mentor : Stephen Read, Paola Vigano
Way to the Airport & it’s perpendicular axis -New axis for urban (re)formation 공항 가는길과 그것의 직각의 축 -새로운 도시(재)형성의 축
EMU final session Lim Dongwon
30km
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Way to the airport & it’s perpenducular axis - New axis for urban (re)formation Emerging city contour lines Water stream Metro line and station Local main road Highway, way to the airport Proposal
Perpendicular axis towards existing city
Existing supporting program for global capital of existing city University area manufacture area Apartment block Urban amenity point, amusement area Scenarios Reciprocal interaction between global capital and local territory University area for R&D support manufacture area for tertiary business support Apartment block for living area support Entertainment area for urban amenity support Green area for green amenity support water stream crossings for water park
Proposal Crossings development as TOD type urban generator model : new urban formation, 14EA criss-cross model : urban reformation, 17EA
ABSTRACT Lately, Globalization has been generated, capital has made massive urban footprint in the city so far. So called “Global capital” which requires “face to face” contact, and seamless and fast connections with city to city provides prosperity in terms of generating employment and investment of the capital in a local economy. Financial center, R&D, High-tech industry and advanced producer service which represents the global capital makes a certain “new Economic Corridor” from the airport to the metropolitan CBD area. This trend shows that so many urban development project has been going on this corridor in global condition. However, I’d like to make argument that this new economic corridor makes a certain inequality of economic viewpoint to the existing city, and focus on how to make global capital provides the benefit to the neglected existing city. The “perpendicular axis” of the way to the airport towards the existing city could make movement of this global capital into the local territory. It starts from the crossing point of local mobility line and the way to the airport. Moving towards the existing city, it generates the reciprocal interaction between the global capital and local territory in an economic point of view. For example, existing university area is to be R&D support, existing manufacture area is to be tertiary business or manufacture support. Existing commercial area is for urban amenity support, existing apartment blocks for living area support for the global capital. Existing water and green area is to be developed as nature amenity support area. More going into the existing city, the crossing area of this perpendicular axis and local mobility line could be developed as new business platform of the existing city. Following the TOD logic, within 1000m radius, It brings the diversity, density and pedestrian friendly business environment. It could be classified with 2 different type, one is in rural area for the new urban formation, the other is in existing city area for urban reformation. Keyword : Globalization, way to the airport, perpendicular axis, interaction, TOD, urban formation
Contents
1. Way to the airport & industry 1.1 Way to the airport is the way of the global capital 1.2 Generator of new type industry : Financial & High-tech industry
3 4 5
2. Seoul-Incheon Metropolitan City Region* 2.1 Scenario 0- on going project 2.2 Emerging cities 2.3 Existing city, Incheon 2.4 How global capital gives benefit to existing city?
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3. “Perpendicular axis” towards the existing city 3.1 Reciprocal interaction between global capital & local territory 3.2 Fixing the perpendicular axis 3.3 1st crossings of Way to the airport 3.4 2nd crossings of local mobility line 3.5 supporting programs from existing city, potential extension 3.6 mobility crossings as business platform
22 23 26 36 37 38 50 51
4. Crossings as business platform of TOD type 4.1 Development tool box - 2 different type 4.2 1st crossings as new urban formation 4.3 2nd crossings as urban reformation
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5. Further discussion - Two ways of urban expansion, 2050 Seoul metropolitan Odyssey
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* Metropolitan City Region (MCR) quoted by Peter Hall(2006) in “The Polycentric Metropolis - learning from Mega-city Regions in Europe”, EARTHSCAN, London.
1. Way to the airport & industry 1.1 Way to the airport is the way of the global capital
Global capital, knowledge, information, and people require faster, smoother and more seamless connections from place to place across the world. Air way is the most common route of global capital, and it could be connected to the domestic line. For connecting the regional city, fast rail network like TGV is best example. And to connect the CBD area, another kind of mobility line like airport rail and highway, these are so called “premium mobility.”*
Star alliance commercial
Direct connections of Korean Air
Source : www.Koreanair.com
Seoul * “Premium mobility” is quoted by Stephen Graham and Simon Marvin, 2001 : ‘‘Splintering Urbanism’’, Routledge, London
Incheon
10km
100km Incheon Airport + TGV connections 4
Incheon Airport to Seoul CBD
1.2 Generator of new type industry : Financial & High-tech industry 1
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City center
Exising city
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16 Emerging city
Globalization brings about the time and distance condensation, and makes the airport as “global gateway.” Through this gate, many type of industry which needs international communication has been emerging.Those are International business, high-tech light manufacture, and Research and development sector. Such “High value and high profit” industry has a strong tendency for gathering each other, especially the way from the airport to the city center, It makes “new economic corridor” whether is intentionally made like Schipol or not like a CDG in Ile-de-France. So, these industries which have top priority of fast speed and face to face contact, are moving through this corridor and producing value. And for getting this trend, there are many emerging cities are growing.
1 AMS teleport 2 AMS Zuidas 650000m2 office, 6000apartment, 160000m2 commerce 3 AMS Amstel 3 4 AMS Zuid-Oost 5 Lijnden/Lutkemeer logistics 65ha 6 Schipol Golf & business 7 Oude Haagse Weg future logistics 6ha 8 Riekerpolder INTL busness park 160000m2 9 Badhoevendorp south logistics 30ha 10 Schipol south Cargo center 100000m2 11 Sky park logistics, 24000m2 12 Schipol Rijk logistics/ office 35ha 13 Schipol logistics 130ha 14 Haarlemmermeer business park 44ha 15 the president companies logistics 30ha 16 Grondbank A4
10km
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image source : Guller, 2000, “From airport to airport city”, Actor. redrawn by writer.
Exising city
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Emerging city
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1 Airport logistics 2 Paris Nord 2, International business 3 Paris Exhibition 4 Citroen plant 5,16 La Moree, High tech industry 6,7 Airport logistics 8 Aubervilleirs, High tech industry 9 Le Bourget Airport zone 10, 12 Les Chanteraines, INTL business 11 Plain commune, INTL business 13, 14 La Courneuve, High tech industry
20km
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*Metropolitan City Region (MCR) is quoted by Peter Hall(2006) in “The Polycentric Metropolis - learning from Mega-city Regions in Europe”, EARTHSCAN, London.
image source : by writer’s drawing(upper), by Korean airport metro web site http://www.arex.or.kr/index.jsp
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In general, Way to the airport requires a certain speed to be guaranteed. It means there are few connection point to the local, existing city.
