Master of Architecture Design Thesis _ Thomas Chun Tung Tse

FOOTSCRAY EXCHANGE

Thomas Chun Tung Tse, 743366

STUDIO LEADER: KELUM PALIPANE + THOMAS PROCTOR MELBOURNE SCHOOL OF DESIGN UNIVERSITY OF MELBOURNE NOVEMBER 2020

02

Contents 1.0 1.1

Thesis statement Thesis elaboration

P.7 P.8

2.0 2.1 2.2

Preliminary design Bottom-up approach Top-down approach

P.30 P.48 P.57

3.0

Site analysis

P.66

4.0 4.1 4.2

Proposed design Design generation Proposal

P.78 P.86

5.0

Conclusion

P.133

6.0

Appendix Biography

P.136

04

6

1.0 THESIS STATEMENT

This thesis addresses the issue of displacement of informal commerce during urban regeneration. In multicultural suburbs like Footscray, informal commercial practices and associated spaces help recent immigrants access employment and establish social and professional networks. However, as the suburb undergoes regeneration these smallscale practices and the spaces that enable them are being overlooked in favour of higher end retail. Meanwhile, the design of public spaces, particularly transport related places is approached through prioritizing efficiency. This creates what Marc Auge illustrates as “nonplaces� that nobody has a special tie to. This thesis challenges this approach and argues that public architecture should be able to respond to changing conditions continuously and allow for multiple appropriations and occupations across time. The proposed transit hub allows for multiple speeds to interweave, hybridizing formal and informal economies and spaces that reciprocally influence each other through time. Moments of transition and waiting are embedded with engagement and surprise.

As such, creating a highly social and mobile network system at local and broader scales.

7

1.1 THESIS ELABORATION

Figure 1.

Figure 2.

8

Edwin Lord Weeks, The Moorish Bazaar, 1873. (left) Edward Dodwell, The Bazaar of Athens, 1821. (right)

1.1 THESIS ELABORATION

The world has been continuously evolving since the Anthropocene, so has architecture and cities. The market has existed and grown since then. They were typically informal, located in the city center, or along a series of alleys stretching from one gate to another.

This informality is where exchange happens, goods, information as well as a place for public speaking and events1.

1.Christopher P. Garraty and Barbara L. Stark, Archaeological Approaches to Market Exchange in Ancient Societies (University Press of Colorado, 2010), 6.

9

1.1 THESIS ELABORATION

Figure 3. Sarah Peters, “Non-places series”, 2013.

10

1.1 THESIS ELABORATION

However, with the development of industrialization and technologies that we are now able to build skyscrapers, roads, and highways, it has become more and more formal and homogeneous. Modernization has made the city become more complex and more efficient, in a way too efficient that public roads now give ways to cars and trams instead of people. It is replaced with space of passage2 for a faster transition between one space to another. As Marc Auge illustrates, we have been focused on developing faster speeds and transition space, this creates “nonplaces” that nobody has a special tie on that space as they cater to average demands3.

2.Amjad Almusaed and Almssad Almssad, “City Phenomenon between Urban Structure and Composition.” (2019), doi: http:// dx.doi.org/10.5772/intechopen.90443, 15.

3.Marc Auge. Non-places: introduction to an anthropology of supermodernity. London, Verso publisher, 1992.

11

1.1 THESIS ELABORATION

Figure 4.

12

“Lagos Wide and Close”, image via Submarine.nl

1.1 THESIS ELABORATION

4.Max Weber, Peter Lassman, Ronald Speirs.

Weber: Political Writings.

Cambridge: Cambridge University Press, 1994.

5.Kim Dovey.

Becoming places.

Routledge publisher, 2009, 79.

6.Michael Rios. “Learning from Informal Practices: Implications for Urban Design.”

The Informal American City: Beyond Taco Trucks and Day Labor.

Cambridge, Massachusetts; London, England: MIT Press, 2014: 173-192. Accessed August 17, 2020. doi:10.2307/j. ctt9qf82x, 175.

7.Rios, “Learning from Informal Practices,” 173.

8.Laura Lutzoni. In‑formalised urban space design.

Rethinking the relationship between formal and informal. City Territ Archit (2016) 3:20 doi 10.1186/ s40410-016-0046-9, 1.

On the other hand, informality is now seen by most of the governments and councils that is inappropriate to the city as it ruins their public image. It is read as chaotic, dirty side of the city and should be cleaned up. However, Weber argues that informality is very crucial to city development, it should not be diminished.

Informality embraces multiculturalism, which provide a city of its richness, as well as being more functional than formal systems4. Dovey argues that “Informality is a framework or paradigm for understanding urban cultures of infiltration, the ‘quiet encroachment’ of informal market within formal economies5.”

In contrast with formal space, Informal space allows individual play in built environment which creates territorial flexibility6 while defying the ‘land use norms, zoning requirements, and the law7’. As a result, creating a dynamic framework that is formulated by the actions of individuals in a bottom-up design approach. This Informality is particularly important to the people in lower social status or new immigrants that are trying to adapt to new places, as it allows the exchange of information, employment opportunities, and more importantly, a sense of belongings from cultural identities8. Therefore, it is essential to have informal spaces for these people.

13

1.1 THESIS ELABORATION

Figure 5.

14

OMA, yokohama masterplan, 1991.

1.1 THESIS ELABORATION

Therefore, if informality is important, it needs to be revisited and explore ways it can be incorporate with formal spaces to make our city more interactive, more multicultural that it allows different groups of people to live.

