Wynyard Crossing Bridge
Urban Design Assessment
For Panuku Development Auckland Ltd
McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 1
Contents
1 Introduction 1.1 Scope 1.2 Project description 1.3 Context overview 1.4 Planning framework
2 Connectivity, location and alignment 2.1 Context and proposal 2.2 Alignment 2.3 Geometry and relation to context 2.4 Temporary bridge 2.5 Conclusions
3 Bridge visual and aesthetic quality 3.1 Visual character of the setting 3.2 Visual and aesthetic design quality expectations 3.3 Conceptual quality 3.4 Integration of art initiatives 3.5 Detail and aesthetic effect 3.6 Bridge height 3.7 Night-time visual expression, and lighting design 3.8 Potential for glare from sunlight 3.9 Conclusions
4 Bridge function 4.1 Capacity and width 4.2 Carriageway function 4.3 Quality of components and elements 4.4 Quality of visual experience for bridge users 4.5 Bridge maintenance and serviceability 4.6 Conclusions
5 Public open space design 5.1 Context 5.2 Relation to spaces around 5.3 Suitability of ‘ramp’ gradient 5.4 Quality of components and elements 5.5 Conclusions
6 Unitary Plan Assessment 6.1 Scope 6.2 Conclusions
7 Conclusions
APPENDIX 1: Unitary Plan Assessment A1.1 Assessment relative to Viaduct Harbour Precinct objectives and policies A1.2 Assessment relative to Wynyard Quarter Precinct objectives and policies A1.3 Assessment relative to Viaduct Harbour Precinct assessment criteria for a bridge across the Viaduct Harbour
McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 2
1 Introduction
1.1 Scope
This is an urban design assessment of the proposal relative to identified urban design issues and relevant parts of the Unitary Plan.
The Wynyard Crossing Proposal is a restricted discretionary activity, and while the bridge and its Te Wero Island landing are in the Viaduct Harbour Precinct, its western end is in the Wynyard Quarter Precinct. Therefore the Unitary Plan policies and objectives for both precincts are considered.
In addition to the Unitary Plan, assessment addresses design quality and resolution of design detail, relation to context, site and to the aspirations of relevant non-statutory documents.
1.2 Project description
The Wynyard Crossing proposal is a double bascule bridge and related landside approaches, all as described in the Wynyard Crossing Design Statement (Final 10.06.2019 Concept Design).
Wynyard Crossing is located within the ‘Waterfront Axis’, on the precise alignment of the North Wharf promenade extending eastward across to the heritage Viaduct lifting bridge. It links Karanga Plaza to Te Wero Island and replaces the existing Wynyard Crossing bridge which is also in this location and on this alignment.
The proposed bridge is a 6 metre wide monocoque steel construction with triangular deck sections counterweighted by tall masts and is finished all in white. Approaches to the bridge are be a combination of accessible ramp and steps. The bridge and its approaches are shared surfaces, providing for pedestrians and people on cycles and scooters with a 1.4 metre high balustrade to provide safety from falling for cyclists as well as pedestrians.
Relevant aspects of the project are described throughout the report in relation to each issue as it is discussed, and vignette images are included there to illustrate the matter being considered.
McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 3
Figure 1.1 Plan configuration. (from Design Statement, page 14)
Figure 1.2 View of the bridge open for marine traffic, looking eastward from Karanga Plaza towards Te Wero Island and the city behind. (from Design Statement, page 12)
McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 4
1.3 Context overview
Figure 1.3 Local context. (from Design Statement, page 4)
The following overview of the attributes of context informs urban design assessment of the proposal. However detailed description of context relevant to matters being assessed is taken through into the body of this report. Key attributes of the Wynyard Crossing site and context are that it: • provides a critical public connection on the ‘Waterfront Axis’ that extends from Silo Park at the west to and including Quay Street to the west, and this axis is a key waterfront promenade for use by pedestrians and cyclists; • is located on a waterfront promenade that is a shared-surface pedestrian priority area; • links two important public open spaces and city precincts being Karanga Plaza and the Wynyard Quarter to Te Wero Island and the Viaduct precinct; • extends across sheltered inner-harbour water spaces that provides extensive berthage and marine activity with this activity being both a defining local characteristic and a visitor attraction; • provides access to and between important public destinations within the immediate vicinity the waterfront promenade, Viaduct Events Centre, hospitality operations at the eastern part of the Viaduct Harbour and along North Wharf, and Silo Park as an important recreational and event space at the western end of the waterfront axis; and • is in an area of open water space meaning that the proposed bridge will be in view from around the Viaduct Harbour. AC36 • The area, and Outer Viaduct Harbour in particular is an important site for the forthcoming AC36 event, with Emirates Team New Zealand (ETNZ) already installed in the Viaduct Events Centre and launching to the east, and a second base on an extension to Hobson Wharf. Temporary buildings for hospitality and event support purposes are to be located on the to the east on Te Wero Island and the Eastern Viaduct reclamation, and a public promenade is maintained along the northern edge of these McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 5
areas on the alignment of the Wynyard Crossing. There will also other temporary hospitality related buildings on the Halsey Street Extension Wharf to the north. Should ETNZ lose the America’s Cup, all of these buildings (apart from the Viaduct Events Centre) are required to be removed within 6 months of that loss.
1.4 Planning Framework Overview
Auckland Unitary Plan The objectives and policies of the Viaduct Harbour and Wynyard Quarter Precincts are both relevant as the proposal is partly within both of these precincts. There are also specific assessment criteria for a bridge linking Wynyard Quarter to Viaduct Harbour and these are also relevant. This Unitary Plan content is tabulated in Appendix 1 to this report along with assessment of the proposal.
The America’s Cup Design Requirements The America’s Cup Wynyard Hobson Building , Yard and Public Open Space Design Requirements (Final Agreed version 27 August 2018) as approved and confirmed by Environment Court decision1 are relevant because the steps at the Halsey Wharf connection are connected to and just overlap with the area of Halsey Wharf public realm covered by these Requirements2. These provide specific guidance on the expected design quality within that small component of the open space, however at the same time outline the quality of design that is anticipated for elements and structures associated with AC36 on this part of the waterfront.
Overarching design principle for design coherence (Design Requirements, page 2): 1.3 Public open space design is to embody an overarching design idea or concept; relate sensitively to its specific context, including buildings, yards and other public open spaces; and demonstrate design coordination and integration so as to avoid the outcome being a piecemeal assemblage of unrelated design responses.
A relevant generic design requirement for ‘Public open spaces in general’ (Design Requirements page 9) is: 4.1 Provide a unifying concept for the design of the areas shown in Figure 4. Each area shall: a. be based on an idea that relates to the wider context of existing wharf and public space composition, design and treatments; b. apply a consistent and aesthetically coherent approach to surface treatments, details and finishes; c. accommodate the functions of the marine industry and events; and d. provide for the safe viewing of marine activities from public areas.
1 Decision No. [2018] NZEnvC 179 2 Described in Figure 4, page 9 of the Design Requirements McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 6
The Waterfront Plan (2012) The Waterfront Plan identifies the following non-statutory high-level expectations for the waterfront: The Waterfront Vision A world-class destination that excites the senses and celebrates our sea-loving Pacific culture and maritime history. It supports commercially successful and innovative businesses and is a place for all people, an area rich and character and activities that link the people to the city and the sea.
The Waterfront Plan identifies five ‘waterfront goals’ to achieve this vision, and the two most relevant to the Wynyard Crossing project are: A public waterfront A place for all Aucklanders and visitors to Auckland, a destination that is recognised for its outstanding design and architecture, natural environmental quality, public spaces, recreational opportunities, facilities and events; a place where we protect and express our cultural heritage and history, and celebrate our great achievements as a city and nation. (page 22)
In relation to delivering a public waterfront, the Waterfront Plan identifies the importance of high-quality urban design and architecture: The importance of demanding good design in all development and creating a stunning city centre and enduring neighbourhoods is a priority in the Auckland Plan. ... Outstanding design and architecture (a goal of the Waterfront Plan) means: developing attractive spaces, a coherent design across the waterfront, places of surprise and interest, and delivering comfortable public spaces with weather protection, seating, sun, pedestrian priority and traffic calmed streets that are safe and full of activity. (page 44)
A connected waterfront A place that is highly accessible, easy to get to and move around in, where people feel connected to the wider city and beyond by improved pedestrian and cycling linkages, fast, frequent and low- impact passenger transport, state-of-the art telecommunications and through supportive community and business networks. (page 23)
The Waterfront Plan 2012 (at page 77) identifies the importance of a waterfront-wide walkway and cycleway: Features of the main route include separate walking and cycling paths (where feasible) that are suitable for a wide range of users (including short-distance commuters, tourists, joggers, skateboarders and young children), with lighting, seating and other amenities (including viewing points, fishing platforms, wayfinding signage and bike racks).
These relevant parts of the Waterfront Plan 2012 are integrated into the assessment below.
McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 7
2 Connectivity, location and alignment
2.1 Context
Waterfront Axis
Figure 2.1 Waterfront Axis concept from the Wynyard Quarter Framework shown with the Park and Wharf axes, which together establish the structure of the Wynyard Quarter and its relation to the harbour and to the city at the south and east
The Urban Design Strategy for Wynyard Quarter3 established four key concepts to integrate the site into its waterfront and CBD setting. These respond “to the site’s present and future urban and landscape conditions and together establish its physical structure”, and the Waterfront Axis is described as below: “The Waterfront Axis is the spine of the ... area. It extends east to west from Tamaki Drive and Quay Street across the Viaduct Harbour and into Wynyard Quarter to create the primary linking element along the waterfront. The Waterfront Axis will be an urban promenade which prioritises pedestrian movements and environments along the waterfront from Tamaki Drive to Wynyard Quarter.”
At a local level, that is within the Wynyard Quarter and its immediate environs, the Waterfront Axis is realised in the east west alignment of North Wharf which extends over the existing Wynyard Crossing bridge and thence eastward to the heritage lifting bridge that links the two parts of Te Wero Island. Here, the Waterfront Axis is defined by the water-edge pedestrian promenade, which is currently used as a shared surface for pedestrians and people on cycles and scooters.
Other water edge connections In addition to the access along the edge of North Wharf and Te Wero Island which is an important part of the Waterfront Axis, there are multiple other means of approaching the bridge and these include the promenade under construction around the Park Hyatt Hotel and the wharf edge promenade around the Viaduct Events Centre, although this is currently occupied in part by the ETNZ base for the America’s Cup.
