ADAPTING ROADS creating shared spaces an M.Arch thesis project
ADAPTING ROADS: CREATING SHARED SPACES
Debbie Goh Yan Ping, Master of Architecture Student Advisor: Assistant Professor Michael Budig, Architecture and Sustainable Design Email: debbie_goh@mymail.sutd.edu.sg
CONTENTS 1. Introduction 2. State of the Art 2.1 Transport Networks 2.2 Spatial Framing 2.3 Semiotics of the Built Environment 3. Methodology 3.1 Space Syntax 3.2 Ethnographic Research 4. Thesis Questions 5. Detailed Research Plan 5.1 Road Networks 5.2 Fieldwork Observation 5.3 Typical Road Conditions 6. Case Studies 6.1 High Line 6.2 Seoullo 7017 6.3 Shared Spaces 6.4 Urban Furniture 7. Design Manifesto 8. Site Selection 9. Design Concept 9.1 Masterplan Concept 9.2 Zoning Concept 9.3 Design Proposal 10. Bibliography
History
used to evaluate
Spatial Framing
Current Situ
learning points to contribute to
Semiotics of the Built Environment
Case Stud
Design Considerations to contribute back to
to influence
Proposed Design
Fig. 1: Flowchart of the project
y
uation
dies The thesis aims to investigate the relationship between the built environment and man from a psychological point of view. It will employ select concepts from environmental psychology to evaluate how the current road networks are lacking in terms of sensitivity to psychological impacts, and subsequently propose how the road networks can be adapted to create a more vibrant streetscape that is conscious of and sensitive to human psychology.
01
INTRODUCTION
Designing inclusive neighbourhoods have been an aim for various stakeholders such as architects, urban planners and policy makers ever since there was a shift into creating more livable cities that do not solely focus on economic development and prosperity. Each stakeholder contributes towards this vision in their respective complementary areas, allowing the governing body to employ a multi-pronged approach that is able to address issues not only in various areas but on multiple scales as well. Architects typically address issues on the human scale, concerned with distances, materials, viewpoints, and sense of sight, hearing and touch. They are concerned with the immediate relationships between man and the physical environment. Concepts like universal design have thus been some of the issues that architects integrate with their design in the process of inclusivity. Urban planners concern themselves with issues that occur between the neighbourhood and city scales, and much more complex large-scale issues like population demographics,
economic progress and their relation to the people. This is similar to the issues that policy makers address. These two stakeholders tend to design for inclusivity via systems based or policy-based solutions, for instance tax rebates, land use planning and zoning that would facilitate the creation of an inclusive society through human practices and laws, or empowerment via financial or legal means. This then results in potential gaps arising from the very varied approaches and solutions the different stakeholders take. Areas like psychology in relation to architecture may not necessarily be sufficiently explored and researched upon, hence resulting in projects that may not have been able to be designed sensitively with regards to this area of study as it was simply not a priority in the past, when standards of living were more pressing needs to first be addressed. That being said, there are many potential benefits that could be achieved if architectural and urban design projects could be designed while being sensitive to psychological implications.
This thesis thus aims to bridge this gap by studying select concepts found in psychology, namely spatial framing and semiotics, and to apply these concepts in an architectural and urban design context. These concepts can be used to evaluate existing case studies, so as to make clear what is still missing from current design strategies that could be improved upon, and subsequently propose learning points to be implemented in future design projects. Studies from this research can provide the framework for designing more sensitive neighbourhoods that could propose a new type of streetscape. However, it is important that the transportation network is considered as well as it has long been one of the more crucial factors in promising the economic development and success of a city. The creation and development of the urban form of a city largely centers around the type of transportation network concept it adopts, and continues to affect the way people move and behave for generations. It is hence important that the thesis considers changing trends in transportation networks and their
respective infrastructures rethinking the streetscape.
while
These factors as mentioned above have thus pushed for the design proposal to convert Nathan Road in Kowloon, Hong Kong into a shared space - currently a popular concept in Europe, where pedestrians and motorists alike have to navigate around one another without the presence of traffic lights. This reclaims the transport infrastructure back into pedestrian space for social benefit, creating a safe environment for all.  
02
STATE OF THE ART This chapter will look into the various psychology concepts and background research done that will be subsequently put into the thesis.
Transport Networks Spatial Framing Semiotics of the Built Environment
02.1
TRANSPORT NETWORKS The importance of the road network, and how it has evolved into its current state as an integral backbone of the city.
The success of a city is often primarily based on its economic development; the strength of the economy in return is heavily dependent on the city’s ability to transport goods, services and people between major nodes of economic activity. These road networks have long existed to support city functions, and the changing physical, social, economic and political environments call for constantly evolving needs in mobility. (Acharya, Parumog-Pernia, & Morichi, 2012) One is able to tell the priorities of a certain civilization through their road networks. In Asia, communities were laid out based on the basic needs of the inhabitants, namely food, shelter and societal interactions. The transport systems were simply driven by a basic instinct of survival. Linkages between settlements were built for efficiency (Barter, 2000) based on the people’s own intuition and perception of the environment based on cultural orientation and beliefs. This has led to a dynamic and organic transport network that is heavily influenced by nature, not unlike the commonly perceived Asian way of thinking, where objects are never seen in isolation but instead as a part of a larger system. (Nisbett, 2003) One example is Nanjing, one of the
four historical capitals of China. It is of the oldest developed cities in China, and the map very clearly reflects the strict political system in China. Similarly to Beijing, the city expands in rings, starting out from the Emperor’s palace, the highest form of authority and expanding out to the high-ranking government officials, followed by the scholars and commoners. The walled city that was built by Yingtian Fu also very closely followed the nearby rivers and lakes, and the roads within the city simply connected important nodes. The rigid orthogonal structure of the inner rings against the more organic form in the outer circles of the commoners reflect how the Chinese see the governmental system to be something strict and rooted in the world. Before the invention of motor vehicles, road traffic mostly consisted of horse drawn vehicles and carriages, or bicycles and walking. Such forms of transportation meant that long distance travels were difficult and less common, hence roads were more extensive in terms of inter-settlement links. This meant that roads could afford to be slightly narrower as compared to the present-day due to less regulations on safety from motor vehicles, and the material used for the roads varied from cobblestones and gravel in Europe, and stone in
Fig. 2.1: Map of Nanjing in the Ming Dynasty
China. When automobiles and trucks became more common at the turn of the 20th century, the hoof-sized stone blocks, brick and stone proved to be too unconducive for automobiles to be able to travel smoothly. Coupled with the fact that America did not have easy access to natural bitumen, this escalated the process of the stone paved roads to be replaced with concrete or asphalt ones. At the same time, road widths would widen due to an increasing number of large, bulky vehicles on the road. Many measures would also have to be put in place in order to accommodate these vehicles, such as turns of a certain turning radius. All these various factors have only served to strengthen the presence of the road network in a city, unintentionally forcing city functions and even pedestrian paths to work around the roads.
