REVALUING THE GIZA PLATEAU AS A HISTORICAL, TOURISTIC SITE THROUGH AN INTEGRATED TRANSPORTATION HUB

GRADUAT I ON PROJ ECTI IT HES I S ARCN481

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GRADUATION PROJECT THESIS 2 SPRING 2021

REVALUING THE GIZA PLATEAU AS A HISTORICAL, TOURISTIC SITE THROUH AN INTEGRATED, ONE-STOP TRANSPORTATION HUB Christina Magued Architecture & Engineering Technology Credit Hour Program, Faculty of Engineering, Cairo University

Abstract The Giza Plateau is a representation of the ancient Egyptian history all over the world; therefore, the Egyptian government is currently deploying lots of efforts to develop the Giza Pyramids and the Grand Egyptian Museum Area, aiming to raise the historical and touristic value of this great site. Similarly, the “Transcendence Complex” with all its typologies is participating in this development. The Pyramids and GEM area suffers from serious traffic issues, represented in congestion and pollution, thus these issues have a negative effect on the tourism in the area. Moreover, there still a need to connect between the various means of public transport of the government strategy, as well as a need for a transportationrelated facility or hub that provides the residents and the tourists more adequate and organized sustainable transportation services and could be an attractive destination itself. Hence, this research aims to study concepts and guidelines to design a green integrated multimodal transportation hub with a one stop experience that serves the surrounding area at both the urban and architectural scales. The paper discusses the multimodality approach, the proposition of a traveler-centered urban mobility system and the concepts of space, mobility and affects. In addition to this, it shows some case studies with a defined criterion to help reflect on the design of the project and finally proposes design solution for the hub and its expected impact.

Keywords Historical Site, Giza Plateau, Tourism, Lack of Connectivity, Sustainable Transportation, Multimodal Hub, Ease of Mobility, Destination Attractiveness.

REVALUING THE GIZA PLATEAU AS A HISTORICAL, TOURISTIC SITE THROUGH AN INTEGRATED, ONE-STOP TRANSPORTATION HUB CHRISTINA MAGUED AGAIBY

Thesis Outline

Abstract ............................................................................................................................... 1 Keywords ............................................................................................................................ 1 Thesis Outline ..................................................................................................................... 2 List of Tables ...................................................................................................................... 4 1.

INTRODUCTION ..................................................................................................... 5

1.1.

1.2.

1.3.

1.4.

1.5.

Problem Definition ................................................................................................................ 6 Objectives............................................................................................................................... 6 Argument ............................................................................................................................... 7 Limitations ............................................................................................................................. 7 Context Overview.................................................................................................................. 7

2.

INTELLECTUAL CONTEXT ................................................................................ 9

2.1. Achieving the Role of Transportation Hubs through Multimodality and Centrality ..... 9 2.1.1.

Multimodality at the Urban Level ................................................................................... 9 2.1.2.

Multimodality and Centrality Creating a One-Stop Experience at the Architectural Level 10 2.2. Enhancing the Traveler Experience through a Traveler-Centered Mobility System... 11 2.2.1.

Traveler Experience with the Components of the TUMS ............................................. 11 2.2.2.

Travel Value via Traveler-Centered Indicators............................................................. 11 2.2.3. Application of the Traveler-Centered Way in the Transport Hub Design .......................... 13 2.3. Creating a One-Stop Experience through the Engineering of Affect and Mobility within the Design......................................................................................................................................... 13 2.3.1. Relation between Affect and Mobility ................................................................................ 13 2.3.2. Concepts of Space, Mobility and Affect ............................................................................. 14 2.3.3. Modalities of Coercion and Seduction in the Hub Space Design ....................................... 14 2.4. Enhancing Sustainability in the Transportation and Tourism Industries..................... 14

3.

CASE STUDIES ...................................................................................................... 15

3.1.

3.2.

3.3.

Case Study 1: Saint-Denis Pleyel Train Station; Paris, France ...................................... 15 Case Study 2: Fulton Center; Lower Manhattan, New York, United States................. 18 Reflections on Design .......................................................................................................... 21

4.

PROJECT DESCRIPTION ................................................................................... 22

4.1. Site Analysis......................................................................................................................... 22 4.1.1.

Contextual and Environmental Analysis ....................................................................... 23 4.1.2.

Accessibility and Visibility ........................................................................................... 23 4.2. Conceptual Design .............................................................................................................. 23 4.3. Form Generation and Development .................................................................................. 25 4.3. Design Development............................................................................................................ 25 4.3.1. Zoning and Spatial Experience ............................................................................................ 26

5.

Design Expected Impact ......................................................................................... 28

GRADUATION PROJECT THESIS 2 SPRING 2021

References ......................................................................................................................... 29

List of Figures Figure 1: "Transcendence Complex" Master Plan .................................................................................. 8 Figure 2: Modes of Public Transport in the Giza Plateau Area .............................................................. 8 Figure 3: Hub-and-Spoke Network ....................................................................................................... 10 Figure 4: Traveler Experience Analogy ................................................................................................ 12 Figure 5: Traveler Centered Urban Mobility Performance Sytem........................................................ 13 Figure 6: Components of Sustainable Transport................................................................................... 15 Figure 7: Saint-Denis Pleyel Ascending Masses .................................................................................. 16 Figure 8: 3D Section showing the Metro Station at the Basement Level ............................................. 17 Figure 9: Saint-Denis Pleyel Dynamic Façade ..................................................................................... 17 Figure 10: Saint-Denis Pleyel Central Well .......................................................................................... 18 Figure 11: Fulton Center Exterior Shot................................................................................................. 18 Figure 12: Fulton Center Atrium with the Conical Dome .................................................................... 19 Figure 13: Fulton Center Site Plan........................................................................................................ 20 Figure 14: Fulton Center Five Storeys .................................................................................................. 20 Figure 15: Fulton Center "Oculus" ....................................................................................................... 21 Figure 16: Concept Illustrations/ A Network with brancjes coming out of a Main Node .................... 24 Figure 17: Transportation Hub Bird`s Eye View .................................................................................. 24

REVALUING THE GIZA PLATEAU AS A HISTORICAL, TOURISTIC SITE THROUGH AN INTEGRATED, ONE-STOP TRANSPORTATION HUB CHRISTINA MAGUED AGAIBY

