1

BATTERSEASITE

INTERPRETATION

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TABLE OFCONTENTS

3 PROJECT III SITE ANALYSIS 4 THE PROCESS 8 APPROPRIATE SITE 10 SITE MAPPING 50 SITE STRATEGY 56 SITE ANALYSIS 80 SITE IMAGES 98 MOVING FORWARDS

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PROJECT III THE INTERVENTION SITE INTERPRETATION

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SITE INTERPRETA-TION BOOKINTRODUCTION

With the now established project brief fully defined it is the stage in the project at which a site must be defined. From previous analysis there is a fairly clear definition of what characteristics are desired of he site and what parameters must be met: The Site Parameters from the Project II brief. Programmatic and form parameters have already been discussed in depth therefore a similar analysis should be undertaken through this final set of parameters. This is the beginning point: The mapping of ap-plicable spaces in which these parameters are present, following this the condensation of these mapped out ideas into a final ‘site strategy’ mapping which acts as a summary of all that has come before. From these mappings a site will be clear as it will contain the greatest quality and quantity in relation to the parameter values. Following this site defi-nition there will be further analysis in terms of scale, massing, density, mobility, voids and open spaces, land-use, time-scales and patterns and environmental or ecological conditions. Through these considerations it will be apparent if the site it appropriate or not and whether there will have to be additional analysis of a different site for comparison. Follow-ing this there is a photographic representation of the site to fully under-stand the human scale of the individual elements.

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SITE SPECIFIC PARAMETERS

An evocative site with its own individual character.

The number of sites must evoke differing sensorial character.

A fragmented, non-cohesive site which will lend an architectural chal-lenge therefore lending a richer result.

Incongruity across the site again therefore giving it greater richness.

Situated in an appropriately dynamic environment according to its func-tion.

A network of sites established which have connections between each other.

Utilising interstitial ‘left-over’ spaces.

A site with a history and components that can be utilised in the inter-vention, be they explicit or implicit.

A decayed site that is in need of regeneration.

THE PROCESS

SENSORY NARRATIVE

SUBCONSCIOUS SEN-SORY SEPARATION

FRAGMENTED SEPARA-TION

DYNAMICALLY INCON-GRUOUS DIVORCE

DISCORDANT DYNAMISM

FUNCTIONAL RELATION-SHIP

INTERSTITIAL UTILISA-TION

EVOLUTIONARY UTILISA-TION

EVOLUTIONARY REGEN-ERATION

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SITE DEFINITIONINTRODUCTION

A fully appropriate site for the proposed intervention must be found in order to give the brief exacting definition and purpose. This site has to be in accordance with the parameters set out on the previous page. Before embarking on the site visit it would be prudent to initially mark any appropriate looking spaces from the initial examination of a map. Opposite is the visualisation of said document. Very simply it is to find the possible configurations of spaces which, from google maps, look appropriate. This will help when undertaking the site visit by saving time and energy in pinpointing the possible sites I have to choose from under the parameters I have set out. This, therefore, allows more time for specific site analysis which will be essential in the creation of an appropriate intervention. It can be seen from the mapping opposite that there are many of these fortuitous urban voids around the train tracks, especially where residential property, mostly composed of rectangular units, meet curved form of train tracks. However there are also, it can be vaguely made out, other unused, oddly shaped spaces which could be perfect for the type of intervention proposed.

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SITE DEFINITIONAN APPROPRIATE SITE

From the derive study undertaken in Project I an interesting space was discovered at the juncture of several railway tracks. It is an intriguing space as it literally connects/separates two very different residential ar-eas: Shaftesbury Park estate and the council flats. It does this through a bridge over one set of train tracks and a tunnel under another. This route is surprisingly busy most of the time. Currently on the West of the site is a large area cordoned off by a very temporary wall of corrugated sheet steel which is being used for general industrial storage and has very little use. To the East of the site is an abandoned scaffold structure and fencing around it which is becoming overgrown and must be be-coming a safety hazard as it becomes less structurally sound. The site is also frequented by a surprisingly large number of vans and trucks travelling through to the warehouses to the West. The site is an awk-ward shape, with difficult access issues, noise pollution and vibration from the trains and at the juncture between residential areas. From this description it does not seem a particular appropriate choice however this will cause greater creativity and guile in the formation of an inter-vention lending greater richness and therefore quality. This possible site must be analysed hereafter in terms of the parameter values which can be summarised into: Evocation, sensorial character, non-cohesion, incongruity dynamism, connectivity, interstitiality, componentality and decayed state.

