A IR - L INE

Serving the City & Seeing the City

A collective by Lesley Chen and Emma Farmer

U NIVERSITY

OF

A uCKLaND , S CHOOL OF A RCHITECTuRE A DVaNCE D ESIGN T WO 2013 F OCuSED ON C HRISTCHuRCH , C aNTERBuRY , N EW Z EaLaND
Site Investigation

S ERVING

THE

C ITY

BY

E MMa F aRMER

31
32 33 34 35 36 37 38 39 40-41 42-43 44 45 46 47 48-49 50-51 52 54 55 56-57 58-59 60-61 62-63 64-69

TaBlE OF CONtENtS

S ITE I NVESTIGaTIONS - T HE C HRISTCHuRCH I NTERNaTIONaL A IRPORT

Statistics about Christchurch Main Roads & Train Tracks Bus Routes in Christchurch Bus Routes Connecting to the Airport Christchurch Domestic & International Flight Route Different means of Travel Distance, Time & Cost Comparison Land Use in Christchurch Reviewed Plans North West Area Case Studies: Comparison of Urban/Non-Urban Comparison of Airports Comparison of Airport Surroundings Comparison of Airport Noise Contours Cargo Transport Methods to the Airport Cargo Train Routes Passenger Train Routes Research Conclusion

3
4 5 6 7 8-9 10-11 12-13 14 15 16-17 18-19 20-21 22-23 24-25 26 27-28 29

Project Description Connection Isolated Urban Islands Achieving Connection Possible Train Routes Proposed Train Route & Industrial Growth Process for Proposed Scheme Existing Land Use Existing Programs & Proposed Increase Connection between Zones Connection between Users & Zones User Weave Clusters Connection between Zones & Infrastructure Infrastructure Weave Clusters Train Car Module and Spacing Walking Distance Module and Spacing Testing Land Use Organisation People Walking Distance Trajectory Circulation Routes Zoning Using Infrastructure Weave Clusters Master Site Plan Section along Cargo Train Line Hub Design Project Illustration

S EEING

THE

C ITY

BY

L ESLEY C HEN

71
72-73 74-75 76 77 78 79 80-81 82-83 84-85 86-87 88-89 90-91 92-93 94-95 96-97 98-101 102-103

Project Description Designing for Passengers Existing Street Faade Design Inspiration The Arch Constructing the Vault The Rail Structure Ornamentation The Metrail Monorail System Existing & Proposed Residential Street Layout Proposed Residential Street Layout Section Existing & Proposed Suburban Street Layout Proposed Suburban Street Layout Section Existing & Proposed Park Layout Proposed Park Layout Section Existing & Proposed Urban Street Layout Proposed Urban Street Layout Section The Monorail Hub Project Illustration

SItE INVEStIGatION

THE CHRIStcHURcH INtERNtaIONal AIRPORt

Lesley Chen & Emma Farmer Site Investigation 3

MaIN ROaDS & TRaIN TRacKS

CBD

30 kms

Train Routes

Main Roads

Lesley Chen & Emma Farmer

Site Investigation

25 kms 5

BUS ROUtES IN CHRIStcHURcH

BUS ROUtES CONNEctING tO tHE AIRPORt

Bus Routes

Lesley Chen & Emma Farmer

Site Investigation

CHRIStcHURcH DOmEStIc FlIGHt ROUtE

CHRIStcHURcH INtERNatIONal FlIGHt ROUtE

$124 $164

80 mins $69 100 mins $109

Auckland Hamilton Tauranga Rotorua

120 mins $174 $134 100 mins $154 $109 90 mins $89 70 mins $79

Tokyo

Dubai Bangkok

$174

85 mins $99

New Plymouth

Napier Palmerston North

50 mins $49

$154 $144

$124

50 mins $69

Nelson

Wellington Blenheim
50 mins

$114 $134 $167

Singapore

$132

40 mins $99

Hokitika

CHRISTCHURCH
$437

Chatham Islands
135 mins

Queenstown
$144 60 mins $104

Nadi

Dunedin Invercargill

60 mins $92 80 mins $109 $155

$144

Brisbane Gold Coast Sydney Melbourne

CHRISTCHURCH
Time Taken Normal Airfare Discounted Airfare

Lesley Chen & Emma Farmer

Site Investigation

DIFFERENt MEaNS OF TRaVEl

$27 18 mins 32 mins $3.45

10kms
23 mins $19

$45 20 mins 68 mins $3.45

15kms
25 mins $30

Major issue identified up to this point is that the time that it takes for a passenger to travel 15kms, and comparing that to a passenger to travel 25kms is longer, thus making it very inefficient in time to travel on public transport. With research made on prices of ticket fares to fly from the Christchurch Airport, by comparing the prices to those of travelling within Christchurch. Travelling 25kms from the Airport can be comparative to flying to Nelson, Wellington, Auckland and Palmerston North. This then highlights the issue of local travel services and methods to be inefficient in time and cost.

$58 28 mins 61 mins

20kms
33 mins $33

$3.45

Taxi Bus Shuttle

$75 38 mins 64 mins $3.45

25kms
43 mins $49

10

Lesley Chen & Emma Farmer

Site Investigation

11

DIStaNcE, TImE & COSt COmPaRISON

763 kms
80 mins $124 $69

AUCKLAND

For every 10 kms

1.05 mins $1.63
$1.55 per min

$0.90
$0.86 per min

WELLINGTON

304 kms
CHRISTCHURCH 50 mins $49 $114

For every 10 kms

1.64 mins $3.75
$2.28 per min

10 kms
18 mins $27
$1.50 per min

$1.61
$0.98 per min

32 mins $7.50
$0.23 per min

23 mins $19
$0.83 per min

12

Lesley Chen & Emma Farmer

Site Investigation

13

LaND USE IN CHRIStcHURcH

REVIEWED PlaNS - NW AREa

AREa 1

AREa 2

DaKOta PaRK

Rural 43.7% *Conservation 11.5% **Cultural ***Special Purpose Open Space Business 1.4% 3.7% 6.6% 5.5%

AREa 3

2011 Zoning Plan

The 2009 Christchurch land review showed that there was a need for 100 hectares of additional industrial business land to the north west of the city. The 2011 Zoning Plan adds approximately 15 hectares for industrial business purposes in Area 1, approximately 50 hectares for industrial business purposes in Area 2 and approximately 35 hectares for industrial business purposes in Area 3 to accommodate anticipated industrial business demand. Dakota Park is 80 hectares of Special Purpose business park which is also proposed to be added in anticipation of demand. Site Investigation 15

* Conservation includes heritage & historical ** Cultural includes heritage precincts, maraes,
schools & universities.

parks, coastal margins, waterways & cemeteries.

Residential 27.6%

*** Special Purpose includes hospitals, airports,

landfills & pedestrian precincts.