Recio mentioned that formal and informal coproduce one another because the process of generating order will always define disorder by dominant players9. As such, formal and informal should not be discussed on their appropriateness but instead, they should be hybridized as a single framework system. The physical boundaries should be blurred to create new opportunities. This loosely defined space is stated by Dovey as “urban slippage” which streets of different functions have ‘slipped’ into one another to create a new ‘identity’10. It creates new experiences that are continuously changing by various activities that are happening.

9.Redento B. Recio, Iderlina M Babiano and Sonia Roitman.

Mobility nodes and economic spaces: Links, tensions and planning implications. The Journal of Transport and Land Use. http://jtlu.org Vol. 12 No. 1 (2019) 779.

10.Dovey. Becoming places, 167-168.

15

1.1 THESIS ELABORATION

Figure 6.

16

OMA, Euralille, 1989

1.1 THESIS ELABORATION

This thesis tries to answer the question of how informal and formal spaces can be reciprocally influential to each other as a single social framework for urban design and public architecture. This would be approached through creating a hybridized formal and informal economies which facilitate all sort of capital generation, promoting different individuals the ability to earn a living. Thus creating a system that preserves individualities and unlimited creative capacity to evolve.

17

1.1 THESIS ELABORATION

Figure 7.

18

Yomadic photography, Melbourne street of Footscray, 2012

1.1 THESIS ELABORATION

This thesis will take the site of Footscray as a testing ground to design a public transport hub. Footscray has a serious problem of lacking public open space, a space for individuals to express themselves. Footscray’s commercial core only has 1% public open space11.

Moreover, Footscray is a major settlement area of migrants and refugees around the world, only around 40% of the population speaks English only12. This results in Footscray being highly multicultural and complex from informal activities happening on the public streets.

11.Yvonne Meng. The conversation. “Don’t forget the footpath – it’s vital public space.” Posted 2019. Accessed Aug 10, 2020. https://theconversation.com/dont-forget-the-footpath-itsvital-public-space-115151.

12.Australian Bureau of Statistics. 2016 Census QuickStats. 2016. https://quickstats.censusdata.abs.gov.au/census_services/ getproduct/census/2016/quickstat/SSC20929

19

1.1 THESIS ELABORATION

% people

Victoria

16% 14% 12% 10% 8% 6% 4%

1300

1250

1200

1150

1100

1050

1000

950

900

850

800

750

700

650

600

V

550

500

0%

450

2%

Index of Relative Socio-economic Disadvantage for SA1

City of Maribyrnong: Footscray:

974 939

Figure 8. Australian Bureau of Statistics. Census of Population and Housing: Socio-Economic Indexes for Areas, 2011.

20

1.1 THESIS ELABORATION

These new immigrants and refugees with lack of skills, they have to rely on the informal economy for living. As shown in figure 8, both Footscray and city of Maribyrnong have shown a well below relative socio-economic disadvantage than the average number in Victoria13. As a result, these people are heavily dependent on the social services that are available as well as local communities.

However, with the lack of public space, this has therefore hinder their opportunities to connect with different people. As such, this thesis looks at designing a transport hub that provide public space for them to gather and act as a income generation tool by providing them space for informal economies.

13.

Australian Bureau of Statistics. Census of Population and Housing: Socio-Economic Indexes for Areas, 2011. https://www.abs.gov.au/AUSSTATS/abs@.nsf/ Lookup/2033.0.55.001Main+Features12011?OpenDocument

21

1.1 THESIS ELABORATION

Figure 9.

Hufton+Crow, UNstudio Arnhem central station, 2015. (top left) Figure 10. Author, site axonometric, 2020. (bottom left) Figure 11. Author, exploded axonometric on modalities, 2020. (right)

22

1.1 THESIS ELABORATION

Through analyzing the Arnhem Central Transfer Terminal by UNStudio. It is understood that its vertical layers are efficiently positioned to accommodate different transport modalities.

Programmatically, carpark and bike storage area are located underground because it is more static; mobile transports are put on/ above ground for easier accessibility.

The transport hub has created a nodal point formed by the emergence of different transports. And therefore, creates a lot of intersection between modalities. This justified what Recio has identify transport hub functions as “modalities interchanges, ‌ spaces of conflict and negotiation, particularly when livelihoods of poor populations take place in public spaces like streets and transport terminals.14â€? Therefore, designing a transport gives huge opportunity to understand how to designing a space that is suitable for every individuals from different people of different cultural background and social classes.

14.Recio, Mobility nodes and economic spaces , 1.

23

1.1 THESIS ELABORATION

Transportation Modalities - Speed of movement -

Figure 12.

24

Author, Transportation Modalities - velocity, 2020.

1.1 THESIS ELABORATION

The main user group will be the general public and people who perform the formal and informal economies. The design approach will start by analyzing a series of precedents that highlight the relationship between different modalities through different time and space. From a spatio-temporal diagram which observes a different form of movement and circulation, informal activities in the area as actions are injected into the diagram as context. This process would give insights into different relationships that are embedded in a transport hub, as well as the role of informal activities with the formal transport hub. It adds complexity to the whole programmatic scheme.

25

1.1 THESIS ELABORATION

26

1.1 THESIS ELABORATION

The next step is to understand the site in context.

Entries, movement, location of different modalities, boundaries between public and private areas. Through these, a network could be generated which interweaves different modes of economies, hybridize the formal and informal, with specific spatio-temporal programming relationship. The thesis will look for ways that informality can happen through different times of the day, circulation density, intersection between modes that formal and informal economies can take place, primarily through different transitional zones and when various types of waiting happen. Finally, creating architecture that can constantly redefine itself through time base on the needs of different people.