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SITE PARAMETERSINTRODUCTION - INTERSTITIAL SPACES

The first of the parameter mappings acts as an introduction. It depicts, in short, the spaces that follow the definition of interstitial spaces through-out Projects I and II. These spaces are the fundamental principle of the site choice therefore must be considered first. The following parameters must work within the interstitial spaces defined herein:

SENSORY NARRATIVESUBCONSCIOUS SENSORY SEPARATION

FRAGMENTED SEPARATIONDYNAMICALLY INCONGRUOUS DIVORCE

DISCORDANT DYNAMISMFUNCTIONAL RELATIONSHIPS

INTERSTITIAL UTILISATIONEVOLUTIONARY UTILISATION

EVOLUTIONARY REGENERATION

These defined mappings inform the appropriateness of the site to the initial brief. The central interstitial space situated within the train tracks is the chosen site and is highlighted in blue throughout the duration of these mappings.

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SITE PARAMETERSSENSORY NARRATIVE

In terms of choosing a site sensory response is a fundamental require-ment. The feeling one gets when a perfect space for the desired func-tion is found is a beautiful thing. The sensorial response mapped in the opposite image depicts when said response is heightened. Therefore at points in the urban terrain there will be ‘flashes’ of a more defined reac-tion. It is at these points where there is the most interest to this interpre-tation. The finally defined site must articulate a particular sense or evoke certain emotions to be as evocative as the brief proposes.

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SITE PARAMETERSSUBCONSCIOUS SENSORY SEPARATION

In accordance with Sensory Narrative, the previous parameter, this mapping examines the juxtaposition between two adjacent spaces or forms sensorial response. When two forms of opposite reaction are placed next to one another the experience of both, individually, is height-ened. Specifically examined here is the boundary space between the two differing sensorial spaces.

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SITE PARAMETERSFRAGMENTED SEPARATION

The fragmentation of spatial entities and forms has been one of the other fundamentals since Project I. It is a defining part of an intersti-tial space: How fragmented objects create other entities, new and apart from the original. Therefore the site must have an essence of non-cohe-sion about it. To provide an exciting, varied environment for the evolution of the intervention to act upon will result in a more successful building.

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SITE PARAMETERSDYNAMICALLY INCONGRUOUS DIVORCE

This mapping is the depiction of a site with two or more streams of mo-tion through it. Interstitial spaces may be created through this method: Two or more motions colliding therefore fragmenting space apart. How-ever this is not the examination of spaces created in this way, it is about how this occurs within spaces. The temporal character created by the motion of two or more elements and how this adds to the layers of the original site.

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SITE PARAMETERSDISCORDANT DYNAMISM

Two distinct streams of motion create interesting spaces and temporal forms however the functionality of the final intervention must also be considered. The mapping, therefore, of appropriately dynamic sites ac-cording to the brief is presented here.

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SITE PARAMETERSFUNCTIONAL RELATIONSHIPS

A network of connective sites, appending the existing infrastructure in order to supplement existing provision of community based architecture is apparent throughout the brief. This mapping depicts spaces that may work together in this ambition. It shows a real horizontality and group-ing around the train tracks and viaduct. This is, of course, similar to the introductory interstitial space mapping as these spaces must have the aforementioned characteristics. This East-West drive is likely to be reflected, therefore, in the eventual masterplan that is to be presented.

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SITE PARAMETERSINTERSTITIAL UTILISATION

The relationship of interstitial space to its historic context, ie how it was conceived, is mapped out here. This facet of the site is very important as it will be a generative facet of the design process. Holding the character of the original site in the ambition to anchor it into the local community is imperative.

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SITE PARAMETERSEVOLUTIONARY UTILISATION

The historical context of any site is of utmost importance in the realisa-tion of any architectural intervention, and within these interstitial sites this is even more so. Their creation is pure accident and therefore they will have been used for many indeterminate purposes over their lifecy-cle. Thus they have a rich, deep history. This must be reflected through this now, permanent, intervention. There must be a reflective nature to the spirit of its past. Therefore by utilising components of this historic nature (both physical and philosophical) the eventual building will sit em-bedded within the community and its context. Considering the industrial heritage of the site quarter this must be reflected through a number of spaces throughout Battersea, this is mapped here.

