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Transcript of 121014 Soil Book-cz
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1Chun Qin Zhang 1520374
SoilChristchurch
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Contents03 - 01.Research
12 - 02.Formal Investigation
04 - POST EARTHQUAKE IN CHRISTCHURCH
05 - LIQUEFACTION PROCESS
06 - EAST - WEST SECTION OF CHRISTCHURCH07 - LAND DAMAGED BY LIQUEFACTION
08 - LIQUEFACTION HAZARDS
09 - GROUND/SOIL SURFACE ELEVATION CHANGE
10 - LIQUEFATION DAMAGE ON STRUCTURE
11 - WHAT CAN BE DONE TO REDUCE THE IMPACT OF LIQUEFACTION
43 - DESIGN INFLUENCE
44 - FORMAL PROCESS
45 - MAXIMUM SUNLIGHT
47 - FINAL PROGRAM ON SITE
48 - PROGRAM IN SECTION
49 - PLANS - GROUND FLOOR AND FIRST FLOOR
50 - PLANS FLOOR 2 & 3
51 - JUNCTION DETAIL
52 - EXPLODED VIEW
53 - CORE - VISUAL CONNECTION
54 - OPEN SPACE ON GROUND LEVEL
55 - FINAL PERSPECTIVE
13 - PHYSICAL EXPERIMENT - POLYSTYRENE AND ACIDTONE14 - PHYSICAL EXPERIMENT - CONCEPT ONE
15 - PHYSICAL EXPERIMENT POLYSTRENE AND ACID TONE 2
16 - PHYSICAL EXPERIMENT - MICRO SCALE 1
17 - PHYSICAL EXPERIMENT - MICRO SCALE 2
18 - PHYSICAL EXPERIMENT - MICRO SCALE 3
19 - GRASSHOPPER DEFINITION
20 - GRASSHOPPER DECOMPOSITION PROCESS
21 - GRASSHOPPER DECOMPOSITION PROCESS ON SITE
22 - DIGITAL CONCEPT 1
23 - DIGITAL CONCEPT 2
24 - DIGITAL CONCEPT 3
25 - Developing a Grasshopper Denition
26 - GRASSHOPPER DECOMPOSITION LINKAGE PROCESS
27 - GRASSHOPPER DECOMPOSITION LINKAGE PROCESS ON SITE
28 - LINKAGE CONCEPT 1
29 - LINKAGE CONCEPT 2
31 - CURRENT TRAVEL PATTERN
32 - TRAFFIC CONGESTION
33 - PUBLIC TRANSPORT ACCESSIBILITY LEVELS
34 - TRANSPORTATION PLAN FOR FUTURE CHRISTCHURCH
35 - EXISTING BUS ROUTE AND RAILWAY
36 - POTENTIAL GROWTH IN THE WIDER CHRISTCHURCH
37 - POPULAR ATTRACTIONS NEAR PROPOSED SITE
38 - POPULA R TOURIST ATTRACT IONS ALONG RAILWAYS
39 - PROGRAM PROPORATIONS
40 - SITE STRATEGY
41 - PROGRAM PROPOSAL ON SITE
liqueaction
liquid, orce, material, reaction
30 - 03. Site & Programs transportation, accomondation, retails, oces
42 - 04.Schematic Design
46 - 05.Plans & Details
massings, programs and circulations
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POST EARTHQUAKE IN CHRISTCHURCH
One o the interesting aspects o the earthquakes impact
on Christchurch has been the phenomenon o liqueaction,
where soil and sand is compacted and water is orced to the
surace. There have been many reports o sand volcanoes, water
ountains and severe cracking o the ground all the result o
soil liqueaction.
