
learning from Kinetic art
| 21
wind blows onto the a winddriven artwork/sculpture;
the artwork begins to move,
and produces a reaction;
Fig. 1.18. A combination of a birds-eye-view of the site and a closer â&#x20AC;&#x2DC;humans-eye-viewâ&#x20AC;&#x2122; of the site were montaged as a representation of the initial, proposed intervention for the site.
Fig. 1.17. This drawing combines a longitudinal section, a plan and a montageperspective of the site as a representation of the future predictions (20 years from now) due to the implementation of proposed intervention for the site.
22 |
| 23
Architectural (detail) Scale Agricultural Band [The Sub-Urban Farmland]
Fig. 1.19. The site plan highlights the boulevard which cuts diagonally across the site. The boulevard allows for the movements of both pedestrians and cyclists alike, incorporating bicycle parking spaces, restaurants, a learning centre, shops and a market space along it.
Fig. 1.20. Programme areas.
24 |
| 25
Fig. 1.21. This drawing is a representation of the market space which sits along the boulevard. Cyclists and pedestrians are required to slow down (and in some cases stop) to move through the space when it is fully occupied by marker sellers and consumers..
Fig. 1.22. Boulevard Programme
26 |
| 27
Fig. 1.23. This drawing represents the learning centre and shop spaces which is located along the boulevard. Pedestrians and cyclists are able to move between the spaces, slowing down to do so.
Fig. 1.24. Boulevard Users
28 |
| 29
Fig. 1.25. This drawing details the planter edge where the planter is used as both seating and barrier. Grass pavers have also been used to allow for run-off water to be absorbed back into the ground.
Fig. 1.26. Boulevard Pathways
30 |
| 31
Fig. 1.27. This drawing depicts the various cycle lane typologies: away from the roadway, next to the roadway, and alongside the roadway.
32 |
| 33
34 |
| 35
36 |
| 37
Final Presentation Drawings & Models
Fig. 1.28. Final presentation, November 2014 (source: Leon Krige)
38 |
| 39
Fig. 1.29. Final model.
40 |
004 Book Four
Supplementary Documents SCALES Theoretical Metropolitan Neighbourhood Architectural REPRESENTATION TECHNIQUES Mapping Plan Section Montage DESIGN STRATEGIES Bands Margins Stations Lines PROGRAMME Agriculture Art Education Non-motorised Transport Recreation Retail Security View Points Waste Management Water Treatment
004
References | Published Resources Brodie, N. (ed). 2008. The Joburg Book: A Guide to the Cityâ&#x20AC;&#x2122;s History, People & Places. Johannesburg: Sharp Sharp Media. Byron, G. 2009. Childe Haroldâ&#x20AC;&#x2122;s Pilgrimage. [Sl]: The Floating Press Dewar, D & Todeschini, F. 2004. Rethinking Urban Transport After Modernism: Lesson from South Africa. England: Ashgate Publishing Ltd. Eagleton, T. 2000. The Idea of Culture. Oxford: Blackwell Publishers Ltd. Farr, D. 2008. Sustainable Urbanism: Urban Design with Nature. New Jersey: John Wiley & Sons, Inc. Gehl, Jan. 1987. Life Between Buildings: Using Public Space. New York: Van Nostrand Reinhold. Hall, S. 1990. The Hidden Dimension. New York: Anchor. Hayden, D. 2004. Building Suburbia. New York: Vintage books. Harnick, P. 2010. Urban Green: Innovative Parks for Resurgent Cities. Washington, DC: Island Press Marten,G.G., 2001. Human Ecology: Basic concepts for Sustainable Development. London: Earthscan Publications. Mossop, E. 2006. Landscapes on Infrastructure, in The Landscape Urbanism Reader, edited by C. Waldheim. New York: Princeton Architectural Press: 163-177 Koolhaas, R, Boeri, S, Kwinter, S, Tanzi, N & Obrist, H. 2000. Mutations: Harvard Project on the City. Barcelona: Actar.
