Lim Dongwon_Way to the Airport & it’s perpendicular axis

mentor : Stephen Read, Paola Vigano

Way to the Airport & it’s perpendicular axis -New axis for urban (re)formation 공항 가는길과 그것의 직각의 축 -새로운 도시(재)형성의 축

EMU final session Lim Dongwon

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Way to the airport & it’s perpenducular axis - New axis for urban (re)formation Emerging city contour lines Water stream Metro line and station Local main road Highway, way to the airport Proposal

Perpendicular axis towards existing city

Existing supporting program for global capital of existing city University area manufacture area Apartment block Urban amenity point, amusement area Scenarios Reciprocal interaction between global capital and local territory University area for R&D support manufacture area for tertiary business support Apartment block for living area support Entertainment area for urban amenity support Green area for green amenity support water stream crossings for water park

Proposal Crossings development as TOD type urban generator model : new urban formation, 14EA criss-cross model : urban reformation, 17EA

ABSTRACT Lately, Globalization has been generated, capital has made massive urban footprint in the city so far. So called “Global capital” which requires “face to face” contact, and seamless and fast connections with city to city provides prosperity in terms of generating employment and investment of the capital in a local economy. Financial center, R&D, High-tech industry and advanced producer service which represents the global capital makes a certain “new Economic Corridor” from the airport to the metropolitan CBD area. This trend shows that so many urban development project has been going on this corridor in global condition. However, I’d like to make argument that this new economic corridor makes a certain inequality of economic viewpoint to the existing city, and focus on how to make global capital provides the benefit to the neglected existing city. The “perpendicular axis” of the way to the airport towards the existing city could make movement of this global capital into the local territory.

It starts from the crossing point of local mobility line and the way to the airport. Moving towards the existing city, it generates the reciprocal interaction between the global capital and local territory in an economic point of view. For example, existing university area is to be R&D support, existing manufacture area is to be tertiary business or manufacture support. Existing commercial area is for urban amenity support, existing apartment blocks for living area support for the global capital. Existing water and green area is to be developed as nature amenity support area. More going into the existing city, the crossing area of this perpendicular axis and local mobility line could be developed as new business platform of the existing city. Following the TOD logic, within 1000m radius, It brings the diversity, density and pedestrian friendly business environment. It could be classified with 2 different type, one is in rural area for the new urban formation, the other is in existing city area for urban reformation.

Keyword : Globalization, way to the airport, perpendicular axis, interaction, TOD, urban formation

Contents

1. Way to the airport & industry 1.1 Way to the airport is the way of the global capital 1.2 Generator of new type industry : Financial & High-tech industry

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2. Seoul-Incheon Metropolitan City Region* 2.1 Scenario 0- on going project 2.2 Emerging cities 2.3 Existing city, Incheon 2.4 How global capital gives benefit to existing city?

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3. “Perpendicular axis” towards the existing city 3.1 Reciprocal interaction between global capital & local territory 3.2 Fixing the perpendicular axis 3.3 1st crossings of Way to the airport 3.4 2nd crossings of local mobility line 3.5 supporting programs from existing city, potential extension 3.6 mobility crossings as business platform

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4. Crossings as business platform of TOD type 4.1 Development tool box - 2 different type 4.2 1st crossings as new urban formation 4.3 2nd crossings as urban reformation

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5. Further discussion - Two ways of urban expansion, 2050 Seoul metropolitan Odyssey

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* Metropolitan City Region (MCR) quoted by Peter Hall(2006) in “The Polycentric Metropolis - learning from Mega-city Regions in Europe”, EARTHSCAN, London.

1. Way to the airport & industry 1.1 Way to the airport is the way of the global capital

Global capital, knowledge, information, and people require faster, smoother and more seamless connections from place to place across the world.

Air way is the most common route of global capital, and it could be connected to the domestic line. For connecting the regional city, fast rail network like TGV is best example. And to connect the CBD area, another kind of mobility line like airport rail and highway, these are so called “premium mobility.”*

Star alliance commercial

Direct connections of Korean Air

Source : www.Koreanair.com

Seoul * “Premium mobility” is quoted by Stephen Graham and Simon Marvin, 2001 : ‘‘Splintering Urbanism’’, Routledge, London

Incheon

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100km Incheon Airport + TGV connections 4

Incheon Airport to Seoul CBD

1.2 Generator of new type industry : Financial & High-tech industry 1

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City center

Exising city

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16 Emerging city

Globalization brings about the time and distance condensation, and makes the airport as “global gateway.” Through this gate, many type of industry which needs international communication has been emerging.Those are International business, high-tech light manufacture, and Research and development sector.

Such “High value and high profit” industry has a strong tendency for gathering each other, especially the way from the airport to the city center, It makes “new economic corridor” whether is intentionally made like Schipol or not like a CDG in Ile-de-France. So, these industries which have top priority of fast speed and face to face contact, are moving through this corridor and producing value. And for getting this trend, there are many emerging cities are growing.

1 AMS teleport 2 AMS Zuidas 650000m2 office, 6000apartment, 160000m2 commerce 3 AMS Amstel 3 4 AMS Zuid-Oost 5 Lijnden/Lutkemeer logistics 65ha 6 Schipol Golf & business 7 Oude Haagse Weg future logistics 6ha 8 Riekerpolder INTL busness park 160000m2 9 Badhoevendorp south logistics 30ha 10 Schipol south Cargo center 100000m2 11 Sky park logistics, 24000m2 12 Schipol Rijk logistics/ office 35ha 13 Schipol logistics 130ha 14 Haarlemmermeer business park 44ha 15 the president companies logistics 30ha 16 Grondbank A4

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image source : Guller, 2000, “From airport to airport city”, Actor. redrawn by writer.

Exising city

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Emerging city

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1 Airport logistics 2 Paris Nord 2, International business 3 Paris Exhibition 4 Citroen plant 5,16 La Moree, High tech industry 6,7 Airport logistics 8 Aubervilleirs, High tech industry 9 Le Bourget Airport zone 10, 12 Les Chanteraines, INTL business 11 Plain commune, INTL business 13, 14 La Courneuve, High tech industry

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*Metropolitan City Region (MCR) is quoted by Peter Hall(2006) in “The Polycentric Metropolis - learning from Mega-city Regions in Europe”, EARTHSCAN, London.

image source : by writer’s drawing(upper),

by Korean airport metro web site http://www.arex.or.kr/index.jsp

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In general, Way to the airport requires a certain speed to be guaranteed. It means there are few connection point to the local, existing city.

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City center

Airport mobility = Way of Global capital = Premium mobility = directly to Seoul CBD = very limited access to Incheon, existing city

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Exising city

From the airport, there are many emerging cities on going project of construction along the way to the airport. Among these emerging cities, Song-do, Chungla, and Young-jong are quite distinctive in that area.

