chumanho thesis

Underground Station as Urban Connector

Architectural Thesis Book by Chu Man Ho2013-2014, Advised by Roger WuSchool of Architecture, The Chinese University of Hong Kong

Initial Mind Map

Abstract

MTR is the most popular transportation mode in Hong Kong. It contrib-utes up to 45% of the public transportation journeys in Hong Kong. MTR journey a significant part of the urban living experience. My thesis tries to rethink the typical MTR station. The station is not only a space for tran-sit, but also a place for encounters. Transportation space, where nearly all the people pass by every day, is an important public gatherings and interaction space.

Through the testing design in Prince Edward Station, a new prototype of MTR station is proposed to provide choices for enjoyable journeys without scarifying the efficiency. MTR stations should be the connector, transportation node, meeting place, and urban centre at the same time.

The thesis started from the analysis of the journey of mass transit rail-way. Through journey records I discovered that spaces in the MTR sys-tem are segregated, repetitive. The station composes a major part of the spatial experience of the MTR journey. Through changing the space in station, mass transit journey can be enriched.

MTR stations can be urban connectors. They are located at centre of cities. By reconnecting the segregated station to the city, city and the sta-tion merges. Underground spaces are relinked to city and programmed for urban dwellers’ daily use. Vibrancy of the city is brought down to un-derground level. The enclosed station is opened up, allowing visual con-nections between the travellers and the city, the dwellers and the railway.

Through changing the structural system, the spatial quality of the station can be manipulated, stations are no longer homogeneous and repetitive, but more consistent with the urban fabric above ground.

Definition

Interchange -Interchange is a mutual interaction.Interchange of MTR lines, people loaded and unloadedInterchange of mode of transport, change of speedInterchange of activities: switching from one to another, continuous ex-perience

Journey -Journey is the process from one place to the other. The journey consist of stages: Entering, Way-finding, Boarding, Travelling, Exiting.To achieve high efficiency, the MTR strike for non-stop journeys without chaos. The spaces for each stage are arranged rationally and orderly. The continuous experience was dissected in the research. Existing MTR is an introvert system. This make the journey detached from the city.

Speed -Speed is the variable in movement which changes the way people con-ceive the city. The spectator under different speed conceives differently from the streetscape and cityscape. Scale and distance are essential to the moving spectators. Visual and physical connections are established for interchange.

Choices -Choices of routes provide opportunities to have distinct journey. Direct route is the shortest path for time-efficient journey. Different detours with various programme, view and speed contribute to distinct journeys.

Platform -Platform is a section of pathway where passengers may broad or alight from the trains. It is a non-place where just transient stays take place. The fluid flow of large crowd of people is crucial on the platform. The platform is visually expanded. It is no longer physically confined within the waiting area, but visually connected to the activities beyond the station. Commercials and signage interchange between station and city.

Concourse -The concourse is where circulations meet. The concourse, as an inter-face between the platform and city, adapt the fluctuation of the tidal flow of arrival passengers to the city. Thus, it is spatially and functionally ex-panded.

Non-place -Non-place is the ambivalent space that has none of the familiar attrib-utes of place. It always lacks of history and identity. Existing MTR con-course is one of the examples. High efficiency washes away the history of the space. Activities other than walking are not encouraged. History and identity was not developed. MTR station as the urban centre should be able to promote the cohesion of the MTR and city. The diversities of activities in the city are injected to the MTR station.

Rethink MTR JourneyManifesto:

Efficiency has long been the most precious value of MTR transportation. The concerns of cost and travel time result in

a rigid station machine which mass producing journeys. Travelling in a city is a journey of fluctuations.

Various end users, different time to travel and ever-changing urban cityscapes,

all can lead to a unique travel experience. The experience of transportation should not be standardized and wiped out from the citizens’ daily life.

A new prototype of MTR station is proposed to provide alternatives for enjoyable journey without scarifying the efficiency.













INTRODUCTION

BackgroundEfficiency has long been the most precious value of MTR transportation. The concerns of cost and travel time result in a rigid station machine which mass producing journeys. Travelling in a city is a journey of fluc-tuations. Various end users, different time to travel and ever-changing urban cityscapes, all can lead to a unique travel experience. The expe-rience of transportation should not be standardized and wiped out from the citizens’ daily life.

4,300,00045%

No. of Passenger Journeys per day

of Total no. of Passenger Journeys

Monthly Traffic and Transport Digest (June 2013)by Transport Department

Mass Transit Railway (MTR)

MTR is the most popular transportation mode in Hong Kong. Due to its high efficiency and reliable service, MTR contributed up to 45% of the public transportation journeys in Hong Kong. It reach an average number of 4,300,000 trips per day. It makes the MTR journey a significant part of the urban living experience.

