Urban Laboratory Final Presentation

LEARNING PORTFOLIO URBAN LABORATORY FALL 2016

Aalto University Department Architecture Urban Laboratory ARK-E5007 Veronica Contreras Eitner 02.01.2017

Contents LEARNING ABOUT... GENERAL ISSUES ON MEGA PROJECTS..........................................1 Essay. Evolution in XXI century, the influence of the communication age in shaping urban areas........................................1 Lecture: Urban Theories and Concepts......................................................................................................................3 Lecture: On MEGA projects and evaluation of their economic and other impacts............................................................3

LEARNING ABOUT... POLICIES AND MANAGEMENT.......................................................4 Lecture: Mega shopping mall policies........................................................................................................................4 Lecture: Retail in Urban Planning.............................................................................................................................4 Essay about “The Rise of the Creative Class”, by Richard Forester....................................................................................5

LEARNING ABOUT... USE OF SPACE....................................................................................6 First exercise: Alpipuisto, the use of public space in Helsinki..........................................................................................6 Milan Excursion - IL CENTRO................................................................................................................................7 Analysing a Mega Shopping Mall - KAMPPI.............................................................................................................10 Historical Background.........................................................................................................................................10 General Information About KAMPPI....................................................................................................................11 KAMPPI - Accessibility........................................................................................................................................12 KAMPPI - User’s Opinions........................................................................................................................................13 KAMPPI - Users Access PUSH/PULL Artistic Intervention......................................................................................14 KAMPPI - BesidesTransiting....................................................................................................................................15

LEARNING HOWTO MAKE A CASE OF STUDY..................................................................17 Theoretical Framework........................................................................................................................................17 Hypothesis...........................................................................................................................................................17 Research Questions..............................................................................................................................................18 Research Methods................................................................................................................................................18 Findings...............................................................................................................................................................20 Case Of Study Research ContributionTo The Research Questions..............................................................................23 Discussion...........................................................................................................................................................23

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LEARNING ABOUT... GENERAL ISSUES ON MEGA PROJECTS Essay. Evolution in XXI century, the influence of the communication age in shaping urban areas.

Regarding the following texts: Why mass media matter to planning research. The case of mega projects. Bent Flyvbjerg.

Understanding planning practice. John Forester Mass media is nowadays called “the fourth power of government”, the information age is emerging, gaining power in the development and shape of contemporary societies, in their opinion and reactions towards every decision concerning public matters. Public opinion gets influenced by what media says and the way they say it. Planning profession is directly involved in that mass media influence, since contemporary planning act is directed to society and community’s well-being. Theories as “Transactive Planning” (Friedmann, John) and “Communicative Planning” (Forester, John) states human well being, introducing the planning act through community and political-economical participation, so communities and planners are influencing each other. Broad access to information gives access to phronetic research (study of the values and power) addressing transparent planning processes opened for the public opinion and democratic participations. Public participation allows public to follow and be part of the development of mega projects, characterising them not only by the physical spatial aspects, but by the community impact.

Media and society Media’s strong power is directly linked with the ability to reach communities and convince them of statements about given information. This tool directed on shaping individual’s and community’s point of view in matter as plans and policy development guides them through positive or negative reactions. The statement is not judging the accuracy of information, but the way media transmit it (the way of “telling the story” can shape the receiver’s perception). The given information addresses true facts “distorted” by the transmitter giving it a subjective point of view or adopting a particular party (by transmitter I am making reference to a reporter as individual, or a massive media distributor as an organisation). Information distortion is not necessarily wrong, but an unavoidable reality which can be used either as a tool for improving transparency, as well as one to underestimate a proposal, I am making a neutral and objective reference. The communication distortion is described by John Forester as the “Communicative influence” in his text “Understanding the Planning Practice”. The rising influence of internet nowadays has become as powerful as mass media, the information diffusion is spreading up globally not only by professional reporters from the known media, but from anyone in the global community with internet access. Therefore, media assumes an important role in political development and with it, the decision making process which is now strongly criticised and followed by community, the growth of media is followed by social participation to grow stronger as well. Flybjerg describes this phenomenon in the article “Why mass media matter to planning research”, he addresses the phronetic research enhanced by the media power to inform communities in order to uncover non transparent processes, he claims: “The importance of a scholarly text in public debate depends on both its publication and exposure, apart from the content”.

Without the power of media, his research would have been just another paper statement, causing no influence in the project’s development or any attempt to fix the problems found: Media alerts population groups, they react and accomplish pressure to the developers to fix mistakes. This theory is proved through practice in cases of study at the local, regional and global scale.

“Planners and students must explore the management of citizens attention, how authorities make decisions, how economic and bureaucratic power sets agendas and how suitable political and cultural forces shape citizens conceptions of their needs”1 Society and planning Now, one may wonder how is this relation politics-media-society related to urban space and to the planning profession?

This relation gets clearer while reading contemporary planning theories such as Friedmann’s “Transactive Planning” and Forester’s “Communicative Planning”. This evolutionary way of thinking links paper theories with the planning act and project development, historically these two were unlinked by the same professionals and competing debates of “who knows more” were carried out. Planners must adopt a leader role, in which a clear dialogue between politicians and societies is develop, in order to build a strong society. The importance of project’s developers to be enrolled with political decisions, is the link between policy, project development and democratic forces, in order to build a better future adaptable to the current changes and the changes to come. Planning process is not only about physical space but it must address communal wishes and needs, then a question worth to answer is: who is responsible for fulfilling those needs? A hierarchy must exist, planners and politicians have an ethical responsibility of work for serving society.

Those professions are in charge of studying realities and problem solving, of course public participation in processes is relevant but in order to join the previously mentioned academical and action knowledge is important to recognise that experience is not the absolute true and is difficult to address problems objectively without a background theory supporting it. In other words, public participation is needed, but the hierarchy of professionals must be respected, this statement is my personal point of disagreement with Flyvbjerg, who assures that in order to reach the social comfort and a fair democracy a project development of any kind should be entirely transparent and open to the public.