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Lesley Chen & Emma Farmer

CaSE StUDY: COmPaRISON OF URBaN/NON-URBaN

STOCKHOLM HONG KONG CHRISTCHURCH

STOCKHOLM

HONG KONG

CHRISTCHURCH

15%
Urban Area Rural Area 2 people per hectare

14% 86%
64 people per hectare

12% 88%
2.3 people per hectare

85%

16

Lesley Chen & Emma Farmer

Site Investigation

17

CaSE StUDY: COmPaRISON OF AIRPORtS

Airport Area
Terminal 1 Terminal 1

No. of Passengers

Amount of Cargo*

No. of Runways & Relative Lengths

5.6 million
Gate 1-30 Gate 1-30

0.7 million

CHRISTCHURCH INTERNATIONAL AIRPORT NEW ZEALAND

615 hectares

Gate 501-510

Gate 501-510

56.5 million
Gate 15-19 Gate 15-19

9.9 million

Ga

te

60 -7 0

Ga

te

North Satellite Concourse

60 -7 0

North Satellite Concourse

51 151 3

51 151 3

Gate 20-36

Gate 20-36

1,255 hectares

te

Ga

40 -5 0

te

te

40 -5 0

HONG KONG CHEK LAP KOK AIRPORT CHINA

Terminal 1
Ga Ga

Terminal 1

Ga
4 52 152 te Ga

te

Gate 1-4

Gate 51-59

Gate 51-59 Gate 30-44

Terminal 3

Terminal Terminal 34

Terminal 4
Gate 30-44 Gate 11-24

Terminal 5 SkyCity
Ga te

Gate 11-24

Terminal 5

Gate 1-4

4 52 152 te Ga

Terminal 2

Terminal 2

19 million 800 hectares

12.7 million

Terminal 2
2
-7

Terminal 2
2

SkyCity
-7

0 1-1

61

te

Ga

STOCKHOLM ARLANDA AIRPORT SWEDEN

Ga

te

61

Ga

te

0 1-1

G at

e F2

6 -F

69 G at

e F2

6 -F

69

* Cargo is calculated relative to passenger numbers

18

Lesley Chen & Emma Farmer

Site Investigation

19

CaSE StUDY: COmPaRISON OF AIRPORt SURROUNDINGS

Diagrams show the location of the airport relative business and residential zones with non-urban surroundings. Connection routes are also shown including trains, buses and main roads.
37Km Uppsala

Residential Business Zone Open/Green Space Airport Airport Runways

Kowloon CBD 35Km

17Km Sigtuna

10Km Christchurch CBD

Stockholm CBD 42Km

STOCKHOLM
42Km to CBD 37min Car 52min Bus 29min Train Large surrounding Business Zone. Buffer between Residential Zone and Airporpt Zone. Good Public Transport connecting routes.

HONG KONG
35Km to CBD 34min Car 99min Bus 21min Train Isolation Airport. Buffer between Residential Zone and Airport Zone. Good Public Transport connecting routes.

CHRISTCHURCH
10Km to CBD 20min Car 40min Bus NO Train Isolated Business Zone. Direct proximity to the large Residential Zone. Poor Public Transport connecting routes.

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Lesley Chen & Emma Farmer

Site Investigation

21

CaSE StUDY: COmPaRISON OF NOISE CONtOURS

Existing Contour 1994

Proposed Contour 2011

Christchurch International Airport Limited (CIAL) manages aircraft noise in order to: reduce the effects of noise on local residents maintain high standards of residential amenity prevent imposition of a curfew which would restrict 24/7 operations Why are Noise contours important? To allow the airport to continue to grow and operate efficiently on its present site They allow the airport to function as a non-curfewed operation There are numerous examples of cities and their airports that have not managed aircraft noise levels and are now either subject to curfew or have been forced to move to locations further away from the city they serve. How does Christchurch Airport manage aircraft noise ? 1. Noise reduction at source discouraging use of older noisier aircraft 2. Noise minimisation procedures adherence to recommended flight paths and flight procedures 3. Land use planning: utilising appropriate noise contours to discourage noise sensitive development within areas

affected by aircraft noise Aircraft operations means: The take-off and landing of aircraft at CIAL Aircraft flying along any flight path associated with a take-off or landing at CIAL The following activities are excluded from the definition of Aircraft Operations: Aircraft operating in an emergency for medical or national/civil defence reasons Air shows Military operations not associated with the Antarctic programme Aircraft using the airport as an alternative to a scheduled airport elsewhere Aircraft taxiing Aircraft engine testing Exceedance by up to 1 dBA of the noise limit is permitted provided CIAL demonstrates at the request of, or to the satisfaction of, the Council that any such exceedance is due to atypical weather patterns.

Stockholm

Hong Kong

Maps shown are relative in scale.

22

Lesley Chen & Emma Farmer

Site Investigation

23

CaRGO TRaNSPORt MEtHODS tO tHE AIRPORt

92% 2%
of freight transported in NZ

of freight transported in NZ

6%

of freight transported in NZ

Large Semi

Train with rail cars

Barge

$8.60
Cost per 100Km carrying 1 ton of cargo

$2.50
Cost per 100Km carrying 1 ton of cargo

$0.98
Cost per 100Km carrying 1 ton of cargo

Transporting Cargo by Large Semi Truck (or similar) is the most expensive and has the largest environmental impact. It is the most commonly used method (92%) as it has the greatest accessibility and can go anywhere without the need to transfer cargo.

1.95
grams per ton-Km of Hydrocarbons Emitted

1.43
grams per ton-Km of Hydrocarbons Emitted

0.28
grams per ton-Km of Hydrocarbons Emitted

Transporting Cargo by Train is 344% more cost efficient then by Truck, and has a greatly reduced Environmental impact. The current location of the train line does not encourage its use for airport cargo transport.

5.89
grams per ton-Km of Carbon Monoxide Emitted

1.98
grams per ton-Km of Carbon Monoxide Emitted

0.62
grams per ton-Km of Carbon Monoxide Emitted

Transporting Cargo by Barge is the most cost efficient and environmentally friendly. However, it has the least accessibility and still relies on other transport methods (mostly Trucks) to carry the cargo from the airport to the port and from the port to the final destination.

31.53
grams per ton-Km of Nitrous Oxide Emitted
24

5.67
grams per ton-Km of Nitrous Oxide Emitted

1.64
grams per ton-Km of Nitrous Oxide Emitted
Site Investigation 25

Lesley Chen & Emma Farmer

CaRGO TRaIN ROUtES

PaSSENGER TRaIN ROUtES

Whangarei

Auckland

Auckland Tauranga Rotorua Gisborne

Hamilton

Hamilton

New Plymouth Hastings Wanganui Palmerston North

National Park

Palmerston North

Picton Westport Greymouth Hokitika Kaikoura

Wellington Picton

Wellington

Kaikoura Greymouth

CHRISTCHURCH
Timaru

CHRISTCHURCH

Dunedin Invercargill
Cargo Train International Airport Passenger Train International Airport

26

Lesley Chen & Emma Farmer

Site Investigation

27

RESEaRcH CONclUSION

The Christchurch International Airports current location is very disconnected from main transport routes and business/industrial areas. The close proximity to residential zones could restrain potential growth of the airport city. When compared with Stockholm Arlanda Airport and Hong Kong Chek Lap Kok International Airport, the Christchurch Airport shows restrictions around growth into an international hub and airport city. Both Stockholm and Hong Kong are developing into large aerotropolis, mostly driven by the long distance from the CBD. Christchurch is not suitable to be an aerotropolis due to the short distance to the CBD. However, there is the opportunity to develop the Christchurch airport into a cargo hub. The lack of integration between the airport and the train route prevents growth in the importing and exporting of goods. The reliance on fossil fuels for transportation is also preventing Christchurch from growing into a more developed and sustainable future.