27

28

29

2.0 PRELIMINARY DESIGN

left hand right hand

30

Figure 13.

Author, Spatio-temporal diagram study table in 20 minutes, 2020.

2.0 PRELIMINARY DESIGN

This diagram records spatio-temporal relationship between table objects and the movement of my hands.

Firstly, both of my hands has a clear movement territories as identified in the colour zones.

Intersection between the two zones will be where operations require two hands to happen, such as opening a water bottle.

Furthermore, when moving through the space, the hand has developed an understanding of the field condition of the objects around the table. For example, as I am used to my table layout, when taking the water bottle, my hand is aware of the coffee mug in front therefore move around or over it without really paying attention.

To further develop the field condition in actual context, that is, how does this inform the transport hub? First opportunity is action between different intersection, such as the intersection between modalities nodes, what environment does this create? And what if the movement is addressing formalities and informalities, what can happen between the two?

31

2.0 PRELIMINARY DESIGN

movement field condition

32

Figure 14.

Figure 15.

Author, Field of (in)formal exchange, 2020. (left) Author, Original image from Jimi Connor, A Vietnamese grocer on Paisley Street extends its shop onto the footpath , 2018. (right)

2.0 PRELIMINARY DESIGN

This diagram investigates the field condition when informal trade happens between the shopfront and the back of bus stop. These informal trades that change the nature of the formal properties, where the form of the field is continually changing and defined by the informality onto the formal.

When Informal activities of trays were put outside of the store as highlighted in grey. The field started to change and projected out of the street. The red illustrates the invisible field that is therefore created by the informal trade which extends out from the store. From this the relationship of informal and formal store is redefined by having the extra informal space. Looking in a particular scenario where the change of movement happened when there is congestion in this informal space, which may imply a change of of circulation path that pushes the path outside of the street when the road is clear. This raise the question, how does formalities and informalities can influence the transport hub, in terms of movement and events?

33

2.0 PRELIMINARY DESIGN

34

2.0 PRELIMINARY DESIGN

This diagram illustrates different modalities weaving together as a three-dimensional system. Over, under, merging, splitting, intersecting and so on. The thickness of the lines illustrates different modes of transports.

And the thicker it is, the bigger the capacity it is. The red lines illustrates the velocity of transport just like the earlier diagram. The yellow cross represents intersection between modalities or pedestrian. Which represents area for exchange.

The diagram below is understood as how informality can change the overall form and flow that is created by integrating both formal and informal constantly changing through time. It has created/dimished a new relationship of networks. The next step of this thesis investigates how this may use to create architecture that is constantly in negotiation with the formal and informal.

Figure 16.

Author, Modalities & Action - velocity, density, intersection, 2020.

35

2.0 PRELIMINARY DESIGN

36

2.0 PRELIMINARY DESIGN

Figure 17. Bureau of Transport Statistics. 2012/13 Household travel Survey. Mode split (excluding walk/bicycle) for reidents travelling to CBD by time of day on an average weekday. Train Statistics 2014.

(Top)

Travel density variation shows how the circulation/usage density can varies across the day. from the result, it is shown that peak usage is around 7-9am 4-7pm on weekdays. which is the time where people get to work and off work.

Figure 18. Bureau of Transport Statistics. CBD station entries and exits by time of day and day type. Weekday figure rail station barrier counts 2013.

(Bottom)

Implication of this statistics is, the transport hub should be designed to allow the peak population efficiently through the station.

Which implies a lot of spaces not in use when not in peak hours. Therefore, it is valuable to think of what transport hub can offer in those non peak hours.

37

2.0 PRELIMINARY DESIGN

Figure 19. Author, Collage_transport hub reimagine, 2020.

38

2.0 PRELIMINARY DESIGN

The collage is an investigation on how formal and informal economies can happen within the transport hub.

I Look at how and where a trading person would be strategically locate to maximize the potential engagement. Spaces from concourse and platform as these are the areas that I’ve identified as waiting areas. Which the idea is to incorporate the informal street trading into the station and through different kinds of circulation to move around different layers of the station.

And the idea of signage not just as path findings but through different transport modes but also promoting trades. And places such as platform which you have all kinds of informal market around that promote interaction when you are waiting or when you are on a train you waiting for the door to open you interact with the trades.

39

40

2.0 PRELIMINARY DESIGN

Figure 20. Author, Modalities & Action - velocity, density, intersection, 2020. (left) On Modalities (top), On formal informal variation (Middle), On space (bottom) Figure 21. Author, Collage_ transport hub reimagine_ space, 2020. (right)

These diagrams have developed into approach of how to generate space based on the previous research.

Undulating form has particularly interests me as it suggests different type of movement around the landscape. And this creates different speed based on the path that you picked.

The diagram is an investigation on where and how do they locate. Is the lumps and bumps just happening when modalities intersect? Or when their circulation changes? How does the form can facilitate a reimagination on the landscape to different uses?

41

2.0 PRELIMINARY DESIGN

Figure 22. David Basulto, SANAA Rolex Learning Centre.

2010.

Figure 23. Ridhika Naidoo, SANAA Rolex Learning Centre.

Designboom, 2010.

42

2.0 PRELIMINARY DESIGN

To investigate on the meaning of these undulating form. I look at the Rolex Learning Centre done by SANAA. What is interesting from this is a undulating landscape within the architecture itself that facilitate informal learning. This contrast with the formal spaces within the architecture.

Which generates an interesting dialogue between formal and informal learning, as the informal space changes through out the day, the relationship keeps changing as well.

Figure 24. David Basulto, SANAA Rolex Learning Centre.

2010.

Figure 25. Archhello, SANAA Rolex Learning Centre. 2010.