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City center
Airport mobility = Way of Global capital = Premium mobility = directly to Seoul CBD = very limited access to Incheon, existing city
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Exising city
From the airport, there are many emerging cities on going project of construction along the way to the airport. Among these emerging cities, Song-do, Chungla, and Young-jong are quite distinctive in that area.
1 YoungJong New city 2 ChungLa New city 3 SongDo New city 4 Orue area 5 YounHyun area 6 NonHyun area 7 GumAm area 8 WonDang area 9 ‘Sky city’ , Airport renovation 10 Magok area 11 Mokgam area 12 GwangMyung area, TGV Station 13 SangAm area, Digital Media zone 14 Gongduk area, INTL business 15 HongIK area
Emerging city
2. Seoul-Incheon Metropolitan city region* 2.1 Scenario 0- on going project
2.2 Emerging cities Current emerging cities along the way to the airport has clear character of forming an autonomous city. It’s not a bed town city nor the industrial city. It means emerging city along the airport has little relationship with existing old city. I’d like to call it as methodology of city making as “Package urbanism”. Maybe one package is composed of essential urban program’s like housing, working, commercial area and green space. Moreover, some cities are supposed to be more “premium packaged,” one type is “International business” and the other type is “High-tech industry.” Super-premium is composed of both.
Basic type
Premium type B
Premium type A
Super-premium type
Housing
Convention & Hotel
High-Tech Industry
Work
International Business
R&D
Another Business Another Industry..
Park Commercial
Basic
Basic
Basic
Basic
Premium type A
10km
* Songdo program Phase 1 (~2009) Central City district 1,303,042.8 Knowledge information industrial district 2,401,744.7 Fishermans district 314,342.0 Bio-industry district 1,316,962.3 International business district 5,770,608.8 park(A) 1,558,747.9 Phase 2 (~2014) Songdo International complex district 1,416,661.0 Songdo Techno-park 655,919.0 High-tech cluster(B) 3,921,246.0 High-tech cluster(C) 4,241,171.0 High-tech cluster(E) 343,065.0 Songdo Landmark city 5,829,446.0 park(B) 2,371,240.0 Logistics district(B) 2,624,259.0 Logistics district(C) 6,499,071.0 International maritime terminal 1,263,207.0 Phase 3 (~2020) High tech cluster (D) 5,518,437.8 Logistics district(A) 6,052,441.0 Total 53,401,612.3 m2 *Source of Songdo program & image : website of Incheon free economic zones http://www.ifez.go.kr/
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Premium type A
Chungla
Premium type B
Youngjong
Premium type A
Songdo
Super-premium type
2.3 Existing city, Incheon Towards China-Euroasia
South Korea & Seoul-Incheon metropolitan city regionGeographically, Korea’s location is between the powerful countries Japan and China, it means there is great chance to enhance the mobility hub for the regions. In particular, Government has strong tendency for making development plan in coastal area, which is the gateway for global movement. Incheon airport is the strongest point. Seoul is a dominant city in the metropolitan region.
Towards China-Euroasia
Central Land axis
Pan- East sea (not Sea of Japan) economic axis
Pan- Yellow sea economic axis Southern Land axis
Towards China-Indonesia
Location of Korea
Towards Japan
Pan- South sea (not Sea of Japan) economic axis
National development axis by Government*
population graph of Seoul metropolitan area * Source , http://english.mltm.go.kr/국토해양부, 2009, 광역경제권전략 ** Radius information source,Korean geographical institute 한국 도시지리학회, 2002, “City of Korea” 한국 의 도시, Bummun-sa 법문사, Seoul *** http://english.seoul.go.kr/?Sid=101_01m, 2008, 수도권 발전전략
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Radius of Seoul-Metropolitan city-region**
Schemes of Seoul-Metropolitan development***
City-Incheon’s history is history of reclamation & enhancing the strong horizontality to Seoul
Incheon has been a global gateway for Seoul up to now. First phase as gateway was Harbor since being opened by Japan’s colonial interest. First railway was on the track. Raw material and agricultural product was the main goods at that time. Secondary, in 1960’s, New harbor and Seoul-Incheon expressway was constructed with the development of industrial manufacture. Thirdly, 2002, Incheon airport was opened. Main industries are supposed to be Global business and high-tech light industry.
1920- old harbor in Japan’s colonization period, Seoul-Incheon railway Agricultural, raw material goods
1960 – new Harbor, Seoul-Incheon expressway + industrial zone From early industrial product to Heavy industry product
2009 – Incheon Airport, Airport mobility lines,( 2 expressway+ air railway) Global business, High-tech Industry (on going)
2020 - New coast line fixed
Along these phase of land reclamation, strong tendency for horizontality of mobility is distinctive from gateway Incheon to Seoul as host city. * Image Source : Korean geographical institute, 2002, “City of Korea”, p 153 redrawned by writer.
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Incheon, manufacture oriented city Incheon Namdong industrial complex
Existing city,Incheon is strong manufacture-oriented city. Advance Producer Service* sector is very week. Moreover, most of “valueindustry” is supposed to be located in emerging cities as Songdo, Chungla, and Youngjong.
* Advanced producer service is quoted by Rocco (2006), Legal service, advertisement, consultancy, Accounting, Business management. (Rocco, 2006,“An urban geography of globalization: new corporate centralities in the age of hyper connectivity.”, TU-delft press.)
Manuf acture industry Service industry
10 Advanced Producer Service
Cross section of Seoul-Incheon Metropolitan City Region
From the Yellow sea coastline to the Seoul CBD, there are diverse changes happened in terms of topography, land surface, accumulated time, urban program, and even the collar of foreigners. This section penetrates all the center-periphery conditions from governance to the social point of view.
* All images by writer
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Experience of Incheon - image by writer Urban fringe area of Incheon
Industrial area & highway fringe area
Mixed urban housing, Apartment block & traditional housing
Urban Center area of existing city, Incheon
Urban diversity existing in city center
Urban diversity existing in city center
On going project, emerging city Songdo 1
On going project, emerging city Songdo 2
On going project, emerging city Songdo 3
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2.4 How global capital gives benefit to existing city?
Global capital wants to be connected with value space, which is emerging cities only in Seoul-Inchoen region. Very limited access to the existing city indicates this tendency. Without any consideration of existing city, it never could meet the benefit the global capital’s interest. What if the connection between the way to the airport and existing cities without friction of local fabric?
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Territorial mapping
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Topography & water Urban fabric land surface Road Metro Governance & emerging cities Actual planes Scenario 0 : What if all future project is finished?
- Topography & water : Between Seoul and Incheon, mountainous area is there. Incheon has no river but, small water stream is wide spread. West side, Yellow sea is confronted.