28

Lesley Chen & Emma Farmer

Site Investigation

29

[ SERVING tHE CItY ]

30

Emma Farmer

Serving the City

31

DESIGNING FOR CaRGO

Christchurch is growing, but not as a unit, it is growing as a collection of individual islands. Connecting these islands would allow the city to function and grow as a whole. One of the major issues identified from the research and analysis of the site conditions is the disconnection between the airport, the industrial corridor and the new developing industrial pockets in Christchurch. The Christchurch International Airports current location is very disconnected from main transport routes, business and industrial areas. The lack of integration between the airport and the train route limits growth in the import and exportation of goods, and the reliance on fossil fuels for transportation is also preventing Christchurch from growing into a more developed and sustainable future. When compared with Stockholm Arlanda Airport and Hong Kong Chek Lap Kok International Airport through case studies, the Christchurch Airport shows restrictions around growth into an international hub and airport. Both Stockholm and Hong Kong are developing into large aerotropolis, mostly driven by the larger distance from the CBD. Christchurch is not suitable to become an aerotropolis due to its size and the close proximity to the CBD. However, there is the opportunity to develop the Christchurch airport into a cargo hub, benefitting the CBD through the increased efficiency and growth of various cargo related businesses and industries around the airport. There is a need of 100 hectares of land for additional growth in business, light industrial and distribution activities according to a 2009 Christchurch land review. The area surrounding the airport provides the needed land as well as the opportunity for continued growth. Christchurch has been expanding due to urban sprawl, growing west to the point where there is now only a thin strip of rural land as the buffer between the airport and residential zones, the urban edge mostly defined by the airport noise contour. This proposal aims to design a framework that connects the airport with the industrial corridor and allows future business and industrial growth around the airport. The existing rail line which cuts through the middle of Christchurch (along the North-South axis) is moved west, acting as a band to restrict urban sprawl and a tool for maximising efficiency. The new proposed train line accommodates the predicted future growth and increases productivity in cargo transportation through its direct connection with the airport. The design is explored at an urban scale and is structured along two grids. The first grid which runs along the proposed cargo train line is based on the size of cargo cars with a focus on increasing efficiency in transportation through regulating spacing and stops. The second grid runs along the proposed passenger monorail with the spacing defined by the distance people are happy to walk in order to catch public transport. Both the grids are set in order to increase efficiency in transportation and circulation. 16 existing land use zones were identified on site and clustered together in different configurations based on their connection with the users (Tourist, Worker, Cargo and Local Services) and infrastructures (Airport, Cargo train line & Passenger train line). Through weaving the various zones together based on their need for each infrastructure, a stronger connection is developed between the different infrastructures. Similarly through weaving the zones based on the users it encourages the collaboration and integration of users. The idea of weaving is a key design inspiration in this project. This design plays with interwoven zone clusters, using the two grids identified to inform the weave. Through weaving the zones together a greater efficiency in movement and circulation is designed with consideration of various methods: walking circulation, vehicle circulation and train circulation. The interlocking of zones creates shared spaces which encourages engagement between the different companies and enriches the community environment. The idea of Christchurch as the garden city is another design inspiration for the project, incorporating connected open, green spaces across zones and throughout the urban area. Daffodil flowers were explored as inspiration, the concept of the bulb growth being a summary for the urban scheme where the airport area is seen as similar to the bulb of a daffodil which feeds the flower head, or in this idea, the CBD. This analogy is designed to show that the development around the airport is not a new aerotropolis which drains the city but an urban centre to help revitalise and feed the growth of the city. The layered skin and linearity of a daffodil stem corresponds to the idea of weaving and was explored as a driver for open space on site. This design addresses the programming of land use and massing of buildings against open space around the Christchurch International Airport. The relocation of the train line connects the airport and surrounding area to the other industrial islands, and aims to create a new efficiency in circulation and transportation of cargo while also providing the necessary infrastructure for future growth. Considering the land use zones around the airport avoids the development of a potentially draining aerotropolis, instead allowing the airport to grow into a flourishing cargo hub. Through weaving various zones together, a connection is formed to foster a community environment between companies. The design highlights the importance of considering urban spaces to aid efficiency in movement and increase the quality of life for the inhabitants.

CONNEctION

32

Emma Farmer

Serving the City

33

ISOlatED URBaN ISlaNDS

OFFICE PARK

AcHIEVING CONNEctION

OFFICE PARK

AIRPORT

AIRPORT

ISLANDS

ANTARTIC CENTRE

AIRPORT RECREATION

RESIDENTIAL GROWTH
RESIDENTIAL RESIDENTIAL

CITY CENTRE INDUSTRIAL CORRIDOR CENTRAL BUSINESS DISTRICT

NEW INDUSTRIAL CORRIDOR ROUTE

CONNECTED CITY CENTRE

SUBURBAN SHOPS LYTTELTON PORT

SUBURBAN SHOPS LYTTELTON PORT

34

Emma Farmer

Serving the City

35

POSSIBlE TRaIN ROUtES

PROPOSED TRaIN ROUtE & INDUStRIal GROWtH

Proposed Train Route Existing Train Route

36

Emma Farmer

Serving the City

37

PROcESS FOR PROPOSED ScHEmE

EXIStING LaND USE

Removing existing Train Route which previously divided the city and introducing a new Train Route running beside the airport.

Proposed land review area for future Business & Industrial Growth.

The Sound Contour was used to define zone boundary for business growth and define residential boundary.

Focused Design Area Airport Airline Service & Support Antarctic Voyages Post Shops Food Rental Cars Other Car Services School Accommodation Logistics Industrial Offices Rural

The proposed scheme is a large development with consideration into existing industrial business, current growth and future growth. The proposal hinges on the relocation of the train line to connect the developing industrial islands, and is proposed to be developed in stages. If Christchurch is to intensify like Hong Kong, the train line and proposed industrial business zone will help prevent urban sprawl while providing the infrastructure for growth and increasing efficiency in cargo transportation.