Fig. 2.2: Road width requirements for different vehicles
02.2
SPATIAL FRAMING A concept from environmental psychology, this allows us to understand our methods of navigation in two ways: egocentric framing and allocentric framing.
The physical space, from the humanistic point of view, is at its essence a field of structure copresence, coawareness and encounters. (Peponis & Wineman, 1987) These structures are easily affected by the physical aspects of a space, as boundaries are used to create relations of enclosure, contiguity, containment, subdivision, accessibility and visibility. How one might draw a coherent relation between these two fields is through the use of space syntax, a set of analytical techniques as first presented by Hillier and Hanson in 1984, in The Social Logic of Space. These 3 human experiences can be understood as various types of patterns: relational, distinctions, separations, interfaces and connections. Hillier and Hanson had 2 theorems used to explain and rationalise the relationships between movement and the physical space. The first theorizes that a building or urban area could be seen as a system that consists of movements from one space to another, and thus the most directly connected spaces will attract higher densities of movement. A more direct universal accessibility will also imply a higher probability that the space will be used for movement. (Peponis &
Wineman, 1987) This theorem is in line with the theory of natural movement and theory of virtual community, where it states the distribution of movement is a function of spatial configuration, and that a particular form of community that is based on the pattern of coawareness and copresence arising as a by-product of movement respectively. However, in order to understand this experience of movement of a body through space it is important to understand how spatial memory works. In forming spatial memory, the brain makes use of spatial frameworks, dimensionality and orientation and self-motion. (Burgress, Maguire, & Keefe, 2002) Spatial frameworks could be centered on certain receptor surfaces, and aligned with a body part or effector such as the arm or hand, while dimensionality and orientation are factors that are taken into account for the brain to piece together a clear image of the body in the current 3D space and respond to the surroundings. The hippocampus and parietal neocortex are the 2 main areas in the brain that are activated when spatial processing is underway, and this brain activity proved to be useful in helping psychologists and researches determine factors and
There are two kinds of spatial framing studied in psychology: egocentric and allocentric framing. Both forms of spatial processing are useful in different situations. It is these different reference frames that allow for successful organisation of movements, be it responding to something near the body or navigating through the physical environment.
is generally centered on different receptor surfaces like body parts, always changing as the body moves through the environment. It is an intuitive method of processing sensory and motor information. An experiment (Burgress, Maguire, & Keefe, 2002) showed that self-motion causes an automatic updating of internal representation of locations, and is more accurate than the ability to deliberately perform an equivalent mental rotation and translation. Since the body is able to quickly establish a stable direction sense with its immediate surroundings, it takes less cognitive load, which is the amount of information working memory can hold at any one time. The fact that egocentric framing relies on selfmotion as a method of automatically updating of an internal representation of locations has also been proved to be more accurate than one’s ability to deliberately perform the equivalent mental rotation further aids in the ease and intuitiveness of such spatial processing as well.
Egocentric framing
Allocentric framing
The most direct form of spatial processing is egocentric framing. Such framing provides information of an object relative to the user, and
The other form of spatial processing is allocentric framing. Allocentric framing provides information of
Fig. 2.3: The different parts of the brain
causes for the different forms of spatial processing.
Fig. 2.4: Diagrammatic representation of egocentric and allocentric framing
the same object relative to its surroundings, independent of the orientation and location of the user. Such forms of processing are associated with higher cognitive loads and complex navigational situations, for instance an environment where several areas are connected by multiple possible routes. This is due to the fact that much more information of external objects has to be taken in and processed. Although too much cognitive load could prove to be detrimental to the brain, continuous exposure to allocentric processing can help to increase cognitive load capacity, and thus aiding in the cognitive development in children and greater retention of cognitive functions in the elderly. A few factors that encourage allocentric processing include recognition of landmarks (Jeffery, 2017), topographical scenes, the geometry of the space and ambiguous pathways. The presence of these factors in the surrounding environment are able to effectively and quickly encode spatial information, hence helping the brain to bypass recalibrating of individual bodydependent spatial information, and be able to move from an egocentric
frame to that of an allocentric one quickly and easily. (Jeffery, 2017) Being able to develop all aspects of spatial framing is important as our brain makes use of different methods to allow ourselves to adapt easily to different situations. A study (Maguire, Nannery, & Spiers, 2006) on the navigational ability of an experienced London taxi driver who had sustained bilateral hippocampal damage revealed that the hippocampus is not required for general orientation in the city from egocentric perspectives and the spatial relationship between landmarks, which is one of the methods of allocentric processing. However, the driver was extremely reliant on main arterial roads in his navigation, and was lost when his navigation depended on non-arterial roads. This shows that his allocentric processing is unable to function through its various methods, limited to only the knowledge of landmarks and their spatial relationship.
The brain is able to switch between egocentric and allocentric processing Allocentric processing is encouraged via: - Landmark recognition - Topographical scenes - Identification of geometry of space - Ambiguous pathways How can the environment be designed to encourage allocentric processing?
02.3
SEMIOTICS OF THE BUILT ENVIRONMENT Understanding our surroundings in terms of signifiers and intepretations.
It has been established earlier that the human body interacts with the surrounding physical environment through the experiencing of copresence, co-awareness and encounters. Factors like landmarks and the geometry of the space easily allow the brain to undergo spatial processing and respond accordingly as appropriate. However, pervasive effects of the spatial structure of the environment on behaviour more likely to occur through the positioning of collective actors rather than through the prescription of action directly (Peponis & Wineman, 1987); in other words, the processing the brain undergoes is essential in influencing the response one has to the physical surroundings. This continuous cycle of processing and response can be studied under the lens of semiotics, which is the process of sign processes and meaning making. The ‘sign’ in this case is a concept made up of 2 phases: the signifier - the physical object - and the signified - the interpretation of a person to that physical object. Studying semiotics allow for an insight into how certain cues might be interpreted and acted upon accordingly by different people.
