Sunday, 11 February 2024

ON THE LERWICK LANES MASTERPLAN OPTIONS


The following are some thoughts on the project, and some comments on the proposals published online in the Shetland News, 6th February 2024: see - https://www.shetnews.co.uk/2024/02/06/take-look-options-lerwick-lanes/?utm_source=mailpoet&utm_medium=email&utm_campaign=ga-newsletter-daily-briefing


Lerwick, Shetland Islands.

Lerwick harbour and lanes precinct.

The car park that is the subject of the masterplan study.

One proposal for the site redevelopment.


Generally, in an effort to understand the issues, one begins with one’s own experience of this site. We use this car park when we want to access the Commercial Street shopping precinct when other nearby, more convenient, lower parking places are unavailable. It is clear from both the aerial view of Lerwick, and on entering the existing car park, that this place is a gaping void in the pattern of town settlement; yet it is a location with uniquely desirable harbour views. One senses the devastation of this part of the town in the dramatic change from the open car-park void to the shaded enclosure of the lanes. The change, with its extreme contrast, is significant.


The site looking southeast from Hillhead.

The remnants of the central lane on the site.



A typical Lerwick lane.

The idea that reinstating the lanes needs to lie at the core of any redevelopment, seems to be an obvious beginning, given the title of the task. This challenge requires more than the drawing of lines on a plan that looks impressive. The site has a steep slope on it; any pedestrian path needs to be not only planned, but also detailed to achieve the significance, the necessity, that the lanes currently hold in the town: detailed sections of the site are critical. The obvious clash on this site is that between good pedestrian paths and places, and convenient vehicular movement. The glaring, sad struggle with identity presently experienced with the centre lane as it exists on the site today, is obvious to all.


The central lane struggles to maintain any presence.


It is agreed that appropriately designed housing could play a role in fragmenting the ‘car park’ scale of this place, addressing the gaps along Hillhead, and reinforcing the character of the ‘new’ lanes; but one also has to consider the efficiency of the car parking arrangement, and the character of the place for dwellings. The idea and the feeling of a house surrounded by a sea of cars just as shopping centres are all around the world, needs to be considered and assessed/critiqued in the same way as the effective flow of pedestrians and vehicles should be: each must be sensitive to the other, and effectively efficient in their ambitions without diminishing any of the others’ qualities.*


View of the site looking east from Hillhead:
the site leaves a gap in the street elevation.

The diagrammatic plans do not recognise the gradient of the site.


On parking: when we use the existing car parking area, the frustration is not only with some of the grades, but also with the blind aisles that one has to traverse awkwardly by reversing out of, if there are no spaces available. This leads to an annoying ‘toing and froing’ that adds to the number of unsafe, messy vehicular movements. One needs to be able to manoeuvre comfortably, preferably with a drive-through arrangement, as one seeks a place to stop. The proposals all show a very fragmented parking arrangement with lots of dead ends.


Car parks work best with continuity and connection.

Each lane has its own character.


It is important in the layout of parking to make sure that not only the car spaces are adequate in size, but also that the geometry of turning requirements is accommodated in the aisles: blind aisles require a minimum of one metre extra driveway length at the terminus to allow the last vehicles to safely turn out of/into the parking space. The pressure to maximise the number of vehicles accommodated on a site is always making the requirement for such ‘extra’ spaces to be questioned; but they are essential for convenient and comfortable manoeuvres, just as all other dimensions are.


The existing car parking space.




The problem with people and vehicles is the crossover of the flows; the scale of the vehicular zone always dominates and changes, destroys the desirability of the friendly ‘lane’ character. The conflict is seminal, and requires something substantial to give way if the conflict is to be resolved: it can never be ‘nicely massaged’ into an acceptable solution. Manipulating paving materials, and using bollards and chicanes as controls, are always compromises that achieve little for the quality of either outcome; such approaches always appear poorly apologetic in their struggle to achieve the impossible, no matter how good the drawings might appear.



The existing crossover at the central lane: cars and people collide.


On this site, one could begin by considering the existing stepped lanes of Lerwick, and think of developing similar lanes that bridge, step up over the vehicular flows connecting either side of the central lane, so that the integrity, safety, and character of both flows can be maintained. This concept could involve the inclusion of raised housing over the steps in the site,* with parking below, a proposition that would take full advantage of the views from this precinct, and increase the accommodation that can be included in the project, both in number and quality.