Looking at the figure on the left, the space can be a formal and informal learning space on one day, and change to a site for skiing on the other day. Which is facilitate by the informal space that it is not clearly defined for its use, and therefore it can be anything.

43

2.0 PRELIMINARY DESIGN

Figure 26. OMA, OMA Hotel en Agadir. 1990.

44

2.0 PRELIMINARY DESIGN

The section diagram by OMA has further elaborate the architectural language of SURFACE that is created by this informality.

It has expand the language of surface that has been merely interpret as planar element. The undulating form has created multiple layers that can only achieved by stacking multiple planar elements. With the lumps and bumps, sharp edges cutting downward or above, this surface can act as wall to divide volume.

The ground surface can also wrap around to create ceiling.

As such, the conventional architectural language of a surface is being reinterpreted here into a three dimensional seamless experience.

45

2.0 PRELIMINARY DESIGN

environment

(L)

top down

architecture

(M)

bottom up

body

46

(S)

2.0 PRELIMINARY DESIGN

How transport hub can change and respond formal and informal space through time and generate economies?

The research is divided into two approach. The bottom up which worked out the human scale experience and interaction; the top down approach which outline the overall form.

47

2.1 BOTTOM-UP APPROACH

Figure 27. Author, constant grid, 2020.

48

The bottom up approach first look at how the grid is divided constantly.

2.1 BOTTOM-UP APPROACH

Figure 28. Author, distort grid, 2020.

the speed of the train slows down when it approaches the platform thus distorting the grid.

49

2.1 BOTTOM-UP APPROACH

Figure 29. Author, field density, 2020.

50

the density of the grid created by the train has create a field condition that is intensified when it stops as that is where exchange happens.

2.1 BOTTOM-UP APPROACH

Figure 30. Author, field boundary, 2020.

The field creates boundary accordingly, and its spacing integrates with the grid that is distorted by speed.

51

2.1 BOTTOM-UP APPROACH

Figure 31. Author, economies in three phrases, 2020.

52

The train here embeds three phrase. Present, past and future. It is therefore being questioned how can exchange happens through all these phrases. Through incorporating exchange at the boundaries of the train, it can carries not just passangers, but exchange from the previous station to the station, as well as the upcoming stations. As a result, the boundaries between train and platform is blurred. As well as boundaries between station to station is blurred.

2.1 BOTTOM-UP APPROACH

Figure 32. Author, economies_ train to platform_trade, 2020.

TRADE The changes of event on the train will causes the pedestrian flow on the platform changes accordingly as well.

53

2.1 BOTTOM-UP APPROACH

Figure 33. Author, economies_train to platform_ performance, 2020.

54

PERFORMANCE The changes of event on the train will causes the pedestrian flow on the platform changes accordingly as well.

2.1 BOTTOM-UP APPROACH

Figure 34. Author, economies_ platform to train_trade, 2020.

Vice versa, this allow the program on the platform changing the flow of passangers who get off the train. This example shows how the trading has expand the field condition of the architectural element as column, pushing the passangers to move in between.

55

3.1 BOTTOM-UP APPROACH 2.1

Figure 35. Author, economies_platform to train_ performance, 2020.

56

The field condition of the column turned into a wall. As a result, the performance at the centre has pushed passangers to walk towards the side.

2.2 TOP-DOWN APPROACH

Figure 36. Author, surface, 2020.

The top down is form-finding approach that looks at how a surface can transformed into undulating form which allow multiple ways to be interpreted. As a result, allows informal spaces to happen as it is evocative and creates multiple relationships on layers, allow the user to define himself what kinds of events/ uses can the space be used for.

57

2.2 TOP-DOWN APPROACH

Figure 37. Author, surface_ speed, 2020.

58

The space allows different speeds to happen in a single surface. While a person can pick the fastest path on a flat surface. They can also choose to be slow, and encounter different events.

2.2 TOP-DOWN APPROACH

Figure 38. Author, surface_ Lumps and bumps, 2020.

The lump and bump create a dynamic experience on a single surface. The bumps expand a persons spatial experience by allowing the person to see and integrate with his surroundings. The lumps on the other hand creates a more intimate space as it spatially lower which therefore more private.

59

2.2 TOP-DOWN APPROACH

Figure 39. Author, surface_ catalyst, 2020.

60

These spaces work as a catalyst that responds with the overall scheme and between formal and informal.

2.2 TOP-DOWN APPROACH

Figure 40. Author, surface_ transport, 2020.

61

2.2 TOP-DOWN APPROACH

- SMALL -

Figure 41. Author, Massing Iteration 2_lumps and bumps small scale matrix, 2020.

62

To further understand the potential and scenarios where the lumps and bumps can become. A series of ground conditions are mapped out to be developed into the design.

2.2 TOP-DOWN APPROACH

- MEDIUM -

Figure 42. Author, Massing Iteration 2_lumps and bumps medium scale matrix, 2020.

63

64

65

3.0 SITE ANALYSIS

0

500M

Figure 43. Author, Footscray_ site 1km radius, 2020.

Existing site has shown a more efficient transport network system across the northern area of Footscray.

66

3.0 SITE ANALYSIS

Figure 44. Author, Footscray_site 500m radius_ fragmentation, 2020.

0

200M

Footscray station has created fragmentation by the rail which splitted the site into two major parts. the nothern which consist of commercial trading and the south which is major residential area.

67

3.0 SITE ANALYSIS

Figure 45. Author, Footscray_ site 1km radius_urban grain, 2020.

0

200M

Due to the nature of the program that north is mainly commercial and south as residential.