Figure 18: Six Steps of the Form Generation ....................................................................................... 25 Figure 19: Project Zoning ..................................................................................................................... 26 Figure 20: Project Layout.......................................................................................................................... 21 Figure 21: Main Entry Level Floor Plan ............................................................................................... 24 Figure 22: : Secondary Basement Plan ......................................................................................................... 24 Figure 23:Hotel Entry Level with Basement ........................................................................................ 25 Figure 24: Other Floor Plans................................................................................................................. 26 Figure 25: Project sections and Elevations ........................................................................................... 26

List of Tables Table 1: Components of Technical Urban Mobility System Source: Al Maghraoui et al., 2017 ......... 11 Table 2: Travel Scenarios Concepts Source: Al Maghraoui et al., 2017 .............................................. 12

GRADUATION PROJECT THESIS 2 SPRING 2021

1. INTRODUCTION The Giza Plateau represents, for Egypt and the whole world, a place where ancient Egyptian History, one of the earlier civilizations on earth, appears clearly by having the Great Giza Pyramids symbolizing the Egyptian ancestors' beliefs. Therefore, one can easily interpret all the government efforts over the years to develop the Pyramids and Grand Egyptian Museum (GEM) area within an urban development strategy of Greater Cairo (GC). The latter plan aims, in the first place, to raise the heritage value of this historical site, in order to reach a bigger goal which is maximizing its touristic and economic value (UNHabitat,2019). Following the government's footsteps, the proposed “Transcendence Complex” is contributing to the Giza Plateau development project by adding new typologies to the area to address the different issues in the site. The transportation hub is one of the five suggested typologies that introduces a new definition for this type of hubs other than the commonly known about a transit hub, a train station, or a terminal. As above mentioned, the government is tackling the tourism industry deterioration problem in the Pyramids and GEM area thanks to its limited and 2030 ambitious development strategies (UNHabitat, 2019). Therefore, the hub is meant to promote tourism in the area through its transport network and its multifunction space program.

In the second place, GC, on a wider range, and the Giza plateau, on a smaller range, suffer from serious traffic issues represented in significant traffic congestion problems and inefficient public transport systems due to the bad conditions of both the means of transport and the stops and services serving them which results in the incremental dependence on private vehicles. This, with no doubt, is negatively affecting the quality of life in GC, hence, the tourism industry and finally the economy (GOPP, 2016).

Consequently, many short-term and long-term projects focusing on public transport addressed the traffic problems in GC. The Cairo Regional Area Transportation study (CREATS), conducted in 2002, aimed to introduce an extended integrated, multi-modal and sustainable transport master plan until 2022 (UNDP, 2008). Not only-but also, the 2050 Cairo Vision, presents Cairo as: global, green and, most importantly, connected and proposed many collective transit systems that provide comfort and save time, including metro lines, a Bus Rapid Transit (BRT) network, a freeways network, a monorail/ super tram, underground garages and exchange stations. Many of these systems will be implemented in the study area, the Giza Plateau, during the next years from 2022 to 2030 (UNHabitat, 2011). Similarly, the transportation hub will be a part of the declared vision by participating in the creation of a seamless, more efficient transport environment in the surrounding complex, the Pyramids and GEM area and the wider GC region, not only for the residents but also, for the domestic and international tourists, in addition to being a tourism attraction itself.

This paper starts with an introduction discussing the research topic of interest and the main research problem is then declared pointing out the degradation of the transport system, hence, the tourism industry in the Giza Plateau and the need for a more integrated and connected transit system. The following section explains the argument behind the project which enables it to serve the transport system in the site through its architecture and network. The research limitations and the context overview are then discussed. Going along in the paper the literature review/ intellectual context reveals some theories related to efficient transport systems and transportation hubs, then adds some case studies as a guide to a convenient, multi-modal transportation hub design. Afterward, comes the project description presenting the site analysis and how it affected the design and the project formulation and the way the form was generated and developed, followed by the detailed program and architectural drawings of the project. Finally, the conclusion will mention the impact of both the design and the research literature review.

REVALUING THE GIZA PLATEAU AS A HISTORICAL, TOURISTIC SITE THROUGH AN INTEGRATED, ONE-STOP TRANSPORTATION HUB CHRISTINA MAGUED AGAIBY

1.1. Problem Definition As stated by the GOPP, developing the infrastructure of the GC transportation network and creating an environment suitable for tourist prosperity are two of the eight pillars of the vision of GC urban development strategy (UNHabitat, 2019). Papacostas (1987) defined a transportation network as a system of facilities, including buildings, roads, terminals such as bus stations, connected to a control system that carry people and goods from one place to another in an efficient way and during a specific time, for different purposes without being the end goal (Ilham, 2021). In the second place, tourism denotes, not only the act of traveling away from the place of residence but also, a host community, accommodation, transport, different services and other components that result in the success of the whole industry (OECD, 2016). Accordingly, there is a strong obvious interrelationship between transportation and tourism, be it domestic or international, that transportation plays a crucial role in moving tourists to and within a certain destination. Hence, they seek comfort, security, a good price and a short time limit to get a satisfying experience within the transportation network (Tan & Ismail, 2020). Furthermore, transportation is of indispensable importance for the destination residents themselves in their daily lifestyle indeed.

Associating this with the studied site, the aforementioned problems facing the transport system in the Giza Plateau area have a reciprocal impact on the tourism and the overall experience of the visitors of the Pyramids and the GEM site. This effect is due to the lack of connectivity, linkage and efficiency of the different transport modes; thus, it negatively affects the safety and the ease of mobility in this historical site as follows: The traffic and transportation problems of the GCR, in general, appear clearly in the decreasing average travel speed that doesn`t exceed 10 km/h on a business day and 5 to 6 km/h during rush hours in areas suffering from congestion (Khalifa & Fayoumi, 2012) which is the case in the Giza Plateau area with 80% of intersections are saturated. In addition to this, the accident rate is high in the GRC, with estimated numbers of more than 1000 deaths and 4000 injuries per year and the air and noise pollution is about 15 million tons of CO2 per year (Elkouedi & Madbouly, 2007). Hence, all these factors are contributing to decreasing the attractiveness of the Pyramids and GEM site as a destination, despite its great cultural value.

