2011-2022 Hyeji Sheen Portfolio

HYEJI SHEEN ARCHITECTURE + URBAN DESIGN P O R T F O L I O

2 0 1 1 - 2 0 2 2

CONTENTS

Southwest Corridor Light Rail Project, PDX

01

PROFESSIONAL

Conceptual Design Report + Environment Impact Stetement

2018.09 - 2020.11 at ZGF Architect

Oregon Museum of Science and Industry Central City Master Plan , PDX

02

Master Plan Vision + Land Use Approval Report

2019.01 - Current at ZGF Architect

Broadway Corridor Central City Master Plan, PDX

03

Master Plan Vision + Land Use Approval Report

2019.01 - Current at ZGF Architect

Ladder: City of Frame

04

ACADEMIC

Rethinking the New Town Development of Palava City in Navi Mumbai, India

2017 / tutor: Christopher Lee

Patios Dobles

05

Room urbanism / Acupunture Urbanism in Quito, Ecuador

2018 / tutor: Felipe Correa

Place Matrix

06

Masterplanning for the Regeneration of IKSEON-dong Hanok Residential District

2015 / tutor: Daun Yoo Grand Prix @The 19th Graduate Exhibition & Honorable Mention @2015 34th KIA Convention

Green Hook

07

Rethinking the Waterfront of Sunset Park, NY

2016 / tutor: Carlos Muro

THE ONE

08

Nogales-Grand ave port of entry

2017 / Unbuild the wall competition by Archsorming Honorable Mention & Final List

Roll-it

09

Winnipeg Design Festival Official Program

2017 / The Bench by STUFF Honorable Mention

Delirious Asia 2013; Seoul, Hongkong, Urbanism Analysizing the tissues of the Urban Fabric of each cities and Identifying the role of mgastructure in the city

EWHA-CUHK 2013 Summer Joint Program

10

OTHER

Southwest Corridor Light Rail Project, PDX

01

Conceptual Design Report + Environment Impact Stetement

2018.09 - 2020.11 at ZGF Architect

Oregon Museum of Science and Industry Central City Master Plan , PDX

02

Master Plan Vision + Land Use Approval Report

2019.01 - Current at ZGF Architect

Broadway Corridor Central City Master Plan, PDX Master Plan Vision + Land Use Approval Report

2019.01 - Current at ZGF Architect

03

PROFESSIONAL

Ladder: City of Frame

04

Rethinking the New Town Development of Palava City in Navi Mumbai, India

2017 / tutor: Christopher Lee

Patios Dobles

05

Room urbanism / Acupunture Urbanism in Quito, Ecuador

2018 / tutor: Felipe Correa

Place Matrix

06

Masterplanning for the Regeneration of IKSEON-dong Hanok Residential District

2015 / tutor: Daun Yoo Grand Prix @The 19th Graduate Exhibition & Honorable Mention @2015 34th KIA Convention

Green Hook Rethinking the Waterfront of Sunset Park, NY

2016 / tutor: Carlos Muro

07

ACADEMIC

Spring sem. 2017 Type, City, Ecology | Tutor : Christopher Lee Collaborator: Carla Wijaya (‘18 MAUD) Published in PALAVA CITY: Knowledge Environments for a new Township in India 2018 Harvard Graduate School of Design Research

LADDER: CITY OF FRAME

Rethinking the New Town development of Palava city in Navi Mumbai, India

Regional scale relationship between Mumbai, Navi Mumbai and Palava city

04

Site scale relationship between existing condition and the LADDER

A

diverse hierarchy of space in an urban environment has the potential to frame collective memories. The possibility of a knowledge environment for Palava City provides the opportunity for a place of interchange that is driven through a series of moments of frictions and knowledge exchange.

The monotonous nature of a conventional expansive grid that is normally adopted in new township, lacks the sequencing and hierarchies needed for a successful knowledge environment. The intention of this project is to break the idea of an expansive grid and create a ladder-like condition that allow movement across the site through a sequence of rooms. This movement, provides the opportunity for a diverse experiences of each room as a moment of exacerbated differences. Palava City’s grid, reflects the speculative nature of new township of building a high demand of built area at a lower cost which often results in monotonous towers. Furthermore, palava city creates a series of rectangular plots rather than city blocks which lacks programmatic variance and hierarchy of open spaces; a typological uniformity which is indifference to the diversity of urban life.

By turning Palava’s monotonous grid into a “ladder”, the project creates three identifiable moments of the city; moments of city amenities, institution and industry. These three moments are expressed using three linear bars that accentuate the east-west direction. The “city amenities” bar links the two adjacent parks as assets by a linear public park system that houses city amenities experienced through a series of rooms. The “institutions” bar and the “industry” bar frames sandwich/border the “city amenities” bar. These two pairs of ladder-like bars houses commercial and collaborative spaces. The design strategy of the project is to stack programs rat`her than to cluster programs. Stacking of programs allows a more diverse mix of uses which promotes a more divergent interactions between different levels. There are three dominant elements of the project; FIELD, BAR and TOWER typology.

SITE ANALYSIS

1 FLOATING POPULATION Palava 2 Palava 1 Palava 3

30,000 of expected workers from Palava city are tended to go for work to Mumbai and another 30,000 of estimated amount of workers from Palava city are expected to travel to local workspaces in Dombivali, Navi Mumbai, and Panvel.

2 INFRASTRUCTURE The centralized government elected by numerous rural villagers and current land tenure regimes and control make it hard to implement new infrastructure in India, and current regional infrstrucures are mainly focused on suburban rail.

MMC (Multi Modal Corridor) is planned to be implemented

by MMRDA, to enhance N-S connection, across the phase2 and phase3 of Palava City along with the coming up suburban rail that ties phase 1 and phase 3 of Palava City.

Therefore, the different types of major infrastructures of each palava city shape the identity of each phases along with the special autonomous programs of each.

Our site phase 2 is attempted to be rethought with the innovative knowledge environment design, which are mainly served for the residents in Palava city and also external work labors that flows from the outside of Palava city using MMC roadmainly.

MMC (Multi Modal Corridor) Suburban Rail Monorail Bus Rapid Transit Existing Road Existing Rail

1 TRANSFORMING

THE MONOTONOUS GR

Monotony of grid lacks seque cessful knowledge environm

Breaking the expansive grid the certain movement acros verse experiences of each And create buffered edge b which has a potential that ca that will add a sequential ex

Monotonous Grid

Spring sem. 2017 Type, City, Ecology | Tutor : Christopher Lee Collaborator: Carla Wijaya (‘18 MAUD) Published in PALAVA CITY: Knowledge Environments for a new Township in India 2018 Harvard Graduate School of Design Research

KEY STRATEGY

RID INTO THE LADDER

2 EAST-WEST GREEN CONNECTION

encing, and hierarchies that we need for the sucment.

results in a ladder-like condition, which allows ss the ladder, providing the opportunity for “diroom” as a moment of exacerbated differences between the adjacent urban fabrics and ladder an create the transition space from one to another xperience within the monotonous urban fabric.

Breaking the grid : LADDER

PARK CONNECTION

NALLAS

In order to insert three linear strips, that accentuate the East west connection linking capitalizing the value of the two parks adjacent to the site.

In order to enforce the east west connection, the landscape strategy is accompanied by a series of city rooms and outdoor parks.

3 THREE STRIPS

CITY AMENITIES STRIP

INSTITUTION / INDUSTRY STRIPS

By placing the city in between institutions and industry, we could increase non formal interactions and frictions between students, scholars, working professionals and city residents which will enhance the quality of knowledge environments.

Two pairs of ladder-like bars that acts as a border to the city bar, houses institutions, industry and collaborative spaces as serrated rooms in between the each bar

Spring sem. 2017 Type, City, Ecology | Tutor : Christopher Lee Collaborator: Carla Wijaya (‘18 MAUD) Published in PALAVA CITY: Knowledge Environments for a new Township in India 2018 Harvard Graduate School of Design Research

CITY OF FRAME

TAXONOMY Porous ground condition using FIELD typology as a framework for the whole site which itself becomes soft edge of the periphery of each bar. On top of that, BAR typology that weaves the scattered ground mass. And TOWERS on the top most frames all the open spaces as a room. rk

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Student Housing Faculty Housing Sales Housing Institutions & Industry Incubators Research labs, studio & auditoriums Research labs, studio & auditoriums Shared spaces & meeting rooms Retails City amenities Parkings

The seri

GROUND PLAN

Spring sem. 2017 Type, City, Ecology | Tutor : Christopher Lee Collaborator: Carla Wijaya (‘18 MAUD)

FIELD as a FRAMEWORK

ies of retails and shared spaces are located along the peripheries of the bars acting as a gateway that filter people into the site.

Retail

Research lab, studio & Auditorium

Shared space & Meeting room

City Amenities

Shared space & Meeting room

Research lab, studio & auditorium

Retail

0

10m

20m

40m

80m

Typical univeristy plan (2f)

Library mass linked with university mass

Spring sem. 2017 Type, City, Ecology | Tutor : Christopher Lee Collaborator: Carla Wijaya (‘18 MAUD)

BAR as a FRAMEWORK Brings people to meander around a series of collaborative spaces

Learning + Collaborative spaces (library)

Learning + Collaborative spaces (research lab & studio)

Typical residential plan (5f)

1 STUDENT HOUSING 8m

2 FACULTY HOUSING

Type_A 12m

Type_B 6m

Type_C 9m

Spring sem. 2017 Type, City, Ecology | Tutor : Christopher Lee Collaborator: Carla Wijaya (‘18 MAUD)

TOWER as a FRAMEWORK Place housing above the institution and industry bars that frame the open spaces below.

Student housing

Faculty housing

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LIBRARY - Hydrotypes as

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Spring sem. 2017 Type, City, Ecology | Tutor : Christopher Lee Collaborator: Carla Wijaya (‘18 MAUD) Published in PALAVA CITY: Knowledge Environments for a new Township in India 2018 Harvard Graduate School of Design Research

HYDROLOGY STRATEGY

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Hydrology unit Monsoon season

Spring sem. 2017 Type, City, Ecology | Tutor : Christopher Lee Collaborator: Carla Wijaya (‘18 MAUD) Published in PALAVA CITY: Knowledge Environments for a new Township in India 2018 Harvard Graduate School of Design Research

PHASING SCENARIO Bounding institution , city amenities and industries together considering as one unit, phasing will start from nallas and east part of our site. And phase by phase, it will be processed toward the west connnecting the east west connection of green at last.

PHASE 1

PHASE 2

PHASE 3

Spring sem.. 2018 Quito and Elasticity of the Spanish American Grid | Tutor : Felipe Correa Published @harvardurbandesign https://bit.ly/2DIEifq

PATIOS DOBLES

Surgical Architectural Approach as a Revenue Generator: Acupunture Urbanism / Room Urbanism

05

Q

uito and the Elasticity of the Spanish American Block Studio has explored the new urban intervention of the Spanish-American colonial grid in Latin America by using the context of Quito as a laboratory. The historic core of Quito, which is designated as UNESCO heritage, is confronting its current decline due to the linear expansion of the city and the shift of economy. Students questioned the historic preservation of the site, understanding its extreme topography that shapes the city, and explored the fractal complexity of original colonial block model and its possible tranformation that houses contemporary urban lifestyles and reconciles the tension between the current needs of development and preservation regulation.

Patios dobles is the project to solve this current decline of hisotoric core of Quito with ‘Acupunttural urbanism’ and ‘Room urbanisam’ approach. Through series of tactical approach within the block will guide the new way of tranformation of the existing fractal Spanish American block. Especially, by focusing on the ‘inner’ courtyard that is linked with ‘zaguan’, the single block will be regenerated resilientrly from the inside and this approach can be replicable to any other site where the mitigation between ‘strong preservation regulation’ and ‘flexible architectural intervention’ is needed.

ACUPUNTURE URBANISM

1 PERIPHERY VS. CENTER

2 SITE SELECTION

Spring sem.. 2018 Quito and Elasticity of the Spanish American Grid | Tutor : Felipe Correa Published @harvardurbandesign https://bit.ly/2DIEifq

ROOM URBANISM

1 DIVERSE RELATIONSHIPS BETWEEN THE OPEN SPACE, BUILDING AND ITS EDGE CONDITION

2 PATIOS DOBLES: EXTROVERT PATIO vs. INTROVERT PATIO

PATIO-ROOM

PATIO-ZAGUAN

PATIO-ROOM

PATIO-ZAGUAN

Spring sem.. 2018 Quito and Elasticity of the Spanish American Grid | Tutor : Felipe Correa Published @harvardurbandesign https://bit.ly/2DIEifq

TRANSITIONAL THRESHOLD

Spring sem.. 2018 Quito and Elasticity of the Spanish American Grid | Tutor : Felipe Correa Published @harvardurbandesign https://bit.ly/2DIEifq

PATIOS DOBLES

1st sem. 2015 Architectural Studio 7

| Tutor : Daun Yoo Individual work Grand Prix of graduation project Published in TEA (Trajectory of Ewha Architecture) Project Review 2015 https://issuu.com/eabooks1/docs/tea_0523.compressed/6

PLACE MATRIX

Masterplanning for the Regeneration of IKSEON-dong Hanok Residential District

06

I

kseon-dong area was the one of the areas that were planned as a Urban Hanok Residential District which is for the ordinary people by the house sellers called ‘jipjangsa’ in 1920s. It is now showing its identity as the second oldest urban hanok residential district after the Bukchon Hanok Residential District and it makes Ikseon-dong district have a historical value. This district was once designated as a redevelopment district in 2004. But it was cancelled in 2014 because of the residents’ strong protests. After all, it was assigned to conserve hanok buildings so that only small lot-size developments could be undertaken nowadays by the artists and residents.

Ikseon-dong where almost everyone who lives in are tenants has no loger expectations as a dwelling area because of these two reasons: 1) Urban Hanok itself can hold the lifestyle of 1920-1930s which is totally different from our lifestyles of 2010s, 2) By Tourism Promotion Act, it became possible to change the dwelling house into the guesthouse so that the house owners can earn their money and they even welcome visitors. Since it is assigned to conserve existed hanoks, there are many restrictions to the landowners to earn their money(e.g. unable to remove the existed one and build the new, higher and non-hanok building). It may occur the isolation of this area and actually it is on the process now. This problem even cannot be solved by the existed developmental theory which just attempts to eliminate whole old area and build the new town because it can hurt many values existing there.