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soil particle
before earthquake during earthquake after earthquake
settlement of ground
LIQUEFACTIONLiqueaction occurs when soil loses strength and behaves as a liquid during an earthquake.Loose soil compacts (increasing in density and reducing in volume) when subjected toearthquake vibration. Christchurchs soil is highly susceptible to liqueaction because
it is saturated, loose, well sorted silt and sand, or sandy gravels. Liqueaction is alsoassociated with settlement, which causes urther compaction and expulsion o liqueiedsoils through the topsoil. Peat soil beneath Christchurch did not liquey or lose strengthduring the vibration, but it is likely that it consolidated, which caused ground settlement.Soil property varies in shape, size (in both mechanical and physical properties) and inthe extent to which the void between soil particles are illed with water or air, whichcreates a multiphase o solid, air, and liquid. Soil can be classiied as either cohesive orcohesiveless: sand and gravel are cohesiveless, in other words they r esist shear orces onlyby riction. Clay and like soils are cohesive, they resist shear by both cohesion and riction.
THE LIQUEFACTION PROCESS
Air
Water
Solids Solids
Water Air
Solids
Water
Solids
Partially Saturated
Three Phase Soil
Saturated
Two Phase Soil
Dry
SOIL COMPACTION
Liqueaction induced structural damage occurred in the southern CBD and in areasadjacent to rivers. Most o the structures in the CBD that ailed due to liqueactionwere the super structures. Approximately, 1000 residential houses in Kaiapoi and
5100 houses in Dallington, Richmond, Avondale and Bexley had oundation damageor oundation settlement. This was related to the common use o heavy concreteoundation slabs, which imposed additional load dur ing the earthquake. The map oliqueaction overlaid with the swamp map rom 1850 indicates the areas o liqueacti onwere either swamp, or wetland in 1850. This correlation is reinorced by the areas boreholes, which show a layer o peat in those locations which used to be s wamps.
When the ground shakes during an earthquake the soil particles are rearranged, its soil mass compacts
and decreases in volumn. This decrease in volumn causes water to be ejected to the ground surface.
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Area of observed Liquefaction
. .
.
.I
.
.
I
Area of observed Liquefaction
Land damage rom liqueaction during the 4th September 2010 earthquake Land damage rom liqueaction during the 22nd February 2011 earthquake
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The map indicates areas of Liquefaction ground damage
potential dened for Christchurch.
High Liquefaction Potential
Areas in Christchurch rated High Liquefaction potentialmay
be aected by lateral spreading and signicance ground
subsidence that is likely to be greater than 300mm.
Moderate Liquefaction Potential
Areas in Christchurch rated High Liquefaction potentialmay
be aected by 100-300mm of ground subsidence.
Low Liquefaction Potential
Areas in Christchurch rated Low Liquefaction Potentialmay
be aected up to 100mm of ground subsidence.
High Liquefaction potential may be expected
Areas in Christchurch rated High Liquefaction potential maybe expectedare very likely to be aected by Liquefaction,
with the data that was provided at this stage it is dicult to
determine the accurate information.
Low Liquefaction potential may be expected
Areas in Christchurch rated Low Liquefaction potential may be
expectedare very unlikely to be aected by Liquefaction, with
the data that was provided at this stage it is dicult to
determine the accurate information.
No Liquefaction not predicted
Areas in Christchurch rated No Liquefaction not predictedare
areas that unlikely for Liquefaction to occur
Liquefaction Hazard
High Liquefaction potential
Moderate Liquefaction potential
Low Liquefaction potential
High Liquefaction potential may be expected
Low Liquefaction potential may be expected
No Liquefaction not predicted
Major Roads
Rivers
Christchurch City Boundary
Port Hills - No Liquefaction expected
Legends
Port Hills
Parklands
Brooklands
Belfast
SH1
PapanuiAirport
SH1
SH1 Hornby
SH73
Avon-HeathcoteEstuary
Ferrymead
LinwoodRiccarton
Wainoni
Waimakariri
River
Waim
akaririRiv
erN
8km6420
Scale: 1:100,000
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T h i nf r m i n i c i n h i m h n r if r m num r u urc . I m n c m l , c r r cr u . T hi m i l ic n L n c r rchn n " i " n " i l l " i n i h u n
r r n f n ki n , ih r r r i m li .
