INHABITABLE INFRASTRUCTURE: CONNECTION BETWEEN COMMUTERS AND COMMUNITY
by KWOK Nga Lam, Karen Supervised by: Prof. Nelson CHEN
A thesis submitted to the School of Architecture, CUHK in partial fulfillment of the requirements for the degree of
Master of Architecture
School of Architecture The Chinese University of Hong Kong MAY 2018
ACKNOWLEDGEMENT
I would like to express my heartfelt gratitude to my thesis supervisor Prof. Nelson Chen for his guidance and support throughout the year. Thank you Mr. Simon Pickard, Associate Director of ARUP for his advice on structure during our thesis workshop on Building Structure and Construction. Thank you Mr. Mark Blackwell, Partner of Morphis for his advice on landscape design during our thesis workshop. Thank you Mr. Aaron Yu for his advice on landscape design and Ms. Queenie Kwok for her assistance on model making. Thank you my family and friends for their endless support throughout my architectural studies.
CONTENTS
01
Abstract
02
Methodology
03
Hong Kong Pedestrian Walkway Development
04
Precedent Study
05
Design Concept
06
Site Investigation
07
Design Strategy
08
Final Design
09
Final Review Presentation
ABSTRACT
This thesis proposes a pedestrian network system as a prototype in connecting two districts both physically and socially. In Hong Kong, there are always mixed and maximised land usages due to lack of inhabitable land and dense population. However, transportation land use such as roads and footbridges is typically single land use. Footbridges, which should be the blurred, merging intersection area in connecting two dynamic districts, always serve efficiency as the single function with a straight and heavily covered elevated walkway. Despite the uniform spatial experience, citizens start inhabiting the pedestrian walkway with their own activities due to the high accessibility and spacious environment compared to the on-grade pedestrian pavement. As the pedestrian walkway system is strategically situation between places, can it serve as a destination as well as a transitional space? In choosing Mong Kok as the testing ground, one of the densely populated district in the world, can the system not only serve the purpose of efficiency, but also provide an alternative as a slow-paced, community-led serviced platform in stitching fragmented Mong Kok into a whole community?
social infrastructure inhabitable infrastructure volumetric pedestrian walkway transition destination a pause in the dense city refine use of public space
METHODOLOGY
To investigate on the above hypotheses, a series of precedent studies are conducted. From historical to contemporary and from global to local, we understand each project through historical background, plans, sections and elevations. Analytical comparison among all case studies are also conducted in terms of its reason to be built, length, percentage of vegetation coverage, percentage of covered walkway, etc. Different programmes designed on each architectural project suggest the spatial requirement of the activities and the scale of gathering size. All these factors determine its role whether it acts as a ‘transition’ or a ‘destination’. There are also researches on the development of Hong Kong pedestrian walkway system - when is the first above-grade footbridge and any reasons that makes Hong Kong become a well-known metropolitan with lots of extensive walkway system around the city. Among all these walkway systems, we understand all the pros and cons and any aspects we can improve in the future. With all these background information, we can start figuring out the role of the thesis with some general design guidelines or concept. And among all the concepts, we can pick up some of the criteria in selecting potential site located in Hong Kong. A thorough site analysis will be conducted. Site visit and photo taking at daytime and nighttime, at weekdays and weekends may provide different result. Having interviews with local residents and daily commuters on the walkway may have interesting findings that cannot be concluded in written record. Through understanding site specific issues and opportunities, schematic design with some design strategies may also be generated.
HONG KONG PEDESTRIAN W A L K W AY D E V E L O P M E N T
PAST. P RE S E N T. F U TU RE
From Ground to Elevated In the past, footbridges in Hong Kong were provided mainly for pedestrian traffic along steep terrains or over streams. In the 1940s, pavement was much wider and pedestrians were the major road users. While people were walking along the streets, pedestrians had the opportunities to enjoy street life. From 1945 to 1965, the population of Hong Kong roughly tripled. In reaction to a hazardously congested street space, grade-separated pedestrian networks were proposed to provide multilevel access to businesses, community facilities and homes, and to channel the growing pedestrian flow and improve the road safety. The first grade-separated public footbridge was then introduced in 1963 across Leighton Road. From Private Sector to Public Sector In the 1950s to 1960s, when technology was introduced, first escalator in Man Yee Building, Central was built and enhanced pedestrian flow efficiency. First air-conditioned footbridge across Chater Road, between Princes Building and Mandarin Hotel was built in 1963. Its clean, decorated and fully enclosed footbridge was an installation by private developer that gave people another level of prestige shopping experience. From Experiments to Regulations The idea of grade separation eventually evolved into planning regulations and government leases with the introduction of ‘privately owned public space’ in the 1980s. Chapter 8 of The Hong Kong Planning Standards and Guidelines stipulates that a comprehensive and integrated approach to pedestrian planning should be adopted throughout the development process, including planning, design, implementation, management and maintenance. The city should provide three-dimensional, grade-separated walking environments, covering a wide catchment area around major transportation interchanges. Therefore, footbridges and subways evolved from simple crossings to interconnected systems of elevated or underground pedestrian walkways. The elevated walkway along Connaught Road at Central District is a successful example. In addition, due to the government’s lease system in Hong Kong, private
There are over 700 footbridges in Hong Kong that form extensive pedestrian networks of some major districts.
land developers holding a lease are required to dedicate a certain amount of indoor or outdoor space to the city. Generally, such practices altogether have led to the formation of multilevel pedestrian networks in catchment areas around major activity centres or transportation hubs. In 2016, the government has introduced a new incentive scheme, initially to be taken forward in the pilot area in Kowloon East. Under this scheme, the land premium for lease modification would be waived if it relates to the construction of footbridges or subways connecting private developments in accordance with the planned pedestrian network benefiting the wider community. Waiving land premium would provide a strong incentive for private developers or landowners to design and construct the pedestrian links earlier than otherwise to be completed by the Government. The public could then enjoy early provision of a more comprehensive pedestrian network with better connectivity and walkability. All the above regulations and incentives lead to the total number of footbridges and subways in the territory exceeded 1,200, and is still increasing rapidly. From Upside to Downturn of Elevated Walkway System Resulting to the government initiatives, the multilevel pedestrian network in Hong Kong spread over the territories. The continuous flow of pedestrians through junctions without the need to wait at the kerbside to cross and also reduce traffic congestion. Various scale of extensive network systems are built all along from Central Business District in Central and Tsim Sha Tsui to new towns such as Tsuen Wan, Tseung Kwan O, Olympic and old towns such as Mong Kok. Notably, the provision of some of the pedestrian systems are generated by private developers for economic but not social purpose. Since some of the skyways are owned by different stakeholders, they do not have uniform opening and closing times which confused the walkway users. The system connects to the commercial buildings, shopping malls, large residential housing estate and rarely to the public cultural facilities. Moreover, most of the footbridges have the same outlook and heavily structured and served solely on efficiency purpose. Most of the government-built footbridges are fully covered with openings on both sides. Some of the newly built footbridges have limited and small skylight which are all functional acts and lack of aesthetic meanings.