30km
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Han river Seoul
Chungla
Youngjong Incheon
Yellow sea
Songdo (still land reclamation on going) 15
* All images by writer, image of topography from Google map
- Urban fabric : Besides the mountainous area, urban area is covered the territory.
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Kimpo Domestic airport
Incheon INTL airport
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* All images by writer
17 unused/ agricultural landland unused/ agriculture Green area Green area Forest Forest Urban area Urban area
Land fill site
Surface map Surface map water Tidal land Tidal land
- land surface 30km 18 9 3
* All images by writer, image of land surface from Incheon development Institute,2009
- Road : There are strong horizontality towards Seoul, besides the way to the airport.
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30km
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* All images by writer
- Metro : Between the Seoul-Incheon area the metro no.1 has been great role to connect the two city since 1970. Recently, Incheon metro line and Airport rail was constructed, after the construction of the Incheon airport (2002).
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Airport rail (2004) Incheon metro (2003)
Metro no.1 (1970)
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* All images by writer
- Actual planes
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* All images by writer, image of aerial picture from Goggle earth,2009
- Scenario 0 : What if all future project accomplished?
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Gyoungin Canal
Chungla
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Big water way Gyoungin Canal
Emerging cities’ programs Commercial, office block R&D, University, school Residential area HIgh tech industry zone
Youngjong
Songdo
* All images by writer, image of emerging cities program from website of Incheon free economic zones http://www.ifez.go.kr/
3. “Perpendicular axis” towards the existing city
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3.1 Reciprocal interaction between global capital & local territory Global movement of capital, knowledge, information etc, makes localizing process like cascade from the high place to low place, from high-productive value industry to the low-productive value industry. It means Global capital also needs this localizing process to produce their value. On the other hand, the urban element of existing city could take supportive role for Global movement by bottom up approach. That means labor force, social infrastructure, urban amenity, natural amenity could support to the global capital in a near distance. “Perpendicular axis” from the way to the airport is the backbone of interaction in my theatrical base. Economic diversity brings social diversity, in terms of Global, local dichotomy. * Advanced producer service is quoted by Rocco, 2006,“An urban geography of globalization: new corporate centralities in the age of hyper connectivity.”, TU-delft press. **12c Venice story quoted in Jane jacobs (1970),”Economy of the cities”, Vintage books, NewYork.
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12C, in Venice**
Global Firms : Financial sector/ high-tech industry
Glocal Firms : Advanced producer service ( Legal service, Advertisement, Consultancy, Accounting, Business Management*)
Local Firms : outsourcing service ( data capture, data processing, Call service, print, web service, Data producing, cleaning, guarding)
Top locations
2nd locations
3rd locations
Merchant guild : old traders, long distance trading
Local guild : short distance trading Bakers, butchers, coopers, wagoners
Craft guild : workshop keepers All manufacture craftmen
Global flow and emerging cities, very few access to the Incheon area
existing interchange 24
1st action : division of airport mobility line from “premium line� only
Premium road / airport rail Limited access, directly to CBD local road / airport rail Connect to the local mobility 25
3.2 Fixing the perpendicular axis 3.2.1. Extending the existing lines
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At first, there are some extending lines could be a nominee of this perpendicular axis, One of which from the road, and the other one from the metro lines. All the major mobility line is possible to be projected with a “isotropically distributed condition in this map. I’d like to set up 2 criteria of being the axis.
Way to airport/ Highway Middle road Minor road (Sponge) Metro, station
1. using the existing major road/ metro line 2. avioding the existing highway, because it’s not attached with local fabric. 3. avoiding minor road (“sponge”), because it’s caused for destruction of existing fabric.
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* All images by writer
3.2.2. Coming from the emerging cities Planning road of the emerging cities also should be considered. Because global capitals are supposed to be located in those cities, like Youngjong, Chungla, and Songdo. Perpendicular axis should be linked to this planning road of emerging cities.
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30km
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3.2.3. combine the two & consideration of nature
Way to airport/ Highway Middle road Minor road (Sponge) Metro, station
Nature, which is topographical conditions, shoud be considered. Incheon fringe area is surrounded by medium and small mountains, so the path of the perpendicular axis should be deviated or bypassed from this nature.
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30km
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3.2.4. Fixing the perpendicular axis
Perpendicular axis Proposal
Way to airport/ Highway Middle road Minor road (Sponge) Metro, station
There are 4 perpendicular axis projected in actual planes. All axis are started from the existing crossing points of the way to the airport and local road, metro station.
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30km
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perpendicular axis on surroundings 30km
Each axis penetrates the different urban context, from the natural, rural area , agriculture land, to the living, commercial area which has dense urban fabric, to the manufacture area.
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Axis 1
Axis 2
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Axis 3
3
Axis 4
All different urban context means different social context. All different urban context means different interaction with global capital.
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* All images by writer
Axis 1 & existing urban context 30km
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Axis 1 passes through the coastal area of the yellow sea, which is in the emerging city, Chungla. Getting to the south, it penetrates the existing old city, which it’s composed of manufacture area, and city center area. It terminates at the Songdo green space.
#1. Coastal road
#3. pass through manufacture area
#2. Crossings of way to the airport
Chungla emerging city
Axis 1
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#5. Way to airport (on construction)
#4. pass through the middle of the city
Songdo emerging city
Urban context Agriculture, unused land Forest Emerging city Industrial area Existing city Mobility line Way to the airport Water Local road Metro
Axis 2
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Axis 2 passes through green area which is the fringe of the small mountain, to the urban fringe area of Incheon. It also pass through the manufacture area, and the area near to the Incheon’s big university, Inha. It terminates at the Central place of the emerging city, Songdo.