Psychologist Charles Pierce identified 3 different kinds of signs: diagrammatic, index and symbolic. (Pierce, 1931) A diagrammatic sign exhibits some similarity to its subject, often behaving as a visual form of analogy, while the index sign forces the attention to the object in question without any form of actual description. Pierce defined the diagrammatic and index signs to be ‘degenerated’ as they do not provide for any deeper form of meaningful processing from an object to an interpretation. The symbolic sign, however, has its meaning based solely on the structure of the object, and its relationship with it is arbitrary, and not determined by any other form of empirical phenomena. A symbolic sign is able to extract the essence of the object in its most abstract form, thus forcing a certain level of processing one must undergo in order to accurately interpret the signifier. (Dziurla, 2000) Of course, it is extremely difficult to be able to catalog every single category of different interpretations different people have towards the same physical object, as much of the response one would have is
dependent on the surrounding context and events leading up to the signifier. One would have to take into account the various cultural values and practices worldwide too that might result in variances in interpretations. This study is hence limited to typical responses by an average, healthy adult and/or child in Singapore.  
Signifiers in the built environment allow for intepretation and are able to influence human behaviour What are some possible signifiers in the built environment that we can control and change? What are the possible psychological implications that could arise from these signifiers?
02 03
METHODOLOGY STATE OF THE ART
This chapter will detail how the previously mentioned concepts will be studied and analysed for the thesis project.
This chapter will look into the various psychology concepts and background research done that will be subsequently put into the thesis.
Space Syntax Ethnographic Study
03.1
SPACE SYNTAX A science-based, human focused approach of studying relationships between spatial layout and various phenomena.
Space syntax is a science-based, human focused approach that investigates relationships between spatial layout and a range of social, economic, and environmental phenomena. (Space Syntax Network, 2018) The methodologies used in this field of study will allow us draw relationships between the concepts of spatial framing and the built environment, as it is able to provide an insight into how the spatial structure of the environment influences human behaviour. It is possible to extract certain parameters and features of the built environment to study human behaviour. Architect and co-founder of the environmental psychology journal Phillip Thiel coded patterns of behaviour in terms of position, distance, and directional turns, while Kevin Lynch, American urban planner used the idea of districts, nodes, edges, paths and landmarks to be parameters of urban space. As such, measures of accessibility could also be functions of the number of direction changes made, boundaries crossed and spaces traversed. (Peponis & Wineman, 1987)
Choice, Connectivity, Integration This thesis will focus on 3 aspects of space syntax methodologies: choice, connectivity, and integration. Choice is a measure of the degree to which each space is used to make connections to other spaces (Hillier, Burdett, Peponis, & Penn, 1987); namely a measure on how often a particular space will be passed through when people traverse between destinations through the shortest path possible. Connectivity is a measure of how connected a space is, a measure of how many more paths one could traverse from that particular space. Integration is a measure of the level of accessibility into a space. While seemingly similar to connectivity, integration has been more often used in its relationship with movement. A study of 6 Greek cities (Peponis, Hadjinikolaou, Livieratos, & Fatouros, 1969) inferred that a high correlation between integration and movement density is representative of a closer relationship between movement on the sides and local area being oriented to the spatial structure of the larger
context. Likewise, in Housing Layout and Space Use: A Study of Swedish and Chinese Neighbourhood Units, it was stated that movement is affected by the distribution and shape of the integration core, and that integration can be a good predictor of movement in certain neighbourhood layouts. (Min, 1993) (Peponis, Hadjinikolaou, Livieratos, & Fatouros, 1969) Choice and connectivity are often seen as local measures, while integration is seen as a global measure. A strong correlation between the 2 scales, or intelligibility, suggests that the urban system is more understandable if the structure of the global system can be glimpsed at based on the structure of the local area. (Peponis & Wineman, 1987) Urban systems tend to preserve this workable degree of integration both locally and globally through the use of increased axial continuity as they grow. It is hence important that intelligibility in a neighbourhood is maintained so as to facilitate wayfinding, and to provide the groundwork for features that could aid in cognitive development for children and the elderly.
Fig. 3.1: Space syntax analysis of London, UK
03.2
ETHNOGRAPHIC STUDY Behaviour of the elderly was observed as part of the ethnographic study. These observations complement the space syntax analysis, by studying in detail the relationships between epople and the built environment.
Fig. 3.2: Pictures from the ethnographic study at Alexandra Canal Linear Park
02 04
THESISOF THE STATE ART QUESTIONS The thesis This chapteraims will to look investigate into the various the relationship psychology between concepts the and built background research environment and mandone fromthat a psychological will be subsequently point ofput view. intoItthe will thesis. select concepts from environmental psychology to evaluate employ how the current road networks are lacking in terms of sensitivity to psychological impacts, and subsequently propose how the road networks can be adapted to create a more vibrant streetscape that is conscious of and sensitive to human psychology.
1. Is the current street network optimal for the people in terms of navigation and engagement? How can they be designed in a more allocentric manner?
2. How can the road network be redesigned to maximise walkability while not compromising on traffic efficiency?
3. How can we make use of the concept of signs to provide for a more engaging streetscape?
4. How can we make the streetscape more sensitive to the psychological impacts of the people?
02 05
DETAILED STATE OF THE ART RESEARCH This chapter delves will look into into the the various various research psychology conducted concepts using and backgroundof knowledge research the previously done that mentioned will be subsequently concepts. This put research into the thesis. will then subsequently aid the analysis of case studies and provide insights for the design proposal.
Road Networks Fieldwork Observation Typical Road Conditions
05.1
ROAD NETWORKS There are 4 main strategies used in the planning and drawing of road networks that are aimed to reduce congestion and amximise efficiency. They are: gridlines, arterial roads, loops and cul-de-sacs. The many different cities would then combine these 4 strategies as warranted by the surrounding context to produce different forms of road networks. It is somehow universally agreed upon that areas where land use planning calls for commercial development, the roads be laid out in a more efficient manner as compared to those in the suburban residential areas.
Fig. 5.1: Diagrammatic representaitons of typical road networks
Space syntax analysis on choice networks was done very briefly on a small scale version of each general form of city layout. For the grid system, despite the homogenity of it, on such a scale it can be seen that there are some roads that are preferred over others, unintentionally hinting at a form of arterial road by preference of the people. The other layouts that involve loops and cul-de-sacs also clearly show that traffic in the loops will be significantly higher than those of the cul-de-sacs, indicating some form of allocentric processing involved in the navigation owing to the gradually increasing choice values that follow the road hierarchy.
Fig. 5.2: Diagrammatic representaitons of typical road networks and space syntax analysis
05.2
FIELDWORK OBSERVATION Fieldwork observation was conducted in the neighbourhood of Ang Mo Kio. This area was chosen as it has a high elderly resident population, and many of the local government’s efforts in upgrading for the elderly were conducted in Ang Mo Kio. A study here would hence be able to provide meaningful insights into how a changing environment can still respond to the elderly’s needs.