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SITE PARAMETERSEVOLUTIONARY REGENERATION

This final parameter is the depiction of decayed spaces. These are fun-damental to the sustainable principles of the intervention that is to be proposed. The regeneration of space from a decayed phase is hugely important to the integrity of the proposed brief. If functional buildings had to be destroyed it would be adversely effecting some stakeholders in the local community. Thereby using an unused, left-over, interstitial space the insurance is there that there will only be positive implications.

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SITE PARAMETERSSITE STRATEGY

This site strategy depicts the condensation of ideas brought forward from these ten mappings. This concludes the site analysis referencing the parameters defined in the initial brief. The chosen site has been found to be in accordance with these parameters and therefore is ap-propriate to continue with in the long term. Following this site strategy other necessary facets of environmental analysis must be investigated and, finally, images of the site give a definite context to the information that has been presented thus far.

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SITE ANALYSISPARAMETERS

The site has its own character, divorced of the residential areas around it. The tunnel and ‘cavelike’ arches next to high, open space give a considerable juxtaposition of sensorial experience.

Reiterating above the tunnel and arches give one distinct experience whilst the trains rushing past give another. The site is incredibly quiet when there is no train running by, disconcerting for London.

Oddly shaped, with many different parts the site most certainly has a non-cohesive quality to it.

Relationship between the sites current state and the two residential zones surrounding it.

Dynamic divorce of very static, disused site and trains running past. Also the dynamism through the site between residential areas.

Connects two distinct residential areas by the bridge. Also has the possibility of numerous sites be-tween the juncture of residential housing and train tracks looking East and West.

Site has been created by the shape of the train tracks and the juxtaposing forms of housing and track.

There is inspiration all over the site currently. Industrial equipment, especially scaffolding, is prevalent everywhere reflecting Battersea’s industrial heritage.

Disuse has led to the dangerous structural integrity of the temporary form on the West side of the site.

EVOCATION

SENSORIAL CHARACTER

NON-COHESION

INCONGRUITY

DYNAMISM

CONNECTIVITY

INTERSTIALITY

COMPONENTIALITY

DECAYED STATE

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SITEANALYSISINTENTION

The appropriateness of the site to my initial brief parameters is therefore intact (seen opposite).To fully define and clarify the brief an in depth analysis of the site must be undertaken to gain complete understanding of the direct environment about the intervention. Therefore a site analy-sis must be undertaken in terms of:

SCALE MASSING DENSITY

MOBILITY VOIDS AND OPEN SPACES

LAND-USE PROGRAMME

TIME-SCALES AND PATTERNS ENVIRONMENTAL OR ECOLOGICAL CONDITIONS

56

SITE ANALYSISSCALING

Initially examining the basic proportions of the site: Tunnel 55 metres long, main site length 256 metres, bridge ramp 54 metres, bridge deck 24 metres and main site area 6834 metres squared. This last figure is the most important in terms of the intervention requirement of a footprint of 5000 metres squared. I could, therefore, have a single story form and thus meet this requirement. However possible massing configurations should be explored fully to ensure an interesting outcome is achieved. The figure of 6834 metres is strictly an approximate. The boundaries of train tracks and allowance of access by cars, vans and pedestrians must be taken into consideration thus causing the figure to decrease. The flat proportions are important, however, to allow the visualisation of possible forms for the intervention, ie it is apparent that it cannot take up the entire footprint of the site as it would therefore be too large. A simple massing exercise should be undertaken to show basic configurations of space that would allow the 5000 metre squared floor area to be achieved. This introduces the next analysis.