L n c r rch h ll n li l n n l l ii ncl u in i h u l imi i n n l i n c n r l
clu ll li i li f r l r m h r nh n r c u u r f hi m .
n r r h imi .i n n r r i mm n ri i n ri i r k . i n .
m r r m T . r n ri h r .
-1.0 --
-1.0 -- -0.5
-0.5 -- -0.4
-0.4 -- -0.3
-0.3 -- -0.2
-0.2 -- -0.1
-0.1 -- 0.1
0.1 -- 0.2
0.2 -- 0.3
0.3 -- 0.4
0.4 -- 0.5
0.5 -- 1
1.0 -- 1.5
1.5+
Legend
Elevation Change (m)
20km151050
Scale:1:500,000
Ground/Soil Surface Elevation ChangeData was collected for post 22nd February 2011 Christchurch Earthquake to
determine the ground surface change. Signicant ground and soil surface elevation
changes are identied, areas where there is a high risk of liquefaction the ground
surface is settles as areas where liquefaction is unlikely to occur, its land rises due to
lateral forces.
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densied sand
dense soil
loose sand
dense soil
before earthquake after earthquake
dense soil
before earthquake
dense soil
densied sandloose sand
after earthquake
pipe line
dense soil
densied sand
dense soil
loose sand
before earthquake after earthquake
SINKING AND TILTING OF BUILDING
DAMAGE TO PIPES AND TANKS
COLLAPSE OF ROAD OR RAIL EMBANKMENT
DAMAGE MAY OCCUR TO STRUCTURES IN AREAS THAT
LIQUEFY
Loss o soil strength can cause large buildings and other structures to sink into the ground, tilt,
topple over or partly collapse. Where there is dierential subsidence, oundation o small buildings
may crack and settle, causing deormation o the structure and cracking o walls.
Buried structures such as large pipes, tanks and manholes can become buoyant and foat to the
ground surace. Pipes are likely to be damaged. Other buried services are oten damaged at the
transition rom a liqueed soil into a non-liqueued soil.
Deep oundations such as bridg e piers can break where there area alternating layers o liqueed
soils. Approaches to bridges and stopbanks are particularly vulnerable. Roads, railway tracks and
other structures built on ll can be damaged
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WHAT CAN BE DONE TO REDUCE THE IMPACT OF LIQUEFACTION
There are three main ways to reduce the eects o liqueaction - by stabilising the ground, by specic oundationdesign or by strengthening structures to resist predicted ground movements.
There are various methods available to stabilise a soil. These methods generally increase the density o the soil
thereby increasing the resistance o the soilto liqueaction. Most o the methods are expensive and would be
uneconomic or residential structures.
De-watering (drainage) and byttressing o lateral spread zones are the ground s tabilisation techniques.
Specic oundation designs reduce the likelihood o damage to the oundation and deormation o the structure.
Stronger oundations, deep piles and piling to non-liqueable soil layers are the more common methods used to
reduce the eect o liqueaction on struc tures.
EXCAVATION AND REPLACEMENT: Uncompacted and unsuitable soil
material is removed and replaced with a compacted structure ll. This
method is resitricted to depths o about 4 to 6m. To achieve adequate
compaction o the hill, the water table may need to be lowered
temporarily
VIBRO-COMPACTION: A large vibrator is jetted into the ground
at regular spacings across a site. The vibrations liquey the soil,
orming a more dense soil structure that is less likely to liquey during
earthquakes.
COMPACTION:Compaction o the soil is achieved by repeately
dropping a heavy weight (about 15 to 35 tonnes) rom a height o 15
to 25m at regular spacings across a site. Large vubrations are created
by this method. Soils to a depth o about 2m can be compacted by a
heavy roller. Dropping a heavy weight or using a heavy roller may be
economic or resiential development.
