Portfolio 2014- Urban Research : Marseille Port

THE LIQUID COURTYARD RETHINKING THE CITY OF MARSEILLE THROUGH ITS CONTROL, OCCUPATION AND SEPARATION

CHOU-TA TSAI

The BaRTleTT SchOOl OF ARchitectURe MaRch URban Design 2013-2014 UD1|RC15 TUTORs: PlaTOn Issaias, Camila SOTOmayOR

MArch Urban Design UDI: The Project for the Mediterranean Comprising 25 nation states, 13 language groups, and almost half a billion people, the Mediterranean defines the encounter between Africa, Europe and Asia. Its shores are caught by two fundamental and ongoing transformations: the Arab Spring and the financial crisis. At the same time, the Mediterranean Sea has become the most highly policed waterway on earth as the European Union attempts to insulate itself from flows of migrants from Africa and Asia. Add to this the unprecedented levels of diaspora and conflict in the Levant and there is no other space with more at stake in terms of coexistence between human beings and with their natural environment. Furthermore, in a number of different ways the Mediterranean manifests the problem of the ‘weak state’, whether through financial crisis, corporate dominance, institutional failure or military rule. Simultaneously then, a number of new non- and extra-governmental polities are emerging, raising important questions to do with citizenship, belonging and the idea of a public. These mutations, while placing new constraints on urban transformation, also open new spaces of financial investment evidenced by opportunistic flows of capital, especially from the Persian Gulf and resource revenues from the North of Africa.

Beginning in September 2012 and concluding in September 2015, ‘The Project for the Mediterranean’ consists of three one-year design studios with an accompanying public calendar of symposia, conferences, lectures and roundtables. The project aims to build a community of academic, professional and public interest around the agency of design and its role in transforming the future of this region.

Adrian Lahoud

RC15: Monsters of the Subsoil/Ruins in Reverse The cluster investigates exemplary urban spaces in relation to traces of human activity and forms of production. The scales of intervention expand from the territorial space of logistics, military/police operations and resource management, to the smallest scale of the dwelling and the individual room. Issues such as the commodification of culture, monopoly rents, regional antagonism, locality, cultural forms, geopolitical domination, military conflicts and ultimately ideology and competition in a global scale acquire a paradigmatic value in the context of the Mediterranean territory. The cultural and political history of the Mediterranean necessitates a discussion that expands into a complex urban matter, a spatial material to be studied, mapped and drawn in a forensic, operational section.

We understand this type of section as a device that unveils the deep structure of the city and the given spatial/architectural environment. The purpose of this understanding is not to proceed to a mere managerial treatment of quantities, commodities and values, but on the contrary, to move beyond it in an operative way. We aim to re-think the elements that govern space in the first place and to intervene within their very organisational patterns. Moreover, if the city is recently understood in a series of horizontal layers or fields, and not as a political organisation with multiple, three-dimensional apparatuses of control, it is precisely the vertical cut that interrupts spatially and temporally the passivity of these seemingly smooth, homogeneous spaces. The section allows us to grasp the complexity of these parallel operations and to unveil how these are ultimately interconnected. Forms of occupation, modes of production, organisation of everyday life, habitual patterns, things we produce individually or in collaboration, our entire bios and zoe are not only traceable, but always managed and control in this vertical, almost invisible plane.

We are proposing to operate precisely within this complex stratum. In the case of the Mediterranean context, the phenomenon of global and regional tourism, the distortion of historic narratives and the construction of national/regional identities collapse within vestigial spaces, ruins, archaeological trenches, highly secured ports and waters, militarized zones, refugee camps, “hospitality� centres and regenerated historic districts. Art and knowledge industries, the re-structuring of traditional/ historic forms of production under the pressure of global economies of scale, the precarity of contemporary forms of life and, ultimately, the very representation of the city and its matter become the foundation of our approach and our quest within the Mediterranean. What we aim for is an understanding of this territory through a sectional complexity, within which space (architectural and urban) mediates an existential conflict.

Tutors: Platon Issaias, Camila E. Sotomayor

ABSTRACT

With the urban development, cities need to operate through and require sufficient infrastructure. In this case, there are more and more boundaries and borders built in cities separating urban spaces, like infrastructural facilities : transportation system and industrial construction. These constructs became more visible but less accessible for pedestrians. They are important to keep the city operating well, but they created an enclosed atmosphere within the city to its exterior space and were always treated as an accessory to cities without serious consideration and regulation of urban and spatial issues. On the other hand, boundaries also formed by the legal borders or regions, countries or nations are used to define edges, separating two entities, and interrupting flows such as human migrations and ecosystems. Also, they provided essential functions of structure to the city and at the same time an identity for people recognizing urban spaces. The most interesting aspect is that they are elements with the function of transporting and connecting, but produce division in urban patterns. Furthermore, the idea of boundaries and borders are multidimensional elements in urban space - from the national scale like national border control to the urban scale like airport and seaport. But they are usually used in a negative signification, because they often promote being linked to international positions like marginalization and exclusion and being formed as a barrier or a fence.

With the above-mentioned issue, my project is trying to open the discussion of the relation between sea and land and bring a new approach to urban design by looking at the port from a sea perspective, from a deep maritime knowledge, where we want to claim the port and the shoreline as an interactive space for design in all its complexity, tension of scales and implications. Furthermore, observing the spatial conditions of border area - ferries terminal between Marseille and its seaport, the ferry terminal is an important political apparatus of security control for the city of Marseille. Although these political devices not only form a hinterland between city and seaport but they possess more complicated effects upon the city politically and economically. The violent and traumatic encounter and negotiation of limits also impact on the relationship between city of Marseille and its seaport. This shows that the main issue with the port’s ferry terminal of Marseille– the paradox of its multi-meanings of separation, connection and security control. Through different perspectives from immigrants, tourists and local people in Marseille, then using the concept of the liquid courtyard to deal with the issue of border area.

CONTENTS

1. Introduction : Marseille 12

1.1. The Position of Marseille

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1.2. The Development of Port of Marseille

2. Uncovering the Territorial Complexity of Marseille 21

2.1. Scale as Tools of Measurement

3. Port as a Device of Control: An Understanding of Cruise and Ferry Terminal in Marseille 40

3.1. Cruise Terminal : Tourists

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3.2. Ferry Terminal : The Flows of Immigrant

4. A New Edge of City of Marseille : The Ferry Terminal as the Border Zone of Control 55

4.1. Transport Infrastructure : Connection but Separation

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4.2. Befroe : Boundary and Border are Control and Protection

5. Border Area in Ferry Terminal : An Understanding of Conflict through its Working Processes 73

5.1. Multi-working Processes in Ferry Terminal

6. Terminal Reform : The Liquid Courtyard 99

6.1. Study : YOKOHAMA Ferry Terminal

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6.2. Design concept : Open up the Border Area

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6.3. Design concept : The Circulation System from Global to Local Scale

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6.4. Design proposal : The Liquid Courtyard

CONTENTS

Appendix 141

B. History and Theory: Essay and Archive C1. Other Exercises and Workshops

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Exercise 01: Institutions, Cities, Events and Urban Operations