The built environment of transportation is not only a space for transit, but also a place for encounters. Urban development facilitates diverse people interactions without increasing the need for long haul travel. People can gather at the place in manageable distance. Transportation space, where nearly all the people pass by every day, is an important public gatherings and interaction space.

Living in an urban city is comprised of point-to-point journeys. The jour-ney not only connects between points of activities in various locations, it also links citizen to the city. Public transportation is the most extensive way allowing citizen to observe and explore the cityscape broadly. The people and buildings behind the wind shield of a moving vehicle are the images of the city. The passengers and transportation space that we in-teract with are the content of the city. Citizen experience the city in the fast-moving vehicles. The fluctuations of the crowd and speed become the pulse of the city which reminds us of the vitality in the whole fast-paced society.

2Transportation journey is an essential part of urban living.

The journey not only connects between points of activities in various locations, it also links citizen to the city. Public transpor-tation is the most extensive way allowing citizen to observe and explore the cityscape broadly. The people and buildings behind the wind shield of a moving vehicle are the images of the city. The passengers and transportation space that we interact with are the content of the city. Citizen experience the city in the fast-moving vehicles. The fluctuations of the crowd and speed become the pulse of the city which reminds us of the vitality in the whole fast-paced society.The built environment of transportation is not only a space for transit, but also a place for encounters. Urban development facili-tates diverse people interactions without increasing the need for long haul travel. People can gather at the place in manageable distance. Transportation space, where nearly all the people pass by every day, is an important public gatherings and interaction space.

INTRODUCTION

Underground

On Ground

Elevated

/8539

/8527

/8519

INTRODUCTION

MTR StationsThere are 35 MTR stations, in which 46% of them are underground. The design of underground stations significantly affects the experience of the MTR journey.

Tai Wo Hau Station

Prince Edward Station

Kowloon Tong Station

University Station

Enter Tai Wo Hau Station

Get on Tsuen Wan Line Train toward Central

Interchange at Prince Edward Station

Interchange at Kowloon Tong Station

Get on Kwun Tong Line Train toward Tiu Keng Leng

Get on East Rail Line Train to University Station

Get off at University Station

LeaveUniversity Station

37mins

50mins

42mins

43mins

47mins

79mins

78mins

78mins

1970

1980

1990

2000

2010

2007MTRCL

took over KCRC

1975 MTRC was established

1998 Airport Express and

Tung Chung Line opened

1982Tsuen Wan Line opened

1985Island Line opened

1979 Modified Initial System

(Kwun Tong Line) opened

1984 Electrification was completed

1988 Light Rail was opened

1979 Kowloon–CantonRailway was resumed

2003KCR West Rail opened

1982 KCRC was established

2007 KCRC was taken over by MTRCL

Time Spent onDaily Transport

Average Time Spent on a single Journey

Max. speedof MTR Train

Max. speedof KCR Train

160km/hr13

5km

/hr

1:350 Continuous Plan

8:47

8:43

9:02

9:03

9:08

9:13

9:25

9:27

8:45

9:00

8:55

8:50

9:15

9:10

9:05

9:20

9:25

Key of Activities

F&BBank

RetailsTransport

Sun Light

Artificial Light

230

297

314

325

314

200

200

314

314

240

242

126

307

345

385

214

232

245

Average LUX Level

INTRODUCTION

Slowness - Beyond Fastness

In average, passengers in Hong Kong spend about 80 minutes in public transport journey every weekday. It is not a short period of time in this fast-paced city where people merely have 2 hours personal time to relieve every weekday.

The travelling time is considered as non-productive because it is neither here nor there. Advanced technology created high speed transportation system to accelerate our transport journey. It aims to minimize the time spent and maximize the efficiency. Fastness is dominated while slowness is discriminated in transportation.

However, the time spent on transportation was not shortened. No matter how the speed increases, a significant portion of the urban life is spent on the transportation journey. The fastness in transportation facilitated the development of the rural areas. Citizens thus travel to the farther des-tinations spending similar period of time. On the way pursuing absolute fastness in transportation, it is the time to pause and think about a ques-tion ‘Is fastness enough? Is efficiency everything?’

Slowness is another choice to fastness. Slowness allows events and encounters to happen. Fast and slow elements can create diversities in a journey. They should be coexisting in the transportation journey, the passengers not only deserve a fast journey, but also a more enjoyable journey composed of different speed.

RESEARCH

Record of a Journey – IntroductionThe research study started from record of my school day journey. The route of that particular day was traced on the map. Further analysis on the MTR journey from Tai Wo Hau (Home) to University Station (School) was recorded in various method in the followings pages.

Record of a Journey – DetourThe direct measurement from Home to School is 10km while the travel distance along the MTR is 22km. This indirectness is a kind of detour. Detour commonly occurs in transportation due to efficiency of infrastruc-ture cost. Movements in the city or between cities are centralized in high-way or railway which is built under social and economic considerations. Fastness is not an absolute and static notion. Detour give birth to relative and dynamic dimension in transportation.

