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AIR-LINEA collective by Lesley Chen and Emma Farmer

Serving the City & Seeing the City

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TABLEOFCONTENTS

SITE INVESTIGATIONS- THECHRISTCHURCHINTERNATIONALAIRPORT

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 AirportsComparison 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

18-1920-21

22-23

24-25

26

27-28

29

SERVINGTHE C ITYBYEMMA FARMER

Project Description

Connection

Isolated Urban Islands

Achievi ng Conne ctionPossible 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

SEEINGTHE C ITYBYLESLEYCHEN

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 LayoutProposed 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

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Lesley Chen & Emma Farmer Site Inves

SITEINVESTIGATION

THECHRISTCHURC

INTERNTAIONALAIRP

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4 Lesley Chen & Emma Farmer Site Inves

MAINROADS& T

CBD

30 kms

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BUSROUTESINCHRISTCHURCH

Bus Routes

BUSROUTESCONNECTINGTO

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CHRISTCHURCHDOMESTICFLIGHTROUTE

Time Taken

Normal Airfare

Discounted Airfare

Chatham Islands

Auckland

Tauranga

Rotorua

Napier

Wellington

Blenheim

Dunedin

Invercargill

CHRISTCHURCH

Hamilton

New Plymouth

Palmerston North

Nelson

Hokitika

Queenstown

120 mins$174

$134100 mins

$154$109

90 mins$154

$8970 mins

$144$79

80 mins$124

$69

100 mins$164

$109

85 mins$174

$99

50 mins$124

$69

135 mins$437

50 mins$167

$134

50 mins$114

$49

60 mins$144

$104

40 mins$132

$99

80 mins$155

$109

60 mins$144

$92

CHRISTCHURCHINTERNATIONALF

MelbourneSydney

Gold Coast

Brisbane

Singapore

Bangkok

Dubai

Tokyo

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25kms64mins

38mins

43mins

$49$3.45

$75

20kms61

mins

28mins

33mins

$3.45 $33

$58

10kms32

mins

23mins

18mins

$3.45

$27

$19

15kms68mins25

mins

20mins

$45

$30

$3.45

DIFFERENTMEANSOFTRAVEL

Taxi

Bus

Shuttle

Major issue identified up to this point is that the time that it takes for a pand comparing that to a passenger to travel 25kms is longer, thus makinto travel on public transport.

With research made on prices of ticket fares to fly from the Christchurchprices to those of travelling within Christchurch. Travelling 25kms from the Ato flying to Nelson, Wellington, Auckland and Palmerston North.

This then highlights the issue of local travel services and methods to be i

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18 mins 32 mins$27 $7.50

10 kms

$1.50 per min $0.23 per min

DISTANCE, TIME& COSTCOMPARISON

AUCKLAND

CHRISTCHURCH

WELLINGTON

50 mins

1.64 mins

$114

$3.75

$49

$1.61

304 kms

For every 10 kms

$2.28 per min

$0.98 per min

80 mins

$124

$69

763 kms

1.05 mins

$1.63

$0.90

For every 10 kms

$1.55 per min

$0.86 per min

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REVIEWEDPLANS

14 Lesley Chen & Emma Farmer

LANDUSEINCHRISTCHURCH

Rural

*Conservation

**Cultural

***Special Purpose

Open Space

Business

Residential

The 2009 Christchurch land review showed that there was a need for 100industrial business land to the north west of the city.

The 2011 Zoning Plan adds approximately 15 hectares for industrial busi1, approximately 50 hectares for industrial business purposes in Area 2 a35 hectares for industrial business purposes in Area 3 to accommodate abusiness demand.

Dakota Park is 80 hectares of Special Purpose business park which is alsin anticipation of demand.

43.7%

11.5%

1.4%

3.7%

6.6%

5.5%

27.6%

Conservation includes heritage & historicalparks, coastal margins, waterways & cemeteries.

Cultural includes heritage precincts, maraes,schools & universities.

Special Purpose includes hospitals, airports,landfills & pedestrian precincts.

*

**

***

AREA1

AREA2

AREA3

DAKOTAPARK

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HONG KONG CHRISTCHU

85%

15%

86%

14%

2 people

per hectare

64 people

per hectare

STOCKHOLM HONG KONG CHR

STOCKHOLM

CASESTUDY: COMPARISONOFURBAN/NON-URBAN

Urban Area

Rural Area

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-

-

-

1-1

-

-

te -

e

-

e

-

te1

-1

te1-

e11

-1

1-

-

-

SkyCity

Terminal 4Terminal 3

Terminal 5

Terminal 2

Gate51-59

Gate30-44

Gate11-24

Gate

1-10

GateF

26-F6

9

Ga

te

61

-72

Terminal 1

Gate20-36

Terminal 2

NorthSatelliteConcourseGate

60-70

Gate40

-50

Gate15-1

9

Gate1-4

Gate

511-51

3

Gate

521-524

Gate

501-510

Gate1-30

Terminal 1

No. of PassengersAirport Area Amount of Cargo*

615

hectares

1,255

hectares

800

hectares

5.6 million

56.5 million

19 million

0.7 million

9.9 million

12.7 million

* Cargo is calculated r

CHRISTCHURCH INTERNATIONAL AIRPORT

NEW ZEALAND

HONG KONG CHEK LAP KOK AIRPORT

CHINA

STOCKHOLM ARLANDA AIRPORT

SWEDEN

CASESTUDY: COMPARISONOFAIRPORTS

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CHRISTCHURCH

Kowloon CBD

35Km

10Km to CBD20min Car40min BusNO TrainIsolated Business Zone.Direct proximity to the large Residential Zone.