The site has good harbour views.


Seating and planting outside The Shetland Times bookshop Lerwick.


On gardens and sitting ‘green’ places: one needs to think carefully about these gestures, in the same way as the character of the lanes needs precise and thoughtful detailing. Creating a public place to sit can be done by putting a seat in a green area, or by detailing places that can be used as seats in various ways: in spaces that are multi-functional. The seating areas in Commercial Street and opposite the harbour can be used as an example of the blandness of ‘just seats and planters,’ as civic space designated for this singular purpose. These places declare themselves as sets of mono-functional boxes for sitting and plants when there are other, richer possibilities for civic coherence: in these ‘seating’ areas made ‘green,’ it is not unusual to find that one is sitting next to a rubbish bin. In the existing lanes, we see slots that connect; that step; that squeeze; spaces shaped by walls of gardens and houses; tall places; short places; places that pause; places that open up vistas; places for private access; and more: a lane is not just a lane or a straight line on a page: seating opportunities can be likewise complex and variable.



Each lane links differently, with varying qualities of vistas, shade, and enclosure.


This site is such a unique and difficult challenge that it really cannot be addressed with schematic planning diagrams; sections are essential. The precise contours of the precinct, and the locations and dimensions of its existing elements and surrounds, (one notes that windows of private dwellings open onto the place), need to be documented to become the beginning of thinking about how things can be sensitively transformed to allow this gap in the Lerwick jigsaw puzzle to once again be filled in, developed to fit the pattern of the town; to complete and enrich it.


Looking west from the car park up to Hillhead emphasises the civic void of the place.

The void contrasts with the enclosed character of the lanes.

The site leaves a gaping hole in the fabric of the old town:
note car parking area to the right of the centre of this aerial photograph of Lerwick.


It seems to me that, without any detailed information to begin checking opportunities, the pedestrian and vehicular flows can only be addressed properly, adequately, by the separation of levels. One can get things to ‘work’ by cleverly manipulating car parking spaces into a zigzag patchwork around graphic lanes and housing blocks, but the critical outcome here is the experience of place that has been crafted for both people and cars - not the squeeze-fit of the pieces and their numerical count.


The entrance to the existing car park from Hillhead.


Car parking needs to be easy, safe, and hassle-free, in the same way as the stroll along the lane needs to be care-free and enjoyable; an extension of the intimacy of the pathways that currently permeate the town with a wonder and intrigue; and surprise. It is this character that needs to be embodied in the new scheme. Masterplans can too easily offer ‘solutions’ with their diagrammatic boldness, as an assertion that only holds meaning in its schematic presentation; its dogmatic, smart graphics and clever, diagrammatic analysis. This project needs to be carefully ‘engineered’ organically – designed from the precise detail up to the whole, incorporating the existing pieces while concentrating on the effective and efficient outcome for cars, and the quality of the experience for people: compromises always remain less for both.



The analysis of the master planning process has its own aesthetics and logic.

The entrances to the lanes leading up to the car park from Commercial Street.


The comment that there should be consideration for persons with disabilities on this site offers yet another challenge, given that the site is steep and not readily accessible: one can envisage a complication of ramps, lifts, tactile surfaces, and rails. Just how this access is managed on this site, or not, needs to be clarified, because it could be that this function might be better located elsewhere in the street/town.


Commercial Street with the central lane leading to the car park.

Commercial Street.



* See John Andrews International student housing scheme at Belconnen, Canberra, Australia: stepped lanes and dwellings; see Google images - https://www.google.com/search?sca_esv=1f5982f6296a2cb0&sxsrf=ACQVn09aiZzJYIPYjK0vQ0QzVZkL6bIwDg:1707351824274&q=john+andrews+student+housing+belconnen&tbm=isch&source=lnms&sa=X&ved=2ahUKEwiC8veXvZqEAxVVoGMGHZOEAp8Q0pQJegQIDRAB&biw=1920&bih=1073&dpr=1#imgrc=q8JNpyxAp0ZsYM

and

https://www.youtube.com/watch?app=desktop&v=1kP2JBuSFxM



For more on these matters, refer to:

Christopher Alexander A Pattern Language Oxford University Press 1977

and

Steen Eiler Rasmussen Experiencing Architecture The MIT Press 1964.

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