CONNECT

TABLE OF CONTENTS

INITIAL INVESTIGATION --------------------------------------------------------------- 5

Characteristics Site Land Use Demographics (Media/Perception)

ANALYSIS -------------------------------------------------------------------------------- 22
Site problems

The Flip Reconnection

PROPOSAL ONE: CAR[PARK] -------------------------------------------------------- 35

PROPOSAL TWO: THE PEDESTRIAN LINK ---------------------------------------- 56

LYDIA LIU | YING YAN ZHOU

INITIAL INVESTIGATION

LYDIA LIU | YING YAN ZHOU

LYDIA LIU | YING YAN ZHOU

CHARACTERISTICS

CHARACTERISTICS

Characteristics of the Multi-use District area.

TRAVEL TRAVEL

ACE E CAR SP C A P S R R E CE CA INDUSTRY A C AC CAR SPA E C A P INDUSTRY S INDUSTRY AR SP SPACE C INDUSTRY

Location of characteristics

E AR AC Y E C SP STR Y AC R U TR SP CAIND US D RY AR Y IN ST E C TR Y DU AC US TR IN SP IND US CE D R IN SPA CA R R CA CA ACE SP

TRAVEL TRAVEL TRAVEL TRAVEL TRAVEL TRAVEL TRAVEL TRAVEL TRAVEL TRAVEL TRAVEL

INDUSTRY INDUSTRY INDUSTRY INDUSTRY INDUSTRY

EVENT EVENT EVENT EVENT EVENT EVENT EVENT EVENT EVENT EVENT EVENT EVENT

R ACE CA CAR SP

Y TR RY S DU ST IN DU IN

SPACEDUS CAR TRY

R E RY RY L TR CA AC UST STOA VE P D I S H L TRCAR CAR IN- IN

SPACE

E AV SPACE R CAR SPACE T

INDUSTRY INDUSTRY INDUSTRY

SPACE CAR SPACE CAR SPACE CAR SPACE CAR SPACE

AC SP

A EC

E AC P S

INDUSTRY INDUSTRY INDUSTRYINDUSTRY INDUSTRY INDUSTRY INDUSTRY INDUSTRY INDUSTRY PACE RY INDUSTRY R S ST A U EC D C PA IN S Y AR TR C CE US A P D R S IN CAR SPACE A C
R

CA RS CE PA CA RS

CE PA

CA

CA

E PAC RS

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SITE LOCATION

ZONING

Site identified in Christchurch: Multi-Use district.

District planning zones as per Christchurch City Council.

DEANS AVE

CBD

Tower Junction Tower Junction

DEANS AVE

Hagley Park Hagley Park

MOORHOUSE AVE MOORHOUSE AVE

ADDINGTON

CBD

RAILWAY RAILWAY

ADDINGTON

Train station Industrial corridor Train tracks Avon River Multi-unit district CBD Locating Multi-Use District within greater Christchurch.

RD LN O D R NC IN OL C LINLincoln Rd Food Lincoln Rd& retail

Food & retail

W HI TE LE IG H E AV IG
AMI Stadium AMI Stadium

W HI TE

LE H

Site boundary of Multi-Use District Commercial Residential Open Space

E AV

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LAND USE

The variety of programmes around Multi-Use District.

INDUSTRIAL
PETROL ACCOMMODATION

COMMERCIAL SERVICES

RETAIL
HOME CLOTHING MIXED RETAIL

A sample of the existing building types around the area.

CONSTRUCTION SPORTS

OTHER AUTOMOTIVES ELECTRICAL

FOOD

HEALTH

OTHER

STORAGE

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CONNECTIVITY TO GREATER CHRISTCHURCH

INTRODUCING ADDINGTON

areas covered in 10 mins of walking areas covered in 5 mins of walking

Riccarton South Number of people: Median age: Median personal income: Number of households:
120

459 30 $23,100 201 510 660

RICCARTON

2010 estimated population: 2031 projected population:

SOUTH HAGLEY PARK CBD

5 minutes of walking takes the average person only to the Train Station and around the immediate area of Tower Junction. 10 minutes of walking only just reaches the corner of Hagley Park. These inefficient results are largely due to the disconnectivity between the Railway and other parts of Christchurch, as can be seen in the circulation diagram.

Addington Number of people: Median age: Median personal income: Number of households: 2010 estimated population: 2031 projected population: 3,087 30 $19,600 1,311 3,480 4,190

CBD

ADDINGTON

5km

10km

RICCARTON SOUTH*

ADDINGTON
120
ADDINGTON * MIDDLETON SYDENHAM

AVERAGE TIME TAKEN TO TRAVEL:

5km - 10km 26 mins - 34 mins 9 mins - 20 mins 17 mins - 35 mins 60 mins - 112 mins Locating Addington within Christchurch

BARRINGTON

SPREYDON

*Census boundary divides the suburb of Addington into two areas: Riccarton South and Addington.