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“…Phronetic planning researchers are explicitly concerned about public exposure, because they see it as a main vehicle for the type of social and political action that is at the heart of phronesis”1 Transparency in Project Development It is now clear that the transparency of processes spread by media, is influenced by a specific point of view or a taken party, then the will of positive impact of a project might be distorted by giving the part of information the public doesn’t need to know. To make this point clear, Flyvbjerg’s example of the under water tunnel of Denmark suits: The government built the mega-project to benefit the community, but as in most mega projects (also stated in the same text) the budget was not accurate and the amount of exceeded resources was massive, there was a failure of a structural calculation which produced the flooding of the project. Media was in charge of spreading the budget failure and the significant amount of money lost, the government’s decision was to fix the damaged 1

Flyvbjerg, Bent; Article: Why Mass Media Matter to Planning Research.

mistake even when the construction of a new one was cheaper, arguing the negative cultural relevance of a built mega-project failure for the community, nowadays it is a monument for Denmark (Government and Danes). This example shows the power of media of transmitting the desired pieces of information and communities reaction of the process. Government was (probably) hiding parts of information with a positive purpose for community.

The chosen article reveals a contemporary reality which is media revolution, and the influence it has in nowadays city and community shaping. XXI century is facing a process of change highly influenced by the digital revolution, a lifestyle is shaped by the high speed information flows with a growing influence in the use of physical space as well as the way it is perceived by communities and individuals. On the other hand it is worth to note how contemporary theories are giving more relevance to societies and less to the shape of space and aesthetics.

The contemporary world is increasing its complexity. It is necessary for professionals to work in a participative way not only with communities but with other professions.

Reflection Reading contemporary articles with case of studies about any topic expand one’s vision about the real world. While being in the academia the tendency of seeing and projecting a “perfect world” is unavoidable and let us miss many external factors which the practitioners are aware of. Even if the selected article were not about mega shopping malls, the topic of the media influence on mega projects is easily related not only to the mega malls but to the every day practice.

LEARNING PROCESS:

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Lecture: Urban Theories and Concepts (Mina Di Marino) Spaces are created by society: appropriation of the public and space. Appropriation of indoor (social) and outdoor (family). Public spaces have been shaped for the people’s behaviour and appropriation. Different users create certain cultural identities.

Typologies of public spaces: The use does not only depend on the function. The use depends also on how people use the space.

The use depends on: STIC SEGREGATED DOME D E VIRTU HT AD Y FUNCTIONS 24 HOUR AL DELIG INV ILIT B I OUTD SENSORY ESS O C C C OMFO OR E A XPERIENCES RT The non-places => Meaningless in our life’s or places without identity, relations and history.

Replacement of the concept of functional city (divided) for the connected city (integrated, mixed). The city is a mixture of functions, with different centres, connected one with the other.

Functional City Connected City Gives functions to spaces Do not recognise function separations. A network of a group of fractions. The network can be connected physically or virtually.

Multi Locality: People interact in multiple places (is not about work and home anymore, What kind of mobility is used in different time zones?.

How free Wi Fi spots are changing urban areas? => Coffee shops are now providing meeting rooms.

Multi localist people => Anthropology. Benefit from physical and virtual spaces Changes in urban areas are creating more flexible lifestyles. Public and semi public spaces are changing it’s functions as well adapting to the new information age. The locations try to provide services according to the users needs.

Reflection Contemporary lifestyles are giving different meanings to the way urban areas are used and experienced... Now we (professionals) must take in count facts that might not be obvious at first sight... Specific spaces can have different characters according to the people interacting within them... Even the public-private perception and use is being changed by the way a space is being used and the interactions of people.

Lecture: On MEGA projects and evaluation of their economic and other impacts.

(Heikki A. Loikkanen) Mega projects can be private (business) or public. Can be in short or long term. Their effect can be reversible or irreversible (few). Long term projects usually require a cost-benefit analysis.

Image taken from Cost benefit analysis: lecture: On MEGA projects Evaluate the economic investment (generally long lasting and evaluation of their economic and benefit). other impacts.

By: Generally the benefit starts showing after a period of time.

Heikki A. Loikkanen’ The benefit is not immediate, while the initial investment Department of needs to be done in a short period of time.

Architecture.

Aalto University The evaluation of the project (if it is worth to build or September 28 of 2016 not) depends on the time period the revenue is brought.

If the benefit cost ratio is above 1, then is profitable. If it is less than 1, it is not profitable.

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Reflection As professionals (at least in my working experience in Colombia) we tend to forget/ignore the economical process and value of projects, leaving it to engineers or economists which have no direct relation to the design team... As designers, it is important to be informed of this field in order to get a more accurate result=> The investment, return and profit are key tools 3 in the decision making process to develop a project.

LEARNING ABOUT... POLICIES AND MANAGEMENT Lecture: Mega shopping mall policies.

(Ilona Mansikka) Planning mega shopping malls is about cooperation, no competence.

Policentricity: ʴʴSupport sustainable mobility Regional plan. ʴʴJobs located in centres General plan. ʴʴPublic transport should be designed according Detailed plan. to centres.

(Influence all scales) Legislation: GOALS SUPPORT ʴʴTake in count other centres TED FFERENT DI R O N P O ʴʴCloseness to public transport TRANSPORT SUP OCATI S MODES TRE E L AC ʴʴTrips at a reasonable length.

CEN Y TRAD FO CESSIBILITY R EVERYON B Trade legislation: Trade location en central areas, Helsinki: E Recommended in the downtown area.

LIMITED SIZED LOCATED AND TYPE Reflection JOINED TO THE DONNUTS EXISTING URBAN To obtain successful results in the detailed level of projects, STRUCTURE strategic policies should be developed since each location has

different characteristics to take in count.

Lecture: Retail in Urban Planning.