Tai Wo Hau Station



University Station









Sun Light

Artificial Light

Density of Passenger MovementLUX Level

Density of Passenger

dB Level

Speed

SurroundingSelf-movement

Max.Avg.

8:45

9:00

8:55

8:50

9:15

9:10

9:05

9:20

9:25

230

321

345

256

314

200

206

209

333

272

126

307

345

385

232

245

313

543

650

663

500

450

484

484

477

493

649

493

526

775

500

533

MTR runs mostly underground to preserve the development above the built up urban area. This makes the MTR station a multi- level building complex. Due to uninterrupted operation of the trains, the concourse and platform distributed in split levels. While the function is separated in split discrete levels, the interrelationship of programme and the whole process of MTR are not appar-ent. The split in level needs to be connected not only for passenger circulation, but also for programme interac-tions. There are six levels connect-ing with 5 vertical circulation throughout the journey. The vertical circulations take the form of staircases, escalator or lift.

Space

intimate space

Density

- 0.45m

- 1.2m

- 3.6m

- 7.6m

personal space

social sapce

public space

Edward T. Hall's personal reaction bubbles

The subway establishes centers of activity. By only allowing people to enter and exit the transit network at a limited number of places, it creates concentrations of people. Concen-trating people is beneficial for businesses by creating social centrality. However, over-crowding will eliminate social interac-tions and create negative feeling, such as depressed and suffocated.

Noise level influences the human activity. The background noises throughout the journey are quite high due to the operation of the train and other machines. The repeated broadcastings of the station also contribute to the unpleasant acoustic environment. Some parts of the journey are barely allowing loud conservations. Thus, activities require quiet condition (<65dB) are not encouraged unless an acoustically isolated space is created. Listening music and playing smart phone are symbols of sense of alienation in the environment.

85-90 dB : 4 times as loud as 70 dB. Likely damage 8 hr expSound of automatic fare collection machineArrival and departure of train Broadcasting of the station

80-85 dB : 2 times as loud as 70 dB. Possible damage in 8 hr exposure.Operation of the trainOperation of escalatorBusy enclosed circulation tunnel

75-80 dB : Upper 70s are annoyingly loud to some people.Larger circulation spaceLess busy circulation tunnelQuiet platform

Sound

According to Richard Kelly, lighting design is consist three elements: focal glow, ambient luminescence, play of brilliants. Interplay of light and shadow has power to lure and attract. Various atmosphere and intended program can be perceived under different lighting environment.

General artificial lighting – eradicating shadows (500 LUX, normal office)Over half of the time of the journey is undergone without exposure to outside. Thus, it heavily depends on the artificial lighting fittings. Rolls of fluorescent light tube and LED lights are allocated all along the journey which produce boring lighting effects. Circulation spaces flanked by retails are brighter than standards.

Day light and Moving shadow – connection to the exteriorThe exposure to day light allows the fluctuating exterior conditions to be reflected to the interior, i.e. mostly platform and train compartment. Together with the movement of train compartment, the day light create moving shadow as a lighting effect.

My thesis is aimed to review the relationship be-tween MTR and the City. The travel journey in the MTR is a indispensable Existing MTR is an en-closed and detached system from the city. Inter-change between MTR and the city is anticipated.

Underground Station as urban connector

between MTR and the City

200400800 600 LUX

Light

9080706040 50 dB

80km/h

5km/h

Surrounding movement involves the motion of any object, such as passengers, train and other cityscape. It is dominated by the rhythm of train drop-off. The surrounding movement sometimes contrasts with self-movement to create a sense of detachment of the space of existence.

Self-movement involves the motion we generated by ourselves, excluding the acceleration facili-ties such as trains and escalator. It is autonomous so that we are supposed to control on our own. However, the single transportation function and uni-direction circulation take over the autonomy. This makes the space throughout the journey not favorable to other public use.

Visual perception is not passive activity of receiving impressions of light on the retina. Vision is associ-ated with nerve and muscle move-ments and the aesthetics with mental sensation caused by those movements. How we see is insepa-rable from what we see. For exam-ple, we will try to follow the moving objects or scene in our visual field. Visual simulation becomes more important than the other bodily simulation in relatively passive type of locomotion, such as waiting at platform or travelling in the train.