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Exercise 02: Workshop on Representation 1

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Exercise 03: Workshop on Representation 2 C2. London Workshop

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Exercise 01: London Transits

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Exercise 02: Neighbourhood Analysis

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Exercise 03: A Design Intervention

INTRODUCTION MARSEILLE

1.1 The pOSiTiOn OF mARseille In the case of the Mediterranean context, the phenomenon

gateway of transiting people and goods. Up to now, the port of

of global and regional tourism and transport network and the

Marseille is still one of major commercial and industrial ports

construction of national/regional identities collapse within the

in the Mediterranean for cargos and passengers and also has

remnant of spaces perceivably. Issues such as the regional

a very significant position in the world global exchange. At the

contradistinction, control and division of national border, geo-

Social level, duo to its location in the Mediterranean, Marseille

political dominance and finally the violent and traumatic colli-

has a very complex social network, attracting many immigrants

sion and negotiation of limits in form as well as in effects with

and made Marseille to be a cosmopolitan melting pot , unlike

land on a larger complex assemblage of the Mediterranean

other major French cities like Paris or Lyon. The city of Mar-

territory. Most importantly, the cultural and political history of

seille served the ferries function of the port terminal allowed

the Mediterranean necessitates a discussion that expands

different nationalities of immigrants to move in France through

into a complex urban matter, so a spatial material that should

the threshold of the port.

be studied. The products of the politics and economy of city should have to be treated as spatial elements of the complex mechanism that systematize our cities in a spatial and tempo-

Consequently, the aim of this portfolio is trying to focus on the

ral way ; moreover, to move beyond it into an operational meth-

large urban space that is the seaport in Marseille where I want

od. Aiming to re-think the elements that conduct spaces on the

to open the discussion of the relationship between sea and

territory and to intervene within regulative patterns.

land, and bring a new approach for port terminal by looking at the port of Marseille from the sea perspective unlike before, from a deep maritime knowledge, where I want to claim that

Furthermore, with the national states all around the world are

the port and the shoreline as an interactive space for design

increasingly unable to regulate transportation of population

in all its complexity, tension of scales and implications. To see

and goods, and it can be seen that everything has become

how these political, economical and colonial policies form the

de-centered and de-territorialized in term of scale. Marseille,

dramatic and violent devices and processes to effect the urban

France, shows itself as a specific location of complexity re-

development in Marseille. Furthermore, I will claim my position

search in the Mediterranean. From the perspective of location,

about tackling with the ferries terminal in port of Marseille as an

economy and social status of Marseille. Throughout its history

input-output device in exploring the possibility of a transporta-

and territorial setting, the city of Marseille expended with devel-

tion infrastructure that could operate less as a gate or a border

opment of its harbor. The old port of Marseille further formed

but more as a land of movements and to be a part of public - “

a high density of city center. Moreover, the evolution of eco-

The liquid courtyard “.

nomical and physical relations have modify the shape of the port, also the shape of the city. Since Marseille is located as a crossroad in the Mediterranean. Its port always treated as a

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Fig.1 : Global ship route network

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Introduction : Marseille

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Fig.2 : The port of Joliette next to the city of Marseille

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Introduction : Marseille

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1.2 The dEVELOPMENT OF PORT OF mARSEILLE Now, we live in a globally connected world, where capitalist

But we have to put that expansion back in context of cer-

orders and neoliberal regimes of power have established their

tain pressures. In the 60’s, the port of Marseille is saturated

realities, and the seaports become an important apparatus of

because of the presence of the mountains to the north and is

control of movement of the capitalist production that is con-

congested to the south by the old city. In the 60s the need for

stantly produced and distributed. Within these contexts nation

a new expansion is strongly link to the economy in Marseille

states all around the world are increasingly unable to regulate

that was growing had to be transformed with the end of the war

this and we see that everything has become decentred and

with Algeria. The new port needed to respond to an inflated

de-territorialized in terms of process, scale, location, decision

economic bubble, but also needed to be a demonstration of

making. And in order to ensure the local is more competitive

the French supremacy. This shows us the violent tensions be-

in the global economy. We are now designing at a time where

tween of the political colonial war and the landscape itself, from

a shift from local government to a rather local governance is

this event the landscape becomes a matter to manufacture su-

underway and its effort goes to compete for increasingly glob-

premacy.

al and mobile investment capital coming from all around this network. For that the local state has transferred many of its power and duties to a modern complex network of new local, national, and supranational entities.

In the case of Marseille, throughout the history we have seen that specialisation was the solution to stay efficient and to compete globally. This for Marseille was about a port evolving around its harbour than along the coast to the north and finally moving the major part of its infrastructures and industries further away. So today the port of Marseille-Fos is one decentred entities with supranational impacts and it is constrain within a certain physical, political, historical, and economical settings. history shows us how the evolution of economic, political and physical relations have modify the shape of the port, and so the shape of the city. Historically the physical landscape of the port has also dramatically changed with the shoreline. First by Fig.3 : The port of Marseille configuration during from the antiquity - renaissance - industrial revolution to present time

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extension into the sea and then the sea was actually dredged into the land.

Introduction : Marseille

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UNCOVERing the teRRITORIal cOmplexITy OF mARSEILLE

2.1 SCALES AS TOOLS OF MEASUREMENT The territorial entity of the “Port autonome de Marseille-Fos�,

Fig.4 : Three different scales as tools of measurement

where in Marseille we want to open a larger Mediterranean dis-

- 1. longitude latitude used by ships on sea - 2. Port scale is defined by a grid system within the same proportion of the manmade basin of the port of Marseille Fos - 3. A grid system of approximate size to the dimension of typical ferry boats

cussion on the relation between sea and land and bring a new vision to urban design by looking at the port from a sea perspective anchored in a deep maritime knowledge, where we want to claim the port, the shoreline and the sea, first as an urban landscape where violent and traumatic collision happens but furthermore as a relevant space for design in all its complexity, tensions of scales and implications within the larger complex assemblage of the Mediterranean to the global world.

Today we are designing in a globalized world, within which capitalist orders and neo liberal regimes have establish their reality - and where the port becomes an important apparatus of control of this productive movement. We see that shipping has become decentered and deterritorialized in all terms, competing for increasingly global and mobile investments. Where ports have become standardized and juggle in competition between local realities and global needs. Therefore, to grasp this complexity we established three different scales, as tools of measurement to frame at different resolution, three territorial units of operation in the port of Marseille.