#1. pass through the mountain fringe area
#5. Central area of Songdo, emerging city
#3. manufacture area (machinery)
#2. urban fringe area of Incheon
#4. Near the area of Inha university
Songdo
Axis 2
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Urban context Agriculture, unused land Forest Emerging city Industrial area Existing city Mobility line Way to the airport Water Local road Metro
Axis 3
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Axis 3 is upper level of the Incheon Metro #1 line. It started from the mountain fringe area, which is left as agricultural land. And through the Gyounin Industrial belt zone for manufacture area. More to the south, it passes the central area of the existing city, Bupyoung. It passes the hill area of the Incheon and bucheon, some part is left as agricultural land so far. To the south, Namdong industrial complex is confronted. It terminates at the Songdo emerging city, which is supposed to be developed as R&D and University area. #3. passes through hill area as Fragmented green land
#1. Fragmented Agricultural land
#2. Old city center, Bupyoung
#5. Songdo emerging city
#4. Namdong industrial complex, chemical and machineries
Bupyoung
Namdong indusrial complex
Songdo
Axis 3
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Urban context Agriculture, unused land Forest Emerging city Industrial area Existing city Mobility line Way to the airport Water Local road Metro
Axis 4
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Axis 4 shows dramatic change of the urban context. From the Gimpo, domestic airport area which is supposed to be developed as commercial and business area but now it’s agricultural land. About 5km to the south, the new gentrification area is coming, which is originally urban fringe, poor area. Far from the 4km, the existing urban center is located, which is old commercial area of this region. Until it terminates at the Gwangmyoung TGV station, it is along the context of mountainous and rural area. #1. Agriculture land near to the domestic airport
#3. New gentrification area of old urban fringe
#2. Agriculture land near to the domestic airport2
#5. Mountainous area
#4. existing urban center area
Urban context Agriculture, unused land Forest Emerging city Industrial area Existing city Mobility line Way to the airport Water Local road Metro
Axis 4
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Cross sections of perpendicular axis
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Each axis penetrates into the different context of the existing city. It gives a various chance to support the global capitals in different manner, also to provide the chance to perceive the urban diversity of the existing city.
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* All images by writer
3.3 1st crossings of Way to the airport 30km
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First crossings is the first transfer point of global capital into the local territory. It could be developed as new economic platform like Global business and combined residential area.
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* All images by writer
3.4 2nd crossings of local mobility line 30km
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2nd crossings of the local mobility line like road and metro station could be developed as back up or support functions like glocal business, and combined with residential area. It’s the point of distribution of global capital.
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* All images by writer
3.5 supporting programs from existing city, potential extension
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Existing city has already many parts of supportive function for the global capital. These are Existing university area, urban & natural amenity area, apartment area, and manufacture area, which are best example.
R&D, educational support facilities Proposal
University
Existing University area could take supportive role of R&D, and Educational place for the global capitals. It could be enhanced by linear form along the mobility lines and collected by perpendicular axis.
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* All images by writer
University area as R&D, educational support by perpendicular axis
500m
400
200
100
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University area
Proposal Public portion - Public parking - pocket park - Wifi point - enhance the program (R&D, Educational support) Market portion - Program seeding (R&D, Educational support) “Perpendicular axis”
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* All images by writer
30km
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tertiary business & manufacture support area Proposal
Manufacture, industrial area
Existing Manufacture area could take supportive role of tertiary business and manufacture support for global capitals. It could be enhanced by linear form along the mobility lines and collected by perpendicular axis.
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* All images by writer
Manufacture area as Tertiary business & manufacture support by perpendicular axis
500m
400
200
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Proposal Public portion - Public parking - pocket park - low rent dormitory/ child care center - enhance the program (Tertiary & manufacture support) Market portion - Program seeding (Tertiary & manufacture support) “Perpendicular axis�
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* All images by writer
30km
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Living area support Proposal
Apartment area
Existing Apartment area could take supportive role of living area and community area for global capitals It could be enhanced by linear form along the mobility lines and collected by perpendicular axis.
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* All images by writer
30km
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Proposal
urban amenity area
Existing urban amenity area could take supportive role of amusement area for global capitals It could be enhanced by linear form along the mobility lines and collected by perpendicular axis.
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* All images by writer
30km
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Green area extension Proposal
Green area
Existing green area could take supportive role of green acitivity area for global capitals It could be enhanced by linear form as green corridor along the mobility lines and collected by perpendicular axis.
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* All images by writer
Green space collected by perpendicular axis
Proposal Public park Green connection road
* Criteria for choosing site for Public park : unused, neglected space +110 20 30
Perpendicular axis
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Green bridge
Green bridge
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500m
400
200
100
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* All images by writer
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existing water way
Crossing point of existing waterway and perpendicular axis could take supportive role of water park.
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* All images by writer
Water park distributed by perpendicular axis on the crossing point of waterway. 400m
200
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Proposal Water park program parking Wood deck & pagola Observation board “Perpendicular axis�
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* All images by writer
All possible interactions with global capitals and local territories
30km
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9 axis#3
axis#1
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3
axis#4
axis#2
* All images by writer
Cross sections of perpendicular axis (proposal)
30km 30km
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3 3
Axis 1 Green area
Tertiary business L1
G1
L2
Urban amenity Green area M1 L3
Tertiary business L4
G2
Axis 2 Green area Green area G3
Green area
Tertiary business R&D, Educational L6 L7
L5
Green area L8
M2
Green area
G4
Axis 3 G5
Green area
Living area
Tertiary business Living area Urban amenity L9 M3 M4
Living area L10
L11
Green area
M5
Tertiary business
G4
Axis 4
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Urban amenity R&D, Educational M7 M8
Green area
Urban amenity L14 L15
Green area
Green area G4
Proposal Crossings as TOD Water park Supporting program
Green area L13
Water Way to the airport Water Local road Metro
Living area
Agriculture, unused land Forest Emerging city Industrial area Existing city
G7
* All images by writer
3.6 mobility crossings as business platform
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Every mobility crossings could be developed as new economic platform to work with global capital, not only in the emerging cities. Every crossings has it’s own specific context from rural area to the urban core area, and urban degenerated area.
To be developed as new economic platform, it should be developed as mixity conditions, with other urban programs, like living, commercial and other functions. It needs to be diversity.
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* All images by writer
4. Crossings as business platform of TOD type*
Transit-Oriented Development Guidelines by Peter Calthrope, 2009, http://www.calthorpe.com/
* Limited use of the term “TOD” in my thesis TOD has two meanings and two adaptable scales. One is making development near the transit point only, and the other is suburban (new area) expansion tool. In Korea, TOD’s concept is normally used and understood by the development of transit point especially metro only. So, I’d like to use it limitedly to focus on developing the crossing point of Perpendicular axis and local mobility line.
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4.1 Development tool box - 2 different type
Way to the airport Crossing intervention: “Dock” rather than “Dike”** TOD’s goal is to make place as mobility sustainable environment using public transport based , with the support of density and diversity of urban program.*In my thesis, crossings as business platform of the distributor of global capital, to be developed as TOD type with supporting programs of existing cities. There are two different type of TOD style projected. One is not urbanized area and the other is already urbanized or degraded area. To accomplish the goal to make TOD, the development method should be different.