Green Space Recreation

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Emma Farmer

Serving the City

39

EXIStING PROGRamS & PROPOSED INcREaSE

-11.64%
28.24%

+4.98%

54.17%

+0.38% +1.07% +0.72% +0.61% +1.58% +0.67%

5.12%

2.46% 0.20% 0.24% Antarctic Voyages Food

+0.04% +0.28%

1.97% 0.43% Logistics Industrial

2.13%
+0.32%

+0.17%

+0.70% +0.12%

1.43%

0.53% Accommodation Airline Service & Support

1.29% 0.53% Green Space Post

0.34% Other Car Services Offices

0.55% 0.37% School Shops

Rental Cars

Recreation

Airport

Rural
40 Emma Farmer Serving the City 41

CONNEctION BEtWEEN ZONES

ANTARCTIC VOYAGES

POST
LOGISTICS
RENTAL CARS

RECREATION
OTHER CARS

AIRPORT

ACCOMMODATION

FOOD

SHOPS
GREEN SPACE

OFFICES
SCHOOL

AIRLINE SERVICE & SUPPORT

42 Emma Farmer

INDUSTRIAL

Serving the City

43

CONNEctION BEtWEEN USERS & ZONES

Tourist

USER WEaVE ClUStERS

Cargo

(Import/Export )

Users

Zones

Airport

Green Space

Recreation

Antarctic Voyages

(Import/Export )

Cargo

Shops

Food

GREEN SPACE SHOPS FOOD

Tourist

Workers

Local Services

Rental Cars

Other Car Services

School

Accommodation

Logistics

Industrial Local Services

Offices

Post 44 Emma Farmer

GREEN SPACE SHOPS FOOD ACCOMMODATION RENTAL CARS AIRLINE SERVICE & SUPPORT POST

Serving the City

RECREATION SHOPS FOOD

45

Workers

AIRPORT LOGISTICS INDUSTRIAL OTHER CARS OFFICES ANTARCTIC VOYAGES

SCHOOL POST OTHER CARS

INDUSTRIAL SHOPS FOOD

Airline Service & Support

AIRPORT RECREATION RENTAL CARS ACCOMMODATION

AIRPORT LOGISTICS POST

CONNEctION BEtWEEN ZONES & INFRaStRUctURE

Airport

INFRaStRUctURE WEaVE ClUStERS

Infrastructures

Zones

Airport

Airline Service & Support

Recreation Airport Antarctic Voyages

Shops

Food

Cargo Train

Rental Cars Cargo Train School Passenger Train

Accommodation

Logistics

AIRPORT LOGISTICS POST INDUSTRIAL OFFICES FOOD

Industrial Passenger Train Offices

POST OFFICES SHOPS FOOD ACCOMMODATION RENTAL CARS AIRPORT RECREATION RENTAL CARS ACCOMMODATION GREEN SPACE SHOPS FOOD SCHOOL
Serving the City 47

AIRPORT AIRLINE SERVICE & SUPPORT ANTARCTIC VOYAGES LOGISTICS INDUSTRIAL

Post

46

Emma Farmer

TRaIN CaR MODUlE

MODUlaR SPacING

20 foot Standard Container

6.058m

40 foot Standard Container

12.2m 12.5m

average car

Buffer zone between plots

25m

The length of a train car has been used to create modular 25m plot spacings perpendicular to the train line. Five spacings have been combined to create 125m wide plots with a 25m buffer between each plot. The pattern has been adjusted to connect with existing roads where possible. A grid has been formed by rotating the modular spacing 90 degrees and following the bend in the train track.

Land plot width

125m

48

Emma Farmer

Serving the City

49

WalKING DIStaNcE MODUlE

MODUlaR SPacING

Happy walking Distance

400m

Okay walking Distance

800m

>800m
Not walking Distance

Happy walking Distance

400m

(maximum walking to train hubs)

Distance between grid

800m

The distance people are happy to walk for public transport is the driver for the spacings perpendicular to the passenger monorail line. The distance between each line is 800m, adjusted only for the last stop at the airport. A grid has been formed by rotating the modular spacing 90 degrees.

Max. Distance between hubs 50 Emma Farmer Serving the City 51

1600m

TEStING LaND USE ORGaNISatION

Zoning was driven by the linear lines from the steam of a daffodil flower, linearity being the key idea

Zoning was driven by a daffodil skin which was pixilated & zones were assigned to shades with consideration to existing locations, mingling of zones being the key idea

Existing zones are clustered to show current land occupancy.

Existing zones re-arranged in grid 1 format following zone-utilities diagram

Regulating the zones into the grid

Grouping zones and building upon them, to create larger areas that allow for growth

Zoning was driven by radial daffodil bulb

Weaving the radial zoning and linear zoning methods together

Daffodil pattern was overlaid and rotated several times to depict open space zones

Open space zoning which punctures into other zones using daffodil pattern

Zoned using the train car grid, following zoneutilities diagram

Collating and weaving various zoning methods together

Collating and overlapping the linearity and mingling of zones using rigid forms

Zoning is focused on the central green space serving multiple zones and the way various zones bleed into each other

Zoned using passenger walking distance grid, following zone-utilities diagram

Weaving the grids and zones together

Weaving clusters zones together

52

Emma Farmer

Serving the City

53

PEOPlE WalKING DIStaNcE TRaJEctORY

CIRcUlatION ROUtES

Walking distance from passenger hubs

Walking distance from hubs along cargo track for workers Cargo Transport Route

Worker Transport Route

54

Emma Farmer

Serving the City

55

ZONING USING INFRaStRUctURE WEaVE ClUStERS

Cargo Train Weave Cluster

AIR LOG PORT POISTICS ST

INDU OFF STRIAL ICE FO ODS

AIRP LOGIS ORT PO TICS ST

FOO OFFIC D INDUS ES TRIAL

The Infrastructure & Zones Weave Clusters informed the zoning on site. Some zones overlap with the different infrastructure and through weaving the various zones together, the various infrastructures become woven together also.

Cargo Train

Easing the weave into the site context and grid pattern

Airport

Easing the weave into the site context ,cargo train infrastructure, zones and grid pattern

Passenger Train

Easing the weave into the site context, cargo train infrastructure zones, airport infrastructure zones and grid pattern

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Emma Farmer

Serving the City

57

MaStER SItE PlaN

y1-J ohns R oad

ighwa

Harew

ood R

oad

Hubs
Passenger Train Transport Hub Cargo Line Worker Transport Hub

Wa ira

State H

kei

Roa

Zones
Airport Airline Service & Support Green Space Recreation Antarctic Voyages Post Shops Food Logistics Industrial Offices Rural Rental Cars Other Car Services School
yR oad

em

or

Accommodation

ial

Av e

nu

- Ru

Pa s

ssle

se

ng

ay 1

er

ighw

Tra

in

Car go

Trai n

Line

Sta te H

Lin

Y X

58

Emma Farmer

50m 100m

200m

SEctION alONG CaRGO TRaIN LINE

1 5 10m

25m

50m

3
The long section shows how the various zones connect to the train line and weave into each other. The callouts show the way the programs weave together creating clusters of zones around shared green spaces.

60

Emma Farmer

Serving the City

61

HUB DESIGN

Section AA

Section BB

The passenger hub along the cargo train line is inspired by the linearity and layered skin of the daffodil stem. The hub consists of two entrances and platforms, one on either side of the rail lines, and is covered by a glass roof structure which arches over the tracks. The glass roof is tinted and draws on the translucency of the daffodil flower skin, while the roof structure is roughly based on a fan vault rotated around each of the half rotunda shaped entrances. An overpass allows access to both sides of the track and is accessed by a curving staircase from the entrances. The entrance and stairwell have a solid roof to emphasise the entry, playing on the idea of compression and release where the two roofs (solid and glass) meet.