ENCO SUSTA URAGE TRANS INABLE PORT SUP POR T REG COMP EFFEC IONA T E TYPE L LEV TI TION IVE EL: SO D F TR ADE IFFEREN OFF ERED T

(Elina Luukkonen) Helsinki new city plan Helsinki is one of the fastest growing cities in Europe. Even if it’s population is 630.000, the metro users are more than two times that amount because of the suburbs dependency. In Helsinki all areas are being planned or already built, so there is no more space for building.

HELSINKI vision for 2050: ʴʴExpansion of the inner city ʴʴInfill: decentralise centralisation, build sub centres into small towns. ʴʴImproved public transport ʴʴImprovement of greenery.

Land use legislation for retail: Regional level = retail stores with regional significance and a functional regional structure.

City Master plan = Legislation for local stores network.

Detail plans = Regulation for areas, sizes, etc.

Less regulations: better operational condition for business Population growth: opportunities for retail Accessibility through all transport means.

Retail in Helsinki Monitoring the current Assessments for new ʴʴBetween Helsinki and the metropolitan area ʴʴDetail plans for new retail ʴʴExisting shopping centre networks ʴʴResidential areas: quantitative needs, retail capacity ʴʴLocal shops ʴʴEvaluation for future networks ʴʴServices ʴʴRelation facade-streets The development of retail in Helsinki (current and new) is a strategic plan to be developed in detail according to the place it is located, in order to accomplish the region goals.

Picture 003 Image taken from lecture: Retail in urban planning by Elina Luukkonen. Department of Architecture. Aalto University. October 19 of 2016.

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Essay about “The Rise of the Creative Class”, by Richard Forester.

Regarding the chapter “ The Geography of Inequality” The geographical location of areas and human settlements is defined mainly by class definition of the area’s inhabitants, setting inequality standards for a city’s socio spatial divisions. Socio-economic potential of individuals and groups is one of the facts for defining the inequality level of a physical area, this potential has no direct relation with inhabitant’s income but with the education level and individual’s happiness. In the chapter “The Geography of Inequality” Richard Florida refers to the easterlin paradox which states that rich individuals are happier than poor individuals, from a personal point of view, richer groups of population have higher living standards and probably a constant state of happiness and comfort, but poorer groups of population experience stronger peaks of happiness when going out of a daily routine. Inequality cannot be defined by defined only by income but it has to take in count facts as the quality of life of the individuals and the opportunities provided to society in order to narrow the gap of happiness between different classes.

The importance of highlighting the difference between top 50 happiest countries. Off course the average of a inequality of income and wage is stated by Richard country cannot define the happiness level of smaller scales, Florida since income inequality have no direct relation but in my personal experience income has a weak relation with housing and living costs, while wage takes in count with the level of happiness of individuals and societies. not only the cost of surviving but facts as human capital, On the other hand wage may have a stronger influence, education and analytical social skills. Class demarcation since it allows a constant state of higher living conditions is influenced by a strong political influence, it is stated such as better access to comfortable transport (Private that higher class groups are more conservative and yet vehicles in the American background as described by less tolerant increasing the gap of inequality, the so called Florida), better health services and conditions not only creative class by Florida has a liberal point of view yet in medicine services but as access to a healthier diet, and lower income but the education level differentiates the fitness (Florida states that fitness is a strong happiness group of people from a working class more affected determiner). The happiness rates of a society are defined by inequality produced by higher conservative classes. by the sum of several conditions not necessarily defined by Nowadays socio economic class is not defined by what the income, in the chapter Florida makes reference to the we do in our working lives, but by what we buy and how economist Gabe, who states that classes plays a bigger role do we identify ourselves in society, working and creative on human happiness than weather and density regarding class with a similar income level make different purchase to transport usage, the creative class bikes not for health decisions defining different levels of happiness, class plays or to avoid public transport density, but because it gives a fundamental role on happiness. The level of education them certain socio economical status. Regarding to is an important class determiner, in order to achieve long fitness, it is scientifically proved that exercising stimulates term prosperity for narrowing the inequality gap it is the production of endorphins which makes human being needed to provide real opportunities for all residents. At happier, so it is accurate stating that fitness is a key fact this point it is relevant to point out the difference between of increasing the happiness levels of population. The equity and inequality since in a contemporary society is difference of fitness between socio economic classes is possible to provide equality of rights and opportunities, that working class requires the physical effort during the but utopian to do so with income and wages. UN habitat working hours while the sedentary professionals as the stated in the VII World Urban Forum of 2012 that equity higher and creative class uses their leisure time to preform refers to human rights and access to basic services, while vigorous exercise. equality makes reference to equalise incomes and comfort conditions for every individual in a society. Following that idea, contemporary societies should be looking for The gap of inequality in terms of rights and access to closing the inequity gap, but maintaining certain level of basic services needs to be closed and this can be achieved by increasing the education levels for building a denser inequality to preserve socio economic classes. creative class, with low income but high wage and good quality of life. I dare to say that inequity on the other hand According to Florida, the economists Wolfers and is an impossible goal to achieve in nowadays societies Stevenson states the continuous connection between because of the political powers and societal structure that income and happiness in the individuals, this happiness we live in. Every individual has the right to have a good constant makes an improvement in the inhabitants quality of life and access to services in order to increase quality of life but from my personal experience makes the happiness rate, but it is also a right to create strife for harder to reach a higher happiness peak. For instance, higher income on a personal level as long as the moral when individuals are experiencing high life standards values and rights remain equal for everyone. with certain level of comfort then is more difficult to have a happiness peak since the life quality standards are higher, while in poorer societies the happiness standards “America is becoming more and more divided and unequal are not as high due to a lower level of happiness. This can by income, by the kind of work we do, by our levels of be argued by looking at the world happiness standards education, by our politics and culture and perhaps most of the world happiness report of the earth institute of dangerously, by our very health and happiness”1 the University of Columbia, where is shown that some developing countries (with weak economies) are in the 1 Florida, Richard. The Rise of the Creative class Revisited. 2012. Part Five: 5 Contradictions.