Flow Space

MTR ExitCirculation Tunnel

StaircasePlatform

Train CompartmentPlatformEscalator

Circulation TunnelConcourseEscalatorPlatform

Train CompartmentPlatform

Train CompartmentPlatformStaircaseConcourseStaircase

MTR Entrance

5m60m18m13m5m

28m18m80m12m13m10m21m13m4m7m

12m44m17m2m

Total walk distance: 382mTotal travel distance: 22,000m

we are 1.8m tallheadroom ranged from 2.1m to 6m

Walk distanceSequence of SpaceHeadroom

Record of Journey

TimeSequence

SpatialSequence

MTR Exit

Circulation Tunnel

Staircase

Platform

Train Compartment

Platform

Escalator

Circulation Tunnel

Concourse

Escalator

Platform

Train Compartment

Platform

Train Compartment

Platform

Staircase

Concourse

Staircase

View


StaircasePlatform





MTR Entrance

6.0m

5.3m

4.3m

4.8m

7.2m

Sequence of Space Vertical Circulation

Down

Up

Up

Down

Down

View SpaceFlowDensitySoundLight

4,300,00045%
















Elevated

/8527On Ground

/8519Underground

/8539

46%Underground

of Total MTR Stations are


8:47

8:43

9:02

9:03

9:08

9:13

9:25

9:27

RESEARCH

Record of a Journey – qualities “Architectural experience is an accumulation of sensations brought about through movement within a built space”

(August Schmarsow, 1905)

Instead of the stationary perception of architectural form, the movement through space consist the majority of architectural experience. The fluc-tuations along the journey bring influences to our sensations which con-struct the continuous space and experience.

Tai Wo Hau Station



University Station









37mins

50mins

42mins

43mins

47mins

79mins

78mins

78mins

1970

1980

1990

2000

2010

2007MTRCL

took over KCRC


















160km/hr13

5km

/hr


8:47

8:43

9:02

9:03

9:08

9:13

9:25

9:27

8:45

9:00

8:55

8:50

9:15

9:10

9:05

9:20

9:25

Key of Activities

F&BBank

RetailsTransport

Sun Light

Artificial Light

230

297

314

325

314

200

200

314

314

240

242

126

307

345

385

214

232

245

Average LUX Level

Record of Journey

TimeSequence

SpatialSequence

View SpaceFlowDensitySoundLight

RESEARCH

Record of a Journey – time and spaceSix qualities which contributed to our sensations are recorded along the journey. Some feelings created sense of alienation in MTR to be avoided while some moments should be celebrated. The qualities on the left side are record from time-based sequence (44-minute travel journey). That on the right side is record from physical dimension sequence (394m walking journey).

RESEARCH



dB Level

Speed


Max.Avg.

230

321

345

256

314

200

206

209

333

272

126

307

345

385

232

245

313

543

650

663

500

450

484

484

477

493

649

493

526

775

500

533

According to Richard Kelly, lighting design is consist three elements: focal glow, ambient luminescence, play of brilliants. Interplay of light and shadow has power to lure and attract. Various atmosphere and intended program can be perceived under different lighting environment.

General artificial lighting – eradicating shadows (500 LUX, normal office)Over half of the time of the journey is undergone without exposure to outside. Thus, it heavily depends on the artificial lighting fittings. Rolls of fluorescent light tube and LED lights are allocated all along the journey which produce boring lighting effects. Circulation spaces flanked by retails are brighter than standards.


200400800 600 LUX

Light

4,300,00045%






dB Level

Speed


Max.Avg.

230

321

345

256

314

200

206

209

333

272

126

307

345

385

232

245

313

543

650

663

500

450

484

484

477

493

649

493

526

775

500

533

Record of a Journey – LightAccording to Richard Kelly, lighting design is consist three elements: focal glow, ambient luminescence, play of brilliants. Interplay of light and shadow has power to lure and attract. Various atmosphere and intended program can be perceived under different lighting environment.

General artificial lighting – eradicating shadows (500 LUX, normal office)Over half of the time of the journey is undergone without exposure to outside. Thus, it heavily depends on the artificial lighting fittings. Rolls of fluorescent light tube and LED lights are allocated all along the journey which produce boring lighting effects. Circulation spaces flanked by re-tails are brighter than standards.


Introduction of natural light in the station can be the subtle reminder for arrival and departure for the passenger on the train. Therefore, passen-gers are no longer fully relying on the mechanical broadcasting system and LED displays for notification.

RESEARCH



dB Level

Speed


Max.Avg.

230

321

345

256

314

200

206

209

333

272

126

307

345

385

232

245

313

543

650

663

500

450

484

484

477

493

649

493

526

775

500

533



dB Level

Speed


Max.Avg.

230

321

345

256

314

200

206

209

333

272

126

307

345

385

232

245

313

543

650

663

500

450

484

484

477

493

649

493

526

775

500

533

Record of a Journey – SoundNoise level influences the human activity. The background noises throughout the journey are quite high. Some parts of the journey are barely allowing loud conservations. Thus, activities require quiet condi-tion (<65dB) are not encouraged unless an acoustically isolated space is created. Listening music and playing smart phone are symbols of sense of alienation in the environment.