From Local Scale to World Record Holder Among all pedestrian network in Hong Kong, some of systems are world record holder in terms of its length One of the escalators Ocean Park (built in 1984) is the second longest outdoor escalator in the world. Its 225m length with 2.5 minutes travel not only provide great for keeping out the elements, but also offers unhindered views of the park. The famous scenic spot - Central-Mid-Levels Escalator and Walkway System is the longest outdoor covered escalator system in the world. Operating since 1993, the system runs for over 800m and rises over 135m in elevation, from Queen’s Road Central up to Conduit Road. It was built to ease traffic congestion in the residential Mid-levels district and comprises 20 escalators and 3 inclined moving walkways. The system runs downhill from 6am-10am to cater to commuters, and uphill from 10:30am-midnight. It is not only residents who utilise it – it has become a popular tourist attraction as it takes visitors through a historical district and up to the Soho dining and nightlife hub. The improved accessibility draws commercial opportunities along the system and enhance the social cohesion. Besides, the Xpresscalator in Langham Place, Mong Kok is the longest outdoor escalator in the world. The single escalator locates on the 4th floor to 12th floor and allows visitors to travel up to the top of the mall by lifting 76m at a time efficiently and conveniently. One of the reason in constructing the Xpresscalator is to reduce the “horizontal drift” of shoppers. With all these reference and precedents of Hong Kong pedestrian walkway system governed by engineers, architects may derive some questions on why are walkway systems used only as transitions? Why not offer other meaningful activities to the system? Besides breaking the record for size, what else can be done to really elevate the connectivity of the community?
T TR A NSITION
D DE ST IN AT IO N
Walking as the Main Traffic Means
Technology was Introduced
Pedestrians on the Street
Grade Separation between Pedestrian and Vehicles
Establishment of Pedestrian Crossing System
Pedestrians off the Street
1946
1957
1963
1963
1974
1980s
A Stepped Street
First Escalator
First Air-Conditioned Footbridge
First Grade-separated Footbridge
First Footbridge Incorporated with other Public Transportation
Pedestrian Crossing Transformation
Pottinger Street, Central
Man Yee Building, Central
Princes Building Mandarin Hotel across Chater Road
Across Leighton Road (near Victoria Park)
Alexandra House connected to Central MTR Station
Clean, decorated and fully enclosed
Due to increasing population, the separating pedestrian and vehicles had been proposed to ensure road safety.
Pavement was much wider and pedestrians were the major road users. While transitioning, pedestrians had the opportunities to enjoy street life.
Footbridge De
Characterised Form Circular Footbridge, Causeway Bay
Interconnected systems of elevated and underground
A landmark but also a failure from the urban planning point of view.
esign Variation
More than a Footbridge
World Achievement
Future
Inspire Artists and Transformed into Outdoor Galleries
2001
2002
1984
2003
2005
2017
Characterised Material and Enclosure
Artists Decorate Urbanscape
Community Suggests Footbridge Identity
The Second Longest Outdoor Escalator
The Longest Outdoor Covered Escalator System
The Longest Indoor Escalator
Inhabitable Infrastructure
Wai Yip Street Pedestrian Bridge, Ngau Tau Kok
Tai Fat Hau Footbridge, Wan Chai
Olympic Footbridge, Causeway Bay
Ocean Park, Aberdeen
Central-Mid-Levels Escalator and Walkway System, Central
Langham Place, Mong Kok
Across Mong Kok
? Train-themed bridge with curved and thick concrete white bridge with an interesting play of light that gives identity to the district and attracts people as photo and movie setting.
Made up of 30,000 citizens’ fingerprints, the sticker pictures on the 50 poles of the footbridge are designed by famous artists and lay out “50 landscapes of Wan Chai”.
The design was proposed by the school next to the bridge. It demonstrates the cooperative spirit of local community and gives the definition and brings memories on every steps.
Rain or shine, journey between Marine World and Adventure Land on the clear tunnel that shields your ride throughout its 225m length with 2.5 minutes is not only great for keeping out the elements, but also offers unhindered views of the park.
The improved accessibility draws commercial opportunities along the system and enhance the social cohesion.
The Xpresscalators locates on the 4th floor to 12th floor. It allows shoppers to travel 76 m up to the top of the mall quickly and conveniently, thus reducing the “horizontal drift” of shoppers.
Why are walkway systems used only as transitions? Why not offer other meaningful activities to the system? Besides breaking the record for size, what else can be done to really elevate the connectivity of the community?
PRECEDENT STUDY
GLOB AL PUB L IC INHA B ITA B LE B RID G E D E VE LO P M E N T
“Programmed” Bridges in the Old Days In the world, there are numerous footbridges not only solely serve the purpose of transportation, but also become the landmark as a gathering point or the land sculpture of that district. From global to local reference, from historical to contemporary examples, the research focuses on what programmes are brought to the architecture and how it can connect and stitch the fragmented city fabric into a whole community. The earliest examples of “programmed” bridges date back to the 7th century BC, beginning with the first Roman aqueducts. The emergence of “habited” bridges - bridges whose primary purpose is neither water transportation nor energy generation - occurred during the Middle Ages, a period of increasing urban development and densification. The previous millennium witnessed countless variations on inhabitable bridges, highlighted by some of the following projects Old London Bridge, London, United Kingdom With private commercial and residential programs above and water- and energy-related public infrastructure at the base, London Bridge, was a prime example of a multi-functional inhabitable bridge, combining commercial buildings, domestic dwellings, a chapel, industrial structures and warehouses. Ponte Vecchio, Florence, Italy With continuous modifications over centuries, buildings on Ponte Vecchio have created several layers. This adaptive architecture enhance collective memories over generations and highlighted its architectural merits. Because of its flexibility in building layout, the architecture remains up to date and forward-looking. Shops along both sides of the bridge extend the street lives of both river banks and merge the two communities seamlessly. Being the first bridge connecting two communities across River Arno into the city center of Florence, its cultural significance that promote Florence as the birthplace of Renaissance is certain.
destination 80%
1209
transition 20%
destination 80%
1345
transition 20%
Old London Bridge, United Kingdom
Ponte Vecchio, Florence, Italy
It was a prime example of a multifunctional inhabitable bridge, combining commercial buildings, domestic dwellings, a chapel, industrial structures and warehouses.
The bridge transformed its purposes over centuries from defence, to residential, trading and now becomes the city’s landmark or even the world known tourist spot.
destination 70%
1912
transition 30%
destination 80%
1591
transition 20%
Chengyang Bridge, Guang Xi, China
Ponte Rialto, Venice, Italy
The bridge combines the Chinese pavilion typology with multiple open corridors supported on three stone piers.