Poor Public Transport connecting routes.

35Km to CBD34min Car99min Bus21min TrainIsolation Airport.Buffer between Residential Zone and Airport Zone.

Good Public Transport connecting routes.

CASESTUDY: COMPARISONOFAIRPORTSURROUNDINGS

STOCKHOLM HONG KONG

37Km

Uppsala

17Km

Sigtuna

Stockholm CBD

42Km

42Km to CBD37min Car52min Bus29min TrainLarge surrounding Business Zone.Buffer between Residential Zone and Airporpt Zone.

Good Public Transport connecting routes.

Diagrams show the location ofthe airport relative business andresidential zones with non-urbansurroundings. Connection routesare also shown including trains,buses and main roads.

Residential

Business Zone

Open/Green Space

Airport

Airport Runways

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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 24/7operations

Why are Noise contours important?To allow the airport to continue to grow and operateefficiently on its present site They allow the airport tofunction as a non-curfewed operation There are numerousexamples of cities and their airports that have notmanaged aircraft noise levels and are now either subjectto curfew or have been forced to move to locations furtheraway from the city they serve.

How does Christchurch Airport manage aircraft noise ?1. Noise reduction at source discouraging use of oldernoisier aircraft2. Noise minimisation procedures adherence torecommended flight paths and flight procedures

3. Land use planning: utilising appropriate noise contoursto 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 atake-off or landing at CIAL

The following activities are excluded from the definition ofAircraft Operations:

Aircraft operating in an emergency for medical ornational/civil defence reasons Air shows Military operations not associated with the Antarcticprogramme Aircraft using the airport as an alternative to a scheduledairport elsewhere Aircraft taxiing Aircraft engine testing

Exceedance by up to 1 dBA of the noise limit is permittedprovided CIAL demonstrates at the request of, or to the

satisfaction of, the Council that any such exceedance is dueto atypical weather patterns.

Stockholm Hong Kong

CASESTUDY: COMPARISONOFNOISECONTOURS

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24 Lesley Chen & Emma Farmer Site Inves24 Lesley Chen & Emma Farmer

Transporting Cargo by Large Semi Truck (or similar) is the most expensivethe largest environmental impact. It is the most commonly used method (9

has the greatest accessibility and can go anywhere without the need to trans

Transporting Cargo by Train is 344% more cost efficient then by Truck, agreatly reduced Environmental impact. The current location of the train lineencourage its use for airport cargo transport.

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

6%

Train with rail cars

offreighttransportedinNZ

Cost per100Kmcarrying 1ton of cargo

1.43grams per ton-Kmof HydrocarbonsEmitted

grams per ton-Kmof CarbonMonoxide Emitted

grams per ton-Kmof Nitrous OxideEmitted

1.98

5.67

$2.50

92%

Large Semi



$8.60

1.95grams per ton-Kmof HydrocarbonsEmitted



5.89

31.53

2%

Barge



grams per ton-Kmof HydrocarbonsEmitted



0.62

1.64

0.28

$0.98

CARGOTRANSPORTMETHODSTOTHEAIRPORT

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Cargo Train

International Airport

CARGOTRAINROUTES

Auckland

Rotorua

Tauranga

Wellington

Wanganui

Picton

Dunedin

Invercargill

CHRISTCHURCH

Hamilton

New Plymouth

Palmerston North

Hastings

Westport

Greymouth

Hokitika

Timaru

Kaikoura

Whangarei

Gisborne

Auckland

Wellington

Picton

CHRISTCHURCH

Hamilton

National Park

Palmers

Greymouth

Kaikoura

PASSENGERT

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RESEARCH

The Christchurch International Airports current location is very disconnroutes and business/industrial areas. The close proximity to residential zongrowth of the airport city.

When compared with Stockholm Arlanda Airport and Hong Kong Chek Lathe Christchurch Airport shows restrictions around growth into an internaBoth Stockholm and Hong Kong are developing into large aerotropolis,distance from the CBD. Christchurch is not suitable to be an aerotropolisto the CBD. However, there is the opportunity to develop the Christchurch

The lack of integration between the airport and the train route prevents gexporting of goods. The reliance on fossil fuels for transportation is alsofrom growing into a more developed and sustainable future.

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30 Emma Farmer Serving

[ SERVINGTHECITY

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CON

?