However, the relationship between sound and journey is not confined in the loudness. The operation of the train and other machine, together with the repeated broadcastings of the station, contribute to the unpleas-ant acoustic environment along the journey. This environment contrasts with the sound of gathering and social activities, which representing the vitality of the city. Thus, noise barrier to block the mechanical noise of railways and roads are crucial in creating environment for social activities and gatherings in the urban environment.

Noise level influences the human activity. The background noises throughout the journey are quite high due to the operation of the train and other machines. The repeated broadcastings of the station also contribute to the unpleasant acoustic environment. Some parts of the journey are barely allowing loud conservations. Thus, activities require quiet condition (<65dB) are not encouraged unless an acoustically isolated space is created. Listening music and playing smart phone are symbols of sense of alienation in the environment.

85-90 dB : 4 times as loud as 70 dB. Likely damage 8 hr expSound of automatic fare collection machineArrival and departure of train Broadcasting of the station

80-85 dB : 2 times as loud as 70 dB. Possible damage in 8 hr exposure.Operation of the trainOperation of escalatorBusy enclosed circulation tunnel

75-80 dB : Upper 70s are annoyingly loud to some people.Larger circulation spaceLess busy circulation tunnelQuiet platform

Sound

9080706040 50 dB



dB Level

Speed


Max.Avg.

230

321

345

256

314

200

206

209

333

272

126

307

345

385

232

245

313

543

650

663

500

450

484

484

477

493

649

493

526

775

500

533RESEARCH

intimate space

Density

- 0.45m

- 1.2m

- 3.6m

- 7.6m

personal space

social sapce

public space

Edward T. Hall's personal reaction bubbles

The subway establishes centers of activity. By only allowing people to enter and exit the tran-sit network at a limited number of places, it creates concentrations of people. Concentrat-ing people is beneficial for businesses by creating social centrality. However, over-crowding will eliminate social interac-tions and create negative feeling, such as depressed and suffocated.



dB Level

Speed


Max.Avg.

230

321

345

256

314

200

206

209

333

272

126

307

345

385

232

245

313

543

650

663

500

450

484

484

477

493

649

493

526

775

500

533

Record of a Journey – DensityDensity of passenger fluctuates along the journey. It reached the maxi-mum in between the interchange stations of Prince Edward and Kowloon Tong. The subway establishes centres of activity. By only allowing people to enter and exit the transit network at a limited number of places, it creates concentrations of people, personal space being invaded, create sense of alienation. over-crowding will eliminate social interactions and create negative feeling, such as depressed and suffocated. Concentrating people is beneficial for businesses by creating social centrality.



dB Level

Speed


Max.Avg.

230

321

345

256

314

200

206

209

333

272

126

307

345

385

232

245

313

543

650

663

500

450

484

484

477

493

649

493

526

775

500

533RESEARCH

80km/h

5km/h

Surrounding movement involves the motion of any object, such as passengers, train and other cityscape. It is dominated by the rhythm of train drop-off. The surrounding movement sometimes contrasts with self-movement to create a sense of detachment of the space of existence.

Self-movement involves the motion we generated by ourselves, excluding the acceleration facili-ties such as trains and escalator. It is autonomous so that we are supposed to control on our own. However, the single transportation function and uni-direction circulation take over the autonomy. This makes the space throughout the journey not favorable to other public use.

Flow



dB Level

Speed


Max.Avg.

230

321

345

256

314

200

206

209

333

272

126

307

345

385

232

245

313

543

650

663

500

450

484

484

477

493

649

493

526

775

500

533

Record of a Journey – FlowFluctuation of Flow provides ever changing movements in the space. The fluctuations of passenger flow are always augmented in mass transport. Due to cost effectiveness, sufficient passengers are accumulated in a waiting zone for a single ride. This create fluctuations of passenger flow while arrivals and departures. The gathering and scattering of passenger occurs from time to time.

Surrounding movement involves the motion of any object, such as passengers, train and other cityscape. It is dominated by the rhythm of train drop-off. The surrounding movement sometimes contrasts with self-movement to create a sense of detachment of the space of exist-ence.

Self-movement involves the motion we generated by ourselves, exclud-ing the acceleration facilities such as trains and escalator. It is auton-omous so that we are supposed to control on our own. However, the single transportation function and uni-direction circulation take over the autonomy. This makes the space throughout the journey not favourable to other public use.

Visual perception is not passive activity of receiving impressions of light on the retina. Vision is associ-ated with nerve and muscle move-ments and the aesthetics with mental sensation caused by those movements. How we see is insepa-rable from what we see. For exam-ple, we will try to follow the moving objects or scene in our visual field. Visual simulation becomes more important than the other bodily simulation in relatively passive type of locomotion, such as waiting at platform or travelling in the train.