LEARNING ABOUT... USE OF SPACE First exercise: Alpipuisto, the use of public space in Helsinki Summer Green Living Room in the Centre of Helsinki Where did the area came from?

Alppipuisto Park’s history extends to the beginning of 1800, when Northern part of Töölö Lake was transformed into park. At the time it was the biggest park in the city and very popular within populace for going there for stroll. In 1858-62 the Helsinki- Hämeenlinna train tracks were built and divided the park area into two. The Eastern part of it is known as Alppipuisto Park.

Analysis ceptual Time use Diagram

What is happening nowadays?

Alppipuisto park is still very popular among different types of public, and it hosts number of events and different festivals especially during the summer months.

Users spend time with friends and families in different age groups, and the observed activities are to play music and games, have picnics, do sports, etc. (what else people do there..??) In the winter the hilly landscape offers great sledding, just if there is enough snow..

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3 types of comers were identified: Locals: Helsinki Urban area inhabitants.

Neighbours: Population living in the surrounding neighbourhoods.

And Visitors: People coming from outside Helsinki; this group of population mostly comes during the summer time to specific Picture 005 festivals and events.

The warm season is the main population attractor due to the high amount of offered activities (organised events),

warm season is the main population attractor due to the high amount of offered activities (organised events), and the rich open public space open and the rich open public space open for different possibilities for usage. The park provides green spaces within the different possibilities for usage. The park provides green spaces within the urban context which offers a space isolated from hardscape and the whichservices offersfora the space isolatedarea; from hard-scape and thedoes urban noise.

Theactivities cold season an noise.urban The coldcontext season provides neighbouring during this season the place not offer attractive for publicsprovides services er than the forneighbours. the neighbouring area; during this season the place does not offer attractive activities for public’s other than the pes of comers were identified: Locals: Helsinki Urban area inhabitants. Neighbours: Population living in the surrounding neighbourhoods. And neighbours. tors: People coming from outside Helsinki; this group of population mostly comes during the summer time to specific festivals and events.

Learning process

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While visiting the park and searching for internet comments and events made by users, we (the group) found the importance of the season and time of the day for the use given to the park and what kind of users were visiting.

The time of the day and the year is a determinant for the activities taking place in the public space.

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Milan Excursion - IL CENTRO The area where Europe’s biggest mall was built, the former Alfa Romeo Factory. It is located in the area Arese of Milan, at 20 Km from the city centre, designed to be reached by the users specifically by car, to get there in public transport takes more than one hour and a half and the closest bus stop is located at 1.6 Km from the entrance to the mall bisected by a highway. It takes one metro and one bus to get there using the public transport system. ʴʴThe mall receives approx. 1.5 million people a ʴʴAn area of 90.000 sq meters week. ʴʴCapacity of 6.000 cars ʴʴThe peak Hours are during the afternoon ʴʴ200 Shops (mainly from 16:00 to 19:00. ʴʴOpen every day from 09:00 to 22:00.

Mall “Il Centro” in relation to Milan In order to reach the mall from the bus stop, it is needed to cross a broad highway, a bridge makes the crossing easy but still the noise pollution and the traffic flow do not make the path pedestrian friendly.

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The pedestrian accessibility is not clear, the path from the closest bus stop coming from Milan centre is not clear, there are no guidelines or marks for an easy access to the mall. The walking path is green and passing trough historic buildings, but nothing related to the mall.

Getting there...

The plan shown in the mall’s website, shows clearly the car-based concept applied to the mall. It is highlighting the roundabouts and the highway, giving no pedestrian information.

The designers claim a walkable/”bikable” “concept, buy it is only applied inside the parking lot.

The lot is an island with a thoughtful design inside the lots perimeter, not well related (pedestrian) with the surroundings or with the city.

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From Milan’s city centre, according to the transport apps it takes 1.5 hours to reach the mega shopping mall, in reality it took the group almost 3 hours to reach the destination. The commuting process after leaving the metro line is confusing for users and with no signalling of the path to change from one way of transport to the 7 other.

Empty, green walking path from the bus stop in the way to the mall, green landscape and no air, noise or visual pollution

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Approaching the mall, a highway crossing through a bridge is needed. Noise pollution due to the high traffic . No pedestrian friendly

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The metro path is quite easy: to take the red line until the last station, then commute with the bus #561.

When leaving the station, there is no marked path to find the bus stop or any bus station.

The help the locals required to the bus leading to mall

of was find stop the

The closest bus stop is surrounded by greenery and small roads. The mall is not a landmark, so there is no existing visual connection with the mall.

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A chain of landmarks as visual guides. The bridge is a landmark to reach the mall. The mall is a landmark once the bridge is reached.

Getting inside. The pedestrian path leading to the mall is confusing, the easiest way to the entrance is using the vehicle entrance. No pedestrian friendly

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Entrance The walking path is user empty, the pedestrian entrance to the mall is crossing the parking areas, since the mall allows 6.000 cars, the pedestrian friendliness is reduced by the high density of cars perceived in the way in.

PARKING...PARKING...PARKING...

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The parking areas are equipped with pedestrian crossings leading to the mall. The perception received: Once one is inside the mall boundary, the place starts approaching the human scale.

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The perceptual guidelines given in the parking lot, leads to the mall “public space”, a platform surrounding the building providing street furniture, outdoor restaurants and walkable areas (a bike and pedestrian lane), hiding from the parking by pillars and greenery.

The island effect

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Outdoor “Public Space”. The mall faces the outdoors giving comfortable environments, hiding the parking with greenery Pretends to be talking to the outside, but due to the isolation,is 8 really talking to the inside

Rest-Sit

Walking Around Shop

Hang Out

Eat

Hang Out

Inside The indoor area of the mall is not only meant to attract shoppers, but users willing to spend time inside the mall. Two main types of spaces were found (apart from the shops): The corridors, mimicking the commercial street effect, where the shops have their own designed facade, and are used mainly for circulation. And the Staying spaces, mimicking the effect of a square, equipped with furniture and small shops. Areas designed to stay, relax and enjoy the public environment..