Koolhaas, R & Mau, B. 1995. Small, Medium, Large, Extra-Large: Office for Metropolitan Architecture. New York: The Monacelli Press. Lambert, B. 2005. Rethinking the Nationâ&#x20AC;&#x2122;s First Suburb. December 25 edn. New York: The New York times company Lynch, K. 1960. Image of a City. Cambridge: The Technology Press & Harvard University Press. Mossop, E. 2006. Landscapes on Infrastructure, in The Landscape Urbanism Reader, edited by C. Waldheim. New York: Princeton Architectural Press: 163-177 Mostafavi, M. (ed). 2010. Ecological Urbanism. ZĂźrich: Lars Muller Publishers. Rees, W. 2003. Ecological Footprints and Urban Transportation, in Sustainable Transport: Planning for Walking and Cycling in Urban Environments, edited by R. Tolley. England: Woodhead Publishing Limited. Saunders, W.S. (ed.) 2005. Sprawl and Suburbia. Minneapolis: University of Minnesota Press. Tolley, R. (ed). 2003. Sustainable Transport: Planning for Walking and Cycling in Urban Environments. England: Woodhead Publishing Limited. Tschumi, B. 1996. Architecture and Disjunction. [Sl]: MIT Press. Venturi, R. 2001. Complexity and Contradiction in Architecture. New York: Museum of Modern Art. Waldheim, C. 2006. The Landscape Urbanism Reader. New York: Princeton Architectural Press.
| Journal Articles Allan, P. & Roberts, J. 2009. Urban Resilience and the Open Space Network. TERRA. 22, July: 55-59 Czeglèdy, A.P. 2004. Getting Around Town: Transportation and the built environment in post-apartheid South Africa. City & Society 16(2): 63-92 [O]. Available: http://0-onlinelibrary.wiley.com.ujlink.uj.ac.za/doi/10.1525/city.2004.16.2.63/abstract Accessed 24 February 2014. Hart, G.H.T. 1972. The Anatomy of Johannesburg, in Urban Excursion, ed. South African Geographical Society, University of the Witwatersrand, Johannesburg. 1-19. Patacchini, E & Zenou, Y. 2009. Urban Sprawl in Europe. Brookings-Wharton Papers on Urban Affairs. (2009): 125-149. Simone, A. 2004. People as Infrastructure: Intersecting Fragments in Johannesburg. Public Culture. 16: 407-429. [O]. Available: http://www.abdoumaliqsimone.com/publications.html Accessed 4 March 2014 State of the Environment Report. 2003. [O]. Available: http://www.joburg-archive.co.za/2007/pdfs/enviroreport_apr2003.pdf Accessed 15 October 2013 Water Research Commision. 2011. Johannesburg â&#x20AC;&#x201C; City on a Watershed. Water Wheel Article. 10(3) May/June: 18-21
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| Transcript
Pevzner, N & Sen, S. 2010. Preparing Ground: An Taylor, A, sculpture & land artist, University of Pretoria. interview with Anuradha Mathur + Dilip da 2014. JOZI Land Art: Integrating Culture & Cunha, in Design Observer [O]. Available: http:// Nature, presentation. places.designobserver.com/feature/preparing- [Transcript]. 6 April 2014. Johannesburg. ground-an-interview-with-anuradha-mathur and-dilip-da-cunha/13858/ Accessed on 23 May 2014 McEntee, P. 2012. Deconstructing the High Line: The Representation and Reception of Nature in Post Industrial Urban Park Design. MA dissertation, University of Colorado, Denver. [O]. Available: http://digitool.library.colostate.edu///exlibris/dtl/ d3_1/apache_media/
| Images Friends of the Highline. 2000. [O]. Available: http://www.thehighline.org/about/friends-of the-high-line Accessed on 5 July 2014 Highline Symposium. 2012. [O]. Available: http://meredithgunderson.com/high-line-symposium/ Accessed on 5 July 2014 Designing the Highline Fanaticism. 2009. [O]. Available: http://orangedaises.wordpress.com/2009/10/30/designing-the highline-fanaticism/ Accessed on 5 July 2014 Joburg.org.za. [Sa]a. Water, water... Everywhere. [O]. Available: http://www.joburg.org.za/index.php?option=com_ content&task=view&id=1104&Itemid=268 Accessed 5 March 2014 Joburg.org.za. [Sa]b. Finding a Green Heaven in Joburg. [O]. Available: http://www.joburg.org.za/index.php?option=com_ content&id=2038&Itemid=168 Accessed 2 March 2014 Sustainable Development. 2014. [O]. Available: http://en.wikipedia.org/wiki/Sustainable_development Accessed 6 March 2014