I want to suggest the new kind of conservation/development so called ‘Regeneration’ not by a ‘linear’ boundary which can cause the isolation of certain area, but by defining and designing ‘area’ boundary between the old urban tissue and the new urban tissue. My site is located as an ‘area’ boundary which in architecture view, is a compound of hanok and concrete buildings, and in urban view, is an intermediate block. I solved the physical problems existed here by suggesting ‘the new path’ and disposing the PLACEs along the path and on the MATRIX. By these actions, my site can be redefined as a ‘boundary area’ between old and new urban tissues and be expected to be ‘lively’ by new programs.

SITE ANAYLSIS

1

2

BUILDING TYPE

Urban Hanok Non-Urban Hanok

HEIGHT

higher than 6 stories

4-6 stories

2-3 stories

1 story

Building types of this area can be divided into two: Urban Hanok vs. Non-Urban Hanok. Urban Hanok is one of the housing type established in 1920s-1930s by jipjangsa people (who assumed the houses as assets and figured out the solutions to supply a good quality of housing prototype for the ordinary people).

Height of the surrounding buildings are various. Their range is covering from 1 story to higher than 6 stories. The feature that can be captured significantly was the fact that there is an area which is only consisted of 1-story-height buildings. Around that area the level of the heights are getting higher in a stage.

Urban Hanok looks similar with the original Hanok of Korea but is more settled in modular language applying new technologies and materials like glass, modular window and door frames, and toilet facilities outside.

So as I made a diagram, we can identify the grey area (between the black(higher buildings) and white(lower buildings)) which can ve defined as a boundary-area.

The distribution of Urban hanok is quite unique here since it forms a flock of houses located at the center of the several blocks far from the wide roads. This flock of houses could get an identity as an island of urban city forming unique street atmosphere of this area.

식물 (Sik-Mul) Remodeled Urban Hanok Building used as a restaurant & cafe

한옥 (Han-Ok) Korean Traditional Singer NokjuPark’s house used as a Korean BBQ restaurant

1st sem. 2015 Architectural Studio 7

| Tutor : Daun Yoo Individual work Grand Prix of graduation project Published in TEA (Trajectory of Ewha Architecture) Project Review 2015 https://issuu.com/eabooks1/docs/tea_0523.compressed/6

3

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URBAN TISSUE

Old Tissue

BUILDING USAGE

New Tissue

Urban Tissue of this area can be colored in gradation like the figure. Darker parts show the attributes of old tissue of Seoul including narrow pedestrian roads, unaccessibility of vehicles, 1920s-1930s type of the buildings, lower buildings than other parts, and the water-route shape of the streets. On the contrary, the new tissue parts are next to the wide roads, have an accessibility of vehicles, and modern type of buildings, high stories.

Between the two polar parts there are ‘grey’ parts which have characteristics of half of old tissue and half of new tissue. These areas can be defined as BOUNDARY areas or EDGE areas and I found some possibilities here to blur the severe difference between two ares so that the urban atmosphere can be blened to each other well not shown as a unorganized mixture.

There is a district consisted of Urban Hanok called Ikseon-dong Urban Hanok village. Most of the buildings of this district are built in 1920-1930 which are already more than 80-90 years old.

So it is assigned as a preserved area.

However, this law affected to the various usages of the original hanok types. Since the extent of guidelines and limits what to preserve or remove is settled, despite of the different usages of each buildings, they have some commons in physical form.

There are 3 typical examples of the various usages of buildings.

1) Sik-mul : this building is remodelled emerging 3 hanok buildings and some modern elements like I-beam columns and u-glass are added.

2) Han-ok : this building still looks like an urban hanok which was originally the birth house of Korean Traditional Singer Nokju Park. Now it is used as a Kroean BBQ restaurant.

올재 (Ol-Jae) Remodeled Urban Hanok Building used as a guesthouse

3) Ol-Jae : Some buildings here are nowadays changed into the guesthouse for the tourists. They provide the unique urban hanok life style to visitors.

SITE

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EDGE OF THE URBAN TISSUES

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POTENTIAL

· Historical Value Second Jipjansa house condensed area after Bukchon in Korea.

Urban hanok district for the ordinary people (fixed, distributed).

Maintained the old tissue still now.

· Geographical Value Located at the center of the majot facilities in Seoul (Jong-ro, Jong-myo, Nakwon complex, Insa-dong)

· Cultural Value Hanbok, Pansori (Korean Traditional Song), Ricecake

· Econimic Value · Near by Donhwamun-ro and Jongmyo Role as an Entrance.

· Urban hanok and Non-Urban hanok are coexitsted in this area

By Tourism Promotion Act, the urban hanoks in this area can be used as a guesthouse earning money.

1st sem. 2015 Architectural Studio 7

| Tutor : Daun Yoo Individual work Grand Prix of graduation project Published in TEA (Trajectory of Ewha Architecture) Project Review 2015 https://issuu.com/eabooks1/docs/tea_0523.compressed/6

ISSUE

1

EDGE as a PLANE BEFORE Nominated as a Redevelopment Area NOW Urban Hanok Conserved District 경계 ‘선’

EDGE as a LINE

경계 ‘선’

경계 ‘영역’

“Isolation”

경계 ‘영역’

EDGE as a PLANE

“Coexist”

Ikseon-dong area was nominated as a redevelopment area for years and in 2014 it is cancelled and nominated as an urban hanok conserved distrct.

But since then and now the way to protect the heritages even occured isolation and disconnection between old tissues and new tissues in urban.

I will define the original way of conservation like this: EDGE as a LINE. It is just drawing line along the boundaries between two different tissues so that it can make dissnances nowadays. I sugeest to make the boundaries as a PLANE. By drawing PLANE as an EDGE, two tissues can be blended together in the area so that both are able to coexist.

2

COEXISTING of Contemporary buildings and Urban hanoks without any concerns In the block that I selected as my site has unique characteristcs than other edge areas. The buildings in this blocks are including not only contemporary buildings but also urban hanoks.

Problem is that they don’t go along together. It is just occured as time goes by, affecting from the appearance of the new, big streets like Jong=ro. This mingled situation should be solved by architectural, urban design.

3

+

ISSUES in URBAN SCALE Since there became more and more artists gathering here, there are some lot size developments. But there still have some problems which can not be solved by that small developments. They should be controlled and considered in urban tissue scale.

Narrow street

1.7m width of street 5.4m width of pimat-street My site is located between those two streets. Even though there are pedestrians who use this way, the street they use is very narrow.

Street facade of this street is only one side because of the hanok’s charateristic: entrance on one side.

No open space for public This district was primarily designed under the purpose only to sell the houses cheaper and easier to the ordinary people. So the features that original hanok village has (e.g. big tree, the well and etc.) are not existed. Which means there are no open spaces for public.

The building users can have their own open space by ‘madang’ of hanok. But the pedestrians can not experience any open spaces but only streets covered with conservative walls of buildings.

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MASTER PLAN scale 1:500

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1st sem. 2015 Architectural Studio 7

| Tutor : Daun Yoo Individual work Grand Prix of graduation project Published in TEA (Trajectory of Ewha Architecture) Project Review 2015 https://issuu.com/eabooks1/docs/tea_0523.compressed/6

MASTER PLAN

SEQUENTIAL VOIDS A

B

C D

Densed Buildings (Original Conditions) Original Building N

Selective Deconstruction and Preservation considering the ages of the buildings

Set the Sub-path crossing over the block secure the Open space

Deconstructed 0

10

30

60 M

New masses considering the new sub-path New mass THE new path

Preserved

Sequence of Places in Ikseon-dong

Street Street Condition between the building C and D

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Street Condition as an entrance of buildikng A

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Transfer space in building C

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Transfer space iin builidng A

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Madang condigion in front of building D

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Madang condigion in front of building B and C

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Transfer

Madang (small scale of plaza)

Inside of the Building

Exploded Plan

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Bldg_A

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Restaurant

Cultural Complex (Laboratory of Hanbok and Pansori & Workshop)

Ikseondong Archive & Guesthouse Info Center

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Korean Traditional Tea Cafe

1st sem. 2015 Architectural Studio 7

| Tutor : Daun Yoo Individual work Grand Prix of graduation project Published in TEA (Trajectory of Ewha Architecture) Project Review 2015 https://issuu.com/eabooks1/docs/tea_0523.compressed/6

BUILDING DESIGN

RECOMBINED ELEMENTS

A

HYBRID Recombine two different types of buildings extracting the elements from each and create new mass

B

NOOMARU

GABLE ROOF

BEAM-COLUMN

PAST BUILIDNGS (HANOK / URBAN HANOK)

CONCRETE

FLAT ROOF

MANSORY

MODERN BUILIDNG

(CONCRETE / MANSORY Bld C

D

Part of the NEW MASSES are designed preserving original hanok masses

Original NewHanok MassesMasses

Building Program

Cultural Complex

(Laboratory of Hanbok and Pansori & Workshop)

Integrating the dispersed cultural programs

Bldg_A Perspective view from the lobby and workshop of the Bldg_A

Ikseondong Archive & Guesthouse Info Center Increasing tourists and guesthouses for them

Cafe & Restaurant Reflecting the current circumstances (food stall street)

Bldg_C Perspective view from the hall with Noomaru of original hanok building

Fall sem. 2016 Elements of Urban Deisgn | Tutor : Felipe Correa, Anita Berrizbeltia, Carles Muro Collaborator: Andy Zhengyu Qin(‘18 MAUD)

GREEN HOOK

Rethiniking the Waterfront of Sunset Park,NY

07

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onsidering the SEASONAL nature of fashion industry in Garment District, Manhattan, NYC, it is required to think of its AUTONOMY of livework environment, once those fashion industry is moving into Sunset park, Brooklyn, NYC. Originally, the site was fully occupied with light industry factories and warehouses but it houses the opportunities to attract the people from Manhattan due to the existence of Brooklyn Army Terminal and future ferry stations. Since it has been developed as an industrial district, heavy infrastructures such as the freight rail roads & Gowanus Highway are surrounding the site. In order to overcome elevated highway that is adjacent to the subway stations, rethinking of the nodes were required. With the abandoned railway on the waterfront shows the huge possibility to be converted into public open spaces to increase the publicness of the waterfront that eventually brings sound quality of lives for the residents here.

We focus on the COURTYARD typology of the block in order to bring diverse scale of open spaces that can be defined and occupied by diverse usages and people. Concave vs Convex geometry tied with the diverse range of courtyard typology that we have created with mixed-use program to provide the 24/7 lively environment on the ground floor for both external visitors, residents and workers for the fashion industry.

Newly defined waterfront figure brings enclosed atmosphere and shapes the vibrant commercial area that is created around the newly impleemented ferry station and convention center. Juxtaposition of OLD brooklyn fabric and NEW courtyard-variations of block typology is tied together with various kinds of public open spaces that comes form the inner block as pedestrian-only passages so that it allows the pedestrians to go though series of sequentail experiences of FRAMES which really brings people out to the waterfront.

FASHION INDUSTRY

SEASONAL FASHION INDUSTRY

low spatial quality of garment district industry buildling

Abandoned rail road : Potential open space

Fall sem. 2016 Elements of Urban Deisgn | Tutor : Felipe Correa, Anita Berrizbeltia, Carles Muro Collaborator: Andy Zhengyu Qin(‘18 MAUD)

MOBILITY : VERTICAL SEGRAGATION

2 PUBLIC-ORIENTED MOBILITY

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1 INDUSTRY-BASED MOBILITY

Along the waterfront the industry-based mobility including freight rail and route for truck are located that occur the vertical segregation from the valuable waterfront area to public.

Abandoned rail is situated in the middle which used to connect the Brooklyn Army terminal on South and South Brooklyn Marine Terminal on North, and stretched to the NYC Transit system, The Jackie Gleason Depot.

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MOBILITY (GEOMETRIES) Billy, Jinpeng, Hyeji

Most of the public transit is situated inland consisted of public transportation such as subway and regional bus, and main highway, Gowanus Expressway that penetrates above the sunset park area from north to south. Isolated bike route and waterfront park proves the needs for the horizontal connectivity by promoting the public access toward the waterfront.

Fall sem. 2016 Elements of Urban Deisgn | Tutor : Felipe Correa, Anita Berrizbeltia, Carles Muro Collaborator: Andy Zhengyu Qin(‘18 MAUD)

BLOCK TYPOLOGY_COURTYARD

Diverse condition of Courtyard typology

FAR = 6 OSR = 60 Mixed-use = 29.3 %

FAR = 6 OSR = 60 Mixed-use = 18.54 %

FAR = 6 OSR = 60 Mixed-use = 64.03 %

FAR = 6 OSR = 64 Mixed-use = 13.5 %

FAR = 6 OSR = 64 Mixed-use = 33.75 %

FAR = 6 OSR = 60 Mixed-use = 24.84 %

Courtyard taxonomy

Type_A

Type_B

Type_C

Type_D

Open Space

Residential

Type_E

Commercial

Industrial

Fall sem. 2016 Elements of Urban Deisgn | Tutor : Felipe Correa, Anita Berrizbeltia, Carles Muro Collaborator: Andy Zhengyu Qin(‘18 MAUD)

MASTER PLAN

DESIGN PHASE Master plan is proposed to be process in following order.

Starting from the central partk that is converted from the abandoned railroad area, it becomes the local residents and future residents of the sunset park a generous waterfront-engaged park.

Newly designed waterfront that has a hook and new ferry station that promotes the commercial development along the waterfront along with the green connection that weaves through the site.

Residential Units

Two main Axis can be introduced connected from subway station and one of them is even stretch from Sunset park.