571:1000

Scale 1:1000Alfred RodenUniversity of Nottingham

Jan 27, 2012 15:24

2.6m

2.7m

2.8m

3.1m

3.0m

2.5m

2.7m

2.5m

2.1m

2.4m

1.9m

2.1m

2.4m

2.1m

2.3m

2.2m

2.0m

2.8m

4.3m

2.2m

2.7m

3.3m

2.6m

2.4m

2.6m

4.4m

3.8m

2.4m

2.4m

2.5m

2.2m

3.4m

4.1m

3.3m

2.7m

2.5m

3.9m

2.7m

2.9m

2.6m

2.5m2.3m

2.4m

2.3m

2.4m

2.4m

2.2m

7.8m

9.8m

4.0m

4.5m

4.3m

4.3m

1.8m

4.6m

3.5m

3.0m2.8m

2.7m

3.4m

3.1m

2.4m

1.1m

4.0m

3.3m

2.5m

3.0m

© Crown copyright/database right 2011. An Ordnance Survey/EDINA supplied service. FOR EDUCATIONAL USE ONLY.

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SITE ANALYSISMASSING

The massing renders shown over the next few pages are a function of the dimensions of the site and the 5000 metre squared floor area con-straint. These do not, by any means, give an indication of ideas for the final design but are an indication of what can be achieved with the given guidance and site restrictions.

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SITE ANALYSISDENSITY

The word ‘density’ can be defined as: 1. The degree of compactness of a substance: “bone density”. 2. A measure of the amount of information on a storage medium (tape or disk). Most applicable to us however would be: 3. The number of individuals, such as inhabitants or housing units, per unit of area. This directly impacts on the programmatic ability set out in the previous brief. For a community based project there must be a certain density of inhabitants for it to make any impressionable im-pact, there would be no point, for example, intervening in the prescribed manner in a small rural hamlet. Basically there must be a sufficient num-ber of residents in the locale to be an effective, and viable, proposal. From the map opposite the location could not be more perfect for its intended outcome. It sits directly in the middle of two residential zones of differing social structure. The tables overleaf also show the intention for growth set out by central government in plans for the city as a whole. The ‘Opportunity Areas’ also lend Battersea, especially the Nine Elms area lying about a mile to the East of this site, the largest in the South West London with the availability to create 3500 homes and 8000 jobs.

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Scale 1:1000Alfred RodenUniversity of Nottingham

Jan 27, 2012 15:24

2.6m

2.7m

2.8m

3.1m

3.0m

2.5m

2.7m

2.5m

2.1m

2.4m

1.9m

2.1m

2.4m

2.1m

2.3m

2.2m

2.0m

2.8m

4.3m

2.2m

2.7m

3.3m

2.6m

2.4m

2.6m

4.4m

3.8m

2.4m

2.4m

2.5m

2.2m

3.4m

4.1m

3.3m

2.7m

2.5m

3.9m

2.7m

2.9m

2.6m

2.5m2.3m

2.4m

2.3m

2.4m

2.4m

2.2m

7.8m

9.8m

4.0m

4.5m

4.3m

4.3m

1.8m

4.6m

3.5m

3.0m2.8m

2.7m

3.4m

3.1m

2.4m

1.1m

4.0m

3.3m

2.5m

3.0m

© Crown copyright/database right 2011. An Ordnance Survey/EDINA supplied service. FOR EDUCATIONAL USE ONLY.

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MOBILITYSITEANALYSIS

There are two obvious mobility issues running literally through the site: Pedestrian path and road to industrial park. The first forms a vital route across the train tracks which act as a barrier between Northern and Southern Battersea. It is used surprisingly frequently by a mixture of travellers ranging from commuters to shoppers. This route therefore provides a hugely helpful service to the Battersea locale, thus its de-struction would inversely effect the population my initial brief set out to help. Keeping this path is imperative however not in its current state. The roadway provides the vital connection for vans and industrial ve-hicles to access the Parkway Industrial Estate, home to a very large warehouse/factory owned and run by Cafe Nero. The roadway is there-fore a fairly busy route giving an issue. I obviously do not want this con-tradictory typological imposition to effect the working of the intervention thus would it be possible to move this road? The industrial estate is surrounded by train tracks so the only solution would be to create a crossing point or manage to tunnel underneath one of the flyovers. Apart from this traffic across the site there is a bus route conveniently placed running along Eversleigh Road providing easy connection to surround-ing areas giving the possible scope for potential users greater diameter.