Corridors-Street-Circulation-To Shop Stay-Square-Relax The circulation areas are designed for users to move The stay areas are placed within the circulation areas, are comfortably, with no physical barriers to reach any place, visually accessible reachable for users, and provide visual it is achieved by the use of electric staircases and ramps. accessibility to the commercial streets and faรงades.

This elements avoid the block of flows and encourages the users mobility.

Concept Uses Seen Concept Uses Seen

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Analysing a Mega Shopping Mall - KAMPPI Analysis Plan Kamppi was defined as a transition hub. Its central location makes it an relevant node for Helsinki with a wide variety of surrounding services and a transportation gathering point, receiving plenty of local and intermunicipal buses, trams and metros.

By discussing the perception of the group members about Kamppi, we (the group) all perceived the mall as a transition node but with different points of view. Members knowing the area before the mall was built had an empiric perception of the older transport station becoming a contemporary node with different functions. Members with the first perception of Kamppi as it is nowadays, viewed Kamppi as a physical transition with variety of users and services.

Historical Background

The concept map was made for connecting the physical and nonphysical perception of Kamppi as a transition area as well as a way of organising the analysis .

Historically, the location made the place a transport and trade node since in the past it was a market area, the historical plans show how the tram lines were built around it with the latter appearance of the bus station and the metro lines.

In 2006 the mall opened implementing all the already existing transport systems with a more organized service and complementing it with shopping, offices and housing services increasing its functionality. ʴʴThe area has been part of the city development because of its central location. ʴʴTrade and transportation character due to the closeness to the harbour. ʴʴHistorical node, closeness to historical buildings, located in the historical shell of Helsinki ʴʴMetro came in 1983 ʴʴThe terminal for buses departing towards Espoo, opened 2005, hosts up to 1000 departing buses a day. ʴʴMetro station of kamppi was opened in 2005. Originally there were plans to have another metro route built, going more to the north, But the plan were postponed indefinitely. ʴʴThe military buildings got bombed during the second world war, then became the remodelling of kamppi towards its current status.

TRANSITION From Working Class Neighbourhood

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To Bus Station

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To Downtown Commercial and Residential Centre

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General Information About KAMPPI By many, Kamppi Centre is viewed primarily as a transit hub for long and short distance buses, and the metro. In addition to the railway station, Kamppi Keskus, is the first view of Helsinki, if commuting to the city by bus. The long distance terminal has over 700 buses departing to destinations outside the city. The ground floor has the metro, which carries 63 million passengers yearly, of which 26 thousand go through Kamppi a day. However, Kamppi, and some other stations have already second set of metro terminals built deeper underground and are connected to the vast network of tunnels burrowed to the granite base of Helsinki.

Built in 2006 The construction took 4 years Services offered: 37.000 sq meters ʴʴApartments Largest singular construction in the history of Finland ʴʴOffices 730.000 Users per week ʴʴShopping (6 Floors) ʴʴ250 Parking’s ʴʴFreight Depot Transport: ʴʴBus Terminal ʴʴLong Distance Train Station Picture 036 Picture 037 ʴʴMetro Station ʴʴTraffic Terminal The transit character of the place remains. The first approach of observations revealed that most of Kamppi’s users visit the mall for using the provided public transport services instead of shopping. This is evident in the pictures and charts with the most popular visited hours of the mall shown bellow.

Source: https://www.kamppi.fi/en/node/10918

Visitors of KAMPPI Because of the strong accessibility in terms of public transport and pedestrian access (see next page), Kamppi became a gathering point for youth, especially on Friday and Saturday afternoons. This relevance of transit and gathering character lower the supposed main usage of the mall which is shopping.

The floors with pedestrian access are much more busy than the upper floors that are intended just for shopping.

Peak Hour-Transit Hub Increase on the amount of people.

OBSERVATION: Gathering point

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Source: https://www.google.com.co/ webhp?sourceid=chromeinstant&ion=1&espv=2&ie=UTF8#q=kamppi

SHOPPING???

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KAMPPI - Accessibility The analysis of Kamppi’s flows of people through the public transport, it was noticed the importance of the broad pedestrian accessibility of the place, the plans describe how the mall is surrounded by squares and pedestrian streets encouraging the walkability and “bikeability” towards the mall. The busy areas plan, makes evident the actual density of use of the pedestrian areas. The space continuity increases the circulation in ground level and encourages the use of indoor areas in ground floors and discourages the use of upper floors. The topography was an advantage to provide the pedestrian access to the second floor.

Pedestrian Circulation Use of Public Space Picture 044 Picture 045 Strong accessibility sense not only through public transport but pedestrian.

Surrounded by squares, pedestrian streets and bicycle lanes.

Busy Walkability and “Bikeability” Permeable indoor-outdoor transition Pedestrian Areas Topography Picture 046

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High Low

Population Density

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Visiting the mall and collecting data during different days of the week and different times of the day, it was noticed the relevance of the transport station on Kamppi’s dynamics.

The most interesting experience was to experience the many different characters a shopping mall can have other than shopping, depending on the time of the day.

The relevance of the public transport on the use was another important fact to experience, the connections broaden the amount of activities and the types of users of 12 shopping malls.

KAMPPI - User’s Opinions

While observing online reviews of Kamppi shopping centre, it quickly became apparent that the notion that it is primarily a hub, or a crossroads, for mass transportation is more widely shared by those who do their shopping there.

Or at least among the people who actually take the time to make a review about a shopping centre online, the theme of accessibility is a recurring one. A lot of the reviews make a point of noting Kamppi as a convenient transit stop, only few considered it’s nature as a central bus station as an inconvenience, and at least one person complained that there was a shopping centre on top of his bus station. It was also noticeable that people residing in some considerable distance from Helsinki saw the shopping centre convenient for doing some last, or first, minute shopping while either entering, or exiting the City

An interesting approach to take in count is the social media comments fount on different websites to find out people’s perception. Nowadays massive influence of media in everyday life is growing. Contemporary need for social media is influencing physical spaces and how it is used. By searching in google “Kamppi” we (the group) found many different perceptions of the mall which we did not perceive during our visits.