Although the government plans to implement several modes of transport passing through the area within its short-term strategy, it still requires more synchronization between those modes and in a need of a well-organized network that connects the nearest stations to the landmarks of the site such as the Great Pyramids, the GEM, the proposed “Transcendence Complex” where the transportation hub is located or any other surrounding attraction point expected to exist in the future. Beside this serious urbanrelated problem, there is a lack of transportation facilities or buildings with the concept of the hub where we can get multiple transportation-related services at the same location. Furthermore, such a highly important heritage site seeks a more sustainable and green transport system to maintain its monument safe from all possible deterioration.

1.2. Objectives The research aims to examine trends to create a transportation hub, mainly a bus/ cars hub, as a solution, at both the urban and architectural levels, to the transportation problems facing the GRC and the Giza Plateau in a particular way. One of the main goals of the project is to contribute to creating integrated and well-planned networks on different ranges within the area, in the first place, starting from the complex itself by linking its typologies through the ease of mobility of both, the visitors and the goods

GRADUATION PROJECT THESIS 2 SPRING 2021

among them. On a wider range, the hub tends to facilitate the transport from the surrounding stations of public transport to the complex and the surrounding landmarks and maybe cultural and heritage landmarks in the GC out of the study area. This strategy helps encourage tourists and locals to choose the public means in the area over the private ones; as the journey experience will be much easier afterward. Going further, the hub is expected to create a larger intercity network between several Egyptian cities. All these transfers will be completed via sustainable, non-polluting means of transport uniting the whole area together by linking its different points within its networks Moreover, at the architectural scale, the thesis endeavors to discuss some concepts to design a hub that is, unlike the common, a destination itself and a tourism attraction point; as this will attract more visitors to the complex and be one of its revenue sources. Therefore, the hub may act as a stop within the journey or as its end goal. It can also provide services for other private means of transport that serve the tourism industry in the area. Above all, the mentioned objectives could be considered as sub-objectives of a bigger one which is enhancing tourism and preserving the great cultural and historical value of the monumental site by implementing a green organized mobility system.

1.3. Argument In order to achieve the research goals, the design of the hub adopts the concept of creating a facility with a seamless one-stop experience where various functions and services are involved in a single location. It deals with the visitors as its captive audience, thus, it offers them different leisure and retail amenities side to side with the transportation ones. Similarly, the hub will take advantage of the high flow of tourists to show more of the Egyptian culture and history within its spaces. Besides, the dissertation includes the study of some urban trends in the mobility network design which approaches may be also applicable to the space design of the hub to attain the desired user experience stated above, as well as, the sustainability goal that is crucial in such a valuable commemorative region.

1.4. Limitations Studying the features affecting the project, the main limitation facing the hub project is the several and various modes of public transport and the huge transport system that are expected to be executed through the government's future strategy in the surrounding area. This limits the opportunities to build the transportation hub based on a major mode of transport such as a train or a monorail. However, this limitation may create more chances to involve different unusual functions in the hub with the parking and transportation-related services provided in the project as a transport hub. It will include leisure and recreational modes of mobility and many tourism facilities such as accommodation, retail, visitors center, that make it a destination on its own right.

1.5. Context Overview Within the “Transcendence Complex”, the land plot of the transportation hub is allocated nearly in the middle of the five typologies, it contains three topography levels at +45m, +48m, +51m, as shown in Figure (1). The land lot is approximately 21,000 square meters. It`s connected to a complementary transportation-related sub-node, in the communal zone of the complex, where non-motorized transport activities such as cycling, take place. The land plot is linked, like all the typologies, to the service road of the complex at its northern and western sides and is connected at the northern and southern sides to two wide pedestrian streets, separated from the adjacent typologies by green buffer zones to prevent any noise coming from the means of transport or the high flow of people. The land overlooks the Giza

REVALUING THE GIZA PLATEAU AS A HISTORICAL, TOURISTIC SITE THROUGH AN INTEGRATED, ONE-STOP TRANSPORTATION HUB CHRISTINA MAGUED AGAIBY

Pyramids at its south at a distance of 3 kilometers, the GEM at its east and a panoramic view of Cairo at the North.

Figure 1: "Transcendence Complex" Master Plan Source: Author, 2021

Widening the context range, the whole complex, including this land plot, is surrounded by three major modes of public transport in the area which are: the fourth metro line intersecting the southern corner of the complex land at “Al-Nasr” station, the 6th of October monorail line that connects GC to the 6th of October city in the north and the BRT line in the south, as shown in Figure (2). The intersections of these lines may create places for bus stations connected to the hub network.

Figure 2: Modes of Public Transport in the Giza Plateau Area Source: UNhabitat, 2019

GRADUATION PROJECT THESIS 2 SPRING 2021

2. INTELLECTUAL CONTEXT Terminals, stations, or transportation hubs are among the components of a transportation network, defined previously; hence, they may subject to the trends and concepts related to the design of a successful mobility network. Consequently, to provide a sustainable integrated one-stop experience for the hub user, the thesis is looking at some theoretical issues and approaches that are either urban or architecture-related and how they could affect the transportation hub design.

Based on the declared argument, this section tackles the concepts of multimodality and centrality, traveler-centered design and the affective control of space design in transportation hubs. These concepts are studied along with the sustainability approach in the design of mobility systems to create a whole pleasing experience for the visitor and an overall appealing traveling experience for the tourist.

2.1. Achieving the Role of Transportation Hubs through Multimodality and Centrality The main purpose of transport is to create and facilitate the connections between people in different locations whether for work or entertainment and this can be realized through several modes and facilities and includes multiple actors that need coordination to get an effective result with efficient use of all the resources involved (OECD, 2016). In the same way, transportation hubs are considered as nodes in the transportation network where there is a high traffic volume and high connectivity to other nodes and locations (Floerl et al., 2009), and it is a term that can be used for both cargo and individuals transfer. Therefore, the role of transportation hubs is mainly represented in managing and distributing the intracity (within the city) and the intercity (between the cities) flow of goods and passengers in a safe, flexible and environment-friendly way (Siemens, 2011). Here comes the need for the approach of a “multimodal transport” that Harris and Wang (2015) defines as the transportation of goods by more than one mode of transport, for instance, road and rail, where the whole journey or the entire haulage contract from origin to destination is on the responsibility of one multimodal transport operator (MTO).