SpaceTotal walk distance: 382mTotal travel distance: 22,000m

MTR Exit

Circulation Tunnel

Staircase

Platform

Train Compartment

Platform

Escalator

Circulation Tunnel

Concourse

Escalator

Platform

Train Compartment

Platform

Train Compartment

Platform

Staircase

Concourse

Staircase

View

RESEARCH

Record of a Journey – ViewVisual perception is not passive activity of receiving impressions of light on the retina. Vision is associated with nerve and muscle movements and the aesthetics with mental sensation caused by those movements. How we see is inseparable from what we see. For example, we will try to follow the moving objects or scene in our visual field. Visual simulation becomes more important than the other bodily simulation in relatively passive type of locomotion, such as waiting at platform or travelling in the train. View is related to orientation of the passenger. There are 19 turnings throughout the journey which makes detached from the city. Way finding in MTR heavily dependent on signage.

MTR runs mostly underground to preserve the development above the built up urban area. This makes the MTR station a multi- level building complex. Due to uninterrupted operation of the trains, the concourse and platform distributed in split levels. While the function is separated in split discrete levels, the interrelationship of programme and the whole process of MTR are not appar-ent. The split in level needs to be connected not only for passenger circulation, but also for programme interac-tions. There are six levels connect-ing with 5 vertical circulation throughout the journey. The vertical circulations take the form of staircases, escalator or lift.

SpaceSoundMTR Exit

Circulation Tunnel StaircasePlatform





MTR Entrance

6.0m

5.3m

4.3m

4.8m

7.2m

Sequence of Space Vertical Circulation

Down

Up

Up

Down

Down

Space


StaircasePlatform





MTR Entrance

5m60m18m13m5m

28m18m80m12m13m10m21m13m4m7m

12m44m17m2m

Total walk distance: 382mTotal travel distance: 22,000m

we are 1.8m tallheadroom ranged from 2.1m to 6m

Walk distanceSequence of SpaceHeadroom

RESEARCH

Tai Wo Hau Station



University Station









37mins

50mins

42mins

43mins

47mins

79mins

78mins

78mins

1970

1980

1990

2000

2010

2007MTRCL

took over KCRC


















160km/hr13

5km

/hr


8:47

8:43

9:02

9:03

9:08

9:13

9:25

9:27

8:45

9:00

8:55

8:50

9:15

9:10

9:05

9:20

9:25

Key of Activities

F&BBank

RetailsTransport

Sun Light

Artificial Light

230

297

314

325

314

200

200

314

314

240

242

126

307

345

385

214

232

245

Average LUX Level

Record of a Journey – SpaceMTR runs mostly underground to preserve the development above the built up urban area. This makes the MTR station a multi- level building complex. Due to un-interrupted operation of the trains, the concourse and platform distributed in split levels. While the function is separated in split discrete levels, the interrelation-ship of programme and the whole process of MTR are not apparent. The split in level needs to be con-nected not only for passenger cir-culation, but also for programme interactions. There are six levels connecting with 5 vertical circulation through-out the journey. The vertical circu-lations take the form of staircas-es, escalator or lift.

Record of a Journey – Unfolded modelThe model shows the various spaces and spatial sequence along the journey. However, we only feel the typical and monotonous station in daily travel. Changes and fluctuations along the journey are hidden by the repetitive stations.

RESEARCH

Dull

RESEARCH

??

Lost

Restricted

Diagrams of MTR Station DesignMTR station not only accommodates the function of entering, waiting and continuing in the MTR journey. It can also actively interact with the vibrant urban environment so that contribute to the citizen’s understanding of MTR. According to the record of six qualities, feelings of particular moments are addressed. These moments are inspirations to the station design. Suggestions of the station design are stated in the diagrams.

Most of the station area are indoor, especially the underground stations. Creating light well can reduce monotonous artificial lighting and bring vitality to the station.

Narrow space of the tunnel restricted passengers mentally and physical-ly. Pockets space is added along the narrow tunnel to promote activities and gathering instead of solely movements. Consecutive spaces can also be linked up to allow both movements and gatherings.

Lack of visual reference in the station leads to loss of orientation in the MTR journey. Instead of relying on signage, having visual corridor and open design of the station can help the way finding of passengers.

RESEARCH

?

Chaotic Noisy

NoisyDisjunctCrowding

The concentration of the passenger can considered as commercial bene-fits instead of bottleneck. Shops are introduced as a buffer zone in man-aging the tidal flow of passengers.

The station accommodates tremendous passengers flow. Bi-directional flow crossed may create unpleasant and congested situation. Circula-tions in different directions are reorganized by separation or overlapping to reduce the chaotic situation.