1.The longitude latitude to look at the whole of the entity on the Port of Marseille 2.Then the man made basin of Fos to look at the port and industrial area of Fos 3. And finally the boats themselves to look at the industrial and passenger areas of La Joliette

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image notes

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Title of chapter

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Title of chapter

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Title of chapter

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Transport infrastructure 28

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Agglomaration and administrative division 30

Title of chapter

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Ecological zones 32

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Conservation zones 34

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Birds protection zones 36

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The complexity zones of regulation in ocean 38

Title of chapter

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PORT AS A DEVICE OF CONTROL AN UNDERSTANDING OF cRUISE AND FERRY TERMINAL IN mARSEILLE

3.1 CRUISE TERMINAL : TOURISTS Since the 1970s tourism as become increasingly affordable,

borders, labour and migration is rooted in a history of travel, in-

and the number of international tourists has more than dou-

tellectual engagement, and political activism that have deeply

bled. And this expansion of a new economy has required the

influenced our work and lives� (Mezzadra and Neilson, 2013,

port to adapt its distribution of activities and its infrastructure.

pp-10). In the 60s the need for a new expansion is strongly

Because the size of cruise ships is getting bigger for the same

linked to the growing economy of Marseille transformed the

reason of the container ship, where tourism is been standard-

city with the end of the war with Algeria. This shows that the vi-

ized. Actually cruise ships travel in a closed circuit that allows

olent implication of the colonial war on the landscape because

them to go from one city to the other within short stops. This

before where the port activities had always been strongly

closed circuit process as establish the port of Marseille as one

linked to the exploitation of the colonies. The new port needed

of the growing cruise starting point in the Mediterranean but

to respond to an inflated economic bubble of large immigration

also as integrated a new tension of borders and control pro-

coming from Algeria, but also needed to be a message of the

cesses to access to the sea and the city. In parallel to tourism,

maintaining of French supremacy, now at least economically in

since the 1900s until now, the ferry function of the port allowed

the Mediterranean.

different nationalities of immigrants to move in France through this threshold. Marseille holds a specific relation in term of immigration, Since a major part of it comes from the old colonies

3.2 FERRY TERMINAL : THE FLOW OF IMMIGRANT

in North Africa, the port as many ferry routes offering a continuous and direct link between the 2 sides of the Mediterranean

As the largest seaport of France, Marseille has always seen

for individuals or families still holding relatives or business on

as a melting pot of culture and people. Its location makes it

both sides. So even if French colonialism is over, we can still

became a gateway to the Mediterranean, North Africa, and the

see trace of it in the trajectory of these ships.

Middle East. Throughout its history the city of Marseille has aggregated serial flows of immigrants from Italy, Spain, Greece,

The phenomenon of immigration in France, Marseille, has

Turkey and North Africa in eighteenth centuries to nineteenth

been powerfully impacted on the present city by the legacy

centuries resulted in a labor shortage. This position of immi-

of colonialism of previous centuries as well as the deep tra-

gration in France has been strongly influenced by the policy of

dition of hiring foreign labors. On the whole, there has been

colonialism of previous centuries and the tradition of employ-

a stable increase number of immigration over the last centu-

ing foreign labors for the development of industrialization. Be-

ry, and this experience has had a significant influence on the

sides, in 1962, when the Algerian war ended, there were many

society of Marseille. Although immigration has been treated

people who were French settlers and pro-French Algerians

as a successful legacy in economic terms, in the past sever-

moved to Marseille because of the process of decolonization

al decades it has increasingly been regarded as the starting

and the war of liberation. After the economic crisis in early

point of social issues. As Mezzadra and Neilson said, “Issue of

1970s, France stopped all the policy of employment for foreign

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Atlantic Ocean

France

Marseille Italy Corsica

Portugal Spain

Western Med

Sardinia

Alicante

Alger

Bejaia

Skikda

Annaba

Tunis

Oran

Morocco Algeria

Fig.5 : Cruise passengers in Mediterranean Source : The global Cruise port system, available at https://people.hofstra.edu/geotrans/eng/ch7en/appl7en/global_cruise_port_system.html, accessed by 12/02/2014.

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Port as a Device of Control : An Understanding of Ferry and Cruise Terminal in Marseille

Tunisia

Black Sea

Adriatic

Greece

Southern Mediterranean

Eastern Med

More than 1 million

500,000 to 1 million 250,000 to 500,000 100,000 to 250,000 10,000 to 100,000

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Fig.6 : Boardign processes of Cruise passengers Source : Marseille Fos, available at http://www.marseille-port.fr/fr/Accueil/, accessed by 15/03/2014.

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Port as a Device of Control : An Understanding of Ferry and Cruise Terminal in Marseille

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labor. However, this tactics didn’t decrease in immigration. On

facilities and equipments to accommodate the transportation

the contrary, many original immigrants tried to settle in France

system. The port terminals should be the points of interchange

and brought their families to join them. Therefore, reunification

in the location where city meets the sea and the port opera-

of household has become another most significant problem

tions which need to insure a continuity of the flows with hubs

and issue of immigration. Because of its topography, the whole

connecting parts of the network.. However, there are also other

city of Marseille was enclosed by the seaport and mountains.

very important points of transfer between different terminals.

Marseille didn’t have enough spaces to build a “banlieue” which

Buses and cars deliver people to the seaports, trucks transfer

is a suburb of a large city with several autonomous administra-

the cargos to rail systems, and rail brings cargos to the docks

tive districts like Paris. Thus, people in Marseille were forced

for loading on the ships. One of the main attributes of transport

to gather in the same area with cultural and social conflicts.

terminals is their function of interchange connection from glob-

Put differently, Marseille is a city which gathering multi-cultures

al scale to regional and local scale. The international terminal

but dissension with each race with social and cultural tensions.

in port of Marseille can be divided into two parts. Firstly, the

Because Marseille is lack of appropriate regulations on immi-

international cruise terminal. Cruise traveling is a closed and

grants, the city is now facing with the serious economic and

privatized process that allows tourists moving from one city to

social problems of immigrant population that suffers from in-

the others with short stop in order to come back to the same

creasingly high rate of unemployment and crime. On the other

point with easy-going process of border customs if people

hand, in the port of Marseille, the constitution of border control

come from European Union or members of Schengen Visa.

space is actually complex and has different dimensions. The

Since the 1970s tourism has become increasingly affordable in

device of security control such as fences and walls, which were

developed economies, and the number of international tourists

built to keep border zone safety and to divide different parallel

has more than doubled. The expansion of international tour-

circulation levels for easier to control. Firstly, the metal walls

ism has a large impact on the transformation of the activities

separated line between sidewalk and border area. Secondly,

within the port. This closed circuit process established the port

if examining closely, there are more fences inside the border

of Marseille as one of the major cruise starting point in Medi-

area, which were formed by the checked processes of vehicle

terranean.

and cargo shifting circulation. Therefore, it can be seen that these straight and absolute walls were regarded as the spatial character of movement of vehicle in order to divide the way of departure and arrival of cars and cargos. The international Fig.7 : Boardign processes of international passegers Source : Jean-Pierre Laffont, available at http:// jplaffont.photoshelter.com/gallery/IMMIGRATION-MARSEILLE/G00000PC.n.nNP5c/, accessed by 20/03/2014.

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terminal in the port where the cargos and passengers either starts, terminates, or is handled in the transportation process.

Terminals are central and intermediate locations in the movements of passengers and cargos. They often require specific

Port as a Device of Control : An Understanding of Ferry and Cruise Terminal in Marseille

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Atlantic Ocean

France

Marseille Italy Corsica

Portugal Spain

Western Med

Sardinia

Alicante

Alger

Bejaia

Skikda

Annaba

Tunis

Oran

Morocco Algeria

Fig.8 : Flows of immigration from 19th to 20th century Source : Figure available at http://lelivrescolaire. fr/4258/2_Marseille_terre_d_immigration_au_XXe_ siecle.html#Document=17063, accessed by 02/04/2014.