1 YoungJong New city 2 ChungLa New city 3 SongDo New city 4 Orue area 5 YounHyun area 6 NonHyun area 7 GumAm area 8 WonDang area 9 ‘Sky city’ , Airport renovation 10 Magok area 11 Mokgam area 12 GwangMyung area, TGV Station 13 SangAm area, Digital Media zone 14 Gongduk area, INTL business 15 HongIK area

Emerging city

2. Seoul-Incheon Metropolitan city region* 2.1 Scenario 0- on going project

2.2 Emerging cities Current emerging cities along the way to the airport has clear character of forming an autonomous city. It’s not a bed town city nor the industrial city. It means emerging city along the airport has little relationship with existing old city. I’d like to call it as methodology of city making as “Package urbanism”. Maybe one package is composed of essential urban program’s like housing, working, commercial area and green space.

Moreover, some cities are supposed to be more “premium packaged,” one type is “International business” and the other type is “High-tech industry.”

Super-premium is composed of both.

Basic type

Premium type B

Premium type A

Super-premium type

Housing

Convention & Hotel

High-Tech Industry

Work

International Business

R&D

Another Business Another Industry..

Park Commercial

Basic

Basic

Basic

Basic

Premium type A

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* Songdo program Phase 1 (~2009) Central City district 1,303,042.8 Knowledge information industrial district 2,401,744.7 Fishermans district 314,342.0 Bio-industry district 1,316,962.3 International business district 5,770,608.8 park(A) 1,558,747.9 Phase 2 (~2014) Songdo International complex district 1,416,661.0 Songdo Techno-park 655,919.0 High-tech cluster(B) 3,921,246.0 High-tech cluster(C) 4,241,171.0 High-tech cluster(E) 343,065.0 Songdo Landmark city 5,829,446.0 park(B) 2,371,240.0 Logistics district(B) 2,624,259.0 Logistics district(C) 6,499,071.0 International maritime terminal 1,263,207.0 Phase 3 (~2020) High tech cluster (D) 5,518,437.8 Logistics district(A) 6,052,441.0 Total 53,401,612.3 m2 *Source of Songdo program & image : website of Incheon free economic zones http://www.ifez.go.kr/

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Premium type A

Chungla

Premium type B

Youngjong

Premium type A

Songdo

Super-premium type

2.3 Existing city, Incheon Towards China-Euroasia

South Korea & Seoul-Incheon metropolitan city regionGeographically, Korea’s location is between the powerful countries Japan and China, it means there is great chance to enhance the mobility hub for the regions.

In particular, Government has strong tendency for making development plan in coastal area, which is the gateway for global movement. Incheon airport is the strongest point.

Seoul is a dominant city in the metropolitan region.

Towards China-Euroasia

Central Land axis

Pan- East sea (not Sea of Japan) economic axis

Pan- Yellow sea economic axis Southern Land axis

Towards China-Indonesia

Location of Korea

Towards Japan

Pan- South sea (not Sea of Japan) economic axis

National development axis by Government*

population graph of Seoul metropolitan area * Source , http://english.mltm.go.kr/국토해양부, 2009, 광역경제권전략 ** Radius information source,Korean geographical institute 한국 도시지리학회, 2002, “City of Korea” 한국 의 도시, Bummun-sa 법문사, Seoul *** http://english.seoul.go.kr/?Sid=101_01m, 2008, 수도권 발전전략

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Radius of Seoul-Metropolitan city-region**

Schemes of Seoul-Metropolitan development***

City-Incheon’s history is history of reclamation & enhancing the strong horizontality to Seoul

Incheon has been a global gateway for Seoul up to now.

First phase as gateway was Harbor since being opened by Japan’s colonial interest. First railway was on the track. Raw material and agricultural product was the main goods at that time.

Secondary, in 1960’s, New harbor and Seoul-Incheon expressway was constructed with the development of industrial manufacture.

Thirdly, 2002, Incheon airport was opened. Main industries are supposed to be Global business and high-tech light industry.

1920- old harbor in Japan’s colonization period, Seoul-Incheon railway Agricultural, raw material goods

1960 – new Harbor, Seoul-Incheon expressway + industrial zone From early industrial product to Heavy industry product

2009 – Incheon Airport, Airport mobility lines,( 2 expressway+ air railway) Global business, High-tech Industry (on going)

2020 - New coast line fixed

Along these phase of land reclamation, strong tendency for horizontality of mobility is distinctive from gateway Incheon to Seoul as host city. * Image Source : Korean geographical institute, 2002, “City of Korea”, p 153 redrawned by writer.

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Incheon, manufacture oriented city Incheon Namdong industrial complex

Existing city,Incheon is strong manufacture-oriented city.

Advance Producer Service* sector is very week. Moreover, most of “valueindustry” is supposed to be located in emerging cities as Songdo, Chungla, and Youngjong.

* Advanced producer service is quoted by Rocco (2006), Legal service, advertisement, consultancy, Accounting, Business management.

(Rocco, 2006,“An urban geography of globalization: new corporate centralities in the age of hyper connectivity.”, TU-delft press.)

Manuf acture industry Service industry

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Cross section of Seoul-Incheon Metropolitan City Region

From the Yellow sea coastline to the Seoul CBD, there are diverse changes happened in terms of topography, land surface, accumulated time, urban program, and even the collar of foreigners.

This section penetrates all the center-periphery conditions from governance to the social point of view.

* All images by writer

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Experience of Incheon - image by writer Urban fringe area of Incheon

Industrial area & highway fringe area

Mixed urban housing, Apartment block & traditional housing

Urban Center area of existing city, Incheon

Urban diversity existing in city center

Urban diversity existing in city center

On going project, emerging city Songdo 1

On going project, emerging city Songdo 2

On going project, emerging city Songdo 3

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2.4 How global capital gives benefit to existing city?

Global capital wants to be connected with value space, which is emerging cities only in Seoul-Inchoen region.

Very limited access to the existing city indicates this tendency.

Without any consideration of existing city, it never could meet the benefit the global capital’s interest.

What if the connection between the way to the airport and existing cities without friction of local fabric?

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Territorial mapping

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Topography & water Urban fabric land surface Road Metro Governance & emerging cities Actual planes Scenario 0 : What if all future project is finished?

- Topography & water : Between Seoul and Incheon, mountainous area is there. Incheon has no river but, small water stream is wide spread. West side, Yellow sea is confronted.

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Han river Seoul

Chungla

Youngjong Incheon

Yellow sea

Songdo (still land reclamation on going) 15

* All images by writer, image of topography from Google map

- Urban fabric : Besides the mountainous area, urban area is covered the territory.