“Dike”
Crossings as TOD
“Dock”
1000
1. Development for new urban formation : “urban generator” model Following the basic TOD principle, urban program and density is different by distance from the transit point. 2. Development for urban reformation : “Criss Cross “ model For enhancing the density and diversity, within 1000m boundary, road confrontation area could be developed as business platform with high density living area. Surely, already finished developed area (like office building) is preserved. Between the development area,”Business promenade” is inserted for pedestrian friendly environment. * Sung.& The Korea Transport Institute, 2007, “ Analysis of TOD and revising current Transportation and urban planning laws for its application in Korea. ** “Dike” is the term for indicating the raised type of the road structure (railway also), and “Dike” is for the road as underground. Both terms are used in Willem Salet, Stan Majoor (EDS), 2005, “Amsterdam Zuidas European space”, 010 publishers, Rotterdam.
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Perpendicular axis
Perpendicular axis
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1000
1000
500
500 200
Mobility point
Local mobility line (Road/ Metro St.)
Local mobility line (Road/ Metro St.)
200m : Office, Commercial 500m : Commercial, Residential 1000m : Residential
Two types of Development in my thesis Perpendicular axis
Existing city
1000
“Business promenade”
500
Local mobility line (Road/ Metro St.) Business & commercial 500m : Commercial, Residential 1000m : Residential
“Urban generator” model for new urban formation
Living & commercial “Criss cross” model for urban reformation
* All images by writer
program toolbox
By Peter Calthrope (1993)*, TOD has 3 major functions and each wide spectrum percentages. Business and commercial area has 30-70%, and Living area has 20-60%, and public and service part has 5-15%. In 2005, Amsterdam Zuidas development** has more clear percentage, which is Business for 40%, living for 40%, and servicing for 20%.
Typical program displacement (proposal)
case study: AMS ZUIDAS
Offices 1st business : Financial, APS
Offices Residential
2nd business : other service, oursourcing
parking, servicing
Residential Commercial parking, servicing
40% 20% 20% 20%
40%
40% 20%
In my project, based on following the Zuidas division, but half of living part is moved to the commercial one, which is inevitable for urban diversity. On top of this structure, Every TOD point has different context by enhanced programs of existing city, which is my project #2. Coordination of this context, each TOD point has specific spatial division variance with influenced by enhanced programs. For example, at the area of urban amenity, TOD has +10% more than the original portion of 20% of commercial program, which becomes 30%. It could generate “grass root” development of local territories.
enhanced programs of existing city + urban amenity
Offices
+ Living area support
Residential
Commercial parking,
30% 20%
30% 20%
+ R&D, Education
30%
30%
20%
parking, servicing
20%
+ Tertiary, Manufacture support
Offices Residential
53
Residential Commercial
servicing
Offices *Peter Calthrope, 1993. “the Next American metropolis : Ecology, community, and the American dream, Princeton architectural press. ** Willem Salet, Stan Majoor (EDS), 2005, “ Amsterdam Zuidas European space”, 010 publishers, Rotterdam.
Offices
Commercial
parking, servicing
50% 20% 10% 20%
Residential Commercial
parking, servicing
50% 20% 10% 20% * All images by writer
Axis #1
water park
G1, generator model
L1, generator model
Rec
Crossings + Airport road Enhancing program Green context Water park, Green pad input Program conjunction only
+ local road Industrial conjunction only
Sea
Rec IND
L2, criss-cross model
M1, criss-cross model
+ local road Industrial green pad 2nd, outsourcing business 50 0.0
0.2
0.4
Urb
Gre
20 10 0.6
20 0.8
30 1.0
Urb
+ Metro No.1 urban amenity 2nd outsourcing business
IND
0.0
0.2
20 0.4
30 0.6
20 0.8
1.0
1300m 1000 500
water park
Xa, generator model - rural area
criss-cross model- urban area
Crossings Enhancing program Green matrix input program
L3, criss-cross model
30 0.0
54
L4, criss-cross model
+ local road Living area Water park, Green pad 2nd outsourcing business
0.2
Urb
Gre
30 0.4
IND
20 0.6
20 0.8
+ local road Industrial conjunction only
Urb IND
G2, generator model + Airport road conjunction only
Rec
Surroundings permeability Wheel
IND Urb
Program bar 0.0
1.0
Rec Gre
0.2
OďŹƒce 40
0.4
Living 20
0.6
Shop public 20 20% 0.8
1.0
* All images by writer
Axis #2
G3, generator model
30 0.0
0.2
30 0.4
L5, criss-cross model
Agr
Crossings + Airport road Enhancing program Living area Input Green input Program 1st business, APS
Gre
Urb
20
20
0.6
0.8
40 1.0
0.0
0.2
L6, criss-cross model
Urb
+ local road Green pad 2nd, local business
Gre 20
0.4
20 0.6
L7, criss-cross model
+ local road Industrial 2nd, local business
20
Urb
50
0.8
1.0
0.0
0.2
20 10
0.4
20
0.6
Urb
+ local road R&D, education 2nd, local business
IND
Gre
50
0.8
1.0
0.0
0.2
0.4
20 10 0.6
20 0.8
1.0
1300m 1000 500
L8, generator model Crossings Enhancing program Input Green input Program
+ Local road R&D, Education, Living area Green pad 2nd, local business
55
0.2
Gre
0.4
0.6
1.0
0.0
0.2
0.4
20 10 0.6
Unused
40
20 0.8
Urb
+ Airport road Water park 1st business, APS
Gre
50
20 0.8
G4 , generator model
Urb
+ Metro R&D, Education Green pad 2nd, local business
Urb
35 10
35 0.0
M2, criss-cross model
Agr
1.0
0.0
0.2
20 0.4
20 0.6
20 0.8
1.0
* All images by writer
Axis #3
water park
G5, generator model
L9, criss-cross model
Crossings + Airport road supporting program Input Green Water park input Program 1st business, APS
Gre Agr
40 0.0
0.2
20 0.4
20 0.6
L10, criss-cross model
30
56
0.2
1.0
20 0.6
0.0
0.2
20 10 0.6
30 1.0
0.0
0.2
0.0
0.2
35 10 0.4
0.6
30 0.6
1.0
0.0
0.2
35 10 0.4
1.0
0.0
20
0.2
30
0.4
0.6
+ Airport road IND Urb Gre 2nd, local business
35
20 0.8
30
20 0.8
20 0.8
G6, generator model
+ local road Gre Agr Industrial, Living area Water park Urb 2nd, local business 20
0.4
1.0
Urb
+ Metro urban amenity 2nd, local business
IND
35
20 0.8
M4, criss-cross model
Urb
+ Metro Industrial, Living area 2nd, local business
M5, criss-cross model
+ local road Urban amenity Green pad 2nd, local business
20 0.8
0.4
L11, generator model
Urb
30 0.4
50
20 0.8
Crossings + Local road supporting program Living area Input Green input Program 2nd, local business 0.0
Infra
M3, criss-cross model
Urb
+ local road Industrial support 2nd, local business
0.6
40
20 0.8
1.0
0.0
0.2
Gre
Rec
IND 20
0.4
1.0
20 0.6
20 0.8
1.0
* All images by writer
Axis #4
water park
G7, generator model
L13, criss-cross model
Crossings + Airport road supporting program Input Green Water park input Program 1st business, APS
Gre Agr
40 0.0
0.2
20 0.4
Urb
20 0.6
20 0.8
M7, criss-cross model
+ local road Industrial support Green pad 2nd, local business
IND
Agr
50 1.0
0.0
0.2
20 10
0.4
0.6
40
20 0.8
M8, criss-cross model
+ Metro Industrial, living area, urban amenity Green pad 2nd, local business
Urb
0.0
1.0
0.2
20
IND
Gre 20
0.4
+ Metro Industrial support Green pad 2nd, local business
Urb
0.6
20
Urb IND 50
0.8
1.0
0.0
0.2
0.4
20 10 0.6
20 0.8
1.0
1300m 1000 water park
500
L14, criss-cross model
L15, generator model Urb + local road
Crossings + local road supporting program urban amenity, industrial Input Green input Program 2nd, local business 40 20 0.0
57
0.2
0.4
2nd, local business
IND 20 0.6
20 0.8
40 1.0
0.0
0.2
Gre Urb 20
0.4
G8, generator model
Agr
20 0.6
+ Airport road 1st business, APS
20 0.8
Urb
40 1.0
0.0
0.2
Agr
Gre 20 0.4
20 0.6
20 0.8
1.0
* All images by writer
30km
58
18
9
3
* All images by writer
4.2 1st crossings as new urban formation
1,300
1,000
500
1000m
G3, the first crossings of the Way to the airport and local road. It means in this place, global capital transit the flow into the existing city, Incheon, in my theatrical base.