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Port as a Device of Control : An Understanding of Ferry and Cruise Terminal in Marseille

Tunisia

Black Sea

Adriatic

Greece

Eastern Med

Southern Mediterranean

Nineteenth Century to 1910

1920 to 1939

1940 to 1969

1970 to Present

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Secondly, on the contrary, the ferries terminal is different from the cruise center, the labors and immigrants needed to pass through a stricter border control with violent measures of selection and filter when they arrive at the port of Marseille.

Therefore, the ferries terminal in border zone is formed by the animosity and controlled processes of entering French territory as an immigrant. The controlled process violently separate the movement of immigrants. Therefore, this phenomenon of border control territorially blocked spaces of citizenship and formed a contradictory and conflict situation with spatial divisions between internal city and its port area in the same level of territory. contrary, the ferries terminal is different from the cruise center, the labors and immigrants needed to pass through a stricter border control with violent measures of selection and filter when they arrive at the port of Marseille. Therefore, animosity and controlled processes of entering French territory as an immigrant construct the form of the border zone. The controlled process violently separates the movement of immigrants. Therefore, this phenomenon of border control territorially blocked spaces of citizenship and formed a contradictory and conflict situation with spatial divisions between internal city and its port area in the same level of territory.

Fig.9 : Immigration to France Fig.10 : Population in France from 1911-2005 Source : Marcus Engler, available at http://focus-migration.hwwi.de/France.1231.0.html?&L=1, accessed by 11/03/2015.

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Port as a Device of Control : An Understanding of Ferry and Cruise Terminal in Marseille

Atlantic Ocean

France

Marseille Italy Corsica

Portugal Spain

Western Med

Sardinia

Alicante

Alger

Bejaia

Skikda

Annaba

Tunis

Oran

Morocco Algeria

Fig.11 : Different ferries connections to port of Marseille Source : Mediterranean ferry lines, available at http:// www.cemar.it/ferries/1_ferries.html, accessed by 10/04/2014.

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Port as a Device of Control : An Understanding of Ferry and Cruise Terminal in Marseille

Tunisia

Black Sea

Adriatic

Greece

Southern Mediterranean

Eastern Med

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A NEW EGDE OF THE CITY OF MARSEILLE The FERRy TERMINAL AS THE BORDER zONE OF CONTROL

4.1 TRANSPORT INFRASTRUCTURE : CONNECTION BUT SEPARATION In the case of Marseille, the networked infrastructure like trans-

colonial and economical separation. Therefore the whole of

portation systems and port logistic facilities established and

Marseille port’s length is fenced and monitored and there are

occupied between the city of Marseille and its hinterland which

only seven specific entry points that are like going through a

formed a unique spatial atmosphere and also were defined a

custom and there are no direct access the coastline for pub-

kind of urban boundary by pedestrian. This urban phenom-

lic. However, these infrastructures not only form physical im-

enon was deservedly treated as a common and reasonable

pediments for people but also were considered as boundaries

device of urban planning in industrial development cities from

about controlled by the privatized using like vehicle movement.

ninetieth to twentieth century. From the perspective of Graham,

The widespread transit to highway and railway as the domi-

“The elaboration of standardized networked infrastructures

nant transport systems of city of Marseille has solidly promoted

thus allowed all aspects of industrial urban life to be extended

the transition towards the urban fragmentation and separation

and intensified.” and “...required the construction of national

physically and socially. It can be seen that the transportation

systems of interconnected highways, rail, communications

infrastructure - highway, railway and motorization have contrib-

and energy infrastructure, bringing the urban infrastructural is-

uted to a parallel, disconnecting and stretching of the urban

lands into a radically new era of regulated interconnection and

pattern in Marseille. Therefore, for pedestrian, people identi-

extension.” Although these networked infrastructure positively

fied the edge and boundary of the cities gradually changed

supported the operation of industrial seaport. However, these

from the coastline to the networked infrastructure surrounded

infrastructures may treated as barriers to pedestrian negatively.

seaport. Furthermore, urban spaces surrounded the seaport of Marseille are being increasingly occupied by dominant car-using and logistical-using functions, which surrounded by

On the other hand, borders are regarded as influential but

the physical highway and railway connections to support mo-

contradictory political devices against the unavoidable devel-

tor access and operation of seaport. “In a growing number of

opment of existing global processes. we are now encountered

cities, traditional streets, laid out under the influence of early

not only a reduplication of different dimensions of borders but

stages of the modern infrastructural ideal and before, have of-

also with the complexity of globalization and de- territorialize.

ten been marginalized by the growth of highway as places of

Symbolic, economical, cultural, colonial, and urban boundar-

danger, fear and mistrust.” In others words, now, the boundar-

ies are no longer linked to the firm approaches by the geopo-

ies of city of Marseille has been altered by the traffic-culture,

litical border. More precisely, these violent and linear devices

when the networked infrastructure takes over the urban fabric

overlapped, connected and disconnected in unpredictable

heavily which may marginalize and undermine the spaces of

uses, contributing to shaping new spatial forms of domination

surrounding highway systems.

and exploitation. Therefore, the border in this essay will not only focus on the traditional international borders but also on the other linear effects of cultural, political, social, colonial and

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4.2 BEFORE : bOUndARy and bORdER ARe THE DEVICE OF CONTROL AND PROTECTION Before 19th centuries, People in Marseille built the walls/ gateways of the city for defense and domination, these physical walls were existed to maintain sovereign rights and protect public and people security. Also, the walls divided the whole area into different functions and settlements, which can be controlled and managed easily for government.

Historically, in the middle ages, people establish the efficient defensive walls inherited from the Phoceans and equip the entrance of the port with a solid defense, decided to build on the ruins of the old Maubert tower and to establish a series of ramparts guarding the harbour. Furthermore, the construction of the new city defenses took place between 1447 and 1453. Over the course of the 18th century, the port’s defenses were improved again and Marseille became more important as France’s leading military port in the Mediterranean and also the economy of Marseille was dominated by its vital role as a port of the French Empire, linking the North African colonies of Algeria, Morocco and Tunisia with Metropolitan France. After the World War II, many cities were rebuilt during the 1950s. From the 1950s onward, the city of Marseille served as an entrance port for over a million immigrants to France. In 1962, there was a large influx from the newly independent Algeria, including around 150,000 returned Algerian settlers. Many immigrants have stayed and given the city a French-African quarter with a large market. The physical and defensive walls were no lonFig.12 : The old map of Marseille with city wall protection, 1720 Source : Old maps of France, available at http://historicalmapandprint.com/france.html, accessed by 10/05/2014.

56

ger necessary anymore. Instead of the walls, the border control system in port of Marseille became a new apparatus and gateway to control and filter the people who tried to enter the French territory.

A New Edge of City of Marseille : The Ferry Terminal as the Border Zone of Control

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Fig.13 : The Port of Marseille presented its transport infrastructure combined with the ciy and terminal Source : Old maps of France, available at http://www. greenport.com/news101/europe/creating-the-conditions-for-change, accessed by 11/06/2014.