With two rows of shops situated in the middle of the bridge, this layout can provide vista along the river and maximise shop frontage to promote commercial activities.
destination 0%
1962
transition 100%
Minneapolis Skyway System, Minnesota, USA As the most extensive skyway in the world, the 18km interlinked enclosed pedestrian footbridge connecting eighties buildings enables businessman to access towers quickly in a climate-controlled environment.
1970(unrealised)
destination 50%
transition 50%
Lower Manhattan Expressway, USA The project integrated transportation and housing, part of Robert Moses’ failed Lower Manhattan Expressway Project
Ponte Rialto, Venice, Italy With two rows of shops situated in the middle of the bridge, this layout provides vista along the river and maximises shop frontage to enhance commercial activities. Both ends of the bridge create alternative pathways to either connect to the inner part of the cities or to the water edge. Instead of having straight river edge, piers, boardwalk, gondola parkings, etc. activate the surroundings from private trading use to public amenities. Shop fronts along the river banks mimic the dome-shaped shop fronts on Ponte Rialto. Visitors have visual continuation without noticing they are crossing the bridge. From Common to be Demolished to Unrealised Inhabitable bridges like Ponte Vecchio and Ponte Rialto was common but not exceptional in the 12th to 16th century across Europe as a balance between people, shops and horses over rivers. However, the introduction of plumbing and heating network services in the late 16th century makes the installation to uninsulated inhabitable bridges too expensive and unpractical. Vehicles were then required a wider passageway to across the bridge. Therefore inhabitable bridges gradually lost their values and competitiveness and were being destroyed and eliminated. Until now, there are only 4 inhabitable bridges remaining in the world which are Ponte Vecchio, Ponte Rialto, Krämerbrücke in Erfurt and Pulteney Bridge in Bath, United Kingdom. Nevertheless, there were still many inhabitable bridges proposals in the 19th and 20th centuries but had never been realised such as Lower Manhattan Expressway by Paul Rudolph and several competition entries for the Thames Water Habitable Bridge Competition such as Zaha Hadid’s and Antoine Grumbach’s. The reasons for not being built may be because of its high construction fee and structural concern.
destination 20%
1993
transition 80%
1996(unrealised)
destination 60%
transition 40%
Central-Mid-Levels Escalator and Walkway System, Hong Kong
Thames Water Habitable Bridge Competition by Zaha Hadid
The system aims at easing traffic congestion at the planning stage, but its effortless free method of transportation has dramatically revitalised the area through which it passes.
The design was unfathomable in its perspex blockiness, but seemed to offer a compromise between keeping the habitation on the banks (to preserve views) and sitting it on the bridge (to provide the over-water experience).
destination 20%
2002
transition 80%
destination 40%
2000
transition 60%
Mong Kok Elevated Walkway, Hong Kong
London Millennium bridge, UK
Built by the private developer, it aims at drawing people from busy district to the shopping mall. However, it attracts many domestic helpers as the gathering place at weekends.
It is a steel suspension bridge for pedestrians crossing the River Thames in London, linking Bank side with the City of London.
destination 70%
2015
transition 30%
Luchtsingel, Rotterdam, The Netherlands The bridge reconnects three districts with interfacing the existing buildings, railway, etc. together with new public spaces to form a “three-dimensional cityscape�.
2017(unrealised)
destination 80%
transition 20%
Cultural Corridor Chapultepec Proposal, Mexico It proposes a pedestrian-centric masterplan transforming the congested avenue into a multi-modal roadway featuring an elevated promenade lined with commercial and cultural programs with lush landscaping.
left Detailed Chicago Riverwalk Case Study
From Inhabitable to Solely Transportation What we see the extensive pedestrian networks built in the past few decades are increasing in scale but solely for transportation purpose and lost the essence of inhabitable bridges. Minneapolis Skyway System, Minnesota, United States of America As the most extensive skyway in the world, it is an interlinked enclosed pedestrian footbridge connecting 80-ish notable buildings. The 18km walkway in the Downtown Minneapolis enables businessman to access different towers in a climate-controlled comfort environment even in the hot days without any obstructions. PATH in Toronto of Canada PATH is an extensive pedestrian network that consists of underground tunnels, elevated walkways and at-grade walkways. With more than 30km long and including 1200 stores and services, PATH is the largest underground shopping complex in the world, according to Guinness World Records. The network provides an important contribution to the city’s economic viability that facilities thousands of commutes, residents and tourists. The underground network protects public from severe weather conditions in winter and summer. There are similar systems like Houston Tunnel System (95 city blocks), Chicago Medway (more than 40 city blocks), Dallas Pedestrian Network (36 city blocks), Montreal’s Underground City (more than 120 access points) that across North America. These systems provide a safe, quick and convenient way to travel under unfavourable climate conditions. The above examples proof that weather-proof is a major concern to facilitate pedestrian traffic. Therefore, fully enclosed indoor environment, semi-outdoor space and shading are significant for comfortable walking experience. Another advantages of elevated walkway is that it removes the nuisance of streets but still offer the quality of streetscape.
destination 70%
2015
circulation 30%
0
200
400
1km
Chicago Riverwalk, USA
The Jetty
River Theatre
The Cove
Marina Plaza
left Detailed High Line Case Study
From Solely Transportation to Social Inhabitable However, with the present technology advancement and the rise of pedestrian-orientated cities in the 21st century, the difficulties came across in the past can be solved. Although there are not much newly built inhabitable bridges in the world, the role of footbridges are transforming and not solely serve the purpose of pedestrian transportation. London Millennium Footbridge, United Kingdom The Millennium Bridge springs from a creative collaboration between architecture, art and engineering. It is London’s only pedestrian bridge and the first new crossing on this part of the Thames in more than a century, linking the City and St Paul’s Cathedral to the north with the Globe Theatre and Tate Modern on Bankside. As a key element in London’s pedestrian infrastructure, it has created new routes into Southwark and encouraged and activated new life on the embankment alongside St Paul’s. Chicago Riverwalk, USA Chicago Riverwalk is an open, pedestrian waterfront consists of restaurants, seating, boat rentals. Different edges treatment between water and land create opportunities and allow citizen to escape from the busy reality and take a rest at the waterfront with various pocket spaces and seating facilities. Transforming the engineered mono-boardwalk to a bustling hub of activities, the riverfront attracts social gatherings, river access, recreational opportunities and economic growth to the whole district. High Line, USA Focusing on the edge connecting between the architecture and the existing communities, there are various treatments that offer different spatial experience along the 2km walk. Wide boardwalk, elevators, sloped walkways, connect to the second or third floor of important buildings to create multilevel connection are the architectural strategies that attract different target groups to achieve walkability.
destination 70%
2009
circulation 30%
High Line, New York ,USA
It is a very successful example to transform an abandoned infrastructure into a social gathering point integrating various communal programmes.