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ROAD ACCESS

PEDESTRIAN ACCESS

BUS ROUTE

BUS ROUTE

BUS ROUTE

BUS ROUTE

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Route nderDay buses including 24-hour servicesBus route Towards Bus stops

44 Tooting

Victoria

137 Marble Arch

Streatham Hill

156 Vauxhall

Wimbledon

344 Clapham Junction

Liverpool Street

452 Kensal Rise

XXX Wandsworth Road

Night buses Bus route Towards Bus stops

N44 Aldwych

Sutton

N137 Crystal Palace

Marble Arch

24 hourservice

River Thames

River Thames

Liverpool Street

Monument

Southwark Bridge RoadSouthwark Street

Elephant & Castle

Vauxhall

Sloane Square

Sloane StreetPont Street

Kensal Rise

Kensington GoreRoyal Albert Hall

Ladbroke GroveLadbroke GroveSt Charles Square

Notting Hill Gate High Street Kensington

KnightsbridgeHyde Park Corner

Marble Arch

WhitehallHorse Guards Parade

Victoria StreetWestminster Cathedral

Victoria StreetWestminster City Hall

Aldwychfor Covent Garden

Trafalgar Squarefor Charing Cross

Victoria

Buckingham Palace RoadEccleston Bridge

Victoria Coach Station

Ebury Bridge Road

Lambeth RoadImperial War Museum

Albert EmbankmentLambeth Bridge

Albert EmbankmentVauxhall Cross

Albert EmbankmentPrince Consort House

Clapham Common

King's AvenueAcre Lane

Clapham ParkAtkins Road

Streatham HillTelford Avenue continues to

Crystal PalaceParade

Streatham Hill

Queenstown RoadPrairie Street

Queenstown RoadWandsworth Road

Cedars RoadSacred Heart House

Wandsworth RoadVictoria Rise Wandsworth Road

Silverthorne Road

Wandsworth RoadSt Rule Street

Wandsworth Road

Lavender HillTipthorne Road

Lavender HillBattersea Arts Centre

Lavender HillPolice Station

Falcon RoadFalcon Grove

Falcon RoadMeyrick Arms

WandsworthSouthside Shopping

Centre

Merton RoadSouthelds Community College

Durnsford Roadfor Wimbledon Park

Earlseld

Wandsworth Town

York RoadBadric Court

York RoadYork Gardens

Tooting Broadway

Tooting

Clapham Junction

SummerstownGarratt Lane

continues toSutton

Mitcham

Wimbledon

Cedars RoadClapham Common North Side

Clapham Common North SideTrinity Hospice

Clapham CommonOld Town

Clapham Park RoadPark Hill

Clapham Park RoadBedford Road

Queenstown RoadSilverthorne Road

Battersea ParkLibrary

Battersea Technology College

BatterseaInworth Street

BatterseaLatchmere

BatterseaHigh Street

Battersea Park RoadSleaford Street

Queenstown RoadChelsea Bridge

Chelsea Bridge RoadLister Hospital

Lower Sloane StreetRoyal Hospital Road

Lower Sloane StreetSloane Square

Battersea Park RoadCringle Street

Nine Elms LaneElm Quay Court

Nine Elms LaneWandsworth Road

44

156

137

44

156

137

452

452

344

344

N137

N137

N44

N44

WIMBLEDON

WANDSWORTH

CHELSEA

BATTERSEA

LADBROKEGROVE

TOOTING

CLAPHAMJUNCTION

STREATHAMHILL

CLAPHAMCOMMON

VAUXHALL

CITY OFLONDON

The yellow tinted area includes everybus stop up to about one-and-a-half miles from Battersea Park. Main stops are shown in the white area outside.PRINCE OF WALES DRIVE

CARRIAGE DRIVE SOUTH

CARRIAGE DRIVE EAST

MACDUFF RD

LURLINE GARDENSCUPAR RD

MEATH ST

PATCHAM

TERRACE

LOCKINGTON RDHAVELOCK TER

ALFREDA

STREET SOUTHOLM ST

STRASBURG

RO

AD

QU

EENSTO

WN

ROA

D

WALES DRIVEPRINCE OF

BATTERS

EA PA

RK

ROAD

BATTERSEA PARK ROAD

QU

EENSTO

WN

ROAD

Battersea PowerStation (Disused)

Gas WorksBatterseaDogs andCats Home

School

BatterseaPark

Queenstown Road(Battersea)

Buses from Battersea Park

© Transport for London TFL 19516.01.11 (T) Information correct from 12 February 2011

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Route nderDay buses including 24-hour servicesBus route Towards Bus stops