Finally, the branches that enhance the waterfront and central park connection and also inside green connection that sippes through the block create the sequential experience of pedestrian from inland toward the waterfront

Amenitites for residents

PHASE 1 CENTRAL PARK

Commercial Units

PHASE 2 AXIAL DEVELOPMENT (sunset park ~ Gowanus Hwy ~ waterfront) Industrial Units

Open spaces _A

CK

O BL

PHASE 3 PEDESTRIAN STRIPS (block A ~ central park ~ block B)

_B

CK

O BL

B A’

B’

Fall sem. 2016 Elements of Urban Deisgn | Tutor : Felipe Correa, Anita Berrizbeltia, Carles Muro Collaborator: Andy Zhengyu Qin(‘18 MAUD)

WATERFRONT and PUBLIC SPACES

Buildings along the newly built waterfront edge are mostly refurbished with the original warehouses and converted into the market place for the people who live in and visit but mainly for the tourists. Due to the new ferry station on the tip of the hook-shaped waterfront , it is expected to bring more external footfall to the site which can flow from the north-south waterfront public park connection

A

A-A’ market place along the waterfront

market place 2 along the waterfront (outisde)

market place 2 along the waterfront (inisde)

transition space toward the waterfront in BLOCK _B

BAY RIDGE CHANNEL

pedestrian-only WATERFRONT

BLOCK_B

pedestrian road for the public abov

car one-way

CENTRAL PARK

Fall sem. 2016 Elements of Urban Deisgn | Tutor : Felipe Correa, Anita Berrizbeltia, Carles Muro Collaborator: Andy Zhengyu Qin(‘18 MAUD)

MULTISCALAR PUBLIC SPACES with FRAMES

ve the plynth of BLOCK_A

car pedestrian two-way -only

grand staircase (entrance) for the pedestrian road on the plynth of BLOCK_A

BLOCK_A B-B’ central park and adjacent live-work units

THE ONE

08

Nogales-Grand ave port of entry

2017 / Unbuild the wall competition by Archsorming Honorable Mention & Final List

Roll-it

09

Winnipeg Design Festival Official Program

2017 / The Bench by STUFF Honorable Mention

Delirious Asia 2013; Seoul, Hongkong, Urbanism Analysizing the tissues of the Urban Fabric of each cities and Identifying the role of mgastructure in the city

EWHA-CUHK 2013 Summer Joint Program

10

OTHER

08.2017 Unbuild the wall | Archstorming Collaborator: Mike Hyungjoo Choi (‘18 MAUD)

THE NE 2017 Unbuild the wall

Prize : Honorable Mention & Final List Press: WEB https://www.archstorming.com/info-utw.html INSTAGRAM @architecture_competitions https://instagram.com/_p/BZMDjeHFOAm/ Site : Nogales-Grand Avenue Port of Entry

08

B

order has been conventionally considered as a strong political object that demarcates the edge between two different countries. Switching concept from DUALISM to PLURALISM of space brings the new paradigm of border typology as an unification with AGONISM rather than its conventional role of division with antagonism.

THE ONE envisions the Nogales-Grand Avenue Port of Entry as a vibrant buffer-zone for pedestrians bordered by highways and railways, while also creating series of underground rooms that house diverse public programs that catalyze the unified atmosphere thereby activate the major cross-border trade, mostly based on the agribusiness, between Nogales, AZ and Nogales, SR.

08.2017 The Bench | STUFF Collaborator: Mike Hyungjoo Choi (‘18 MAUD)

ROLL-IT

2017 The Bench: Official Program of Winnipeg Design Festival

09

Prize : Honorable Mention Press: http://competition.stuffgroup. net/?ds-gallery=thebench-2017 Site : Broadway, Winnipeg, Manitoba, Canada

B

enches, located on the edge between the linear park and streets, have a potential to be functioned as special street furniture.

‘ROLL-IT‘ is a bench transforming itself up to users’ tastes that diversifies the activities around the linear park of Broadway, Winnipeg.

By rolling the X-shape 2” of plywood panels over the wavy-cut plate, users can explore diverse typologies of the bench that trigger the transformation of surrounding environment.

07.2013-08.2013 Gloabal Architecture Exchange

| Tutor : Yoonhie Lee

DELIRIOUS ASIA 2013; SEOUL, HONGKONG, URBANISM EWHA-CUHK 2013 Summer Joint Program

10

Tutors : Yoonhie Lee, Thomas Chung Team : EWHA Students

Hyeji Sheen, Haram Lee, Eunyoung Kim, Seonhye Shin, Sojin Jang, Hana Jeong, Hyosil Yang, Sujin Choi

CUHK Students

Gary Mak, Winnie Fan, Ling Ho, Chan Ok, Ho Yin Yeung, Chun Sing Ho, Chan Mui Ling Phoebe, Lee Hiu Ying Tracy, Ting Vivian Wing Sze, Wong Hoi Yi Kitty

Role

: Research, Presentation, Final Editor

Site

: Seun Arcade, Seoul Mid-level Escalator, Hong Kong

D

elirious Asia: Introduction of the New Architecture and Urbanism is a specialized summer study program that explores historical and modern architecture through field trips and special lectures in two of the most exciting East Asian cities—Seoul and Hong Kong—over the course of two weeks. This summer course is organized and taught jointly by the Department of Architecture, Ewha Womans University, Seoul and School of Architecture, CUHK, Hong Kong. The students from each university spent one week each in Seoul and Hong Kong, attending special lectures, seminars, charrettes and field trips. Covering topics such as Colonial Architecture, Urban planning, Metropolis in Consumer Society, New cities, and Public Space, students were guided in field research and assignments through intensive exploration of the two cities.

Through this elective, students correlated architectural and urban form and typologies with its cultural contexts, usages and occupancies, and critically reflected on current conditions, shortcomings and possibilities in both cities. Study topics included housing typologies, urban transformation and architecture after colonization, emerging urban vernaculars and cultural ecologies. Course assignments included mapping, analyzing and comparison exercises between selected sites of the two cities as well as reports for publication afterwards.

GROUP 01 Context + Process : Before + After

Main Study Questions Outline of the History and Background of the transportation networks Comparison to Seoul Infrastructure and transportation

Urban Edges: Hong Kong

Delirious Asia

Case studies on the theme of urban edges

Main Study Questions

CUHK + EWHA 2013 Summer Joint Studio

Main Study Questions

Urban Edges: Hong Kong

Delirious Asia

Case studies on the theme of urban edges

Main Study Questions

Central Footbridge System Facts

Central Footbridge System British rule influencing on the formation footbridge network In early Hong Kong when it was under the Btitish rule, under the influence of the British Hong Kong government, the market was divided by several British tycoons. Jardine’s Group and Swire’s group are examples. basically they shared and controlled different components of commerce and economy in Hong Kong like real estates, telecoms and aviation industry.Hongkong Land, a real estate company wich belongs to Jardine’s Group, had a great market share in properties in Hong Kong. A large piece of land at the heart of Central is the property of Hongkong Land from 1970s to even nowadays.

Facts WHERE is it?

It is an extensive footbridge network spanning Admiralty and Central.

WHO built it?

Both the Hong Kong Government and various developers are involved.

WHEN was it built?

The system was built in phases from 1970s until now(2013) and was expected to continue in the future.

In the past several dacades, Hongkong Land has acquired a large piece of land at the heart of Central and has built commerical buildings on it, for office and hotel uses and so on(with redevelopement in the period). Until now, Alexandra House, Chater House, One, Two and Three Exchange Square,Jardine House,Landmark(Prince’s Building), Mandarin Oriental Hotel) are all propertiers of Hongkong land with total area of about 130 acres. See Fig. 3.

WHY was it built?

It was actually an “afterthought”. The network was first introduced by the developer and later the governement found the advantages to have the footbidges over streets in Central and tried to broaden its scope.

Impotance of the system It can separate people and vehicles, providing a safer and more comfortable walkway for people as well as ncreasing the traffic flow speed. Beisdes, it provides chances for people to enjoy the view and attract tourists.

As all the buildings/land are owned by the single developer.

Connecting buildings together is highly feasible and easy to implement. The developer started the connection in 1960s and the work received good reputation. Later the government tried to make good use of this idea and help expand the connection network.

Development 1970s Hongkong Land built a footbridge over Connaught Road to facilitate pedestrian access between Connaught Place (today’s Jardine House), Swire House (today’s Chater House) and the General Post Office. See Fig. 4a.

2000s The government built a bridge between World-Wide House and Exchange Square as an additional one beside that one built in 1970s by Hongkong Land as its maximum capacity was reached then.

See Fig. 4e.

1980s After Exchange Square was completed, the government built a footbridge to connect to Hongkong Land’s network.

Hongkong Land also built many footbridges between its buildings which were under construction, such as the Landmark.

After that, it extended and ran west along the harbourfront to connect Central Piers and Shun Tak Centre.

Other buildings along Queen’s Road Central, such as Standard Chartered Bank Building and Central Tower, were also connected to the system.

See Fig. 4b.

2005 Central Pier and Star Ferry Pier were connected to the Two International Finance Centre (IFC II). The network was hence extended to the newly relaimed land, paved the way for the development of the new area by connecting the heart of Central.

See Fig.4f

1990s 1993 Central-Mid-Levels escalator came into operation, and Hang Seng Bank Building was connected.See Fig. 4c 1998 The One International Finance Centre (IFC I) and Airport Express Hong Kong Station were completed and brought into the network. See Fig. 4d.

WHAT is its position in urban edge?

It marked the British tycoons enlarging its power and influence by connecting their properties together.

Also, starting from1960s, the economy of Hong Kong started to thrive and became one of the Asia Four Dragons. The Central Business District started to expand and so as the footbridge system. The network finally extends to Sheung Wan and the newly reclaimed Central land.

People can walk without touching the ground directly from the heart of Central to Sheung Wan (Macua Ferry Terminal). The distance is roughly equal to that between Central and Sheung Wan MTR station.

Moreover, the system helps spread the commercial area away from Central. This is valuable as there is a shortage of commercial land in Central. The rental price of class offices are very high. By extending the commercial zone away from Central, commercial activities will no longer necessary to cofine to Central but also Sheung Wan with increasing supply of commercial offices. With better connectivity provided by the footbidge system, more companies are willing to move in the area along the footbridge to Sheung Wan.

Fig.8 Diagram showing the whole Central footbirdge network

HK-Macau Ferry Sheung Wan MTR

People living in the mid-levels can go to the Cnetral Pier without touching the ground. These people are usually middle-class or above and work in Central. They possibly can own a car and go to work by private cars. But this system encourages these people to walk instead of drive so that traffic congestion can be lessen.

Central Pier IFC II

Urban Edges: Hong Kong

Central MTR

HSB C

- with escalators inside the building, and is open - the footbridges are above the pavements and roads

CUHK + EWHA 2013 Summer Joint Studio

Fig 6. The footbridges connecting the Central-Mid-Levels Escalator, and the Hang Seng Bank Building

Fig 5. Analytical diagram 2

And this is what appears in Central, the heart of the city, where the transport hubs flows into the commercial and office areas, and where there is no discrete boundary between buildings - they are just connected. With the existence of the muildirectional and multidimensional transport and connective network, the property boundary become blurred and smooth and free movements are enhanced.

linking Hong Kong Station and IFCs - open and the footbridge is delicately built - the footbridges are above the pavements and roads Fig 1. Connectivity of the Hong Kong Island and Kowloon sides

Different usages of the Central Footbridge Systems linking offices and footbridges with staircases at the end, and is open

Moreover, not only are the motorways in Hong Kong narrow, they are also too winding. If privates cars are not discouraged, the trffic congestion would be very serious in the area, especially in the mid-levels.

SOH O

Conduit Road

Main Study Questions linking major footbridge and buildings

As Hong Kong has scarce land resources, different extreme solutions were made to explore the levels and layers of the cities.

Some breakthrough wisdom and plans are then carried to satisfy the urban needs of the cities. The form, space, connections and infrastructural integration are all driven by matured urban systems and the city itself has surpassed the importance of architectures. Each architectural act contributes to the working of the city.

Apart from serving as a method of transporting, it is also a tour- Fig. 10 shows the diagram in which black route repesents the escalator route and the 2 blue lines represents different routes ist attraction. by motorcars.

History It was proposed by the government in 1987 and the construction Staring from the lower point - Central Market, the 2 only possible fastest routes shows the zig-zagged shape. In this area, the started in 1991. In 1993, it was finished and operated. slope is too steep for vehicles(either private cars or buses) to The reason to build it was to increase vehicular traffic in Mid- travel up to the hill directly so the upward roads are designated to rise in a zig-zag way. The vertical roads pointing from the levels and lessen the traffic congestion there. mid-levels to the Victoria Harbour are only for downward traffic It finally cost HK$240 million (US$30 million), originally ap- flows. proved by the Legislative Council in 1990 with a budget of In this way, if people want to travel from lower to upper part of HK$100M and annual maintenance costs of $950,000. the area by cars/buses, they need to take an moreindirect path.

But if they use the escalator, they take the striaght and direct way to go. See Fig. 1a and 11b.

Fig 8. The footbridges linking Hong Kong Station and IFCs

Fig 7. Analytical diagram 3

linking different malls - closed, with air-conditioning - linked with escalators and staircases

Fig.9 Showing the destinations of each end in the network Fig 2. Analytical diagram 1 - showing the relationship between the staircase and the buildings, the spatial relationship and the flow of pedestrians

Fig.4b

Main Study Questions

Hong Kong is unique in the way how architecture interacts with the city, owing to her own topography, the harbor and the hills, which gives constrains and challenges to how the building is configured; and the definition of private space and public space, which enhances a special spatial ambiguity and dynamism inside and within buildings.

Fig.1 footbridges connecting the upper floors of commercial buildings Fig.4a

Delirious Asia

Case studies on the theme of urban edges

Background on Hong Kong

It is the longest outdoor covered escalator system in the world Significance/Travel by foot compared with motorcars with Guniness World Record, with 800 metrers.

The total travel time from the lowest point - Central Market to the highest point - Conduit Road at Mid-level is about 20 minUses The government built it to provide a better commute by linking utes. the residential Mid-levels and the commercial heart of Central.

It runs daily downhill in the morning for people living in the Due to the geographical situation, the travelling time by foot is mid-level going to work and uphill from in the afternoon and at equivalent to several miles of zigzagging roads if travelling by cars. night for people going back home.