This created an larger urban grain on the north and vice versa.

68

3.0 SITE ANALYSIS

Figure 46. Author, Footscray_ site 1km radius_transportation, 2020.

0

200M

Footscray’s transport system is more dense around the commercial core precinct above the Footscray station while the other area such as the south east is more sparse. Bike path has identified with a problem of fragmentation, it is not well connected.

69

3.0 SITE ANALYSIS

Figure 47. Author, Footscray_ site 1km radius_entries, 2020.

0

200M

The Footscray station has three major entries without having one around the north east corner. This is due to a lack of accessibility due to difficult street condition as thats the intersection of the major roads.

70

3.0 SITE ANALYSIS

Figure 48. Author, Footscray_ site 1km radius_priority route, 2020.

0

200M

As the north is the commercial core, with good transport network and an area for trading, this creates a major area for people to gather around. Therefore, the design needs to response to the demand and design these edges carefully to allow smooth transition.

71

3.0 SITE ANALYSIS

Figure 49. Author, Footscray_ site 1km radius_difficult crossing, 2020.

0

200M

The design will has to deal with the problem for difficult crossing as labelled. Potential solution will be looking at footbridge or underground tunnels that can bypass the traffic.

72

3.0 SITE ANALYSIS

Figure 50. Author, Footscray_ site 1km radius_entries, 2020.

0

200M

The existing topography line indicates a dramatic level change around the station area due to the railway lines. While the over landscape is sloped towards the Maribyrnong river.

73

3.0 SITE ANALYSIS

Figure 51. Author, Footscray_ site 1km radius_priority route, 2020.

74

0

200M

To response to the problem that has identified from the site, the design will try to bring in different modalities into the transport hub such that the two sides will be more connected.

Moreover, to act as a central interchange area that allow exchange to happen.

3.0 SITE ANALYSIS

75

76

77

4.1 DESIGN GENERATION

Figure 52. Author, Footscray_ site 500m radius_grid, 2020.

0

200M

The design will firstly identify key areas for modal interchange. A constant grid layout has been developed.

78

4.1 DESIGN GENERATION

Figure 53. Author, Footscray_ site 500m radius_distort grid, 2020.

0

200M

As a result of the interchange area, the grid will be distorted from these attractor points.

79

4.1 DESIGN GENERATION

Figure 54. Author, Footscray_ site 500m radius_entries, 2020.

0

200M

Key entrances are identified to better connect with these modal interchange.

80

4.1 DESIGN GENERATION

Figure 55. Author, Footscray_ site 500m radius_programs, 2020.

0

200M

Positioning different programs around these modalities to create a more dynamic experience around those area.

81

4.1 DESIGN GENERATION

Figure 56. Author, Footscray_ site 1km radius_zoning, 2020.

0

200M

A more dynamic territories area generated which expands from the modal exchange area.

82

4.1 DESIGN GENERATION

Figure 57. Author, Footscray_ site 500m radius_field condition, 2020.

0

200M

Resulting as the field conditions that is integrated and expanded from the relationships from different programs.

83

4.1 DESIGN GENERATION

Figure 58. Author, Footscray_ site 1km radius_circulation, 2020.

0

200M

The field condition of the site generates negative circulation spaces vise versa.

84

4.1 DESIGN GENERATION

Figure 59. Author, Footscray_ site 500m radius_contour, 2020.

0

200M

These series of distortion, positioning that generates field condition that allows the whole design embedded with different attrractor points that direct people’s movement across different transport modes.

85

A

Figure 60. Author, Footscray_ site plan, 2020.

086

B

A

B

Site Plan 0

100M

Figure 61. Author, Footscray_ ground floor plan, 2020.

088

Ground Floor Plan 0

100M

Figure 62. Author, Footscray_ underground floor plan, 2020.

090

Underground Plan 0

100M

Figure 63. Author, Footscray_ section A-A, 2020.

92

The lumps and bumps provide connection to the bus stop as a resting area and on top the station where the footbridge extends an informal market into the site. As such, informal exchange can happen while commuters are waiting.

4.2 PROPOSAL

Section A-A 0

20M

93

4.2 PROPOSAL

Figure 64. Author, Footscray_ site plan zoom-in_bus stop, 2020.

Figure 65. Author, Footscray_ zoom-in _bridge vignette , 2020. (right).

94

4.2 PROPOSAL

the ground is designed with different speed for different activity to happen. The orange shows the journey of commuters which are located around the centre where the blue shows near the edge will be the lumps and bumps that allow informality to happen. These lumps and bumps act as attractor points that can change peoples’ trijectories for informal exchange.

95

4.2 PROPOSAL

Detail plan _ waiting area 0

Figure 66. Author, Footscray_ site plan zoom-in_roof, 2020.

Figure 67. Author, Footscray_ zoom-in _roof section , 2020. (right).

96

5M

4.2 PROPOSAL

Section A-A _ Zoom in detail 0

5M

Enrich the moment of waiting for bus. Where commuters can interact with the undulating landscape, as well as to interact with the informal exchange around.

97

4.2 PROPOSAL

Detail plan _ Footbridge 0

Figure 68. Author, Footscray_ site plan zoom-in_bridge, 2020.

Figure 69. Author, Footscray_ zoom-in _bridge section , 2020. (right).

98

5M

4.2 PROPOSAL

Section A-A _ Zoom in detail 0

5M

Footbridge which bypass the congested street, allow a smooth transition between Footscray market and the transport hub. Where the lumps and bumps act as an extension of the market where informal commerce can happen while in transition.

99

Figure 70. Author, Footscray_ section B-B, 2020.