There are 5 levels changes throughout my MTR journey to School. Verti-cal circulation becomes important to connect the activities between lev-els. The above provides two options to doing so.

The operation of the train may create unpleasant noise to the surround-ings. The platform can be altered to reduce the noise level.

CONTEXT

Open space Commercial GIC ResidentialLand use N

Satellite map scale 1:1000 N

Prince EdwardThe test site located at the interchange station between Tsuen Wan line and Kwun Tong line – Prince Edward Station.

Prince Edward is an old mixed use district in Kowloon. There are old tenement building and new residential towers. Commercial building and shopping malls are mostly located on both sides of Nathan Road. The street activities are hustle and bustle in this district. There are numbers of cross border bus stations in the area which attract tourist and passengers from the mainland.

CONTEXT

retail F&Bbanktransport publicActivities mapping NKey of Activities

F&BBank

RetailsTransport

230

297

314

325

314

200

200

314

314

240

242

126

307

345

385

214

232

245

Average LUX Level

Street ActivitiesStreet activities are highly related to the street frontage. The programme of the street frontage is mapped on the right. The police station fenced the whole land lot and therefore reduced the street activities along the fenced wall. The other part of the mapping shows rich activities on the street. Some streets are concentrated with restaurant while some are shopping street. The MTR entrances (dark blue dots) are mostly located at the corner of building blocks which bring convenience to the users. When compared the activities mapping of MTR journey with that of Prince Edward, the or-ganized shops in MTR concourse are controlled with less varieties. This leads to the segregation between ground level and underground levels in activities.

N1:500 Exsisting Site Planwith User Pattern

1:200 Exsisting Site Section

Flower MarketLady MarketGold Fish MarketCross BorderBus Station

MTR Transaction

Station UsersThere are numbers of attractors around Prince Edward Station. MTR us-ers connect with these neighboring places in different ways. During site analysis, the routes of different MTR users are recorded. Five outstanding activities are highlighted, namely MTR transactions, cross border bus station, gold fish street, lady market and flower market.

These activities are currently happened solely on street level, except the MTR transaction. By studying the street spaces in sections, the spatial qualities will be brings into the concourse level. Therefore, various activ-ities are invited to the underground.

CONTEXT

Transport

View 5

View 4

View 1&2

View 3

Communal/ shared Police Station Residential Commercial

CONTEXT

View 1-3

View 4

View 5

Street ActivitiesPrince Edward station is under the busy Nathan Road and flanked by the Mongkok Police station. The police station currently occupied the whole building block (100m x 100m) at the city centre. By reallocating the police station and two corner buildings on the opposite side of the road, the connections between MTR station and the ground are changed. Edges around the police station are relatively passive. The project aims to activate the inactive edges by connecting underground and ground levels.

CONTEXT

Existing Area CalculationOver 60% of the land is outdoor parking in the existing police station. Un-derground parking is proposed to release the ground floor for the public. The existing old police station building is preserved and engaged to the new built MTR mall under and above ground. The MTR mall at the urban centre aims to financially support the revitalization of the MTR station.

STATION ANALYSIS

To Central

To Tsuen Wan

To Tiu Keng Leng

To Tsuen Wan

To Tiu Keng Leng

To Yau Ma Tei

To Central

To Yau Ma Tei

Station zoning non-paid paid service N

Spatial Configuration The station is built under Nathan Road in 1979. Except the lift under construction, the station is connected to the ground surface entrance by staircases and tunnels. It is a typical island type MTR station which railways run on the side of the island platform. Stacking of two layers of platform plus a concourse level formed the interchange station. While service area located at both ends of the station, the rest of platform levels are all paid area. Circulation within the station is confined in the middle of the station.

non-paid:

3300sm

17%

Area Calculation

Circulation Diagramdirect measurementactual path

paid:

6700sm

36%

service:

9000sm

47%

service:

9000sm

47%shop:

300sm

2%

open:

8000sm

42%verticle

circulation:

1700sm

9%

STATION ANALYSIS

Circulation evaluation - concept diagramCirculation between the MTR entrance and platform screen door is re-corded. The route of actual path and direct measurement is compared in the concept diagram on the right. There are detour for better control of the human flow. The actual path is about two times longer than the direct measurement. Absolute efficiency is not achieved in the station design.

When a lattice is introduced to the MTR station, numerous more direct routes in brown colour (shorter than the actual path) can be draw along the lattice. This provides possibilities for passenger to determine their route in an efficient way. Moreover, flexibility in term of programme of the station is expected within the lattice.

concourse level

upper platform

lower platform servicepaid areanon-paid area

section along direct straight path

section along actual path

STATION ANALYSIS

Circulation evaluation - sectionSection of direct measurement and unfold section along actual path are compared. There are six turnings along the actual path. Its spatial sequence started from narrow tunnel, concourse to escalator, then the platform. The vertical circulations are relatively narrow and monotonous in term of activities.