Possible farest Journeys without once setting foot at street level A.(East to West)From HSBC main building to Western Market without touching the ground Distance: about 1.7 km Travelling Time: About 35 mintues See Fig.6

B. (North to South)From Star Ferry Pier to Conduit Road(the end of Mid-level Escalator) without touching the ground Distance: about 1.5 km Travelling Time: About 30 minutes See Fig. 7

Fig.5 1993-1998 Central Reclamation Project

CUHK + EWHA 2013 Summer Joint Studio

Main Study Questions

Central-Mid-Levels Escalator and Walkway System

Central Footbridge System Analysis

Fig 3. The footbridge between Jardine House, Chater House and the General Post Office

Fig.11a Using the escalator up the hill

Fig.4c

Fig 9. Analytical diagram 4

Fig 10. footbridges linking the Landmark and the Alexandra House linking Hong Kong Stations and the area around the piers - open and directly connected to the stations - linked with escalators and staircases

Fig.11b Driving private cars/taking bus up the hill

Fig.3 the land/buidlnigs owned by Hongkong Land During the 1970s Fig.2 air-conditioned and luxurious footbridges built by developers

Fig.4d

Fig.4e

Fig.6 Route A (East to West)

Fig.4f 7

6

GROUP 02

Human Responses: How People Live with Intervention EATING TRADING SHOPPING + CONSUPMING

Urban Edges: Hong Kong

Delirious Asia

Case studies on the theme of urban edges

Fig 4. The footbridge connecting the exchange square and the Hong Kong Land’s footbridge network

Fig.10 The 2 quickest possible routes of driving private cars/taking bus from Central Market Up to Conduit Road

Fig.7 Route B (North to South)

9

8

Urban Edges: Hong Kong

CUHK + EWHA 2013 Summer Joint Studio

Delirious Asia

Case studies on the theme of urban edges

Fig 12. footbridge across the Hong Kong Station and the piers

11

Urban Edges: Hong Kong

CUHK + EWHA 2013 Summer Joint Studio

Delirious Asia

Case studies on the theme of urban edges

CUHK + EWHA 2013 Summer Joint Studio

HK Escalator - Human activities and movement

HK Escalator - Human activities and movement

HK Escalator - Human activities and movement

HK Escalator - Public and Privacy

HK Escalator - Public and Privacy

HK Escalator - Public and Privacy

Trading & Consuming From the central market, many stores are on the way connected to the escalator. First, at the central market, the right side and left side have different faces. At the one side there are shops and the other side is gallery.

Moving & Resting The Escalator is now essentia l for pedestrians. This Central– Mid-Levels escalators in Hong Kong is the longest outdoor covered escalator system in the world. The entire system covers over 800 meters in distance and elevates over 135 meters from bottom to top.[1] It was constructed in 1993 to provide a better commute by linking areas within the Central and Western District on Hong Kong Island.

One of differences between on the escalator and under the escalator is a speed of people’s movement. People on the escalator are just going straight and usually they don’t stop. However, there are many people taking rest at the part of under the escalator.

Opposite to the escalator, the passage under the escalator is cooler and has more sites to sit. The escalator blocks the sunlit and also greenery makes shadow for pedestrian. Even in front of the store is cool because of wind from an airconditioner. So they take a rest, talk and read a newspaper at these places.

Gradual change in public and private The Mid Levels Escalator of HongKong is the symbol of central and an important part of the city center. Approximately 80om, it consists big scale length and is the world’s longest open air escalator. It is made to order changing literary height like slide shape. Many street and many buildings also a lot of people use the Mid Levels Escalator.

Escalator functions and programs There are many kinds of programs by the crowded escalators.

You can easily find cafes and restaurants for people to eat and rest. The rare sight of a clothing store and a hairdresser’s was quite refreshing. Thanks to the height of escalators, I could see the huge signs on top of the building as well as the terrace by cafe. As I progressed, the narrow and high residential apartments dominated the area. The escalators functioning as a two storey floor, it could utilize two pathways in single level floor.

Differences between public and private Lower part of the escalator is almost consisted many stores therefore we can check the escalator’s both walls are looked no windows. There are wide roads for cars, buses and trams also either side of the roads have a lot of shops

Apart from serving as a method of transporting, the escalator is also a tourist attraction and has restaurants, bars, and shops lining its route.

Along the escalator, there are more shops for eating, trading, shopping and consuming. Most of the shops are located at the lower parts of the buildings. Especially sometimes they are located at the same level as a viewpoint of pedestrians on the escalator. Advertisements are also put on windows of the shops.

So people can see them and attracted during moving through the escalator.

In addition, many shops have accessibility from the road under the escalator. There are various kinds of stores and some narrow passages to a marketplace .

Particularly at Soho(South of Hollywood), there are many exotic restaurants selling foods from around the world. Another reason for many tourists and young people of Hongkong visit this area is restaurants are open to midnight. It is a great place to enjoy late-might meals.

When going higher part of the escalator, most of the buildings are for residential. So it is difficult to find shops along the escalators, but still there are some restaurants or bars for residents.

Also there are some quite a big supermarket.

It can be considered that the escalator reshape the landscape.

Since the system opened, most pedestrians gather at the elevated level. Previously they gathered at the street level. This has opened up large tracts of intermediate levels above (“SoHo”) and below (“NoHo”) Hollywood Road, to pedestrians and commerce.

Fig 4. During 6:00 am to 10:00 am, it runs downhill.

Only few people go up through the road under the escalator.

At the bottom part of the escalator, more people are taking rest or going through the stairway then the upper part. Going upper part of the escalator, less and less pedestrians can be seen. Just few people go to restaurants or other stores use the stair way, and most of other people use escalator to move. At the almost top of the escalator, buildings are more high and they are all for residential. Not many stores are located, so just some tourists or residents can be seen.

The escalator daily runs downhill from 6:00 a.m. to 10:00 am. and uphill from 10:30am to midnight. There is an entrance and exit on each road it passes, often on both sides of the road. So people usually going down to going work at morning and after that time, people usually going up.

Beside the escalator, there is another road with stairs. Visitors like tourist, or customers for shops are using the road. Usually residents who live at apartments located on upside, just use escalator to go home.

Fig 7. Outdoor unit of airconditioners make atmosphere on the escalator hotter.

The escalator of starting IFC mall has different atmospheres gradually going up. In other words, IFC mall, there are located stores of many types like café, convenience store, restaurant in the escalator’s bottom space. Also, people can rest and pass under the escalator and street of both side is composed of stores.

Mostly, meeting sections the escalator is almost stores, slowly rising the upper stores are reconstruction and residential parts.

Public spaces are changed to private spaces, streets are narrowed and stores are decreased so we can know about begin of escalator is public, and the last is private like residential.

Shops of either side of the roads and shops of same level of the escalator use the each unique ways for attracting people. Pizza house of being away 1m from the escalator uses the glass walls in 2nd floor and it can be seen inside. Each of shops spread the cover for getting shop’s extension effects. Generally clothing stores are in 1st(First) level but here Clothing stores where same level with the escalator like 2nd(Second) floor display items and attract many people.

The other way, private spaces use the stairs in hallway and emphasize confidences. Going up the escalator, it is consisted the obscured glass windows because there are residential parts and guarantee the privacy. Also, there are built fences around the apartments.

Fig 5. Big store signs in the escalator

The escalator mitigates a vertical landscape and makes shops can do commerce along the escalator. Therefore it makes a human activity more diverse and helps people to make their special episodes at the road.

Fig 1. Distribution of stores along the escalator

Fig 11. Analytical diagram 5

10

Fig 5. During 10:30am to midnight, it runs uphill.

Most of people go up using escalator and only few of them are using stairway.

Fig 3. Hair shop view at Escalator level

religion consuming residential trading reconstruction

religion consuming residential trading reconstruction

religion consuming residential trading reconstruction

Fig 7. Stores uses the glass windows

Fig 8. People take a rest under the shadow made by greenery.

Fig 6. Street and stores view Fig 2. Shop of the escalator side

religion consuming residential trading reconstruction

Fig 2. Can see many advertisements going through the escalator

Fig 3. By using a tent, making shadow, the space for selling fruits was created.

religion consuming residential trading reconstruction

Fig 1. Both side of escalator

religion consuming residential trading reconstruction

Fig 6. Collage of the escalator

Fig 4. Street view in the escalator

Fig 9. Red dots present population through the escalator.

Fig 8. Using the cover and extension effects 25

24

GROUP 03

Human Responses: How People Live with Intervention

Urban Edges: Hong Kong

CUHK + EWHA 2013 Summer Joint Studio

Because of the program, the people that use the escalator are different at different part. For the first commercial part, density of user is high due to different types of user such as whitecollar worker, tourist and passerby. And density is also high in the second part of bars and restaurants due to many tourists and visitors. The users in these two parts may not have clear destination so they will leave the escalator to explore the lateral streets across the escalator. But upper the hill, the density of users decreases. At the part of mixed function, the density of users start to decrease, as most users using that part of escalator are residents. Residents using the escalator may have a clear destination as they only go back home or go to the surrounding shops after travelling along the escalator.

( Fig 1 )

(

Fig 1. Site plan- position of stair and surroundings

Overview of program across the escalator Central is the central business district of Hong Kong. There are many headquarters of multinational in the area. The escalators are 800 meters long and runs through the whole length of Cochrane Street between Queen’s Road Central and Hollywood Road. Then it runs along the entire length of Shelley Street.

Lateral Across the Escalator Crossing Conclusion

Delirious Asia

Case studies on the theme of urban edges

Introduction The Central–Mid-Levels escalators in Hong Kong is opened in 1993 and plays an important role in linking the central and western district. The escalator system consists of twenty escalators and three moving side-walks. All the escalators are designed to suit the program around the escalators. The three types of architectural features of escalators enhance the interaction between people and the lateral street or area across the escalator base on the program. Furthermore, four types of human responses further help the escalator affect the area in a lateral way.

The features of the escalator are closely related to the program.

The escalators offer a chance for people to explore the busy streets of Central, famous antiques and art district, Hong Kong’s oldest market district, historic buildings and relaxed environment of mid-levels. The escalators not only allow people to response to the street along the escalators but also the lateral streets and areas that across the escalators.

Fig 2. Site plan and elevation

We mostly divide the area that covered by the escalator into four parts. The first part is the commercial area. The starting point of the escalator is the International Finance Centre, then passes the Hang Seng Bank heard quarter and central wet market. The escalators bring people pass through a commercial area with different kinds of business buildings, retail shops, galleries, restaurants etc and that is the first part. Then after the commercial area, the escalator rises a little bit and passes the second part that full of bar and restaurants. After that, the escalators go up a hill and pass through the third part which is a mixed of residential and commercial area. This mixing area has residential buildings, some retail shops and restaurants where the shops are fitting the need of the residents around this area. And there are many alleys around this area. The escalator further climbs up the hill and reaches the forth part which is the residential area. At the higher part of this area, more expensive is the residential building. ( Fig 2 )

Commerical area Bar and restaurant Mixing Function Residential

Fig 3 Fig 3a Commerical area 3b Bars 3c Mixed residential and restaurant 3d Residential area

Fig 3a

Fig 3b

( Fig 8 )

Fig 3c

Fig 3d

Overview of Architectural features Type 1 is mainly located in the area of bars and restaurants. Type 2 dominates in the commercial area. Most Type 3 is located in the mixed of residential and commercial area.

Physical Environment Interview Analysis: Office Heads

Fig 8. 3D view of type 1 escalator

Type 1 escalator provides a direct exit for people to go to the street across the area but it only acts as a starting point of the interaction. For example, the escalator provides an exit that connects to a business center at the first part of commercial area. ( Fig 9 ) The density of people using the escalator in this commercial area is high and there are different types of users such as white-collar worker, tourist and passerby. So type 1 escalator used in this commercial area just like an exit to relief the burden of people using the escalator. ( Fig 10 ) In the part of bars and restaurants, the escalators are in ground level, so the users can have more interaction with the restaurants along the escalator. As a result, type 1 escalator only provides a direct exit for people to have access to the bars rather than allows direct interaction of people and the lateral streets. ( Fig 11 ) As those users using the escalator in these two parts (commercial and bars) may not have a clear destination, type 1 escalator only acts as a starting point for user to explore the lateral street. ( Fig 12 )

Fig 10a.

Many people using escalator in commercial part

( Fig 6, 7 )

Architectural Features: elevated, more stairs connecting the ground Programmes nearby: retail, street markets, daipaidongs, restaurants (Chinese and western), offices, few residential

Fig 13a

Users: white-collars, shoppers, tourists, workers, residents

Fig 13a, b Residents walk to their home directly after leaving the escalator

Architectural Features: elevated, less stairs connecting the ground Programmes nearby: high class residential, supermarket, sitting out spaces Users: mainly residents

For stairs belong to the escalator, the drop-off spots of stairs are receded from the immediate street junction to avoid over-crowding.

Given such a vibrant situation, traffic is very busy as well. Usually in the area the drop-off stairs are of both forward and backward directions to further avoid crashing of pedestrian. This makes the on-and-off of escalator convenient enough yet setting a buffering zone at junctions, before users travel laterally to streets. At the same time this means the escalator limits the circulation within longitudinal directions till the very last moment, until users actually reach the ground, then it is up to the users to make any lateral travel.

For linking to stairs of nearby buildings, the drop-off spots are further pushed off sideward to lateral streets and buffered the circulation, achieving a true lateral extension deviating from the normal longitudinal direction. Stairs of the nearby buildings are like tentacles of the escalator, comparing to feet (stairs belong to the escalator) just beneath the body(the escalator deck), tentacles are able to generate lateral drop-offs which are parallel to streets. Especially at Queens Road, the stairs from the commercial building 100QRC, it facilitates the linkage as far as circulation coming from Pedder Street and Central MTR station (Fig.3).

Type 2 escalator appears again at the end of the system. The area is made to have steep relief by retaining wall and artificial terraces for residential projects (Fig. 5), bounded by Mosque Street and crosses at Peel Road, Robinson Road and ending at Conduit Road. (Fig.6)The elevated escalator here is not for the purpose of diverting excess pedestrians but to connected the high class residential blocks in a straight line, reducing time of travelling across parallel roads of great height difference. Therefore, along this 250-meter portion, the only two drop-offs are next to or connected to residential buildings.

How do the architectural features affect lateral movement?

As the frequency of commercial activities drastically decreases, drop-offs are not frequent, the escalator direct circulation to a larger extent. Also because of the presence of high class residential areas, passing through the private area is not possible for non-residents, fewer would drop off the escalator and takes the longer route laterally, the escalator with less stairs in a way restricted lateral connections, people who do not exit at dropoffs to supermarket or directly to residential (Vantage Park) , are more likely end up continuing the escalator journey all the way till the end at Conduit Road but not exiting at the Robinson Road drop off (Fig. 4).

How do the architectural features affect lateral movement?