0
Sundeck and Water Feature Between West 14th - 15th Street
Chelsea Thicket Between West 21st - 22nd Street
West 22nd Street Seating Steps and Lawn Between West 22nd - 23rd Street
200
400
1km
West 26th Street Viewing Spur At West 26th Street
top Transportation land use is typically a single land use bottom Transportation land use can become inhabitable infrastructure
DESIGN CONCEPT
There are 3 different types of outdoor activities that we do – we do the “necessary’, the “optional” and the “social”. In Hong Kong the “necessary” is prioritised, leaving “optional” and many times, the “social” behind. — Prof. Melissa Cate Christ
Is Density in Hong Kong a Problem or an Opportunity for Architects? As Hong Kong has limited inhabitable land to house seven million citizens, there are always mixed uses within a single building. Mixture of commercial, industrial, residential or even institutional buildings are common in Hong Kong. However, transportation land use such as for footbridges and railways are typically single land uses. Conventionally, commuters and citizen addressed much on minimising time spending on transiting. As city steadily develops, people shift the concern from efficiency to the quality of life. The idea of walkability is introduced to enhance social well-being. Instead focusing on efficiency, walking experience and place-making to characterise a district becomes more significant. Are Pedestrians able to Stay on the Footbridges? Are there possibilities to incorporate different land uses on the footbridge? Can we utilise the space above or underneath the footbridge so that citizens can enjoy different activities and experiences other than just walking from one point to another?
top When connector becomes a divider bottom When the connect can stitch the whole district
Do Current Footbridges act as Connectors or Dividers? Footbridges are widely adopted in Hong Kong as the idea of grade separation was introduced since 1960s to ensure smooth pedestrian and vehicle movement simultaneously. As the pedestrian has been relocated away from the road level, the essence or dynamics of streetscape is lost. Pedestrian networks have become a part of machine for Hong Kong’s daytoday economic operation. As a result, walking becomes a manipulated activity connecting home, shopping malls, bus stops and MTR stations intentionally. It is that the system can connect two destinations and enhance connectivity and efficiency. However, its continuous infrastructure with limited access to the ground becomes a privatised and isolated interior urban space segregated from the street. Major roads such as Nathan Road, Prince Edward Road, Castle Peak Road and Connaught Road are implemented into the city fabric and lead to urban fabric segregation and divide the land users from drivers to pedestrians. The social ties among communities are broken by the driving lanes. It also breaks the connection on both sides of the footbridge - connector then becomes divider. Can the footbridge be transformed into a pedestrian walkway system that merges and interfaces with buildings, ground and streets so as to serve as a destination more than just a transitional zone? Can a new type of transportation infrastructure act as a catalyst to reconnect the city fabric? Can the system not only serve the purpose of efficiency, but also provide an alternative as a slow-paced, community-led serviced platform to stitch fragmented city fabrics into a whole community? Do Current Footbridges Provide Alternative Pathway or it is the Only Single Pathway? To enhance walkability within the city, there should be a notion of 15-minute walk and 1-hour walk. The 15- to 20-minute walk is a purposeful, directional neighbourhood relationship such as the distance from one’s home to a bus or a MTR stop while a one-hour walk is something that can be experienced reasonably spontaneously and casually according to weather and social opportunities and treat walking as a leisure and entertainment. A multivalent, non-linear system of connections form a web of pedestrian walkway that allow searching and staying. To facilitate walkability, there should be choices for pedestrians to select their paths and each path should have different characteristics so as to provide options for different street users at different period.
D E S I G N S T R AT E G Y
The thesis proposed an inhabited social infrastructure which the bridge is considered as a destination but not a transition to connect separated neighbourhood both physically and socially. The architecture incorporates with a spectrum of programs, likely an alternative for redefining the conventional understanding of bridges and restoring the lost streetscape. In terms of city planning, the project suggests that inhabitable bridge across communities should be a new prototype, or even a new building type and should be seen as a destination in its own right. The revitalisation of the bridge extends beyond its original boundary to tie with the wider context. It reshapes the district as a whole, rather than the mere sum of its parts. As the present urban fabric was separated by the roads on grade, the inhabitable bridge above grade acts as a nerve cell to bond the existing urban fabric again to re-connect two dispersed communities both physically and socially. Within the same plot of the area, the design proposes a new urban order from private car users to public amenities. Vehicles no longer dominates the area but human can also be actively engaged within the same area. The bridge will be the destination itself, rather than being a transitional infrastructure between two places. The bridge itself has become center to the city character. These nexus of concerns and strategies should find a working concept which heterogeneous architecture is introduced. Programmatic juxtapositions of private needs and social activities might be persuaded to produce a socially engaged and healthy urban public realm. An integration without clear-cut edges between social and private is practised. The design should be well
integrated with infrastructure and the surrounding and enhance the interface at the ground level. The intimacy of private life and the sociability of public life dwell within the hybrid and produce constant activities, making it a building working full-time. It is not a disciplinary prototype but a concentration of interests. To improve the current situation, high porosity with multi access points within different parts of the architecture allow citizens to drop by and enjoy, without feeling isolated from the surroundings. Providing more alternatives on ground access may be one of the way to increase porosity. Of course, the bridge does not aim to compete with the street activities and force citizen to go up and down; instead, the project offer possibility for walking a street level and have an opportunity to take the footbridge. After the series of investigation and mapping, the bridge offer the programmes that the city is lacking of. Working in the city with the highest density among the world, the bridge borrows the concept of duplicate ground but not take away the ground. With the above design concepts, the project should be located in a vivid and dense district with vibrant street life. A few but fragmented local characterised streets or spots be connected to enhance the district identity as a whole community. The site should also consists of an existing footbridge but with minimal connection with the existing surrounded streets and buildings and become the ‘divider’ of that district.
