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How do we root an infrastructure detached from place? PADRAIG CONNOLLY 10103082

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Page 1: Padraig Connolly

How do we root an infrastructure detached from place? PADRAIG CONNOLLY10103082

Page 2: Padraig Connolly

ACKNOWLEDGEMENTS To all my lecturers at SAUL for your support and guidance throughout the years, in particular the 4th and 5th year teams. Special thanks also to Fran and Noel for all their assistance.

To Jenny and Rafal, for your help to get me over the end line, I am so grateful.

To Mam, Dad and Hugh, for everything over the last few years. Thanks for all your assistance in model making, proof reading and drawing. Without your help this would have been impossible and I am truly grateful for that.

To my class, who have made the years in SAUL such an enjoyable experience, from first to fifth year, it has been an enjoyable time because of you all. I hope it continues long after this.

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TABLE OF CONTENTS Part 1Introduction

INFRASTRUCTURE AND MOBILITY

FROM PLACE TO NON-PLACE

ARCHITECTURE AND MOBILITY

FROM NON-PLACE TO PLACE

Part2

SITE

PROGRAM

FINAL DESIGN PROJECT

Bibliography

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Part 1

Tim Engolds diagram of the hub-spoke model of place compared to the knot of entangled lifelines on the right. The left showing the planning of place, as a

circulating out structure versus the right, the series of movement representing everyday life.

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The evolving nature of our landscape has seen many changes in recent times, both above and below its original formed ground. We have created large-scale connections between our urban cores and have developed infrastructures within, to move our cities’ people. However, this need for ultimate connectivity has led to disconnection with former places along routes. This disconnect has made these places almost non- places, struggling in trying to find their identity in more than a subway sign or motorway exit.

The thesis looks to explore the possibility of changing what one understands as inhabitable space, by looking actively at the junctions presented by the motorway as important points of transition both physically and socially. This will hopefully look to remove the isolated state of the infrastructure and move to developing a stronger relationship to place and infrastructure. The thesis will also look

to how architecture considers mobility in its make up, looking at how architecture can engage with movement and program together rather than fragmenting them. It looks to re-imagine how this functional infrastructure could work as a new generator of social interactions, removing its isolated state and enabling a dialogue with the places it connects. The thesis will also speculate on the future use of the structures being introduced, considering the changing and evolving state of the motorway.

Introduction

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The Road.

One can consider the road a piece of infrastructure, a tool to get you from one place to another with little obstacles. The reality though, is the road has also become a social condition in its own right. The road has always had a social element. Going to and from places by foot would have always led to chance encounters.

“Which came first, the house or the road leading to the house?”1 This question has led to much debate, however, its answer depends on individual opinion; a house represents a shelter and physical ownership, while the road represents a journey? The road has evolved over time but has always kept a sense of its origins, summed up when one considers the road as a metaphor; Life is a road, long and unpredictable, and full of danger, that each of us must travel. The road has always brought with it a sense of freedom, never confined by a boundary or owned by some one. The road was an enabler to many to be free of a place. The road, physically, socially and metaphorically has been pivotal in how

1 Jackson J.B, A Sense of Place, a Sense of Time (Bing- hamton, New York, The Maple-Vail Book Manufacturing Group, 1994) 189

places develop, but equally pivotal in giving freedom to explore.

The current day road has shown its most significant evolution when one considers the motorway. The road has shifted in its social capacity, as speed and time have omitted this need. The relationship, both socially and physically, once capable on the road are no longer possible with the increase in speed and volume of traffic using this infrastructure. It is an abstracted tool in its own right, trying to establish itself as an infrastructural devise, rather than any social generator or condition. If it has lost this important social capacity, have we isolated human contact to a salute from behind a steering wheel?

INFRASTRUCTURE AND MOBILITY

Motorway Network of Ireland

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Isolated Existence.

Currently the motorway has positioned itself in an isolated position in the landscape, with a large spacing between the former node and the physical infrastructure. This space in-between has led to an abstraction of the motorway, which has detached the infrastructure from the nodes it is supposed to serve. By that, the placement has led to a large in between space developing between the motorway and former nodal point, where linear opportunism is at play on the newly placed access roads.