1m 2m

5m

Plan

Roof Plan

62

Emma Farmer

Serving the City

63

Industrial building showing cargo interchange with proposed cargo train line & building crane system

64

Emma Farmer

Serving the City

65

Passenger Interchange Hub along Cargo train line in use by both passenger train for workers and cargo train

66

Emma Farmer

Serving the City

67

Open Green shared space in use by both workers

68

Emma Farmer

Serving the City

69

Mcleans Island Rd

Orcha rd Rd

Nth

CHRISTCHURCH INTERNATIONAL AIRPORT

Terminal

Russley Rd
Wa irak ei Rd

ANTARCTIC CENTRE

Pou nd

RUSSLEY GOLF COURSE

M
Avo nhea d Rd

Rd

em or

ial Av

Avonh

ead Rd

Gra

ys Rd

Rya

ns Rd

Rus

sley

Rd

Montreal St

Manchester St

Rhodes

Peacock St Beveridge St

Colombo St

d St Desmon

Carlto
Little Hagley Park

n Mill

Durham St Nth

Madras St

St

Rd

Doilians Rd

Otley Rd Melrose Rd Moa Rd

Amuri Park

Rd Dorset

Barbadoes Cemetery

Ulster Rd

Ely Rd

Conference St Airdalr St

Gracefield St

Aberdeen St

Cambridge Tce

Ely Rd

Churchill Rd

Helmore

Bealey Ave
Dublin
Rhode

Bealey Ave

s St

Knox

Victo

Millbank

s St

St

Rd

Park

ria

Rd

Tce

St

St

Wood

Harper Ave

Bangor Rd

Cranmer Square

Chester St

Victoria Square

Oxfor
New Regent St

Colombo St

Armagh Ct

Armagh St Gloucester St Botanic Gardens

Armagh St Gloucester St

Deans Ave

Cambridge

Oxford Tce

Tattersalla St Tramway St

Rolleston Ave

CATHEDRAL SQUARE

Latimer Square

Barabadoes St

Gression St

Chancery St

Worcester St

Worcester St

Liverpool St

Plymouth

on

Ave

Hig

St

Bedford Row

Tce
Mollett St

Struthers St

Ash Rd

Stewart Rd

Blenheim

St Asaph St

Durham St

W illams St

Gull St

Welles Rd Southwark Rd

Alfred St

Deans Ave

Acton Rd Halkett St

Winchcombe Rd

Atlas Rd

Walker Rd

Ferry

Rd

Colombo St

Montreal St

Hag

Dundas St

Eaton St Mortimer St

St D

Horatio Rd

avid

Bath Rd

Madras St

Selwyn Rd

ley

Ave

Waller Rd
Balfour Rd

Wilmer Rd

Alcester St

Manchester St

Allen Rd Rope St

CPIT

Moorhouse Ave

Moorhouse Ave

[ SEEING tHE CItY ]

70 Lesley Chen Seeing the City 71

Fitzgerald Ave

St Asaph St

Duke Rd

Hagley Park South

Tuam St

Tuam St

Barabadoes St

Duke Rd

Oxford

Gilmours St

Lichfield St
Poplar St

Clarkson Rd

St

Riccart

W oolslack St

Hereford St

Hereford St

Cashel St

Cashel St

Fitzgerald Ave

d Tce

Chester St East

Dawson St

Kilmarnock

alton Fend

Westwoo

Oxfo rd

Salisbury St
Peterborough La

Salisbury St
Peterborough St
Nova St

Willow Rd

Rd

d St

Tce

Hurley Rd

Hagley Park North

Rees St

Kilmore St

Kilmore St

Kivers St

Anitgua St

DESIGNING FOR PaSSENGERS

of the road including the bike lanes allows cyclists to travel safely into the central city. Christchurch is the gateway to the South Island and recognized for its abundant arable land by its name as the Garden City. After being hit by a number of strong earthquakes, many of the citys beautiful buildings were destroyed including the iconic Christchurch Cathedral. The design intent of this project is to make the travel route from the Christchurch International Airport through to the city centre more time efficient as well as cost efficient, also to highlight the inherent assets of the Garden City that are currently there but un-expressed, allowing passengers travelling into the city a way to experience the beauty of the context. Case studies were made comparing it to the Stockholm Arlanda Airport and the Hong Kong Chek Lap Kok Airport, which are being developed into Aertropoli (airport cities). The Christchurch International Airport has the advantage of having its CBD that has closer proximity to it compared to the two; however, the Christchurch Airport being a destination hub and not a transfer hub, this does not fulfil the requirement for an airport to be developed into an Aerotropolis. Throughout the research and analysis from the case studies, one of the main issues identified when compared to the Christchurch Airport was that the travel route from the CBD into the airport is time and cost efficient in Stockholm and Hong Kong, however with their airports at a greater distance away from their CBD, their travel route takes the same amount of time as you would travel from the Christchurch CBD into the airport, with the distance being only ten kilometres. The design of a monorail route directly connecting the airport, driving through Memorial Avenue, Fendalton Road, Hagley Park and final through to the city centre. The intention is to directly connect the city centre and the airport, creating an instant and fast connection allowing passengers to travel more efficiently, as well as acting as infrastructure for future development. Once the route is set up, it will act as a core spine for development to be made around the airport area. The monorail system employed in this design uses hybrid technology, combining fossil fuel and electricity which benefits Christchurch to become a more sustainable city in the working. The design inspiration comes from the door of the old gothic Christchurch Cathedral, an arch; symbolises a doorway into Christchurch. Not only the arch can be multiplied to make vaults, bearing weight of the rail piece, it is also a metaphor and reminiscence of the cathedral which is being demolished. The structure is made with the combination of a series of Quadripartite vaults along the street, not only the monorail runs on the top of the vaults using a rail piece, inside the vaults, new cycle lanes are laid to create a safer environment for cyclers as Christchurch is pushing itself to be the city for cyclers. Investigations were carried out on four chosen sections along the proposed monorail route, intending to look at existing road layouts and propose new layouts (if necessary) to 72 Lesley Chen incorporate the introduction of the rail structure. The four chosen sections are cutting through residential, suburban, park and urban areas. Residential areas run mostly along Memorial Avenue, being the older zones with more aged houses that had been placed adjacent to each other, with individual characteristics. The residential road layout currently has a large amount of pedestrian footpath, as well as a very wide road verge, which very fittingly can be replaced with the rail structure. The removal of the big trees on the verge, replanting on the berm will be proposed as well as narrowing down the footpath from 3m down to 2m on both sides, can widen up current road use, making the inner lane a bus and car shared lane rather than using it just for street parking, allowing traffic to flow smoother during peak hours. Suburban areas are situated closer to the park and central city, with more modern designs and structured suburb planning, houses were being developed in larger numbers, and building characteristics are similar. The existing suburban road layout consists of a wide verge, and the berms on the side of the road, cycling lanes on the outer edge of the road, but only wide enough for one cyclist to use. The proposed layout consists of narrowing the berm on the side of the road and to replace the verge with the rail structure, this will widen the lanes, allowing the outer lane to be used as a bus only land during peak hours. Cyclists will be now riding under the rail structure under the vaults in the strictly cyclists lanes. Such proposal will allow the bus services to be more efficient during peak hours, as well as allowing better flow for traffic during non-peak hours. The Hagley Park section shows the current use of the park paths, for both pedestrians and cyclists. The current park layout is bound by the road, and throughout the park, only cycling lanes are laid throughout the park to allow cyclists to go enter. The proposed layout introduces the monorail line into the park on the chosen direction it will drive into the city, allowing cyclists to go from the main road and enter directly into the park. Also benefits the passengers on the monorail to enter the park, amongst the trees, which emphasises that Christchurch is a garden city. Urban housing located in or near the city centre, with higher density compared to residential and suburban housing, to accommodate the busy lifestyle of the central city. The existing road layout involves a lot of street parking, wide pedestrian footpath and only one flowing lane for traffic, which always cause congestions during peak hours. The proposed layout introduces the berm back into the street, narrowing the footpaths, planting short trees along the road to allow more greenery into the city, letting passengers to ride amongst the tress. The outer lane on the road will be used as a normal lane during the day, especially during peak hours, but can be used for parking. The introduction of the rail structure in the center With proposal made for road layout changes, the rail structure is in place for allowing connection on the route proposed connecting the airport and central city. The passenger rail hub design is inspired by the Gothic arch; it corresponds to the vault structure that it is sitting on. The roof is composed of two point-facing arches, one bigger than the other, the smaller being the end of the hub, where passenger cannot access, and the bigger being the hub exit for passengers. The curved staircase is also composed by a larger arch, creating a grand staircase down to the pedestrian footpath, where the passengers enter and exit the hub. The staircase bends over the rail line, where the monorail drives right under the staircase, creates an open and accessible area for passengers to flow through. The hub design will be placed at every stop along the proposed route. Changes are made depending on the different conditions of the road layouts throughout the residential, suburban, park and urban areas. The proposal of the monorail route creates a gateway into Christchurch for passengers arriving at the Christchurch International Airport, with design inspirations from the iconic Gothic Christchurch Cathedral. With intension to highlight the underlying and un-expressed beauty of the Christchurch City, the examples of proposed sections on the route have had a series of road layout alterations. The key issue highlighted during the research phase of the project, will hope to improve with the proposed placement of the rail structure. The monorail system employed in the proposal runs on hybrid fuel and electricity, cutting down emission to allow Christchurch to become a better and greener city. Not only that the monorail will be fastest route connecting the airport and central city, creating an infrastructure for faster movement, which would aid development around the airport area in the future. The rail also raises the passengers to the point higher than street housing, allowing them to see the panoramic view of Christchurch, allowing them to repaint the image of that Christchurch as the Garden City.