SITE SELECTION
+ supportive EKEO development + connect two potential CBD + government promoting Kwun Tong as walkable city + have water body in Kai Tak but with limited water traffic which can promote water activities
+ old and new communities + full of historical background + two local mixed use and collect memories in Wo vivid communities include Che residential, commercial uses + 30m wide of Tai Ho Road
+ future Kai Tak has 25 sets + very high population densi- + along Shing Mun River of links include subways, foot- ty that can support multi-level + water activities bridges and footpaths walkway + connect different landuse to merge different users + road as spine of Tsuen Wan District + wide enough for expansion
- unconvincing to enhance so- - very segregated urban fabric ciety - very small intervention - very small intervention
Length
Opportunity
- Kai Tak is still a new area that - bridge is the only choice to - City One is just one residenconnect two communities tial complex not yet been developed - limited history - single residential landuse - isolated district
Threats
Weakness
Strength
Kwun Tong Promenade to Kai Tsuen Wan MTR to Tsuen Wan Wo Che to City One Tak Development West MTR
from promenade to Kai Tak 940m 500m from Kwun Tong MTR to Kai Tak 1.24km
600m
Va r i o u s s i t e s a r e c o n s i d e r e d . Th e r e a r e t wo a p p r oach e s c h o o s i n g t h e s i t e : s i t e wi t h o u t f o o t b r i d ge b ut needs c o n n e c t i o n o r s i t e wi t h e xi s t i n g f o o t b r i d ge b u t r e q u i r e r e d e v e lo p me n t o r r e n o v a t i o n .
to
Temple Lei Yue Mun to Shau Kei Wan Mong Kok East MTR to Mong Kok MTR + LYM with characterised fishing culture and seafood bazaar + LYM military role + stilt house + only place without reclamation + SKW is one of th earliest developed area in HK - full of historical background
+ old communities + full of historical background and collect memories + many local remaining street activities + many vernacular activities + connect rail and MTR + tourists spot
- over populated - no nearby MTR Station - too much vehicle traffic - has not yet built
- LYM limited development - LYM limited settlement
- too close to existing buildings - 20m wide of Mong Kok Road limited neighbourhood around Mong Kok East Station
+ alleviate density problem on grade + allow horizontal expansion + great vista at Nathan Road + new order of vehicle and pedestrian + extension of Temple Street to district level
+ entrance of Victoria Harbour + LYM Harbourfront Proposal + private boat / street ferry as transport
+ improve current chaotic situation + continuation and promote street life and street activities + draw people from other districts + a quiet resting area in a busy and dense district + allow vertical / multi-level expansion + intimate connection with surrounding buildings
- may attract more people to - difficult to relocate / rebuild - limited horizontal expansion visit, worsen the congestion historical elements and trees problem
Weakness
Strength
+ incorporate young and old generations + origin of street activities + 30m wide of Nathan Road + tourist spot
Opportunity
Market
Threats
Ladies’ Street
Length
1km
430m
S I T E I N V E S T I G AT I O N
M ong Ko k i s ge n e r a lly la i d i n t h e r i gi d gr i d - li k e r e c t a n gu la r s t r e e t b lo c k . M o r e o v e r, t h e r e a r e ma n y c a n t i le v e r p r o t r u d i n g f r o m t h e s e c o n d floo r o r t h i r d - f lo o r o f t h e b u i ld i n gs t h a t p r o v i d e shading to the pedestrians.
S I T E I N V E S T I G AT I O N
La n d ma r k s s u c h a s La n gh a m P la c e a n d lo c a l c h a r a c t e r s s u c h a s F a Yu e n S t r e e t , La d i e s M a r k e t , F lo we r M a r k e t a r e h i gh li gh t e d t o s h o w t he d e mo gr a p h i c r e la t i o n s h i p wi t h t h e e xi s t i n g f o o t b r i d ge .
S I T E I N V E S T I G AT I O N
Mong Kok, literally translated in Chinese as “crowded corner�, is listed as one of the world’s most densely populated places according to Guinness World Records, with the equivalent of 130,000 people per square kilometer. One of the reasons that Mong Kok is such a vibrant and dynamic district is due to its geographic location. Since it is situated at the heart of Kowloon Peninsula and along Nathan Road, it is highly accessible and provide many commercial opportunities. Because of the high density, it can support multi-level walkway without diminishing the vivid street life (unlike the Minneapolis Skyway System). In 2000, an elevated walkway was constructed by Sun Hung Kai Properties (one of the large private developers in Hong Kong) and managed by the government. The bridge aimed to attract citizens from Mong Kok MTR Station to New Century Plaza (now: MOKO) and Mong Kok East Station and ease the pedestrian street traffic indirectly. With many collective memories held in Mong Kok, there is always a discussion on improving and revitalising Mong Kok. Therefore, this thesis project aims to provide an alternative on how to re-interpret and re-connect traditional streets culture into a larger district scale in a contemporary manner.
EXISTING FOOTBRIDGE
The existing footbridge acts as a standalone object without much interaction with the surroundings. The access points of the footbridge do not happen on each street block. Pedestrians are difficult to access to the footbridge. The staircase or the lift shafts of the footbridge are very close to the existing buildings. This will block the view of the residents and create a very intimate but disturbing closeness between the residents on second or third floor and the pedestrians on the footbridge.
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S I T E A N A LY S I S
With thorough site analysis, we are able to understand the human flow of the district so as to design the appropriate access points so as to welcome citizen from the ground level to the footbridge seamlessly.
EXISTING HUMAN FLOW
PROPOSED HUMAN FLOW
pedestrian crossing car parking
pavement drop off
PEDESTRIAN TRAFFIC
MTR exit bus stop
PUBLIC TRANSPORTATION
institutional commercial
BUILDING LANDUSE
main road secondary road pedestrianised area
ROAD HIERARCHY
large-scale middle-scale
small -scale single block
BUILDING SCALE
pet fish and aquarium supplies boutique restaurant
SHOP TYPOLOGY
bottom Schematic layout plan on Mong Kok District by Transport Department
SITE FUTURE DEVELOPMENT
Chief Executive in 2008 has proposed an extra extensive pedestrian network in Mong Kok to alleviate the problem of road traffic. After 8 years’ discussion and consultation, the Highway Department proposed a 650m pedestrian network in 2016 that parallel to the existing one. Concerns has been raised about the blockage of sunlight on the street level and air circulation under the bridge. Planning more footbridges and create a larger extensive elevated bridge network will increase the efficiency and enhance the flow of people. This will attract extra pedestrian to come to the district rather than alleviating the density problem. That will lead to a vicious cycle between the population density and the efficiency of human flow. To address the issue of high density in Mong Kok, it is not about constructing more footbridges to navigate and re-direct people, but is to provide a pause, a destination with various spatial qualities to street users.