5
GyoungIn canal (on-going project)
Actually, It has a certain character of urban fringe which it has old housing area with agriculture land and together with new apartment blocks which it’s recently made.
500m perpendicular axis
1 Way to the airport (highway) Way to the airport (airport rail)
3
6 4
2
Gumam new city, Recentrly made apartment block
G3 Crossings supporting program Input Green input Program
30 0.0
59
Agr
+ Airport road Living area 1st business, APS 0.2
30 0.4
0.6
Gre
Urb
20
20 0.8
1.0
SWOT analysis and context
1
Strength : near the way to the airport
4
Opportunity : Near “Gumam” New city
2
Weakness : Abandoned, inaccessible highway fringe area
5
Opportunity : Near “GyoungIn”canal
3
Weakness : Abandoned, inaccessible highway fringe area
6 Threat : Rural atmosphere
G3, To be as Global business platform-
Strength : near the way to the airport ------> advantage to make global business platform Weakness : Abandoned, inaccessible highway fringe area ------> make green space, accessible “highway park”
Opportunity : Near “Gumam” New city ------> to be as supportive housing area background Near “Gyoungin”canal ------> direct connection with the waterfront area
Threat : Rural atmosphere ------> give some urban anchor program, like commercial area
60
Analysis of the first crossing point, G3
1,300
1,000
10 5
5
Way to the airport is passed through the shallow valley landscape. The way is elevated, which could be called as “Dike.” One major crossings by the local road under the way to the airport.
10
10
To the north part, it’s some rural area which is not developed as urban form, but south area is fully developed as apartment block which is only 5 years passed since it’s built. So, It should be preserved. The bank area of the way to the airport is abandoned and not used so far.
15
15
25 20
topography & water
Street pattern
Land surface & buildings
Preserving area
Agriculture land Green area Waterway bank Highway bank Preserving area Unused land
Along the way to the airport, Gyoungin canal flows from east to west, to the Yellow sea.
61
500
1st action : making “Dock� and Direct path
Existing way to the airport could be underground. It guarantees the continuity of urban network, promenade, and get a chance to direct connect to the Gyounin Canal. Road system projected on the existing agricultural land. Especially, adapting the current contour line and connection of the existing city is most considered. Grid is about 100x50.
Agriculture land Green area Waterway bank Highway bank Preserving area Unused land Proposal Main road middle road Minor road
62
1,300
1,000
500
Gyoungin canal
2nd action : making pedestrian friendly environment
1,300
1,000
500
Every road has a strong side walk with bike and pedestrian road. Especially a certain road enhances the green patch, it formulates the green network in this area. Crossing point of this road is pocket park projected. a. Main road section
6,000
2,000
10,000
2,000
6,000
b. sub road- “green connector” section
a
3,500
3,000
6,000
1,500
3,500 1,500
Proposal existing green space Subroad as “green connector” pocket park (over 30m2)
63
b
3th action : Making focal point
Focal point can be direction indicator. Existing Airport rail station is most important. From this point, some high-rise buildings could give the direction and spatial identity. There are 3 big public space ,it’s like a “stepping stone” towards the metro station.
Proposal public/ event space Focal point
64
1,300
1,000
500
4th action : Program displacement
1,300
Most dense lots is business with commercial, suggesting FSI is 5. Outside this area, less dense Business with commercial is projected, which FSI is 4. Program of Business is promised to be a APS and supporting glocal business. Outside of this business area Living and commercial area is located. which is two lot type and each FSI is 2, 1.5% is suggested.
65
Focal point
Public building
Living & commercial ( 70:30) Park/ public space
Proposal Business & commercial (70 : 30) Business & commercial (60 :40) Living & commercial ( 60:40)
Public building is located central space and fringe space as well. For central space, parking lots, child and elderly day-care. For fringe, building like schools, and library and community centers is suggested.
1,000
500
LOT’s rules for development
Case of Existing lots with existing builidng
Case of Existing lots with existing builidng
Building typology could be divided by 2. “Pedestal “type is lower part is occupied large area like pedestal, and on top of this, highrise building is on. Low rise type is simple structure which is the land to the top as stright up. This 2 building typology occupied from the maximum land use to the variation form of getting another flow or set back, which gives diversity of land use.
New building
Main road with sidewalk
66
existing building
New building
Existing road
“Pedestal” type
Maximum use
Getting another flow
Business type1 (70:30)* Business type2 (60:40) Living type1 (60:40) Living type2 (80:20)
FSI 5 4 2 1.5
GSI 0.8 0.7 0.6 0.6
* type(A:B) A=business/ living, B=commerical L1 : “Pedestal” type, L2: Lowrise type
Low rise type
Maximum use
* FSI, GSI & L from Meta Berghauser Pont and Per Haupt, 2009, “spacemate” ,http://www.permeta.nl/spacemate/index2.html
Sub road with sidewalk
1000m
500m
There are different land development ratio in terms of FSI, GSI & L*, with different land use from business type to living type. Table shows the proposal ratio.**
Main road with sidewalk
Sub road with sidewalk
In crossing point development, general lot’s dimension is 100 x 50m, which is normal urban grid of Incheon city. 2 sides meet main road and other 2 sides meet sub-road, so main road grid is 200 x 100m.