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Kimpo Domestic airport

Incheon INTL airport

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* All images by writer

17 unused/ agricultural landland unused/ agriculture Green area Green area Forest Forest Urban area Urban area

Land fill site

Surface map Surface map water Tidal land Tidal land

- land surface 30km 18 9 3

* All images by writer, image of land surface from Incheon development Institute,2009

- Road : There are strong horizontality towards Seoul, besides the way to the airport.

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* All images by writer

- Metro : Between the Seoul-Incheon area the metro no.1 has been great role to connect the two city since 1970. Recently, Incheon metro line and Airport rail was constructed, after the construction of the Incheon airport (2002).

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Airport rail (2004) Incheon metro (2003)

Metro no.1 (1970)

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* All images by writer

- Actual planes

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* All images by writer, image of aerial picture from Goggle earth,2009

- Scenario 0 : What if all future project accomplished?

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Gyoungin Canal

Chungla

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Big water way Gyoungin Canal

Emerging cities’ programs Commercial, office block R&D, University, school Residential area HIgh tech industry zone

Youngjong

Songdo

* All images by writer, image of emerging cities program from website of Incheon free economic zones http://www.ifez.go.kr/

3. “Perpendicular axis” towards the existing city

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3.1 Reciprocal interaction between global capital & local territory Global movement of capital, knowledge, information etc, makes localizing process like cascade from the high place to low place, from high-productive value industry to the low-productive value industry.

It means Global capital also needs this localizing process to produce their value.

On the other hand, the urban element of existing city could take supportive role for Global movement by bottom up approach. That means labor force, social infrastructure, urban amenity, natural amenity could support to the global capital in a near distance.

“Perpendicular axis” from the way to the airport is the backbone of interaction in my theatrical base. Economic diversity brings social diversity, in terms of Global, local dichotomy. * Advanced producer service is quoted by Rocco, 2006,“An urban geography of globalization: new corporate centralities in the age of hyper connectivity.”, TU-delft press. **12c Venice story quoted in Jane jacobs (1970),”Economy of the cities”, Vintage books, NewYork.

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12C, in Venice**

Global Firms : Financial sector/ high-tech industry

Glocal Firms : Advanced producer service ( Legal service, Advertisement, Consultancy, Accounting, Business Management*)

Local Firms : outsourcing service ( data capture, data processing, Call service, print, web service, Data producing, cleaning, guarding)

Top locations

2nd locations

3rd locations

Merchant guild : old traders, long distance trading

Local guild : short distance trading Bakers, butchers, coopers, wagoners

Craft guild : workshop keepers All manufacture craftmen

Global flow and emerging cities, very few access to the Incheon area

existing interchange 24

1st action : division of airport mobility line from “premium line� only

Premium road / airport rail Limited access, directly to CBD local road / airport rail Connect to the local mobility 25

3.2 Fixing the perpendicular axis 3.2.1. Extending the existing lines

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At first, there are some extending lines could be a nominee of this perpendicular axis, One of which from the road, and the other one from the metro lines. All the major mobility line is possible to be projected with a “isotropically distributed condition in this map.

I’d like to set up 2 criteria of being the axis.

Way to airport/ Highway Middle road Minor road (Sponge) Metro, station

1. using the existing major road/ metro line 2. avioding the existing highway, because it’s not attached with local fabric.

3. avoiding minor road (“sponge”), because it’s caused for destruction of existing fabric.

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* All images by writer

3.2.2. Coming from the emerging cities Planning road of the emerging cities also should be considered. Because global capitals are supposed to be located in those cities, like Youngjong, Chungla, and Songdo.

Perpendicular axis should be linked to this planning road of emerging cities.

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3.2.3. combine the two & consideration of nature

Way to airport/ Highway Middle road Minor road (Sponge) Metro, station

Nature, which is topographical conditions, shoud be considered. Incheon fringe area is surrounded by medium and small mountains, so the path of the perpendicular axis should be deviated or bypassed from this nature.

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3.2.4. Fixing the perpendicular axis

Perpendicular axis Proposal

Way to airport/ Highway Middle road Minor road (Sponge) Metro, station

There are 4 perpendicular axis projected in actual planes. All axis are started from the existing crossing points of the way to the airport and local road, metro station.

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perpendicular axis on surroundings 30km

Each axis penetrates the different urban context, from the natural, rural area , agriculture land, to the living, commercial area which has dense urban fabric, to the manufacture area.

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Axis 1

Axis 2

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Axis 3

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Axis 4

All different urban context means different social context.

All different urban context means different interaction with global capital.

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* All images by writer

Axis 1 & existing urban context 30km

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Axis 1 passes through the coastal area of the yellow sea, which is in the emerging city, Chungla. Getting to the south, it penetrates the existing old city, which it’s composed of manufacture area, and city center area. It terminates at the Songdo green space.

#1. Coastal road

#3. pass through manufacture area

#2. Crossings of way to the airport

Chungla emerging city

Axis 1

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#5. Way to airport (on construction)

#4. pass through the middle of the city

Songdo emerging city

Urban context Agriculture, unused land Forest Emerging city Industrial area Existing city Mobility line Way to the airport Water Local road Metro

Axis 2

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Axis 2 passes through green area which is the fringe of the small mountain, to the urban fringe area of Incheon. It also pass through the manufacture area, and the area near to the Incheon’s big university, Inha. It terminates at the Central place of the emerging city, Songdo.

#1. pass through the mountain fringe area

#5. Central area of Songdo, emerging city

#3. manufacture area (machinery)

#2. urban fringe area of Incheon

#4. Near the area of Inha university

Songdo

Axis 2

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Urban context Agriculture, unused land Forest Emerging city Industrial area Existing city Mobility line Way to the airport Water Local road Metro

Axis 3

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Axis 3 is upper level of the Incheon Metro #1 line. It started from the mountain fringe area, which is left as agricultural land. And through the Gyounin Industrial belt zone for manufacture area. More to the south, it passes the central area of the existing city, Bupyoung. It passes the hill area of the Incheon and bucheon, some part is left as agricultural land so far. To the south, Namdong industrial complex is confronted. It terminates at the Songdo emerging city, which is supposed to be developed as R&D and University area. #3. passes through hill area as Fragmented green land

#1. Fragmented Agricultural land

#2. Old city center, Bupyoung

#5. Songdo emerging city

#4. Namdong industrial complex, chemical and machineries

Bupyoung

Namdong indusrial complex

Songdo

Axis 3

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Urban context Agriculture, unused land Forest Emerging city Industrial area Existing city Mobility line Way to the airport Water Local road Metro

Axis 4

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Axis 4 shows dramatic change of the urban context. From the Gimpo, domestic airport area which is supposed to be developed as commercial and business area but now it’s agricultural land. About 5km to the south, the new gentrification area is coming, which is originally urban fringe, poor area. Far from the 4km, the existing urban center is located, which is old commercial area of this region. Until it terminates at the Gwangmyoung TGV station, it is along the context of mountainous and rural area. #1. Agriculture land near to the domestic airport

#3. New gentrification area of old urban fringe

#2. Agriculture land near to the domestic airport2

#5. Mountainous area

#4. existing urban center area

Urban context Agriculture, unused land Forest Emerging city Industrial area Existing city Mobility line Way to the airport Water Local road Metro

Axis 4

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Cross sections of perpendicular axis

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Each axis penetrates into the different context of the existing city. It gives a various chance to support the global capitals in different manner, also to provide the chance to perceive the urban diversity of the existing city.