Christchurch is growing, but not as a unit, it is growing asa collection of individual islands. Connecting these islandswould allow the city to function and grow as a whole. One of themajor issues identified from the research and analysis of thesite conditions is the disconnection between the airport, theindustrial corridor and the new developing industrial pocketsin Christchurch. The Christchurch International Airportscurrent location is very disconnected from main transportroutes, business and industrial areas. The lack of integrationbetween the airport and the train route limits growth in the

import and exportation of goods, and the reliance on fossilfuels for transportation is also preventing Christchurch fromgrowing into a more developed and sustainable future.

When compared with Stockholm Arlanda Airport and HongKong Chek Lap Kok International Airport through case studies,the Christchurch Airport shows restrictions around growth intoan international hub and airport. Both Stockholm and HongKong are developing into large aerotropolis, mostly driven bythe larger distance from the CBD. Christchurch is not suitableto become an aerotropolis due to its size and the closeproximity to the CBD. However, there is the opportunity todevelop the Christchurch airport into a cargo hub, benefittingthe CBD through the increased efficiency and growth ofvarious cargo related businesses and industries around theairport.

There is a need of 100 hectares of land for additional growth in

business, light industrial and distribution activities accordingto a 2009 Christchurch land review. The area surrounding theairport provides the needed land as well as the opportunityfor continued growth. Christchurch has been expanding dueto urban sprawl, growing west to the point where there is nowonly a thin strip of rural land as the buffer between the airportand residential zones, the urban edge mostly defined by theairport noise contour.

This proposal aims to design a framework that connects theairport with the industrial corridor and allows future businessand industrial growth around the airport. The existing rail linewhich cuts through the middle of Christchurch (along theNorth-South axis) is moved west, acting as a band to restricturban sprawl and a tool for maximising efficiency. The newproposed train line accommodates the predicted futuregrowth and increases productivity in cargo transportationthrough its direct connection with the airport.

The design is explored at an urban scale and is structuredalong two grids. The first grid which runs along the proposedcargo train line is based on the size of cargo cars with a focuson increasing efficiency in transportation through regulatingspacing and stops. The second grid runs along the proposed

passenger monorail with the spacing defined by the distancepeople are happy to walk in order to catch public transport.Both the grids are set in order to increase efficiency intransportation and circulation.

16 existing land use zones were identified on site and clusteredtogether in different configurations based on their connectionwith the users (Tourist, Worker, Cargo and Local Services)and infrastructures (Airport, Cargo train line & Passenger trainline). Through weaving the various zones together based on

their need for each infrastructure, a stronger connection isdeveloped between the different infrastructures. Similarlythrough weaving the zones based on the users it encouragesthe 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 thetwo grids identified to inform the weave. Through weavingthe zones together a greater efficiency in movement andcirculation is designed with consideration of various methods:walking circulation, vehicle circulation and train circulation.The interlocking of zones creates shared spaces whichencourages engagement between the different companiesand enriches the community environment.

The idea of Christchurch as the garden city is another designinspiration 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 schemewhere the airport area is seen as similar to the bulb ofa daffodil which feeds the flower head, or in this idea, theCBD. This analogy is designed to show that the developmentaround the airport is not a new aerotropolis which drains thecity but an urban centre to help revitalise and feed the growthof the city. The layered skin and linearity of a daffodil stemcorresponds to the idea of weaving and was explored as adriver for open space on site.

This design addresses the programming of land use andmassing of buildings against open space around theChristchurch International Airport. The relocation of the trainline connects the airport and surrounding area to the otherindustrial islands, and aims to create a new efficiency incirculation and transportation of cargo while also providingthe necessary infrastructure for future growth. Considering theland use zones around the airport avoids the development of

a potentially draining aerotropolis, instead allowing the airportto grow into a flourishing cargo hub. Through weaving variouszones together, a connection is formed to foster a communityenvironment between companies. The design highlights theimportance of considering urban spaces to aid efficiency inmovement and increase the quality of life for the inhabitants.

DESIGNINGFORCARGO

I U I A C

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AIRPORTOFFICE PARK

ANTARTIC CENTRE

RESIDENTIAL

CITY CENTRE

SUBURBAN SHOPS

CENTRAL BUSINESS DISTRICT

LYTTELTON PORT

RESIDENTIAL

INDUSTRIALCORRIDOR

ISLANDS

ISOLATEDURBANISLANDS

OFFICE PARK

AIRPORT RECREATION

RESIDENTIAL GROWTH

CONNECTEDCITY CENTRE

SUBURBAN SHOPS

NEWI

NDUSTRIALCORRIDORROUTE

ACHIEVINGCON

P T R P T R & I G

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POSSIBLETRAINROUTES PROPOSEDTRAINROUTE& INDUSTRIALG

PROCESS FOR PROPOSED SCHEME EXISTING LA

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

PROCESSFORPROPOSEDSCHEME

Proposed land review area for future Business & Industrial Growth.