100

4.2 PROPOSAL

Section B-B 0

20M

Roof topography can become space for informal exchange. And where the bike parking area and walking entry intersect and extend into the station.

101

4.2 PROPOSAL

Figure 71. Author, Footscray_ railway station plan, 2020.

Figure 72. Author, Footscray_ railway station vignette, 2020. (right).

102

4.2 PROPOSAL

The underground plan shows how ticketing area is located just before entering the platform such that more area can be used for informal exchange.

The lump and bumps are positioned according to the circulation density of the location of the train and entrances to the platform.

103

4.2 PROPOSAL

Detail plan _ Platform 0

Figure 73. Author, Footscray_ railway station plan zoom-in, 2020.

Figure 74. Author, Footscray_ railway station section, 2020. (right).

104

5M

4.2 PROPOSAL

Section A-A _ Zoom in detail 0

10M

less crowded area will be more dynamic which facilitate different trade and play. The more crowded area will be flatter for faster transition. The level of informality increases when its more away from the platform.

105

4.2 PROPOSAL

Figure 75. Author, Footscray_ structural column matrix, 2020.

Figure 76. Author, Footscray_ structural column matrix_ function, 2020. (right).

106

The lumps and bumps not only allow informality to happen, it should also connects different levels together. Different sizes of columns could be an opportunity for informality to happen, as well as skylight to review location, as well as to circulate around the building.

4.2 PROPOSAL

- Circulate -

- Skylight -

- Territory -

107

4.2 PROPOSAL

Figure 77. Author, Footscray_ site 1km radius_journey, 2020.

108

0

200M

4.2 PROPOSAL

Figure 78. Author, Footscray_ site 1km radius_unrolled journey, 2020.

To further understand where does the lump and bumps happen around the site, journeys are being visualized to understand how Journey of commuters and journey for informal exchange intersect to facilitate interaction.

109

Figure 79. Author, Footscray_ site axo peel off, 2020.

110

4.2 PROPOSAL

Site Axonometric 0

100M

111

4.2 PROPOSAL

0

Figure 80. Author, Footscray_ journey_tram stop, 2020.

Figure 81. Author, Footscray_ journey_tram stop_vignette, 2020. (right).

112

100M

Upon arrival of the Footscary tram stop, the commuter can have an overview of what is happening around the site through the window.

4.2 PROPOSAL

0

5M

ARRIVAL _ FOOTSCRAY STATION TRAM STOP

113

4.2 PROPOSAL

0

Figure 82. Author, Footscray_ journey_concourse, 2020.

Figure 83. Author, Footscray_ journey_concourse_vignette, 2020. (right).

114

100M

The exterior of the main concourse would be a public seating area, where moment of waiting could allow a person to observe a performance.

4.2 PROPOSAL

0

5M

INFORMAL EXCHANGE _ EDGE OF MAIN CONCOURSE

115

4.2 PROPOSAL

0

Figure 84. Author, Footscray_ journey_station, 2020.

Figure 85. Author, Footscray_ journey_station_vignette, 2020. (right).

116

100M

Going down to the platform area of the station, the commuter can have a glimpse of what is happening outside of the station. Where amphitheatre is located. The amphitheatre will have different events happening throughout the day. For example, an informal market.

4.2 PROPOSAL

0

5M

INFORMAL EXCHANGE _ INTERIOR AND EXTERIOR OF FOOTSCRAY STATION

117

4.2 PROPOSAL

0

Figure 86. Author, Footscray_ journey_informal exchange, 2020.

Figure 87. Author, Footscray_ journey_informal exchange_ vignette, 2020. (right).

118

100M

At the area that is less formal such as area that is away from getting on and off the train, the lumps and bumps will advocate informal activity, where commutor can have informal trading while waiting for train.

4.2 PROPOSAL

0

5M

PLATFORM _ INFORMAL EXCHANGE WHILE WAITING FOR TRAIN

119

4.2 PROPOSAL

0

Figure 88. Author, Footscray_ journey_informal exchange_ platform, 2020.

Figure 89. Author, Footscray_ journey_informal exchange_ platform_vignette, 2020. (right).

120

100M

Similarily, at the back of the platform area will be area for informal exchange, where commuters can observe a live performance or buy some snacks while waiting for train.

4.2 PROPOSAL

0

5M

PLATFORM _ INFORMAL EXCHANGE WHILE WAITING FOR TRAIN

121

4.2 PROPOSAL

0

Figure 90. Author, Footscray_ journey_informal exchange_ leaving platform, 2020.

Figure 91. Author, Footscray_ journey_informal exchange_ leaving platform_vignette, 2020. (right).

122

100M

When leaving the station, the commuter can also experience informal exchange. Where the structural column has integrated with the skylight that work as a signage, as well as connecting the underground with above ground where a person can observe what informal activities are happening.

4.2 PROPOSAL

0

5M

PLATFORM _ INFORMAL EXCHANGE WHILE LEAVING PLATFORM

123

4.2 PROPOSAL

0

Figure 92. Author, Footscray_ journey_informal exchange_ bike exit, 2020.

Figure 93. Author, Footscray_ journey_informal exchange_ bike exit_vignette, 2020. (right).

124

100M

The station platform is directly connect with the bike parking area to allow a smooth transition between different modalities.

Informal exchange happens around the edge of the bike parking area near the entrance.

4.2 PROPOSAL

0

5M

EXIT _ INFORMAL EXCHANGE AROUND BIKE EXIT

125

Figure 94. Author, interior render _ station, 2020.

126

4.2 PROPOSAL

INTERIOR RENDER _ COMMUTER EXPERIENCE

127

Figure 95. Author, exterior render _ station, 2020.