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SITE ISSUE
Wide Driving Lanes Obstruct Smooth Pedestrian Movement And Lead To Segregation Of Characterised Streets With limited pedestrian crossing on grade, the 6-lane Mong Kok Road and 7-lane Argyle Street have divided the Mong Kok District into segments. For example, Tung Choi Street and Fa Yuen Street are segregated and therefore characterised streets are happened to occur on parts of these streets. Pedestrians have no choice but are forced to go up to the elevated walkway in order to across the wide road instead of directly crossing on grade. It shows that road is prioritised for vehicles instead of pedestrian. Elderly, disables, kids and parents with prams face difficulties with stairs and escalators. Limited interaction or disturbance to the surrounding buildings and residents upper floors The current footbridge though can ease the pedestrian traffic on ground level, it creates extra issues on the upper level. The network contains two parts footbridge with net clearance 5.5m and 8.5m clearance along Sai Yee Street and Mong Kok Road respectively. The uniform section with metal roof and a slit of skylight provide uniform spatial quality along the 500m network. Besides, there are clear cut edge condition between the bridge and the ground level. It shows there are little interaction with the existing city fabric. Because of the uniform width of the footbridge, it creates very close relationship with the existing buildings. Few meters away or even half a meter away between footbridge and building can be found. Therefore, oblique visual barriers with heavy metal frames are installed along the footbridge to prevent interruption to the residents nearby. This measure not only do the pedestrians cannot look into the flats, the residents in the flats are always with curtain closed and they can never enjoy view outside.
top hand-drawn section of Fa Yuen Street showing shops are expanding horizontally bottom hand-drawn section of Goldfish Market showing shops are expanding vertically
SITE OPPORTUNITIES
Small Scale Local Characterised Street Mong Kok is a very vibrant and dynamic district with many local characterised streets. Goldfish Street (north part of Tung Choi Street) Fa Yuen Street (north part of Fa Yuen Street) Ladies’ Market (south part of Tung Choi Street) Sneaker Street (south part of Fa Yuen Street) Because of the high density, shop vendors set up temporary booths and extend on road to create second-layer shops and “double shop fronts” on each side of the road. That is how the pedestrian streets are originated in the 1970s. Unfortunately, these street lives are gradually disappearing due to rigid city management and terminating the release of vendor license. Mong Kok then become the district that has few of the last remaining characterised streets in Hong Kong. Some of these streets become pedestrianised and its flexibility in term of programme, spatial quality and time give the definition of streets and district. The pedestrianised streets bring the notion of re-ordering road users between drivers and pedestrians. Shops on Sai Yeung Choi Street South and Tung Choi Street have extended the commercial activities in the vertical way to the first and second floor as restaurants, fish shops or storage. Cars parked on the road are also “little shops” to sell local snacks. To embrace and highlight these self-initiated and self-generated urban fabric, we should bring this type of process into a larger scale that incorporate with infrastructure. This helps unify and connect different streets into one city instead of scattered streets.
SITE OPPORTUNITIES
ARC HIT E CTU RA L E LE M E N TS - T HE UN SPOKEN B U T A P PA RE N T CITY CO N D ITIO N S -
top Local Characterised Street
Commercial Activities
Straight Edge Condition
Gap between 2 Architecture
Fa Yuen Street Market Stalls
Expand to multiple floors of Po On Building
All along the footbridge
Between Mong Kok Municipal Building (old) and Existing Footbridge (new)
bottom Back Alley
Solid Visual and Noise Barrier
Narrow Sky View
Spaces Under Footbridge
Between Chip Lee Building and 22 Mong Kok Road
Between Residential and Existing Footbridge
Between Kalok Building and Existing Footbridge
The leftover space all along the bridge
SITE OPPORTUNITIES
SELF- IN ITIATE D A CTIVITIE S - T HE ACT IVE , S P O N TA N E O U S A N D UNPROGRAM ME D HU M A N M O VE M E N T -
Regardless uniform spatial quality with uniform section along the whole bridge, people self-initiate activities along the bridge. Different users appear in different period - singers appear at nighttime, Filipino maid have large scale gathering at weekend daytime and photographers take magnificent photos along Fa Yuen Street mainly at nighttime, etc. These self-initiated activities bring out the message that people would enjoy free space and there is a lack of free space in Mong Kok. Therefore, the thesis project aims to provide different degree of open space for activities.
right
Famous Photo Tak-ing
Commut-ing
Promot-ing
Sleep-ing
Tourists came all the way for the streetscape during nighttime.
Over 2,000 commuters walking between MTR Stations during peak hours.
Portable commercial activities occur during peak hours and weekends.
The sheltered bridge with an umbrella and & a signage can be his temporary home.
Pop-up Gather-ing
Street Quick Eat-ing
Dog Walk-ing
Busk-ing
Over 300 domestic workers spend their weekend on existing footbridge.
Individual and groups of 2-3 people drop by to finish fish balls in 10 minutes.
Local Mong Kok residents walk their dogs twice a day.
A girl decides to use the bridge as her first stage apart from home.
left
S I T E D A I LY C O M M U N I T Y C A P T U R E S
- INTE REST IN G HUM AN IN T ERA CTIO N S IN THE D Y N A M IC A N D U NIQU E DIST RIC T Light and Shadow
End Condition of Existing Footbridge
Red Minibus Agglomeration
looking from the existing footbridge
A sudden end treatment, waiting for future expansion.
Minibus taking up 3 driving lanes can bring you from Mong Kok to all districts in Hong Kong.
Newspaper store
Street Story
Daily life in Fa Yuen Street Market
It sells toys, newspaper, cigarette, phone sim card, drinks, etc...
Family is enjoying ice-cream happily while an old lady is selling recycling paper alone.
A group of housewives are showing off their bargaining power.
Footbridge Expansion
Interface between Architecture
Solid Panels on Existing Footbridge
Expansion across Nathan Road. This will probably become the famous phototaking spot in Hong Kong.
Lift shaft and existing building are close enough but do not touch each other.
‘Students, concentrate in class and don’t look out to the footbridge!’ teacher said.
Weekends at Pedestrianised Zone
Weekends at Pedestrianised Zone
Multi-function of the Column
50 pedestrians gather for 15 minutes.
The scale of busking is getting larger and larger. Performers used to have a guitar only.
The column of the footbridge as a display board of products.
left existing footbridge right proposed pedestrian walkway system
SITE DESIGN CONCLUSION
The existing footbridge was constructed by private developer (Sai Hung Kai Properties) on 2000 and maintained by the government afterwards. The standard solution does not reflect city’s diversity nor human diversity. It is a misopportunity to construct a footbridge solely for commuters while ignore the surrounding city dynamics. Three government buildings will be relocated soon so as to free up space in the dense Mong Kok. An extra elevated walkway system is also suggested to alleviate the pedestrian traffic congestion in response to the Policy Address in 2008. The project aims to keep the main spine of the original footbridge but extend to the Nathan Road and create various scale of nodes to form a comprehensive pedestrian walkway system. The system bridges different streets and recalls the fading street activities onto the system. The system focuses on stitching the fragmented city fabrics into one whole district by diffusing the edges of the system with surrounding streets and buildings.
MON
G KO
K EA
ST ST ATIO N
SAI YEE STREET
NATHAN ROAD MONG KOK ROAD TRADE AND INDUSTRY DEPARTMENT TOWER
FOOD AND ENVIRONMENTAL HYGIENE DEPARTMENT
MONG KOK MTR STATION
WATER SUPPLIES DEPARTMENT
ARGYLE STREET
D E S I G N S T R AT E G Y I
Present Pedestrian Walkway Pedestrian focus on two ends while neglecting the walkway experience. They use the walkway solely for transition without a pause on the walkway. Proposed Pedestrian Walkway Instead of having a linear and long walkway, it becomes more volumetric and used as both transition and destination. Apart from being a transition, the walkway also serves as a destination. Nodes are identified along the walkway with programmes are created for pedestrians to stop and pause to enjoy the district. Nodes with different scales are designed for various programmes to accommodate different uses. Multiple entrances welcome citizens from different directions so as to connect the whole district.