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DEMOGRAPHICS OF ADDINGTON

20 15 10 5 0

Addington Canterbury Canterbury Post-school qualication

ETHNIC GROUPS (%) Other Middle Eastern/Latin American/African Asian Canterbury Addington

School

No qualication
HOUSEHOLDS

AGE GROUPS GROUPS (%) (%) AGE GROUPS AGE (%) AGE GROUPS (%) AGE GROUPS (%) AGE AGE GROUPS Data based on 2006 AGE GROUPS (%)(%) AGE GROUPS GROUPS (%) (%) Census results (Statistics New Addington Addington Addington Zealand). Addington Addington Addington Addington Addington Addington Canterbury Canterbury Canterbury Canterbury Canterbury Canterbury Canterbury Canterbury Canterbury

Under 15 Under 15-6415 15-64 65 and over 65 and over Under 15 15 Under Under 15 15-64 15-64 15-64 65 and 65over and over 65 and over

Under 15 15 Under 15-64 15-64 65 and and over over 65 Under Under 15 15 15-64 15-64 65 65 and and over over

ETHNIC GROUPS (%) (%) ETHNIC ETHNIC GROUPS (%) GROUPS ETHNIC GROUPS (%) Other Other Other Other Middle Eastern/La tin n ETHNIC GROUPS (%) Middle Eastern/La ti Middle Eastern/La tin ETHNIC GROUPS ETHNIC (%) GROUPS ETHNIC GROUPS (%) ETHNIC GROUPS (%) (%) American/African American/African American/African Middle Eastern/La tin American/African Other Other Other Other Other Asian Asian Asian Asian Middle Eastern/La tin tin Eastern/Latin Middle Eastern/La Middle Middle Eastern/La tin Middle Eastern/Latin American/African Maori and Paci Paci c c Maori Maori and Paci c and American/African American/African American/African American/African Maori and Pacic Asian Asian Asian Asian Asian European European European European Maori and Paci c Maori Maori and Paci c and Maori and Paci cMaori and Paci Paci c c European European European European European

HOUSEHOLDS HOUSEHOLDSHOUSEHOLDS HOUSEHOLDS HOUSEHOLDS HOUSEHOLDSHOUSEHOLDS HOUSEHOLDS HOUSEHOLDS Canterbury Canterbury Canterbury Canterbury Addington Addington Addington Addington Canterbury Canterbury Canterbury Canterbury Canterbury Addington Addington Addington Addington Addington

AGE GROUPS (%)

Addington

Under 15 15-64 65 and over

Canterbury

TRANSPORT

Maori and Pacic European

EDUCATION (%) 45 40 35 30 25 % 20 15 10 5 0

37% 37% 37%

ONE-PERSON households ONE-PERSON households

ONE-PERSON ONE-PERSON households households

52% 52% 52%

ONE-FAMILY households ONE-FAMILY households ONE-FAMILY ONE-FAMILY ONE-FAMILY households households households

ONE-FAMILY ONE-FAMILY households households

Addington Canterbury

81%
EMPLOYMENT STATUS (%) Addington Employed

37%

ONE-PERSON households

OCCUPATION (%)

Excluding driving a private car, 52% truck or van, the second most common means of travel to work for people in Addington was walking or jogging.
ONE-FAMILY households

Labourers

37% 37% 37% 37%

ONE-PERSON ONE-PERSON ONE-PERSON households households households

ONE-PERSON ONE-PERSON households households

52% 52% 52% 52%

ONE-FAMILY ONE-FAMILY households households

TRANSPORT

Post-school qualication

School

No qualication

of Addington residents have access to at least one car

Canterbury

Unemployed

For Canterbury Region as a whole, the second most common means of travel to work wwas driving a company car, truck or van.
Technicians and trades workers Sales workers Clerical and administrative workers Machinery operators and drivers

Professionals

EDUCATION (%) (%) EDUCATION EDUCATION (%) EDUCATION (%) 45 45 45 45 40 40 40 EDUCATION (%) (%) 40 EDUCATION 35 EDUCATION 35 35 EDUCATION (%) EDUCATION (%) (%) 35 30 30 30 45 45 45 45 45 30 25 25 25 40 % 40 % %25 40 Addington 40 40 20 20 20 35 % 35 Addington 35 Canterbury 35 35 20 15 15 15 30 30 Canterbury 30 30 30 15 10 10 10 25 25 25 25 105 % 25 5 5 Addington % % Addington %20 20 % 20 Addington 20 5 0 20 0 0 Canterbury Canterbury 15 15 Canterbury 15 School No quali quali ca cati tion on Post-school School No Post-school School No qualication Post-school 15 0 15 quali ca cati tion on 10 10 Post-school quali10 cation quali School No quali ca ti on 10 10 on 5 5 qualicati 5 5 5 0 0 0 Post-school 0 0 School quali cati on tion School No School quali Post-school Post-school School No No quali catica on No Post-school School No quali quali ca cati tion on Post-school quali ca ti on quali tion quali quali ca tica on quali ca cati tion on TRANSPORT TRANSPORT TRANSPORT TRANSPORT