Actually, this concept can be equally applied to the transportation of passengers from, to and inside the hub (Bolkovska & Petuhova, 2016), thus, the research is dealing with this idea in the current section of the intellectual context.

2.1.1. Multimodality at the Urban Level A multimodal hub is, then, an exchange point that organizes multiple modes and components.

Furthermore, hub-and-spoke is one of the management methods used in planning a multimodal transport hub within a point-to-point network. To better illustrate this network, as shown in Figure (3), it is like exchanging load units, loaded in several trains coming from diverse origin terminals to diverse destination terminals, in a multimodal transport hub; so that the load units heading to the same destination are regrouped together on one train (Bolkovska & Petuhova, 2016). And, whether this exchange is managed between two wagons of the same mean of transport or between two completely different modes, they have to be interconnected to provide a seamless experience to relieve stress and congestion (OECD, 2016).

Applying this idea to the transportation hub project in the GEM area, the hub is intended to interconnect the different modes of public transport surrounding the area. It offers a bus service that transfers tourists and residents from chosen stations of the public transit network to the transportation hub at the “Transcendence Complex”, where distribution and exchange may happen. And finally, passengers,

REVALUING THE GIZA PLATEAU AS A HISTORICAL, TOURISTIC SITE THROUGH AN INTEGRATED, ONE-STOP TRANSPORTATION HUB CHRISTINA MAGUED AGAIBY

going to the same destination, are transferred to one of the important landmarks in the region or other cities outside the GCR by a pre-booked means of transport suitable for each trip, or visitors may have attended their end destination by reaching the complex. For cargo shipment to the complex, the hub provides a freight storage service for some goods which are then distributed to the other buildings of the complex afterward.

Figure 3: Hub-and-Spoke Network Source: Bontekoning, 2006

2.1.2. Multimodality and Centrality Creating a One-Stop Experience at the Architectural Level In an attempt to propose a solution for the transportation problems resulting from the conflict of multiple transportation modes in central areas like squares or stations in capital cities, Khalifa and Fayoumi (2012) suggests engaging motion, living, entertainment and restful places in the central point of the site.

“Reconsidering station transport services so as to position back pedestrians in the heart of the public space” and creating a free central public space for them was one of the actions to be taken to do so (Khalifa & Fayoumi, 2012). This emphasizes the idea of multimodality in transportation hubs as it needs integration of its modes and services in central locations with many uses and activities. On another note, talking about “centrality”, as a characteristic of transportation hubs, in the origindestination traffic, Ullman (1941) declares that the center exists when there is a need for some services to be presented for the surrounding land to which it is central (Fleming & Hayuth, 1994).

Although the concepts of multimodality and centrality are discussed as trends for the urban mobility network design, they would be also helpful in this research to set guidelines for the space design of a transportation hub to create a one-stop experience for the visitor. In other words, creating a central space such as a large hall in the middle of the building of a transit hub or at the intersection of its main axes and adding various activities and functions around it is an optimum solution to facilitate the access of the visitor to the different zones and spaces of the building. As a result, the user is exposed to all the services the designer wants to offer him while standing in one space in the center of the building; so he can benefit from all the services he chooses, let them be entertainment, accommodation, retail-related or other.

GRADUATION PROJECT THESIS 2 SPRING 2021

2.2. Enhancing the Traveler Experience through a Traveler-Centered Mobility System A technical urban mobility system (TUMS) is used to demonstrate how the technical side of the urban mobility system is complicated due to the several physical and virtual components it deals with, as well as a large number of users and information and the interrelations between all of them. This complexity and multiplicity appear during the traveler experience and his interactions with this system (Al Maghraoui et al., 2017). Moreover, Kitchin (2013) proclaims that the components of the urban mobility system, that can be physically recognized, encompass roads, rail, fuel and charging stations, vehicles, terminals and facilities serving the transport network. In addition to this, information and communication technology (ICT) is among the components of this technical system, too (Kitchin, 2013). Transportation terminals, known to be a part of the traveler's mobility journey, have, certainly, a big impact on his experience. For this reason, this section first discusses the stages of the passenger journey and how he values his experience, then, how the architecture of the hub can contribute to a better experience for the traveler based on the traveler-centered approach.

2.2.1. Traveler Experience with the Components of the TUMS Different users, individuals or in groups, deal with the components of the TUMS in different moments of the day, with different destinations and timetables (Al Maghraoui et al., 2017). Nevertheless, the stages through which travelers would pass may be almost alike. For this reason, the EU-FP7 project METPEX (Measurement Tool to determine the quality of Passenger Experience) decomposes the traveler journey into stages to better analyze the “traveler experience” (Woodcock, Osmond, et al. 2014) and the activities done within these stages can be analyzed, in their turns, by three variables: the personal doing, the personal thinking and the personal feeling (Susilo et al. 2015). The stages of the traveling process are described in the following sequence: 1. Realizing the need for mobility; 2. Planning the schedule and itinerary and packaging for the journey; 3. Moving from the origin to the station; 4. Dealing with the transport services like payment and ingress; 5. Traveling in the vehicle; 6. Buying a new ticket and searching for the next vehicle for an interchange, and the latter stage is not a typical one in all the traveling journeys but it may happen; in the end, 7. Getting out of the vehicle when attending the destination (Woodcock, Osmond, et al. 2014).

Consequently, the TUMS consists of some basic infrastructure and mobile components, as shown in Table (1), that serve the traveler during all the journey stages (Al Maghraoui et al., 2017).

Table 1: Components of Technical Urban Mobility System Source: Al Maghraoui et al., 2017

2.2.2. Travel Value via Traveler-Centered Indicators Ortíz Nicolás and Aurisicchio (2011) proposed, under the umbrella of the User Experience Design, a model that identifies the elements constituting the passenger experience. This model describes the passenger as an entity driven by its “physical condition, cognition, affection, motivation, expectation

REVALUING THE GIZA PLATEAU AS A HISTORICAL, TOURISTIC SITE THROUGH AN INTEGRATED, ONE-STOP TRANSPORTATION HUB CHRISTINA MAGUED AGAIBY

and personality traits”, which interprets the three above-mentioned variables to analyze the traveler's actions. The model also includes other entities which are the travel-related activities as a representation of the user interaction and the TUMS components as the artifacts of the context, as illustrated in Figure (4). As a result of the combination of all the entities of this model, the travel scenarios of the TUMS come out. Such scenarios, shown in (Table 2), illustrate the different activities that may be performed by the traveler, individually or with other travelers, focusing on both the travel activities and the social and economic activities that may be done before and after the trip. In these scenarios, travelers are using the components of the mobility system, from the basic infrastructure to the small artifacts and communication technology, that directly fulfill their needs. These activities may vary in scale (activities and sub-activities) and nature (physical, sensorial and mental activities), as already stated. Not only-but also, the travel scenarios take into consideration the surroundings of the context and any emergent event that may take place (Al Maghraoui et al., 2017) which will, indeed, have an impact on the system design.