From my point of view nowadays it highly relevant to include media’s comments in the research process due to social media’s power to transmit information and oppinions. Social media might be relevant tool for public participation processes in the future

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KAMPPI - Users Access PUSH/PULL Artistic Intervention

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In order to find out how most people were using the mall, if it was for transit or for shopping, an intervention was made changing the door signs from “pull” to “push”. The outcome was clear, most of the people looked like they were in their daily routine and did not figure out about the change, while a smaller group of people looking like shoppers or people hanging out, walking slower were quite confused about the change.

Most of Kamppi users are people in the commuting transport process, the dense amount of people highlights the speed in the floors directly connected to the surrounding public spaces ʴʴThe middle floor gives access from public spaces facilitating the entrance to the mall in different levels, and connecting it with the public transport network. ʴʴThe ground level delivers the bus passengers, accumulating crowds at the corridor. A place for circulation but not for staying.

KAMPPI - Users Access Artistic Intervention In order to find out what was the main given use of Kamppi in a peak hour, the group altered the everyday dynamics of the mall’s circulation by changing the push and pull signs in the busiest entrances.

Aims of “PUSH/PULL” intervention: 1. Highlight the speed and the automatic circulation process of everyday users.

2. Find out the different types of user profiles within the mall.

3. Make a critique to the automatic, and speedy contemporary lifestyle attached to the routines of population Picture 056

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OUTCOME Most people “fast people” or people in the commuting process, use Kamppi Centre as “transition hub”. they rush through it, most often “worker looking people”.

It was observed that those didn’t notice the minute change in their (maybe) everyday routine.

Other “slow people”, use Kamppi Centre for shopping, they are paying more attention to their surrounding, so they 14 had time to notice and the mixed information and got confused. “Slow people” were also more often older.

KAMPPI - Besides Transiting After experiencing and analysing the ground floors with a high speed circulation and plenty of life, the upper floors were studied, the more quiet places. How people is hanging out there? It was found a small amount of people with shopping bags other than the grocery’s and most people resting or relaxing in the sofas placed next to the windows.

Because of the high amount of people received by the mall and its popularity, Kamppi hosts a lot of official events in the public outdoor squares and semi public indoor corridors for peoples entertainment as the “Public space used” map makes evident.

Kamppi works as a transit hub for public transport users and groups of people hanging out, but importance of the shopping is decreasing maybe because of the break of the continuity of the circulations between the lower and upper levels.

Events Maintenance Priority Public Space Used

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The place’s popularity promotes the high maintenance of public spaces from the municipality and encourages public events: ʴʴPublic space (Outdoor square) ʴʴUpper floors with low density, teenagers hanging out, quiet environment. ʴʴSemi Public space (Indoor corridors) ʴʴPublic spaces used as meeting points because of the connectivity.

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Hanging out Areas Public Event Areas Picture 066

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Learning process Dividing the analysis into physical and non tangible elements, made easy the classification of information and dynamics.

The non tangible collected information lead to the identification of different type of users.

The users were divided not by age groups but by type of activity done in the mall., since leisure activities were observed to be done by all age groups.

Transition was a relevant concept developed during the process, since different types of transitions were found: In time with the historical development. In users due to the transportation character of the place.

The surrounding dynamics because of the complementary services given from the neighbour areas in different time frames. The transition from a relevant public space such as narinkkatori to an important semi-private space such as Kamppi.

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LEARNING HOW TO MAKE A CASE OF STUDY

Theoretical Framework The main goal is to explore how accessibility patterns are influencing the use of mega shopping malls and defining the busyness of the different mall’s spaces. From observations of different mega shopping malls (Such as Kamppi and Jumbo in Finland, as well as Il Centro in Italy and Unicentro in Colombia). Two typologies that can be defined on the basis of the accessibility and the site on which the shopping malls are located defined by the type of accessibility to them, and the areas they are located, nodes and islands. The purpose of this case of study is to explain how the accessibility of two types of mega shopping malls (nodes and islands) is affecting the given use and the surrounding areas.

Accessibility can be defined by the continuity of the public space approaching and merging with the mall’s circulation.

The continuity in malls is provided for private vehicles, public transport and pedestrian paths giving defined circulation patterns in order to reach “destinations” (shops, restaurants, indoor squares). The design of the mall circulation defines the user way through the mall.

•Street entrances with higher relevance in malls located in dense urban fabrics. Ronse et al. (2015) •Accurateness of pedestrian accessibility is defined by the continuity of public space merging with a mall circulation.

•The continuity of indoor circulation is provided for private vehicles, public transport and pedestrian paths.

•Circulation patterns guide users to defined indoor destinations.

Location Accessibility •Macro accessibility, local roads and its conditions. Can Indoor Accessibility et al. (2016).

• Micro accessibility, amount and quality of parking •Distance to dense urban environments. Can et al. (2016). facilities. Can et al. (2016).

•Accessibility through public transport. Ronse et al. • Indoor continuity of space. Koolhaas et al. (2001).

(2015).

• Design elements encouraging or discouraging users •Car accessibility. Ronse et al. (2015). circulations. Ronse et al. (2015).

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The different experiences given by the studio by visiting different types of shopping malls, in addition of the personal experience with mega shopping malls in Colombia, was an enriching experience for noticing the strong impact of these facilities in the urban dynamics. Readings, lectures and visits helped me to come with this personal conclusion.

Objectives of the Research ʴʴUnderstand how the accessibility of mega based on location accessibility. shopping malls is affecting the use given and the ʴʴEstablish the relevance of circulation patterns surrounding areas. in order to ensure or deny access to indoor ʴʴFind out the land use impact of shopping malls shopping mall spaces.