EMPLOYMENT STATUS (%) (%) EMPLOYMENT EMPLOYMENT STATUS (%) STATUS EMPLOYMENT STATUS (%) EMPLOYMENT STATUS (%) (%) STATUS (%) EMPLOYMENT EMPLOYMENT STATUS EMPLOYMENT STATUS (%) EMPLOYMENT STATUS (%) Addington Addington Addington Addington Employed Employed Employed Employed Unemployed Unemployed Unemployed Unemployed Employed Employed Employed Employed Employed Unemployed Unemployed Unemployed Unemployed Unemployed

OCCUPATION (%) (%) OCCUPATION OCCUPATION (%) OCCUPATION (%) OCCUPATION (%) OCCUPATION OCCUPATION OCCUPATION (%)(%) OCCUPATION (%) (%)

Addington Addington Canterbury Canterbury

Addington Addington Canterbury Canterbury

Addington Addington Addington Addington Addington Canterbury Canterbury Canterbury Canterbury Canterbury Canterbury Canterbury Canterbury Canterbury

Labourers Labourers Labourers of Addington residents Labourers have access to at least Professionalsone car Professionals Professionals Professionals Labourers Technicians and trades trades Technicians Technicians trades and Labourers and Labourers Labourers Labourers workers workers workers and Technicians trades Professionals workers Sales workers workers Sales workersSales Professionals Professionals Professionals Professionals Sales workers Technicians and trades Clerical and and Clerical and Clerical and Technicians Technicians trades Technicians andand trades Technicians and trades trades workers administra tive ve workers workers administra administra ti workers ti workers workers Clerical and ve workers workers Sales workers administra tive workers Machinery operators and and Machinery operators Machinery operators and Sales workers Sales Sales workers Sales workers workers driversand drivers drivers operators Machinery Clerical and and Clerical and drivers Clerical Clerical and Clerical and administra tive workers administra ve administra workers ti administrativetiworkers administra tive ve workers workers Machinery operators and and Machinery operators Machinery operators and Machinery operators and Machinery operators and drivers drivers drivers drivers drivers

81%

#1

#2

Surprisingly few people in the Cantebury Region utilise public transport (buses). Possible reasons could be inconvenient routes or (in) frequency of buses.

#1

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TRANSPORT TRANSPORT TRANSPORT TRANSPORT

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RESIDENTIAL RENT

RESIDENTIAL PROPERTY TRENDS

MEDIAN RENT OF HOMES IN CENTRAL CHRISTCHURCH SUBURBS, JAN 2013

Comparing rent of homes in the surrounding suburbs of Riccarton, Fendalton, Strowan, Merivale, Saint Albans, Edgeware, Richmond, Avonside, Linwood, Philipstown, Woolston, Opawa, Waltham, Sydenham, Spreydon and Middleton.
Weekly Rent Weekly Rent
$280 $280 $290 $290 $300 $300 $310 $310 $320 $320
CBD CBD

$330.00 $310.00 $290.00 $270.00 Median Rent $250.00 $230.00 $210.00 $190.00
ADDINGTON

$330.00 $310.00 $290.00

310

310
$365,000.00 $365,000.00

373K EARTHQUAKE 347.4K EARTHQUAKE 347.4K

EARTHQUAKE

EARTHQUAKE 280 260

280

$345,000.00 $325,000.00 Median Value $305,000.00 Median Value

$345,000.00 $325,000.00 $305,000.00 $285,000.00

260 $270.00
Median Rent

230

$250.00 $230.00 $210.00 $190.00 $170.00

230

CBD Addington

CBD

289K

CBD Addington

The median rent for residential properties in the CBD and Addington have increased after the earthquake. Current rent in the CBD has increased by 19% since 2010, 373K 22% respectively for and Addington. The overall trend for rent is increasing, as demand increases and supply decreases post-earthquake. 289K CBD The median value for properties in the CBD and Addington has increased post-earthquake, with an increase of 7% in the CBD and 12% respectively for Addington.
Addington

Addington $285,000.00 $265,000.00 $245,000.00 $225,000.00

258.3K $265,000.00
$245,000.00 $225,000.00 2009 2010 2011 2009

258.3K

$170.00 2009 2010

2011 2009

2012 2010

2013 2011

2012

2013

2012 2010

2013 2011

2012

Median property rent trend.

The median rent for residential The properties median in rent the for CBD residential and Addington properties in the CBD and Addington have increased after the earthquake. have increased Current rent after in the the earthquake. CBD has Current rent in the CBD has increased by 19% since 2010, and increased 22% respectively by 19% since for Addington. 2010, and 22% respectively for Addington. The overall trend for rent is increasing, The overall as demand trend for increases rent is increasing, and as demand increases and supply decreases post-earthquake. supply decreases post-earthquake. Data is based on information gathered Data is based from bonds on information lodged atgathered the from bonds lodged at the Building and Housing Group. Insufficient Building and data Housing could be Group. the reason Insufficient data could be the reason why sharp drops occur in the months why sharp of October drops occur 2010 in and the July months 2011 of October 2010 and July 2011 and 2012. and 2012.