STATION ANALYSIS

Visitor

Retail Sales

Passer-by

Frequent Users

Barrier Free

Staff

approx. period: 7min



approx. period: 3.5min



Circulation evaluation - layers of routeThe transportation is conceived as an overlap of layers of route. Pas-sengers in transportation have different needs. Although they may share the same destinations, they can have different routes and enjoy different space and environments.. Mass transit serving the public passengers, different users perform different pattern of activities and demand a differ-ent journey from their perspective. The travel patterns of different users in the Prince Edward Station are recorded above. The combined layers of route created the existing station. The needs of different users are to be evaluate during the design process.

Design Concept

Existing

Cracking

Transforming

Cracking and TransformingBy Cracking, city and the station merges. Underground spaces are re-linked to city and programmed for urban dwellers’ daily use. Vibrancy of the city is brought down to underground level. The enclosed station is opened up, allowing visual connections between the travellers and the city, the dwellers and the railway.

By transforming the structural system, the spatial quality of the station can be manipulated, stations are no longer homogeneous and repetitive, but more consistent with the urban fabric above ground.

Design Process

Initial SketchesSlow element, social interactions, public activities are to be injected to the station. The MTR station is no longer a solely functional transportation node. It is envisioned to be a prototype of social centre which become a network of urban living nodes.

transport movments

car ramp to parking

vertical circulation

police station

Residential on void

Retail on spiral around void

Design Process

Vertical circulations are allocated along the voids. This allow visual con-nection from passenger to MTR train. Thus, the perception to MTR train starts orientating passengers while entering.

Juxtapositions of programme of different speed allow exchange of fast and slow activities. Collages below show the initial ideas.

1:00 Section A A’

Design Process

view 4

view 5

A

B’

C’

A’

1:2000 B1/F plan -5.0

B

C

1:500 Section C C’

Design Process

1:500 Section B B’

Ground level

Upper Concourse LevelLower Concourse LevelPlatform levels

Structural frame

User - Public

User - Traveler

User - Shopping

Void (Cracking)

Extension of Existing grid

Existing Station

servicepaid areanon-paid area

paid areanon-paid area

Final Design

ProgrammePublic space is insufficient in the prince Edward neighborhood. The high dense urban area reserves land mostly for commercial use. The revital-ization of MTR station creates extra space for public programme at the city centre.

Many cross border bus companies concentrate their stations in Prince Edward. The current cross border route gather travelers at the ground levels. The queues on the street and shutter buses often create conges-tion on ground. The revitalization of MTR incorporates underground cross border bus stations. The flow of visitors are extended into the new MTR station

Retails originally located in the concourse level are relocated to the new MTR mall. This releases space of the lower concourse for public use. The MTR mall interlocks with the strip void. The retail shops face directly to the busy MTR traffic. Thus, the commercial value of shops enhanced.

1:1000

Final Design

Final Design

1:10001:1000

Concourse is extended vertically and horizontally. The upper concourse acts as the new interface between the underground and above ground. The travelers from the cross border bus station at the north diffuse into the concourse smoothly. The daily dwellers move freely in the concourse. The interface becomes the network containing different users.

Sectional Perspective AA’

Final Design

1:600Section BB’

Final Design

The new MTR station acts as a machine for urban exchange. These are mutual sharing between levels and between programmes. Public pro-gramme of the new station extends outward above ground. The void space expends inwards to underground.

Sectional Perspective CC’

Final Design

The escalator shaft on the left directly brings the passenger down ef-ficiently. The void on the right is flanked by public programme. These create different experience, thus different journey to the passengers.

Final Design

The underground railway was opened up and revealed to the city. The underground journeys are no longer segregated from the city. It becomes mutual influences to both MTR passengers are local dwellers.

The commercial billboards are replaced by the new MTR mall across the railway. Passenger has visual connections to the opposite side while waiting for trains. Thus, the new MTR mall not only acts as retail stores, but also becomes advertisement itself.

The void for vertical circulation connecting platform and concourse are expanded. This allows more transparency for passengers. The enclosed feel was replaced by visual contacts.

The concourse acts as the continuation of the ground activities. Different programmes gather here while the transportation facilities are kept. The efficiency was not affected after revitalization.

The journey related to MTR station is changed. The train (destination) is visible from the ground floor. This helps the clear orientation of the passenger.

Final Model

1:500 Site Model

1:500 Site Model

Final Model

1:150 Sectional Model

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Credit

Thesis dicsussion (Roger Wu, Julie Poon, Sally Tang, Grace Chan, Vanissa Ou-yang, Dick Wong)Model-making (Julie Poon, Dannes Kok, Hui Kin Fung, Vivian Au, Safina So)

chumanho thesis

Documents