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* All images by writer

3.3 1st crossings of Way to the airport 30km

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First crossings is the first transfer point of global capital into the local territory.

It could be developed as new economic platform like Global business and combined residential area.

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* All images by writer

3.4 2nd crossings of local mobility line 30km

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2nd crossings of the local mobility line like road and metro station could be developed as back up or support functions like glocal business, and combined with residential area.

It’s the point of distribution of global capital.

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* All images by writer

3.5 supporting programs from existing city, potential extension

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Existing city has already many parts of supportive function for the global capital. These are Existing university area, urban & natural amenity area, apartment area, and manufacture area, which are best example.

R&D, educational support facilities Proposal

University

Existing University area could take supportive role of R&D, and Educational place for the global capitals.

It could be enhanced by linear form along the mobility lines and collected by perpendicular axis.

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* All images by writer

University area as R&D, educational support by perpendicular axis

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University area

Proposal Public portion - Public parking - pocket park - Wifi point - enhance the program (R&D, Educational support) Market portion - Program seeding (R&D, Educational support) “Perpendicular axis”

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* All images by writer

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tertiary business & manufacture support area Proposal

Manufacture, industrial area

Existing Manufacture area could take supportive role of tertiary business and manufacture support for global capitals.

It could be enhanced by linear form along the mobility lines and collected by perpendicular axis.

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* All images by writer

Manufacture area as Tertiary business & manufacture support by perpendicular axis

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Proposal Public portion - Public parking - pocket park - low rent dormitory/ child care center - enhance the program (Tertiary & manufacture support) Market portion - Program seeding (Tertiary & manufacture support) “Perpendicular axis�

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* All images by writer

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Living area support Proposal

Apartment area

Existing Apartment area could take supportive role of living area and community area for global capitals It could be enhanced by linear form along the mobility lines and collected by perpendicular axis.

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* All images by writer

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Proposal

urban amenity area

Existing urban amenity area could take supportive role of amusement area for global capitals It could be enhanced by linear form along the mobility lines and collected by perpendicular axis.

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* All images by writer

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Green area extension Proposal

Green area

Existing green area could take supportive role of green acitivity area for global capitals It could be enhanced by linear form as green corridor along the mobility lines and collected by perpendicular axis.

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* All images by writer

Green space collected by perpendicular axis

Proposal Public park Green connection road

* Criteria for choosing site for Public park : unused, neglected space +110 20 30

Perpendicular axis

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Green bridge

Green bridge

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* All images by writer

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existing water way

Crossing point of existing waterway and perpendicular axis could take supportive role of water park.

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* All images by writer

Water park distributed by perpendicular axis on the crossing point of waterway.

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Proposal Water park program parking Wood deck & pagola Observation board “Perpendicular axis�

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* All images by writer

All possible interactions with global capitals and local territories

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9 axis#3

axis#1

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axis#4

axis#2

* All images by writer

Cross sections of perpendicular axis (proposal)

30km 30km

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Axis 1 Green area

Tertiary business L1

G1

L2

Urban amenity Green area M1 L3

Tertiary business L4

G2

Axis 2 Green area Green area G3

Green area

Tertiary business R&D, Educational L6 L7

L5

Green area L8

M2

Green area

G4

Axis 3 G5

Green area

Living area

Tertiary business Living area Urban amenity L9 M3 M4

Living area L10

L11

Green area

M5

Tertiary business

G4

Axis 4

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Urban amenity R&D, Educational M7 M8

Green area

Urban amenity L14 L15

Green area

Green area G4

Proposal Crossings as TOD Water park Supporting program

Green area L13

Water Way to the airport Water Local road Metro

Living area

Agriculture, unused land Forest Emerging city Industrial area Existing city

G7

* All images by writer

3.6 mobility crossings as business platform

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Every mobility crossings could be developed as new economic platform to work with global capital, not only in the emerging cities.

Every crossings has it’s own specific context from rural area to the urban core area, and urban degenerated area.

To be developed as new economic platform, it should be developed as mixity conditions, with other urban programs, like living, commercial and other functions. It needs to be diversity.

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* All images by writer

4. Crossings as business platform of TOD type*

Transit-Oriented Development Guidelines by Peter Calthrope, 2009, http://www.calthorpe.com/

* Limited use of the term “TOD” in my thesis TOD has two meanings and two adaptable scales. One is making development near the transit point only, and the other is suburban (new area) expansion tool. In Korea, TOD’s concept is normally used and understood by the development of transit point especially metro only. So, I’d like to use it limitedly to focus on developing the crossing point of Perpendicular axis and local mobility line.

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4.1 Development tool box - 2 different type

Way to the airport Crossing intervention: “Dock” rather than “Dike”** TOD’s goal is to make place as mobility sustainable environment using public transport based , with the support of density and diversity of urban program.*In my thesis, crossings as business platform of the distributor of global capital, to be developed as TOD type with supporting programs of existing cities.

There are two different type of TOD style projected. One is not urbanized area and the other is already urbanized or degraded area. To accomplish the goal to make TOD, the development method should be different.

“Dike”

Crossings as TOD

“Dock”

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1. Development for new urban formation : “urban generator” model Following the basic TOD principle, urban program and density is different by distance from the transit point.

2. Development for urban reformation : “Criss Cross “ model For enhancing the density and diversity, within 1000m boundary, road confrontation area could be developed as business platform with high density living area. Surely, already finished developed area (like office building) is preserved.

Between the development area,”Business promenade” is inserted for pedestrian friendly environment. * Sung.& The Korea Transport Institute, 2007, “ Analysis of TOD and revising current Transportation and urban planning laws for its application in Korea. ** “Dike” is the term for indicating the raised type of the road structure (railway also), and “Dike” is for the road as underground. Both terms are used in Willem Salet, Stan Majoor (EDS), 2005, “Amsterdam Zuidas European space”, 010 publishers, Rotterdam.