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

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

Focused Design Area

Rental Cars

Other Car Services

School

Accommodation

Antarctic Voyages

Post

Shops

Food

Airport

Airline Service & Support

Green Space

Recreation

EXISTINGLA

EXISTING PROGRAMS & PROPOSED INCREASE

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EXISTINGPROGRAMS& PROPOSEDINCREASE

Accommodation

0.20% 0.24%0.53%

+0.61%

+1.07%

+0.04% +0.28%

+0.72% +1.58% +0.67%

+0.32%

+0.38%

+0.17%

+0.12%

+0.70%

+4.98%

-11.6

2.46%

28.24%

1.97% 2.13%

0.34%

5.12%

1.43%

0.55% 0.37%

1.29%

0.53%0.43%

AntarcticVoyages Food

Airport

Airline Service &Support

Logistics

Industrial OfficesRental Cars

OtherCar Services School Shops Green Space

Recreation

Ru

Post

54.1

CONNECTION BETWEEN ZONES

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CONNECTIONBETWEENZONES

LOGISTICS

AIRPORT

ANTARCTICVOYAGES

OFFIC

OTHERCARS

INDUSTRIAL

AIRLINE SERVICE& SUPPORT

RENTALCARS

ACCOMMODATION

GREENSPACE

SHOPS

FOOD

POST

RECREAT

CONNECTION BETWEEN USERS & ZONES USER WEAVE C

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CONNECTIONBETWEENUSERS& ZONES

Airport


Green Space

Recreation

Antarctic Voyages

Shops

Food

Rental Cars

Other Car Services

School

Accommodation

Logistics

Industrial

Offices

Post

Cargo(Import/Export )

Local Services

Workers

Tourist

USERWEAVEC

AIRPORT

RECREATION

RENTAL CARS

ACCOMMODATION

GREENS

PACE

SHOPS

FOOD

SCHOO

OTHER CA

POSTLOGISTICS

AIRPORT

ANTARCTIC VOYAGES

OFFICES

OTHER CARS

INDUSTRIAL

AIRLINESERVICE&

S

UPPORT

RENTAL

CA

RS

ACCOMMODATION

GREENS

PACE

SHOP

S

FOOD

POS

T

AIRPOR

LOGISTIC

POST

Cargo(Import/Export )

Local ServicesWorkers

Tourist

Users Zones

CONNECTION BETWEEN ZONES & INFRASTRUCTURE INFRASTRUCTURE WEAVE C

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CONNECTIONBETWEENZONES& INFRASTRUCTURE

Airport


Recreation

Antarctic Voyages

Shops

Food

Rental Cars

School

Accommodation

Logistics

Industrial

Offices

Post

Passenger Train

Airport

Cargo Train

INFRASTRUCTUREWEAVEC

Passenger Train

Airport

Cargo Train

AIRPORT

RECREATION

RENTAL CARS

ACCOMMODATION

G R E E

N

S P A C E

INDUSTRIAL

LOGISTICS

AIRPORT

ANTARCTIC VOYAGES

OFFICES

AIRLINE SERVICE & SUPPORT

RENTAL

CARS

ACCOMMODATION

SHOPS

FOOD

POST

AIRPORT

LOGISTICS

POST

IN

DUSTRIAL

F

OOD

OFFICES

Infrastructures Zones

TRAIN CAR MODULE MODULAR S

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TRAINCARMODULE

6.058m20 foot Standard

Container

12.2m40 foot Standard

Container

12.5maverage car

25mBuffer

zonebetween

plots

125mLand plot width

MODULARS

The length of a train car has been used to create modular 25m plot spacings perpendicular to the trabeen combined to create 125m wide plots with a 25m buffer between each plot. The pattern has

with existing roads where possible. A grid has been formed by rotating the modular spacing 90 dbend in the train track.

WALKINGDISTANCEMODULE MODULARS

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400mHappy walking

Distance

800mOkay walking

Distance

>800mNot walking

Distance

400mHappy walking

Distance

1600mMax. Distance between hubs

800mDistance between grid

(maximum walking to train hubs)

The distance people are happy to walk for public transport is the driver for the spacings perpenmonorail line. The distance between each line is 800m, adjusted only for the last stop at the airpo

by rotating the modular spacing 90 degrees.

TESTINGLANDUSEORGANISATION

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Collating and overlapping the linearity and minglingof zones using rigid forms

Weaving the radial zoning and linear zoningmethods together

Collating and weaving various zoning methodstogether

Zoning is focused on the central green spaceserving multiple zones and the way various zonesbleed into each other

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

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

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

Zoning was driven by radial daffodil bulb

Existing zones re-arranged in grid 1 format followingzone-utilities diagram

Regulating the zonExisting zones are clustered to show current landoccupancy.