The following depict a typical journey taken by an elderly couple from their home to the nearby supermarket in Ang Mo Kio, Singapore. Half the journey invoves walking across an open-air carpark. From this short journey alone, egocentric elements like the material of the pathway under the first HDB block can be easily identified; the strong contrast of the brick tiles lead one to walk around the carpark in their navigation. However, it is only owing to the fact that this elderly is familiar with this surroundings that see them abandoning the designated path and walking across the carpark for a portion of the journey - and the open air carpark gives them the oppoortunity to switch to allocentric processing due to the freedom of space given between a slightly larger boundary as compared to the walking path. This is just one of many examples on how the egocentric and allocentric features of the built environment can be analysed, and the human response to these elements. Insights on egocentricity From the fieldwork, it is obvious that spaces designed for pedestrians are very strong in its egocentricity - from the difference of paving material
used to demarcate the paths, to the mere presence of a shelter that indicates it is the recommended pedestrian path. It is logical that such measures actually help the elderly - who experience a great decrease in cognitive function including the ability to process allocentric framing in spatial navigation. What must thus be considered in the design proposal is the sensitivity to such needs of the elderly as allocentric framing is encouraged. Insights on allocentricity Part of the elderly couple’s path include walking across an open-air carpark, with reasons cited being convenience, due to the roundabout manner of the predetermined pedestrian path. During the observation, it was also noted that several other residents cut across the carpark in varying directions. This highlights the potential of road networks in providing the element of allocentricity in our built environment. The dimensions provided for motor vehicles are relatively huge on the human scale, allowing for a certain degree of freedom to move within this space.
Fig. 5.3: Pictures depicting journey of an elderly couple during fieldwork observation
Fig. 5.4: Analysis of egocentric (red) and allocentric (blue) features of the environment
The second fieldwork observation was conducted at selected areas of the Park Connector Network (PCN) in Singapore, namely Alexandra Linear Canal Park and Waterway Park. These areas were chosen as they are unique to the PCN, serving not only as connecting paths of greenery between different neighbourhoods, but also as designated parks that provide recreational activities like fitness corners, playgrounds and water and toilet amenities. The level of activity at these two areas thus differ from the typical PCN, as both residents and park users interact with cyclists and joggers. Focus was placed on the elderly and their interaction with the physical environment as it is te elderly who has experience a decrease in cognitive function. This study would hence be useful in exploring the physical attributes of the environment that may or may not be helpful in accomodating to the changing needs of the elderly. This second study hence makes use of the concept of semiotics to understand the relationship between elderly and the PCN.
Semiotics in our built environment Signifiers in the physical environment provide cues on the usage of a space. Long and narrow pathways would hint at circulation being its primary function, and objects like benches and rest stops in a park encourage users to linger. This signfier-signified relationship form the concepts of signs in the study of semiotics, and will allow us to better understand the usage of a space among different demographics of users, and allow designers to make more informed design decisions. This portion of the research identifies various signifiers found in neighbourhoods in Singapore that affect the walkability and inclination of usage of social spaces. These include: - widths of paths - proximity of pedestrian paths and cycling paths - benches - perceived distance of path - colour - material - shade
Fig. 5.5: Diagrammatic representations of findings from fieldwork observation
Widening of a path : signifies a potential resting spot or divergence of paths
Proximity of pedestrian paths and cycling paths: closer proximity leads to pedestrians walking closer to the edge
Type of ground in relation to location of benches: having the bench appear to be ‘on’ the pedestrian path results in shorter time spent at the bench, but higher number of users.
Shape of benches: a bench that allows for more people to sit and provides different viewpoints leads to more time spent on the bench
05.3
ROAD CONDITIONS Typical street junctions and their pedestrian connections were studied, and proposals that would potentially be more allocentric in nature were explored. Factors like the surrounding planting and pre-existing pedestrian circulation were taken into consideration. Allocentric features include: - landmarks and directional information, - cues that hint at freedom of movement, such as plazas that do not dictate a specific direction for walking, - usage of material that blurs the boundaries between objects, eg between landscape and pedestrian paths
Linear
T Junctions
Intersections
Roundabouts
Side Turns
Diagonal Intersections
Fig. 5.8: Typical road junctions
Road Forks
Parallel Circulation
Jaywalking
Overhead Bridges
Jaywalking
Overhead Bridges
Overhead Bridges + Jaywalking
Informal zebra crossing
Shared space at intersection
Intergration with landscape + shared space
Informal zebra crossing
Overhead Bridges + Jaywalking
Diagonal Bridge
Extended Sidewalk
Intergration with landscape
Shared Space
Use of Patterns
Intergration with landscape + extended sidewalk
Fig. 5.9: Typical road junctions (blue) and possible methods of encouraging allocentric framing (purple)
Zebra crossings
Zebra crossings + jaywalking
Shared space / redirecting traffic
Shared space
Parallel circulation + zebra crossing
Zebra crossing + jaywalking
Shared space / redirecting traffic
Shared space / redirecting traffic
Zebra crossings
Zebra crossings
Walking along bicycle paths
Zebra crossings
Shared space
Shared space
Zebra crossings
Zebra crossings
Zebra crossing + overhead bridge + jaywalking
Shared space / redirecting traffic
Shared space / redirecting traffic
Shared space
Shared space + extended sidewalks
Jaywalking
Shared space
Shared space / redirecting traffic
Fig. 5.10: Typical road junctions (blue) and possible methods of encouraging allocentric framing (purple)
02 06
CASE STUDIES STATE OF THE ART
The concepts of spatial framing and semiotics will be used to evaluate selected case studies. This evaluation will allow us to see what remains insufficient in currently employed strategies in terms of encouraging allocentric forms of spatial processing and the success of signifiers in the built environment in encouraging This chapter will looktheir into the various psychology concepts and be engagement with surroundings. Thereafter, we will background research done that will be subsequently into thein able to propose how these projects might be put improved thesis. order to encourage allocentric spatial thinking and handson engagement of children and the elderly with the project. The two case studies that will be analysed are High Line and Seoullo 7017 respectively. Both are adaptive reuse projects, where an abandoned transport infrastructure was rejuvenated and reclaimed back into public space through the creation of a pedestrian walkway and park. In addition to these, various urban furniture projects will be studied as well to draw inspiration and insights for the design proposal.