Hypothesis Two typologies of mega shopping malls can be defined on the basis of the accessibility and location: Nodes, mega shopping Islands, mega shopping malls surrounded by busy malls isolated from the urban areas. The busyness surrounding with no is defined by concentration connection with the of service facilities, public surrounding areas, all the transport, amount of users used services are those and mixed land use. This provided by the mall malls are complementing and no other services are the services given by the complementing the mall’s surrounding areas and function. Isolated from the surroundings are urban environments and complementing the no pedestrian public space services given by the malls. Population activities disguise surrounding them. The services offered are unique for with surrounding area, fading the distinction between attracting different groups of population. Users activities 17 public and semi-private spaces. are defined by the provided services.

Research Questions RQ1 - How physical accessibility is defining the character and use given to shopping malls?

RQ2 - How are people using a mall according to the accessibility given by the design?

RQ3 - Can mega shopping malls activate low dynamic areas by attracting population?

Research Methods Qualitative: Observations: -Detached Structure Location: 1. Surrounding public transport stations.

2. Traffic in the surrounding areas.

3. Land use in the surrounding areas.

Circulation: 4. Usage of parking facilities.

5. Flooring patterns.

6. Furniture placement.

7. Quality of lighting.

8. Access of people through the different entrances, divided in 3 groups a) Public transport comers. b) Pedestrians. c) Private vehicles users.

9. Routes and circulation of the users (when entering and when going out) to find the indoor-outdoor relation.

10. Physical and location characteristics of the most busy and less busy entrances.

-In the indoor space: 11. Routes of users through the entrance doors.

12. Routes of users through the vertical circulations (stairs, escalators and elevators).

-Participant Interacting with the flows of users: 1.Walk with the main flows of users during different time zones.

2.Follow transients of the less busy spaces of the malls during different time zones.

3.Record the paths and different types of circulations through the malls.

NOTE: This analysis was not made due to the lack of time)

Previous knowledge on urban analysis was used to make the first research proposal, excluding important elements found in the literature review. I found that Common methods for analysing spaces are not enough to reach conclusions on specific topics, the literature review lead me to have a broader perspective for analysing spaces, making readings from different fields and contemporary authors made me come up with the analysis of different elements which I was not taking in count in previous documents,

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Literature Review.

The design of the physical environment (buildings or public spaces) is in charge of allowing or denying the accessibility of users, this can be due to a psychological effect of the built environment on users or because of defined physical characteristics (Polma et al. 2013). This argument supports that integration or isolation of retail facilities is defined by designers or builders. Literature makes reference to accessibility in terms of location of the facilities and indoor accessibility. Can et al. (2016) divide urban accessibility of malls in two different scales: Macro accessibility, referring to the local road conditions and proximity of the mall and micro accessibility, referring to the amount and quality of the parking facilities. Ronse et al. (2015) makes reference to transport accessibility of retail facilities in the urban scale. On the other hand Koolhass’s team and Polma et al. (2013), makes reference to the continuity of indoor spaces.

The location is described by distance to dense urban environments and car accessibility towards facilities, and indoor accessibility is defined by indoor design elements encouraging or discouraging the users circulation. The literature found for indoor accessibility is mainly describing design for people with disabilities. It was found that aesthetic value of these buildings has no influence on the users choice, but the social experience of individuals when visiting creates a high value of the space (Can et al. 2016). This argument supports the statement that aesthetics plays a secondary role on the retail facilities design, but the importance is in encouraging a design which intensifies accessibility, circulations and central locations, these empower the attraction towards users interacting in a shopping space.

Location of retail facilities is an important fact to define the strength of its accessibility and the amount and type of users which are intended to attract. The connections (or disconnections) with the public transport systems ensures (or denies) the easiness of access. Ronse et al. (2015) maintain that malls located in dense urban fabrics are less car dependent, therefore attracts more pedestrians strengthening the relevance of pedestrian street entries more than parking facilities. “Every large scale retail facility has a common thing, mobility is one of the most important points of connection” . The authors state that location of retail facilities is determined by economy, licence policy and politics, highlighting the power of decision making authorities in the accessibility of a mall. With the support of connectivity policies to improve the access, the gap between pedestrian accessible and unaccessible spaces can be reduced with collateral positive effects such as reducing air pollution and increasing the areas (surrounding) liveability. The influence of location of shopping centres can increase the visit frequency, central locations gets denser population groups due to the contemporary time pressure (Wakerfield and Becker; 1998). A study conducted by Can, Kurtulmusoglu and Atalay, reveals that young population is more attracted towards shopping malls than other age groups and these users have a high impact on the family purchasing decisions and constitute the future market of the sector (Crustinger; 2010).

The preference of malls is determined by three different factors according to Haytko and Baker (2004): Atmosphere, security and accessibility. The study by Can, Kurtulmusoglu and Atalay also reveal the preference criteria for visiting malls are (In relevance order): 1-Campaigns for loyal costumers. 2-Traffic in the surrounding areas. 3-Parking facilities.

4-services for people with disabilities. 5-cleanliness.

The accessibility of indoor spaces is defined by the clearness of circulations, Koolhaas and his team, highlights the relevance of escalators in shopping facilities in the continuity of shopping flows on facilities. Escalators create efficient transitions and blur the distinction between different storeys and independent spaces. They transform any space into a commercial space by making the flows easier for users. When making reference to the act of shopping, Koolhaas states there is nothing as essential as the constant flow of clients and products for the survival of shopping. Local and international building codes demands spaces friendly with users with disabilities (Can et al. 2016), this strengthen the circulation flows for the general public. Malls with strong accessibility for people with disabilities are more attractive for young consumers (Can et al. 2016). This statement agrees with Polmaet al. (2013) when stating that spaces design for people with disabilities also improves the flow of regular costumers. In order to analyse the accessibility of retail spaces, the authors Polma et al. (2013) point out the following characteristics to be evaluated: adequate paths of circulation, design flooring patterns, contrast of signage elements, visual noise of design, furniture placement on the circulation paths and quality of lighting. For the analysis of the types of users of malls, the authors suggest to make a survey for finding where are the users coming from: surrounding neighbourhoods, transitory users (traveling trough the malls), workers using the provided services or users coming from a distant location. Users choice to visit retail facilities depends on the connections and the level of urbanisation of the surrounding areas (Ronse et al. 2015). A large scale mall with more stores and higher number of sales is not attracting much pedestrians and bikers as malls located in central areas with less parking facilities and stronger transport connections (Ronse et al. 2015). “In the city centre, visitors may arrive because of the transport connections, meaning that visitors do not need to plan to go there”.