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Perpendicular axis

Perpendicular axis

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500 200

Mobility point

Local mobility line (Road/ Metro St.)

Local mobility line (Road/ Metro St.)

200m : Office, Commercial 500m : Commercial, Residential 1000m : Residential

Two types of Development in my thesis Perpendicular axis

Existing city

1000

“Business promenade”

500

Local mobility line (Road/ Metro St.) Business & commercial 500m : Commercial, Residential 1000m : Residential

“Urban generator” model for new urban formation

Living & commercial “Criss cross” model for urban reformation

* All images by writer

program toolbox

By Peter Calthrope (1993)*, TOD has 3 major functions and each wide spectrum percentages.

Business and commercial area has 30-70%, and Living area has 20-60%, and public and service part has 5-15%.

In 2005, Amsterdam Zuidas development** has more clear percentage, which is Business for 40%, living for 40%, and servicing for 20%.

Typical program displacement (proposal)

case study: AMS ZUIDAS

Offices 1st business : Financial, APS

Offices Residential

2nd business : other service, oursourcing

parking, servicing

Residential Commercial parking, servicing

40% 20% 20% 20%

40%

40% 20%

In my project, based on following the Zuidas division, but half of living part is moved to the commercial one, which is inevitable for urban diversity.

On top of this structure, Every TOD point has different context by enhanced programs of existing city, which is my project #2. Coordination of this context, each TOD point has specific spatial division variance with influenced by enhanced programs. For example, at the area of urban amenity, TOD has +10% more than the original portion of 20% of commercial program, which becomes 30%. It could generate “grass root” development of local territories.

enhanced programs of existing city + urban amenity

Offices

+ Living area support

Residential

Commercial parking,

30% 20%

30% 20%

+ R&D, Education

30%

30%

20%

parking, servicing

20%

+ Tertiary, Manufacture support

Offices Residential

53

Residential Commercial

servicing

Offices *Peter Calthrope, 1993. “the Next American metropolis : Ecology, community, and the American dream, Princeton architectural press. ** Willem Salet, Stan Majoor (EDS), 2005, “ Amsterdam Zuidas European space”, 010 publishers, Rotterdam.

Offices

Commercial

parking, servicing

50% 20% 10% 20%

Residential Commercial

parking, servicing

50% 20% 10% 20% * All images by writer

Axis #1

water park

G1, generator model

L1, generator model

Rec

Crossings + Airport road Enhancing program Green context Water park, Green pad input Program conjunction only

+ local road Industrial conjunction only

Sea

Rec IND

L2, criss-cross model

M1, criss-cross model

+ local road Industrial green pad 2nd, outsourcing business 50 0.0

0.2

0.4

Urb

Gre

20 10 0.6

20 0.8

30 1.0

Urb

+ Metro No.1 urban amenity 2nd outsourcing business

IND

0.0

0.2

20 0.4

30 0.6

20 0.8

1.0

1300m 1000 500

water park

Xa, generator model - rural area

criss-cross model- urban area

Crossings Enhancing program Green matrix input program

L3, criss-cross model

30 0.0

54

L4, criss-cross model

+ local road Living area Water park, Green pad 2nd outsourcing business

0.2

Urb

Gre

30 0.4

IND

20 0.6

20 0.8

+ local road Industrial conjunction only

Urb IND

G2, generator model + Airport road conjunction only

Rec

Surroundings permeability Wheel

IND Urb

Program bar 0.0

1.0

Rec Gre

0.2

OďŹƒce 40

0.4

Living 20

0.6

Shop public 20 20% 0.8

1.0

* All images by writer

Axis #2

G3, generator model

30 0.0

0.2

30 0.4

L5, criss-cross model

Agr

Crossings + Airport road Enhancing program Living area Input Green input Program 1st business, APS

Gre

Urb

20

20

0.6

0.8

40 1.0

0.0

0.2

L6, criss-cross model

Urb

+ local road Green pad 2nd, local business

Gre 20

0.4

20 0.6

L7, criss-cross model

+ local road Industrial 2nd, local business

20

Urb

50

0.8

1.0

0.0

0.2

20 10

0.4

20

0.6

Urb

+ local road R&D, education 2nd, local business

IND

Gre

50

0.8

1.0

0.0

0.2

0.4

20 10 0.6

20 0.8

1.0

1300m 1000 500

L8, generator model Crossings Enhancing program Input Green input Program

+ Local road R&D, Education, Living area Green pad 2nd, local business

55

0.2

Gre

0.4

0.6

1.0

0.0

0.2

0.4

20 10 0.6

Unused

40

20 0.8

Urb

+ Airport road Water park 1st business, APS

Gre

50

20 0.8

G4 , generator model

Urb

+ Metro R&D, Education Green pad 2nd, local business

Urb

35 10

35 0.0

M2, criss-cross model

Agr

1.0

0.0

0.2

20 0.4

20 0.6

20 0.8

1.0

* All images by writer

Axis #3

water park

G5, generator model

L9, criss-cross model

Crossings + Airport road supporting program Input Green Water park input Program 1st business, APS

Gre Agr

40 0.0

0.2

20 0.4

20 0.6

L10, criss-cross model

30

56

0.2

1.0

20 0.6

0.0

0.2

20 10 0.6

30 1.0

0.0

0.2

0.0

0.2

35 10 0.4

0.6

30 0.6

1.0

0.0

0.2

35 10 0.4

1.0

0.0

20

0.2

30

0.4

0.6

+ Airport road IND Urb Gre 2nd, local business

35

20 0.8

30

20 0.8

20 0.8

G6, generator model

+ local road Gre Agr Industrial, Living area Water park Urb 2nd, local business 20

0.4

1.0

Urb

+ Metro urban amenity 2nd, local business

IND

35

20 0.8

M4, criss-cross model

Urb

+ Metro Industrial, Living area 2nd, local business

M5, criss-cross model

+ local road Urban amenity Green pad 2nd, local business

20 0.8

0.4

L11, generator model

Urb

30 0.4

50

20 0.8

Crossings + Local road supporting program Living area Input Green input Program 2nd, local business 0.0

Infra

M3, criss-cross model

Urb

+ local road Industrial support 2nd, local business

0.6

40

20 0.8

1.0

0.0

0.2

Gre

Rec

IND 20

0.4

1.0

20 0.6

20 0.8

1.0

* All images by writer

Axis #4

water park

G7, generator model

L13, criss-cross model

Crossings + Airport road supporting program Input Green Water park input Program 1st business, APS