The motorway was first realized in Italy in 1925, between Milan and Varese. Coined by Edward M. Bassett, who denoted the freeway as a piece of public land designated for movement, the motorway would become a part of modern day society internationally. In its planning the motorway is considered nationally, in Ireland’s case to connect smaller urban cores to Dublin. By that the over arching goal is to connect urban cores as efficiently as possible. However, this placement has lead to a shift in the geography of the former node points along a route. Former nodes operate as the centre of social

infrastructure in these areas, however, the large in-between space developing between the motorway and node has led to a decline in the existing towns and villages.

The motorway is the new road. It offers potential in speed and efficiency that enables daily life to function better. The question now, though, is how we understand this change from road to motorway. No longer are buildings together in a linear situation stitched together, rather individual buildings with vast distances between exist, that in there own way have become destinations. So how does the motorway engage socially as the road did in the past?

JB Jackson in his essay Roads belong to the landscape asks the important question for today’s roads; “Which do we value more, a sense of place or a sense of freedom?”2 The motorway brings with it a new condition, however, the necessity of the road as a social enabler has come to change. Advances in technology and social media consume far more of our social life than physical interaction do today, so should the

2 Jackson J.B, A Sense of Place, a Sense of Time (Bing- hamton, New York, The Maple-Vail Book Manufacturing Group, 1994) 190

Nodal isolation between existing village and motorway,Birdhill, Tipperary

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road go back to being a source of freedom and in fact isolated for the over connected world. One could consider the motorway the last isolated existence one can achieve. The advances in technology by Google and others in relation to driver-less cars adds another changing quality to these roads, as they start to act as driver-less motion machines, so how should we understand the motorway moving forward?

This mobility infrastructure creates a different way of viewing the landscape, and a new spatial experience, so the importance in its evolution only seems right. How do we approach a fragmented infrastructure in the landscape? “If landscape is defined as culturally configured nature, then infrastructure may be considered the single most important factor generating it” 3 . If we fail to understand the importance this infrastructure has in the landscape, it further becomes isolated and detached from its surroundings. How do we root this infrastructure? How do we enable a social interaction yet re-asserting the road as a place of freedom?

3 Hvattum Mari and Janikie Kampevold Larsen, Routes, Roads and Landscapes (Surrey, Ashgate Publishing Limited, 2011) 2

Current relationship between the motorway(orange) and existing nodes

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The nature of place as we know it is constantly changing. The reality of what we understand to be our place has been removed by the increase in the technology and the evolution of the worldwide economy, meaning large-scale international movement for both work and leisure. However, it is in this context we find ourselves still wanting a route, a place, a home. The need to connect one self to a place will always be inherent to us, even in today’s small world.

As our urban centres continue to grow at large rates, we must ask how do we want the socio geographic to develop? The mass movement to large cores comes with inflation, sprawl and a certain degree of panic as one tries to edge their way into an already dense fabric. The value of place seems somewhat lost in the sensation to be part of a certain urban condition.

Marc Auge in Non-places introduces one to the idea of place and non-place; “If a place can be defined as relational, historical and concerned with identity, then a space which cannot be defined as relational, or historical, or concerned with identity will be a non-place”.

Non-places according to Auge are concerned with the modern world1 - The idea of being born in a clinic and dying in a hospital. They have developed throughout our society. In particular he considers the motorway a non-place. He talks about the language we are presented with on the motorway, and other non-places such as the supermarket and the airport. We are governed by words and names rather than places, signs and signals that only suggest exits and lane allocation. The hint of what might be beyond the current route is sometimes mentioned in a sign, but in a sense, this further removes the need to disengage from the specific journey. It gives enough of a glimpse to derail curiosity and allows only a brief glitch on the trip. We continue ignorant to our surrounding beyond an aesthetic view, appearing and disappearing at high speed.

Counter arguments can be made to Auge arguments of Non Place. Peter Merriman in Routes, Roads and Landscapes argues Auge has a simplistic reading of the motorway currently as a monotonous non-place. He argues that the motorway unfolds at speed showing landscape features, which can be

1 Auge Marc, Non Places: An introduction to Supermo-dernity (London: Verso, 2008) 63

FROM PLACE TO NON-PLACE

Shopping centre development along the motorway.

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consumed quickly. The argument that the motorway is a place in its own right brings a new definition to the word “place”. Auge’s definition is based on identity and historical basis, whereas, in this context, I think place could be described as a series of unfolding events happening at speed, both spatial and aesthetic. The landscape changes before your very eyes, as you duck under a farmer’s overpass, where he crosses with his livestock.