Figure 4: Traveler Experience Analogy Source: Ortíz Nicolás & Aurisicchio 2011

Table 2: Travel Scenarios Concepts Source: Al Maghraoui et al., 2017

As the theoretical issue on hand is how to create a user-centered transport hub, hence, the travel experience must be studied from the perspective of the user; this can be called the “travel value” and it is identified through some “traveler-centered indicators”. These values, as shown in Figure (5), encompass the travel time and price, the passenger comfort at different scales, the temporal and spatial availability, the passenger safety and finally, the improvement of travel activities (Al Maghraoui et al., 2017). Of course, examining each value on this list leads to a better network and space design in the urban mobility system.

GRADUATION PROJECT THESIS 2 SPRING 2021

Figure 5: Traveler Centered Urban Mobility Performance Sytem Source: Al Maghraoui et al., 2017

2.2.3. Application of the Traveler-Centered Way in the Transport Hub Design The main interest is about the social and economic activities that may be performed before or after the travel process itself, like shopping, watching a movie, working, or having a meeting. Considering the user's comfort and safety within the journey, in the whole network, generally, and in the hub, particularly, one of the values upon which he appreciates his entire experience makes the space design of the hub of great importance. This can be realized by the following: -Providing various spaces for retail, leisure, business and accommodation activities, -Creating comfortable and interesting waiting areas with shelters at the bus parking stations, -Offering ticketing, signage and information-providing services to facilitate the interactions at the hub, -Taking into consideration the aesthetics and artistic effects in the main hall and the waiting areas of the hub.

In that user-centered way, the hub, a part of the mobility network, could be a more sensory-pleasing and comfortable place for both residents and tourists.

2.3. Creating a One-Stop Experience through the Engineering of Affect and Mobility within the Design “Affect” is the capacity of a human to relate and connect and it comes out from “relation between bodies”. However, emotions and feelings are just how he expresses this affect (Anderson, 2004, 2006).

In this part, the paper tackles the idea of affective power or feeling control on the human reactions and behavior and the impact of this power on the mobility and direction of the visitors in the spaces of a terminal or transportation hub (Adey, 2008).

2.3.1. Relation between Affect and Mobility Massumi (2002) said that a body in movement “feels as it moves and moves as it feels” to state that affects and mobilities are hardly connected. In other words, the affect has a strong motivational ability; it is capable of creating a certain sensation and stimulating physical movements; it is like “a sense of push in the world” as Thrift (2004) said, or an urgent motive to respond to what is happening (Tomkins & Demos, 1995). As a result, the mobility reactions due to affect motivation can be easily manipulated and controlled (Massumi, 2005).

REVALUING THE GIZA PLATEAU AS A HISTORICAL, TOURISTIC SITE THROUGH AN INTEGRATED, ONE-STOP TRANSPORTATION HUB CHRISTINA MAGUED AGAIBY

2.3.2. Concepts of Space, Mobility and Affect In the same way, there is a relationship between bodies and spaces or buildings, that spaces can promote a specific affect to get a certain feeling, thus the desired motion. Therefore, space designers tend to direct people`s mobility in the space through their emotions by trying to predict the way they may deal with the surrounding context and situation. At the same time, the architectural design is not meant to be manipulative by this concept; it is just trying to predetermine the effects of the space on human mobility and behavior to get the percentage of the occurrence of these effects; as it certainly can`t ensure that all the users will react in the same way to the same space or context (Adey, 2008).

2.3.3. Modalities of Coercion and Seduction in the Hub Space Design Terminals or transportation hubs are not just placing to book and travel in a vehicle, they are designed with various defined series of patterns that travelers experience. Based on the concept of affective control, the design of the transportation hub may follow some guidelines; first, to direct the passenger to the way he should go during his transportation journey stages, i.e. the check-in service, the waiting area and the departure lounge. The architect shouldn`t only depend on the signage and the wayfinding technologies to guide the user (Adey, 2008). However, the hub design may, for instance, flow linearly between the mentioned spaces (Dagonis, 1992) as an architectural clue to the passenger to walk this way without thinking because this mobility action is already in his forethought and doesn`t need complex cognitive thinking (Thrift, 2005, 2006). By this method, the architect gives the user “no option” by creating an environment where possibilities are limited so as to get an automatic reaction from the user depending on his intuition (Adey, 2008); it is the principle of “intuitive wayfinding” (Fewings, 2001; Kishnani, 1994; Lam et al., 2003; Raubal et al., 1997) that happens due to a certain “feeling for potential” (Massumi, 1998).

Second, creating a one-stop hub with multiple services in a single place may require, other than having a central space, moving people unconsciously towards a “spatial ensemble” as called by Shields (1989), like the design of shopping malls, so that they become more exposed to all the available services (Graham, 2003). For example, adding more seating areas in this central place to have people around, thus, attract more people (Adey, 2008). To conclude, these “open” and “closed walls” modalities of coercion and seduction, as described by Allen (2003), can be helpful to get more users into the main space as a way of displaying all the different types of services but without being commercially manipulative; as “the possibilities are merely suggested, not enforced” (Allen, 2003). Furthermore, this approach helps the hub authorities to show more of their country's history and culture to the tourists using the place.

2.4. Enhancing Sustainability in the Transportation and Tourism Industries Sustainability in transportation is always a part of an entire community directed towards sustainability.

Hence, to achieve a sustainable transportation system, the three components of sustainability should be integrated which are: economic equity, the environment, and social development, as shown in Figure (6). On another note, a sustainable mobility system is described as a safe, healthy and renewable one.