Fig 11. People see the bars when taking the escalator

Fig 4. Type 2 the two drop-offs of at Robinson Road (Left) and Residnet Resident Vantage Park.

The elevated escalator greatly encourages longitudinal movement along this portion, it gives an alternative to walking a long way meandering along slope side stairs , retaining walls, driveways and the residential terraces(Lateral). The map distance and the escalator walking distance between Conduit Road and Robinson Road is within a hundred meter, but if the pedestrian goes across and lateral, takes the street level walk, the walking distance surges to two times to four times of the escalator’s.

Especially at Robinson Road and escalator drop-off junction, lateral movement changes from on foot to vehicles. Majority of users is connected to public transport stops,taxi or private vehicles , there is even a vehicle pull-over space immediately at the stairs. The narrow pavement along Robinson Road does not actively used by pedestrian,circulation becomes more and more intermittent after the bus stops and further away from the escalator, whereas circulation are found continuous on escalator.

Fig 5. retaining wall and terraces leading to the elevated type 2

Fig 14. Site Plan- alleys To conclude shortly, escalators itself do not interact with the lateral streets across it directly. Base on different program around the escalators, Type 1 escalators have two roles in providing interaction between people and lateral streets. In the two parts of commercial and bars area, type 1 escalators act as a starting point for people to get access to the street and explore the lateral streets their own. In the other two parts of mixed function and residential area, type 1 escalators are connected with alleys which provide an access for people to explore the lateral streets more. ( Fig 15 )

Fig 6. Type 1 in upper and lower part

Fig 7b. Direct Exit > Residential and cafe

Urban Edges: Hong Kong

Fig 12. Direct exit to Bars and restaurants

Delirious Asia

Case studies on the theme of urban edges

CUHK + EWHA 2013 Summer Joint Studio

Fig 2. Vibrant business at Cochrane-Gage-Lydnhurst junction

Fig 15. The interaction between the escalator and the lateral street

Urban Edges: Hong Kong

Delirious Asia

Case studies on the theme of urban edges

CUHK + EWHA 2013 Summer Joint Studio

Physical Environment

Interview Analysis

Setting an EDGE area - in a Small Scale

Distribution of the area near the Escalator

Ends of the escalator have totally different atmosphere of their own. On the lower part, it is lively and distracting with lots of pedestrians and many different shops. However, on the upper part, it is much calmer than the lower part. Surrounded by the ‘Building Forest’, buildings in this area are mostly residential apartments.

In a large scale we set the edge area as a juxtaposition of two groups of parts: residential and commercial. However, we should take a look at the small scale of the urban edge. Small edges can be occured while we think about the relationship between escalator, street and inside of the building. So we tried to classify the phenomena that are occured into 3 parts like above: escalator, street and inside of the building. (see Fig.6)

Various forms of buildings are located near the escalator. As we have searched before, we recognized that the escalator is placed across the commercial and residential area. Investigating all the buildings near there we could organize the distribution of this area near the escalator. (see Fig. 9) There are also some differences between the upper part and the lower part.

On map, a variation of program of the buildings along the escalator can be found. Up the hill, the program is mainly residential while many commercial buildings can be found down the hill.

The overlapping part, i.e. commercial plus residential area, is regarded as the edge area, where we mainly focused on. Three types of people were interviewed, including workers, residents, and tourists, so that views at different perspectives on the area can be collected. After interview, views are grouped by common interests shown by the interviewee in conversation, namely A) Usefulness, B) Escalator and Attractions, and C) Past Present Future.

stopping us from entering the elevator. We started asking her about the escalator and the building. She doesn’t live in this area but she has worked in the building for 7 years. She doesn’t use the escalator and goes to work on foot.“When I go to work in the morning, the escalator is moving down, so I cannot use that.” “The escalator goes up from 10:20 am to 12:00 am, and down from 12:00 am to 10:20 am.” Another male security added. “Do you like the escalator?” “Well, it’s true that the escalator is helpful to residents in this area, their lives is more convenient indeed.” “But we cannot use it.”He said in a flat voice.

He seemed not very happy about the operation of the escalator.

A. Usefulness When asked questions like “Do you like the escalator?” or “Do you use the escalator frequently?” , the residents and workers responded very differently. Yet, both their responses revealed their interest in the usefulness of the escalator.

Up the hill, another worker at the Pacific Coffee Company also shared the similar view. “We cannot enjoy the escalator, it’s built for the rich residents here.” “So you go to work by bus?

It’s quite hilly here.” “I do, but some of my colleagues walked up the hill to work from central MTR station everyday.” She said with a wry smile.

On the street level, pedestiran flow is similar to escalator but has much more freedom than that of the escalator. People move around by their foot, suddenly stop and go into the building or take a picture or talk with others. Their flow is unregular. but still in terms of the main direction is similar to the escalator’s: up and down(vertical movement).

Upper part which is a residential area is composed of High-rise buildings and it is Highly dense. The escalator of that area is usually showed as the following type.(see Fig. 8-c) Lower part is a commercial area with various kinds of shops and offices. Compared to the upper part, skylines are not regular and has different heights. Since high-density is a characteristic of Hong Kong urban area, lower part is still highly dense. But it is lower than the density of the upper part. The escalator of this area is appeared into the various types.(see Fig.8-a,b,d)

The first interviewee we met in this group was a female security sitting inside a residential-commercial complex. Walled with bamboo scaffold, we barely saw the name of the building and entrance. (Fig 1.) The names of different companies above the mailboxes drew our curiosity. The women, as a responsible security, spotted our cameras and notes, asked, “Can I help you?”,

Inside of the building next to the street or escalator, the atmosphere is far different. It can not be defined as one phenomenon. Various programs and activities are existed in each buildings so they are totally seperated with the other environments.

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Urban Edges: Hong Kong

Delirious Asia

Case studies on the theme of urban edges

CUHK + EWHA 2013 Summer Joint Studio

Social Aspects: Interview Analysis

Physical Environment Setting an EDGE area - in a Large Scale

On the escalator, people usually just ride the escalator and going up and down by their purposes. So the flow of the pedestrian is almost same with the escalator in the aspect of speed and regularity.

Fig 6. Sections-Type 2 Escalator at upper part

Fig 3. Sections-Type 2 Escalator at lower part 43

42

Physical Environment

Features of Lower part: The Bush of Signboards The below part is a commercial area. There are also many HighRise buildings composed of lots of commercial stores and offices with High-Density. So we could see many diverse, colorful signboards along the street hung across the buildings. (see Fig.4) Compared to the upper part, it is much Crowded, Noisy and Fast. It is because of the diversity of users. This area has many different contents: restaurants, clothes shops, convenient stores, interior shops, studios, offices and etc. It means people in here have many purposes of ‘going around’. This makes the area lively and speedy. There is another reason that makes this atmosphere in lower part. It is because of the ‘active’ constructions in progress nowadays. Many old buildings are changed into new buildings. So we can find the buildings under construction with bamboo scaffolds easily around this area.

CUHK + EWHA 2013 Summer Joint Studio

Type 2 Elevated with LESS stairs connected ground Upper Part - low density residential zone This type of escalator starts the escalators system, as well takes up almost 50 percent of the whole course. The area meaning starting from IFC2 and crosses at Des Veoux Road, Queen’s Road, Wellington Road, Hollywood Road, Cochrane Road, Lyndhurst Terrace and Hollywood Road, packed with vibrant commercial activities, attracting all kinds of people to there. It is to accommodate the need to divert excess pedestrian flow upward, thus circulation is divided into two levels.

As frequent as the commercial activities’ distribution, along this 600-meter type 2 section, drop-offs are the most frequent among the whole course. There are 8 points of stairs connecting the ground and the escalator (Fig.1), half of which link to stairs of nearby buildings; another half belong to the escalator. The vibrant commercial activities and frequent stairs connections complement each other: high density commercial equals to the destinations of most users, generating the needs of frequent drop-offs; frequent drop-offs push forward the business opportunities for the shops in the area…… as a result, there found the heaviest circulation flow on and off the escalator. (Fig. 2)

Fig 13b

Programs near HK Mid Levels Escalator The HK Mid Levels Escalator (the Escalator) is located along the Central and Western District in Hong Kong Island. It links Des Voeux Road in Central with Conduit Road in the Mid-Levels, passing through narrow streets. To recognize the role of this escalator, we investigated the land-use of the area around the escalator briefly. (see Fig,1) As you can see below, we divided the landuse into 3 big parts: Commercial part, Residential parts(A, B, C), Government/Institution/Community part, Historical part, some open spaces and other uses. It can be divided into TWO main areas: Commercial area and Residential area.(see Fig.2) Since the escalator is located across the Below part and Upper part / the Commercial part and the Residential part / the Central district and the Western district, it became playing the important role for pedestrians who commute from upper apartments to below offices or the opposite way.

Why don’t we focus on the middle part of the escalator where these TWO areas(Residential area and Commercial area) meet together? The boundary of these two areas can be viewed as an EDGE area in large scale.(see Fig.7) We could figure out the edge layer in two aspects. First of all is the composition of building. In this area, many buildings are composed of more than 2 programs. For example, in the case of one single building, lower part is used as many diifferent shops and upper part is residentally used. Or the apartments and offices/shops are faced each other across one road. (see Fig.5) Second way to recognize the edge area is ‘people lives’. The mixture of the different kinds of lifestyles will be appeared simultaneously around here. These various activities done by very different individuals must affect each other’s activities. To find out how the escalator has affected pedestrians and shopowners’ lifestyles and the way of thinking, we thought this EDGE area is an appropriate area to interview people.

Delirious Asia

Case studies on the theme of urban edges

Fig 1. Perspective-Type 2 Escalator at lower part

Fig 9. Direct exit to buisness building

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Features of Upper part: The Building Forest There are some features of these TWO different areas. In the case of the upper part, most of the buildings are used as Residential apartments and are High-rise buildings with High-Density. (see Fig.3) This view looks like a ‘Building Forest’. The atmosphere of upper area is pretty quiet compared to commercial area. We could find the reason why residential area is much quiet than below area. The reason is that people who we met in the upper part usually have their own arrival on their way. They don’t need to hang around like a commercial area people. Their purpose is to go DOWN(to the mall, shop, café, office and etc.)

Urban Edges: Hong Kong

Type 2 Elevated with MORE stairs connected ground Lower Part - high density commercial zone

Fig 10b.

Little people using escalator in the residential area

- program of 4 area - type of escalator - density of people - slope

Fig 1. Program Zoning near the HK Mid Levels Escalator

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Type 1 Type 1 is direct exit which provides an entrance or exit for people to interact with surroundings directly. At the lower part of the escalator, type 1 is used to provide a direct connection between the escalator and the surroundings buildings.

This allows people to access to the business center directly or they can access to the ground through the building. Mostly type 1 appears in the area of bars and restaurants. So that people can enter any bar or restaurant they like directly as all the bars are next to the escalators. People can also go to the bars further away from the escalator across the street as they have easy access to this area. Type 1 is also being found in the residential area where have two applications. The first application is that the escalator is on the ground level so resident can leave the escalator and walk towards their residential building.

The second application is that there is a direct connection between the escalator and the opening of a residential building.

Fig 7a. Direct Exit > Bars

Human Responses: 100 Different Views and Interviews

CUHK + EWHA 2013 Summer Joint Studio

Alleys and human response help the type 1 escalator to further enhance interaction between people and lateral streets. In the part of mixed function, there are full of residential buildings, restaurants ad some small shops that sell the things that suit the need of residents. Most users using the escalator in the mixed function and residential parts are mostly residents.

Residents using the escalator may have a clear destination such as their home or shops. As they are familiar with the place, so exploring the lateral streets is not their purpose. ( Fig 13 ) As a result, there are alleys around the part of mixed function in order to attract the users to explore the streets across the escalator. The escalators are also in the same level as the surroundings buildings, the users can see the alleys easily. Most of the alleys are connected to the exit of the type 1 escalators, so people can get access to the alleys easily after leaving the escalator. Going through the different alleys, people can go to different places quickly. Some alleys are wide and flat, those provide a gathering point for the users. Human response also helps the escalator to have interaction between people and lateral streets ( which will be discussed in depth in another part). ( Fig 14, 15 )

Fig 9. The obscured glass windows

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Delirious Asia

Case studies on the theme of urban edges

Type 1 escalator is like a starting point between people and the street across the escalator. It is placed at a position that suits the program and it enhances the interaction between people and the lateral street. In order to further enhance the lateral interaction between escalator and the street across it, type 1 alone is not enough, so it needs to co-operate with alleys and human response in order to enhance interaction between people and lateral streets.

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GROUP 04

Urban Edges: Hong Kong

Type 1 and lateral interaction between people and the streets

)

There are three types of escalators that help the interaction between people and the street across the escalator. Type 1 is the direct exit to roads. Type 2 is the elevated bridge which is linked to ground level by stairs. Type 3 is the elevated bridge with dark alleys underneath. The three types of escalator are placed in different parts along the escalator according to the program around the escalator.

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Apart from the security and the staff at coffee shop, two girls we met at the SHHO district also revealed that they seldom use the escalator and stopped by the attractions near the escalator.

They just pass by the escalator straightly on every school days.

Dressed in school uniform, the two Indian girl was walking

down along the pedestrian road right beside the escalator. They are in Form 4. One of them live near the SHHO district. “Do you use the escalator?” “No, because my school is up there but the escalator goes down in the morning when I go to school.” “What about the other time? Do you travel the shops along the escalator during holidays?” “No, we just walk by. There is nothing special for kids in this area.”

From their views we knew that people working and studying along the escalator seldom enjoy the convenience brought by the escalator. Also, they didn’t stop because of the attractions near escalator. The interviewee knew well about the upwarddownward operation time of the escalator but they were indifferent on the escalator.

However, for most of the residents we interviewed, they were very positive towards the escalator. Most of them said it is convenient to take the escalator in their daily lives.

Up to Caine Road, a road with old residential buildings and small property agency shops, a middle-aged woman was interviewed.(Fig 6. and 7.) She wore a pair of frameless glasses and yellow polo shirt, answered our questions in a soft voice, like a

well educated woman. But before we asked her questions, she asked about our background thoroughly and seemed very concerned about her privacy. “What is it for?” “Which school are you in?” “What is your major?” A series of questions popped up.

One of our team members took photos of the interview process, she asked us not to take photo of her and not to post the photos on Internet. After a detailed explanation about our purpose, she started to answer our questions. She uses the escalator very often, both up and down, to visit friends and buy daily utensils.