In my opinion, it would appear that Merriman and Auge are talking about separate things. The interest spatially one might have is not the same as the isolation of the non-place that Auge refers to. A non-place is a detached, isolated place that doesn’t seem to connect to anything, it is treated in isolation and even though it may be an interesting experience, the issue of isolation and disorientation continues. You are on a journey, an experience that is of today with nothing present of yesterday and no idea of the future. It isolates for the purpose of that one function.

So within this context I argue, if it is possible to navigate between these two interpretations of “place”. Is it possible for the motorway to become a place, it

already controls a spatial sequence that is enjoyable, however, it fails to negotiate from a junction stop to existing nodes. Could there be a connection between former nodes and the motorway? Could it be that the nodes plug into this large infrastructure, both in urban and rural conditions? The possibility of an existing formed place and non-place making a new condition?

Alison and Peter Smithson, ‘AS in DS: An Eye on the Road’

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To put down a road, as the Smithsons state, is a serious task as it becomes a “fix” in the landscape which development circulates out from. So by this, the nature of roads, railway lines, tram lines and canals all hold an important part in the development of places they serve. Architecture has concerned itself with mobility for many years. The future planning of cities and towns is often first developed through connectivity of the place. Architects such as Louis Kahn and Alison and Peter Smithson have written extensively about new possibilities in how architecture could re-imagine a new order in relation to mobility, sparked mainly by the increased presence of the motor car in the world, leading to segregation between vehicles and pedestrians for safety.

Louis Kahn, in his plan for Philadelphia, considered movement as the important change in how one looks at civic spaces. He criticized the Piazza and the square as associating with an older pedestrian society. With this, he planned a linear city plan for Philadelphia in 1930, with civic spaces and buildings in ten-block axis that accommodated automotive transportation at the street level, and pedestrian walkways one storey above. He proposed cutaways at

the pedestrian level to allow light down to the vehicle level. This, Kahn believed, would “extend the area” of the village green of old. The separation of different types of movement would allow for a functional arrangement leading to a better street life.1

Kahn’s plan for Philadelphia came as new expressways opened, framing the area with “Traffic Rivers” as he described them. This freed the streets of through traffic, allowing for a new order of movement. In the plan, Kahn imagined a series of iconic structures to help monumentalize the civic area. “Only buildings of overwhelming monumentality, he contended, could serve as bastions protecting against the moneyed interests that were destroying the dignity of the urban centre”. He devised parking docks to “provide a model for defence against the privatizing tendencies of the automobile”. These were imagined similar to old medieval walls protecting the urban core.

Kahn’s view on mobility, taken somewhat from Le Corbusier writing, was one of the first suggestions of a new urban layout that accommodated multiple scales of

1 Goldhangen Sarah Williams, Louis Kahn’s situated modernism (New Haven ; London: Yale University Press 2001) 115

Louis I. Kahn. Traffic Study, Philadelphia 1930

ARCHITECTURE AND MOBILITY

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movement. Architecture is not just a physical thing but often an experience, which Kahn understands in his separation of traffic and pedestrian life as the two are not the same. While driving on roads or motorways, our contact with objects and building is finite, and has to respond to this condition. By that, Kahn’s use of iconic forms suggests an understanding of this, yet these same forms also hold an impact for the pedestrian level above, articulating the space from afar and rooting the place in a civic threshold.

“Mobility has become the characteristic of our period. Social and physical mobility, the feeling of a certain sort of freedom, is one of the things that keeps our society together, and the symbol of this freedom is the individually owned motor car.” 2

Alison and Peter Smithson paid particular attention to the future working of cities. In particular they thought the new networks of roads would act as identifying devices for the city similar to Amsterdam’s canals in the 17th century. They believed that the road would become the most “permanent urban structure” which the city could form

2 Smithson Alison and Peter, Ordinariness and Light (Cambridge: The M.I.T. Press) 144

around. Shown in their plans for Berlin and London the Smithsons believed future road systems would influence urban and social identities in the most profound way . 3

The Smithsons developed their plan for London in 1959. New Ways for London was a follow on from Kahn’s plan for Philadelphia, which they stated to be “the most important single contribution in the twentieth century to changing the nature of the relationship between architecture and urban planning”. The plan addressed concerns at the time of London’s intensity in certain areas, while considering how to distribute intensity equally around the city allowing “things become themselves without so much artifice and struggle”. Roads, they believed, could be used as a way of controlling intensity of use and that through them, one could loosen up the texture of the city.

