Trinity Buoy Wharf

Previously established as a wooden buoy construction and maintenance site in 1803, which served much of the east coast of the UK. The site is now a vibrant mixed use area with a focus on creative workspaces

Photo of the site taken in 1869, showing full operation of the factory buildings. Industry remained in operation here throughout the 19th and 20th centuries and the site became unused and eventually derelict in 1988, when it was purchased by the London Docklands Development Corporation (LDDC)

The site has been managed by Urban Space Management Ltd since 1998. It has been transformed into a mixed use development with a specific focus on the creative sector. Unique workspaces have been provided for this industry to flourish in, some of which are in the form of ex shipment container stacks as seen above

Home to a thriving community of over 500 people across industries such as art, music production, and other design based firms. Also home to Faraday primary school, a restaurant, and a café. There is a total of 40,000 sq ft of new innovative and sustainable working spaces all with low rents, with a mixture of offices, workshops, and other studios

What are the transferable lessons from Trinity Buoy Wharf and how might this impact our vision?

It is evident that one of the main successes of Trinity Buoy Wharf is the unique infrastructure that has been used for the various workspaces. These workspaces have attracted a wide range of individuals and businesses into the area, from many different backgrounds of work, consequently contributing to a positive sense of place, enhanced further by community activities and events that are regularly happening at the Wharf. The utilisation of previously used industrial features such as the containers, and refurbishment of factory buildings also ensures aspects of environmental sustainability is being upheld. It is therefore evident that the vision for our planned development must include features that give the site a unique stand out point, which may be most easily achieved through making appropriate use of the existing listed buildings (Dock Managers and Central Buffet building), due to the historical and local importance of them.

Java-eiland Amsterdam

Narrow peninsula in the Eastern Harbour District of Amsterdam constructed in 1900 for the mooring of large industrial ships, however since then, the land became derelict and the site was transformed into a mostly residential development

Throughout the late 1900s, all port activities within Amsterdam shifted westward, and the harbour land that was used at Java-eiland became unused. The new development on this site was completed in 1995 and consists of mostly residential dwellings with a small mix of other land uses as will be highlighted further

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The development also integrates seamlessly with the surroundings as it follows the same pattern of the inner-city's historic cordon of canals and cycle ways. This provision of the blue network features also improve the accessibility of the site, as it allows for residents and visitors to travel by alternative methods other than road going vehicles

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There were many architects and artists that worked within each block on the site, leading to unique and stylish design of the building facades. This positively contributes to the sense of place directly through improving visual aesthetics generally. Any shops or restaurants are located on the ground floors in order to activate any potential dead spaces

What are the transferable lessons from Java-eiland and how might this impact our vision?

The main success of the Java-eiland development that should be transferable to the Docklands is the activation of ground floors on blocks facing public open space. A current issue within the Royal Albert Dock site is the apparent 'dead' zone of activity outside each of the office buildings. This is a crucial issue to fix as an active ground floor is crucial for many reasons such as creating an inviting and exciting environment in daylight hours, in order to contribute to a positive sense of place. The benefits bought by the creation of more canals through Java-eiland also seem applicable as not only do they insure integration with the surroundings but they also provide further options for methods of sustainable transport. Accessibility to the RAD site and sustainable transport routes (specifically cycling and walking) through it are limited currently and this should be something that aids to guide the vision.