128

4.2 PROPOSAL

EXTERIOR RENDER _ INFORMAL EXCHANGE

129

130

131

132

5.0 CONCLUSION

Reflecting on this thesis, I find it very hard when I first tried to translate movement, speed, time, and density into the design. Mostly when we talk about informal, how do we design informal? It seems intangible when talking about these terms. In this sense, the exercises in the first few weeks helped me a lot on how to formulate these elements into space.

Upon finishing the design, I have found it very important not to fully predict how people will use a particular space. However, what we as a designer should do is design spaces that allow multiple interpretations and scenarios. Especially with modernization and population overcrowding worldwide, rather than designer taller buildings, how to utilize buildings more efficiently may be a better option. As such, terms like movement, speed, time, and density will become crucial for architecture and urban planning.

133

134

135

References Almusaed, Amjad. and Almssad, Almssad. “City Phenomenon between Urban Structure and Composition.” (2019), doi: http://dx.doi. org/10.5772/intechopen.90443.

Auge, Marc. Non-places: introduction to an anthropology of supermodernity. London, Verso publisher, 1992.

Australian Bureau of Statistics. 2016 Census QuickStats. 2016. https:// quickstats.censusdata.abs.gov.au/census_services/getproduct/ census/2016/quickstat/SSC20929 Australian Bureau of Statistics. Census of Population and Housing: Socio-Economic Indexes for Areas, 2011. https://www.abs.gov.au/AUSSTATS/abs@.nsf/ Lookup/2033.0.55.001Main+Features12011?OpenDocument Dovey, Kim. Becoming places. Routledge publisher, 2009.

Garraty, Christopher P. and Stark, Barbara L. (2010). Archaeological Approaches to Market Exchange in Ancient Societies. University Press of Colorado.

Meng, Yvonne. The conversation. “Don’t forget the footpath – it’s vital public space.” Posted 2019. Accessed Aug 10, 2020. https://

136

theconversation.com/dont-forget-the-footpath-its-vital-publicspace-115151.

Recio, Redento B., Babiano, Iderlina M. and Roitman, Sonia.

Mobility nodes and economic spaces: Links, tensions and planning implications. The Journal of Transport and Land Use. http://jtlu.org Vol. 12 No. 1 (2019): 765–783.

Rios, Michael. “Learning from Informal Practices: Implications for Urban Design.” The Informal American City: Beyond Taco Trucks and Day Labor. Cambridge, Massachusetts; London, England: MIT Press, 2014: 173-192. Accessed August 17, 2020. doi:10.2307/j.ctt9qf82x.

Lutzoni, Laura. In‑formalised urban space design. Rethinking the relationship between formal and informal. City Territ Archit (2016) 3:20 doi 10.1186/s40410-016-0046-9.

Weber, Max., Lassman, Peter., Speirs, Ronald. Weber: Political Writings.

Cambridge: Cambridge University Press, 1994.

137

Figure References Figure 1. Weeks L., Edwin, The Moorish Bazaar, 1873.

Figure 2. Dodwell, Edward, The Bazaar of Athens, 1821.

Figure 3. Peters, Sarah, “Non-places series”, 2013.

Figure 4. “Lagos Wide and Close”, image via Submarine.nl. https:// archinect.com/news/article/102646363/koolhaas-guides-viewersthrough-bustling-lagos-in-this-interactive-documentary.

Figure 5. OMA, yokohama masterplan, 1991.

Figure 6. OMA, Euralille, 1989.

Figure 7. Yomadic photography, Melbourne street of Footscray, 2012. https://yomadic.com/melbourne-street-photography/.

Figure 8. Australian Bureau of Statistics. Census of Population and Housing: Socio-Economic Indexes for Areas, 2011. https://www.abs.gov.au/AUSSTATS/abs@.nsf/ Lookup/2033.0.55.001Main+Features12011?OpenDocument Figure 9. Hufton+Crow, UNstudio Arnhem central station, 2015. https:// www.archdaily.com/778950/gallery-unstudios-arnhem-central-stationthrough-the-lens-of-hufton-plus-crow.

138

Figure 10.Author, site axonometric, 2020.

Figure 11. Author, exploded axonometric on modalities, 2020.

Figure 12. Author, Transportation Modalities - velocity, 2020.

Figure 13. Author, Spatio-temporal diagram - study table in 20 minutes, 2020.

Figure 14. Connor, Jimi. A Vietnamese grocer on Paisley Street extends its shop onto the footpath , 2018. http://archpeace2.blogspot. com/2018/03/article-patterns-of-footscray.html.

Figure 15. Author, Field of informal exchange, 2020.

Figure 16. Author, Modalities & Action - velocity, density, intersection, 2020.

Figure 17. Bureau of Transport Statistics. 2012/13 Household travel Survey. Mode split (excluding walk/bicycle) for reidents travelling to CBD by time of day on an average weekday. Train Statistics 2014.

Figure 18. Bureau of Transport Statistics. CBD station entries and exits by time of day and day type. Weekday figure - rail station barrier counts 2013.

139

Figure 19. Author, Collage_transport hub reimagine, 2020.

Figure 20. Author, Modalities & Action - velocity, density, intersection, 2020.

Figure 21. Author, Collage_transport hub reimagine_space, 2020.

Figure 22. David Basulto, SANAA Rolex Learning Centre. Archdaily, 2010. https://www.archdaily.com/50235/rolex-learning-center-sanaa Figure 23. Ridhika Naidoo, SANAA Rolex Learning Centre.