The Smithsons concern with “the poetry of movement, for a sense of connectivity” was associated with the failure or rather lack of coming to terms with new technologies. The plan, in particular, was concerned with the street and road, and how the two have

3 Heuvel Dirk van den, Team 10: 1953-81, in search of a utopia of the present (Rotterdam : NAi 2005) 102

Kahn’s Parking Dock, Philadelphia 1930

New Ways for London Plan, 1959

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changed with the motorization of cities. This new technology, they deemed, would demand a new road network that would allow an ease of access to the motorway network, thus relieving congestion and intensity and also re-imagining the street as a series of levels each designated for different types of movement.

The proposed plan was founded on two basic tenets, the first from Hounsfield, that flow from every point to every other point is best served by a net; the second that the urban motorway is the only thing capable of providing structure for a scattered city. The proposed road network differed from Hounsfield-type solution, as they felt that a four-way junction had many disadvantages as too many decisions had to made by the motorist. Instead, they adapted the triangular system that allowed for a single decision without needing to reduce speed. This, they believed, created central spaces around identifying fixes, places where a relationship to the city structure can be observed, for example, the route along the South Bank provides fixes on Westminster and the City. In the street context, the Smithsons followed a similar approach to Kahn in the dual level approach for the street. The existing streets are reorganized

into “shop streets” and “go streets”. Shop streets function for the purpose of that street, allowing bus routes and two-way traffic. Go streets are considered routes, going somewhere and allowing access to larger routes.

In their Berlin Hauptstadt Plan in 1957, the Smithsons devised a new version of the street. The predominant idea behind this was the equal rights of freedom to both the car and pedestrian. This was devised using a dual level system with differing geometries. Pedestrians walk on free-moving, non-parallel narrowing and widening routes while vehicles travel below on low speed straight streets with light controlled right angle intersections4. Where the two systems meet, continuously running public escalators connect them, thus allowing freedom between the ten-meter height difference.

Architecture’s relationship to mobility is of course constant. The need for one to move from one place to another has always been a challenge allowing for the spaces that we move in to become important, social interactions that help our towns and cities

4 Smithson Alison and Peter, The Charged Void (New York: The Monacelli Press, 2005) 45

New Ways for London; triangulated junction, 1959

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function. Their relationship to the wider is an important one. How our places work is fundamentally rooted on this ability to move freely at different speeds and directions. Both Kahn and the Smithsons understood how this relationship would influence and shape our cities moving forward. The space we move through from place to place, from building to building and room to room holds with it a sense of the in-between and allows one to become ready for a new set of conditions. This in-between space that we move through, holds an important point of exchange in how we prepare ourselves for a new or differing set of conditions.

Architecture continues to evolve and adapt to the different types of mobility. The sense to adapt rather than fundamentally look at how architecture addresses movement must be considered. The forward thinking of Kahn and the Smithsons shows us how the city could have adapted to the motorcar. We must consider how architecture should address infrastructure as a tool for social interactions. Can architecture look to ensure an integrated, coherent togetherness for mobility infrastructures, to permit our places to work better?

Berlin Haupstadt Plan: typical escalator connection between levels, 1958

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FROM NON-PLACE TO PLACE

The importance of the spaces we move in is a significant contributor to our daily lives going well or not. Infrastructure that works leads to an easy transition from one place to another. Infrastructure that works badly leads to disruption and often chaos in our daily plans. The functionality of this infrastructure is crucial to our towns and cities working, as they should.

This often large-scale infrastructure that moves us, is of course functional but has brought with it a change in the social order that lay before it. The motorway is the evolution of the road in its most advanced state, yet, this change in state has led to an infrastructure detached and abstracted in its finished state. Imagined as a functional devise, the motorway has also sliced through the landscape both in a rural and urban sense, dividing and displacing communities in its construction. The motorway, even as an enjoyable spatial sequence to drive, is a non-place and needs to be addressed in relation to places it serves. The reality of this isolated non-place is best expressed in JG Ballard’s novel, Concrete Island, which explains the isolation of a motorway “island” through the eyes of an architect after he crashes. This left over uninhabited space, where the architect crashes, is

overgrown which leads his crashed car to be unnoticed for multiple days. The novel shows the juxtaposition between the heavily used traffic intersection and the abandoned left over space of the “island”1.