STONE COLUMNS: A steel casing is driven into the ground using a
vibrator. The casing is then lled with gravel and compacted while
withdrawing the casing. The vibrations which are generated densiy
the soil and the stone columns also reinorce the soil mass.
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02. Formal Investigationliquid, orce, material, reaction
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PHYSICAL EXPERIMENT - POLYSTYRENE
AND ACIDTONE
For the ormal investigation, I took on the principal o liqueaction and
applying its principal o distribution in a physical experiment with
ploystyrene and acidtone. Images are resulted rom a Macro-scale
experiment and later will move into its micro-scale reaction and its
behaviour.
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Following the polystrene pattern to generate an idea o its reaction. Veronoi was used to generate the smiliar reaction.PHYSICAL EXPERIMENT - CONCEPT ONE
Nodes
Veronois
Form
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PHYSICAL EXPERIMENT - MICRO SCALE 2Capturing the logic o decomposition o acidtone on polystyrene.
-50% WATER-50& ACIDTONE
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Grasshopper decompositon process on site
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DIGITAL CONCEPT 1Using grasshopper to apply the same principal in my physical experiment to generate digital concepts
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DIGITAL CONCEPT 2Using grasshopper to apply the same principal in my physical experiment to generate digital concepts
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DIGITAL CONCEPT 3Using grasshopper to apply the same principal in my physical experiment to generate digital concepts
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Developing a Grasshopper defnition to defne the logic o my physical experiment in a larger scale. As shown in the physicalexperiment that when the acidtone molecules touches the micro scale air polystyrene balls it starts to decompose and linkingto the nearest neighbour to create a stronger linkage. Each o the nodes in the grasshopper defnition is considered as each othe molecule rom the acidtone, when the nodes are touched on the surace o the grid we can determine the area o decompo-sition.
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Grasshopper decompositon process on site
Developing a Grasshopper Denition
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LINKAGE CONCEPT 1
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03. Site & Programstransportation, accomondation, retail, oce
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Private vehicles 72%
Public transport 4%
Walking & cycling 24%
Less than 2km 40%
3km - 5km 28%
5km plus 32%
Work trips 37%
Social trips 31%
Shopping & personal trips 32%
Single occupant 95%
2+ occupants 5%
The use of the private vehicles is the dominant travel option in
Christchurch 72% of all trips in 2009. Walking and cycling make
up 24% of all trips with public transport 3% of all trips.
Types of distance driven by the 72% pr ivate vehicle trips
Types of uses of the 72% private vehicle tripsOccupants in vechicle while driving to work of the 72%
private vehicle trips
Christchurch has developed as a lower density, radial city, with many
communities having only 10 housholds per hectare. This type and
orm o land use development has significant impacts on the transport
system. A compact urban orm should be developed in the uture
Christchurch rebuild. Dispersed land use p atterns are typically linked
with high levels o vehicle ownership/use or vehicle dependence,
while compact land use is more commonly linked with lower levelso car ownership/use and higher levels o active transport and public
transport patronage. Trips that are less than 2km by private vehicles are
ideal or walking and journeys o 2-5km ideal or cycling. With journeys
that are 5km more are ideal or publi c transport unless residents are
in rural areas. At the moment public transport in Christchurch is only
used 4% with the majority o the trips being used by private vehicles
at 72%. In order to reduce trac congestions, we need to develop a
Current travel patterns
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Trac is no longer ree-fowing, with increasing delays
Trac fow is nearly at capacity and conditions unstable-potential or large delays
Trac demand exceeds capacity, very large d elays
Private vehicle trips are growing at one per cent a year and reight trips at twice this rate. I cur rent trends continue, by
2041 there could be a 30 per cent growth in the volume o trac compared with the current levels. This will put pressureon the same areas o the network and result in delays similar to or worse than those experienced ater the February 2011
earthquake. As areas o the city are rebuilt and trac is diverted, more congestion is expected. Reducing congestion can
provide a range o benefi ts, in particular savings in travel times and a reduction in vehicle operating costs. This will assist
the economy to recover and unction more eciently and help achieve economic growth and improved productivity.