Mean property value trend.

$330 $330 $340 $340 $350 $350

Median rent of homes in central Christchurch suburbs (Jan 2013).

The median value for properties The in the median CBD value and Addington for properties has in the CBD and Addington has increased post-earthquake, with increased an increase post-earthquake, of 7% in the CBD with and an increase of 7% in the CBD and 12% respectively for Addington. 12% respectively for Addington.

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2013

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COMMERCIAL CONSTRUCTION COSTS IN NEW ZEALAND

COMMERCIAL LEASE

Commercial Lease and Property Types 5 Aug 2013 Commercial Lease and Property Types asas atat 5 Aug 2013
On average, construction costs in Christchurch are 21% greater than in Auckland, and 19% greater than in Wellington.
2,1 2,1 40 2,5 90 90

(9) (9) (7) (7)

$450.00 $450.00
2,190 2,240 2,650 2,590 2,640 3,140
COMMERCIAL

(9) (9) (6) (6)

(8) (8)(2) (2)

2,990 3,040 3,620

$400.00 $400.00 Lease $NZD (Ex GST) per annum Lease $NZD (Ex GST) per annum $350.00 $350.00 $300.00 $300.00 $250.00 $250.00 $200.00 $200.00 $150.00 $150.00 $100.00 $100.00 $50.00 $50.00
M O T

350350

329329 329329 176176 187187

The median lease in Addington for industrial and retail properties is considerably lower than in the CBD. Median lease for offices in both the CBD and Addington are on par. There are more properties available in the CBD than Addington - this could reflect a higher demand for properties outside the CBD.

90 1,9 30 2,0 10 2,4 90 2,6 30 2,7 60 3,2

82 0 83 5 98 5

L TIA EN SID RE

IND US TR IAL

0 85 5 86 5 2 1,0

65 0 66 0 78 5

CBD CBD Addington Addington

75 1,3 05 1,4 45 1,6

CONSTRUCTION
40 2,6 90 2,6 00 3,2

City Auckland Wellington

NZ$/M2
TOU RIS M

3,0 3,1 90 3,7 50 40

Christchurch

TH AL HE

4,2 4,3 90 5,1 80 90

40 3,8 10 3,9 40 4,6

Auckland Auckland Wellington Wellington

Christchurch Christchurch

Construction costs for different building types and locations.

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1,795 1,835 2,170

Centre

2,395 2,440 2,895

Centre

RETAIL

City

90 3,1 50 3,2 20 3,8

Industrial Industrial

Oce Oce Property e Quantity and Quantity Property TypeTyp and

Retail Retail

2,3 2,4 90 2,8 40 90

E L

1,485 1,515 1,800

Commercial lease and property types as of 5th August 2013.

The median lease in Addington industrial and retail properties The median lease in Addington for for industrial and retail properties is is considerably lower than in the CBD. Median lease offices in both considerably lower than in the CBD. Median lease for for offices in both the CBD and Addington are on par. the CBD and Addington are on par. There more properties available in the CBD than Addington - this There areare more properties available in the CBD than Addington - this could reflect a higher demand for properties outside the CBD. could reflect a higher demand for properties outside the CBD.
LYDIA LIU | YING YAN ZHOU

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ARTICLES AND ADDINGTON NOW: PEOPLE AND BUSINESSES

Whos building/moving here? Office workers Restaurants and bars Ministry of Health Professional service firms Construction workers Court Theatre Whats being built? New low-rise buildings - offices with retail on ground New homes New bars, restaurants and cafes Lincoln Centre (351 Lincoln Rd) New buildings at Show Place Office Park site

Why Addington? For buildings that have relocated - their old premises were in the red zone We chose Addington because of timing. It was going to be difficult to get back to the central city, where we were before, in a reasonable period of time. We needed to be a bit more central and the timing for Addington has worked for us. Generally cheaper (than CBD), qty of land available. Characteristics now: Dubbed SoMo - South Area of Moorhouse Ave - Chchs most dynamic neighbourhood Urban chic, funky retro, cosmopolitan New hub for live entertainment Historically a working hub. Still a busy working hub Addington is becoming the latest Parnell.

Newspaper headlines related to the commercial growth of Addington.

Newspaper headlines related to the commercial growth of Addington.

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DERIVE: DISCONNECTED ISLANDS

RESIDENTIAL

The various programmes within Multi-Use District are floating islands further disconnected by the railway.