Zoned using theutilities diagram

Open space zoning which punctures into otherzones using daffodil pattern

Daffodil pattern was overlaid and rotated severaltimes to depict open space zones

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

Weaving clusters zWeaving the grids and zones together

PEOPLEWALKINGDISTANCETRAJECTORY CIRCULATION

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Walking distance from passenger hubs

Walking distance from hubs along cargo track for workers

Cargo Transport Route

Worker Transport Route

ZONINGUSINGINFRASTRUCTUREWEAVECLUSTERS

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AIRPORT

LOGISTIC

S

POST

INDUSTRIAL

FOODOFFICES

AIRPORT

LOGISTIC

S

POST

INDUSTRIALFOOD

OFFICES

The Infrastructure & Zones Weave Clusters informed thezoning on site. Some zones overlap with the differentinfrastructure and through weaving the various zonestogether, the various infrastructures become woventogether also.

Cargo Train Weave Cluster

Passenger TrainEasing the weavinfrastructure zoand grid pattern

Easing the weave into the site context and gridpatternCargo Train Airport

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

MASTERSITEPLAN

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58 Emma Farmer

Logistics

Industrial

Offices

Rural

Rental Cars

Other Car Services

School

Accommodation

Airport


Green Space

Recreation

Antarctic Voyages

Post

Shops

Food

Carg

oTr

ain

Lin

e

Passenger Train Transport Hub

Cargo Line Worker Transport Hub

Zones

Hubs

SECTIONALONGCARGOTRAINLINE

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1 2 3The long section shows how ttrain line and weave into each oThe callouts show the way the pclusters of zones around share

HUBDESIGN

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Section AA

Plan

Roof Plan

1m 2m 5m

A

B

B

A

The passenger hub alontrain line is inspired by thelayered skin of the daffodi

The hub consists of two eplatforms, one on either slines, and is covered by structure which arches ovThe glass roof is tinted athe translucency of the dskin, while the roof structubased on a fan vault roteach of the half rotunentrances.

An overpass allows accsides of the track and is a curving staircase from thThe entrance and stairwelroof to emphasise the entthe idea of compression

where the two roofs (solimeet.

Industrial building sh

proposed cargo train l

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p p g

Passenger Interchang

use by both passenge

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70 Lesley Chen70 Seeing

[ SEEINGTHECITY

tSyawmarT

tSloopreviL

tSkcalslooW

tSallasrettaT

t Ss r eviK

t Sr alpoP

Ash Rd

Du b lin S t

DorsetRd

Hal ket tSt

K n o x R d

Act onRd

Wi lmerRd

Bever idgeSt

PeacockSt

Conf erenceSt

Bat hRdD undasSt

Wel lesRd

St rut her sSt

EatonStMort imer St

Sout hw arkRd

AllenRd

Bedf or dRow

RopeSt

Gressi onSt

NovaSt

ChesterSt East

Hurl eyRd

Will owRd

dRllihcruhC

BangorRd

Alf redSt

dRekuD

ReesSt

WoodSt

DesmondSt

H e l

m o

res S

tR h o d e s S t

Balf ourRd

tStnegeR

weN

Mollet tSt

dRsaltA

tSlluG

tSsmalliW

dRnoskralC

tSnoswaD

MoaRd

ElyRd

Melr oseRd

O tl eyRdAmur iPark

dRylE

AberdeenSt

D oi liansRd

Gr acefiel dSt

Ai rdalr St

W estw

o o d

St

PeterboroughLa

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CHRISTCHURCH

INTERNATIONAL

AIRPORT

ANTARCTIC

CENTRE

RUSSLEY

GOLF

COURSE

DESIGNINGFORPASSENGERS

of the road including the bike lanes allows cyclists to travelsafely into the central city

residential, suburban, park and urb

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72 Lesley Chen72 Lesley Chen Seeing

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Ave

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alton Rd

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Terminal

CHRISTCHURCH

INTERNATIONAL

AIRPORT

ANTARCTIC

CENTRE

RUSSLEY

GOLF

COURSE

Proposed Stations

Proposed Route

1600m

Chosen Route:

Starting from the Airport Terminal, into Memorial Avenue, throughFendalton Road then into Central Station in the City Centre.

A persons maximum walking distance one-way is 800m, so if the startingpoint is to be placed in the centre between 2 stops, 1600m would be themaximum distance between 2 stops.

No. of Stops Proposed:

Distance between Stops:

Reason for Distance between Stops:

11

Christchurch is the gateway to the South Island and recognizedfor its abundant arable land by its name as the Garden City.

After being hit by a number of strong earthquakes, many ofthe citys beautiful buildings were destroyed including theiconic Christchurch Cathedral.The design intent of this project is to make the travel routefrom the Christchurch International Airport through to thecity centre more time efficient as well as cost efficient, alsoto highlight the inherent assets of the Garden City that arecurrently there but un-expressed, allowing passengerstravelling 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 ofhaving its CBD that has closer proximity to it compared tothe two; however, the Christchurch Airport being a destinationhub and not a transfer hub, this does not fulfil the requirementfor 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 theChristchurch Airport was that the travel route from the CBDinto the airport is time and cost efficient in Stockholm andHong Kong, however with their airports at a greater distanceaway from their CBD, their travel route takes the same amountof time as you would travel from the Christchurch CBD intothe airport, with the distance being only ten kilometres.The design of a monorail route directly connecting the airport,driving through Memorial Avenue, Fendalton Road, HagleyPark and final through to the city centre. The intention is todirectly connect the city centre and the airport, creating aninstant and fast connection allowing passengers to travelmore efficiently, as well as acting as infrastructure for futuredevelopment. Once the route is set up, it will act as a corespine for development to be made around the airport area.The monorail system employed in this design uses hybridtechnology, combining fossil fuel and electricity whichbenefits Christchurch to become a more sustainable city inthe working.The design inspiration comes from the door of the old gothicChristchurch Cathedral, an arch; symbolises a doorway intoChristchurch. Not only the arch can be multiplied to makevaults, bearing weight of the rail piece, it is also a metaphorand 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 monorailruns on the top of the vaults using a rail piece, inside the