Gre Agr

40 0.0

0.2

20 0.4

Urb

20 0.6

20 0.8

M7, criss-cross model

+ local road Industrial support Green pad 2nd, local business

IND

Agr

50 1.0

0.0

0.2

20 10

0.4

0.6

40

20 0.8

M8, criss-cross model

+ Metro Industrial, living area, urban amenity Green pad 2nd, local business

Urb

0.0

1.0

0.2

20

IND

Gre 20

0.4

+ Metro Industrial support Green pad 2nd, local business

Urb

0.6

20

Urb IND 50

0.8

1.0

0.0

0.2

0.4

20 10 0.6

20 0.8

1.0

1300m 1000 water park

500

L14, criss-cross model

L15, generator model Urb + local road

Crossings + local road supporting program urban amenity, industrial Input Green input Program 2nd, local business 40 20 0.0

57

0.2

0.4

2nd, local business

IND 20 0.6

20 0.8

40 1.0

0.0

0.2

Gre Urb 20

0.4

G8, generator model

Agr

20 0.6

+ Airport road 1st business, APS

20 0.8

Urb

40 1.0

0.0

0.2

Agr

Gre 20 0.4

20 0.6

20 0.8

1.0

* All images by writer

30km

58

18

9

3

* All images by writer

4.2 1st crossings as new urban formation

1,300

1,000

500

1000m

G3, the first crossings of the Way to the airport and local road. It means in this place, global capital transit the flow into the existing city, Incheon, in my theatrical base.

5

GyoungIn canal (on-going project)

Actually, It has a certain character of urban fringe which it has old housing area with agriculture land and together with new apartment blocks which it’s recently made.

500m perpendicular axis

1 Way to the airport (highway) Way to the airport (airport rail)

3

6 4

2

Gumam new city, Recentrly made apartment block

G3 Crossings supporting program Input Green input Program

30 0.0

59

Agr

+ Airport road Living area 1st business, APS 0.2

30 0.4

0.6

Gre

Urb

20

20 0.8

1.0

SWOT analysis and context

1

Strength : near the way to the airport

4

Opportunity : Near “Gumam” New city

2

Weakness : Abandoned, inaccessible highway fringe area

5

Opportunity : Near “GyoungIn”canal

3

Weakness : Abandoned, inaccessible highway fringe area

6 Threat : Rural atmosphere

G3, To be as Global business platform-

Strength : near the way to the airport ------> advantage to make global business platform Weakness : Abandoned, inaccessible highway fringe area ------> make green space, accessible “highway park”

Opportunity : Near “Gumam” New city ------> to be as supportive housing area background Near “Gyoungin”canal ------> direct connection with the waterfront area

Threat : Rural atmosphere ------> give some urban anchor program, like commercial area

60

Analysis of the first crossing point, G3

1,300

1,000

10 5

5

Way to the airport is passed through the shallow valley landscape. The way is elevated, which could be called as “Dike.” One major crossings by the local road under the way to the airport.

10

10

To the north part, it’s some rural area which is not developed as urban form, but south area is fully developed as apartment block which is only 5 years passed since it’s built. So, It should be preserved.

The bank area of the way to the airport is abandoned and not used so far.

15

15

25 20

topography & water

Street pattern

Land surface & buildings

Preserving area

Agriculture land Green area Waterway bank Highway bank Preserving area Unused land

Along the way to the airport, Gyoungin canal flows from east to west, to the Yellow sea.

61

500

1st action : making “Dock� and Direct path

Existing way to the airport could be underground. It guarantees the continuity of urban network, promenade, and get a chance to direct connect to the Gyounin Canal.

Road system projected on the existing agricultural land. Especially, adapting the current contour line and connection of the existing city is most considered. Grid is about 100x50.

Agriculture land Green area Waterway bank Highway bank Preserving area Unused land Proposal Main road middle road Minor road

62

1,300

1,000

500

Gyoungin canal

2nd action : making pedestrian friendly environment

1,300

1,000

500

Every road has a strong side walk with bike and pedestrian road. Especially a certain road enhances the green patch, it formulates the green network in this area. Crossing point of this road is pocket park projected. a. Main road section

6,000

2,000

10,000

2,000

6,000

b. sub road- “green connector” section

a

3,500

3,000

6,000

1,500

3,500 1,500

Proposal existing green space Subroad as “green connector” pocket park (over 30m2)

63

b

3th action : Making focal point

Focal point can be direction indicator. Existing Airport rail station is most important. From this point, some high-rise buildings could give the direction and spatial identity.

There are 3 big public space ,it’s like a “stepping stone” towards the metro station.

Proposal public/ event space Focal point

64

1,300

1,000

500

4th action : Program displacement

1,300

Most dense lots is business with commercial, suggesting FSI is 5. Outside this area, less dense Business with commercial is projected, which FSI is 4.

Program of Business is promised to be a APS and supporting glocal business.

Outside of this business area Living and commercial area is located. which is two lot type and each FSI is 2, 1.5% is suggested.

65

Focal point

Public building

Living & commercial ( 70:30) Park/ public space

Proposal Business & commercial (70 : 30) Business & commercial (60 :40) Living & commercial ( 60:40)

Public building is located central space and fringe space as well. For central space, parking lots, child and elderly day-care. For fringe, building like schools, and library and community centers is suggested.

1,000

500

LOT’s rules for development

Case of Existing lots with existing builidng

Case of Existing lots with existing builidng

Building typology could be divided by 2.

“Pedestal “type is lower part is occupied large area like pedestal, and on top of this, highrise building is on.

Low rise type is simple structure which is the land to the top as stright up.

This 2 building typology occupied from the maximum land use to the variation form of getting another flow or set back, which gives diversity of land use.

New building

Main road with sidewalk

66

existing building

New building

Existing road

“Pedestal” type

Maximum use

Getting another flow

Business type1 (70:30)* Business type2 (60:40) Living type1 (60:40) Living type2 (80:20)

FSI 5 4 2 1.5

GSI 0.8 0.7 0.6 0.6

* type(A:B) A=business/ living, B=commerical L1 : “Pedestal” type, L2: Lowrise type

Low rise type

Maximum use

* FSI, GSI & L from Meta Berghauser Pont and Per Haupt, 2009, “spacemate” ,http://www.permeta.nl/spacemate/index2.html

Sub road with sidewalk

1000m

500m

There are different land development ratio in terms of FSI, GSI & L*, with different land use from business type to living type. Table shows the proposal ratio.**

Main road with sidewalk

Sub road with sidewalk

In crossing point development, general lot’s dimension is 100 x 50m, which is normal urban grid of Incheon city. 2 sides meet main road and other 2 sides meet sub-road, so main road grid is 200 x 100m.