Trafc congestion
2011 2041
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Excellent
Major Roads
Very Good
Good
Moderate
Poor
Very Poor
PUBLIC TRANSPORT ACCESSIBILITY LEVELSChristchurch is a large city located in the South Island o New Zealand. It has
a population o about 300,000. This map shows the spatial variation in Public
Transport Accessiblity Levels (PTAL) within the city o Christchurch, New Zealand.
PTAL is a measure o the accessibility to the public transport network.
The model uses bus stop locations, bus routes, bus timetables, bus reliability,
walking speed, and a very detailed walking network model in order to calculate
the PTAL score. PTAL values were calculated across the entire city based on a
100-by-100-meter g rid.
The public transport accessibility level within the CBD area is at excellent level
this is because that the schedule is much more reliable, but the level gets poorer
as it moves out into the outter suburbs.
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A transportation plan that
allows Chrstchurch to scale to
a million or 2 million people
How does it address the changes in
how people live?
How does it address how people
move around the city eortlessly?
Transportation, the most importatnt
part for cities to function
How people move around cities
drastically eects design of build-
ings, where people live and uses of
those building
Plan the city by placing residents as
the most important party, and the
developers, investors, and business
will follow
Fewer cars
Aordable public transport
Cycling
Parkings
Seperate cycle lanes
Rail-trains
Ecofriendly pedestrains
Transportation plan for Future Christchurch
Attractive and ecient public transport corridors to
enable journey reliability on core routes and provide
good connectivity with key destinations and other
modes
Attractive streetscapes for walking, improving safety
and reducing conict with all other modes
Attractive cycling network, improving safety,
connectivity, visibility and reduing conict with all
other modes
Core Route: Provides for high patronage and high frequency
services connecting key activity centres with local services.
Connection Points: Located where there is the ability to safely
and eciently transfer between core and local ser vices.
Connection points are located to enable easy transition to
other modes and provide quality infrastructure.
Central City: provides for the highest pedestrian d emand. Good
pedestrian connections, following desire lines, to surrounding
areas within a 20 min walk.
Centres: Provide good pedestrian access in areas of high
pedestrian demand, especially in key activity centres and
other commercial and retail centres. Good pedestrian
connections, following desire lines to surrounding areas
within a 10 min walk.
Safe routes: Within 15 min walk to schools and other key
destinations to achieve high level of safety and amenity.
Recreational route: O road or quiet routes of recreational
value, linking key destinations and recreational areas.
Major Cycle Routes: High demand cycle routes providing direct
connections to urban centres, where possible following desire
lines from residential areas. Mainly separated from other
modes.
Local Cycle Routes: Provide local cycle connections to major cycle
routes and within a 15 min ride to schools, and key destinations
(community centres, parks, recreational routes). Local cycle routes
often on qu ieter streets, with greater emphasis on speed
management, signage, safety and improving cycle
lane connectivity.
Local Cycle Routes: Provide local cycle connections to major
cycle routes and within a 15 min ride to schools, and key
destinations (community centres, parks, recreational routes).
Local cycle routes often on quieter streets, with greater
emphasis on speed management, signage, safety andimproving cycle lane connectivity.
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Bus Route
Railway track
Railway station
Suitable site or
Transportation hub
A suitable site or a transportation hub or uture Christchurch is discovered
on the boundary o the Central Business District. This is a suitable site
beacuse it provides two possible transportation system, the Railway way
which provides great opportunity or the development o Christchurch,as
well as providing a good location or a bus interchange hub.
The railway becomes the core transport system. It will also infuence the
growth o the city in the wider Christchurch distract.