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A New Edge of City of Marseille : The Ferry Terminal as the Border Zone of Control

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Fig.14 : The whole port of Marseille is amplified by multiple walls, monitored fences, and the coastline isolated by port facilities and international zone of ferries.

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A New Edge of City of Marseille : The Ferry Terminal as the Border Zone of Control

Fig.15 : Perspective of whole ferry terminal area Source : Marseille Fos, available at http://www.marseille-port.fr/fr/Accueil/, accessed by 15/03/2014.

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A New Edge of City of Marseille : The Ferry Terminal as the Border Zone of Control

Fig.16 : Zoom in - The detail of monitored fences next to the museum Source : Marseille Fos, available at http://www.marseille-port.fr/fr/Accueil/, accessed by 15/03/2014.

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Fig.17 : Zoom in - The detail of monitored fences next to the museum from the perspective of sea Source : Marseille Fos, available at http://www.marseille-port.fr/fr/Accueil/, accessed by 15/03/2014.

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Fig.18 : The monitored fences not only presented the separation but also showed the control of circulation Source : Marseille Fos, available at http://www.marseille-port.fr/fr/Accueil/, accessed by 15/03/2014.

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Fig.19 : The border fence as a device of conflict violently separated the restricted area from the city.

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A New Edge of City of Marseille : The Ferry Terminal as the Border Zone of Control

BORDER cONTROL in FERRY TERMInal AN UNDERstanding OF CONFLICT THROUGH ITS WORKING PROCESSES

5.1 MULTI-WORKING PROCESSEs in fERRY TERMINAL The main function of a port is to supply services to freight

1. The ferries terminal in Marseille can be divided into three

(warehouse, transportation, etc.) and ships (docks, refueling,

different functions and scales of area to control the circulations

repairs, etc.). Consequently, it is misleading to consider the

of passenger, vehicle and cargo. The first border area in ferries

port just strictly as a maritime facility since it acts concomitant-

terminal is for the wheeled (cargos roll-on and roll-off). Because

ly as a land terminal where include traffic originates or ends.

of the dimension of the wheel cargos, it needs to establish the

However, ports are at multi-oriented facilities and contain. sig-

linear connective networks to link the storage warehouses and

nificant multi-related functions ; many ports are also involved

check points. Also, it needs sufficient hinterlands for temporary

in other activities such as ferries for passengers and goods,

storage and process of security check point. All of the port fa-

cruises for tourists (the growing global activities). The main

cilities for cargos also need to be designed and fitted with the

idea of my project is trying to reveal and reverse this complex

dimension of wheel cargos and trucks.

and conflict activities in the ferry terminal. So first of all, I try to understand how this ferry terminal works. Although the French colonialism is over, there are still a big number of immigrants

2. The second part of ferries terminal is for passengers. It uses

from North Africa trying to enter into the city of Marseille or trav-

the boarding bridges to shift the passengers from the ferry-

el from both sides by the ferries connections. Therefore, the

boats to the terminal buildings. Different from the wheel cargos,

ferry terminal establishes a series of systematic organization of

the passengers terminal use the human and building scale as

space and circulation to let the docks will be able to respond

a measurement to control and regulate how the circulation of

and accept different ship routes from different French islands

passengers, passing through each steps of custom, security

or nations. More specifically, the ferries terminal is a systematic

check and enter to the city, which formed the circulatory pro-

and mechanical device, it filter the different identities/nation-

cess with a series of systematic space and clear orientation :

alities of passengers with complex processes of custom and

departure and arrival.

check point. Furthermore, the ferries terminal also created a kind of conflict situation between the political device and the territory with the complex assemblage of control and regula-

3. The last part of border area in ferries terminal is major for

tion.

passengers who come from North Africa. It separated the whole process from the dock to the gateway entrance in two different levels. Firstly, the higher level is the security check and border custom for passengers. And the ground level is the queue line checkpoints for passengers with (vehicles rollon and roll-off). And using the fences and boarding bridges to divide and regulate the circulations to the different docks and ferryboats.

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Monitored gateway to the port

Fig.20 : The different functions using in the port of Marseille.

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Border Area in Ferry Terminal : An Understanding of Conflict through its Working Processes

1

Mixed cargos(bulk&containers)

2

Vessels repair center(small&large)

3

Marseille cruise center

4

Ferryboats to Corsica

5

Roll on & Roll off for wheeled cargo

6

Queue line check point for vehicles

1

2 3

2

1

4

5

6

Fig.21 : The different docks in ferry terminal serve different routes of ferry connection from other areas - domestic and international

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Border Area in Ferry Terminal : An Understanding of Conflict through its Working Processes

1

Port of Vecchio - Marseille

2

Port of Propriano - Marseille

3

Port of Ajaccio - Marseille

4

Port of Torres - Marseille

5

Port of L'lle Rousse - Marseille

6

Port of Alger - Marseille

7

Port of Bastia - Marseille

1 2 3

4 5 6 7

Fig.22 : The working process in ferry terminal I - for doemstic passengers and cargos

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Border Area in Ferry Terminal : An Understanding of Conflict through its Working Processes

1

Control and monitor center

2

Loading and unloading area(roll on & roll off)

3

Cargos check point

4

Temparary storage area(interior)

5

Temparary storage area(exterior)

6

Distribution center and warehouses

7

Security check office

8

Main monitored entrance

8

7

3

6

4

2

5

1

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Fig.23 : In ferry terminal I, containers became a vital spatial element to design and manage this part of port area.

Source : Marseille Fos, available at http://www.marseille-port.fr/fr/Accueil/, accessed by 15/06/2014.

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Border Area in Ferry Terminal : An Understanding of Conflict through its Working Processes

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Fig.24 : The activities of roll-on and roll off/laoding and unloading controlled and managed the ground floor of port area Source : Marseille Fos, available at http://www.marseille-port.fr/fr/Accueil/, accessed by 15/06/2014.

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Border Area in Ferry Terminal : An Understanding of Conflict through its Working Processes

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Fig.25 : The working processes of ferry terminal I cargos roll on and roll off Source : Marseille Fos, available at http://www.marseille-port.fr/fr/Accueil/, accessed by 15/06/2014.

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Border Area in Ferry Terminal : An Understanding of Conflict through its Working Processes

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Fig.26 : The working process in ferry terminal II - for international passengers

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Border Area in Ferry Terminal : An Understanding of Conflict through its Working Processes

1

Boarding bridge for passengers

2

Loading/unloading dock area

3

Temporary warehouses

4

Connective roundabout

5

Check point and queue line for vehicles

6

Distribution warehouses

7

Offices for border control

8

Border customs for passengers

9

Boarding waiting area for passengers

10

Temporary storage area for containers

11

Citizen plaza - park

5

4 1

7 11

8

6 3

2

10

9

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Fig.27 : Ferry terminal is served as a gateway for passengers to enter the city of Marseille Source : Marseille Fos, available at http://www.marseille-port.fr/fr/Accueil/, accessed by 20/07/2014.

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Fig.28 : Boarding bridge is a spatial device to shift the boat scale to human scale, controlling the movement of passengers Source : Marseille Fos, available at http://www.marseille-port.fr/fr/Accueil/, accessed by 20/07/2014.