vaults, new cycle lanes are laid to create a safer environmentfor cyclers as Christchurch is pushing itself to be the city forcyclers.Investigations were carried out on four chosen sections alongthe proposed monorail route, intending to look at existingroad layouts and propose new layouts (if necessary) to

incorporate the introduction of the rail structure.The four chosen sections are cutting through residential,suburban, park and urban areas. Residential areas runmostly along Memorial Avenue, being the older zones withmore aged houses that had been placed adjacent to eachother, with individual characteristics. The residential roadlayout currently has a large amount of pedestrian footpath,as well as a very wide road verge, which very fittingly can bereplaced with the rail structure. The removal of the big treeson the verge, replanting on the berm will be proposed as wellas narrowing down the footpath from 3m down to 2m on both

sides, can widen up current road use, making the inner lanea bus and car shared lane rather than using it just for streetparking, allowing traffic to flow smoother during peak hours.

Suburban areas are situated closer to the park and centralcity, with more modern designs and structured suburbplanning, houses were being developed in larger numbers,and building characteristics are similar. The existing suburbanroad layout consists of a wide verge, and the berms on theside of the road, cycling lanes on the outer edge of the road,but only wide enough for one cyclist to use. The proposedlayout consists of narrowing the berm on the side of the roadand to replace the verge with the rail structure, this will widenthe lanes, allowing the outer lane to be used as a bus onlyland during peak hours. Cyclists will be now riding under therail structure under the vaults in the strictly cyclists lanes.Such proposal will allow the bus services to be more efficientduring peak hours, as well as allowing better flow for trafficduring non-peak hours.

The Hagley Park section shows the current use of the parkpaths, for both pedestrians and cyclists. The current parklayout is bound by the road, and throughout the park, onlycycling lanes are laid throughout the park to allow cyclists togo enter. The proposed layout introduces the monorail lineinto the park on the chosen direction it will drive into the city,allowing cyclists to go from the main road and enter directlyinto the park. Also benefits the passengers on the monorailto enter the park, amongst the trees, which emphasises thatChristchurch is a garden city.

Urban housing located in or near the city centre, with higherdensity compared to residential and suburban housing,to accommodate the busy lifestyle of the central city. Theexisting road layout involves a lot of street parking, widepedestrian footpath and only one flowing lane for traffic, whichalways cause congestions during peak hours. The proposed

layout introduces the berm back into the street, narrowing thefootpaths, planting short trees along the road to allow moregreenery into the city, letting passengers to ride amongst thetress. The outer lane on the road will be used as a normal laneduring the day, especially during peak hours, but can be usedfor parking. The introduction of the rail structure in the center

safely into the central city.

With proposal made for road layout changes, the rail structureis in place for allowing connection on the route proposedconnecting 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. Theroof is composed of two point-facing arches, one biggerthan the other, the smaller being the end of the hub, wherepassenger cannot access, and the bigger being the hub exitfor passengers. The curved staircase is also composed by alarger arch, creating a grand staircase down to the pedestrianfootpath, where the passengers enter and exit the hub. The

staircase bends over the rail line, where the monorail drivesright under the staircase, creates an open and accessiblearea for passengers to flow through.

The hub design will be placed at every stop along theproposed route. Changes are made depending on thedifferent conditions of the road layouts throughout the

The proposal of the monorail routChristchurch for passengers arriInternational Airport, with design inGothic Christchurch Cathedral. Witunderlying and un-expressed beauthe examples of proposed sectionseries of road layout alterations.

The key issue highlighted during tproject, will hope to improve with of the rail structure. The monoraiproposal runs on hybrid fuel andemission to allow Christchurch to be

city. Not only that the monorail will bthe airport and central city, creatingmovement, which would aid develarea in the future. The rail also raipoint higher than street housing, panoramic view of Christchurch, aimage of that Christchurch as the G

EXISTINGSTREETFACADE

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74 Lesley Chen

Airport

Memorial Avenue is the main route to the ChristchurchInternational Airport from the CBD and vice versa. This meansthat this is the first street that passengers and tourists will seeas they arrive into Christchurch.

After the site visit, I have found that the street is full of residentialhousing as well as a large number of roadside parking.