BIG BOX RETAIL

EVENTS RESIDENTIAL

LINCOLN ROAD

22

ANALYSIS

RAILWAY

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X
HAGLEY PARK

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CAR DOMINANCE WITHIN MULTI-USE DISTRICT

SPACE DEDICATED TO CARS

EXISTING ROUTES TO ANCHORS

CAR DOMINANCE WITHIN MULTI-USE DISTRICT

CAR DOMINANCE WITHIN MULTI-USE DISTRICT

Percentage of commercial space occupied PERCENTAGE OF COMMERCIAL SPAC 3%by:

PERCENTAGE OF COMMERCIAL SPACE OCCUPIED BY: 26% Buildings
3%

PERCENTAGE OF COMMERCIAL SPACE OCCUPIED BY:

3%
26%

Tower Junction

Car space
Buildings 26%

Hagley Park 71%

Green spaces
Car space

Tower Junction

Tower Junction

Hagley Park

Hagley Park

71%

Green spaces

71%

Percentage of residential space occupied by:

PERCENTAGE OF RESIDENTIAL SPACE* OCCUPIED BY:

AMI Stadium

Lincoln Rd Food & retail

Lincoln Rd Food & retail

PERCENTAGE OF RESIDENTIAL SPACE* OCCUPIED BY:

34% 40%
34% 40%

Buildings

AMI Stadium

Car space Buildings Green spaces Car space

26% PERCENTAGE OF RESIDENTIAL SPACE*

26% Green spaces

AMI Stadium

Lincoln Rd Food & retail

*Average across developed residential zone

*Average across developed residential zone

34%

40%

26%

A car-orientated site.

The percentage of comercial space occupied by cars is 71%.

*Average across developed residential zone

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INTENSIFICATION: THE FLIP

PARKING LOTS

PARKING BUILT SPACE LOTS

BUILT SPACE

Percentage of commercial space occupied by:

PERCENTAGE OF COMMERCIAL SPACE OCCUPIED BY:
3% 26%
Buildings Roads

AFTER
PERCENTAGE OF COMMERCIAL SPACE OCCUPIED BY:
3% 26%
Buildings Roads

BEFORE
PERCENTAGE OF COMMERCIAL SPACE OCCUPIED BY:
3% 26%
Buildings Roads

AFTER

Percentage of commercial space occupied by:

PERCENTAGE OF COMMERCIAL SPACE OCCUPIED BY:
3% 26%
Buildings Roads

47% 24%

Car parking Green spaces

47% 24%

Car parking Green spaces

47% 24%

Car parking Green spaces

47% 24%

Car parking Green spaces

Intensification: Intensification: The The Flip Flip

PARKING PARKING LOTS LOTS

BUILT BUILT SPACE SPACE

BEFORE BEFORE
Before: The existing site.

AFTER AFTER
3% 3% 26% 26%
Buildings Buildings

PARKING PARKING LOTS LOTS

BUILT BUILT SPACE SPACE

After: Built space and car parking have been inverted.

PERCENTAGE OF PERCENTAGE COMMERCIAL OF SPACE COMMERCIAL OCCUPIED SPACE BY: OCCUPIED BY:

PERCENTAGE OF PERCENTAGE COMMERCIAL OF SPACE COMMERCIAL OCCUPIED SPACE BY: OCCUPIED BY:
3% 26% 3% 26%
Buildings Buildings
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27

The commercial of Linking 71% car space, which 66% The total forsegment carof parking is 204,453m2, and is of the equivalent to of 511 shops or is The commercial segment of Linking Unit consists of 71%area car space, which 66% is Unit consists dedicated to car parking. 340 homes or 1,135 apartments or 10 recreational parks. dedicated to car parking. The total area for car parking is 204,453m2, and is the equivalent to 511 shops or The total area for car parking is 204,453m2, and is the equivalent to 511 shops or 340 homes 340 homes or 1,135 apartments or 10 recreational parksor . 1,135 apartments or 10 recreational parks.

ADDITIONAL PROGRAMMES

The commercial segment of Linking Unit consists of 71% car space, of which 66% is dedicated to car parking.

FROM CAR SPACE TO PEOPLE SPACE

The total area for car parking is 204,453m2, and is the equivalent to 511 shops or 340 homes or 1,135 apartments or 10 recreational parks.

PARKING LOTS PARKING LOTS PARKING LOTS

Space dedicated to cars will be converted to that for people.

OR OR OR OR OR

OR OR

OR OR

x 511

x 340

x 1,135

x 10

Retail stores 400 m2

Parks & Recreation 20,000 m2

Medium density housing 180 m2

Typical areas of different uses

Single detached house 600 m2

Alternative uses for the car parking space and typical areas of different uses.
Typical areas of different uses Typical areas of different uses

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FLIPPED: LAND USE PERCENTAGES

RECONNECTING KEY PROGRAMMES

Reconnecting the four major programmes within the site: Tower Junction, Hagley Park, Lincoln Rd retail and AMI Stadium.
DEANS AVE
DEANS AVE

Tower Junction

Hagley Park

Tower Junction

Hagley Park

47%
26%
24%
3%
HI W L TE

ANCHOR

ANCHOR
MOORHOUSE AVE

47%
RAILWAY

MOORHOUSE AVE

ANCHOR

3%
Proposed car park

26%
H E AV

24%

LI

N OL NC

RD

CONNECTION
W HI TE LE IG H E AV

RAILWAY Proposed car park

OL NC N RD

CONN

LI

AMI Stadium

EIG

ANCHOR
Lincoln Rd Food & retail

ANCHOR

AMI Stadium

ANCHOR
Lincoln Rd Food & retail

Car parking Built area Roads Green space Direct flip of land use Diagramme of concept Anchors in context