3 Sea+City (2007). Linking People to the Sea and City: Urban Design Concepts for the Sea+City Project in Wynyard Quarter. Page 7. McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 8
2.2 Alignment
The proposed alignment maintains and extends the Waterfront Axis as expressed with the pedestrian promenade along North Wharf and across Te Wero. This location, directly on the line of the public promenade along the edge of North Wharf and Te Wero island, and across the front of the Viaduct Events Centre and Karanga Plaza is optimal.
Convenience of connection The success of the location and alignment of the existing bridge establishes the suitability of the proposed alignment for this proposed permanent bridge. This alignment also extends across the front of the Viaduct Events Centre and the edge of Karanga Plaza and supports access to these existing facilities.
Legibility of connection The bridge is not on the Jellicoe alignment as intended by the Unitary Plan, however its location is optimised with straight line access along North Wharf and across Te Wero Island to the heritage lifting bridge there. The bridge superstructure in both up and down modes will be highly visible along that axis, with visibility desirable and emphasised by the height of the masts. When the bridge in the up position (and open to boats passing through) the double vee form will also clearly signal to pedestrians and cyclists that it is temporarily closed to them.
Figure 2.2 Mast height and movement signals location, and when the bridge is down, as in this location, it visually frames the route through and in doing so dramatises the experience of crossing the water here. (from Buildmedia visual simulations, VP03)
Figure 2.3 When up, the sculpturally expressive double vee form strongly signals to pedestrians the location of the bridge, and that the bridge is closed. (from Buildmedia visual simulations, VP03)
McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 9
2.3 Geometry and relation to context
Figure 2.4 Bridge and landing geometry
Figure 2.4 shows the two systems of alignment characteristic of this setting and to which the bridge and its landings respond. The axis of the waterfront promenade and related wharf and water edges is shown in red, and the angled edge of Halsey Wharf and the western end of Te Wero Island in blue.
The alignment of the steps leading down to the wharf from the mid-point of the ramps on both sides, and the alignment of the flat ‘rest areas’ on the ramps follow that of the wharf to which they connect. The steps and the proposed bleachers on the side of the ramp define the corners of the existing spaces on both Halsey Street wharf and Te Wero Island, and provide for both access and a seating opportunity there.
The geometry of the bridge is therefore successfully and coherently integrated with its setting both functionally and aesthetically. This satisfies both the overarching principle for design coherence (1.3) in the America’s Cup Wynyard Hobson Building , Yard and Public Open Space Design Requirements (Final Agreed version 27 August 2018) and the related design requirement 4.1 for ‘public open spaces in general’.
2.4 Temporary bridge
The temporary bridge is to be a rotating outboard motor powered pontoon that connects from the south west corner of Te Wero Island to the existing pontoon at eastern end of Jellicoe Street and to the south east of Karanga Plaza. This is intended to have a nine-month maximum life.
While this temporary bridge will place obvious limitations on the convenience, capacity and speed of crossing for pedestrians and cyclists, it is a reasonable short-term approach during the intended construction period for the new bridge. As it connects with the existing pontoon at the southern edge of Karanga Plaza tidal steps it will temporarily change the pattern of use of the Plaza with more people moving diagonally across Karanga Plaza to and from its south-east corner. However this will have no negative impact on either the Plaza or its tidal steps.
McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 10
Figure 2.5 Temporary bridge lands on the pontoon at the left of this picture with gang-plank access up to the space at the end of Jellicoe Street, at the south-east corner of Karanga Plaza. This also shows the built-up south edge of Jellicoe Street with signature buildings and celebration of skyline along the Waterfront Axis.
2.5 Conclusions
• The proposed bridge location and alignment, directly on the line of the public promenade along the edge of North Wharf and Te Wero Island, and across the front of the Viaduct Events Centre and Karanga Plaza is optimal.
• The alignment and geometry of the bridge is successfully and coherently integrated with its setting both functionally and aesthetically.
• The temporary bridge that provides for public crossing during the nine- month construction period will have no negative impact on the tidal steps, nor on Karanga Plaza.
McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 11
3 Bridge visual and aesthetic quality
3.1 Visual character of the setting
Figures 3.1 – 3.11 illustrate the following characteristics of the setting: • views of berthage and boat masts; • distinctive expression of verticality with a concentration of yacht masts and other vertical elements; • white as the predominant colour for yachts and their masts; • dynamism of some elements in view with visible maritime activity including movement of vessels within, to and from the Viaduct Harbour; • wharf edges open under Halsey Wharf, and closed on Te Wero; and • backdrop of views of the city and surroundings from the area.
Figure 3.1 Inner Viaduct Harbour with profusion of Figure 3.2 Existing bridge with berthage and high rise masts, boats and the Sky Tower behind. buildings in view behind.
Figure 3.3 Heritage lifting bridge linking Te Wero to the Figure 3.4 Characteristic view from the eastern end of eastern Viaduct, on line of Wynyard Crossing. the Viaduct showing predominance of berthed vessels. McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 12
Figure 3.5 View from Waitemata Plaza showing berthed Figure 3.6 View towards Wynyard Crossing from the vessels and multiple vertical elements as features. south.
Figure 3.7 Karanga Plaza tidal steps with North Wharf Figure 3.8 Viaduct Events Centre from the existing and silos in the background. Wynyard Crossing bridge. The existing ‘seat-wall’ can be seen to the base of the Viaduct Events Centre columns.
Figure 3.9 Karanga Plaza tidal steps with the substantial Figure 3.10 Viaduct Events Centre and the eastern edge form of the Park Hyatt hotel in the background. of Halsey Wharf.
McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 13
3.2 Visual and aesthetic design quality expectations
Design quality expectations for Wynyard Crossing are identified in the Unitary Plan. That is, the bridge should demonstrate ‘excellence in architecture and urban design’, and is to be ‘simple and elegant’, with qualities ‘reflective of the precinct’s maritime location’.
In considering expectations for quality the Unitary Plan may be supplemented by two of the 16 requirements for Te Wero Bridge identified in the design brief for the 2007 Te Wero Bridge design competition that I consider remain relevant to considering the current proposal (from page 20 of this brief): • The opening bridge’s operation should be an experience and attraction in its own right. • Visual connections and views to and from the waterfront, city and harbour will be significant considerations in the design of the opening bridge. The bridge must be clearly discernible as an access route across the Viaduct Harbour and provide a visual connection along the waterfront’s east-west axis (Quay Street to Jellicoe Street). This 2007 document signals that historically, the expectations were that the bridge was to be designed to be seen to celebrate its dynamic nature, and to assist legibility. That is, it was to be considered as a landmark.
3.3 Conceptual approach and quality
The design concept for the bridge is described by the architects (refer Design Statement page 5), and a combination of pure geometric form and symbolic reference is identified as a key driver: The beauty and unique feature of a bascule bridge is the kinetic quality and the elegance of movement. The project explored different methods for this movement and strived to create a poetry and sculptural quality of this. It explored a highly mathematical and geometric purity for how this movement happened.
Given its proximity to nature it was felt that the project should also have a sense of the biomorphic - a sculptural and elegant relationship to nature. Given the kinetic nature of the project, the seabird was an easy and obvious metaphor for movement and life. The Tara is a native bird with a naturally elegant form and movement and became the inspiration for the sculptural form of the bridge.
Movement is a key attribute of a bascule bridge and the architects describe how this is achieved: Rather than opening purely vertically or horizontally, the bridge rotates on an axis 32 degrees from the vertical creating a sense of rotation and lifting as the bridge opens. The bridge then rotates 68 degrees from the closed position so that the open mode creates a symmetrical V form. The interplay of the two wings - one seen behind the other – creates the beauty or poetry of the scheme.
McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 14
Figure 3.11 The bridge in the process of opening or closing. This view looking westward from Te Wero Island towards the Wynyard Quarter alludes to the graceful movement of the bridge components. (from Design Statement, page 10)
The design is characterised by simplicity, elegance and design coherence with a pure geometric form and a visually clean minimalism in construction and realisation supporting the bridge superstructure as a sculptural object.
The bridge is expressive rather than self-effacing, intended to be seen, not hidden, and it is appropriate that this aesthetic approach is taken. Being visually distinctive when up, down and between those modes, it will be a memorable landmark which will contribute to the image and identity of the waterfront and it will also assist legibility by strongly signalling the location of the Wynyard Crossing.
Abstract symbolic reference to the white fronted tern (Tara) a seabird endemic in this location, and to the history and materials of place in resolution of design detail is entirely appropriate and contributes to the proposal integrating in a sophisticated way to its context. The bridge form is carefully composed to express slenderness, lightness and elegance and, in common with the seabird referenced, symmetry. That is, the counterweight and bridge are symmetrical, including in views along the centreline when the bridge is down,
Realisation of the intent of simplicity, elegance and coherence at the level of detail is important. That can be expected to be achieved with the following proposed attributes: • Neutral treatment of steel superstructure and integrated steel balustrade with a uniform white finish to emphasise the play of light and shade over the form; • Simple crushed glass walking surface that is relatively light in colour and matches the white superstructure; • Simple, welded monocoque structure; and • Landside works being ramps and landings that aesthetically complement and support the bridge.
McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 15
Figure 3.12 Twilight view of the bridge up, closed to pedestrian traffic and open to vessels passing through, as viewed from Karanga Plaza. (from Design Statement, page 12)
Figure 3.13 The bridge in ‘up’ position, closed to crossing but allowing vessels to pass into or out of the Viaduct Harbour. This night-time view shows potential for aesthetic lighting to highlight key features of the bridge and celebrate sculptural expressiveness. (from Design Statement, page 11)
Design review by Panuku’s Technical Advisory Group Of further relevance here is the expert design review by Panuku’s Technical Advisory Group (TAG). TAG provides independent design review advice to Panuku, fulfilling the role of the Auckland Urban Design Panel for projects on the Auckland waterfront. TAG members who reviewed the Wynyard Crossing are Professor John Hunt (TAG chairman), landscape architect Rachel de Lambert, architect Gordon Moller, and landscape architect and urban designer Gavin Lister. Urban designer and landscape architect Rebecca Skidmore and I (an architect and urban designer) are also members of TAG but following our appointment to professional roles reporting on the proposal for Auckland Council and Panuku respectively, we have not contributed further to TAG recommendations on this proposal.
On considering the overall design quality of the proposed Wynyard Crossing, TAG advised at its 3 May 2019 meeting: McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 16
“that the conceptual proposal for the opening bridge is of exceptional aesthetic quality, and that the bridge will make a positive contribution to the waterfront environment in all three modes of operation: when closed, when open, and in moving between these two modes.”
This is followed by review on 31 May 2019 of the development of the design, with TAG summary comments including: TAG reiterates its previously recorded view [as above and notes further that] current detailed design work was consistent with the larger design intent for the project.