High Line Seoullo 7017 Shared Spaces Urban Furniture
06.1
HIGH LINE Manhattan, New York, USA 2009 - 2014 James Corner Field Operations
Fig. 6.1: Artist’s impression of the High Line
The High Line in New York, formerly the West Side industrial railway, is an elevated steel structure built in the 1930s for freight trains. It was unused since 1980, but only avoided demolition due to the formation of the non-profit organisation Friends of the High Line, advocating for the ‘High Line’s preservation and reuse as a public open space’. (Friends of the High Line, 2010) It features a ‘pathless’ landscape (Cliento, 2009) that allows the vegetation to grow in an unobtrusive environment, inspired by the wild seeded landscape after the abandonment of the line. This gives the public the freedom to create their own unique experience in the park, since pathways are not clearly defined. This ‘soft boundary’ melds the softscape and hardscape in a smooth manner that breaks the linearity of the overall geometry of the High Line, creating a sense of allocentricity within a rigid form of space. Impacts However, this project has received much flak for the lack of sensitivity to the residents of the High Line community, despite it being built for them. The extremely close proximity
Fig. 6.2: Landscape at the High Line
Fig. 6.3: Aerial view of the High Line
of the walkway to the resident’s homes that are populated by tourists rather than locals have only served to highlight a social divide. Residents were said to stay away from the High Line for three reasons: they did not feel that it was built for them; they didn’t see people who looked like them using it; and they did not approve of the park’s mulch-heavy programming. (Bliss, 2017) These reasons, coupled with the fact that not all of its staircase entrances -intended to provide frequent and easy access -- were easy to spot in the first place, could have very possibly led to the High Line being not adequately integrated with the surroundings, despite the designer’s intentions.
Analysis The circulation along the High Line does not follow a strictly linear geometry throughout its entire length as well. As seen in the image above, the paved pathway branches, narrows and widens in a haphazard manner, seemingly to emphasise an uncontrolled landscape. This affords for allocentric processing as a differentiated form of geometry along the entire pathway can be
Fig. 6.4: Site plan of the High Line
Analysis of Choice It can be seen from the choice analysis on the High Line and its surroundings that the grid network provides for a very homogenous outlook in terms of the shortest distance traversed. The High Line itself, having a higher choice value, reflects an opportunity for the High Line to be used as a space that can be more heavily utilised by the locals, rather than just a destination attraction like it currently is. However, it should be noted that the choice analysis run in DepthmapX is two-dimensional; the fact that the High Line is an elevated walkway is hence not taken into consideration here. This could potentially lower the actual choice value if the elevated height were to be taken into consideration.
Fig. 6.5: Choice analysis of the High Line
Analysis of Connectivity The image portrays the connectivity of the High Line and the surrounding context. While it is clear that the grid system adopted in Manhattan provides for a high level of connectivity, it is obvious that the High Line itself does not do much in contributing to the high level of connectivity its surroundings provide. It is clear from the connectivity analysis that the High Line was meant to be a destination rather than a space meant to be traversed on a daily basis.
Fig. 6.6: Connectivity analysis of the High Line
Analysis of Integration The integration analysis shows a relatively high level of integration of the High Line with its surroundings, most likely attributed to the fact that it fits in with the linearity of the grid system of Manhattan. Even though the paths within the park itself are freeform and may not strictly follow the linearity of its overall geometry, it is still clear on a larger context that an allocentric form of spatial framing can be used to navigate the High Line.
Fig. 6.7: Integration analysis of the High Line
Kinked paths break the linearity of the park, also indicating to users to slow down for breaks
Open spaces and diverging paths slow people down and allow for varied pathways within that area
Benches placed outside the path encourage users to spend longer times there, and slow down human traffic along the path
Smooth transitions between landscape and hardscape allow for congregation and merging of activities
Seating space with ramps are friendly to the disabled
Activities placed near one another encourage cohesion
Fig. 6.8: Programmes at the High Line
06.2
SEOULLO 7017 Seoul, South Korea 2014 MVRDV
Fig. 6.9: Axonometric of Seoullo
Fig. 6.10: Site Plan of Seoullo
Seoullo 7017 is an adaptive reuse project spearheaded by the Mayor of Seoul Park Won Soon. It was a formerly abandoned highway that used to connect the east and west regions surrounding Seoul’s Central Station district, converted into a 983-meter long elevated linear park. It features a living catalog of indigenous plants found in Korea, as a way to connect city dwellers with nature. (ArchDaily, 2017) As the walkway is elevated 16 metres above ground, views to the historical Seoul Station and Namdaemun Gate, another historical tourist attraction are finally available to pedestrians, while at the same time providing a more efficient manner of connecting the two regions currently divided by Seoul Central Station for pedestrians. Impacts According to the Thematic Maps of Seoul (Seoul Metropolitan Government, 2007), the eastern entrance of Seoullo connects to commercial and business areas, while the western entrance connects to mixed residential and business areas, and residential areas slightly beyond that. Both vehicular and human traffic
have been known to be extremely high and congested in this area. The completion of Seoullo therefore has had a few positive effects in terms of transport management as well. Through road dieting, vehicular traffic was reduced, therefore lowering the likelihood of traffic jams on highways traversing the two sides of Seoul Central Station. The pedestrian path also reduced the number of cars on the road, as more users are able to simply walk across the path to and from work. Analysis The preexisting pathways that were built for the original highway were also used as ramps that can bring pedestrian from the surrounding commercial areas on the ground floor up to the walkway. 17 access points were created in total, each connecting the walkway to a different part of the city. A variety of commercial and cultural facilities like shops, galleries, cafes and even a theatre are built on the highway itself to draw crowds in and add on to the cultural and historical significance of the project.
Analysis of Choice The choice analysis on Seoullo 7017 and the immediate surroundings emphasises on the level of success the project has in fulfilling its function in the creation of a pedestrian path between the eastern and western sides of Seoul Central Station. In addition, it is interesting to note that the more organic form the road network adopts in Seoul exhibit almost the same level of homogeneity of choice values as it did in Manhattan’s grid system. Intuitively, the grid system provides for multiple possible paths between any two points; such a large number of options do not appear to be intuitively available in a network filled with loops. This success in homogeneity could possibly be attributed to the presence of smaller loops within larger ones. This therefore provides the possibility of encouraging allocentric processing in what appears to be an egocentric processing-friendly environment, since it can be proven that there is little difference in terms of difference in distance travelled.
Fig. 6.11: Choice analysis of Seoullo
Analysis of Connectivity Connectivity-wise, it can be seen that Seoullo is lacking as compared to the other two pathways traversing the Seoul Central Station, as the roads northwards and southwards of Seoullo are connected to a greater number of roads on both sides of the station. However, the limitation of such an analysis is that it does not take into consideration the road width and hierarchy of roads. The roads east and west of Seoullo are major expressways; thus it could be argued that Seoullo is high in connectivity on an even larger scale than depicted in this analysis. This connectivity analysis is also not representative of human choice; when travelling long distances, roads like expressways that are higher in the road hierarchy with wider widths are often preferred.