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DESIGNATED BICYCLE LANES

PEDESTRIAN ACCESS

pedestrian footpaths designated bike paths Disconnection can be seen in the segmented bike paths Footpaths areas around the site quite well, but not as well within the site itself access points

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EXISTING ROAD SECTIONS

3m

2m road park bike lane

7.5m road

4m
bike lane road park

2m
footpath

Picton Road (Suburbia) 18.5m

footpath

PROPOSAL ONE: CAR[PARK]

Blenheim Road 20m
2.5m footpath road 7.2m island 1.5m 7.8m road 1m shoulder

Lincoln Road 20.4m

3m footpath

2m road park

1.4m bike lane

7m road
bike lane

4m
road park

3m
footpath

Section across various types of roads around the site.

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PROBLEM: DISCONNECTION

PROBLEM: CAR DOMINANCE EXISTING ROUTES TO ANCHORS

RESIDENTIAL

BIG BOX RETAIL

RAILWAY

EVENTS RESIDENTIAL
Floating islands further separated by the dominant railway

LINCOLN ROAD

36

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X
HAGLEY PARK
An illustration of how dominant the presence of the car is, as highlighted in blue

Tower Junction is an interesting area of Christchurch in that within 1 km it covers a wide range of programmes, each being vastly different from one another. However, all the different programmes seem to have their backs toward each other and thus become their own floating island. This disconnection is made so by the dominating railway which separates the site.

At another level, the disconnected characteristic of the site is apparent at the level of the pedestrian. When walking around the site the pedestrian feels extremely small and often finds it inconvenient to get from one side of Tower Junction to the other. This is due to the fact that the presence of the car is so dominant in Christchurch that roads such as the ones in Tower Junction are predominantly designed to prioritise the convenience of the car, and often disregards the movement of pedestrians.

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37 33

PROPOSAL: DIRECT FLIP

REFERENCES AND PRECEDENTS

Intensification: Intensification: The The Flip Flip Intensification: The Flip

INTENSIFICATION: The Flip

In response to the matter of dominance of the private car in the city of Christchurch, this project takes on a hypothetical proposal of directly flipping the land use. Space dedicated to the car is converted to built form, and the built form to car space.This flip thus allows us to investigate what the unbuilt space may become as built space, and vice versa.

PARKING PARKING LOTS LOTS PARKING LOTS

BUILT BUILT SPACESPACE BUILT SPACE

if people ratherthan cars are invited into the city, pedestrian traffic and city life increase correspondingly. ...Life in all its diversity unfolds before us when we are on foot... there is more to walking than walking! -Jan Gehl, Cities for People

BEFORE BEFORE BEFORE BEFORE

PERCENTAGE PERCENTAGE OF COMMERCIAL OF COMMERCIAL SPACE SPACE OCCUPIED OCCUPIED BY: BY: PERCENTAGE OF COMMERCIAL SPACE OCCUPIED BY: PERCENTAGE OF COMMERCIAL SPACE OCCUPIED BY:
3% 3% 3% Buildings Buildings Built area Buildings Roads Roads Roads Roads Carparks parking Car parking Car Car parking Greenspaces Green spacesspaces Green Green spaces 26% 26% 26%

AFTER AFTER AFTER AFTER

PERCENTAGE PERCENTAGE OF COMMERCIAL OFCOMMERCIAL COMMERCIAL SPACE SPACE OCCUPIED OCCUPIED BY: BY: BY: PERCENTAGE OF SPACE OCCUPIED PERCENTAGE OF COMMERCIAL SPACE OCCUPIED BY:
3% 3% 3% Buildings Buildings Built area Buildings RoadsRoads Roads Roads Car parking Carparks parking Car Car parking 26% 26% 26%

NL Architects bicycle pavilion serves as a precedent of activities for bikers in the area, one of many ways to create density and concentration of activity.

The proposal uses this shift in focus from the car to people to increase pedestrian and bicyclist activity. As cars are intended to be dropped off at the perimeter of the site, a rental bike system just introduced to New Zealand, Nextbike, is utilised to enable people to travel around the block, and also as a daily means of transport around the greater area of Christchurch City as well. The proposal takes into mind readings from Jan Gehls Cities for People and consideration has also been given to William Whytes film The Social Life of Small Urban Spaces - The Street Corner in the design of the plaza.

47% 47% 47% 24% 24% 24%

47% 47% 47% 24% 24% 24%

spaces GreenGreen spaces Green spaces Green spaces

Basic principles of safe bicycling design - even something as simple as having separated bicylce lanes from the road by parked cars makes a significant difference in traffic safety.