TAG notes and commends the work by the consultants to achieve a bridge opening and closing action that would also trace out the direction of movement of pedestrians and cyclists in the closed position and the direction of vessel movements when in the open position. In TAG’s view, the inherent drama of the intersection of land and water based systems of movement at this point on the waterfront has been convincingly captured by the form and action of the bridge.
3.4 Integration of art initiatives
A range of art initiatives are proposed for the bridge and several of these are both fully described and integral to the concept: • Underlying the concept is poetic reference to the white fronted tern (Tara): “Our vision is that the proposed bascule bridge silhouette, when open, represents a pair of Tara on a shoal.”4 This abstract reference underpins the very strong formal solution of the bridge superstructure and is appropriately reinforced by integration of the identified “three shades of the Tara ie white, pearl-grey, and black” into the proposal. These colours are expressed respectively on the white bridge superstructure and balustrade, the pearl-grey non-slip bridge surface, and the dark grey approach ramps and related balustrade. This abstract approach to colour reinforces abstract reference to the Tara in a subtle and sophisticated way. • Reference to a log raft herringbone pattern is made in the surface of the approaches. The site-specific relevance of this pattern is compellingly demonstrated with the 1937 photograph of a log raft in the Viaduct Harbour included in the Design Statement5. This pattern also indicates the direction of movement on to the bridge.
Other conceptual initiatives identified but not described include exploration of potential for: • reference to the natural nesting environment of the Tara in the design of the approaches to the bridge and the texture of its surfacing; • placement of hand-selected, locally sourced rocks at each landing for seating and/or sculptural and symbolic purposes;
4 This and other quotes are taken from the Design Statement, page 9 5 Design Statement, page 8. McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 17
• subtle patination of Tara feathers over the inner and underside of the bridge; and • projection of historical images on surfaces on or around the bridge.
As identified by the mana whenua artists, “the artistic expression should be minimal but relevant” and must express “simplicity and elegance of form”.6 To achieve that outcome I consider that curation and editing of initiatives here is essential. Careful consideration should be given as to how many of these initiatives are integrated, as overlay of too many would detract from the simplicity and elegance of the proposal. I recommend the final resolution and integration of art initiatives should be addressed by a condition of consent.
3.5 Detail and aesthetic effect
Construction The bridge is welded monocoque steel construction to be a pristine and pure three-dimensional object, including the welded balustrade and aesthetically integrated bridge soffit.
The complex angular nature of the superstructure is reflected in the 30° angle to the vertical of the welded streel balusters to match the angle of the masts, and the balustrade is also painted to match the bridge superstructure. This gives a high degree of design integration, and that is accentuated further with the related angular composition of paving in the approaches to the bridge.
Aesthetic success of the proposed sculptural structure will nevertheless also depend on seamless realisation of its fine and pure form as it is to be constructed with sections welded together on site and joints finished for a seamless effect.
Colour The intention is that the bridge be a monochromatic cool white, with a light colourway taken through into the non-slip bridge surfacing which is to be a pale grey. This will give an appropriate effect of visual unity for what is intended to be a pristine sculptural form. White is also appropriate in a context of white maritime vessels including very tall yacht masts and ensures the masts of the bridge are of their locality rather than contrasting with it. The approach to colour, materiality, detailing and construction successfully delivers on the design intent of the bridge.
Aesthetic expression of bridge supporting structure The proposal is for solid concrete structure and walls beneath the bridge approaches to structurally connect the machine rooms and bridge superstructure to the ‘land’ and also provide sufficient visual substance to visually ‘ground’ the bridge. This should also be aesthetically simple in order to be visually subservient to the sculptural form of the bridge above, and that is achieved. The intended simplicity can be seen in figures 3.14 and 3.15 below, and it provides the necessary physically visually robust plinth while integrating successfully with the solid sea wall edges of Te Wero Island.
6 Design Statement, page 9 McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 18
The detail of the proposal at the edge of the Karanga Plaza tidal steps has not been included in the application drawing set, but this involves removal of the existing vertical timber and concrete vertical elements that can be seen in figure 1.2 and its replacement with a new steel balustrade above a simple concrete wall face. This balustrade can be glimpsed at the top right of figure 3.15. The wall aligned with the edge of the tidal steps is also partly illustrated in figure 3.16 below. However while showing the proposed balustrade rising above the top of the concrete wall, this image does not show the tidal steps and how the wall relates to them. The detail here will be critical as this wall is a large element and viewers will be able to view it at close range.
Figure 3.15 View of the bridge and its relation to supporting structures at both ends (extract of image from Design Statement, page 21)
Figure 3.16 Night-time view of the bridge from the top of Karanga Plaza tidal steps (from VP02, extracted from Buildmedia visual simulation)
I consider that the form, geometry and general intent for this below deck construction is in keeping with this context and provides the simple and visually restrained base that is necessary to complement the dynamic, sculptural bridge form above. However further attention should be given at
McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 19
the next stage of design to the final aesthetic composition and surfacing of these wall surfaces, and that can be addressed by a condition of consent.
3.6 Bridge height
Height in relation to the Waterfront Axis Considering urban form, the Waterfront Axis is one of the key public open space and waterfront connections, and the relationship between key connections and building height is recognised in Unitary Plan Built Form policy I214.3: 3) Ensure that maximum building height: (b) provides a transition between the core of the precinct and the coastal edge with site-specific opportunities for taller buildings located and designed to reinforce key public open space and waterfront connections while avoiding intrusion of public views into and through Wynyard Precinct; This policy is given effect to with higher landmark buildings being encouraged along the south edge of Jellicoe Street with a maximum height of 52 metres at the corner of Jellicoe and Halsey, Jellicoe and Daldy, and facing the silos at the west end of Jellicoe Street. These silos, the ‘6 Pack’ and in particular Silo 1 which is freestanding at the western end of Silo Park are also local landmarks that are seen as tall vertical elements in views along the Waterfront Axis (refer figure 3.7).
Height of buildings in the immediate locality The nearest buildings around are the Park Hyatt hotel, the main portion of which rises to 25 metres above street level with roof top components rising to around 31 metres. Further to the west along Jellicoe Street the topmost part of the roof of the ASB head office rises to 52 metres. The Viaduct Events Centre is 15 metres high. Further to the south-west in the Wynyard Quarter there are a variety of heights with buildings typically rising to 27, 34.7 and 39.5 metres.
Figure 3.17 Heights of buildings in the immediate locality in metres above ground. Height of temporary building on Te Wero (indicated as 7.96m) is to be confirmed.
McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 20
Preliminary work in progress for the temporary buildings for AC 36 hospitality located on the Halsey Street Extension Wharf, Te Wero Island and the Eastern Viaduct, at the time of reporting, have a roofline that rises to 7.96 metres above the wharf and very fine ‘antennae’ that extend a further 4.96m metres above that. The consent for AC 36 allows a building on the Hobson Wharf extension to a maximum of 15 metres above the wharf there. For reference the dimension from the deck to the mast upper plane of an AC36 yacht is defined in the competition rules as being 26.5 metres.
Proposed bridge height There are three modes of bridge operation, each with a different height profile: bridge ‘down’, bridge ‘up’, and bridge in transition (and moving). The top of the masts when the bridge is down (open to pedestrian and cycle traffic) is 42.935 metres above the level of Karanga Plaza, and the top of the masts when the bridge is up (open to water traffic) is around 31 metres above Karanga Plaza.
Visual expression of the bridge structure as a tall, slender and elegant landmark form is an integral part of the design intent, and as previously noted, this is an appropriate aesthetic approach. The height of the masts is required to provide scope for physical balance in terms of a counterweight to the bridge deck as the bridge is lifted. It is also an integral part of the concept for the bridge form, providing an aesthetic balance in a composition that is symmetrical in plan and elevation.
Suitability of height in relation to waterfront setting
Figure 3.18 View from the public promenade next to Lighter Quay (VP04C in the Buildmedia simulations)
When the bridge is ‘down’ and open to pedestrians and cyclists its masts are raised above the height of buildings around with the exception of the nearby ASB head office. Nevertheless it differs considerably from buildings in that while buildings have considerable volume and bulk the masts are narrow and slender, as can be seen in figure 3.18 above. The vertical masts are also similar in scale to that of the very tallest of the yacht masts around7, in a context of lower masts. When the bridge is ‘up’ and open to marine traffic, the masts form a pair of vee forms which will be visible in views from areas around. In this ‘up’ mode they will be much lower than the ASB, the same
7 The tallest mast is that of “Janice of Wyoming” which is often moored at the western end of Te Wero. This can be seen extending higher than the eastern bridge mast in figure 3.18 above. McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 21
height as the Park Hyatt building and almost twice as tall as the Viaduct Events Centre. Because the deck is triangular in plan, when it is ‘up’ its topmost portion is narrow and therefore the visual effect of the elevated section of deck is minimised.
Legibility The height of the masts gives effect to aspirations that the bridge is a landmark. It is important that the bridge is high enough to be seen, particularly in approaches towards the Wynyard Crossing. That it can be seen is a positive, not a negative effect. However that deliberate visibility in turn demands high aesthetic quality which has been achieved, as discussed above. Significantly, while the masts are taller than most buildings around, they conspicuously differ from all buildings by being slender with no sense of visual bulkiness. This slenderness is achieved by the narrow triangular plan form of the top of the elevated mast, which then increases in size lower down.
The role of the bridge as a marker was reviewed by TAG on 3 May 2019: TAG considered that the mast-like superstructure of the bridge would provide an appropriate marker of the presence of the bridge and therefore of the crossing point. The distinctive change in the bridge silhouette between closed and open positions would also provide a clear reading of the bridge operating position for those approaching by both land and water.
3.7 Night-time visual expression, and lighting design
These comments on lighting design focus on lighting for aesthetic effect. Other aspects of lighting design including light spill are covered in Mr John Mckensey’s expert lighting assessment.
The proposal is to use up-lighting for the arms of the bridge, and downlighting from the bridge on to the surface, as described in the Design Statement, pages 25-28. Bridge lighting can be/is to be adjusted as the bridge is opened or closed to avoid any effects on navigation.
Figure 3.19 The night-time view of the bridge open to water traffic, viewed from the top of the Karanga Plaza tidal steps. (view from VP02, extracted from Buildmedia visual simulation)
McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 22
The intended aesthetic lighting approach is described in the Design Statement (page 27): The architectural lighting of the bridge is comprised of two modes. The first mode is the closed position when people are crossing the bridge. This mode consists of up lighting two distinct surfaces on each of the bridges leaves.
Firstly, the outer L shaped superstructure is lit. The lighting is strongest at the knuckle or junction of the vertical and horizontal elements. This then tapers to near darkness toward each end. Secondly, the front face of the vertical mast is up lit to provide a clear marker or beacon to pedestrians.