Fig. 6.12: Connectivity analysis of Seoullo
Analysis of Integration Seoullo and the roads immediately surrounding it, however, have a high integration value, showing that it is successful in lodging itself in the larger context and not disrupting the intelligibility of the neighbourhood.
Fig. 6.13: Integration analysis of Seoullo
Cafes
Various types of programs like cafes, play areas, pools and observatories are placed along the highway as a way of engaging with the users as they traverse along Seoullo.
Observatory
Resting Pool
Trampoline Playground
Garden Classroom
Curiosity Treepot Fig. 6.14: Programmes at Seoullo
06.3
SHARED SPACES
A shared space is a space where the typical traffic controls like traffic lights, curbs, painted lines and the like are stripped away, making its users - which include motorists, pedestrians and cyclists more alert and hence more cooperative, and being able to use the same space in a safe manner. This level of equality between all users of the road have proven itself through several implementations, such as London, Auckland, Bohmte and other places in Europe. Pedestrian flows in London increased by 7 percent as the number of road collisions were cut by half; Auckland saw a significant decrease in vehicular speeds and volumes. Converting a road into a shared space is thus a very viable option in order to reclaim the roads back into the pedestrian domain.
Fig. 6.15 Shared spaces in Europe
06.4
URBAN FURNITURE The following case studies on urban furniture are analysed using the previously mentioned concepts. Each case study also provides an additional perspective into the design proposal to be considered.
Atlantique XXX Pop Rocks Zighizaghi Plaza de Felipe II Resistant Sitting Project
Atlantique Area / 2016 Atlantique by French firm Area is a series of street furniture consisting of 3 different modules that can be rearranged to respond appropriately to the surrounding context. The resulting curves formed from the different combinations of the modules also affords for different kinds of usage, providing flexibility to its use and catering to a wider variety of users. Fig. 6.16 Atlantique
1. angle is within range for sitting + climbing 2. height difference is obvious enough to be perceived as a barrier (how high before people will only perceive it as a hard barrier instead of a divder
Fig. 6.17 Diagrammatic analysis of configurations
Insights: - What could be the optimal number of configurations to encourage flexibility? - What kind of curves would best cater to a wide variety of uses?
XXX New York, USA J. Mayer H. / 2016
Fig. 6.18: XXX
This public art installation of 3 X-shaped benches placed in the middle of times square breaks the verticality as it encourages users to lie horizontally and look at Times Square from a different perspective and be more aware of its media presence. The outdoor lounge allows for up to 4 different groups of people using it at any one time, encouraging social interaction between strangers. The unique shape also draws attention from passers-by, and can seemingly provide some semblance of privacy within a very public and crowded area.`
Fig. 6.19: Distance analysis of pod
Insights: - The X shape allows for 4 discrete groups of people. What kind of other geometries can be explored? - What is the balance we want to achieve? What is the optimal number of groups of people that would easily facilitate social interaction?
Pop Rocks Vancouver, Canada Matthew Soules Architecture + AFJD Studio / 2012
Fig. 6.20: Pop Rocks
This installation in downtown Vancouver makes use of postindustrial and post-consumer waste to fabricate ambiguous, shapeless fabric forms to invent a space that extend beyond the typical range of active and passive social activities. Its efficient use of resources have also raised awareness of a new form of pragmatism that can balance aesthetic design with resource allocation. reclining posture relaxing posture
45°
20°
work posture
Fig. 6.21: Different postures and their optimal angles
Insights: - Organic shape helps with flexibility. Should a hard or soft material be used? - Could material be used to differentiate between zones, or be associated with a certain landmark?
Zighizaghi Sicily, Italy OFL architecture / 2016 Located in Sicily, Zighizaghi aims to transform the space into one where music acts as a vehicle between nature and visitors. The multi-sensory garden makes use of easily tessellated hexagons to provide flexibility in configuration and usage.
Fig. 6.22: Zighizaghi
Fig. 6.23: Elevation of Zighizaghi
Insights: - Use of an easily tessellated shape - can give identity to that area. - Integration of landscape and lighting within area - Placement of things that may amplify other sense? What other sense can you engage in your streetscape apart from visual: sound, touch?
Plaza de Felipe II Salamanca, Madrid 2013 Plaza de Felipe II is a space allocated for culture and art in Salamanca, Madrid. It contains several historical sculptures and monuments, but what is taken note of here is the vegetation interspersed in planter boxes throughout the square. The angled planter boxes hints at additional seating space on top of the benches, and the LEDs at night add to the atmosphere of this symbolic place. Fig. 6.24: Plaza de Felipe ll
Insights: - Importance of blending in with surrounding material - Ideal gradient for ramps? What kind of different effects could be created from different angles of ramps? - Could we explore the different directions of slope to adjust people’s behaviour?
The Resistant Sitting Project London, United Kingdom 2008
Fig. 6.25: The Resistant Sitting Project
Age-friendly actions operate on the principle of bare minimum intervention (sophie handler citation), as the elderly are heavily dependent on familiarity with their surroundings to engage in social activities. The Resistant Sitting Project is a project in Newham, East London, in 2008 that made use of the principle. Instead of introducing new elements or designing new kinds of spaces, it identifies an already fully developed network of bollards, and transforms this overlooked space into an informal rest stop. This is done through the provision of cushions that can easily fit on top of these bollards, hence minimising intervention yet maximising its effect
Insights: - Are there any existing interactions between the users and their environment that could be capitalised on, and hence provide minimum intervention?
02 07
DESIGN STATE OF THE ART MANIFESTO This chapter will look into the various psychology concepts and background research done that will be subsequently put into the thesis.
The proposal should create a shared space that is equal between pedestrians and motorists; or even placing pedestrians as its first priority. It should also aid cognitive development of the users, in the aspect of spatial framing; to encourage allocentric framing in its users.
This can be done through a few ways: the use of landmarks; clear geometrical boundaries; and ambiguous pathways. The design proposal aims to create a space that can not only complement its surroundings by value adding to the function of the space, but also show how spaces in the physical environment can be designed with care and sensitivity to the psychological needs of the people as a default.
Fig. 7.1: Diagrammatic representations of the design manifesto
02 08
SITE SELECTION STATE OF THE ART ANALYSIS AND This chapter will look into the various psychology concepts and background research done that will be subsequently put into the thesis.