It contributes to decreasing the emissions of polluting gases, such as CO2, and limiting the use of nonrenewable resources and this could be achieved through green electric vehicles, thus, they need more electricity charging stations at the transportation hub (Martins et al., 2019). Furthermore, a sustainable transportation system encourages users, residents or tourists, to choose eco-friendly public transport, cycling or even walking over private vehicles. Therefore, the components of this system should be well-

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organized, integrated and have a short time limit (OECD, 2016); so as the passengers prefer it over other motorized polluting vehicles that are also one of the main reasons of congestion and slow average travel speed.

Figure 6: Components of Sustainable Transport Source: Litman & Burwell, 2006

3. CASE STUDIES The main purpose of the research is to study guidelines that help create an integrated, multimodal and traveler-centered transportation hub that is designed to be an attraction point for both tourists and residents. Therefore, two case studies were selected based on the theories discussed in the section of intellectual context; both are contributing to the renovation and redevelopment of the region they are built-in. Moreover, the two buildings are more than just stations for trips booking and vehicles ingress; they have a further cultural and social impact on the surrounding area and both are environment-friendly by having sustainable elements that make use of daylight and natural ventilation. This section focuses on the architectural solutions and treatments of the two chosen case studies; starting with the design concept to the form and skin treatments in Saint-Denis Pleyel Emblematic Train Station and the spatial experience and program in Fulton Transportation Hub and Shopping Center.

3.1. Case Study 1: Saint-Denis Pleyel Train Station; Paris, France Saint-Denis Pleyel emblematic train station is one of the four main stations of the Grand Paris Express (GPE) project that aims to develop and expand Paris existing transportation network and to link Paris with the new neighborhoods through an automatic metro (Rosenfield, 2015) and multimodal transport solutions, such as a 200 km of railway and a ring route around Paris (MACOLA, 2020). This project is the winning design by Kengo Kuma and Associates, in an international competition held to design a new train station in Saint-Denis, a suburb in the north of Paris (Rosenfield, 2015). The station creates a connection between the center and the north of the city which “increases its metropolitan scale significantly”. It will be an essential node in France's transport network as it serves four metro lines

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with more than 25,000 passengers every day. Adding to this, it will act as an important cultural space in the Greater Paris area (MACOLA, 2020).

For a better understanding of this case study, some basic information about the project should be mentioned as follows; Architect: Kengo Kuma and Associates Location: Saint-Denis, north to Paris, France Project Year: Started in 2018 and expected to be finished in 2024 Total Floor Area: 45,000 sq.m.

Storeys: Nine storeys; five above the ground and four below.

Figure 7: Saint-Denis Pleyel Ascending Masses Source: MACOLA, 2020

The concept of this station project is to create an environment where the usual stress resulting from the closed spaces of train and metro stations is transformed into a more interesting and joyful daily experience of waiting for the transportation facility by creating more interactive spaces (Raad, 2015).

Furthermore, the station is not only a transportation hub; however, it is considered as an extension of the public space including a 5,000 sq.m. cultural and social innovation center. The architect views the culture as a catalyst in the urban economic and social development plan; hence, adding a major cultural center to a train station is an uncommon architectural vision other than the shopping centers which are commonly annexed to train and metro stations (MACOLA, 2020).

To achieve this vision, the form of the station, called the “21st-century hybrid station” by the Societe du Grand Paris, is generated from multiple wedge-shaped levels going upwards in a spiral shape, this form comes out creating a “building open to public space”; it gives the feeling of a real emergence and integration with the surrounding buildings at the same time while being the center and pivot between them all. The station brings in the streets vertically in a continuous way through its open spaces, multiple unified slab levels and transitional elements (MACOLA, 2020). A large pedestrian plaza with planting surrounds the building, as well as sloping terraces with a roof garden on the exterior of the building, create a pleasant experience for the users that frequently use the station and make them feel more comfortable and connected to the network of the city (Raad, 2015).

In addition, highlighting the spatial experience of the project, it`s important to mention that it contributes to bringing a social and cultural dimension to the area by having a “multi-sensory” sequence of spaces, some of which form the main body of the building and the rest are complementary spaces offering transportation-related services. To achieve a more user-friendly experience and add interactive spaces, the station includes a business center, retail center and a multimedia library within its 45,000 sq.m. to act as a fully integrated complex (Rosenfield, 2015). Not only-but also, as a transportation hub,

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the station has its train tracks starting at the front of the building, while the metro station starts at the basement level (MACOLA, 2020).

Figure 8: 3D Section showing the Metro Station at the Basement Level Source: MACOLA, 2020

Talking about the skin treatments, the transcendent facades are curtain walls with exposed steel frames emphasizing the rail tracks and functioning as the building structure to underline the idea of the passage of time and history. In addition, as mentioned above, the station design tends to reduce the traveler`s stress level, hence the architects focus on creating a relieving interior of all the nine levels of the station, whether for the five levels above the ground or the four below the ground (Raad, 2015).

Figure 9: Saint-Denis Pleyel Dynamic Façade Source: MACOLA, 2020

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One more feature in Saint-Denes station design is the sustainability of the project and the use of natural light and ventilation, this was achieved by dividing the building into two sections to allow the natural daylight and fresh air to go through the building even to the lower basements, side to side with the green roofs that make the building a sustainable green landmark (Raad, 2015). Also, a “central well” in the middle of the structure provides the station with natural light (MACOLA, 2020).

Figure 10: Saint-Denis Pleyel Central Well Source: MACOLA, 2020

3.2. Case Study 2: Fulton Center; Lower Manhattan, New York, United States The Fulton Center is a mixed-use center situated in the heart of Lower Manhattan including a “new head house building, station renovations, passageway upgrades, a building refurbishment, and a striking artwork”. Also, similar to Saint-Denis Pleyel train station, the center is also a catalyst for the revitalization of a highly congested area and the rehabilitation of the 125 years old landmark proto-skyscraper Corbin Building. It`s linked to the dynamic transport environment and connects eight of the New York City subway lines, dealing with 300,000 passengers daily. The center is not only a transportation hub; however, it`s associated with a commercial center and a residential sector (WorldArchitects, 2016).