Getting another flow
L1* L2* 20 6 20 5 15 4 15 3
Crossing point G3 masterplan
67
EL+10.0 EL+0 Phase 3. Constructing the Business platform
EL+10.0 EL+0 Phase 2. Covering the way to the airport, making “Dock�
EL+10.0 EL+0 Phase 1. existing conditions 68
Gyoungin canal
Highway park
Business & commercial -1
Business & commercial -2
Living & commercial -1
Living & commercial -2
Exsiting Apartment block
Exsiting housing
Section of Phase
Images-1
69
Images-2
70
4.3 2nd crossings as urban reformation
1,300
1,000
M4, Crossings of Metro line no.1 which is old but massive mobility line between Seoul and Incheon. The context is quite typical in terms of the station. In front, high commercial and business buildings are located and rear to this front, there are large areas of commercials and urban amenity facilities like Inn, pubs, and restaurants located inside.
500
Perpendicular axis
4
1000m 5
500m
3
1
6 Metro line #1
2
M4
Urb
Crossings + Metro supporting program urban amenity Input Green input Program 2nd, local business 30 0.0
71
0.2
20 0.4
30 0.6
20 0.8
1.0
SWOT analysis and context
1
Strength : metro station, major traffic way for the people
4
Opportunity : developed business atmosphere
2
Weakness : abandoned metro rear side area
5
Opportunity : developed commercial atmosphere
3
Opportunity : developed business atmosphere
6
Threat : different context in front & rear side of the station
M4, To be as Glocal business platform-
Strength : metro station itself, major traffic way for the people ------> advantage to make business platform
Weakness : Abandoned metro rear side area ------> make urban regeneration, to revitalize the area.
Opportunity : developed business and commercial atmosphere ------> to be as urban amenity area with pedestrian path
Threat : different context in front & rear side of the station ------> make the urban continuity with adaptation of the context
72
Analysis of the crossing point, M4
1,300
1,000
500
Street pattern shows the different urban fabric between the in front of the station and the rear side. In front, there are wide road and large building blocks has been formulated but in rear side, which is start of the mountainous area, has been not developed so far. To make TOD, the most concerning matter is how to make a pedestrian friendly environment in already dense urban fabric formulated as Automobile friendly one. The other thing is how to make a decision of location to be developed.
Street pattern & Railway
Urban fabric : Commercial & residential area
Street pattern & urban fabric
possible developing areas
At first, decision of the developing site is necessary. Criteria of decision is this. 1. In case of Metro line underground, the upper part is to be developed(107,701m2). Surroundings of Railway area is abandoned nowadays. 2. area, confronted with the major road not fully developed, remained as decayed condition. 3. area, not the apartment block because developing process finished in a near past
73
1st action : Decision of developing boundary
1,300
Old city Incheon has still quite a lot place to be developed as new business platform, even in a major road confronting area. All developing area boundary is 663,407m2 Surrounding area of the transit point (Metro station), Business and commercial blocks are located, outer to the station, there will be living area with commercials. Criteria of preserving building* is this. 1. built within 20 years. 2. building affordable to be in business platform, like office building. 3. historic building and existing landmark, in this area, train station, and front square is this.
* This criteria could be helped by GIS data. Proposal
Developing boundary Building to be demolished Building to be preserved
74
1,000
500
Water park facilities
2nd action : making road network
1,300 On top of the underground metro line, there is 2 major connection road which is north-south direction. Among this making network, some part of the road should be made, and some part should be enhanced the width. With considering the existing road, there are 3 road hierarchy. Major, Main road and minor road. This road network should be connected for the continuity of urban path in hierarchical forms.
Proposal
Major road Minor road
75
1,000
500
3rd action : making pedestrian friendly environment
1,300
1,000
500
Between area of the road network, pedestrian promenade is inserted. In particular, Metro station square and upper part of the railway is the backbone of this promenade. Pedestrian enhanced road is the road with pedestrian and bike road function is added. It has 3 different type which is this, Type of Pedestrian enhanced road a. Major road side walk
6,000
a
3,000
b
b. Main road side walk
c 6,000
2,000
10,000
c. small road side walk
4,000
3,000
6,000
4,000
Proposal Pedestrian & bike road Pedestrian enhanced road Park
76
2,000
6,000
5th action : Making focal point
Focal point can be direction indicator. Existing Metro station is most important. From this point, some high-rise buildings could give the direction and spatial identity.
Proposal
Focal point
77
1,300
1,000
500
5th action : Program displacement
Existing city’s development has limited use of land and also major road confrontation area is designated high density. Most dense lots, business with commercial, suggesting FSI is 5. Outside this area, less dense Business with commercial is projected, which FSI is 4. Program of Business is promised to be a APS and supporting glocal business. Outside of this business area Living and commercial area is located. which is two lot type and each FSI is 2,1.5% suggested. Public building is located central space and fringe space as well. For central space, parking lots, child and elderly day-care. For fringe, building like schools, and library and community centers is suggested.
Proposal Business & commercial (70 : 30) Business & commercial (60 :40) Living & commercial ( 60:40) Living & commercial ( 70:30) Park/ public space Public building Focal point
78
1,300
1,000
500
LOT’s rules for development
Case of Existing lots with existing builidng
Case of Existing lots with existing builidng
This 2 building typology occupied from the maximum land use to the variation form of getting another flow or set back, which gives diversity of land use.
New building
Sub road with sidewalk
Building typology could be divided by 2. “Pedestal “type is lower part is occupied large area like pedestal, and on top of this, highrise building is on. Low rise type is simple structure which is the land to the top as straight up.