Getting another flow

L1* L2* 20 6 20 5 15 4 15 3

Crossing point G3 masterplan

67

EL+10.0 EL+0 Phase 3. Constructing the Business platform

EL+10.0 EL+0 Phase 2. Covering the way to the airport, making “Dock�

EL+10.0 EL+0 Phase 1. existing conditions 68

Gyoungin canal

Highway park

Business & commercial -1

Business & commercial -2

Living & commercial -1

Living & commercial -2

Exsiting Apartment block

Exsiting housing

Section of Phase

Images-1

69

Images-2

70

4.3 2nd crossings as urban reformation

1,300

1,000

M4, Crossings of Metro line no.1 which is old but massive mobility line between Seoul and Incheon.

The context is quite typical in terms of the station. In front, high commercial and business buildings are located and rear to this front, there are large areas of commercials and urban amenity facilities like Inn, pubs, and restaurants located inside.

500

Perpendicular axis

4

1000m 5

500m

3

1

6 Metro line #1

2

M4

Urb

Crossings + Metro supporting program urban amenity Input Green input Program 2nd, local business 30 0.0

71

0.2

20 0.4

30 0.6

20 0.8

1.0

SWOT analysis and context

1

Strength : metro station, major traffic way for the people

4

Opportunity : developed business atmosphere

2

Weakness : abandoned metro rear side area

5

Opportunity : developed commercial atmosphere

3

Opportunity : developed business atmosphere

6

Threat : different context in front & rear side of the station

M4, To be as Glocal business platform-

Strength : metro station itself, major traffic way for the people ------> advantage to make business platform

Weakness : Abandoned metro rear side area ------> make urban regeneration, to revitalize the area.

Opportunity : developed business and commercial atmosphere ------> to be as urban amenity area with pedestrian path

Threat : different context in front & rear side of the station ------> make the urban continuity with adaptation of the context

72

Analysis of the crossing point, M4

1,300

1,000

500

Street pattern shows the different urban fabric between the in front of the station and the rear side. In front, there are wide road and large building blocks has been formulated but in rear side, which is start of the mountainous area, has been not developed so far.

To make TOD, the most concerning matter is how to make a pedestrian friendly environment in already dense urban fabric formulated as Automobile friendly one.

The other thing is how to make a decision of location to be developed.

Street pattern & Railway

Urban fabric : Commercial & residential area

Street pattern & urban fabric

possible developing areas

At first, decision of the developing site is necessary. Criteria of decision is this.

1. In case of Metro line underground, the upper part is to be developed(107,701m2). Surroundings of Railway area is abandoned nowadays.

2. area, confronted with the major road not fully developed, remained as decayed condition.

3. area, not the apartment block because developing process finished in a near past

73

1st action : Decision of developing boundary

1,300

Old city Incheon has still quite a lot place to be developed as new business platform, even in a major road confronting area.

All developing area boundary is 663,407m2 Surrounding area of the transit point (Metro station), Business and commercial blocks are located, outer to the station, there will be living area with commercials.

Criteria of preserving building* is this.

1. built within 20 years.

2. building affordable to be in business platform, like office building.

3. historic building and existing landmark, in this area, train station, and front square is this.

* This criteria could be helped by GIS data.

Proposal

Developing boundary Building to be demolished Building to be preserved

74

1,000

500

Water park facilities

2nd action : making road network

1,300 On top of the underground metro line, there is 2 major connection road which is north-south direction.

Among this making network, some part of the road should be made, and some part should be enhanced the width.

With considering the existing road, there are 3 road hierarchy. Major, Main road and minor road. This road network should be connected for the continuity of urban path in hierarchical forms.

Proposal

Major road Minor road

75

1,000

500

3rd action : making pedestrian friendly environment

1,300

1,000

500

Between area of the road network, pedestrian promenade is inserted. In particular, Metro station square and upper part of the railway is the backbone of this promenade.

Pedestrian enhanced road is the road with pedestrian and bike road function is added. It has 3 different type which is this, Type of Pedestrian enhanced road a. Major road side walk

6,000

a

3,000

b

b. Main road side walk

c 6,000

2,000

10,000

c. small road side walk

4,000

3,000

6,000

4,000

Proposal Pedestrian & bike road Pedestrian enhanced road Park

76

2,000

6,000

5th action : Making focal point

Focal point can be direction indicator. Existing Metro station is most important. From this point, some high-rise buildings could give the direction and spatial identity.

Proposal

Focal point

77

1,300

1,000

500

5th action : Program displacement

Existing city’s development has limited use of land and also major road confrontation area is designated high density.

Most dense lots, business with commercial, suggesting FSI is 5. Outside this area, less dense Business with commercial is projected, which FSI is 4.

Program of Business is promised to be a APS and supporting glocal business.

Outside of this business area Living and commercial area is located. which is two lot type and each FSI is 2,1.5% suggested.

Public building is located central space and fringe space as well. For central space, parking lots, child and elderly day-care. For fringe, building like schools, and library and community centers is suggested.

Proposal Business & commercial (70 : 30) Business & commercial (60 :40) Living & commercial ( 60:40) Living & commercial ( 70:30) Park/ public space Public building Focal point

78

1,300

1,000

500

LOT’s rules for development

Case of Existing lots with existing builidng

Case of Existing lots with existing builidng

This 2 building typology occupied from the maximum land use to the variation form of getting another flow or set back, which gives diversity of land use.

New building

Sub road with sidewalk

Building typology could be divided by 2.

“Pedestal “type is lower part is occupied large area like pedestal, and on top of this, highrise building is on.

Low rise type is simple structure which is the land to the top as straight up.

1000m

500m

There are different land development ratio in terms of FSI, GSI & L*, with different land use from business type to living type. Table shows the proposal ratio.**

Main road with sidewalk

Sub road with sidewalk

Main road with sidewalk

existing building

New building

Existing road

“Pedestal” type

Maximum use

Getting another flow

Business type1 (70:30)* Business type2 (60:40) Living type1 (60:40) Living type2 (80:20)

FSI 5 4 2 1.5

GSI 0.8 0.7 0.6 0.6

* type(A:B) A=business/ living, B=commerical L1 : “Pedestal” type, L2: Lowrise type

Low rise type * FSI, GSI & L from Meta Berghauser Pont and Per Haupt, 2009, “spacemate” ,http://www.permeta.nl/spacemate/index2.html ** proposal ratio is adapted by architectural law in Korea

79

Maximum use

Getting another flow

L1* L2* 20 6 20 5 15 4 15 3

Crossing point M4 masterplan

80

81 new building proposal

Exsiting building

EL+0 EL-10.0

Business & commercial -2

Business & commercial -1

existing metro station

Business & commercial -1

Business & commercial -2

Living & commercial -2

Exsiting Apartment

Living & commercial -2

Business & commercial -2

Business & commercial -1

Public building

existing metro station

Business & commercial -2

Public building

Exsiting housing area

Sections of TOD for urban reformulation

Criteria 1. Adapting the context is important. so highest building is less than 80m, 20-story building in Business and commercial area.