The architectural lighting is fixed to the superstructure so that when the bridge transitions to the second mode - the open position - the lighting tracks with it. The second mode is the open position when boats are passing through the navigation channel. This mode retains the lighting of the closed mode but adds the lighting of the deck underside.
Aesthetic lighting approach The night-time view simulations in figures 3.16 and 3.19 illustrate how the intended aesthetic lighting will highlight key features of the bridge and celebrate its sculptural expressiveness. This approach will deliver an appropriate outcome as: • Gradation on light intensity from ‘knuckle’ outwards, emphasises the sculptural form of the bridge, and the slenderness of the bridge elements which become less illuminated as well as narrower as their height increases. • Highlighting the front face of the mast appropriately signals the location of the bridge to its users. • Lighting the underside of the deck when the bridge is open appropriately signals the movement of the bridge.
Assuming appropriate control gear, lighting levels can be readily adjusted to maintain appropriate levels of lighting in the different modes of bridge operation and also to test different effects if required.
The fittings for the aesthetic lighting of the bridge superstructure are cantilevered at low level from the knuckle of the bridge. These are relatively small and aesthetically integrated and so will be visually unobtrusive on the very large bridge superstructure8. It will be important that the selected fitting colour ensures they are visually unobtrusive. Hidden conduits should ensure there is no visible wiring on the bridge superstructure and any conduit infrastructure should include redundancy to accommodate any change that might logically be anticipated.
Bridge task lighting Lighting of the surface for bridge users is to be with an LED strip light contained in the guard rail barrier at 1.4m above the deck surface, and under the bench seats on the approaches. Detailing of the top rail should ensure that the concealed LED strip lighting is protected from damage insofar as that
8 Refer Design Statement, page 25 McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 23
may be necessary and the 25mm lip at the edge of the rail9 would appear in principle to achieve this.
This intended approach of using subtle downlighting that utilises the reflective quality of the bridge superstructure and light grey coloured bridge deck is supported. This avoids the need for light fittings at or above eye level where they would impact on night-time views from the bridge and the consequent proliferation of lighting poles which would visually clutter the area and detract from the quality of the project both during the day and after dark.
3.8 Potential for glare from sunlight
Typically, it is only angled glazed surfaces that function as a mirror and may catch the sun and cause glare in the form of direct reflections. Because this bridge is a gloss white colour and not glazed, while undoubtedly the white masts will be in view in the sun, they are likely to not cause glare.
The Viaduct Harbour is already populated with large white/shiny yachts, masts and surface forms and this is not currently a problem. The bridge is also in the context of a water space that, depending on water and sun conditions casts reflections off the water. This level of reflection and visibility is an attribute of the context, and not necessarily a negative.
3.9 Conclusions
• The bridge is an elegant and dynamic sculptural object that is aesthetically coherent with a strong and positive relation to its context. It is expressive rather than self-effacing, intended to be seen, not hidden, and it is appropriate that this aesthetic approach is taken.
• The proposal is underpinned by very strong formal solution which has the added depth of making a delightful poetic reference to the white fronted tern/Tara and to the history of the Viaduct Harbour and seashore location with pattern and also potentially use and expression of local materials in the surfaces of the approaches.
• The approach to colour, materiality, detailing and construction successfully delivers on the design intent of the bridge.
• The form, geometry and general intent for the below deck construction is in keeping with this context and provides the simple and visually restrained base that is necessary to complement the dynamic, sculptural bridge form above.
• The height of the bridge is appropriate in this prominent waterfront location.
9 Refer to Design Statement, page 20 for balustrade cross sections which show this detail. McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 24
• Visual expression of the bridge structure as a tall, slender and elegant landmark form is an integral part of the design intent and is an appropriate aesthetic approach.
• The height of the counterweight masts is an integral part of the concept for the bridge form, providing aesthetic balance in a composition that is symmetrical in plan and elevation.
• Intended lighting will highlight key features of the bridge and celebrate its sculptural expressiveness while maintaining appropriate levels of lighting in the different modes of bridge operation.
McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 25
4 Bridge function
4.1 Capacity and width
Capacity relates to width and to the frequency of opening, and the suitability of width from a capacity and traffic planning perspective is analysed by Mr Todd Langwell. In addition to this the presence of people, activation and any perceptions of crowding are an urban design public space amenity issue.
Capacity, width and public space amenity The bridge is critical for connection between activities on Wynyard Quarter and at the Viaduct/CBD so a wider bridge enhances this connection. The proposal provides a 6.0 metre clear width surface, which is one third wider than the 4.5 metre wide existing bridge.
Subject to the bridge being wide enough to provide for the anticipated flow (and it is, as described in Mr Todd Langwell’s assessment) there is little or no benefit in widening the carriageway further: • One rationale for widening would be to integrate designated cycle and pedestrian routes on the bridge, but that is entirely inappropriate for reasons identified in 4.2 below. • A wider carriageway would increase the visual effect of the deck as it is raised into the air (when the bridge is ‘up’), and the slenderness of the masts would be reduced. • Widening the bridge further would, depending in the extent of width increase, result in an unnecessarily wide space that in day to day use would be relatively sparsely occupied and is likely to appear over-scaled and visually barren.
Splaying the approaches to the bridge explicitly provides capacity for people to gather while waiting for the bridge, and seating opportunities within and at the edges of this space will provide an appropriate degree of public amenity. Relevant considerations are: • The approaches must (and do) provide for waiting but also the opportunity to view the bridge open and close, which will be an event in its own right. • The bridge approaches will attract people, some of whom may waiting to cross and others who may simply wish to observe. However, the visible presence of people tends to attract other people - a small crowd may form but a gathering of people in public space is generally a positive rather than a negative effect. • Should any gathering of people be so large that movement across the bridge is precluded then crowding will have occurred but in the normal course of events that is highly unlikely. This is because during major events crowds and provision for movement across the bridge can be expected to be managed.
From an urban design and amenity perspective the proposed 6 metre width of the bridge and splaying of its approaches to provide space for people to access the bridge and/or wait to cross is optimal.
McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 26
4.2 Carriageway function
Context and intention The bridge is to provide a shared surface for pedestrians, cyclists and people on scooters. It must relate to its context of Karanga Plaza and Te Wero Island both of which are also shared surfaces for use by pedestrians and people on cycles and scooters.
The fact that users must ‘share with care’ in a well-scaled carriageway contributes to low speeds, safety and amenity. That is important as: • while this bridge is a connector with an important ‘movement’ function, it is also a ‘place’ that will be occupied as some bridge users are likely to linger and enjoy the view; and • the bridge will be used by a wide range of people for whom avoiding conflict with high speed modes of movement is critical, including children, the elderly and visitors unfamiliar with the space they are in.
Integration with the shared surface spaces around The RDA assessment criteria for a Wynyard Crossing bridge contained in both the Wynyard and Viaduct Harbour precinct parts of the Unitary Plan are consistent in signalling the appropriateness of a shared surface treatment to the bridge carriageway and its approaches: (ii) the bridge contributes to the pedestrian character and amenity of the Viaduct Harbour and Wynyard precincts by: • having a landscape design, character and quality which integrates with existing pedestrian priority areas and other accessways around the Viaduct Harbour;10
Integration with existing pedestrian priority areas to which it directly connects at both its western and eastern ends and other accessways around the Viaduct Harbour is achieved by ensuring the bridge and its approaches provide a shared surface for pedestrians and cyclists with pedestrian priority in a ‘share with care’ mode. The Waterfront Plan identifies the expectation of pedestrian priority and traffic calming: Outstanding design and architecture (a goal of the Waterfront Plan means: developing attractive spaces, a coherent design across the waterfront, places of surprise and interest, and delivering comfortable public spaces with weather protection, seating, sun, pedestrian priority and traffic calmed streets that are safe and full of activity. (The Waterfront Plan 2012, page 44)
The Waterfront Plan 2012 (at page 77) also references the intentions for the connection: Features of the main route include separate walking and cycling paths (where feasible) that are suitable for a wide range of users (including short-distance commuters, tourists, joggers, skateboarders and young children. (page 77)
10 My emphasis. Refer Assessment criteria in I211.8.2. (8) for a bridge across the Viaduct Harbour: which are also outlined in full in the last section of my report. McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 27
Potential to separate pedestrians and cyclists Separate paths for these different types of user would be neither feasible nor appropriate given the necessary dual function of the bridge. Dedicated separate paths across the bridge would: • be inconsistent with public and pedestrian amenity expectations for the waterfront; • signal the bridge to be a place of movement, rather than a waterfront promenade that provides for both movement and recreation; • lead to higher cycle speeds and consequent increased risk of conflict with and safety risk to pedestrians, particularly the young children and tourists who may be unfamiliar with the area and treating this as a recreational space rather than a movement route; • necessitate a dedicated cycle lane across the front of the Viaduct Events Centre and between this and Karanga Plaza, increasing the risk of high- speed cycle conflict with people moving between these two places; and • necessitate a much wider bridge with consequential visual and other effects. Furthermore, the Wynyard Crossing is routinely closed when the bridge is up to allow yachts to pass through. This slows down and sometimes stops cycle movement, further undermining the logic of a dedicated route for high speed cycle connection along this short section of the waterfront route.
In these circumstances, and in the context of the Wynyard Crossing linking two existing shared surfaces with a focus on pedestrian amenity, shared surfaces are the optimal solution.
This matter was discussed at the TAG meeting of 3 May 2019 and TAG reported: Any division of the bridge carriageway into separate lanes for pedestrians and cyclists would confine pedestrians to one side of the bridge and would represent a further restriction on pedestrian outlook. TAG recommended that should the issue of pedestrian versus cyclist interests persist, pedestrian considerations should prevail, and the bridge become a pedestrian only route with cyclists required to dismount.
4.3 Quality of components and elements
Balustrade design – addressing safety from falling The balustrade is constructed from steel flat balusters at 100mm spacings, and these are angled at 30° to the vertical to deliver the aesthetic effect of the bridge. The top rail is a 100mm wide steel flat that both provides a leaning rail and integrates LED strip downlighting for bridge amenity lighting.
New Zealand Building Code Acceptable Solution F4/AS1 to address safety from falling for pedestrians requires that the minimum barrier height that applies to non-residential buildings and common areas of residential buildings is 1.1 metres. The proposed balustrade height is 1.4 metres to provide a safety barrier for cyclists, and the conceptual proposal meets safety from falling requirements.
McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 28
Figure 4.1 1400mm high bridge balustrade (extract from Design Statement page 20)
The maximum 100mm spacing between all balusters is consistent with the NZ Building Code’s specification for barrier construction11 at 1.2.1 (b): Openings anywhere over the full height of the barrier shall be such a size that a 100 mm diameter sphere cannot pass through them The Building Code allows for wider spacing and potentially climbable balustrades in service areas and situations where a building is not likely to be frequented by children under the age of six. The Code comments on the likelihood of buildings being frequented by children aged under six, noting there should be an expectation that small children will be present on a regular basis rather than from time to time.12 As the bridge is major city connector while small children are likely to be a small category of the total, they are likely to be present on a regular basis, hence in the absence of empirical information which demonstrates irregular use by young children, the 100mm diameter sphere test should apply.
Bridge movement-joint surfacing The longitudinal bridge joint has been conceptualised but fully detailed. This should deliver a flat connection with no appreciable change in level nor slot that might be problematic for cyclists and it must be slip resistant. In order to maintain the bridge aesthetic it should also be visually recessive, ideally coated with the same non-slip surface as the main bridge surface.
In the absence of detail to describe the intent, the qualities of the bridge joint should be covered by a condition of consent.
4.4 Quality of visual experience for bridge users
Relevant visual experience includes the view for people walking towards the bridge, waiting while the bridge is open, and walking onto and crossing it. In particular, the nature and extent of views from the bridge is important, including that it offers users views to the surrounding water spaces.
11 Acceptable Solution F4/AS1, page 13 12 Acceptable Solution F4/AS1, page 13 McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 29
The visual experience of the bridge for users is illustrated with the serial vision analysis prepared from the 3D digital model by Monk Mackenzie Architects13. This considers nine representative station points (refer to Design Statement page 31) on the journey towards and across the bridge in both an easterly and westerly direction, and a viewpoint 1.5m above the wharf or bridge surface. Station points on the bridge (points 4, 5 and 6) are at the quarter, half and three-quarter points across. Simulations have been prepared with the bridge up and down. Views are in simple bulk and form format because their intent is to allow assessment of the extent to which users may view to, across and from the bridge rather than show the detailed content of those views. An example of the output of the serial vision analysis is described in figure 4.2 below.
Figure 4.2 Extract from Serial Vision Analysis being angled views from the mid-point of the bridge. (from Design Statement page 37)
The body of the bridge is shown along with the steel flat balusters set at 30° to the vertical and the 1400mm high handrail. These serial vision drawings show the following:
Bridge down (refer MM pages 5 and 6): • In the approach towards the bridge from both the east and west: o The pedestrian has an excellent view across the water and to buildings on both sides. o The masts of the bridge strongly signal the line of travel, and frame the route through and across. o In these views with the angle of view directly in the line of travel the balustrades will obscure some of the lower part of the view. • On the bridge: o The pedestrian is able to obtain views over the top of the balustrade, but in views along the axis of the bridge views of the water through the balustrade will be restricted. o When the angle of view is at 30° to the axis of the bridge, then views of the water will be obtained through the balustrade although visibility through the balustrade is closed in straight ahead views. This can be seen on pages 36, 38, 39, and 41 of the Design Statement. o The superstructure of the bridge is variously in view in these views, and there is a distinctive asymmetry to the experience of views and parts of the bridge that are viewed. That is, the viewer will find as they enter the bridge, the high structural superstructure of the bridge on their left, and the narrow part of
13 Design Statement, pages 30-41 McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 30
the bridge along with the greatest extent of balustrade on their right. Halfway across, the bridge cross section is perfectly symmetrical, and on leaving the far end of the bridge the entry condition is reversed, with the high superstructure to the right of the viewer, and the balustrade to the left. This contributes to visual interest. o A broader spectrum of views taken at the mid-point of the bridge is shown on pages 37 and 40, looking east and west respectively. These are noted as ‘stationary’ views as they broadly represent what might be seen should a bridge user stop at the mid-point of the bridge and look around. These demonstrate that there are good views in all directions at the mid-point of the bridge, and that while 30° views through the balustrade are partially screened by the balusters, as the angle of view increases they become increasingly open to the point where the balusters have little effect on views at 90° to the axis of the bridge. o People wishing to enjoy the view will most likely go to the edge of the bridge, and possibly linger while they look over it, or through it if they are less than 1.5m tall. The 100mm wide top rail of the balustrade provides a convenient leaning surface for users pausing to enjoy the view, and by being thin (25mm) and aligned in the direction of view will have minimal visual impact.
Bridge up (referred to as ‘Bridge closed to pedestrians’, Design Statement pages 34 and 35) • While the ‘double vee’ of the bridge halves signals no crossing, framed views both through the elevated superstructure and either side, are maintained. • On approaching the bridge, a tightly framed view between the raised bridge section can be obtained. This might be impacted by the access control gates which will be in place when the bridge is up.
This analysis demonstrates the view is constricted by the necessary superstructure of the bridge and the balustrade that is required to provide safety for pedestrians and cyclists. While the balustrade does restrict views from the bridge it does not lead to excessive view constriction as: • The moving observer will catch views through the balustrade by changing their angle of view, and taller observers will see over the top of it; • At any point the viewer can stop, turn to the open side and see through the balustrade (or depending on their height, over it); and • The central bridge section is part of a journey which offers various degrees of openness including extensive views at both ends.
This is an acceptable degree of visual connection in a situation where views from the bridge must be reconciled with safety objectives and maintaining design and aesthetic integrity. Views from the bridge would be more open if the balustrade were to be lower, however the serial vision analysis demonstrates that the view effects are acceptable in the context of this being a relatively short structure, with open views at both ends.
This matter was discussed at TAG on 3 May 2019: TAG noted that the need for higher bridge balustrades for cyclists had been accommodated despite the outlook restrictions that these represented for those using the bridge on foot. Any division of the
McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 31
bridge carriageway into separate lanes for pedestrians and cyclists would confine pedestrians to one side of the bridge and would represent a further restriction on pedestrian outlook. TAG recommended that should the issue of pedestrian versus cyclist interests persist, pedestrian considerations should prevail, and the bridge become a pedestrian only route with cyclists required to dismount. The lower balustrade heights required in this scenario would then have wider benefits.
Also: TAG noted and accepted that the sides of the bridge, including the balustrade, would be viewed obliquely when moving across the bridge, and that from these oblique angles the balusters would represent a substantial interruption to lateral views. However, by pausing pedestrians would be able to enjoy less obstructed views.
4.5 Bridge maintenance and serviceability
Serviceability considerations include suitability of construction and specification of a steel structure in a challenging marine environment and addressing potential graffiti.
Proposed corrosion management is with a polyurethane paint finish over an aluminium thermal spray. Graffiti is addressed by using a suitable clear gloss anti-graffiti top coat in order to allow aerosol paints to be removed with high pressure water. The suitability of the surface and anti-corrosion treatments will depend on the precise specification and quality of application of these, however in principle the proposed approach is sound.
4.6 Conclusions
• The bridge and approaches provide a high amenity environment for its users, and from an urban design perspective its 6 metre width is optimal.
• It is appropriate that the bridge provides a shared surface for pedestrians and cyclists, as this links to the spaces around, is consistent with Auckland Council policy documents, and a ‘share with care’ environment is a proven solution.
• The bridge superstructure and 1.4m high balustrade restrict some views over and from the bridge but do not lead to excessive view constriction.
• The suitability of the surface and anti-corrosion treatments will depend on the precise specification and quality of application of these, however in principle the proposed approach is sound.
McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 32
5 Public open space design
Figure 5.1 Public open space concept design (from Design Statement, page 14)
5.1 Context
The immediate public open space context is the two important public spaces which the bridge links, being Karanga Plaza and Te Wero Island. • Karanga Plaza is designed as an entrance space relating to the Wynyard Crossing bridge and it also provides a forecourt to the Viaduct Events Centre. It includes a large central open space and tidal steps at its eastern end that connect down to the water. These steps are an important asset that allows people to access the water edge and also view at low level and close range vessels that might be entering or leaving the Inner Viaduct Harbour. • Long term plans for Te Wero Island are to maintain this as a public open space. In the short term and for the duration of the America’s Cup this will be a site for hospitality and other event-support activities. There are other spaces further away from the site and from which views might be obtained of the Wynyard Crossing. Foremost of these is Waitemata Plaza and the Halsey Wharf extension. The promenade to the east of Lighter Quay, and west of the Point Apartments also offer reasonably close-range views of the bridge. The Wynyard Crossing Bridge will have no effect on the use of those spaces, other than being a landmark in view from them.
Temporary – for duration of AC36 On the eastern side of the Viaduct Events Centre, only the south-eastern half of the Halsey Wharf is open to the public during the event. The ETNZ yard is fenced off, and this fence is around 40 metres north of the corner of the Viaduct Events Centre. The only other space directly connected to the project site is Halsey Wharf. This provides for public access during AC36 and in the long term, but no regular vehicle access, with vehicles to this space in the long term being around the western and northern edges of the Viaduct Events Centre. During America’s Cup this will be an area in which the public will congregate.
McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 33
5.2 Relation to spaces around
The proposal should support the spaces around, and each of these is considered in turn.
Figure 5.2 Diagram of activity and relation to spaces immediately around (from Design Statement, page 16)
Karanga Plaza The main route to and from the bridge defines the northern edge of Karanga Plaza and passes between this and the Viaduct Event Centre. The proposal maintains the existing situation which has been proven over more than eight years to be successful.
Halsey Wharf The space at the southern edge of Halsey Wharf is framed by the approach ramp and the bleachers and stairs leading up to this. To the west there is the existing ‘seat-wall’ which is constructed just outside the line of columns along the southern edge of the of the Viaduct Events Centre. The base of the public access ramp along the eastern side of the Viaduct Events Centre forms the western edge of the space. This space and both of these elements can be seen in figure 3.8.
The proposal maintains sufficient openness and access to the Halsey Wharf space both in AC36 mode and thereafter when public access will be restored around the full perimeter of Halsey Wharf. The new Wynyard Crossing approach ramp does not compromise or spatially constrict public use of the space and the bleachers at steps at the approach edges support public occupation by providing informal seating.
However in order to maintain access for service and emergency vehicles from the promenade to the eastern side of Halsey Wharf during the period when the ETNZ yard preclude access from the north, it may or may not be necessary to adjust the length of the existing ‘seat wall’ in front of the Viaduct Events Centre. If adjustment to the length of the ‘seat-wall’ proves to be necessary that should be minimised in order to maintain the public amenity that it provides here.
McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 34
Te Wero Island The space at the western end of Te Wero Island is framed by the ramp and the bleachers and stairs leading up to this. As with at Halsey Wharf, the proposed geometry and the bleachers provided support use of the space here. The proposed landside works configuration also maintains the 10m public access covenant around the edge of Te Wero14, providing for access over all surfaces, for sitting at the edge of the space and for access to and from it. Access to the northern edge of Te Wero is also enhanced with the small flight of steps that line with the lowest ramp landing, and which can be seen at the top-right of figure 5.2.