Mcleans Island Rd

Orchard

Rd Nt

CHRISTCHURCH INTERNATIONAL AIRPORT

Terminal

Russley Rd

ANTARCTIC CENTRE

Wa ira

kei

Rd

Pou

nd

RUSSLEY GOLF COURSE

M
Avo nhe ad R d

Rd

em or

ial Av e

Avo nh

ead R

Gra ys

Rd

Rya

ns R

Proposed Stations
lmo He

Durham St Nth

Montreal St

De

sm

on

d St

Carlt

on

Manchester St

Rho

Peacock St Beveridge St

Colombo St

des

Madras St

Proposed Route
Fe
Wo

Russ

ley

Rd

Bealey Ave
Du
Rh
St

Bealey Ave
Doilians Rd Otley Rd Melrose Rd Moa Rd Amuri Park

Mill

Rd
nk Rd

Do

rse

t Rd

Barbadoes Cemetery

Ulster Rd

Ely Rd

Little Hagley Park

Conference St Airdalr St

Gracefield St

Aberdeen St

Cambridge Tce

Ely Rd

Churchill Rd

res St

bli

od es St

Kn

n St

ox

oria Vict

lba Mil

Rd

Tce Park

St

od

St

Harper Ave

Bangor Rd

alto nd n Rd

We stw ood St

Oxf ord

Salisbury St
Peterborough La

Salisbury St
Peterborough St
Nova St

Willow Rd

Tc e

Deans Ave

Cambridge

Oxford Tce

Tattersalla St Tramway St

Botanic Gardens

Rolleston Ave

CATHEDRAL SQUARE

Latimer Square

Chosen Route: Starting from the Airport Terminal, into Memorial Avenue, through Fendalton Road then into Central Station in the City Centre. No. of Stops Proposed: Distance between Stops: 11

Hurley Rd

Hagley Park North

Rees St

Cranmer Square

Chester St

Victoria Square

Colombo St

New Regent St

Armagh Ct

Armagh St Gloucester St

Armagh St Gloucester St
Worcester St

Barabadoes St

Gression St

Chancery St

Worcester St

Liverpool St

Plymouth

Ave

Hig

St

Bedford Row

Tce
Mollett St

Struthers St

Ash Rd

Stewart Rd

St Asaph St

Deans Ave

Colombo St

Montreal St

Hag

Dundas St

Eaton St Mortimer St

St D

Horatio Rd

avid

Bath Rd

Madras St

Selwyn Rd

ley

Ave

Wa lle r Rd

Balfour Rd

Halkett St

Wilmer Rd

Alcester St

Manchester St

1600m

Durham St

W illams St

Gull St

Welles Rd Southwark Rd

Alfred St

Acton Rd

Winchcombe Rd

Atlas Rd

Walker Rd

Ferry

Rd

Allen Rd Rope St

CPIT

Moorhouse Ave

Moorhouse Ave

Reason for Distance between Stops: A persons maximum walking distance one-way is 800m, so if the starting point is to be placed in the centre between 2 stops, 1600m would be the maximum distance between 2 stops.

Seeing the City

Fitzgerald Ave

Blenheim

St Asaph St

Duke Rd

Hagley Park South

Tuam St

Tuam St

Barabadoes St

Duke Rd

Oxford

Gilmours St

Lichfield St
Poplar St

Clarkson Rd

Ricca

W oolslack St

Hereford St

Hereford St

rton

Cashel St

Cashel St

St

Fitzgerald Ave

rd Oxfo

Tce

Chester St East

Dawson St

Kilmarnock

Kilmore St

Kilmore St

Kivers St

Anitgua St

73

EXIStING StREEt FacaDE

RESIDENTIAL
Airport

Memorial Avenue

SCHOOLRESIDENTIAL
Memorial Avenue
City Centre
Proposed residential section to be placed on Memorial Avenue.

Memorial Avenue is the main route to the Christchurch International Airport from the CBD and vice versa. This means that this is the first street that passengers and tourists will see as they arrive into Christchurch. After the site visit, I have found that the street is full of residential housing as well as a large number of roadside parking. Seeing this as a tourist, this did not create a beautiful image to me as a first impression, the city owns the name as the Garden City, however, there are no signs of work to be done to streetscape development other than a large number of existing trees along the street.