The Fulton Center is both a symbol of Manhattan City and a facility within its transport network; hence, the main

Figure 11: Fulton Center Exterior Shot Source: World-Architects, 2016

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simple objective of the project is to “enhance the user experience” and lessen the frustration and defeat of the daily traveler. Furthermore, the station tends to show New York`s past gracefully and contributes to its inspiring future (Fulton Street Transit Center | Grimshaw Architects | Archello, 2021).

The following are some basic information about the project that should be stated; Architect: Grimshaw Location: Lower Manhattan, New York City, United States Project Year: 2014 Total Floor Area: 17,600 sq.m.

As a part of the redevelopment of the area, the main challenge facing this project was how to transform the confusing dark pathways, perplexing signage and tiring transfers between the different subway lines into well-directing entrances and exits with fare control leading to more defined and comfortable passageways with clear signage. The center became a more cohesive and integrated transportation hub that connects multiple platforms where entrances and exits are designed to allow the streetscape to penetrate the building. Hence, the new Fulton Center is an example of an efficient and easy to use transit hub and is expected, as mentioned by Horodniceanu, Metropolitan Transportation Authority’s president of capital construction, to be “the new paradigm for stations” (Fulton Street Transit Center | Grimshaw Architects | Archello, 2021).

To reach this efficiency, this challenge was tackled through the center design; it`s all built around a large atrium of 120 feet covered with a conical dome with a transparent façade to create a central interchange space that organizes and facilitates the distribution through the spaces. Since the center is a project within the restoration of an old building; it has tapered steel columns that are inspired by the historic cast-iron buildings of the neighborhood, therefore, the building is more integrated with the surrounding and adjacent buildings (World-Architects, 2016).

Figure 12: Fulton Center Atrium with the Conical Dome Source: world-Architects, 2016

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Talking about the program and spatial experience in the center, it connects many subway stations serving nine transit lines of the New York City Transit subway system. Besides, the complex includes commercial and retail spaces around its huge atrium that also acts as a civic space or a gateway to and from Lower Manhattan city. Also, the project has direct accessibility with redesigned entrances to many streets that are connected to other underground concourses like the World Trade Center. Through this urban transit hub, visitors experience both a memorable center that recalls the city`s history by its facades and treatments and a contemporary one with a huge transparent atrium that suits the aspirant growing future of the area (World-Architects, 2016).

Figure 13: Fulton Center Site Plan Source: World-Architects, 2016

Figure 14: Fulton Center Five Storeys Source: World-Architects, 2016

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However, the component of the center that must be focused on and described the most is the SkyReflector net/ dome of 16 m diameter above the central atrium. It`s a skylight, an “oculus”, formed of 952 polished aluminum panels connected by calibrated tensioned cable net structure and 10,000 stainless steel components with a “scatter gloss” finish that helps the panels reflect up to 95% of the daylight that`s being amplified while entering the “oculus” by the means of the well-placed glass lenses.

A strong central architectural concept of redirecting natural light appears in this project as this outstanding element is an artwork with an everchanging sky image with the sun`s position that has as objective to reflect the natural light in the station that it covers and get the maximum benefit out of the daylight all over the year. In the same way, it shows simplicity of construction and a high environmental performance that gives a pleasant experience of daylight into the subway by bringing the sky into the atrium and a feeling of connection between the project and the differently leveled streets of the city.

This Sky-Reflector Net also emphasizes the importance of the center as a major mass transit hub for the area (World-Architects, 2016).

Figure 15: Fulton Center "Oculus" \Source: World-Architects, 2016

Likewise in Saint-Denis Pleyel Station, the artistic skylight of Fulton Center has a role in making it a sustainable building and getting the LEED certificate as its reflective surface helps reduce energy consumption. Moreover, the station has other environment-friendly features that reduce potable water use by 30% and the energy demand by 25%; thus, decreases the amount of greenhouse gas emissions and provides cleaner air for the travelers (Fulton Street Transit Center | Grimshaw Architects | Archello, 2021).

3.3. Reflections on Design As a reflection of the two discussed case studies, with their different locations and built-up areas, on the transportation hub design along with highlighting the intellectual context theories that are achieved in the two projects, the following design guidelines are deduced; -Designing a continuous smooth building form where spaces are well organized and directing without necessarily needing signage and information desks that are complementary is a preferable design solution for transportation hubs. This design may be achieved through linear continuous forms

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horizontally and vertically or by organizing the spaces and main zones around a large central space or both solutions may be combined for a better and more comfortable experience. Not only-but also, giving the impression that the building is connected to the public space and the surrounding streets, like having sloped roof terraces, makes the users feel that it`s a part of their journey and that it`s linked to the whole transport network where a transportation hub or station is, indeed, is one of its components.

-Creating a user-centered transport hub is crucial to relieve the stress and boredom accompanying the traveling process and the waiting areas. This could be done by adding interactive spaces with different activities within the hub such as, retail, leisure, business, social or cultural spaces depending on what suits the surrounding region best and by designing interesting spaces and waiting areas where aesthetics are well taken into consideration.

-The two selected case studies have a transparent façade or part of the roof that connects them to the exterior streets and brings in the daylight. In the second place, other skin treatments that reflect a certain concept or that are inspired by the surroundings or the old history of the region are added to the facades; as the new building became a must passing-by stop during the journey in this region. Similarly, this architectural vision can be shown through the exposed structure of the building itself.

-Finally, the sustainability feature appears in the two case studies through different solutions; however, it`s important nowadays to make maximum use of the natural daylight and natural air to reduce the consumed energy and maintain a healthier environment and it`s more essential when it comes to transportation facilities that may cause a huge amount of pollution. This sustainability may be translated in the building form itself by providing spaces from where natural light could penetrate the other spaces or by adding greeneries on the building roofs like what happened in Saint-Denis Pleyel Station. On the other side, sustainability could be achieved in a more technologically advanced way like the reflective skylight of Fulton Center.

4. PROJECT DESCRIPTION The project is a transportation hub that has objectives on both the urban and architectural ranges. First, the hub is heading for creating an integrated and efficient network at different scales; starting from a network inside the ”Transcendence Complex” itself to connecting between the complex and the surrounding public transport stations that will take place all over the region in the future and the near landmarks in the area. Moreover, the hub tends to contribute to creating a larger intercity or intracity network to better emphasize the beauty and greatness of Greater Cairo and even Egypt`s landmarks and monuments. In this way, the hub represents a part of the various journeys that local visitors or tourists may go through everyday. As for the architectural objective, the hub follows the idea of the transportation centers or stations not only being a place for transportation-related services; however, it can be a destination by itself where the user may get a seamless and interesting one-stop experience whether he requests a transport service or not. These targets lead to a bigger one which is enhancing tourism in the Giza Plateau site; as transportation hubs are considered as gateways to the areas where they take place. As a result, the hub will participate in the development and re-energization of the area.