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PROPOSAL: CONNECTING ANCHORS

EXTENSION OF EXISTING STREETS

Using the flip as a starting point, the design intends to connect the four main anchors: Hagley Park, Tower Junction Mega Centre, Lincoln Road, and the AMI Stadium.

TOWER JUNCTION

HAGLEY PARK

In order to create very direct connections, existing streets within and around the block are extended, creating more opportunities of connection and intersection while also breaking down the potential big blocks of building in the site.

AMI STADIUM

LINCOLN ROAD

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MAIN STREETS CONNECTING THE ANCHORS

HIERARCHY OF STREET NETWORK

The main connection takes shape in the form of a double cross, with one arm (two parallel roads) connecting Tower Junction to Lincoln Road, and the other connecting Hagley Park with the AMI Stadium.

The remainder of the extended streets are broken down into lesser roads to create a hierarchy in circulation around the site, and to increase accessibility. This also breaks down further what would be big block buildings.

Road for cars Primary network (15m) Secondary network (11m) Tertiary network (7m) The extended roads chosen to be the main ones that connect the anchors.

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STREET SECTIONS: EXISTING

STREET SECTIONS: PROPOSED

As the site is intended to be a pedestrian block, exisiting street sections are remodeled to typical road sections for pedestrians and bicyclists. Streets vary in width to accommodate for different experiences and transport. The primary network, being the widest, is for more cyclists to use, including those using bike trailers to transport equipment for events. The secondary street accommodates for both pedestrians and cyclists to access more places within the block, whereas the tertiary is mainly for pedestrians. These streets mainly provide access to particular buildings and bike riders are enouraged to only walk their bike.

3m footpath

2m road park

1.4m bike lane

7m road
bike lane

4m
road park

3m
footpath

3m footpath

1.4m

2m road

7m island road road park

4m

3m footpath

Lincoln Road 20.4m

bike stands + lane road park

bike path + stands

Lincoln Road 20.4m

2.5m footpath roadside parking

10m road

2.5m road park

1m footpath vegetation 2m 2m 4m 2m 5m

Clarence St South 16m

New Clarence St South PRIMARY STREET Bike and pedestrian 15m

footpath bike stands + greenery bike lane stands + greenery footpath store front clearing

New Wise Street SECONDARY STREET Bike and pedestrian 11m TERTIARY STREET (far left) Pedestrian only (bike walkers allowed) 7m

2m

6.5m road

2.5m footpath car parking 2m footpath 3m main pedestrian road 2m footpath 2m footpath + bike parks 3m bike lane 2m 4m

Wise Street 11m

commercial property footpath

roadside parking

stands + greenery footpath store front clearing

Street sections taken of existing key roads within the site.

Proposed sections of what the streets could become.

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RESULTING BUILDING MASS

DISTRIBUTED PROGRAMME INTO MASSING

The streets, then, subsequently define the built mass within the area. The tertiary streets are extended from selected ex-building edges to further break down the mass of built space.

A range of programme is then distributed in the area, with the commercial lining the majority of the four main roads connecting the anchors.

Car drop-off area Residential programme Commercial programme Where tertiary network cuts through building mass Plan of programmes in built mass based on the primary network Open space

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DISTRIBUTED PROGRAMME INTO BUILT MASS

DISTRIBUTED PROGRAMME INTO BUILT MASS

Built programme as at the ground level.

Built programme as at level 1 (with ground-level programme in the background)

Car drop-off area Residential programme Commercial programme

Car drop-off area Residential programme Commercial programme

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DISTRIBUTED PROGRAMME INTO BUILT MASS

OPEN SPACE

Built programme as at level 2

Main market Plaza

Screening Plaza

A series of open spaces are given their own identities to create variation and thus density and intensification within the block. Smaller spaces become private courtyards or pocket parks.

Garden Plaza Valendrome Plaza Sports Plaza

Central Plaza

Playground Plaza

Built space Residential programme Commercial programme Open space activity Pocket parks and courtyards

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CENTRAL PLAZA

PROPOSAL IN CONTEXT

From left to right: temporary ice-skating; concert venue; market place.

Overview of the site with the different open space activity

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A view of the Central Plaza from one of the elevated Primary streets.

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SITE BOUNDARY AND DRIVER IN CONTEXT

Reconnecting the four major programmes within the site: Tower Junction, Hagley Park, Lincoln Rd retail and AMI Stadium.
TOWER JUNCTION SOUTH HAGLEY PARK

PROPOSAL TWO: THE PEDESTRIAN LINK

L CO LIN
AMI STADIUM
RAILWAY Proposed car park

AD RO Tower Junction

DEANS AVE

Hagley Park

ANCHOR
MOORHOUSE AVE

ANCHOR

LIN
E AV

L CO

RD

CONNECTION

W HIT EL
AMI Stadium

H EIG

ANCHOR
Lincoln Rd Food & retail

ANCHOR

Anchors in context with reconnection path

Driver: Reconnecting

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PEDESTRIAN CIRCULATION: PRIMARY

PEDESTRIAN CIRCULATION: SECONDARY

Fast paced route; direct connection between anchors. Formed from the extension of streets within and around the site. Serves buses, pedestrians and cyclists.