5.3 Suitability of ‘ramp’ gradient
The bridge is flat, however the landside works are required to ramp up to the bridge surface to ensure it is high enough to allow small vessels to pass under it when it is ‘down’.
Accessibility requirements The bridge is required to provide for ‘universal access’ in the same way that an ‘accessible route’ to a building provides that. The design brief for the 2007 Te Wero Bridge design competition (page 22) identified that universal access is important: “The design should achieve universal access standards to ensure it provides for a range of pedestrian mobility levels.”
Universal access has been provided for with a configuration and gradients that comply with NZS 4121:2001 Design for Access and Mobility – Buildings and Associated Facilities. On gradient, NZS 4121 notes (at page 33, Section 6.2.2: “Where the longitudinal gradient of a footpath is steeper than 1 in 33 but does not exceed 1 in 20 ...then level rest areas...shall be provided at intervals not exceeding 18m. These shall be not less than 1200 mm in length.”
The proposal The ramps are at a gradient of 1 in 22 in the direction of travel along the centreline of the ramp, and 1 in 20 diagonally down the landings. Flat ‘rest areas’ are distributed at not more than 18m spacings and these extend along the upper edge of the steps and right across the ramp. The ‘rest areas’ have shallow gradients that vary from 1 in 60 to 1 in 80 which as ‘drainage gradients’ are desirable to avoid water puddling. These rest areas will be perceived as flat, and at 1.5m wide, are 300mm wider than the minimum 1.2m landing required b14.y NZS4121:2001. This is dimensioned in Concept Design Plan, page 14.
Figure 5.3 demonstrates means of compliance with rest area and gradient requirements of NZS 4121:2001. A further NZS4121:2001 requirement is that the cross fall on a footpath (which the ramp can be assumed to be) is not more than 1 in 50, and that should be verified.
14 The line of the covenant can be seen in figure 5.2. McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 35
Figure 5.3 Flat ‘rest areas’ distributed along the access ramps
The ramps and provision for ‘accessibility’ and universal access have been successfully integrated at both a practical and aesthetic level with gradients and provision of ‘rest areas’ that comply with NZS 4121:2001.
5.4 Quality of components and elements
Landside ramp surfacing The bridge’s articulated steel railings extend beyond its deck where their repetitive rhythm is re-interpreted on the surface of each approach. Generously wide walkways and landings formed of dark concrete and hardwood draw on the materiality of the surrounding waterfront environment15, as does the detailing of concrete benches, bleacher seating and steps. The base of benches and bleachers accommodate crafted lighting elements that complement their simple and robust form whilst engaging with the bridge’s refined architectural detailing. (Design Statement, page 23)
Striation of the concrete surfacing of the approaches noted in the first part of the Design Statement quoted above achieves the intended aesthetic integration with the form of the bridge and balustrades, and the proposed composition of striations, joints and ‘rest areas’ is fully integrated with the overall composition of the bridge. The proposed surface finish is concrete ‘off the board’. This is appropriate as: • it maintains the existing limited palette, extending the concrete of North Wharf and Karanga Plaza for a sense of continuity and connection; • it is a simple restrained ‘field’ which aesthetically complements the sculptural bridge; • concrete is used for extended linear paving and walking surfaces throughout the waterfront and therefore its use here maintains consistency with that; • it is able to be slip resistant with appropriate specification of surface; and • subject to specification, it is a suitably serviceable, long life paving material.
15 I consider the use of hardwood is not appropriate for paving in-ground ramps of this type for practical reasons of slip resistance and serviceability, and neither is in-ground timber paving (as distinct from an elevated boardwalk such as at Westhaven) a characteristic of the Wynyard Quarter.
McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 36
Balustrade
Figure 5.4 1400mm high balustrade on approaches (from Design Statement, page 20)
The landside balustrade is the same height as and an aesthetic extension of the bridge balustrade but finished in ‘Blast Grey’ (dark grey) rather than white in order to resonate with the dark oxide concrete of the approaches. This references the black of the white fronted tern /Tara and contributes to the approaches being identifiably differentiated from the bridge, while the use of the same balustrade configuration and type successfully visually integrates the approach ramp and spaces with the bridge.
Figure 5.4 Night-time view of the balustrade and edge seating on the Karanga Plaza approach, including effect of LED linear lights proposed under the handrail leaner and beneath benches (from Design Statement page 26)
Suitability of Wynyard Crossing bridge control gates The 1.4 metre high gates are constructed from steel flat to aesthetically match the balustrades on the approaches and the bridge itself, and are coloured dark grey or black to integrate with the aesthetic of the approaches. They are described conceptually figure 5.5. This aesthetic approach is appropriately simple and refined.
McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 37
However further design development work on their support and structure, and on the detail of their operation and signage will be necessary to ensure these gates can be realised. Their appearance could change considerably to accommodate structure and the mechanics of operation, however I am confident that the general concept described here can be developed into an appropriate safety and aesthetic resolution. The necessary design development should be addressed by a condition of consent.
Figure 5.5 Proposed gates in closed position (from Design Statement, page 19)
Seating provision Extensive seating is provided with a combination of bleachers along the edge of the ramp and stairs at both ends of the bridge, as illustrated in figures 5.5 and 5.6. Bleachers provide for informal seating and these and related steps also provide seating around the small spaces adjoining the landings, framing the corners of both Halsey Wharf and Te Wero Island and supporting use of these spaces. This combination of seating supports both bridge users and general waterfront use and occupation.
Figure 5.6 View of the Te Wero Island approach with a combination of bleachers and seats illustrated, and the striations that are a feature of the surfacing of the approaches to the bridge (from Design Statement, page 23)
McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 38
The free-standing bench seats are pre-cast concrete, and these will visually integrate into the concrete landside works. Timber benches, or benches which include some timber might offer a warmer and more comfortable surface for sitting. This could relate to timber seating elsewhere along the waterfront promenade and would also provide a minor accent and element of visual relief to the concrete paving.
5.5 Conclusions
• The configuration of the approaches, their geometry and related furniture provide for the intended function of Wynyard Crossing and are also seamlessly coordinated with and support the public open spaces around.
• Ramps have been configured to contribute to the use and amenity of the spaces around with bleachers providing for sitting at the edge of these, and their alignment defines the corner of these spaces, relating geometrically, and supporting use and occupation of the spaces.
• The ramps and provision for ‘accessibility’ and universal access have been successfully integrated at both a practical and aesthetic level with gradients and provision of ‘rest areas’ that comply with NZS 4121:2001.
• The proposed ‘concrete, off-the-board finish’ walking surface will maintain a sense of aesthetic coherence along the water edge promenade, complement the aesthetic of the bridge and will offer appropriate slip resistance and longevity.
• The bridge control gates are successfully integrated with the aesthetic of the bridge and its approaches however further design development is required to address their structure, operation and signage.
• Public open space design appointment and details support both moving across and lingering on Wynyard Crossing, and are aesthetically consistent with the overall bridge concept.
McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 39
6 Unitary Plan Assessment
6.1 Scope
The application is to be assessed as a restricted discretionary activity and a full assessment in tabular form relative to Viaduct Harbour and Wynyard Quarter Precinct content from the Unitary Plan has been undertaken and is attached as Appendix 1.
6.2 Conclusions
This assessment found that, considered from an urban design perspective:
• The proposal meets the objectives of both the Viaduct Harbour and Wynyard Quarter Precincts.
• The proposal meets the urban design related policies of both the Viaduct Harbour and Wynyard Quarter Precincts, with the only exception being that it does not also provide for local public transport as proposed by Viaduct Harbour Precinct Policy 6, and Wynyard Quarter Precinct Policies 18 and 35.
• The proposal fully and comprehensively addresses the urban design related assessment criteria for a bridge across the Viaduct Harbour.
McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 40
7 Conclusions
Overarching conclusion 1. The Wynyard Crossing Proposal is a gracefully dynamic and exquisitely resolved landmark structure that delivers optimally on functional and connection requirements, is consistent with Unitary Plan requirements, and can be expected to contribute to the attractiveness of the waterfront as a world class visitor destination.
Connectivity, location and alignment 2. The proposed bridge location and alignment, directly on the line of the public promenade along the edge of North Wharf and Te Wero Island, and across the front of the Viaduct Events Centre and Karanga Plaza is optimal.
3. The alignment and geometry of the bridge is successfully and coherently integrated with its setting both functionally and aesthetically.
4. The temporary bridge that provides for public crossing during the nine- month construction period will have no negative impact on the tidal steps, nor on Karanga Plaza.
Bridge visual and aesthetic quality 5. The bridge is an elegant and dynamic sculptural object that is aesthetically coherent with a strong and positive relation to its context. It is expressive rather than self-effacing, intended to be seen, not hidden, and it is appropriate that this aesthetic approach is taken.
6. The proposal is underpinned by very strong formal solution which has the added depth of making a delightful poetic reference to the white fronted tern/Tara and to the history of the Viaduct Harbour and seashore location with pattern and also potentially use and expression of local materials in the surfaces of the approaches.
7. The approach to colour, materiality, detailing and construction successfully delivers on the design intent of the bridge.
8. The form, geometry and general intent for the below deck construction is in keeping with this context and provides the simple and visually restrained base that is necessary to complement the dynamic, sculptural bridge form above.
9. The height of the bridge is appropriate in this prominent waterfront location.
10. Visual expression of the bridge structure as a tall, slender and elegant landmark form is an integral part of the design intent and is an appropriate aesthetic approach.
11. The height of the counterweight masts is an integral part of the concept for the bridge form, providing aesthetic balance in a composition that is symmetrical in plan and elevation.
12. Intended lighting will highlight key features of the bridge and celebrate its sculptural expressiveness while maintaining appropriate levels of lighting in the different modes of bridge operation.
McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 41
Bridge function 13. The bridge and approaches provide a high amenity environment for its users, and from an urban design perspective its 6 metre width is optimal.
14. It is appropriate that the bridge provides a shared surface for pedestrians and cyclists, as this links to the spaces around, is consistent with Auckland Council policy documents, and a ‘share with care’ environment is a proven solution.
15. The bridge superstructure and 1.4m high balustrade restrict some views over and from the bridge but do not lead to excessive view constriction.
16. The suitability of the surface and anti-corrosion treatments will depend on the precise specification and quality of application of these, however in principle the proposed approach is sound.
Public open space design 17. The configuration of the approaches, their geometry and related furniture provide for the intended function of Wynyard Crossing and are also seamlessly coordinated with and support the public open spaces around.
18. Ramps have been configured to contribute to the use and amenity of the spaces around with bleachers providing for sitting at the edge of these, and their alignment defines the corner of these spaces, relating geometrically, and supporting use and occupation of the spaces.