44 Tooting

Victoria

137 Marble Arch

Streatham Hill

156 Vauxhall

Wimbledon

344 Clapham Junction

Liverpool Street

452 Kensal Rise

XXX Wandsworth Road

Night buses Bus route Towards Bus stops

N44 Aldwych

Sutton

N137 Crystal Palace

Marble Arch

24 hourservice

River Thames

River Thames

Liverpool Street

Monument

Southwark Bridge RoadSouthwark Street

Elephant & Castle

Vauxhall

Sloane Square

Sloane StreetPont Street

Kensal Rise

Kensington GoreRoyal Albert Hall

Ladbroke GroveLadbroke GroveSt Charles Square

Notting Hill Gate High Street Kensington

KnightsbridgeHyde Park Corner

Marble Arch

WhitehallHorse Guards Parade

Victoria StreetWestminster Cathedral

Victoria StreetWestminster City Hall

Aldwychfor Covent Garden

Trafalgar Squarefor Charing Cross

Victoria

Buckingham Palace RoadEccleston Bridge

Victoria Coach Station

Ebury Bridge Road

Lambeth RoadImperial War Museum

Albert EmbankmentLambeth Bridge

Albert EmbankmentVauxhall Cross

Albert EmbankmentPrince Consort House

Clapham Common

King's AvenueAcre Lane

Clapham ParkAtkins Road

Streatham HillTelford Avenue continues to

Crystal PalaceParade

Streatham Hill

Queenstown RoadPrairie Street

Queenstown RoadWandsworth Road

Cedars RoadSacred Heart House

Wandsworth RoadVictoria Rise Wandsworth Road

Silverthorne Road

Wandsworth RoadSt Rule Street

Wandsworth Road

Lavender HillTipthorne Road

Lavender HillBattersea Arts Centre

Lavender HillPolice Station

Falcon RoadFalcon Grove

Falcon RoadMeyrick Arms

WandsworthSouthside Shopping

Centre

Merton RoadSouthelds Community College

Durnsford Roadfor Wimbledon Park

Earlseld

Wandsworth Town

York RoadBadric Court

York RoadYork Gardens

Tooting Broadway

Tooting

Clapham Junction

SummerstownGarratt Lane

continues toSutton

Mitcham

Wimbledon

Cedars RoadClapham Common North Side

Clapham Common North SideTrinity Hospice

Clapham CommonOld Town

Clapham Park RoadPark Hill

Clapham Park RoadBedford Road

Queenstown RoadSilverthorne Road

Battersea ParkLibrary

Battersea Technology College

BatterseaInworth Street

BatterseaLatchmere

BatterseaHigh Street

Battersea Park RoadSleaford Street

Queenstown RoadChelsea Bridge

Chelsea Bridge RoadLister Hospital

Lower Sloane StreetRoyal Hospital Road

Lower Sloane StreetSloane Square

Battersea Park RoadCringle Street

Nine Elms LaneElm Quay Court

Nine Elms LaneWandsworth Road

44

156

137

44

156

137

452

452

344

344

N137

N137

N44

N44

WIMBLEDON

WANDSWORTH

CHELSEA

BATTERSEA

LADBROKEGROVE

TOOTING

CLAPHAMJUNCTION

STREATHAMHILL

CLAPHAMCOMMON

VAUXHALL

CITY OFLONDON

The yellow tinted area includes everybus stop up to about one-and-a-half miles from Battersea Park. Main stops are shown in the white area outside.PRINCE OF WALES DRIVE

CARRIAGE DRIVE SOUTH

CARRIAGE DRIVE EAST

MACDUFF RD

LURLINE GARDENS

CUPAR RD

MEATH ST

PATCHAM

TERRACE

LOCKINGTON RDHAVELOCK TER

ALFREDA

STREET SOUTHOLM ST

STRASBURG

RO

AD

QU

EENSTO

WN

ROA

D

WALES DRIVEPRINCE OF

BATTERS

EA PA

RK

ROAD

BATTERSEA PARK ROAD

QU

EENSTO

WN

ROAD

Battersea PowerStation (Disused)

Gas WorksBatterseaDogs andCats Home

School

BatterseaPark

Queenstown Road(Battersea)

Buses from Battersea Park

© Transport for London TFL 19516.01.11 (T) Information correct from 12 February 2011