When asked if she like the escalator, she answered, “Well yes, it’s more convenient. But the drunk guys are really noisy.” It shows that the woman’s main interest is the usefulness of the escalator and also the impact brought by it.

Other residents like a mother and a daughter, and domestic helper also pointed out that the escalator is very convenient when we asked if they like the escalator. (Fig 8.) On the upper part of the footbridge, we met a mother and a daughter. The little girl looks around 5-6 years old, holding her mother’s hand and walking up the hill. We approached them with simple greetings and asked if they use the escalator frequently. “We use it everyday.

It’s convenient.” the mother replied. “Do you live near here?”

“Yes.” “Do you travel to the streets near the escalator?” “No” The mother answered quickly, moving her legs,

seems busy and was in rush.

We then turned to an old fruit store nearby. The store was there for 26 years. Fully open to the road, colorful tropical fruits can be seen at once.(Fig 10.) Different fruits are packed neatly in diff

a deep conversation with them. Though they gave responses, their answers were short and to-the-point, and not very eager to talk about their daily life here and their story.

B. Escalator and Attractions Attractions like old local stalls, antique shops, new bars, galleries are located along the escalator. Some of the interviewee focused on the attractions near the escalator rather than its usefulness, not surprisingly, most of which are tourists.

Near the green local old food stalls at Gage Street, there were two men with camera. They were from Korea and on vacation.

(Fig 11.) They seemed to be more interested in the shops and the streetscape than the escalator. “Did you take the escalator?” “Yes. It’s remarkable. Hong Kong is famous of local things, like fruits and crafts. The shops in old Hong Kong style near here are good.”

He answered with egg tarts and fruits in his hand.

At the corner right opposite to the former Central Police Station, a group of western foreigners passed by. They are middle-age couples, around 40 years old. Our eyesight were first attracted by the sharp orange clothes of a man, with sunglass on his head. (Fig 12.)

They came from Germany and it is the third time they

ESCALATOR

STREET

BLDG.

FOOTBRIDGE

Fig.4.

Fig 3. The

Building Forest

Bush of Sign / Bamboo Scaffolds

Fig 8-a. B-S-E-S-B Fig 8-b. B-E-S-B Fig 8-c. B-E-B Fig 8-d. B-foot-S-B

Fig 9. Various Heights of Buildings along the escalator Fig 1. Residential commercial complex

Fig 5. in the EDGE area: residential for upper part (green), commercial for lower part (blue)

Fig 2. The female and male security guards

Fig 6. Caine Road

Fig 8. Residential area

Fig 7. The middle-aged woman we interviewed

Fig 9. Domestic helper

Fig 6. ‘Building-Escalator-Street-Building’ structure

Fig 3. HK Escalator interior view

Fig 2. Diagram of TWO main different area around the Escalator (Residential area and Commercia area) 58

GROUP 05

Infrastructures and Natural Edges : Between Mountain and Harbour Hong Kong Development Infrastructure and Natural edges Hong Kong City Boundary City Expansion Hong Kong Natural Edges Use of Natural Edges Hong Kong Wateredges Architectural Development

Fig 7. EDGE area (middle of the escalator)

EDGE

Fig 3. Pacific Coffee Company 59

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Fig 4. Two Indian secondary school students

Fig 5. SOHO district 61

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07 2013-08 2013 G oaba Arch tecture Exchange

Urban Edges: Hong Kong

Delirious Asia

Case studies on the theme of urban edges

Main Study Questions

Functions of the Central Escalator

CUHK + EWHA 2013 Summer Joint Studio

Main Study Questions

Comparision between the Seun Arcade and the Central Escalator

The mid-level escalator was built to provide a better community by connecting the commercial, residental and cultural area. It connects important comerical buildings and offices such as the International Finance Centres, the Hang Seng Bank. It also links to the tourist attraction, Central Market

and the Historical Trails, take, for examples. It also gives rise to the Soho area and delivers a new means of culture in the Mid-levels. Moreover, it separates people and vehicles and enables a safer and more comfortable walkways.

Urban Edges: Hong Kong

Case studies on the theme of urban edges

Delirious Asia

Outline the History and Background of the transportation networks

Urban Edges: Hong Kong

CUHK + EWHA 2013 Summer Joint Studio

Outline the History and Background of the transportation networks

Delirious Asia

Case studies on the theme of urban edges

Outline the History and Background of the transportation networks

SEDAN CHAIR (1870)

PEAK TRAM (1888.05.30)

TRAM (1904)

MTR (1979)

CENTRAL MID LEVELS ESCALATORS (1993)

Standing at 552 metres above sea level, the Peak is the highest mountain on Hong Kong Island and a natural signaling post for incoming cargo ships in the nineteenth century. The more privileged early residents, however, found it the perfect retreat from Hong Kong scorching summer heat.

Governor Sir Richard MacDonnell’s summer home (circa 1868) was built there to take advantage of the cooler but humid climes.

Soon other wealthy residents followed suit. Many of them traversed up and down the steep Peak paths by sedan chair, which were carried by their personal staff of uniformed bearers. From 1904, the Peak was designated an exclusive residential area reserved only for expatriates although this practice ended in 1947.

The Peak Tram’s route from Central district to Victoria Peak covers a distance of about 1.4 kilometres and a height difference of just under 400 metres. The line has two pronounced curves, one to the left immediately after leaving the lower terminus, and the other to the right in the upper half of the ascent. The gradient also varies considerably throughout the ascent. It is a single track route and a passing loop, with two trams.

The lower terminus station, Garden Road, is located on Garden Road near St. John’s Cathedral. The original station was incorporated into St. John’s Building, an office tower, with the tram terminus at the ground level. The station comprises a single track, with platforms on both sides. One platform is used for boarding, the other for exiting the tram.

The upper terminus, The Peak is located below the Peak Tower shopping and leisure complex at Victoria Gap, some 150 metres below the summit of Victoria Peak.

Hong Kong Tramways is a tram system in Hong Kong and one of the earliest forms of public transport in Hong Kong. Owned and operated by Veolia Transport, the tramway runs on Hong Kong Island between Shau Kei Wan and Kennedy Town, with a branch circulating Happy Valley. Trams in Hong Kong have not only been a form of transport for over 100 years, but also a major tourist attraction and one of the most environmentally friendly ways of travelling in Hong Kong. It is the only exclusively double-decker operated tram system in the world, and one of only three non-heritage tram systems in the world that use double-deck cars.

The slow pace of Trams is a big contrast to Hong Kong’s fast paced lifestyle.

Hong Kong Island is dominated by steep, hilly terrain, which required the development of unusual methods of transport up and down the slopes. In Central and Western district, there is an extensive system of zero-fare escalators and moving pavements. The Mid-levels Escalator is the longest outdoor covered escalator system in the world, operating downhill until 10 am for commuters going to work, and then operating uphill until midnight. The Mid-levels Escalator consists of 20 escalators and 3 moving pavements. It is 800 metres long, and climbs 135 vertical metres. Total travel time is approximately 25 minutes, but most people walk while the escalator moves to shorten the travel time. Due to its vertical climb, the same distance is equivalent to several miles of zigzagging roads if travelled by car. Daily traffic exceeds 35,000 people. It has been operating since 1993 and cost HK$240 million (US$30 million) to build.

- 6 stations

- 3 kilometers (All around Hongkong, 40 kilometers)

Mass Transit Railway (MTR) is the rapid transit railway system in Hong Kong. Opened in 1979, the system now includes 218.2 km (135.6 mi) of rail with 152 stations, including 84 railway stations and 68 light rail stops. The MTR system is currently operated by MTR Corporation Limited (MTRCL).

Under the government’s rail-led transport policy, the MTR system is a common mode of public transport in Hong Kong, offering efficiency and affordability, with over five million trips made in an average weekday. As of year 2012, the MTR has a 46.4% market share of the franchised public transport market, making it the most popular transport option in Hong Kong. The integration of the Octopus smart card fare-payment technology into the MTR system in September 1997 has further enhanced the ease of commuting on the MTR. Construction of the MTR was prompted by a government-commissioned study released in 1967. The Hong Kong Government had previously commissioned a study in the 1960s to find solutions to the growing traffic problem caused by the expansion of the territory’s economy. Construction started soon after the release of the study, and the first line was opened in 1979. The MTR was immediately popular with residents of Hong Kong; as a result, subsequent lines have been built to cover more territory.

There are continual debates regarding how and where to expand the MTR network.

- 552 meters above sea level - Used for the British to go home

- 1.4 kilometers

- 12 tram stops in Hongkong Island (All around Hongkong, 120 tram stops)

- First public transport system in Hong Kong has provided vertical rail transport between Central and Victoria Peak since 1888.

CUHK + EWHA 2013 Summer Joint Studio

Outline the History and Background of the transportation networks

| Tutor Yoonh e Lee

Urban Edges: Hong Kong

Case studies on the theme of urban edges

Delirious Asia

Comparison to Seoul Infrastructure and Transformation

Comparison of Hong Kong and Seoul

COMPARISON BETWEEN CENTRAL MID LEVELS ESCALATORS & SEWOON BUILDING COMMON meet perpendicular between the streets and these Central mid level escalators and Sewoon building has common that they and the streets meet perpendicular.

Fig 14. commonly way to going upside the hill, that is go around the hill, but the central mid levels escalators going upside the hill through direct way.

Fig 15. Sewoon building is running at the south-north axis of seoul. That is to say sewoon is perpendicular to cheonggyecheon and meet the stream at the center of Seoul.

Comparison to Seoul Infrastructure and Transformation

CUHK + EWHA 2013 Summer Joint Studio

Hong Kong and Seoul’s transportation

Hong kong and Seoul have something in common but they have difference. If you see korea map, Seoul is center of the Korea. And you can see that much transport start at Seoul. Also there is expressway which encloses Seoul. And there is may way connecting the capital,Seoul with other city.

Hong kong has the severe slope topography. So, people use public transport a lot becase of relatively narrow street by living so many people in narrow earth. In you are in Hong Kong, The best thing that you can see is a lot of double-decker bus. The bus can carry many people comparing general bus.

In comparison, center of Hongkong can be Central. Central located in Hongkong is heart of Hongkong that is crowded head offfice of global bank and the tallest building in Hongkong including Hongkong cityhall. Also there is Midlevels Escalatorwhich is center of Hongkong project. So, Hongkong’s transport start at Central such as Korea’s transport

Seoul’s bus consists of four colors. The blue one service from the outskirts of Seoul to center of Seoul. The green one is connection for transit of the blue one and subway. The red one connects the metropolitan area with the city center. Last, the yellow one is a shuttle bus to exist only where a crowded city. So, we can see amount of the distance by perceiving the colors.

Hongkong and Seoul have similar thing in transportation culture. That is transportation card. You can use almost of transportations of Seoul by using seoul’s transportation card,T-money.

Likewise, there is Octopus card in Hongkong. You can use Tmoney at bus and subway in Seuol and capital area. In the old times, when you transfer your transportation, you must pay the price newly. But recently at this situation, you don’t have to pay the price newly. You can use Octopus card at bus and subway such as T-money. But contrary to T-money, when you transfer from bus to subway, you must pay the price newly. Also, when you don’t have enough money, this card present minus point and you have to pay the price afterward.

- runs downhill 6:00 a.m~10:00 a.m and uphill 10:30 a.m~midnight

Delirious Asia

Comparison to Seoul Infrastructure and Transformation

CUHK + EWHA 2013 Summer Joint Studio

Water is Hong Kong and Seoul There is han river at center of Seoul. And there is port at the center of Hongkong. Han river which crosses the Seoul provided people with industrial water amd agricultural water. Han river change every time variously, but because some dams is constructed at mainstrsam amd upper region, han river have flood control ability. Also changeable water is very helpful for waterpower generation. There is 27 bridges in Han river.Because Han river cross the Seoul, people start to constructthe bridge for connection north of Han river withsouth of it.

Fig 6. Transportation card of Seoul (T-money)

At this point, there is difference between Seoul and Hongkong.

There is not river but port at the center of Hongkong. Port is developedat Hongkong because Hongkong was developed from trade long ago. People couldn’t construct bridge because Ship have to move gap island amd island. So ferry was formed. Ferry was transportation to crosse people across the river. But afterthe subway that go through under the sea, only people who enjoy night view of Hongkong use Ferry.

Hongkong have the most developed public transportation in the world.(seoul is third) the first reason why Hongkong’s public transportation is Octopus card. Second is transfer station. In Seoul, when you transfer other line, you must move to other floor. But in Hongkong when you get off at subway, you can see other line at the other side.

- 800 meters long with a vertical climb of 135 meters - Longest outdoor covered escalator system in the world

Urban Edges: Hong Kong

Case studies on the theme of urban edges

In addition, One way to cross the horbor is to use a tunnel under the sea. Subway or Ferry is the way across the harbor to public transportation. However, when we use a private car or taxi, we use a tunnel under the sea.

Fig 7. Transportation card of Hong Kong (Octopus card)

Fig 9. Map of harbor about way that crossing a harbor

- 152 stations (84 railway stations and 68 light rail stops) - 218.2 kilometers Fig 10. top(residential) escalators’ route at Central Fig 14. Table of the comparision between Seun Arcade and Central Escalator

Reception by the professional critics

Fig 16. All government building is in central, and the government is not want to people use their car, so there have escalators run time.

From 6am to 10am it runs down because that time is the peak time to go work, and from 10:30 to midnight it runs up. So it is well used in terms of transportation.

Urban Edges: Hong Kong

Delirious Asia

Case studies on the theme of urban edges

Interactions between escalator and surrounding buildings

Besides, building transparency in certain extent interacts with the transparency of the escalator to give different degree of privacy to the both parties, the people inside the buildings and the passengers on the escalator. At the beginning of the escalator, there are two commercial buildings on both sides. However, the degree of transparency has a world difference between the two buildings though both sides of the escalator are open. Wings Building is obviously very solid with no windows at eye level on the escalator. On the contrary, the building opposite to it, 100 Queen’s Road Central is very open and with glass doors and windows. The reason behind is the different functions at the same level. The whole block of Wings Building is solely for commercial use while the lower levels of 100 QRC provides an access for the passengers on Queen’s Road to the Central – Mid-level escalator system by escalator at the side of the main entrance of 100 QRC. The solid appearance of Wings Building can give absolute privacy to the people inside the offices of the building, while the open character of 100 QRC can welcome people to use it for circulation. When we walked further along the escalator, from Stanley Street up to Hollywood Road, almost all the second and third floors of the buildings there are open and with transparent glass as windows as these levels all are furniture store, salon and the like. This can help the owners to advertise their products. The owners often choose to have glass as windows so as to display their products directly. Some even hang up billboards, banners or posters on their glass windows as a way to promote their businesses.