Selection of Site Site Analysis
Fig. 8.1: Relative sizes of houses around the world
Hong Kong has an extremely high population density of 6,737.6 people per square kilometer as usable land is limited to areas of gentler topography. This has led to houses being extremely small in order to cater for the large demand for limited housing land. As a result, locals often take to the streets for their leisure activities, congesting sidewalks. By turning the road into a shared space, pedestrians will be given more space to propagate the vibrant streetscape culture that it unique to Hong Kong, and at the same time develop a greater sense of ownership of their environment. Nathan Road in Kowloon, Hong Kong was chosen as the site of intervention. As the oldest road in Kowloon, a wide range of programs can be found near
the site, including high-end shopping malls in Tsim Sha Tsui, local residences intermingled with local businesses in Yau Ma Tei and Mongkok, and hospitals and parks in Jordan. This 3.6km long road was thus chosen to be converted into a shared space as it holds the potential impact in showing how a shared space may respond to and value-add different kinds of spaces in Hong Kong. The MTR system from Prince Edward station to Tsim Sha Tsui station also provides a sufficiently adequate transport system for commuters, hence it is reasonable to limit motorist traffic to public buses along Nathan Road.
Fig. 8.2: A busy street in Hong Kong
Future Development The future development of Hong Kong as planned by the authorities also allow for the potential development of shared spaces. The Conceptual Framework of Accessibility as proposed by the Land Planning Department places public transport nodes to be within 200-300m from homes and workplaces, and open spaces to be within 400m. Open green spaces are essential to the mental health of the population, thus there is possibility for open spaces to be placed at the same importance as public transport nodes, within 300m from places of home and work. Given the comprehensive street network in Hong Kong, it is not unreasonable to bring these open spaces to the streets itself as this will provide a greater impact to the people of Hong Kong.
Fig. 8.3: The Framework of Accessibility and the proposed changes
Fig. 8.4: Choice analysis of Nathan Road
Fig. 8.5: Connectivity analysis of Nathan Road
Fig. 8.6: Integration analysis of Nathan Road
Analysis of Choice Space syntax analysis done shows higher degrees of choice at the Jordan, Mongkok and Yau Ma Tei areas as compared to the Tsim Sha Tsui area. A higher degree of choice reflects a more dense road network and more opportunities for allocentric framing, hence the shared space network at Tsim Sha Tsui must be positioned so as to encourage a greater degree of allocentric processing. Analysis of Connectivity Connectivity values across all three neighbourhoods are relatively uniform, further affirming the fact that the traffic diversion over such a major road not be detrimental to the traffic conditions in the area. However, THe Tsim Sha Tsui area could do with slightly more connectivity. Analysis of Integration Integration values at the Mongkok area is significantly higher than that at Jordan and Tsim Sha Tsui. THe shared space network will hence have to account for this through non-linear branching strategies.
Star Ferry Pier
Temple Street Night Market
Kowloon Park
East Tsim Sha Tsui Fig. 8.7:Landmarks along Nathan Road
Tsim Sha Tsui
Kin
Queen Elizabeth Hospital
Jordan
Austin
Kwong Wah Hospital
Yau Ma Tei
Mongkok Stadium
Ladies’ Street Night Market
Mongkok
Mongkok East
Prince Edward
1:10000
Cherry Street Park
ng’s Park
Notable landmarks that would be significant to the people were chosen as nodes for the creation of the shared space network. The resulting network lines then informed the extent of the shared space network, as it aimed to connect all of these nodes while
connecting the different types of programmatic spaces, as informed by the land use plan.
0000 Fig. 8.8:Proposed network of landmarks
0000 Fig. 8.9: Proposed shared space network with land use
The results from the space syntax analysis were also taken into consideration. What results is a shared space network that connects to the local night market locations, and also attempts to increase the connectivity and integration at
the Tsim Sha Tsui area through interconnected smaller streets, as opposed to the straightforward branching strategy adopted at the Jordan neighbourhood.
0000 Fig. 8.10: Site plan of shared space network
09
DESIGN CONCEPT This chapter will look into the various psychology concepts and background research done that will be subsequently put into the thesis.
Masterplan Concept Design Strategies Design Proposal
09.1
MASTERPLAN CONCEPT Development of the Masterplan
Masterplan Concept
In order to provide a more comprehensive network of shared space along Nathan Road, notable landmarks were determined based on its significance to the locals, popular circulation nodes and MTR stations. The shared space network then attempted to best support this circulation network, while reaching out to the local residential buildings located slightly away from Nathan Road.
The concept of the thesis proposal is for a ribbon to weave through this shared space network, morphing into different elements as needed for the different areas of the changing streetscape. The shared space is divided into 4 different zones, each zone corresponding to the immediate surroundings. Each zone, with its own primary function, will inform the type of urban furniture the ribbon morphs into and thus provide a shared space that can not only appropriately respond to the needs of its surroundings, but also provide an environment that promotes cognitive development and equality between motorists and pedestrians, and across all age groups.
Space Syntax Analysis Space syntax analysis was conducted on the site, focusing on choice, connectivity and integration analysis.
1: 25 000 LOCAL COMMERCIAL / RESIDENTIAL PROGRAMMES PRIMARY FUNCTIONS: 1. Provide seating space for local eateries and restaurants 2. Provide and extended play area 3. Provide an extended living and dining area from residents’ homes
COMMERCIAL PROGRAMMES / TRANSPORT NODES PRIMARY FUNCTIONS: 1. Provide waiting and social space for commuters and shoppers
PARKS AND PUBLIC AMENITIES PRIMARY FUNCTIONS: 1. Provide a space that encourages movement and exercise 2. Provide an extended play area
Fig. 9.1: Zoning masterplan of shared space network
existing activity levels
activity level of intervention
waiting / social space
Fig. 9.2: Proposed activity along shared space network
playground space
playground space
exercise area
public seating space
playground space
playground space
09.2
DESIGN STRATEGY The design rules for each zone will be elaborated upon, and tweaked in order to better serve the programmes of the buildings adjacent to each zone.
determine primary function determine ground ribbon through gridlines fill in voids with second ribbon use roof scape to influence second ribbon
09.2.1
LOCAL RESTAURANTS A common sight on the streets of Hong Kong is the 茶餐厅 (cha chaan teng) - local restaurants and eateries that are line the streets, regardless of the function of the building. These restaurants often find themselves in high demand, leading to long queues along the sidewalks and congested seating within the shop space. The ribbon thus strives to provide added seating areas for these restaurants. The frequency of the tables are determined by the changing heights of the buildings, to bring a sense of the roof scape down to the ground level.