One can argue that motorway holds a sense of freedom that is liberating in today’s over connected world. It holds with it JB Jackson’s sense of freedom that allows us to explore ourselves. So should we really consider rooting this isolated freedom? The scale of the motorway comes to consideration then, how could one root this vast network? The only engagement the motorway holds with the places it serves is the junction. The junction has been designed to allow one to disengage from the motorway, as one decelerates into a different driving condition. This disengagement, on one side, also marks the entrance to another, and holds a very important relationship in the working of the motorway. The ability for us to enjoy the freedom and efficiency of the motorway is controlled at this very important point. The junction, in its current state, is designed purely for function but could this be understood as a social exchange, where one understands the

1 Ballard, J. G, Concrete Island (London: Jonathan Cape, 1974) 13

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Slussen, in Sodermalm, Stockholm. Interchange opening 1935

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interchange of people going somewhere and coming from somewhere else.

Slussen, Stockholm opened in 1935 as an infrastructural node, that contained several types of mobility including boat traffic using the lock, cars using the road interchange, trains connecting to the metro station and pedestrians connecting from one side to the other and also to a high level walkway. The complex interchange needed a complicated arrangement to facilitate such a diverse range of mobility. The project, praised by Le Corbusier as “the modern era’s first large project”, works for the area but also clearly worked for the people as a place. The assembly of people for this great opening shows the node as a spectacle, but also as a place of gathering. The junction/node works as an inhabitable space that links the mobility infrastructure to the places its serves. By this, one could consider this point of intersection, as a social generator, a point of exchange both physically and socially.

As the built fabric becomes more and more intense, architecture must look to inhabiting previously left over areas. Assembles folly in Hackney Wick in London suggests a current use of existing infrastructures to create

new urban space. The project intended to represent a resident who refused to leave where the infrastructure was built anyway shows the possibility of left over, in-between space becoming usable space in our dense city fabrics. The folly built by local groups allowed for a community involvement with over 40000 people using the space over nine weeks. The folly shows the possibility of infrastructure acting as a backdrop to public spaces, so could these large scale infrastructures act as a means of place making, allowing the physical condition to become a social mechanism?

Advances in technology bring with them great possibilities in terms of mobility. As the world embarks on a new era of electric and driverless technology, it brings with it new possibilities for movement. However, it also will bring about changes into the existing infrastructures such as charge points and other infrastructures, which are becoming apparent on our roads and motorways currently. Speculating into the future allows one to think about these ever changing pieces of infrastructure that find themselves at an important change in their use. They are changing, evolving functional structures that have affected and changed the places and landscapes

Assemble’s folly in Hackney Wick in London, 2011

Slussen, in Sodermalm, Stockholm. Interchange opening 1935

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they sit. We must consider the important role these structures play in our lives and look to actively engage with them as inhabited spaces, no longer disengage from their design and placement but consider what has been, what is and what will be their impact on the surrounding fabrics. The junction must evolve to understand its importance in daily life. These important points along routes that have and will become a common daily meeting point, are places architecture must address with an understanding of the conditions of movement.

The junction needs to reimagine itself, not just as a tool for entering and exiting the motorway but an entry and exit to the adjoining places. The junction must evolve to become an exchange of people, transport and interactions. This point, used by people coming and going different places, brings knowledge to a place, which is being missed by the junction’s failure to interact with them. By that, the junction must turn the abstracted accessible point on the motorway into a new point of importance for existing nodes that relates to the existing area. It allows former connections, which the motorway dissolved to be re-connected. It allows people to go and come,

in a point of exchange that empowers dialogue between people and place.

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Part 2

Semester 1 research work

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Semester 2 structural tests

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M50 Motorway Dublin, from junction 6-11

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The thesis bases itself around the M50 motorway in Dublin. The motorway acts similar to medieval walls of the past, keeping the city enclosed in a semi circle connecting from north to south in direction. The motorway contains seventeen junctions connecting the rest of the country to Dublin. The main junctions are, junction 7 interchange with the west connecting Dublin to Galway and Sligo, junction 9 connecting to Limerick, Cork and Waterford and junction 1 connecting north to Northern Ireland and Belfast. The thesis will focus on the 5 junctions from junction 6 to junction 11. There is no junction 8. The junctions mark an important transition, from urban to rural in motorway context. This change also signals the arrival into the city of Dublin and holds with it a point of immense intensity and movement.