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Border Area in Ferry Terminal : An Understanding of Conflict through its Working Processes

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Fig.29 : The boarding processes in ferry terminal II for international passengers Source : Marseille Fos, available at http://www.marseille-port.fr/fr/Accueil/, accessed by 20/07/2014.

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Border Area in Ferry Terminal : An Understanding of Conflict through its Working Processes

Fig.30 : The working process in ferry terminal III - for international passengers with vehicles

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Border Area in Ferry Terminal : An Understanding of Conflict through its Working Processes

1

Main entrance for vehicles

2

Check point for vehicles

3

Queue line for vehicles

4

Loading/unloading dock area

5

Ferry terminal for international passengers

6

Toilets for passengers

7

Vehicles parking area

8

Boarding bridge

9

Security control to ferry terminal

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Fig.31 : The queue system of check point and scale of vehicle became the vital apparatus to manage this part of port area Source : Marseille Fos, available at http://www.marseille-port.fr/fr/Accueil/, accessed by 20/07/2014.

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Border Area in Ferry Terminal : An Understanding of Conflict through its Working Processes

TERMINAL REFORM THE LIQUID COURTYARD

6.1 STUDY : YOKOHAMA FERRY TERMINAL The YOKOHAMA project started around the possibility of gen-

Albert Ferre, Tomoko Sakamoto, Michael Kubo and FOA, The Yokohama Project: Foreign Office Architects, ActarD Inc (30 April 2003).

erating organisation from a circulation pattern. When people involved in designing the transportation infrastructure, where circulation was organized and then the architecture deployed on the circulation diagram, but in a more consistent manner in which circulation can literally shape space. This project aims to explore the possibility of a transportation infrastructure that could operate less as a gate, as a limit, and more as a field of movements with no structure structures. This project also challenge the original strong orientation on the terminal spaces and tried not to make a gate on a semantic level as well, by avoiding the building becoming a sign. The most important move about this project is that they tried to set the circulation diagram as a structure of interlaced loops that allow for multiple return paths.

And the connection between the circulation paths was always set as a bifurcation, so that rather than setting the program as a series of adjacent spaces with more or less determined limits, they articulated them in the continuity of a branched sequence along the circulatory system - called the “ no-return diagram�.

Furthermore, they used the different programmatic strategies to exploit the potential of temporal change and programmatic instability in the circulatory and structural topography. As the ferries and cruise terminal functions have a very seasonal behaviour, the terminal allows for a constant adjustment of the building to changing programmatic requirements. The terminal could shift the border zone in the terminal into a mobile line for different using like for full international occupation or full domestic use of the terminal. Therefore, the mobile border area can be achieved by introducing the main control positions in strategic locations that could change the control over terminal space.

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6.2 OPEN UP THE BORDER AREA The spatial device of border control separated the city into two parts: exclusion and inclusion physically and violently.

However, the urban issue of border area is more complex, which does not only form the urban segregations but also shows a social phenomenon of unequal and contradiction notwithstanding territories with border control are crossed every day by tourists and immigrants. In addition, the mechanisms of border control in the seaport seems like an unwelcome and unfriendly atmosphere for tourists and immigrants. Therefore, this dissertation is not only going to reconnect the segregations of the city but also focus on the issue of border area socially and politically with the specific concept of liquid courtyard for people who come to city of Marseille need to pass through the border control such as immigrants and tourists. According to the understandings about the ferries terminal, I open the discussion of the relation between the sea and the city of Marseille by looking at the ferries terminal from the sea perspective. Reversing the current situation about ferries terminal as a important device and measurement to show the complexity of shifting scales and checking process. In the conceptual collage, I try to expand this border area and make it as a buffer space not just a closed security system. Making the checking process of border control to become a spatial element. Using the architectural method to reorganize each different steps of border control and reveal this complex political conflict. In the conceptual diagram, the border areas are analogous to mechanical and systematic checking process. Most of port space are controlled by the vehicle circulation, checkpoints and border custom but all of this conflicts are hide behind the monitored fence. So the initial idea is trying to open up and enlarge the border area to Fig.32 : Conceptual section diagram Trying to break the physical fences and remerge the relation between the city and the terminal

100

emphasize how the complexity of circulation and security control connect with the local networks.

Terminal Reform : The Liquid Courtyard

From the section diagram of border area, these linear boundaries and borders just occupied the space on the ground. This phenomenon caused the urban spaces divided into several parts without connections. But there are still many design opportunities in other level of volume.Therefore my idea is trying to integrate borders with other levels of urban space to blur and overlap the original monitored walls and fences but keep spatial identities. Creating the urban lobby to make urban activities can be extended from city to the coastline.

The design prototype is about integration of restricted area and public space - Rethinking the control system in border area. When the border control becomes a space not just a linear structure, the new design approach - the liquid courtyard intervenes. This diagram shows that how the control space, check points, public spaces and different circulation systems integrate and also keep the function of border control working.

seaport - immigrants/tourists

custom control

city - public

city - public

seaport - immigrants/tourists custom control

city - public

seaport - immigrants/tourists custom control

city - public custom control

seaport - immigrants/tourists

urban lobby

city - public

Fig.33 : Conceptual diagram Trying to open up the border area and combine with the public space but also considering how to maintain the function of checking process

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Fig.34 : Conceptual circulation diagram The ferry terminal as a mass mechanical circulation system, thinking how to open up this infrastructure and interact with the other urban functions

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Terminal Reform : The Liquid Courtyard

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CIRCULATION

LANDMARKS A. CMA CGM

G. Rue Fort du Sanctuaire

LOCAL STREET

TRAIN STATION

1. SAINT CHARLES 2. BOUGAINVILLE

RAILWAY

CONTROLLED GATEWAY

B. La Vieille Charité

H. Palais des sports

SHIP ROUTE

NEW ENTRANCE FOR TERMINAL

C. MARSEILLE CATHEDRAL

I. Muséum d'histoire

UNDERGROUND

LANDMARK

D. MuCEM

J. Porte d'Aix

OVERGROUND

TUNNEL

MAIN STREET TO TERMINAL

OVERGROUND STATION

NEW TERMINAL NETWORK

UNDERGROUND STATION

Fig.35 : Concept of connecting circulation network The new device should shift the ferry connection from global scale to the regional and local scale - connect and fit in the local transport networks

106

TRAIN STATIONS

Terminal Reform : The Liquid Courtyard

E. FORT SAINT-JEAN F. Palais du Pharo

1.

A.

FERRY TERMINAL LIQUID COURT YARD

I.

2.

J.

B. C.

D. E.

F.

G.

H.

CIRCULATION SYSTEM FROM GLOBAL TO LOCAL SCALE In the circulation diagram, as the YOKOHAMA project said, the circulation pattern played a vital role in the ferries terminal. This strong linear circulation system and existed brutal limitations automatically form and impose on the port terminal. Therefore, I tried to explore the possibility of ferries terminal, treated as an input-output device with clear orientation and function : departures and arrivals for containers and passengers that could operate less as a gateway or a series of controlled fences, but more as a space of different movements interact together. Also trying to emphasize the existence of ferries terminal and make this whole process can be associate with public using and accessibilities, and further to be a part of city.

