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.
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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.