PRINCESS ST

TROUP DR

Moderately paced route; connection between blocks. Formed from the extension of streets within and around the site. Extensions intersect to create smaller, more managable blocks. Serves pedestrians and cyclists.

BL EN IM HE RD

OSHANNESSY PL

HA

SHOW PL
H RT ST

AN RM ST

KE

NI

LW

W ISE T SS FE AS TP L

A CL RE E NC S ST T OU H R PA LA NE ST

Primary route.

Secondary route.

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PEDESTRIAN CIRCULATION: TERTIARY

CONCEPT: THE FLIP

Slow paced route; connection between subblocks. Formed from the overlaying of 50 x 50m grid, a comfortable and convenient walking distance. The grid is aligned with the primary route and allows the blocks to be further divided evenly.

Existing built/people space within the site.

Built/people space Tertiary route. Existing built form.

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What if the space occupied by built/people space and cars were reversed?

Built/people space form with pedestrian circulation within the site.

Built/people space Proposed flip. Proposed form.

Built/people space

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LAND USE: CAR PARK CONDENSING STRATEGY

LAND USE: CAR PARKING

Flip 1: People space to car space Car access is restricted to the boundary of the site. Car parking is located at the edges of the primary route. Its proximity to the primary route increases convenience and accessiblity.

Existing car parks

Occupation rate: 53% occupied

Improved public transport

reduce & consolidate

Car access Car parking Commercial Select locations for car parking buildings.

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LAND USE: ORGANISATIONAL CONCEPT - COURTYARDS

Flip 2: From built space to unbuilt space A B

Public commercial activity surrounds large, public spaces along primary route such as cafes, retail, art galleries and restaurants. Offices/private commercial tucked away in potentially lower traffic areas, accessed by the tertiary route. Contains smaller courtyards that are more private.

1.

2.

E 3. 4.

Car pa

ORGANISATIONAL CONCEPT: Courtyards

LAND USE PLAN: Futher defining commercial activities

LAND USE PLAN: Futher defining commercial activities

Car parking Commercial Proposed green/ open space Remaining exisiting building footprints become green/open spaces.

Retail Car p

ORGANISATIONAL CONCEPT: Courtyards Public commercial activity surrounds large, public spaces along primary route. Eg cafes, retail, art galleries, restaurants. Public commercial activity surrounds large, public spaces along primary route. Eg cafes, retail, art galleries, restaurants. commercial tucked away in potentially lower traffic areas, accessed by the tertiary route. ConOffices/private tains smaller courtyards, that are more private. Offices/private commercial tucked away in potentially lower traffic areas, accessed by the tertiary route. ConCourtyard precedents: tains smaller courtyards, that are more private.

Office Retai

Green Office

Green

Courtyard types: Different spaces created by relationship between built and open space. A. Enclosed; B. Strip; C. Corner D. Plaza; E. Pocket.

1. RMIT University Lawn (Peter Elliot Pty Ltd Architecture); 2. Courtyards on Oxford (studioMAS); 3. The Green Cloud Project (Tema Landscape Architecture).

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LAND USE PLAN

Further defining commercial activities

Car parking Private commercial Green/open space Public commercial Overall land use plan.

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BUILT FORM: OVERALL SCHEME

A

A 100m x 100m Unit

DE AN S AV E
HAGLEY PARK

TOWER JUNCTION MEGA CENTRE

MOO

RH

OU

SE

AV

BLE

NHEIM

RD

CL

AR

EN

CE

ST
ear Happy New Y

LN RD LINCO

LINCOLN RD RETAIL

Primary Route

ST

GTON

LEA MIN

WHI TE LE IGH AV E
CLA REN CE ST SOUT H
AMI STADIUM

Chinese N
Section A-A

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ear Happy New Y

Chinese N

1:2
A
100m x 100m Unit

DE AN S AV E
HAGLEY PARK

TOWER JUNCTION MEGA CENTRE

MOO

RH

OU

SE

AV

BLE

NHEIM

RD

CL

AR

EN

CE

ST

LN RD LINCO

LINCOLN RD RETAIL

Secondary Route

ST

GTON

LEA MIN

WHI TE LE IGH AV E
CLA REN CE ST SOUT H
AMI STADIUM

Weekend s
Section A-A

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BUILT FORM: OVERALL SCHEME

A

Weekend s

100m x 100m Unit

DE AN S AV E
HAGLEY PARK

TOWER JUNCTION MEGA CENTRE

MOO

RH

OU

SE

AV

BLE

NHEIM

RD

CL

AR

EN

CE

ST

LN RD LINCO

LINCOLN RD RETAIL

Tertiary Route

ST

GTON

LEA MIN

WHI TE LE IGH AV E
CLA REN CE ST SOUT H
AMI STADIUM

Park n go
Section A-A

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Perspective at the intersection of a secondary street and primary street.

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