Existing Bus routes and Railway track
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There is a huge potential or the uture development o Christchurch with the railways. A
healthy city is determined on its transportation. Incorporating and developing the train
system or uture Christchurch will cater the needs or the growth o wider Christchurch
in the uture. Property d amaged rom the earthquakes had resulted in many households
and businesses relocating to wider areas o Christchurch, particularlt the north-western
and south western region. The railways will eventually become the key to urban sprawl in
Christchurch.
PROTENTIAL GROWTH IN WIDER CHRISTCHURCH
IN THE FUTURE
Protential Busin
Protential Resid
Railway
State highway
Christchurch and
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POPULAR TOURIST ATTRACTIONS ALONG
RAILWAYSTwo o the worlds popular Scenic Journeys starts rom the heart o
Christchurch. Transalpine is truly one o the worlds great scenic train trips
through the dramatic contrast o dry beech orests and tussock land on one
side o the Alps and lush green landscapes on the other. From Christchurch,
cross the patchwork armland o the Canterbury plains, ollow the
Waimakariri river, climbing into alpine scenery on a series o spectacular
viaducts. Then, ater stopping at Arthurs Pass, emerge rom the long Otira
Tunnel and descend through sub tropical rain orest past beautiul Lake
Brunner and on to Greymouth.
The Costal Pacic is a memorable journey between Christchurch and Picton
stops at Blenheim and the renowned whale watching town o Kaikoura.
Along 98 kilometres o ruggedly beautiul coastline youll get astonishingly
close to the surging Pacic Ocean and s teeply rising Kaikoura Ranges. Youll
also travel through beautiul wine growing regions, across broad, braidedrivers and the rich patchwork arming landscape o the Canterbury Plains.
Both o the Scenic Journey starts or ends at the Christchurch Trainstation,
it is known to be the most scenic train trip anywhere in the world which
attracts average o tourists when they visit Christchurch. Thereore or
my proposal, it will not just be a transportation hub, but also i ncluding
Accomindations with Retails and oces to cater the needs o tourists.
Other popular attractions along the railway are argriculture elds and
braided rivers towards the south o Christchurch and Skiing elds such as
Porters ski area locates along the Transalpine rail.
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50,000m2
40%
10%
10%
40%
Total site area Program proportions
Green spaces
Oces
Accomondations
Transportations and Retails
PROGRAM PROPORATIONS
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TRANSPORTATION
ACCOMONDATION
RETAILS
OFFICESPROGRAM PROPOSAL ON SITE
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04.Schematic Designmassings, programs and circulations
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SITE
TRANSPORTATION
ACCOMONDATION
RETAILS
OFFICES
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FORMAL PROCESS
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N
MAXIMUM SUNLIGHT
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05.Plans & Details
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TRANSPORTATION
ACCOMONDATION
RETAILS
OFFICES
BIKE HUBTRAIN STATION
BUS INTERCHANGE
HOLIDAY BUSES
LINK BUSES
HIRING BIKES OUT,USERS
CANUSEBIKES TO CONNECT
THECITY
A
B
A
B
FINAL PROGRAM ON SITE
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Train station Bike hub
Retails Retails
Plaza Hagley Park
Train station
Retails
Retails
Accomondations
PlazaRetailsBuses
oces
PROGRAM IN SECTION
Section AA
Section BB
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PLANS - GROUND FLOOR AND FIRST FLOOR
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PLANS FLOOR 2 & 3
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D - 240 x 36mm Pipe
Ring Beam - 457 x 191mm
Custom cast to t crosspipe structure
Pipe glued to cast
Steel plate
D - 240 x 36mm Pipe
Ring Beam - 457 x 191mm
Buble decks steelreinforcement
Steel girder Custom cast to t crosspipe structure
Pipe glued to cast
Steel plate
JUNCTION DETAIL
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52EXPLODED VIEW
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CORE - VISUAL CONNECTION
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