Designboom, 2010. https://www.designboom.com/architecture/ sanaa-rolex-learning-center/ Figure 24. David Basulto, SANAA Rolex Learning Centre. Archdaily, 2010. https://www.archdaily.com/50235/rolex-learning-center-sanaa Figure 25. Archhello, SANAA Rolex Learning Centre. 2010. https:// archello.com/project/rolex-learning-center-2 Figure 26. OMA, OMA Hotel en Agadir Figure 26. OMA, OMA Hotel en Agadir, 1990. https://oma.eu/ Figure 27. Author, constant grid, 2020.

Figure 28. Author, distort grid, 2020.

140

Figure 29. Author, field density, 2020.

Figure 30. Author, field boundary, 2020.

Figure 31. Author, economies in three phrases, 2020.

Figure 32. Author, economies_train to platform_trade, 2020.

Figure 33. Author, economies_train to platform_performance, 2020.

Figure 34. Author, economies_platform to train_trade, 2020.

Figure 35. Author, economies_platform to train_performance, 2020.

Figure 36. Author, surface, 2020.

Figure 37. Author, surface_speed, 2020.

Figure 38. Author, surface_Lumps and bumps, 2020.

Figure 39. Author, surface_catalyst, 2020.

Figure 40. Author, surface_transport, 2020.

Figure 41. Author, Massing Iteration 2_lumps and bumps small scale matrix, 2020.

Figure 42. Author, Massing Iteration 2_lumps and bumps medium scale matrix, 2020.

Figure 43. Author, Footscray_site 1km radius, 2020.

141

Figure 44. Author, Footscray_site 500m radius_fragmentation, 2020.

Figure 45. Author, Footscray_site 1km radius_urban grain, 2020.

Figure 46. Author, Footscray_site 1km radius_transportation, 2020.

Figure 47. Author, Footscray_site 1km radius_entries, 2020.

Figure 48. Author, Footscray_site 1km radius_priority route, 2020.

Figure 49. Author, Footscray_site 1km radius_difficult crossing, 2020.

Figure 50. Author, Footscray_site 1km radius_entries, 2020.

Figure 51. Author, Footscray_site 1km radius_priority route, 2020.

Figure 52. Author, Footscray_site 500m radius_grid, 2020.

Figure 53. Author, Footscray_site 500m radius_distort grid, 2020.

Figure 54. Author, Footscray_site 500m radius_entries, 2020.

Figure 55. Author, Footscray_site 500m radius_programs, 2020.

Figure 56. Author, Footscray_site 1km radius_zoning, 2020.

Figure 57. Author, Footscray_site 500m radius_field condition, 2020.

Figure 58. Author, Footscray_site 1km radius_circulation, 2020.

Figure 59. Author, Footscray_site 500m radius_contour, 2020.

Figure 60. Author, Footscray_site plan, 2020.

142

Figure 61. Author, Footscray_ground floor plan, 2020.

Figure 62. Author, Footscray_underground floor plan, 2020.

Figure 63. Author, Footscray_section A-A, 2020.

Figure 64. Author, Footscray_site plan zoom-in_bus stop, 2020.

Figure 65. Author, Footscray_zoom-in _bridge vignette , 2020.

Figure 66. Author, Footscray_site plan zoom-in_roof, 2020.

Figure 67. Author, Footscray_zoom-in _roof section , 2020.

Figure 68. Author, Footscray_site plan zoom-in_bridge, 2020.

Figure 69. Author, Footscray_zoom-in _bridge section , 2020.

Figure 70. Author, Footscray_section B-B, 2020.

Figure 71. Author, Footscray_railway station plan, 2020.

Figure 72. Author, Footscray_railway station vignette, 2020.

Figure 73. Author, Footscray_railway station plan zoom-in, 2020.

Figure 74. Author, Footscray_railway station section, 2020.

Figure 75. Author, Footscray_structural column matrix, 2020.

Figure 76. Author, Footscray_structural column matrix_function, 2020.

Figure 77. Author, Footscray_site 1km radius_journey, 2020.

143

Figure 78. Author, Footscray_site 1km radius_unrolled journey, 2020.

Figure 79. Author, Footscray_site axo peel off, 2020.

Figure 80. Author, Footscray_journey_tram stop, 2020.

Figure 81. Author, Footscray_journey_tram stop_vignette, 2020.

Figure 82. Author, Footscray_journey_concourse, 2020.

Figure 83. Author, Footscray_journey_concourse_vignette, 2020.

Figure 84. Author, Footscray_journey_station, 2020.

Figure 85. Author, Footscray_journey_station_vignette, 2020.

Figure 86. Author, Footscray_journey_informal exchange, 2020.

Figure 87. Author, Footscray_journey_informal exchange_vignette, 2020.

Figure 88. Author, Footscray_journey_informal exchange_platform, 2020.

Figure 89. Author, Footscray_journey_informal exchange_platform_ vignette, 2020.

Figure 90. Author, Footscray_journey_informal exchange_leaving platform, 2020.

144

Figure 91. Author, Footscray_journey_informal exchange_ leaving platform_vignette, 2020.

Figure 92. Author, Footscray_journey_informal exchange_bike exit, 2020.

Figure 93. Author, Footscray_journey_informal exchange_ bike exit_ vignette, 2020.

Figure 94. Author, interior render _ station, 2020.

Figure 95. Author, exterior render _ station, 2020.

145

FOOTSCRAY EXCHANGE

Thomas Chun Tung Tse, 743366

STUDIO LEADER: KELUM PALIPANE + THOMAS PROCTOR MELBOURNE SCHOOL OF DESIGN UNIVERSITY OF MELBOURNE NOVEMBER 2020