Present Pedestrian Walkway
Proposed Pedestrian Walkway
D E S I G N S T R AT E G Y I I
Present Pedestrian Walkway Walkway with single layer and single programme with heavy roof that spans across the entire footbridge. Proposed Pedestrian Walkway Footbridge is always considered as two-dimensional layer with only pedestrian walking. However, if it is transformed into a three-dimensional volumetric by inhabiting the public to use the space for meeting, resting, shopping, etc., the bridge will be elevated from just a transportation infrastructure to a social hybrid infrastructure involving different groups of citizens (children, adults, elderlies, disables) to participate. Citizens enjoy two-level walkway with multi-programmes on the first layer and greenery on the second layer. The greenery acts as the ‘lung of Mong Kok’ to compensate for the absence of trees in the district. The experience of free space is heightened on the green roof by the unobstructed vista along the main streets. The thesis is not only about keeping these characterised streets, but also provide a pause and resting moment in this dense area. Programmes are designed with reference to the street grid pattern to enhance connectivity between both sides of the street and facilitate pedestrian circulation. Roofs are set back to articulate the intersection between pedestrian walkway system and the streets. Nodes are created for pause by interfacing with existing buildings and streets to blur the edges of the walkway system and create public spaces for people to gather. Besides of walking and experiencing the city with a fast pace, there should be an alternative to provide a community-led serviced platform which could accommodate a whole host of uses. The large open elevated platform provides a sense of calmness and delight, with a strong connection to the streets nearby. People travel ups and downs to gain different spatial experiences by connecting the two layers as one system.
section AA 1:200
D E TA I L E D D E S I G N
section BB 1:200
Det ails a r e d e s i gn e d t h r o u gh v a r i o u s o f s e c t i o n a l cu t s t o u n d e r s t a n d t h e r e la t i o n s h i p b e t we e n h u ma n , v e ge t a t i o n a n d t h e s u r r o u n d i n gs .
section CC 1:200
section DD 1:200
section EE 1:200
section FF 1:200
section GG 1:200
section HH 1:200
section JJ 1:200
section KK 1:200
S U S TA I N A B I L I T Y D E S I G N
Water Infrastructure - Green and Blue Infratructure The project acts as a social infrastructure that aims at providing social space and extend their living rooms beyond their own home. However, the project emphasises more on the idea of exchange and sharing between the project and the neighbourhood. Therefore, to achieve sustainability in the district, the water exchange system plays a role in exchange between the community and the project itself. Water to be collected from Grey water from the surrouded buildings and Rainwater collected in planters and pavement of the system Surface run-off collected on ground level All sewage will undergo water treatment plants on the first floor of system. Water will then be reused to Irrigation water on the upper deck of the walkway system Flush water or tap water of the nearby social buildings Temporary storage tank located in the columns of the walkway system Excessive water will then be drained away from the walkway system.
FINAL DESIGN
Inhabitable Bridge as a Performative Pathway The inhabitable bridge that is a lively and performative pathway incorporates a wide range of programmes and spatial qualities. Different levels of pockets spaces allow groups of people to hang out and take a rest in the busy district. Various type of programmes that run through 24-7 provides flexibility in use to attract different age groups of people and people from different background to visit and inhabit the place. Since the architecture is working full-time, it can also ensure security and maintain pedestrian flow. The project is not a top-down one-time plug-in implementation but allow time and local residents to keep expanding and shrinking the area over years, from one year to decades. One of the advantages of designing bridges over street level is provide different level of vistas to bridge users. The manipulation of multilevel allow users to see the buildings right next to the bridge, or the playground a street further, or even the pop-event few streets away. The visual connection is one of the means to connect different communities. The idea to have mixed land use is to create vibrant and self-sustainable city. The project then prizes, as a community’s lifeblood, increased shared space and greater connectivity successfully collaborate with the bottom-line realities and naked self-interest of the open market.
Destination Deck Plan 1:400 Existing Urban Connected Elements A
Mong Kok East MTR Station
B
large-scale residential buildings
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small-scale residential buildings
D
Sai Yee Street (main street)
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Fa Yuen Street (local characterised street)
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Fa Yuen Street Municipal Services Building (including wet market, sports center, public library, etc)
G Goldfish Market (local characterised street) H
local retails on upper floors
J
back alley
K
large-scale shopping center
L
Mong Kok MTR Station
M Nathan Road (main road) N commercial office buildings
Design Elements 1
entry plaza
2
kitchen garden
3
healing garden
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corner plaza
5
mini amphitheatre
6
fa yuen street extension
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fa yuen stairs
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cultural courtyard
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fa yuen street viewing deck
10 wet market extension (dai pai dong) 11 performance terrace 12 goldfish square 13 pop-up garden 14 sai yeung choi street south hub
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15 dining avenue 16 central plaza
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Transition Deck Plan 1:400 Existing Urban Connected Elements A
Mong Kok East MTR Station
B
large-scale residential buildings
C
small-scale residential buildings
D
Sai Yee Street (main street)
E
Fa Yuen Street (local characterised street)
F
Fa Yuen Street Municipal Services Building (including wet market, sports center, public library, etc)
G Goldfish Market (local characterised street) H
local retails on upper floors
J
back alley
K
large-scale shopping center
L
Mong Kok MTR Station
M Nathan Road (main road) N commercial office buildings
Design Elements 1
entry plaza
2
kitchen garden
3
healing garden
4
corner plaza
5
mini amphitheatre
6
fa yuen street extension
7
fa yuen stairs
8
cultural courtyard
9
fa yuen street viewing deck
10 wet market extension (dai pai dong) 11 performance terrace 12 goldfish square 13 pop-up garden 14 sai yeung choi street south hub
M
15 dining avenue 16 central plaza
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H
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SECTIONAL PERSPECTIVE
K ITCH E N GARDEN AR E A A CROSS S AI Y E E ST REET
The Kitchen Garden serves as the extension of living rooms for the Mong Kok residents. Since the flats in Mong Kok are relatively small and built for decades, there are no balconies in each flat. The pedestrian walkway system allows residents to plant edible plants such as rosemary, tomatoes, carrots. The Kitchen Garden also serves education purpose. Instead of visiting country parks, the system acts as an ‘urban lung’, the urban forest for children or students to understand the beauty of nature. Kids can understand the origin of food through farming. Instead of placing solid panels between footbridge and the residential buildings, a row of double-storey trees are planted which act as a soft visual and sound buffer. Trellis with climbers can soften the edges and for shading purpose. The lower deck is widen from 5.5m to 8m and remains as the ‘express link’ for commuters to transit between Mong Kok East Station and Mong Kok Station within 10 minutes.