Therefore, my project is trying to understand the process of border control and how it works in ferries terminal. And conceptualize the border area, reorganize the process of border control, reverse this situation as a architectural methodology to negotiate the limits of space and expose the political conflict.

Open up the fence of border control accessing to the city of Marseille but also claim that these constant conflict activities should be a part of Marseille not the separated identities. So my idea is design a transportation network infrastructure connect with the ferries terminal on the top of sea which is a global network and further link to the city, and connect the railway system(regional network) and also over-ground tube station(local network). The new terminal will modify the shape of dike to create the new entrance for the ferryboat. On the other hand, open up part of ground level for the other new entrance for public using. And the terminal will form the vertical court yard which reverses the original situation and allow the people to Fig.36 : Diagram of multi-circulation organization in new ferry terminal

108

approach to the seaport and to see the different working processes, circulations happening in the new ferries terminal.

Terminal Reform : The Liquid Courtyard

FERRY BOAT

INTERNATIONAL PASSENGERS LOBBY

CONTAINER APRON AREA

VISITORS LOBBY

BORDER CUSTOMS

LIQUID COURT YARD CHECK IN - INTERNATIONAL

DOMESTIC LOBBY / CHECK IN - DOMESTIC

TRANSPORT LOBBY

EXHIBITION GALLERY

SECURITY CHECK POINT APRON / WORKING AREA TRANSPORT LOBBY SECURITY CHECK POINT

CRUISE DECK

VISITORS DECK

PEDESTRIAN PASSAGE

CITY

TRAIN STATION NETWORK

OVERGROUND STATION NETWORK

CITY

CIRCULATION

INTERLACED POINTS

BRIEF FUNCTIONS

TYPES OF PROGRAM

CITIZEN

ENTRANCE / GATEWAY

1. TERMINAL FUNCTION

PUBLIC

VISITOR

BORDER CUSTOMS

2. CITIZEN AMENITIES

CONTROLLED AREA

DOMESTIC

SECURITY CHECK

3. SERVICE / APRON AREA

TRANSITION

INTERNATIONAL

SERVICE / CHECK IN

TERMINAL SERVICE FERRIES STAFF VEHICLES FERRYBOAT ROUTE

1.

2.

3.

PUBLIC PLAZA

VISITORS LOBBY - SHOPS & RESTAURANTS

ENTRANCE / EXIT TO VISITORS DECK

CITY

PLAZA ENTRANCE / EXIT TO CIVIC LEVEL

INTERNATIONAL LOBBY

TRANSPORT LOBBY

DOMESTIC LOBBY

CORRIDOR TO CIVIC LOBBY

CIVIC LOBBY

ENTRANCE TO TERMINAL LOBBY

PARKING AREA & CHECK POINT FOR VEHICLES

Fig.37 : Diagram of sapces organization in section

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Terminal Reform : The Liquid Courtyard

ENTR

ENTRANCE / EXIT TO RESIDENCES & VISITORS DECK

RANCE / EXIT TO TERMINAL LOBBY

COMMERCIAL SPACES & VISITORS DECK

TEMPORARY RESIDENTIAL UNITS

SECURITY CHECK POINT

CHECK IN - INTERNATIONAL

SECURITY CHECK POINT

CHECK IN - DOMESTIC

CRUISE DECK & WAITING AREA

BORDER CUSTOMS

CHECK IN - INTERNATIONAL

BORDER CUSTOMS

INTERNATIONAL PASSENGERS LOBBY

FERRY

CRUISE DECK

SHOPS & RESTAURANTS & EXHIBITIONS

APRON & WORKING AREA

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Fig.38 : Perspective collages of new ferry terminal

112

Terminal Reform : The Liquid Courtyard

THE LIQUID COURTYARD About the form of the ferries terminal, it is a square structure

So this square structure is an urban proposal anchored

about shifting the different scales or subjects of transportation

around the ferries terminal for the city of Marseille. And it con-

system from the sea to the city, therefore, my concept is trying

tains three different types of terminal, the first terminal is for

to measure and reorganize the terminal by using the dimen-

wheel cargos to roll on roll off. the second terminal is for pas-

sion of (ferryboat 160m*160m: rotation) as a basic measure

sengers with vehicles. Using the vertical circulation system to

system. And further divide different functions of space basic

link from the docks to the terminal and further connect to the

on the various scales of different device and subject. So this

main entrance for the city. The Terminal will become a trans-

square structure is an urban proposal anchored around the

portation linking infrastructure operating at various scales and

ferries terminal for the city of Marseille. And it contains three

control process.

different types of terminal ; the first terminal is for wheel cargos to roll on roll off. The second terminal is for passengers with vehicles. Using the vertical circulation system to link from the docks to the terminal and further connect to the main entrance for the city. The Terminal will become a transportation linking infrastructure operating at various scales and control process.

1 2

3 1 LIQUID COURTYARD - FERRY BOATS ANCHOR AREA

4 5

2 TRANSITION AREA - ENTRANCE FOR VEHICLES & PASSENGERS 3 ENTRANCE TO FERRY TERMINAL FOR SHIPS

Fig.39 : Master plan of new ferry terminal The liquid courtyard

114

4 NEW PORT FOR SMALL BOATS 5 SEA FRONT PLAZA & ENTRANCE FOR CITIZENS AND TOURISTS

Terminal Reform : The Liquid Courtyard

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1

5

1 FERRY TERMINAL FOR WHEELED CARGO 2 MAIN ENTRANCE FOR CARGO & VEHICLES 3 FERRY TERMINAL FOR PASSENGERS 4 OVER GROUND STATION - Joliette 5 LIQUID COURTYARD 6 SHIP ENTRANCE TO FERRY TERMINAL 7 NEW PORT FOR SMALL SHIPS 8 SEA FRONT PLAZA 9 MARSEILLE CATHEDRAL 10 MuCEM 11 OVER GROUND STATION - BNP Paribas - Marseille Republique

Fig.40 : Perspective of ferry terminal planning

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Terminal Reform : The Liquid Courtyard

2

3 11

4

8

9

6

7 10

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COMPOSITION OF NEW TERMINAL I separate different identities of passengers and different

1. The courtyard building as a critical device and turn it to

checkpoints in the different levels. One is for domestic and Eu-

against the current situation of occupation and separation in

ropean union ; they can easily pass through the checkpoint

the ferries terminal. And Here there is a strategy of the negoti-

and link to the boarding area. On the other hand the other lev-

ating of measurement and scale in order to modify the shape

el is for international passengers, they need to pass through

of the ferry terminal.

more strict checking process. So I try to use different levels and circulation of checking process, to show that the conflict of different nationalities. To claim that the border control is neces-

2. This square infrastructure not only represent to link the dif-

sary and this political conflict will still exist. But in my proposal,

ferent transportation network, but also explain that using the

I try to reverse these phenomena, in this context, these check-

building as a device to control the movement or identities and

ing process will become a transition element for passengers

further to show political landscape and bring it back to the city

from the terminal to the city. Rather than passing through the

of Marseille.

different check point, this proposal try to make this conflict situation to be a part of city.