Fig 9. Open commercial building

The Central–Mid-Levels escalators in Hong Kong were constructed in 1993 which formed the longest outdoor covered escalator system in the world. The escalator system connects the Central and the Mid-levels by spanning 800 meters and climbing 135 meters. It cost HK$240 million for the construction, which over-ran the budget by 153%, and cost HK$500,000 for the electricity in each year. The expected daily traffic is 27,000 people, but actually it exceeds 55,000 now.

is too painful. The situation in the Central District called for a wider street. However, the valuable and profitable skyscraperssandwiching the streets are inviolable and demolish the chance of widening the streets. Following the tradition in the development of Hong Kong, going up is the mostly used solution for more space. Thus, to solve the overloading street problem, an elevated street was needed to double the walking space for pedestrians.

Pedestrians urge for the construction As one of the cities with the highest population density, Hong Kong has been striven for more and more space by all means.

Reclaiming land from the harbor, from the sea and from the river, raising skyscrapers to claim space form sky, and packing buildings with ultimate density have become the features for the city since the economy and population boosted. To tackle the problem of inadequate in flat land, reclaiming and building along the hilly topography are the solutions applied by Hong Kong. Because of the high land price and its role as the central business district for Hong Kong, the Central District demonstrates all the strategies in maximizing usable spaces. This results in narrow and sloping streets looked over by the monstrous skyscrapers. With the high dense population, the pavements and the roads were saturated with pedestrians and vehicles and even overloaded. In summer, under the high temperature and abnormally high humidity, crowding on the street

Additional mission proposed by officials People living in a hectic city like Hong Kong usually emphasize efficiency. A skywalk could provide more space for pedestrians, improving the situation of the overloading street. But could it be something more than that? Apart from giving more space for pedestrians, the number of vehicles in the Central District had to be reduced. A less crowded street is not enough to attract people to give up their cars and walk on foot. They need more incentive.

Making it easier for people to climb up and down the hill would be a good one. Therefore, escalators were incorporate into the skywalk. The escalator system was designed to link residential areas in the Mid-levels and commercial areas in the Central to allow the residents of the Mid-levels to come down and up the hill easily. The escalator system was aimed at encouraging them to walk on foot instead of driving cars so as to reduce the number of cars on the road.

HK Escalator - Responding to the Urge

Fig 1. Central, Hong Kong

Fig 2. Busy Street in Central, Hong Kong

Coexistence of the ground level and the skywalk Once the escalator system was built, pedestrian, shops, residents, and advertisements started to adapt and re-appropriate themselves within the fabric. Some pedestrians shifted from the ground level to the escalator level as the escalator system provides a faster path and a better view. People using the escalator usually have a clear destination and they would like to go to their destinations directly. But still there are people using the ground level. People who walk on the street without any specific destination may enjoy walk on the ground level so that they could walk into the shops directly when they pass by the shops.

People who are going in the direction opposite to the escalator would also walk on ground level so as to avoid the crowd on the escalator level. On the ground level there are more options for pedestrians. They can walk, sit, shop or eat. On the escalator, people probably would not stay and would keep moving. Thus, both levels coexist without domination.

Nearby occupants re-appropriated The ground level was not desolated by the escalator level so the shops on the ground floor did not change much except those shops which are in the shadow cast by the escalator. The shops under shadow would try to gain the public attention by using strong or special lighting. As some pedestrians shifted to the higher level, shops and advertisements started to follow. More and more shops were opened on the higher level with a large glass façade to attract pedestrians on the escalator. More

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Fig 12. Tall trees shielding residence

Fig 13. Wall, fence and tree protecting the residence

Fig 14. Coloured translucent windows for Church

Fig 15. Coloured windows to attract passengers

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HK Escalator - Responding to the Urge advertisements could be seen on the escalator level. All those attractions provided by the shops and advertisements makes the journey of on the escalator more interesting and encourage people to walk on the escalator level.

Unlike shops and advertisements, residents did not welcome the attention from the public. Instead of following the crowd, residents would try to retreat from that. They use curtains or any other barrier to protect the privacy.

Fail in reducing the number of vehicles Although the escalator system successfully improved the problem of crowd on street, it could not reduce the number of vehicles on the road. The vehicles in the Central are mainly delivery trucks or vans, taxis and private cars. The number of delivery trucks or vans would definitely not affect by the escalator, as no deliveryman would bear the goods up the escalator when they could park the vehicles right in front of the shop. It is same for the taxi drivers and private car drivers. No one would bother to get off from their car in the Central and walk up to the Midlevels nor vice versa. The escalator system could only attract people who have their starting point and destination near to the escalator to give up driving cars and use the escalators. These people are probably residents the Mid-levels who work in the Central. But the probability for a person to choose to drive such a short distance to work instead of walking is quite small. Thus, only very few cars would stop running in Central.

Comparison between the Central–Mid-Levels escalators and Seun Sangga in Seoul The Central–Mid-Levels escalators in the Central success fully achieved one the aims proposed which is solving the overcrowded problem of the ground level without desolating the ground level. Compare with the failure of the proposed skywalk in Seun Sangga in Seoul, the success of the skywalk in Hong Kong is not only because of the abnormally high population density. The ultimate reason was the different in the motive of having a skywalk. In Hong Kong, the escalator system was built to answer the urge from the pedestrians, the users of the street. People who ask for a skywalk are the prospective users for the skywalk. Before the escalator system was built, there was a guarantee for the necessity if the skywalk. But the idea of having a skywalk was coming from the architect who tried to separate the pedestrians from the vehicles on street. Although the idea was great, the actual need of the users was ignored. It was not necessary for them to walk up stair. Then, climbing up the stair and walking on the upper level became an inconvenient alternative to walking on the ground level. Initially, shops on the upper level could attract people to go up. But the shops would gradually move to the ground level according to the route of the majority. The needs of the people who use the space dominated the space instead of the architects’ proposal.

Fig 4. People use both levels

Fig 6. Residential spaces retreat from the street

Fig 5. Advertisments and shops grow to the ecalator level

Fig 7. Busy traffic in Central

number of vehicles on road in the Central District. Unlike the previous aim which was not responding to the needs of the users, this aim was added to the escalator system by the officials.

Only a very small portion of the vehicles in the Central District are travelling within the Central and the Mid-levels. The enhancement in the connectivity between these two areas due to the escalator would not be effective in reducing the number of vehicles. The escalator system is not providing a better alternative nor answering the need to most of the drivers. It is reasonable that the number of vehicles on road did not change much after the escalator was built.

The Central–Mid-Levels escalators were built because of the urge of the pedestrian By studying the Central–Mid-Levels escalators in Hong Kong and Seun Sangga in Seoul, it is obvious that human response is a much stronger factor affecting the city fabric than the imagination of the architects. Architects’ imagination should base on the needs of the people who use the space. Fulfilling the needs of the people would bridge the imagination and the reality. Otherwise, the imagination could only stay in the imaginary world, or else the imagination would distorted by the reality.

For the same reason, the Central–Mid-Levels escalators in the Central failed to fulfill another aim which is reducing the

Fig 10. Solid commercial building

Fig 7. Metal bars along the openings of the escalator

Fig 2. The cover of the escalator

Fig 8. Exteriors of Seun Sangga

Fig 10. View on the escalator level

Fig 8. The perspective view of central coutyard

Fig 5. Passenger searching for destination at the junction

religion consuming residential trading reconstruction

Fig 3. One of the elevations of the whole escalator system 30

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HK Escalator - Responding to the Urge

Maintenance of church holiness and business advertising

However, there are also residential apartments above the stores.

With the highly transparent escalator, most of the residents have no choice but to draw the curtain during daytime to reduce the disturbance by the passengers outside. But for some special case, like the group of residential buildings on the right hand side of Cochrane Street, opposite to the Merlin Building, we can find that the windows on those buildings are relatively greater in size than the others, at the same time, not many residents draw the curtains. This is due to the fact that there is a great piece of land between the group of buildings and the escalator. And the land is planted with a lot of tall trees and greenery to provide a shield to the residents, which indirectly offer extra privacy to the residents. When we continued to walk uphill, there are some Churches. In order to maintain its holiness, though there are many windows, the windows are often with brown colour or in semi-transparency to offer extra protection for the worshipers inside. Some of the cafés, however, make good use of the coloured windows, like fluorescent orange to attract the passengers to visit their cafes. When we were in the middle of the whole escalator system, we find that nearly all the residents draw the curtain in the daytime, one of the buildings, Shelley Court, even has an exterior wall, fence and tall trees to shield the residence from the outside disturbance. Near the end of the escalator system, it is easy to find that the majority prefers to adopt big glass windows and tie up their curtains. The relatively low population in this area during daytime can explain this phenomenon.

Hence, the residents can enjoy the view from their apartments without much disturbance from the outside. In short, all the way along the escalator, the transparency of the escalator interacts with that of the building to gives different degrees of privacy to the people there. The transparencies of both building and escalator vary according to the use of the building to give different degrees of privacy.

Fig 11. Map of whole Han river about bridge

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HK Escalator - Building and Escalator Transparency

Fig 4. Seoul bus

Fig 17. Sewoon building is fail in terms of transportation 17

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Apart from translucent panel, metal bars can also be seen along the escalator; however, its appearance is far much less frequent than that of the translucent panel. The metal bars mainly appear in the middle of the whole escalator, which refers to the segments between Hollywood Road and Caine Road. The three segments of the escalator are at the centre where most of the bars and restaurants are located, and are considered as the most popular parts of the whole escalator. Thus, many drunken people can be found there at night. They may jump into the escalator due to their unconsciousness or gather and sit on the openings of the escalator, as the opening parts are relatively much flatter than those in the middle of the segment. This explains why the metal bars are only introduced at the openings of the escalator rather than the middle of the segment. Also, in this case, metal bars are more preferred to translucent panels as passengers can still see the outside through the gap between the metal bars to search for their desired stores. Furthermore, the introduction of metal bars allows ventilation and prevents the interior of the escalator from overheating. Last but not least, advertisements can be found along these three segments of the escalator. Banners are found hanging on the fence while posters are kept and hanged with metal frame. The banners are placed on fence, which do not have much impact on the transparency of the escalator. However, the posters are hanged at the eye level, hence, the transparency of the escalator is lowered as the restaurants and bars behind are being blocked from the passengers’ eyes by the posters.

Fig 4. Openness of the escalator

Fig 1. Passengers going uphill by the escalator

Fig 3. Hong Kong double-decker bus Fig 16. Central mid levels escalators is well used in terms of transportation 16

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Security in SOHO Region

What is more, we notice that some translucent panels are used as the façade of the escalator. However, the translucent panel can be rarely seen when we walked along from the International Finance Centre to the junction of Hollywood Road and Shelley Street. This is probably due to the fact that there are not many residential buildings at the foot of the hill when comparing to the upper part of the hill. We can then find the use of translucent panel starting from Shelley Street. This means the ratio of the residential use to the commercial use increases along the uphill. The use of the translucent panel is to block the view of the passengers into the residential apartments to provide privacy to those residents who live on the lower floors. Some people may come up with a question in their mind. There are also residential apartments on the lower floors of those buildings at the foot of the hill. So why are there not translucent panels provided to give privacy to the residents there? Is it because those residents living in the upper part of the hill are richer, so they have the privilege? From my point of view, this deduction is preposterous.

Due to the fact that distance between the facades of the escalator and building at the foot of the hill is much wider than that on the uphill, it is undoubtedly right to introduce the translucent panels to the upper part of the escalator only. Some of the distances between the escalator and the buildings are so close that the passengers can even reach the windows of the apartments by bare hand. Thus, application of the translucent panel is a must to assure the security of the property of the local residents. One of the examples is the junction at the Caine Road as more residence. In addition, translucent panel is also a medium used to maintain the sacredness of the Churches. The panel can reduce the disturbance by the passengers passing by the entrance of the Churches. One of the examples is the Mosque between Soho and Mid-level. However, this phenomenon, the use of translucent panel, cannot be seen persistently till the topmost part of the escalator. The population of the passengers decreases along uphill as sightseers and passersby mostly take off at a lower level.

Going uphill, residential buildings take up most of the space.

The distance between the escalator and the buildings increases, the openness of the escalator increases.

through this map, we know that the Central is important space to transportation 15

HK Escalator - Building and Escalator Transparency Use of translucent panels

The degree of transparency of the façade of the escalator can mainly be categorized into four aspects, which are open façade, translucent panel, metal bar and advertisement. The open façade does not mean there is nothing on the two sides of the escalator; indeed there is fence to avoid passengers from falling down from the footbridge. Apart from the fence, the designer of the escalator leaves it blank. This brings three advantages to the people around the escalator, including both the passengers and the owners of the stores. Firstly, due to the openness of the escalator, the stores along the escalators can put varies advertisements on the glass windows to attract the attention of the passengers. This can help the stores owners to promote their business for free, and hence increase their profits. There are a lot of examples along the escalator, the antique store and fashion store on the second floor of C Wisdom Centre and Hollywood House on Hollywood Road respectively, as well as some of the retail stores along the Cochrane Street. Secondly, Central is famous sightseeing place in Hong Kong. The openness of the escalator allows the visitors to take photos of the human activities and architectures in an elevated view as there are not many places in Hong Kong with such a long elevated passage. Thirdly, high transparency of the escalator at the junction allows people to stop by and in search of their destinations. As the escalator is elevated, the people getting lost can access to the junction of the escalator and find their desired stores from a raised view as well as the projected signage of the stores. Examples are the junction at the Wellington Street and the junction at the Gage Street.

Fig 7. tram’s route is same as old harbour line

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HK Escalator - Building and Escalator Transparency Business and tourism benefits

Fig 8. Seoul map about subway (real scale)

Fig 13. at the morining, escalators going downside

Fig 9. MTR modified initial system route map

Fig 4. Peak tram’s route at Central 13

Introduction to practical uses and architectural essence

Fig 5. Hong Kong map about MTR (real scale)

Fig 2. location of Victoria peak in

Fig 15. news on the reception by the Director of Audit.