Photograph of existing residential zone on Memorial Avenue. Photograph taken by Lesley Chen, 2013.

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75

DESIGN INSPIRatION - THE ARcH

The design inspiration comes from the Gothic Arch, as Christchurch is an old Gothic city, employing an old system seem to be the most fitting. The arch symbolises the front door of the old Christchurch Cathedral, the rail line acts as the front door into the city from the airport, where the first passenger hub is placed. The arch is constructed in a systematic way, allowing it to be multiplied, creating the Quadripartite Vault. The vault bears all the load from the train and the rail piece on top. All aspects of the design is related to the arch, including the hub design, in plan, the roof and the staircase are both arch inspired.

CONStRUctING tHE VaUlt

Left: The arch construction method employed. Below: An early photograph of the Christchurch Cathedral, 1880s.

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THE RaIl StRUctURE

ORNamENtatION

The ornamentation comes from the inspiration of the Gothic rose windows, its a simplified version of the rose window from the facade of the Christchurch Cathedral. The simplification was made so that it would not look too clustered and overly ornamented on the elegant arches.
8m

10m

Left: Photo of the Christchurch Cathedral up close showing Rose Window detail. Below: Drawing of a part of the structure showing ornamentation.

4m

Scale 1:100

The rail structure is composed mainly with vaults, highest being 10 metres and lowest being 8 metres. The train travels along the 10 metre height, as it reaches a hub, it slowly descends, until it reaches 8 metres, where the hub is situated. Vice versa, as the train leaves the station, it climbs up the slope again until it reaches 10 metres where it shall reach the highest speed. As the height is changing, the size of the vaults are still the same (as shown on the elevation and plan above), only the height of the columns governs the height of the vaults. This way, the use of the road would not need to be changed, creating efficiency of road use. This is a free standing structure, all of the weight on the rail is distributed down the columns through the vaults, taking on the ancient Gothic system. Using an old system, in an old city, serving it as a monument.

Drawings show the height difference between the highest and lowest point, referenced with plan.

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THE MEtRaIl MONORaIl SYStEm

Unique Features: Self-powered carriages. Proprietary powertrain and bogie design. Unique multi-wheel steering on the bogies. Independent double wishbone suspension on the bogies. Innovative digital instrument driver cluster - glass cockpit. Proprietary modular multiplexing. First to use mass produced wheels, tyres and running gear proven in billions of driven miles. Unique Technology: Metrail is the most technologically advanced monorail system in the world. Metrail is the only system that fits easily into existing urban corridors without the need for infrastructure support from a national grid, power stations or substations. With the ability to bank the guideway, tilt the monorail vehicle and operate effectively in virtually all environments and terrains, Metrail negotiates tight curves within acceptable passenger comfort levels. The Benefits: Low cost infrastructure and rolling stock Economically viable operation and maintenance. Low carriage weight to passenger ratio. Minimal turn radius. No grid power required for traction - Metrail operates using low voltage on-board captive power. Option to upgrade carriages if passenger load increases over the year. Versatility: The Metrail Monorail system can run at grade, elevated or underground. It provides an additional grade separated transit corridor Metrail complements rather than competes with road traffic. 30 metre turn radius. Signalling stream to the latest European Standards ensures safety at headways < 2 minutes - thus enhancing timetable flexibility and service. Easily upgradeable to fully automatic driverless operations. Flexible carriage layouts. Walk-through vestibule. Flat floor - no drive wheel protrusion. Cross modal, integrated ticketing - one system covering all public transport modes. Independently powered carriages allow reconfigurable monorail lengths for changing ridership requirements.

METRAIL

Safety: Metrail runs on low voltage DC which is intrinsically safe when compared with conventional rail or monorail which typically operate in excess of 750V. The Metrail system not only provides flexible rolling stock, but is fully supported with all the necessary safety systems for full network implementation, such as signalling, ATC, ATP and communications. All safety systems conform to the latest international standards and feature multiple redundancy for fail-safe operations. Hybrid Power Generation: The latest generation low emission, direct injection diesel engine and generator fitted to each carriage provides the main on-board source of electrical power for the electric drive train. These engines operates at a fixed generating speed but do not need to run continual. They have been optimised digitally to further reduced exhaust emissions and maximise fuel economy. Solar System: Metrail provides a radical new response to the key issues of global warming, increasing pollution and rising fuel costs.

ADVANCED HYBRID MONORAIL SYSTEM THE WORLDS MOST INNOVATIVE ECONOMICALLY SUSTAINABLE PUBLIC TRANSPORT

Scaleability
METRAIL PLUS

standalone network up to 25,000 pphpd.

and rail systems with narrow capture corridors.

Metrails electric drive enables a variety of energy input to be harnessed; battery, hybrid engine and solar energy. Advances in solar panel technology have now made solar power generation a variable energy alternative. It is free, clean and available world wide.
Metrail Plus Capacity per car End 46 69 92 Middle 60 90
An economically viable monorail system for use as a

Regular Load Total (4 passengers/m2) or Full Load Total (6 passengers/m2)

Equally suitable for feeder networks to existing LRT

or Crush Load Total (8 passengers/m2)

120

Weight: 1,000Kg Drive Wheel Loading (Crush Capacity) Height: Width:

METRAIL SUPER

Solar panels fitted to the large, unobstructed roof area of the monorail carriages and stations provide a significant on-board energy supplement.
Carriage Sizes Length: 4,225mm 2,700mm 10,000mm Minimum Curve Radius: 30 metres

Metrail Super
A cost effective solution to city and urban mass transit needs with capacities of up to 40,000 pphpd.

Capacity per car Regular Load Total (4 passengers/m2) or Full Load Total (6 passengers/m )
2

End 67 101 123

Middle 88 133 155

or Crush Load Total (8 passengers/m2)

Weight: 1,500Kg Drive Wheel Loading (Crush Capacity) Carriage Sizes Height: 5,000mm Width: 2,800mm Length: 10,000mm

Minimum Curve Radius: 35 metres

METRAIL ULTRA Metrail Ultra

The ultimate public transport system for city and inter-city mass transit with capabilities of over 55,000 pphpd.

Capacity per car Regular Load Total (4 passengers/m2) or Full Load Total (6 passengers/m2) or Crush Load Total (8 passengers/m2)

End 73 110 134

Middle 96 146 170

Weight: 2,000Kg Drive Wheel Loading (Crush Capacity) Carriage Sizes Height: 5,100mm Width: 3,000mm Length: 10,000mm

Minimum Curve Radius: 40 metres

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EXIStING RESIDENtIal StREEt LaYOUt

PROPOSED RESIDENtIal StREEt LaYOUt

These sections are taken from along the route where the monorail line is, to propose road use changes to the current street front, aiming to improve the street conditions of the existing street facade, to improve the travelling experience for passengers going in and out of Christchurch. The sections have been categorised into four groups: residential, suburban, park and urban.
M em or ial

Av e

nu

Residential being the older houses that had been placed adjacent to each other, with individual characteristics.
e

Residential

CBD

The residential road layout currently has a large amount of pedestrian footpath, as well as a very wide road verge, which very fittingly can be replaced with the rail structure. With the removal of the big trees on the verge, replanting on the berm will be proposed. As well as narrowing down the footpath from 3m down to 2m on both sides, can widen up current road use, making the inner lane a bus and car shared lane rather than using it just for street parking, allowing traffic to flow smoother during peak hours.