2. In the residential zone, the building height should be less than 20m, which is for harmony with urban context beside focal point building.

EL+0 EL-10.0

Images-1

82

Images-2

83

Scale & Program comparison * Data of G3, M4 is base on writer’s project, AMS zuidas’s data is based on the Zuidas website : http://www.zuidas.nl/smartsite

G3 crossing point

M4 crossing point

AMS zuidas

1,000

Major mobility center total development land area

575,252m2 (including existing building)

NS station, AMS Zuid, Airport highway 1,109,610m2

234,702m2 ( 40%)

687,958m2 (62%)

OďŹƒce

378,632m2 (30%)

246,437m2 (30%)

615,250m2 (30%)

commercials

252,421m2 (20%)

164,292m2 (20%)

468,550m2 (23.5%)

residence

378,632m2 (30%)

246,437m2 (30%)

440,022m2 (22%)

other facilities

252,421m2 (20%)

164,292m2 (20%)

464,463m2 (23%)

gross development area

1,262,107m2(360,602 x 3.5)

821,457m2 (234,702 x 3.5)

urban anchor program

commercial strip, Highway park

Business Hotel, urban amenities

Hotel, commerical strip, Park, Foreign schools

Urban amenity area (old city), small pubs, and restaurants

Airport corridor zone, originally AMS fringe area

existing supporting program for global capital stakeholders of G3, M4 crossings

84

554,773m2

metro no.1 station

360,602m2 (65%)

Urban land area

urban program

Airport rail station, airport highway

new living area (Gumam new city, population, 30,000)

1,988,285m2

Final diagram Seoul

CBD Nature area

Water

University area

Manufacture area

Urban amenity area

Business platform Perpendicular axis 1st Crossing, Business platform as TOD model, <generator> type

Green amenity facility

Water park facility

R&D, Venture business

Manufacture support, Tertiary business

Amenity area, commercial zone

proposing interaction facilities perpendicular axis is the generator of the Interaction between global capital & local territory

Local mobility line (Metro/ road)

Way to the airport

85

2nd Crossing, Business platform as TOD model, <criss cross> type

Business platform

5. Further discussion - Two ways of urban expansion

As for the further discussion, Urban expansion has 2 different type in terms of mobility point of view. One is “Intra urban expansion,” which has been followed up by the extending the mobility lines like metro line extension or bus as well. The other type is “Inter-urban expansion” with inter urban mobility lines like BRT or premium mobility like airport rail, which deviates the existing cities for avoiding friction. In particular, recent urban development of Seoul area is Inter urban way, there are many emerging cities by this logic. New cities Along the way to the airport is the best example. Writers’ “Perpendicular axis” is sort of “counter axis” for the Inter-urban expansion, which neglects the surrounding urban context. It generates the interaction and harmonized development between the emerging cities and old cities.

86

100km

87

10

Seoul territory

Seoul + Old cities surroundings

Metro line + Intra-urban expansion

Highway + Inter-urban expansion

â&#x20AC;&#x153;Perpendicular axisâ&#x20AC;? as counter axis for Inter-urban expansion

Crossing as urban (re)formation

urban area water green area urban expansion & mobility line old city, Intra-urban expansion emerging city, Inter-urban expansion Metro line Highway proposal â&#x20AC;&#x153;Perpendicular axisâ&#x20AC;? as counter axis for Inter-urban expansion Crossings as urban (re)formation

topography

100km

2050 Seoul Metropolitan Odyssey

2050 Seoul-Metropolitan Odyssey

88

50 10

Reference direct reference • Peter Hall,2006, “The Poly centric Metropolis - learning from Mega-city Regions in Europe”, EARTHSCAN, London.

• Guller, 2000, “From airport to airport city”, Actor.

• Korean geographical institute 한국 도시지리학회, 2002, “City of Korea” 한국의 도시, Bummun-sa 법문사, Seoul • Rocco, 2006,“An urban geography of globalization: new corporate centralities in the age of hyper connectivity.”, TUdelft press.

• Jane jacobs,1970, ”Economy of the cities”, Vintage books,NewYork.

• Willem Salet, Stan Majoor (EDS), 2005, “Amsterdam Zuidas European space”, 010 publishers, Rotterdam • Peter Calthrope, 2009, “Design guidelines of TOD”, http://www.calthorpe.com/ • Peter Calthrope, 1993. “the Next American metropolis : Ecology, community, and the American dream, Princeton architectural press.

• Sung.& The Korea Transport Institute한국교통연구원, 2007, “Analysis of TOD and revising current Transportation and urban planning laws for its application in Korea. 대중교통지향형 도시개발의 효과분석 및 유도기법적용방안, http://u-lib. nanet.go.kr:8080/dl/DetailView.php

indirect reference • • • • • • • • • • •

Stephen Graham and Simon Marvin, 2001 : ‘‘Splintering Urbanism’’, Routledge, London Saskia Sassen, 2008 : ‘‘World cities’’ broadcasted by BBC Tim Hall, 1998 : ‘‘Urban geography-2nd edition’’, Routledge, London Neil Brenner and Roger Kell, 2002 : ‘‘The Global Cities Reader’’, Routledge, London Edward Soja, 2000 : ‘‘Postmetropolis’’, Blackwell, Malden,USA David Harvey, 2001 : ‘‘Conversation with history’’ broadcasted by U.S berkley David Harvey, 2007 : “Spaces of Global Capitalism: A Theory of Uneven Geographical Development”,Verso, London.

Manuel Castells, 201 : ‘‘Conversation with history’’ broadcasted by U.S berkley Manuel Castells and Peter Hall, 1994 : ‘‘Technopoles of the world’’, Routledge, London Stephen Read and Camilo Pinilla, 2006 : ‘‘Visualizing the Invisible’’, Teche press, Amsterdam Paola Vigano, 2001 : ‘‘Territories of a new modernity’’, Electa Napoli

other source • • • • • • • 89

Ministry of Environment website, http://eng.me.go.kr/ Korean air website, www.Koreanair.com Airport rail website, http://www.arex.or.kr/index.jsp Incheon free economic zones website, http://www.ifez.go.kr/ Incheon development institute website, http://www.idi.re.kr Meta Berghauser Pont and Per Haupt, 2009, “spacemate” ,http://www.permeta.nl/spacemate/index2.html AMS Zuidas website : http://www.zuidas.nl/