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VOIDS AND OPEN SPACES

SITEANALYSIS

There is distinct juxtaposition present on the site. The dark, constricted spaces under the train tracks and the expanse of views provided when on the footbridge show what a diverse set of spaces this site provides. The general open spaces, with views to the sky are as set out opposite. Included are spaces outside that of the main strip of land defined by the traintracks. This is to show the potential this site must utilise in order to fully integrate into both neighbourhoods: The council flats of Culver Road and Georgian streets of Eversleigh Road. The long stip to the North and two terraced house sized rectangle to the South are particu-larly interesting spaces which should be utilized to invite the public to use the intervention in everyday life, not just for events or special occa-sions in the attempt to embed it within the society.

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OPEN SPACE

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LANDUSE

SITEANALYSIS

To visualise the land use pattern through the site is important, however what may be of even more importance to the typology of intervention that is being proposed, ie infrastructural reform, is typologies in the sur-rounding urban terrain. For example schools, health clinics, community centres and, of course, housing. Opposite shows the general typologies in the site and overleaf shows a scaled out map showing surrounding infrastructure.

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RESIDENTIAL

RESIDENTIAL

INDUSTRIAL (STORAGE, BARELY USED)

INDUSTRIAL

DISUSEDDISUSED

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SCHOOL

COMMUNITY CENTRE

CHRISTIAN CENTRE

SURGERY

GREEN SPACE

SCH

OO

L

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SCHOOL

COMMUNITY CENTRE

CHRISTIAN CENTRE

SURGERY

GREEN SPACE

SCH

OO

L

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TIME-SCALES AND PATTERNS

SITEANALYSIS

The site, as previously discussed, has two circulation routes running through it: Pedestrian and vehicle. These are the two main, time based, fluctuations that occur on the site. I have mapped out at a set of times, both on the weekend and weekday, the average number of users mov-ing through these paths. The graphic representation of this can be seen in the next two pages where density fluctuations are shown in colour: Warm (red) = High density and cold (blue) = Low density. What is in-teresting is the vehicular route is almost disused during the weekend however heavily used during the week. The pedestrian walkway is fairly constantly used during the weekend and fluctuates in a similar way too the vehicular route during the week. We can imply from this that the most frequent user is the commuter walking to work or train station. This is exacerbated by the direction of users routes. In the morning the gen-eral trend is towards Clapham Junction station (lying only a mile away) and in the evening returning from that direction. At the weekend there is also however a complication. Network rail do repair work on Sundays and the site is where they park their vans and access the tracks. The mapping on page 47 shows their positioning and access routes. These could be kept or relocated depending on access issues and how much it would impair the intervention’s purpose.

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10:00 12:00 14:00

00:00

16:00 17:00 18:00 19:00

20:00 21:00 22:00

WEEKDAY10:00 12:00 14:00

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PARKING

ACCESS

ACC

ESS

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ENVIRONMENTAL AND ECOLOGICAL CONDITIONS

SITEANALYSIS

Environmental impact and sustainability in terms of the ecological distur-bance created is a very important facet of my initial brief. This ‘communi-ty based intervention’ is obviously for the local community and therefore would be counter-productive if it destroyed the local wildlife and beauty. Thus the environmental condition of the site must be maintained and, if possible, improved. In its current state there is a fair amount of un-dergrowth and bushes around the abandoned scaffold structure to the East of the site therefore there may be species of birds nesting there. Also there will be insects and other creatures. The most prevalent us-ers of the site upon first glance are pigeons. They sit beneath the metal structure of the tunnel’s mouth. Opposite is a map of where the majority of the undergrowth lies and thereafter are photos from the site, both at night and in the day.

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AREAS OF UNDERGROWTH AND BUSHES

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MOVING FORWARDFROM THESITE ANALYSIS

This site interpretation analysis has created an informed, analytical un-derstanding with the defined site in terms of the project brief. The brief has defined the program, time-scales and spatial interaction along with the aspirational aim of the final intervention. Whilst this site interpreta-tion book has established a physical environment for the defined in-tervention to sit. Therefore programmatic and site specific parameters have been met. There is just the formular parameters to finally present. These will be completed through a series of models at 1:500 scale to fit on a site environment model. Following this the creation of real, defined spaces may begin.