1000m
500m
There are different land development ratio in terms of FSI, GSI & L*, with different land use from business type to living type. Table shows the proposal ratio.**
Main road with sidewalk
Sub road with sidewalk
Main road with sidewalk
existing building
New building
Existing road
“Pedestal” type
Maximum use
Getting another flow
Business type1 (70:30)* Business type2 (60:40) Living type1 (60:40) Living type2 (80:20)
FSI 5 4 2 1.5
GSI 0.8 0.7 0.6 0.6
* type(A:B) A=business/ living, B=commerical L1 : “Pedestal” type, L2: Lowrise type
Low rise type * FSI, GSI & L from Meta Berghauser Pont and Per Haupt, 2009, “spacemate” ,http://www.permeta.nl/spacemate/index2.html ** proposal ratio is adapted by architectural law in Korea
79
Maximum use
Getting another flow
L1* L2* 20 6 20 5 15 4 15 3
Crossing point M4 masterplan
80
81 new building proposal
Exsiting building
EL+0 EL-10.0
Business & commercial -2
Business & commercial -1
existing metro station
Business & commercial -1
Business & commercial -2
Living & commercial -2
Exsiting Apartment
Living & commercial -2
Business & commercial -2
Business & commercial -1
Public building
existing metro station
Business & commercial -2
Public building
Exsiting housing area
Sections of TOD for urban reformulation
Criteria 1. Adapting the context is important. so highest building is less than 80m, 20-story building in Business and commercial area. 2. In the residential zone, the building height should be less than 20m, which is for harmony with urban context beside focal point building.
EL+0 EL-10.0
Images-1
82
Images-2
83
Scale & Program comparison * Data of G3, M4 is base on writer’s project, AMS zuidas’s data is based on the Zuidas website : http://www.zuidas.nl/smartsite
G3 crossing point
M4 crossing point
AMS zuidas
1,000
Major mobility center total development land area
575,252m2 (including existing building)
NS station, AMS Zuid, Airport highway 1,109,610m2
234,702m2 ( 40%)
687,958m2 (62%)
OďŹƒce
378,632m2 (30%)
246,437m2 (30%)
615,250m2 (30%)
commercials
252,421m2 (20%)
164,292m2 (20%)
468,550m2 (23.5%)
residence
378,632m2 (30%)
246,437m2 (30%)
440,022m2 (22%)
other facilities
252,421m2 (20%)
164,292m2 (20%)
464,463m2 (23%)
gross development area
1,262,107m2(360,602 x 3.5)
821,457m2 (234,702 x 3.5)
urban anchor program
commercial strip, Highway park
Business Hotel, urban amenities
Hotel, commerical strip, Park, Foreign schools
Urban amenity area (old city), small pubs, and restaurants
Airport corridor zone, originally AMS fringe area
existing supporting program for global capital stakeholders of G3, M4 crossings
84
554,773m2
metro no.1 station
360,602m2 (65%)
Urban land area
urban program
Airport rail station, airport highway
new living area (Gumam new city, population, 30,000)
1,988,285m2
Final diagram Seoul
CBD Nature area
Water
University area
Manufacture area
Urban amenity area
Business platform Perpendicular axis 1st Crossing, Business platform as TOD model, <generator> type
Green amenity facility
Water park facility
R&D, Venture business
Manufacture support, Tertiary business
Amenity area, commercial zone
proposing interaction facilities perpendicular axis is the generator of the Interaction between global capital & local territory
Local mobility line (Metro/ road)
Way to the airport
85
2nd Crossing, Business platform as TOD model, <criss cross> type
Business platform
5. Further discussion - Two ways of urban expansion
As for the further discussion, Urban expansion has 2 different type in terms of mobility point of view. One is “Intra urban expansion,” which has been followed up by the extending the mobility lines like metro line extension or bus as well. The other type is “Inter-urban expansion” with inter urban mobility lines like BRT or premium mobility like airport rail, which deviates the existing cities for avoiding friction. In particular, recent urban development of Seoul area is Inter urban way, there are many emerging cities by this logic. New cities Along the way to the airport is the best example. Writers’ “Perpendicular axis” is sort of “counter axis” for the Inter-urban expansion, which neglects the surrounding urban context. It generates the interaction and harmonized development between the emerging cities and old cities.
86
100km
87
10
Seoul territory
Seoul + Old cities surroundings
Metro line + Intra-urban expansion
Highway + Inter-urban expansion
â&#x20AC;&#x153;Perpendicular axisâ&#x20AC;? as counter axis for Inter-urban expansion
Crossing as urban (re)formation
urban area water green area urban expansion & mobility line old city, Intra-urban expansion emerging city, Inter-urban expansion Metro line Highway proposal â&#x20AC;&#x153;Perpendicular axisâ&#x20AC;? as counter axis for Inter-urban expansion Crossings as urban (re)formation
topography
100km
2050 Seoul Metropolitan Odyssey
2050 Seoul-Metropolitan Odyssey
88
50 10
Reference direct reference • Peter Hall,2006, “The Poly centric Metropolis - learning from Mega-city Regions in Europe”, EARTHSCAN, London. • Guller, 2000, “From airport to airport city”, Actor. • Korean geographical institute 한국 도시지리학회, 2002, “City of Korea” 한국의 도시, Bummun-sa 법문사, Seoul • Rocco, 2006,“An urban geography of globalization: new corporate centralities in the age of hyper connectivity.”, TUdelft press. • Jane jacobs,1970, ”Economy of the cities”, Vintage books,NewYork. • Willem Salet, Stan Majoor (EDS), 2005, “Amsterdam Zuidas European space”, 010 publishers, Rotterdam • Peter Calthrope, 2009, “Design guidelines of TOD”, http://www.calthorpe.com/ • Peter Calthrope, 1993. “the Next American metropolis : Ecology, community, and the American dream, Princeton architectural press. • Sung.& The Korea Transport Institute한국교통연구원, 2007, “Analysis of TOD and revising current Transportation and urban planning laws for its application in Korea. 대중교통지향형 도시개발의 효과분석 및 유도기법적용방안, http://u-lib. nanet.go.kr:8080/dl/DetailView.php
indirect reference • • • • • • • • • • •
Stephen Graham and Simon Marvin, 2001 : ‘‘Splintering Urbanism’’, Routledge, London Saskia Sassen, 2008 : ‘‘World cities’’ broadcasted by BBC Tim Hall, 1998 : ‘‘Urban geography-2nd edition’’, Routledge, London Neil Brenner and Roger Kell, 2002 : ‘‘The Global Cities Reader’’, Routledge, London Edward Soja, 2000 : ‘‘Postmetropolis’’, Blackwell, Malden,USA David Harvey, 2001 : ‘‘Conversation with history’’ broadcasted by U.S berkley David Harvey, 2007 : “Spaces of Global Capitalism: A Theory of Uneven Geographical Development”,Verso, London. Manuel Castells, 201 : ‘‘Conversation with history’’ broadcasted by U.S berkley Manuel Castells and Peter Hall, 1994 : ‘‘Technopoles of the world’’, Routledge, London Stephen Read and Camilo Pinilla, 2006 : ‘‘Visualizing the Invisible’’, Teche press, Amsterdam Paola Vigano, 2001 : ‘‘Territories of a new modernity’’, Electa Napoli
other source • • • • • • • 89
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