Fig. 9.3: Artist’s impression of a local restaurant in Hong Kong
Fig. 9.4: Formation of grid
determine primary function to provide local eateries with more seating spaces
determine ground ribbon through gridlines
ground ribbon is determined through rarefactions of gridlines formed by the building edges. this allows clearer boundaries between each eatery’s area, and to also capitalise on the more crowded areas with several adjacent eateries
fill in voids with second ribbon
the second ribbon spans compressions of the grid formed by the buildings
Fig. 9.5: Roof scape analysis and formation of sheltered linkway
use roof scape to influence second ribbon
the undulating movements of the roofscape informs the frequency of the tables
In order to bring the roofscape that towers over much of Hong Kong closer to the ground, the ribbon is informed by the changing building heights of that area. Scaling of this movement then produces a form for the sheltered linkway that spans this area, and gives rise to tables and chairs that can serve the local restaurants as well.
09.2.2
PLAYGROUNDS Given the land scarcity in Hong Kong, it is not surprising that the development of public playgrounds are placed at a lower priority. Legco reports find that Hong Kong only provides an average of 0.27 square metres of playground per child, as compared to 10 square metres in London. Many locals, including the executive director of NGO Hong Kong Playground Association, still feel that public playgrounds in Hong Kong are unable to sufficiently fulfil leisure needs, serve as a tool to allow children to learn through play and are not inclusive. Having such monotonous playgrounds at infrequent intervals throughout the city poses detrimental mental effects on the young.
Fig. 9.6: Playground in Hong Kong
Importance of playgrounds Playgrounds are important to a child’s development as it helps them develop motor skills. A challenging playground is also able to train children’s muscle coordination, visual and spatial coordination, as well as social skills. These are all essential to healthy early childhood development. It is thus important to be able to provide adequate playground facilities that encourage play. Concept In the playground zone, the ribbon will morph into pure geometric forms of typical play areas. Having the play area to be simplified to its essential geometry would require the concept of affordances to be used as a design strategy, so as to allow for a wide array of possibilities given the limited play area. Analysis Surface Magazine asked 13 architects and designers to imagine playscapes of the future. Their proposals were broken down to their most basic
geometric forms and analysed, to extract the most essential actions found at a typical playground. This analysis reveals 4 basic actions. Sliding: a sufficiently curved and smooth surface Climbing: can be done either through steps or ramps Swinging: a horizontal element of a minimum height above the ground that facilitiates pendulum-like movement Crawling: a horizontal element of a lower height above the ground The ribbon would thus morph into geometries that would encourage such behaviour, affording for the intervention to also serve as a playground space near the residential homes. The topography of the buildings were used to inform the type of activty that would be encouraged in certain areas, to bring this building scape closer to the people of Hong Kong.
determine primary function
to provide more play areas for children, and accessible outdoor areas for the elderly
Fig. 9.7: Playgrounds as imagined in Surface Magazine and breakdown of geometry
bottom
1:5000 right bottom CLIMB
SLIDE
CRAWL
SWING
CRAWL
CLIMB
SLIDE CRAWL
SWING CRAWL
SWING SWING
SLIDE
CLIMB
CRAWL
CLIMB
CLIMB
SLIDE
CLIMB
CRAWL
CRAWL
SLIDE
CLIMB
SLIDE SLIDE
CRAWL
CRAWL
SWING SLIDE
CLIMB
CRAWL
CRAWL
000 ht top
CRAWL
SLIDE
SWING
CLIMB
CRAWL
SLIDE CLIMB
CRAWL SWING
CLIMB
SLIDE
SWING SLIDE
CRAWL
CLIMB
SWING
Fig. 9.8: Roof scape analysis and strategy for formation of playground zone
SLIDE
CLIMB CRAWL
SLIDE CLIMB
CRAWL
CRAWL
determine ground ribbon through gridlines
ground ribbon is determined through rarefactions of gridlines formed by the midpoint of building boundaries. this allows a creation of greater contrast between the peaks of activity along the zone.
fill in voids with second ribbon
the second ribbon spans compressions of the grid formed by the buildings
use roof scape to influence second ribbon
the movements of the roofscape informs the sequence of the 4 basic actions conducted at a playground, which will be translated into the ribbon’s changing heights. the ribbon at the corresponding areas would then encourage the corresponding playground behaviour, so as to provide an exciting playground environment for the children.
SLIDE CRAWL
CLIMB
09.2.3
LIVING EXTENSIONS Apartments in Hong Kong are small and expensive due to the extremely high demand and limited useable land. By converting the road into a shared space, it has become a potential area for the expansion of the home.
Fig. 9.9: Small home sizes in Hong Kong
Fig. 9.10: Influence of proxemics in design strategy of living and waiting zones
determine primary function
to provide more community spaces that can also function as an extension of the typical household
determine ground ribbon through gridlines
ground ribbon is determined through compressions of gridlines formed by the building edges. this ensures a healthy balance of public and private areas, as well as giving a sense of ownership to the residents of each building.
fill in voids with second ribbon the second ribbon spans rarefactions of the grid formed by the buildings
use roof scape to influence second ribbon the roofscape determines frequency of congregated waiting pods
09.2.4
WAITING AREAS Due to the congested nature of Hong Kong’s sidewalks and the high usage of the public transport system, it is unsurprising to see the sidewalks shared between storefronts, shoppers and those waiting at transport nodes and the like. More can definitely be done to provide more spaces for the people who simply need a break admist the bustling streets of Tsim Sha Tsui.
Fig. 9.11: Illustration of the busy streets in Hong Kong
Fig. 9.12: Diagrammatic representation of section design strategy
determine primary function to provide less congested, more interesting waiting spaces at transport nodes and commercial areas
determine ground ribbon through gridlines
ground ribbon is determined through compressions of gridlines formed by the building edges. by ensuring these compression spaces are not occupied by the intervention’s programme, it spreads the activity in a more uniform manner and eases congestion.
fill in voids with second ribbon
the second ribbon consists of 2 kinds of modules that allow for different levels of interactions between its users. this variation in privacy levels of the space provides flexibility for users to interact with others while still retaining their anonymity admist the bustling city
use roof scape to influence second ribbon
the roofscape determines the corresponding section of the module. lower building heights allow for a more relaxed posture of the user.
09.3
DESIGN PROPOSAL
(bottom) Fig. 9.13: Unrolled section of Nathan Road , (top) Fig 9.14 : Perspective section of waiting zone
Fig 9.15: Perspective section of living extension zone
Fig 9.16: Perspective section of restaurant zone
Fig 9.17: Perspective section of playground zone
Fig 9.18: Axonometric of waiting zone
Fig 9.19: Axonometric of living extension zone
Fig 9.20: Axonometric of restaurant zone
Fig 9.21: Axonometric of playground zone
010
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