The Central - Mid-Level Escalator has become an important part of the people living and working in Central as it has played an important role in terms of passage and transportation. Obviously, the escalator itself helps different parties of interest. Given the fact that many people prefer to use this escalator for passage these days, some would benefit while some would be harmed.

Some of the parties, like the bars and restaurants, certainly favour the increased popularity as it enhances their profits.

Fig 12. Night view of habor with Ferry Fig 10. Night view of Han river

Fig 1. Korea map about the express way

Fig 11. bottom to top view about central mid levels escalators

The Central Escalator is more well-planned than the 1966 sewoon redevelopment project.

However, a coin has two sides, some of the parties, like the residents in that districts, oppose the increased popularity as this may in certain extent bring disturbance to them. Hence, the degree of transparency of the escalator means a lot to the parties of its two sides. The transparency of the escalator varies a lot with the material used and the design of the façade of the escalator.

First of all, let us talk about the cover of the escalator. The use of the cover is to protect the passengers as well as the escalator from bad weather conditions like heavy rain and storms, acting as a shelter. However, unlike the typical footbridges, for instance, the footbridge linking the International Finance Centre to the Central Ferry Piers, Hong Kong, the cover of this escalator is made of translucent plastic panel. Concerning the material used, there are basically two reasons behind. Firstly, the escalator is located between two long rows of high-rise buildings and the distance of the two row of building is relative short. The high-rise buildings on the sides have limited the amount of light entering the interior of the escalator from the two sides. Hence, solely relying on the natural illumination from the two sides is not enough to provide the passengers a clear vision. As a result, translucent panel is chosen as the building material of the cover allows efficient natural sunlight to penetrate into the interior of the escalator. At the same time, it is more preferable than the transparent panel as its relatively higher opacity can block part of the natural sunlight and avoid the problem of overheats within the escalator. Secondly, placing the translucent panel on top of the escalator allows the people in the skyscrapers on the two sides to observe the movement of the passengers.

Fig 2. Hong Kong map about revolving around harbor

Fig 17. Pedestrians aren’t use the deck(street in the air), they use 1floor which is planed for vehicle. So it congest between pedestrians, vehicle and the building. Thus it can say the Sewoon building is fail in terms of transportaion.

Fig 6. routes of tram

Fig 3. Peak tram

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The Central - Mid-Levels Escalator system is the world’s longest outdoor covered escalator system. The system consists of sections of short escalators. In total, it stretches for over 800 metres and rises 135-metres. It passes through streets of a steep hillside linking these districts in Hong Kong Island. This escalator provides another way for the residents of the mid-level to go downhill without using other means of transportation. The escalator operates downhill from 6:00 am to 10:00 am for the residents to go downhill to work or go downhill in search of other means of transportation to work. From 10:20 am to 12:00 midnight, the escalator operates uphill to transport visitors to different destinations along the hill and at the same time, bringing the mid-level residents back home in rush hour after the business hour. As we all know that Central is the centre of the commerce in Hong Kong, there are lots of commercial buildings and companies. In order to escape from the severe traffic jams every day after work, people can make good use of the escalator to go uphill and go home without taking any means of vehicles.

Fig 15. Sewoon building

DIFFERENCE

Fig 8. MTR

In Comparision, though the Sewoon Sangga drew the attention of the most influential power at that time when it was completed, the overall urban project was a failure. It did not link with other places and started to decade in the 80s.

Background of HK Escalator

Fig 14. Central mid levels escalators

well used / fail to purpose of transportation

Fig 1. Sedan chair

Despite the fact that the central escalator does not meet its original approach - which is to reduce traffic between Central and Mid-Levels, it carries positive impacts (see fig. 13) to the Central District and helps contribute to the blossom of the heart of Hong Kong.

HK Escalator - Building and Escalator Transparency

Fig 12. escalators view top to bottom, we can see the escaltors used to going upside/downside the hill

Fig 5. Tram

“ The report also points out that a “beforeand-after” study by the Transport Department indicated no obvious reduction in traffic congestion.”

Fig 13. Diagram of function of Central Escalator

bottom(commercial)

Fig 6. Translucent panels to provide privacy Fig 8. Framed advertisements along the escalator

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religion consuming residential trading reconstruction

Fig 11. Funitures behind the transparent facade

Fig 3. Elevation of the escalator 33

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Fig 9. The third floor deck of Seun Sangga 35

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Fig 10. The escalator in commercial area in Central 37

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Type 3 Slightly Elevated with dark alleys underneath Mixed zone - transition of commercial to residential Architectural Features: slightly elevated, dark alleys underneath,some stairs connecting the ground Programmes nearby: old and new residential, offices, restaurants (mostly western), religious, retail Users: residents, white-collars

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Intentions of escalators users

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HK Escalator Facts

HK Escalator Facts

From Elgin Street to Caine Road, the type 3 overlapped with the Shelly Street , this type 3 slightly elevated escalator is the shortest portion along the whole path. It is about 170m with drop-offs at the two end of it. It is a kind of transitions from commercial to residential, from high density to low density. So this short distance contains some unique features because both commercial and residential mixed and cramped together within the two street and one dark alley.

Classifying the intention of escalators users can help shed light on escalator and ground linkage, people who use the escalators have mainly two ways of intention: (1) known a specific destination or (2) in search of potential destination. Their intentions control their travelling behaviours and are major considerations when designing the elevated escalators landings and drop-offs.

The alley is special to type 3. It is rather dark and enclosed, stairs are closely-spaced, still restaurants and shops open there. The space created is not quite desirable so the rent there is probably lower, yet, circulation flow there can generate quite a profit. It is observed there are quick “grab-and-go” fast-food stores that agree with the type of quick circulation. A number of customer consume their meals quickly at the edge of the alley then continues their journey. (Fig. 8)

(1) known a specific destination Regular users who are familiar of the escalator are classified into this category, will tend to take the shortest way to the destination, saving time. For example, take a drop-off earlier before actually seeing their destination on the escalator, probably to avoid heavy traffic zebra-cross or moving across steep stairs. Less lateral searching is needed for experienced user of the escalator. Their lateral route across the escalator usually be direct and quick.

Intention of escalators users leading to different lateral journey

Moving laterally across the road, zebra cross and another footbridge are located at two far end. Residents coming from the nearby old residential blocks may choose to wind up and climb the escalator to cross Caine Road instead of taking the far end zebra-crosses. It is natural for people to take the shorter and “lazier” route. Some newly-developed residential or office towers are found few blocks away the olds, more lateral circulation appears. These high-rises contributes to the crowded situation at type 3 drop-offs. (Fig. 9)

A variety of stores facing the escalators and horizontal road has the most open facade. Through an open facade, store shows the status inside to people who use the escalator. people who move by the escalator can meet visual images, smell and sound with open facades. Through this, they are attracted and make the reason why they go out of the escalator. Open facade is more reliable method than the canopy. And the advantage of using the two methods together catch more people’s attention who using the escalator. It is favorable to type 2 (as the case, the road is going up with the escalator) and type 3 (as the case, the main road is facing with the escalator). The area that have many stores or other that have bars and restaurant have been applied.

Fig 3. Diagram which has been applied in four types on each parts.

Fig 1. Site plan of Mid levels Escalator

Elevated bridge, Elevated bridge, More stairs Moredensity stairs High

Direct exit Direct exit

High density

Elevated bridge, Elevated bridge, Less stairs Less stairs

Direct exit, Directdensity exit, Lower Lower density

Elevated bridge, Elevated bridge, Lower density Lower density

Fig 10. Sections- Summarising Diagram [Type2-1-3-1-2]

Fig 3. HK Escalator interior view

Sign, Canopy, Sign, Canopy, Tenporary structure Tenporary structure

Sign, Open facade Sign, Open facade

Sign Sign

Sign, Open facade Sign, Open facade

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How Attract People : Sign

CANOPY_Extension of Escalator

The drop-offs are complex and packed as the the escalator climbs up within restricted gaps. The area is narrow with the drop-off spot right at the junction to Caine Road. There is no space in the alley (Shelly Street ) to provide buffer zone nor recede the drop-off like type 2 drop-offs at Cochrane Street. People drift quickly to left and right hand side (Fig 7). Such “no-recession” type drop-off is special with “yellow-grid marking” on the landings and all over the passway, showing on-and-off the narrow type 3 escalator is frequent, in the mixed area.

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HK Escalator Facts

How do the architectural features affect lateral movement

Fig 7. Perspective-Type 3 Escalator, No recession for drop-off

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OPEN FACADE_ by visual, smell, sound

(2) in search of potential destination On contrary, these type like tourists, would experience a special journey on the escalator. They may walk pass their destination before they reach the next drop-off, e.g at the Hollywood Road turning point, tourists usually take photo of the Central Police Station facade and wish to go down the street level. This is an unique feature of using the escalator, users may need to go back and forth, across streets and further laterally to search for their destination.

Tourists will nee to go forth for 20m and to the drop-off, using their mental image of the significant facade of the police station to complete their interesting journey.

The stores made the gap as a canopy between stores and escalators. The store is connected with escalators, it is not feel awkward that going outside in the horizontal direction when using the escalator. The stores with their canopy allow to go out of the escalator to people who are required shade or need a shelter from the rain. These steps can get people come close to the store. As they pass through the canopy, they are not out of the escalator and think that they go to the extended horizontal escalators. Canopy can be seen as an extension of the escalator.

Things in the horizontal axis are elements to attract people to use the escalator.

The HK Mid Levels Escalator (the Escalator) touched roads and alleys.

The vertical axis is called the escalator, the horizontal axis is called roads which is let set vertical by escalators.

The reason why People who use the escalator escape to the horizontal axis.

The things placed in the horizontal axis pull those who use the escalator and they learn about ways to leave the escalator. In each area, a way to attract people who use the escalator are applied differently. It also appear differently the way people are led to the things placed in the horizontal axis. The following elements is the way that the shops in close proximity to escalator attracted the attention of people who use the escalator. After completion The HK Mid Levels Escalator rather than the escalator itself, these are state that the roads touched escalator are adapted in response to the escalator. Were classified in four different ways, it has been applied in some way we will know the diagram and photos.

These days we are living in ocean of visual information. In human’s sense, smelling, hearing, and sight can be used to attract people. But there is lots of noise in city, so hearing is hard to attract people efficiently. And neither smelling. Because there is lots of smoke in city. So many shopkeepers use visual thing to attract people. Advertising on the TV, using flies, hanging placard, and so on. Of course, advertising on TV is most efficient way. But most popular way is ‘Sign.’ Today’s buildings are covered with many signs. And signs attract people with diverse colors and shapes. What is the rules between these signs? Is there no rules? Or have rules?

Purpose of signs is advertising itself. So that is important putting signs where many people can see it. That is, signs have to exposure to people passing with own feet or bus. So signs are arranged by these purposes. Some signs stand on the road, some others is hanged on facade of buildings horizontally or vertically. But there are limits advertising by signs. So most of shops are located bottom of building, 1st or 2nd floor. Because advertising through show-window is more efficient than through sign.

So hanging signs in the level of people’s sight who pass by is most efficient. Because in city with many skyscrapers, 1st floor have most exposure and going up that level fall down radically.

Fig 6. Open Facade has been applied.

Roof_temporary structure

As in the case of an open facade, the shops which are untouched escalators are need elements like canopy or open facade. Those install roof as temporary structures that are not close escalator or under the escalator. It catches people’s attention that roof and the people are under the roof. Through this, people using the escalator exit the escalator and can create destination, reason and curiosity.

But there is different in shops around mim-level-escalator. The escalator at shop part is located at 2nd or 3rd floor height not ground level. Because of these things, this area has two level of road. And because of these two road, the floor exposed to people is increased. Not only 1st floor but even 3rd floor is exposed to people a lot. And because of this building’s facade is different to other buildings. Show-window becomes two adapting to road’s level and signs are arranged two levels either. It is adaptation of people (shopkeepers) about mid-level-escalator. Space that can elevation that are exposed to the people than the normal building the escalator increases, to hang effectively sign have had the increase.

There is features of each area before the ascalator is built. And then escalator is built. After built, adaptation of people about eacalator is happened. So first, escalator is built according to the funtion of the area, and second people adapt to escalator.

- shops : This area has high density of people. So need to divide this many people, thus through elevating escalator’s corridor, people is provided two road. But there is lots of stores below escalator, so there is many stairs from escalator to ground in this area. And then because of many stores, there is a lot of attractions like signs, canopies, and temporary structures.

Fig 8. Photo of Roof has been applied.

Sign Sign

Fig 2. View of HK Escalator

Fig 8. Dark Alley

Fig 1. Escalator and signs around it.

Fig 4. Canopy has been applied.

Fig 7. Photo of Open Facede has been applied.

Fig 5. Photo of Canopy has been applied.

Fig 2. Signs at bottom and upper part.

- Bars & Restaurants : This area is less clowded than shop part.

So no need another elevated load. Because of this, people can go to bars & restaurants directly. Thus thar bar & reataurants use open facade because the escalator is connected

Fig 7. Roof has been applied.

Fig 9. Sections-Type 3 Escalator 46

47

48

49

50

51

52

53

20

Fig 13. Map of harbor about way that crossing a harbor 21

Hyeji Sheen EDUCATION

Zimmer Gunsul Frasca Architects LLP, Associate Urban Designer Portland, Oregon, USA

(2018.07 - current)

VOLUNTEER

Pearl District Neighborhood Association, Board Member - PDNA Planning and Transportation Committee Portland, Oregon, USA

(2020.12 - current) (2020.12 - current)

WORK EXPERIENCE

CELL EMAIL LANGUAGE

Harvard Graduate School of Design, Cambridge, Massachusetts, USA

Master of Architecture in Urban Design (2016.09 - 2018.02)

Ewha Womans University, Seoul, Republic of KoreaÍ

Bachelor of Architecture

(2011.03 - 2016.05)

National University of Singapore, Singapore, Singapore

Exchange Student

(2014.07 - 2014.12)

+1 617.992.8623 hyejisheen@gmail.com English, Korean Chinese, Japanese, French

(Native & Bilingual Proficiency) (Limited Working Proficiency)

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Copyright © 2018 Hyeji Sheen. All rights reserved.