Seeing this as a tourist, this did not create a beautiful imageto me as a first impression, the city owns the name as theGarden City, however, there are no signs of work to be done tostreetscape development other than a large number of existingtrees along the street.

Photograph taken by Lesley Chen, 2013.

Photograph of existing residential zone on Memorial Avenue.

Memorial Avenue

Seeing

Memorial Avenue

Proposed residential section t

DESIGNINSPIRATION- THEARCH CONSTRUCTINGTHE

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76 Lesley Chen Seeing

The design inspiration comes from the Gothic Arch, as Christchurch is anold Gothic city, employing an old system seem to be the most fitting.

The arch symbolises the front door of the old Christchurch Cathedral, therail line acts as the front door into the city from the airport, where the firstpassenger 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 trainand the rail piece on top.

All aspects of the design is related to the arch, including the hub design, inplan, the roof and the staircase are both arch inspired.

Left:

The arch construction method employed.

Below:

An early photograph of the Christchurch Cathedral, 1880s.

+ =

+ =

+ =

THERAILSTRUCTURE ORNAMEN

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8m

10m

4m

The rail structure is composed mainly with vaults, highest being10 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 issituated. Vice versa, as the train leaves the station, it climbs upthe slope again until it reaches 10 metres where it shall reach thehighest 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 ofthe columns governs the height of the vaults. This way, the useof the road would not need to be changed, creating efficiencyof road use.

This is a free standing structure, all of the weight on the rail isdistributed 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 heightdifference between the highestand lowest point, referenced withplan.

Scale 1:100

The ornamentation comes from the inswindows, its a simplified version of tfacade of the Christchurch Cathedral

The simplification was made so thclustered and overly ornamented on t

Left:

Photo of the Christchurch Cathedral upclose showing Rose Window detail.

Below:

Drawing of a part of the structure showingornamentation.

THEMETRAILMONORAILSYSTEM

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80 Lesley Chen

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 systemin the world. Metrail is the only system that fits easily into existing urbancorridors without the need for infrastructure support from anational grid, power stations or substations. With the ability to bank the guideway, tilt the monorail vehicleand operate effectively in virtually all environments and terrains,Metrail negotiates tight curves within acceptable passengercomfort 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 usinglow voltage on-board captive power.

Option to upgrade carriages if passenger load increasesover the year.

Versatility:

The Metrail Monorail system can run at grade, elevated orunderground. 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 ensuressafety at headways < 2 minutes - thus enhancing timetableflexibility 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 allpublic transport modes. Independently powered carriages allow reconfigurablemonorail lengths for changing ridership requirements.

Seeing

Safety:

Metrail runs on low voltage DC which compared with conventional rail or monoin excess of 750V.

The Metrail system not only provides is fully supported with all the necessanetwork implementation, such as sigcommunications.

All safety systems conform to the lateand feature multiple redundancy for fail-

Hybrid Power Generation:

The latest generation low emission, dirand generator fitted to each carriage prsource of electrical power for the electric

These engines operates at a fixed genneed to run continual. They have been oreduced exhaust emissions and maximi

Solar System:

Metrail provides a radical new response warming, increasing pollution and rising

Metrails electric drive enables a varieharnessed; battery, hybrid engine and s

solar panel technology have now mada variable energy alternative. It is free, cwide.

Solar panels fitted to the large, unobmonorail carriages and stations providenergy supplement.

METRAIL

ADVANCED HYBRID MONORAIL SYSTEM

THE WORLDS MOST INNOVATIVE

ECONOMICALLY SUSTAINABLE PUBLIC TRANSPORT

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EXISTINGRESIDENTIALSTREETLAYOUT PROPOSEDRESIDENTIALSTREETL

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2m 1m 2.5m 6m 1m 2m6m 2.5m3.5mPedestrian

Pedestrian

Berm

Berm

StreetParking

StreetParking

RoadLanes

RoadLanes

RoadVerge

Mem

orialAvenue

CBD

Existing Uses

Residential

2m0.5m

3m 6m 6m4mPedestrian

Berm

Bus&CarsharedLane

RoadLanes

RoadLanes

Monorail&BikeLanes

These sections are taken from along the route where the monorause changes to the current street front, aiming to improve the streestreet facade, to improve the travelling experience for passenChristchurch.

The sections have been categorised into four groups: residential, s

Residential being the older houses that had been placed adjaindividual characteristics.

The residential road layout currently has a large amount of pedea very wide road verge, which very fittingly can be replaced with removal of the big trees on the verge, replanting on the berm wilnarrowing down the footpath from 3m down to 2m on both sideroad use, making the inner lane a bus and car shared lane rather parking, allowing traffic to flow smoother during peak hours.

PROPOSEDRESIDENTIALSTREETLAYOUTSECTION

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84 Lesley Chen

The proposed residential street section shows hub design with the

placement of the rail structure, showing relation of height and widthto the road, and the emphasis of the cycling lane introduced underthe 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 themonorail to see into the houses, and for them to be able to see thetreetops. This, hoping to draw out a better perspective for first timetravellers of Christchurch.