11 - 700 x 580.indd 1
25/4/2018 2:40 AM
SECTIONAL PERSPECTIVE
CU LTU R AL GARDEN AR E A A CROSS MONG KOK ROAD
The Cultural Garden provide different scale and height of vegetation so that citizens can sit, lying on lawn etc. The human-height hedges can act as soft barrier so as to enjoy quiet and smaller-scale gatherings. Citizens can bring back the streets activities in the old days to the walkway. Chess tables and trellis with posts are designed to welcome chess-playing and bird-watching. Some art sculptures will be displayed periodically as well. The lower deck is widen from 8.5m to 13.5m and remains as the ‘express link’ for commuters to transit between Mong Kok East Station and Mong Kok Station within 10 minutes. Moreover, there are stalls on the lower deck which are the extension of stalls on Fa Yuen Street. The 1sq. m stalls are for rental and it will expand its selling area during opening hours. The daily temporal changes of the shop area are reference to the practice of Fa Yuen Street.
12 - 700 x 580.indd 1
25/4/2018 2:41 AM
SECTIONAL PERSPECTIVE
G OLD F ISH SQUARE AR E A A CROSS MONG KOK ROAD
There is a node at each road intersection. A feature tree is well-selected and punched through over two storey in the middle of the walkway. Pathways are designed at both sides of the void so that citizens can enjoy the view of the local characterised streets such as Fa Yuen Street and Goldfish Market. The feature tree also serve as a stop or habitats for some native birds and insects.
13 - 700 x 580.indd 1
25/4/2018 2:41 AM
CONCEPTUAL MODEL 1:500
A series of model showing the concept development 1 - orginal existing footbridge 2 - node identification 3 - existing architectural elements to be connected 4 - convert into 2 storey with grid identification 5 - ramp introduction with reference to the grid
A closer aerial view between the proposed walkway and the existing buildings.
Overall View between Walkway and Buildings conceptual model 1:500 1000mm l x 450mm w x 300mm h
A closer oblique view between the proposed walkway and the existing buildings.
Overall View between Walkway and Buildings conceptual model 1:500 1000mm l x 450mm w x 300mm h
FULL MODEL 1:300
The full model shows the relationship between human, vegetation and the buildings with connections. The pedestrian walkway system acts as a prototype to connect to various architectural elements such as commercial building, residential buildings, institutional buidlings and back alleies which are considered as the left over space in the city fabric.
A clear figure and ground pattern shows the relationship between hard lanscape and soft lanscape in the project. Thus, the different connection treatments between the walkway and the surrounding buildings.
Inter-connection between Walkway and Buildings full model 1:300 1200mm l x 600mm w x 150mm h
A closer view showing the Pop-up Garden for holding larger-scale occasional events and the connection between the walkway and the back alley. The back alley serves as a corridor to connect the residential buidlings next to it which the second floor of the buildings are transformed into the commercial uses.
Pop-up Garden and Back Alley full model 1:300 1200mm l x 600mm w x 150mm h
Footbridge across Mong Kok Road
Footbridge across Mong Kok Road
view from Sai Yee Street
view from Nathan Road
Terraced Garden
Fa Yuen Street Stalls
places for busking under big trees
local characterised street that extend to the pedestrian walkway system
D E TA I L M O D E L 1:100
‘Terraced Garden’ is chosen as partial model 1:100 to show the intra- and intercirculation between the project and the surroundings.
“Fa Yuen Stairs� are the big steps that serves as an extension of the Fa Yuen Street to have a seamless connection between the local characterised street to the walkway system. Ramp is designed instead of stairs to cater all kinds of users and reinforced as a social infrastructure.
Fa Yuen Stairs - inter-circulation detail partial model 1:100 840mm l x 400mm w x 200mm h
Terraced Garden is designed with rows of trees with large canopy. These provide shading for residents to have a rest to enjoy music while performers are busking. The Transition Lower Deck connect to the Wet Market with new extension cantilevered to the street and serve as the Dai Pai Dong.
Terraced Garden and Wet Market Extension detail partial model 1:100 840mm l x 400mm w x 200mm h
FINAL REVIEW
The final review is was held on 28 April 2018 with Dr. Ronald Lu, Prof. David Dernie and Mr. Earle Briggs as external critics.
FINAL REVIEW
The final review is was held on 28 April 2018 with Dr. Ronald Lu, Prof. David Dernie and Mr. Earle Briggs as external critics.
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IMAGE CREDIT
London Bridge (1616) by Claes Van Visscher, http:// primaryhomeworkhelp.co.uk/riverthames/images/London/lb.jpg Ponte Vecchio, Firenze (2016) by masseffect84, https://www.instagram. com/p/BMMR4pFBBLT/ Il Ponte di Rialto (2012) by Markotxe, https://markotxe.deviantart.com/ art/Il-Ponte-di-Rialto-336678244 Chengyang Bridge (2005), Wikipedia, https://en.wikipedia.org/wiki/ Covered_bridge#/media/File:Dong-minority-bridge-1.jpg (2017) by The Astana Times, https://astanatimes.com/wp-content/ uploads/2017/09/ows_143113749549376-1.jpg Lower Manhattan Expressway proposal (1972)by Paul Rudolph, courtesy of the Library of Congress, https://architizer.com/blog/practice/details/ architecture-101-what-is-a-section/#.WCs25QoPsCk.pinterest by James Antrobus, Flickr, http://www.businessinsider.com/hong-kongcentral-mid-levels-escalator-2016-10 Habitable Bridge (1996) by Zaha Hadid, https://www.artforum.com/ uploads/upload.000/id11491/article05.jpgww Millennium Bridge (2000), by Foster + Partners, https://www. fosterandpartners.com/projects/millennium-bridge/ The Luchtsingel (2015), by Ossip van Duivenbode, https://www. archdaily.com/770488/the-luchtsingel-zus
Cultural Corridor Chapultepec (2015), by FR-EE/Fernando Romero Enterprise, https://architizer.com/projects/cultural-corridor-chapultepec/ Google Maps. 2017. “Mong Kok.� Accessed October 14, 2017. https://www.google.com.hk/maps/place/Mong+Kok/@22.32040 34,114.168405,332m/data=!3m1!1e3!4m5!3m4!1s0x340400c62bc7810f:0x3ba12a5918081894!8m2!3d22.3203648! 4d114.169773
Transportation Department, HKSAR. January 22, 2010. Accessed December 19, 2017. http://www.legco.gov.hk/yr09-10/chinese/panels/tp/ papers/tp0122cb1-963-1-c.pdf.
NOTE All site photos, diagrams, drawings and images are by author unless otherwise noted