The motorway today has seen many changes since its formation in 1983. The most significant is the increase in intensity changing from a 2 -3 lane motorway in 2010. The motorway is currently in full use, with speculation that as many as 120,000 journeys are being made each day on the motorway. The motorway is significant in the working of the city of Dublin to keep the city moving.

SITE The main site will be the Red Cow interchange, junction 9. This is Ireland’s busiest interchange and has seen many changes or upgrades moving, from a round-about style junction to a free flowing interchange. The site holds access to public transport, an important point when considering the future use of placing any program on site. The LUAS, Dublin’s Tram Network, has a park and ride facility to the south west of the junction.

The junction nationally is seen almost as a right of passage, dreaded by some and enjoyed by others. It is the most unlikely place to consider placing a large public building, however it is this move that hopes to really question the larger question of how do we root this infrastructure today?

Night-time view of Red Cow intersection approach from N7

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Ariel view of Dublin showing the M50 highlighted

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Site Photos:

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PROGRAMME When deciding on programme for the site, originally 4 programmes were tested, a theatre, a restaurant, a drive in cinema and a stadium. From this, the main focus was reduced to the 3 junctions circulating out from the Red Cow junction, junctions 7-10. The primary consideration, when considering program was based on the need to allow for social interactions to occur. The idea of mobility and accessibility was also tied into their design and placement, allowing for an ease of access from the motorway to each programme, considering parking and mobility from car to programme. The main focus on the red cow site, was primarily to allow time to pursue the functionality of the building but also to allow speculation on the building life span. Considering possible changes in state over its time, not only the physical building but the motorway in general, as driver-less technology comes into use internationally.

The project on the red cow changed gradually over the design period finishing with a theatre in the round, with parking and other services housed in the circular plan. The idea of the drama and theatricals of the theatre became paramount in considering the architecture of such a

space. Also the need to consider how the car would access and move freely while still accommodating a pedestrian movement was all considered to allow a functional building, while producing a social building to root itself in the most unlikely place.

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Initial Program Tests:

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Junction 10 intervention Junction 7 intervention

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FINAL DESIGN PROJECT

Network drawing M50

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Network drawing M50

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Exploded axonometric of project

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Exploded axonometric of project

Interior perspective of outside circulation space

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Interior perspective of foyer space

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Exterior perspective from flyover showing interaction between mobility and function

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Exterior night time perspective of project

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1:50 Structural Model showing pillars and hanging structure

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1:100 Sectional Perspective showing now and speculative future

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1:500 Context model, junction 9, M50

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Auge Marc, Non Places: An introduction to Supermodernity (London: Verso, 2008)

Ballard, J. G, “Concentration City” in The complete stories of J.G. Ballard, ed. John D. Kelly (New York: W.W. Norton & Co, 2009)

Ballard, J. G, Concrete Island (London: Jonathan Cape, 1974)

Castello Lineu, Rethinking the meaning of place: conceiving place in architecture-urbanism (Farnham: Ashgate, 2010)

Friedman Yona, Pro domo (Barcelona: Actar, 2006)

Goldhangen Sarah Williams, Louis Kahn’s situated modernism (New Haven; London: Yale University Press 2001)

Halprin Lawrence, Freeways, (1966)

Heuvel Dirk van den, Team 10: 1953-81, in search of a utopia of the present (Rotterdam : NAi 2005)

Hvattum Mari and Janikie Kampevold Larsen, Routes, Roads and Landscapes (Surrey, Ashgate Publishing Limited, 2011)

Ingold Tim, Lines: A brief history (New York: Routledge, 2008)

Jackson J.B, A Sense of Place, a Sense of Time (Bing- hamton, New York, The Maple-Vail Book Manufacturing Group, 1994)

Kerouac Jack, On the Road (Penguin Books, 1955)

Schwarzer Mitchell, Zoomscape (New York; [Great Britain] : Princeton Architectural Press, 2004)

Smithson Alison, Team 10 Primer, (London:Studio Vista)

Smithson Alison and Peter, Ordinariness and Light (Cambridge: The M.I.T. Press)

Smithson Alison and Peter, The Charged Void (New York: The Monacelli Press, 2005)

Bibliography

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The class of 2016 At my final presentation 20.05.16