3. On the other hand, I reverse the conflict situation in the different way. I raise the ferries terminal on top of the port and open up the monitored fence and the part space of ground level for public using. Like the project of YOKOHAMA international port terminal in Japan, this thesis tries to manipulate different identities of people in the same area with essential control but also interact with expansion of public activities.

Fig.41 : Axle of new terminal organization

118

Terminal Reform : The Liquid Courtyard

80x80m

space for loading and unloa

160x160m sea

dimension of ferryboat

Fig.42 : The concept of transition of different scale and dimension of boats, vehicles and passengers

120

Terminal Reform : The Liquid Courtyard

dimension of docks

10x10m 20x20m

5x5m

parking

2.5x2.5m custom security check

40x40m warehouse

ading

dimension of vehicles city dimension of wheel cargo

scale of passenger

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2

3

1

5

4

LIQUID COURTYARD

OLD PORT OF MARSEILLE

ENTRANCE TO FERRY TERMINAL

1 LIQUID COURTYARD - FERRY BOATS ANCHOR AREA 2 MAIN ENTRANCE FOR VEHICLES 3 CONNECTING OVER GROUND STATION FOR PASSENGERS 4 NEW PORT FOR SMALL BOATS 5 SEA FRONT PLAZA & ENTRANCE FOR CITIZENS AND TOURISTS

Fig.42 : Detail alxe of space layout in passengers terminal

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Terminal Reform : The Liquid Courtyard

14.

13.

10.

11.

+40M

+45M/50M 12.

10. INTERNATIONAL LOBBY 11. CHECK IN - INTERNATIONAL 12. PASSENGERS LOBBY

13. HOTEL LOBBY 14. RESIDENTIAL UNITS 15. RESTAURANTS

15.

7.

8.

+30M 9.

7. TRANSPORT LOBBY 8. CHECK IN AREA 9. ENTRANCE TO WAITING AREA

6.

6.

+15M/22.5M

5.

4.

4. WAITING AREA 5. CITIZEN PLAZA 6. SHOPS / EXHIBITION GALLERY

VERTICAL CIRCULATION MAIN ENTRANCE TO TERMINAL - PASSENGERS MAIN ENTRANCE TO TERMINAL - VEHICLES CONNECT TO OVER GROUND STATION

3.

QUICK CHECK POINT - DOMESTIC +0M/7.5M

SECURITY CHECK POINT BORDER CUSTOMS

1. APRON SERVICE AREA 2. SEA FRONT PLAZA 3. COMMERCIAL 1.

2.

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1 2

3 1 LIQUID COURTYARD - FERRY BOATS ANCHOR AREA

4 5

2 TRANSITION AREA - ENTRANCE FOR VEHICLES & PASSENGERS 3 ENTRANCE TO FERRY TERMINAL FOR SHIPS 4 NEW PORT FOR SMALL BOATS 5 SEA FRONT PLAZA & ENTRANCE FOR CITIZENS AND TOURISTS

124

Terminal Reform : The Liquid Courtyard

Fig.43 : The liquid courtyard Ferry boats anchor area

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1 2

3 1 LIQUID COURTYARD - FERRY BOATS ANCHOR AREA

4 5

2 TRANSITION AREA - ENTRANCE FOR VEHICLES & PASSENGERS 3 ENTRANCE TO FERRY TERMINAL FOR SHIPS 4 NEW PORT FOR SMALL BOATS 5 SEA FRONT PLAZA & ENTRANCE FOR CITIZENS AND TOURISTS

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Terminal Reform : The Liquid Courtyard

Fig.44 : The transition area Entrance for vehicles & passengers

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1 2

3 1 LIQUID COURTYARD - FERRY BOATS ANCHOR AREA

4 5

2 TRANSITION AREA - ENTRANCE FOR VEHICLES & PASSENGERS 3 ENTRANCE TO FERRY TERMINAL FOR SHIPS 4 NEW PORT FOR SMALL BOATS 5 SEA FRONT PLAZA & ENTRANCE FOR CITIZENS AND TOURISTS

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Terminal Reform : The Liquid Courtyard

h h

h

h h h h

Fig.45 : The main entrance for ferry boats and new port for small boats

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1 2

3 1 LIQUID COURTYARD - FERRY BOATS ANCHOR AREA

4 5

2 TRANSITION AREA - ENTRANCE FOR VEHICLES & PASSENGERS 3 ENTRANCE TO FERRY TERMINAL FOR SHIPS 4 NEW PORT FOR SMALL BOATS 5 SEA FRONT PLAZA & ENTRANCE FOR CITIZENS AND TOURISTS

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Terminal Reform : The Liquid Courtyard

Fig.46 : The terminal lobby connects to the local transportation - overground station

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Fig.47 : The main entrance for ferry boats and new port for small boats

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Terminal Reform : The Liquid Courtyard

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Fig.49 : The main entrance for ferry boats and new port for small boats

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Terminal Reform : The Liquid Courtyard

BIBLIOGRAPHY/REFERENCES

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Ellin, N. (1997). Architecture of Fear, New York: Princeton Architectural Press. pp-13.

Giannopoulos, G. and Gillespie, A. (1993). Transport and Communications Innovation in Europe. London: Belhaven. pp-4651.

Graham, S. and Simon, M. (2001). Splintering urbanism: networked infrastructures, technological mobilities and the urban condition. London: Routledge. pp-83.

Lynch, K. (2007). The image of the city. MIT Press. pp-78-80.

Mezzadra, S. and Neilson, B. (2013). Border as method, or, The multipucation of labor. Duke University Press, Durham and London. pp-10.

Mitchell, W.J. (2003). The cyborg self and the networked city. Massachusetts Institute of Technology. PP-07.

Oppenheim. L. (1905). International Law. OUP Oxford; 9 edition. pp-253.

Prescott, V. and Schofield, C. (2013). The maritime political boundaries of the world. Martinus Nijhoff. pp-15.

Salisbury, L. speaking in (1890), as quoted in the separate Opinion of Judge Ajibola, in Territorial Dispute. ICJ Reports.

(1994) pp-53.

Silberman, M., Till, K.E. and Ward, J. (2012). Wall, Borders, Boundaries: spatial and cultural practices in Europe. Berghahn Books. PP-01.

Star, S. L. (1999). The ethnography of infrastructure. American Behavioral Scientist. pp-380.

Albert Ferre, Tomoko Sakamoto, Michael Kubo and FOA,(2003) The Yokohama Project: Foreign Office Architects, ActarD Inc. Immigrantion Marseille (images). (1989). Accessed 26 February, 2014 from http://jplaffont.photoshelter.com/gallery/ IMMIGRATION-MARSEILLE/G00000PC.n.nNP5c/ Marseilee Fos (images). Accessed 26 February, 2014 from http://www.marseille-port.fr/fr/Page/Phototh%C3%A8que%20 HD/14915/fixed

CHOU-TA TSAI

The BaRTleTT SchOOl OF ARchitectURe MaRch URban Design 2013-2014 UD1|RC15 TUTORs: PlaTOn Issaias, Camila SOTOmayOR