Bus & Car shared Lane

Street Parking

Street Parking

Road Lanes

Road Lanes

Road Verge

Bus & Car shared Lane

Monorail & Bike Lanes

Road Lanes

Road Lanes

Pedestrian

Pedestrian

Pedestrian

Berm

Berm

2m

1m

2.5m

6m

3.5m

6m

2.5m

1m

2m

2m

0.5m

3m

6m

4m

6m

3m

0.5m

2m

Existing Uses

Proposed Uses

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Pedestrian

Berm

Berm

83

PROPOSED RESIDENtIal StREEt LaYOUt SEctION

The proposed residential street section shows hub design with the placement of the rail structure, showing relation of height and width to the road, and the emphasis of the cycling lane introduced under the vaults, allowing cyclists to ride safer. Section also shows the proposed replanting of trees on the berm, they not only can act as a natural barrier for passengers on the monorail to see into the houses, and for them to be able to see the treetops. This, hoping to draw out a better perspective for first time travellers of Christchurch. Road use is designed for better flow of traffic. Pedestrian footpath and berm narrowed to allow the road itself to widen up to have the bus lane on the inner road during peak hours.

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EXIStING SUBURBaN StREEt LaYOUt

PROPOSED SUBURBaN StREEt LaYOUt

Suburban, the more modern way of house and suburb planning, houses are developed in larger numbers, building characteristics are similar. The existing suburban road layout consist again, of a wide verge, and the berms on the side of the road, cycling lanes on the outer edge of the road, but only wide enough for one cyclist to use. The pedestrian footpath is also half the size of the berm.
em or ial Av e

nu

The proposed layout consists of narrowing the berm on the side of the road and to replace the verge with the rail structure, this will widen the lanes, allowing the outer lane to be used as a bus only land during peak hours. Cyclists will be now riding under the rail structure under the vaults in the strictly cyclists lanes. Suburban Such proposal will allow the bus services to be more efficient during peak hours, as well as allowing better flow for traffic during non peak hours.

CBD

Monorail & Bike Lanes

Bus & Car shared Lane

Bus & Car shared Lane

Road Lanes

Road Lanes

Road Lanes

Road Lanes

Road Verge

Pedestrian

Pedestrian

Pedestrian

1m

2m

1.5

6m

2.2m

6m

1.5m

2m

1m

1m

1m

3m

6m

4m

6m

3m

1m

1m

Existing Uses

Proposed Uses

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Pedestrian

Bike Lane

Bike Lane

Berm

Berm

Berm

Berm

87

PROPOSED SUBURBaN StREEt LaYOUt SEctION

The proposed suburban street section shows the hub design with the placement of the rail structure, emphasising the allocation of the cycle lanes now in the centre of the road, under the vaults where the lanes are wider than before. Section shows that the suburban housing are they newer type of housing typology, they are taller and are closer to the road comparing to the residential housing. Trees removed from the verge will be proposed to be replanted on the berm next to the existing trees, in time, it will form a natural hedge acting as a road buffer between the pedestrian footpath and the road.

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EXIStING PaRK LaYOUt

PROPOSED PaRK LaYOUt

Park shows the current use of the park paths, for both pedestrians and cyclists and the changes that will take part when the rail structure is put in. Hagley Park is the largest urban open space located in central Christchurch, characterised by its large trees and broad open spaces, defined by the Avon river and the surrounding roadways.
or ial Av e nu

em

Current park layout is bound by the road, and throughout the park, only cycling lanes are laid throughout the park to allow cyclists to go enter. Park The proposed layout introduces the monorail line into the park on the chosen direction it will drive into the city, allowing cyclists to go from the main road and enter directly into the park. Also benefits the passengers on the monorail to enter the park, amongst the trees, which emphasises that Christchurch is a garden city.

CBD

Monorail & Bike Lanes

Bike & Pedestrian Shared Pathway

Road Lanes

Road Lanes

Road Verge

6m

2.2m

6m

3m

2m

4m

2m

Existing Uses

Bike & Pedestrian Shared Pathway 3m

Berm

Berm

Proposed Uses

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PROPOSED PaRK LaYOUt SEctION

The proposed park section suggests that a wider use of public space, with the introduction of the monorail hub into the park makes the park easier to access for tourists, as the Botanic Gardens is very closely located.

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EXIStING URBaN StREEt LaYOUt

PROPOSED URBaN StREEt LaYOUt

Urban housing located in or near the city centre, with higher density compared to residential and suburban housing, to accommodate the busy lifestyle of the central city. The existing road layout of the example urban road use involves a lot of street parking, wide pedestrian footpath and only one flowing lane for traffic, which always cause congestions during peak hours. The proposed layout introduces the berm back into the street, narrowing the footpath from 3 metres to 2 metres, planting short trees along the road to allow more green into the city.
Av e nu e

em

or

ial

The outer lane on the road will be used as a normal lane during the day, especially during peak hours, but can be used for parking. Urban The introduction of the rail structure in the centre of the road including the bike lanes allows cyclists to travel safely into the central city.

CBD

Monorail & Bike Lanes

Road & Parking Lanes Shared

Road & Parking Lanes Shared

Road Lanes

Road Lanes

Road Lane

Pedestrian

Pedestrian

Pedestrian

3m

3m

6m

3m

3m

2m

1m

6m

4m

6m

1m

2m

Existing Uses

Proposed Uses

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Pedestrian

Berm

Berm

95

PROPOSED URBaN StREEt LaYOUt SEctION

The proposed urban section shows how closely the housing is located to the road. The rail structure allowing cyclists to go straight into the city centre, also allowing a lane for buses during peak hours as the streets do not have as many lanes as residential and suburban areas.

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THE MONORaIl HUB

The hub design is also inspired by the gothic arch, it corresponds to the vault structure that it is sitting on. The roof is composed of two point-facing arches, one bigger than the other, the smaller being the end of the hub, where passenger cannot access, and the bigger being the hub exit for passengers. The curved staircase is also composed by a larger arch, creating a grand staircase down to the pedestrian footpath, where the passengers enter and exit the hub. The staircase bends over the rail line, where the monorail drives right under the staircase, creates an open and accessible area for passengers to flow through. The hub design will be placed at every stop along the proposed route. Changes are made depending on the different conditions of the road layouts (as shown in previous pages) throughout the residential, suburban, park and urban areas. Sections below shows interior space of the hubs.

Section AA

Plan view of a Monorail Hub showing arch inspired shaped roof and staircase on top of existing roads to show context.

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Section BB - showing internal space cutting along the vertical axis.

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Illustration showing rail structure in relation to the residential area, with hypothetical daily activities of local residents while the monorail in operation. As per proposal along the residential area, trees are relocated and related on the side of the road on the berm.

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