4.1. Site Analysis For a better understanding of the project form generation and design development, a context analysis is held to explain the environmental conditions, the land accessibility and views; this overview comstitutes a base for the generation of the project idea.

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4.1.1. Contextual and Environmental Analysis As mentioned before, the project land is a 21,000 sq.m. land in the middle of the five land plots of the Giza Plateau “Transcendence Complex” that are all organized around a main node with subnodes, each one related to one of the five typologies. The plot is located between the Wellness Center land lot at its south, the Youth Startup Center at the east and a vacant land at the west; however, it has a service road at its north that separates it from the Ring Road.

The land plot within the complex is located in a sandy and hot region near the Giza Pyramids and the Grand Egyptian Museum where the prevailing wind direction is from the north and north west facing the back side of the land plot. On the other hand, the front and right sides of the land are at the south and south east.

4.1.2. Accessibility and Visibility For more interpretation, the transportation hub land is accessible from three streets, the vehicular circular street at the east, another vehicular service road at the north and a pedestrian street at its south.

Therefore, the building has one main entrance with a drop-off for vehicles from the main node side and a secondary one from the southern street; as well as another drop-off from the northern service road for the parking and service purposes.

In addition, the land overlooks the Giza Pyramids at a distance of 3 km in the south, Cairo panoramic view from the north and part of the GEM at the east. As a result, the main façade and treatments of the project is at the south respecting the Pyramids spectacular view.

4.2. Conceptual Design The fact that the transportation hub is in the middle of the “Transcendence Complex” between two typologies representing the past and two others representing the future and that the land plot has different orientations gives the building the concept of transition. It represents a transitional phase that links the whole complex together. As a result, this idea is interpreted in the building form and changing orientation. Going back to the idea of creating a network at multiple ascending levels, it should be illustrated in the building form too. Therefore, the concept of a transport network having multiple branches gathered in one node then redistributed in other branches in different directions can be abstracted to a central main space distributing the user in the different interactive zones of the project along with the transitioning directions and grids of the building. These different zones emphasizes the concept of the one-stop experience.

The transportation network consists of many stages that creates a journey; hence the building, through its form and spatial experience, is embracing the concept of the journey by being more connected and continuous not scattered or separated masses. This idea of a journey gives the feeling of unity and continuity with the surrounding streets and public spaces and leaves an impression of a united mass easy to wander through. At this point, it`s important to mention that motion is one essential keyword when talking about a transport hub, it also breaks the continuous form giving it a more dynamic sense imitating the frequent dynamic flow of users in such typology.

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Figure 16: Concept Illustrations/ A Network with brancjes coming out of a Main Node Source: Author, 2021

To conclude, the main concept of the transportation hub project is to create a central space like a network node which branches are transitioning from one direction to another while keeping the impression of a continuous, but dynamic journey. This will achieve the transition between the past and future in the complex and the surrounding area and create a comfortable and different experience for the travelers other than just booking and riding vehicles.

Figure 17: Transportation Hub Bird`s Eye View Source: Author, 2021

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4.3. Form Generation and Development

In order to achieve the mentioned concepts and ideas, the form generation of the project undergoes four main phases; firstly, the abstracted idea of a network appeared in a main node and branches spreading out of it in different directions. Then, the outlines of the masses, organized around a central space, began to follow the land lot shape. In the second stage, the whole mass is sloped as a continuous ramp starting from a height of two floors to reach a height of four to five floors. After that, to break the bulkiness of this uninterrupted mass while keeping its unity, each mass is broken into two adjacent sections ascending from a lower point, passing by a flat mass then continuing until reaching the highest point in the ramp. In that way, the mass keeps its smooth connected form without being huge. As for the fourth and final phase, some articulations, subtractions and additions from and to the mass begin to appear with difference in the heights to avoid the elongated and boring facades. Moreover, the central space of the project is more defined and emphasized by an elevated and separated circular mass and the same treatment is repeated at the corner of the building with a different structure.

Figure 18: Six Steps of the Form Generation Source: Author, 2021

4.3. Design Development The design development of the project is more considered as a form development and generation without a huge alternation in the masses. However, there were some elements and features in the design went through multiple trials. At first, the whole mass of the building was covered by a steel articulated shed following the slopes and heights of the building to add a sense of unity to the masses, it started as one continuous flat shed with no openings. Afterwards, some inclinations were applied to this shed and some high masses begin to penetrate the shed to give a sense of motion. Nevertheless, the shed was covering the dynamic building masses and the sloped roofs and terraces; therefore it was only applied over the parking and waiting area and followed a linear grid derived from the lines of the land plot.

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4.3.1. Zoning and Spatial Experience The transportation hub is designed so as to provide an interesting journey within the transport network as it represents a part of this network; accordingly, the spatial experience inside the building must be taken into consideration. Also, some features and details in the project such as a cable cars tower and sloped roofs with green patches that add a unique identity to the project must me discussed.

The zoning of the project consists of five main zones between the indoor and the outdoor; a retail and business zone, an accommodation zone, a recreational and entertainment zone, a parking and waiting area connected to booking and ticketing offices and an administrative zone.

Figure 19: Project Zoning Source: Author, 2021

Figure 20: Layout Source: Author, 2021

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Figure 21: Main Entry Level Floor Plan Source: Author, 2021

Figure 22: Secondary Basement Plan Source: Author, 2020

Figure 23: Hotel Entry Level with Basement Source: Author, 2021

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Figure 24: Other Floor Plans Source: Author, 2021

Figure 25: Project Sections and Elevations Source: Author, 2021

5. Design Expected Impact Finally, the project aims to link and unite all the surroundings together along with linking the future to the past. It tends to change the common function of transpirtation hubs to a more dynamic and diversified place where people can find all activities at one place and that`s what`s called a “One-Stop Experience”. Besides, it helps organize the vehicular network on many scales for a better experience of the visitors and especially the tourists.

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