Road use is designed for better flow of traffic. Pedestrian footpathand berm narrowed to allow the road itself to widen up to have thebus lane on the inner road during peak hours.

Seeing Seeing

EXISTINGSUBURBANSTREETLAYOUT PROPOSEDSUBURBANSTREETL

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Mem

orialAvenue

CBD

Existing Uses

1m 2m 1.5 6m 2m 1m6m 1.5m2.2mPedestrian

Pedestrian

Berm

Berm

BikeLane

BikeLane

RoadLanes

RoadLanes

RoadVerge

Suburban

1m 1m 3m 6m 6m4mPedestrian

Berm

Bus&Car

sharedLane

RoadLanes

RoadLanes

Monorail&Bike

Lanes

Suburban, the more modern way of house and suburb planninglarger numbers, building characteristics are similar.

The existing suburban road layout consist again, of a wide verge, of the road, cycling lanes on the outer edge of the road, but only wto use. The pedestrian footpath is also half the size of the berm.

The proposed layout consists of narrowing the berm on the side the verge with the rail structure, this will widen the lanes, allowing th

a bus only land during peak hours. Cyclists will be now riding undthe vaults in the strictly cyclists lanes.

Such proposal will allow the bus services to be more efficient durallowing better flow for traffic during non peak hours.

PROPOSEDSUBURBANSTREETLAYOUTSECTION

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88 Lesley Chen

The proposed suburban street section shows the hub design withthe placement of the rail structure, emphasising the allocation ofthe cycle lanes now in the centre of the road, under the vaultswhere the lanes are wider than before.

Section shows that the suburban housing are they newer typeof housing typology, they are taller and are closer to the roadcomparing to the residential housing.

Trees removed from the verge will be proposed to be replantedon the berm next to the existing trees, in time, it will form a naturalhedge acting as a road buffer between the pedestrian footpathand the road.

Seeing

EXISTINGPARKLAYOUT PROPOSEDPARKL

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6m 6m2.2mRoadLanes

RoadLanes

RoadVerge

Existing Uses

Mem

orialAvenue

CBD

Park

3m 3m4mBerm

Monorail&BikeLanes

2m 2mBerm

Bike&Pedestrian

SharedPathway

Park shows the current use of the park paths, for both pedestrichanges that will take part when the rail structure is put in.

Hagley Park is the largest urban open space located in central Cby its large trees and broad open spaces, defined by the Avon roadways.

Current park layout is bound by the road, and throughout the parkthroughout the park to allow cyclists to go enter.

The proposed layout introduces the monorail line into the park ondrive into the city, allowing cyclists to go from the main road and e

Also benefits the passengers on the monorail to enter the park, emphasises that Christchurch is a garden city.

Bike&Pedestrian

SharedPathway

PROPOSEDPARKLAYOUTSECTION

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92 Lesley Chen

The proposed park section suggests that a wider use of publicspace, with the introduction of the monorail hub into the parkmakes the park easier to access for tourists, as the BotanicGardens is very closely located.

Seeing

EXISTINGURBANSTREETLAYOUT PROPOSEDURBANSTREETLA

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Existing Uses

3m 3m 3m3m6mPedestrian

Pedestrian

Road&Parking

LanesShared

RoadLane

Road&Parking

LanesShared

Mem

orialAvenue

CBD

Urban

2m 1m 6m 6m4mPedestrian

Berm

RoadLanes

RoadLanes

Monorail&BikeLanes

Urban housing located in or near the city centre, with higher densiand suburban housing, to accommodate the busy lifestyle of the

The existing road layout of the example urban road use involves apedestrian footpath and only one flowing lane for traffic, which aduring peak hours. The proposed layout introduces the berm bacthe footpath from 3 metres to 2 metres, planting short trees alongreen into the city.

The outer lane on the road will be used as a normal lane during

peak hours, but can be used for parking.

The introduction of the rail structure in the centre of the road inclucyclists to travel safely into the central city.

PROPOSEDURBANSTREETLAYOUTSECTION

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96 Lesley Chen

The proposed urban section shows how closely the housing islocated 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 donot have as many lanes as residential and suburban areas.

Seeing

THEMONORAILHUB

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The hub design is also inspired by the gothic arch, it corresponds to thevault structure that it is sitting on.

The roof is composed of two point-facing arches, one bigger than theother, the smaller being the end of the hub, where passenger cannotaccess, and the bigger being the hub exit for passengers.

The curved staircase is also composed by a larger arch, creating a grandstaircase down to the pedestrian footpath, where the passengers enterand exit the hub. The staircase bends over the rail line, where the monoraildrives right under the staircase, creates an open and accessible area forpassengers 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 roadlayouts (as shown in previous pages) throughout the residential, suburban,park and urban areas.

Sections below shows interior space of the hubs.

A A

Section AA

Seeing

Plan view of a Mshowing arch inspiroof and staircaseexisting roads to sho

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100 Lesley Chen100 Lesley Chen

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

Seeing Seeing

B

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

Seeing

131025 airport book

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