19. The ramps and provision for ‘accessibility’ and universal access have been successfully integrated at both a practical and aesthetic level with gradients and provision of ‘rest areas’ that comply with NZS 4121:2001.
20. The proposed ‘concrete, off-the-board finish’ walking surface will maintain a sense of aesthetic coherence along the water edge promenade, complement the aesthetic of the bridge and will offer appropriate slip resistance and longevity.
21. The bridge control gates are successfully integrated with the aesthetic of the bridge and its approaches however further design development is required to address their structure, operation and signage.
22. Public open space design appointment and details support both moving across and lingering on Wynyard Crossing, and are aesthetically consistent with the overall bridge concept
Unitary Plan Assessment 23. The proposal meets the objectives of both the Viaduct Harbour and Wynyard Quarter Precincts.
24. The proposal meets the urban design related policies of both the Viaduct Harbour and Wynyard Quarter Precincts, with the only exception being that it does not also provide for local public transport as proposed by Viaduct Harbour Precinct Policy 6, and Wynyard Quarter Precinct Policies 18 and 35.
25. The proposal fully and comprehensively addresses the urban design related assessment criteria for a bridge across the Viaduct Harbour.
McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 42
APPENDIX 1 UNITARY PLAN ASSESSMENT
Only urban design matters are addressed in this assessment. Many of the criteria noted are addressed by others, and that has been identified, although in some instances relevant urban design observations are included.
A1.1 Assessment relative to Viaduct Harbour Precinct objectives and policies
UNITARY PLAN URBAN DESIGN REVIEW I211.2. Objectives (1) An attractive public waterfront and world-class The aesthetic quality and refined novelty of the visitor destination that is recognised for its proposed bridge will contribute to the distinctive character, quality buildings, public attractiveness of the waterfront, and this being a open spaces, recreational opportunities, world class visitor destination. community and cultural facilities and events.
(2) Maintain and enhance the Viaduct Harbour The bridge contributes to enhancing the Viaduct land and adjacent water space as a special place Harbour water space, and its narrow mast-like of character in the City Centre and retain forms contribute to rather than detract from significant views of the water and areas within views within and adjacent to the precinct. and adjacent to the precinct.
(3) A safe, convenient and interesting The sculptural quality of the bridge both when up environment, which optimises pedestrian and and down, and the visual dynamism of it being cycling use and improves connectivity within the raised and lowered contributes to this being an precinct and to adjacent areas of the City. interesting environment.
Pedestrian and cycling use are optimised by using a shared surface that links to the shared surface at both sides of the crossing, and which is appropriate in an area which is both for movement and occupation and which must safely accommodate a wide range of users.
I211.3. Policies (4) Manage building height and bulk to: This policy is addressed by minimising the extent (a) achieve an appropriate scale in relation to the of bridge deck in view when the bridge is up, with street network and the precinct's prominent the narrowest point of each triangular bridge half waterfront location; being elevated, and by ensuring sufficient height so that whether the bridge is up or down, it will be visible. That contributes to the distinctiveness and attractiveness of the Wynyard Crossing and the legibility of the water edge promenade and Waterfront Axis.
(b) complement and maintain the distinctive low- The bridge elements are taller than buildings medium rise character established by around the Viaduct Harbour but unlike these are development in Viaduct Harbour, including a visually fine and lightweight. Because of their sense of intimacy along streets and other public slenderness and because they are infrastructural space frontages; elements rather than solid and massive buildings they complement the Viaduct Harbour’s distinctive character. They also directly reference
McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 43
UNITARY PLAN URBAN DESIGN REVIEW the verticality, form and materiality of the masts which are a feature of the vessels berthed around the Viaduct and which are also a distinctive characteristic.
This combination of attributes ensures distinctive character is complemented and maintained.
(c) complement the height enabled in the The height of buildings in the immediately adjacent Downtown West, Central Wharves and adjoining Wynyard Precinct is most relevant to Wynyard precincts; and this application.
The bridge masts which rise to 42.9m above the level of Karanga Plaza when the bridge is down complement buildings which can rise to 52m on three substantial sites along Jellicoe Street to the west of the Wynyard Crossing. Only one of these, the ASB head office, has been built and its roof extends to this height. The combination of much greater visual mass and greater height anticipated for these buildings means that the visually slender arms of the proposed bridge will complement rather than visually conflict.
In this context, because the highest elements of the bridge are the most slender, height is required so that they have a suitable visual presence.
(d) provide a transition in height between the core A transition of height between the core city centre city centre and the harbour. and the harbour is maintained primarily because buildings in the core city centre are both significantly taller and larger, and are located on rising ground.
(5) Encourage the development of a diverse range The proposed Wynyard Crossing delivers a of high-quality visitor experiences including distinctive local landmark that will be an promenading, coastal recreation, community and attraction in its own right. It also provides seating cultural activities and temporary activities. and spaces on both landside approaches that contribute to the quality of experience of promenade users.
(6) Encourage the construction of a bridge for The proposal addresses this policy only in part by pedestrians, cyclists and local public transport connecting on the alignment of North Wharf from connecting the Eastern Viaduct with Jellicoe Street Karanga Plaza across to the Eastern Viaduct rather to improve public connectivity between Wynyard than on the alignment of Jellicoe Street. This precinct and the city centre. departure from the identified alignment nevertheless provides an optimal route that is already proven for pedestrians and cyclists, and for these users that is superior to a Jellicoe Street alignment which neither aligns with the main pedestrian promenade of North Wharf, nor the existing historic lifting bridge that links Te Wero Island and the Eastern Viaduct.
McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 44
UNITARY PLAN URBAN DESIGN REVIEW
The proposal does not however provide for public transport, and the rationale for this departure from the policy is addressed by others.
(7) Encourage an integrated network of attractive The increase in bridge width increases pedestrian streets and lanes to increase pedestrian and and cycling accessibility over an existing crossing, cycling permeability and accessibility through the and the quality of the bridge and its approaches precinct. contributes to the attractiveness of this route.
(8) Enable and maintain a network of different- The bridge landside works are both coordinated sized public open spaces in key locations along the with Karanga Plaza and Te Wero Island to which water’s edge to cater for a range of recreational they connect, and are configured to define opportunities and provide vantage points. The landings both ends of the bridge are vantage points that provide views over the water.
A1.2 Assessment relative to Wynyard Quarter Precinct objectives and policies
UNITARY PLAN URBAN DESIGN REVIEW I214.2. Objectives Built form (2) An integrated urban environment is created which: (a) exhibits high-quality and diverse built form and The bridge and its approaches are simple and urban design which reflects the marine attributes elegant, sculpturally expressive, and integrate of the precinct; function and aesthetics in an innovative and creative way.
(b) has appropriate building heights that enhance This objective is achieved by minimising the extent its prominent waterfront location and which of bridge deck in view when the bridge is up, with complements the central area and wider city the narrowest point of each triangular bridge half landforms, skyline and views; and being elevated, and by ensuring sufficient height so that the bridge will be visible whether it is up or down. That contributes to the distinctiveness and attractiveness of the Wynyard Crossing, and legibility of the water edge promenade and Waterfront Axis.
(c) avoids, remedies or mitigates adverse effects No comment – addressed by others on existing infrastructure.
(3) Individual buildings or collections of buildings are designed to achieve an appropriate form and scale in relation to: (a) existing and proposed public open spaces; and The form of the landside works relates explicitly to the geometry of the adjoining existing public open spaces. This means the configuration frames the corners of these spaces at the south eastern edge of the Halsey Wharf, and the western end of Te Wero Island. Broad steps connect these wharf level spaces with the approach to the bridge and a
McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 45
UNITARY PLAN URBAN DESIGN REVIEW series of bleachers provide for occupation around the edge of the space. This assists occupation of the edges of the existing spaces without unnecessarily or unduly impinging on their area and potential for occupation.
(b) identified view shafts. The proposal does not impinge on any of the view shafts identified by the Unitary Plan for the Wynyard Quarter.
I214.3. Policies Built form The expressive sculptural quality and slenderness (1) Encourage the location, bulk, outlook, access and elegance of the bridge appropriately to, and servicing of buildings to be planned and recognises its prominent location and visibility for designed on a comprehensive and integrated basis areas around, and is consistent with the rather than on an ad hoc individual building basis. Waterfront Axis as one of the primary structural concepts for the development of the Auckland waterfront.
(2) Encourage the integration of built form with As noted above the proposal gives effect to the the existing and proposed public open space Waterfront Axis, is part of the water edge network on a comprehensive land area basis, promenade, and is coordinated with the existing rather than a site by site basis, to create a sound public open spaces at both ends. framework for a well-designed and high-quality environment.
(3) Ensure that maximum building height: The masts rise considerably above most but not all (a) is appropriate in scale to the street network of the buildings in the vicinity. However because and the prominent waterfront location; of their slenderness, their visual mass is limited so they will not dominate the spaces around. The proposed height of the masts is desirable as it contributes to the landmark status and legibility of the structure.
(b) provides a transition between the core of the The bridge height is consistent with maintaining a precinct and the coastal edge with site-specific transition to the coastal edge. While tall, due to its opportunities for taller buildings located and slender mast form and in contrast with lower designed to reinforce key public open space and buildings it lacks visual mass, so is considerably waterfront connections while avoiding intrusion of less visually bulky than these nearby lower but public views into and through Wynyard Precinct; significantly larger buildings. The height explicitly signals the location of this important waterfront connection, and when the bridge is down it frames views along the water edge promenade.
(c) complements development in the Viaduct An opening bridge is necessary for the ongoing Harbour Precinct; and marine access to the Inner Viaduct Harbour, and as a dynamic sculptural object enhances views from within this precinct. Its distinctiveness and memorability can be expected to contribute positively to the image and identity of the Viaduct Harbour.
McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 46
UNITARY PLAN URBAN DESIGN REVIEW (d) provides a transition in height between the A transition of height between the core city centre core central business district and the harbour. and the harbour is maintained primarily because buildings in the core city centre are both significantly taller and larger, and are located on rising ground.
(4) Identify and protect public view shafts from The proposal does not impinge on any of the view open space across, within, and to Wynyard shafts identified by the Unitary Plan for the precinct to reinforce connections with the central Wynyard Quarter. area, harbour, and wider Auckland.
(5) Promote excellence and diversity in The aesthetic quality and refined novelty of the architecture and urban design that enhances the proposed bridge will contribute to the relationship of buildings with public open space, attractiveness of the waterfront, and this being a and reflects the coastal, topographical, and world class visitor destination. Furthermore the historical qualities of the precinct. abstract symbolic reference to an endemic seabird, the white fronted tern (the Tara) in combination with the slender white mast-like structure of the bridge will place it firmly in this Viaduct Basin maritime context.
Special character Abstract symbolic reference to the local seabird, (9) Encourage development and design that is the Tara, to the pattern of a historic Viaduct log reflective of the precinct's maritime location. raft, and potential use and expression of local materials are features of the proposal. In addition, the bridge form directly references the verticality, form and materiality of the masts which are a feature of the vessels berthed around the Viaduct and which are a distinctive characteristic. This combination of attributes means the proposal responds explicitly to the precinct’s maritime location.
Pedestrian access, street quality and safety The proposal addresses this policy only in part by (18) Encourage the construction of a bridge for connecting on the alignment of North-Wharf from pedestrians, cyclists and local public transport Karanga Plaza across to the eastern Viaduct rather connecting the Eastern Viaduct with Jellicoe Street than on the alignment of Jellicoe Street. This to improve public connectivity between Wynyard departure from the identified alignment precinct and the city centre. nevertheless provides an optimal route that is already proven for pedestrians and cyclists, and for these users that is superior to a Jellicoe Street alignment which neither aligns with the main pedestrian promenade of North Wharf, nor the existing historic lifting bridge that links Te Wero Island and the Eastern Viaduct.
The proposal does not however provide for public transport, and the rationale for this departure from the policy is addressed by others.
(22) Encourage a high level of pedestrian amenity A combination of appropriate width, balustrades along identified existing and future routes, of a height that accommodate all intended users including Te Wero Bridge, which reinforces the including cyclists, facilities at its ends which
McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 47
UNITARY PLAN URBAN DESIGN REVIEW ease, comfort and safety of the pedestrian support waiting, occupation and relation to environment. connecting public open spaces, and universal access all reinforce the ease, comfort and safety of the pedestrian environment.
The bridge itself has a flat surface, and a 1.4m high handrail which provides a leaning opportunity for users choosing to linger and enjoy the view. Transport (35) Encourage walking, cycling and the provision Notwithstanding that the bridge does not provide of passenger transport services and facilities a route across for public transport, its carriageway compatible with the character and amenity of the which is shared by pedestrians, cyclists and area. scooters is compatible with and necessary to extend the shared surface, recreational public open space character and amenity of its setting.
A1.3 Assessment relative to Viaduct Harbour Precinct assessment criteria for a bridge across the Viaduct Harbour
The proposed bridge is located in the Viaduct Harbour Precinct so the assessment criteria for the bridge from that part of the Unitary Plan have been used. Almost identical criteria covering the design of this bridge are found in the Wynyard Quarter Precinct controls.
UNITARY PLAN URBAN DESIGN REVIEW I211. Assessment – Restricted discretionary activities I211.8.2. Assessment criteria The Council will consider the relevant assessment criteria below for restricted discretionary activities, in addition to the assessment criteria specified for the relevant restricted discretionary activities in the overlay, Auckland-wide or zone provisions: (8) a bridge across the Viaduct Harbour:
(a) whether the bridge contributes to a high quality maritime and urban environment and meet [sic] the following outcomes:
(i) the bridge design avoids significant visual Visual assessment is a matter addressed intrusion into views from public areas across the by Stephen Brown harbour, or from the harbour out to the wider Waitemata Harbour. Urban design observations • The bridge is outside all viewshafts identified for both the Viaduct Harbour and Wynyard Quarter precincts. • Visibility does not however mean intrusion. The sculptural form of the proposed bridge will be arresting in both open and closed
McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 48
UNITARY PLAN URBAN DESIGN REVIEW mode, and the process of the bridge opening and closing will be a visually memorable event. • The configuration of triangular half decks means the visual impact of the elevated portion of the deck when open will be limited. The elevated parts of the bridge will be higher than the existing bridge deck, but because they are triangular they will also be considerably narrower.
(ii) the bridge contributes to the pedestrian character and amenity of the Viaduct Harbour and Capacity addressed by Todd Langwell Wynyard precincts by: (Traffic Planning) • providing safe and pleasant pedestrian and cycle access east and west across the Viaduct Public access Harbour; Public access is enhanced by a wider bridge with generous waiting space and seating provision at its approaches.
Safety Safety from falling has been addressed by balustrade height and design for both the bridge and its approaches. Personal safety at night is appropriately provided for with down lighting from under the balustrade, and seating elements within the approaches. Reflectivity of light is assisted by the white finish of the superstructure and the light grey crushed glass surfacing chosen for the bridge.
Pleasantness Experience of pleasantness will relate to avoidance of crowding, the quality of experience for people waiting to cross, and the visual quality of the experience of the bridge including lighting and the absence of graffiti. • Analysis by Mr Todd Langwell demonstrates the capacity of the bridge will not lead to crowding. • The approaches to the bridge provide space for people to wait, and seating to use while they are waiting. • Serial vision analysis demonstrates a dynamic and changing visual experience for the observer moving across the bridge, and attractive views variously through or over the balustrade. • Day and night, the bridge will present a positive aesthetic effect. The bridge structure is aesthetically clean and elegant, with its balustrade integrated into the superstructure. Architectural lighting aims to minimise glare,
McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 49
UNITARY PLAN URBAN DESIGN REVIEW and in doing so that will promote night-time views both of and from the bridge. • Use of an anti-graffiti coating will ensure the public amenity and attractiveness of the structure can readily be maintained.
• having a landscape design, character and Integration with existing pedestrian priority areas quality which integrates with existing and other accessways around the Viaduct Harbour pedestrian priority areas and other is achieved by ensuring the bridge and its accessways around the Viaduct Harbour; approaches provide a shared surface for pedestrians and cyclists. This allows for pedestrian priority in a ‘share with care’ mode and integrates with the shared surfaces and routes to which it directly connects at both its western and eastern ends.
The proposed high aesthetic quality is consistent with quality of the public realm that has been developed in the Wynyard Quarter. At the local level, the use of concrete paving, and the geometry of the approaches including the bleachers and stairs at their edges follows the geometry of the wharves and spaces around for successful integration.
The notable visual design quality and refined novelty of the proposal may serve as a further visitor attraction to the Viaduct and Wynyard Quarter, thereby supporting the service-oriented retail (food and beverage) here.
• not causing significant adverse effects on the The bridge approach provides a waiting space for use and enjoyment of Te Wero Island as an users of the western end of Te Wero Island, area of pedestrian-oriented public space; and similar to that for the existing bridge, and the proposed bleachers and steps define a small area at the western end of Te Wero and provide for occupation at the edge of this.
The alignment of the bridge takes users along the northern edge of Te Wero Island directly towards the heritage lifting bridge. This alignment maintains the openness and flexibility of the main core area of Te Wero Island that is to the south of the alignment of the proposed bridge. The bridge aligns with the pedestrian promenade along the northern edge of Te Wero Island and the setback of steps up to the bridge approach ensures that the approach supports the use of existing space here.
That the bridge provides only for pedestrians and cyclists, means that the pedestrian oriented
McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 50
UNITARY PLAN URBAN DESIGN REVIEW nature of Te Wero is not compromised by vehicles.
• ensuring the operation or use of the bridge, or lighting will not cause significant adverse effects on the operation of nearby activities or Lighting (glare) and noise effects are addressed by on the amenity values of surrounding land or others water uses;
(iii) the bridge is designed and operated to provide for: • vessel access to and from the inner Viaduct Harbour without undue delay; Navigation and berthage are addressed by others • navigation and berthage by the existing range of vessels in the inner Viaduct Harbour; and • any reduction in berthage area to be minimised as far as practicable; • convenient and easily accessible systems for communicating with vessel users regarding scheduled and unscheduled bridge opening/closing; • appropriate lighting, navigation aids, safety systems and fail-safe mechanisms; and • a minimum clearance height of 3m above mean high water springs for a 10m wide navigable channel;
(iv) the ongoing viable use of the Viaduct Harbour Pedestrian and cycle access is enhanced with (particularly the Wynyard Precinct mixed use sub- additional width. The current Wynyard Crossing precinct) to accommodate marine and port bridge width of approximately 4.5m is increased activities and marine events, such as boat shows to 6m. Increased width will enhance access and internationally recognised boating events between the precincts including during major such as the America’s Cup event, is maintained; events.
(v) the bridge has a high quality design that: The Viaduct Harbour is characterised by attributes • enhances the character of the Viaduct including distinctive expression of verticality with Harbour; a concentration of yacht masts and other vertical elements, and white as the predominant colour for yachts and their masts. That character is referred to with the tall, slender mast-like bridge superstructure.
The proposed pure geometric form has a strong sculptural quality, and the abstract symbolic reference to a seabird endemic in this location is entirely appropriate here.
• is simple and elegant; The design is characterised by simplicity, elegance and design coherence with a visually clean minimalism in construction and realisation supporting the bridge superstructure as a sculptural object.
McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 51
UNITARY PLAN URBAN DESIGN REVIEW This inherent simplicity and elegance is complemented by the gracefulness with which the leaves of the bridge twist and lift.
• is appropriate within the context of the Abstract symbolic reference to the local seabird, Viaduct Harbour locality and Auckland’s the Tara, relates to maritime location. In addition, coastal setting; the bridge form directly references the verticality, form and materiality of the masts which are a feature of the vessels berthed around the Viaduct and which are a distinctive characteristic of the area. This combination of attributes means the proposal responds explicitly to this locality and Auckland’s coastal setting.
• has an appropriate relationship with the The proposal relates to the lifting bridge in two Viaduct Lifting Bridge identified in the Historic ways: Heritage Overlay; and • The alignment relates directly in plan with the alignment of the lifting bridge. This maintains the coherence of the axis that links both of these bridges to North Wharf and further west to Silo Park. • The Wynyard Crossing bridge aesthetic does not visually compete with the lifting bridge. Because it is clearly visually differentiated it visually complements the existing lifting bridge and so is a second landmark bridge structure along the Waterfront Axis.
• utilises high quality and low maintenance As a monocoque welded steel structure with materials and detailing; integrated steel balustrade, the detailing of the bridge is appropriately simple.
Proposed corrosion management is with a polyurethane paint finish over an aluminium thermal spray. Graffiti is addressed by using a suitable clear gloss anti-graffiti top coat in order to allow aerosol paints to be removed with high pressure water. The suitability of the surface and anti-corrosion treatments will depend on the precise specification and quality of application of these, however in principle the proposed approach is sound.
(vi) the bridge is designed in a manner which may provide in the future for enhanced connectivity Potential to adapt structure and lifting mechanism for the public between the precinct and the city for increased capacity is addressed by others. centre; and
(vii) the bridge has no more than minor adverse effects on coastal processes including Coastal processes are addressed by others sedimentation within the Viaduct Harbour;
END
McIndoe URBAN Wynyard Crossing Urban Design Assessment 13 June 2019 52