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Findings 1. Surrounding public transport stations.

Nodes are characterised by the variety of public transport routes surrounding the malls giving variety of destinations.

UNICENTRO

KAMPPI

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Islands show scarcity of public transport connections.

The destinations of the routes taking the mall as origin are scarce.

JUMBO

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IL CENTRO

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2. Traffic in the surrounding areas.

Malls located in dense urban structures with strong transport connections receive high density of users during the peak hour as stated by the authors Ronse et al (2015): “In the city centre, visitors may arrive because of the transport connections, meaning that visitors do not need to plan to go there�

Nodes receive high density of users during the peak hour Islands present a low increase of traffic density during creating congestion (vehicle and pedestrian). peak hours (not high enough to cause congestion).

UNICENTRO

KAMPPI

JUMBO

IL CENTRO

NOTE: Observations about traffic to be done.

The observations were not made due to the distance and scarcity of time.

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3. Land use in the surrounding areas.

Nodes are surrounded by mixed land use, this Islands are isolated from mixed functions, scarcity of complements services provided by malls and attracts housing is a predominant characteristic. Low pedestrian more diverse groups of population. Housing, restaurants density and high vehicle density was observed. and public transport stations increase pedestrian density UNICENTRO

KAMPPI

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JUMBO

IL CENTRO

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4. Usage of parking facilities.

Nodes present lower capacity of parking spaces(kamppi with 250, unicentro with 3.200). Unicentro is surrounded by parking facilities creating an “island” effect with the surroundings, while the density of Kamppi’s surroundings does not allow in ground space for parking plots. An underground massive area destined to parking is serving not only Kamppi, but other surrounding facilities.

UNICENTRO

KAMPPI

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KAMPPI

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JUMBO

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5. Flooring patterns.

Nodes present different flooring pattern designs in high density circulation areas following the pedestrian circulation (mainly the routes leading to transport stations).

UNICENTRO

Islands, designed for car dependency present a high parking capacity (jumbo with 4.600, Il Centro with 6.000). Jumbo has high buildings designated exclusively for parking while Il Centro is surrounded by in-ground parking facilities isolating it from it’s surrounding.

IL CENTRO

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Islands have no special flooring pattern designs for enhancing pedestrian circulations.

JUMBO

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IL CENTRO

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6. Furniture placement.

Scarcity of “semi public” furniture in both scenarios. Mega shopping malls are designed for circulation.

Nodes has furniture placed “free of use”, sitting areas Islands has furniture placed in high density circulation which does not require purchase to use them. Furniture is areas, the furniture is designated for specific cafés or located in low density circulation areas. restaurants. It is necessary to make a purchase in order to use the placed furniture UNICENTRO

KAMPPI

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JUMBO

IL CENTRO

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8. Access of people through the different entrances, a) Public transport comers. b) Pedestrians. c) Private vehicles users.

Nodes: Entrances connected to public transport present Islands: Low density of pedestrian access, no pedestrian high density of population entering during peak hours. entrance were found without going through parking facilities. Note: Observations of traffic dynamics in “Il Centro� to be done.

UNICENTRO

KAMPPI

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JUMBO

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IL CENTRO

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9. Routes and circulation of the users (indoor-outdoor transition).

Nodes present a soft transition between the indoor and Islands present a visually strong indoor-outdoor transition outdoor space, entrances are visually permeable elements. due to the need of walking through parking facilities.

10. Physical and location characteristics of the most busy and less busy entrances.

Nodes busy entrances are directly connected to a Islands do not present busy pedestrian entrances. The public transport station (visual permeability previously malls are focused on car users but not in pedestrian. described).

UNICENTRO

KAMPPI

JUMBO

IL CENTRO

NOTE: Analysis of busyness of entrances to be done.

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11. Routes of users through the entrance doors.

No difference between nodes and islands was observed in the indoor routes followed by users. Users follows the corridor structure of the malls, no preference was found (Kamppi is taken as an exception due to the transport terminal character of the ground floor) (No analysis was made in Il Centro) UNICENTRO

KAMPPI

JUMBO

IL CENTRO

NOTE: Analysis of users routes to be done.

NOTE: Analysis of users routes to be done.

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12. Routes of users through the vertical circulations (stairs, escalators and elevators).

No difference was fount between nodes and islands in the use of vertical circulations. Escalators preference is evident for vertical circulation, higher density of use was observed in escalators going up, while stairs have higher density of users going to the lower levels.

UNICENTRO

KAMPPI

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JUMBO

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IL CENTRO

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Case Of Study Research Contribution To The Research Questions RQ1 - How physical accessibility is defining the character and use given to shopping malls?

Users preferences for choosing different types of malls (Implement design strategies for attract users to desired spaces) Definition of design parameters to create continuous circulation on shopping malls RQ2 - How are people using a mall according to the accessibility given by the design?

Definition of services provided by shopping malls Definition of groups of population to be attracted Implementation of needed functions on shopping malls RQ3 - Can mega shopping malls activate low dynamic areas by attracting population?

Implementation of strategies for land use development, in order to activate urban areas it is needed to attract dense groups of population Definition of groups of population to be attracted Discussion Finding application to different scenarios • Implementation of land use policies towards retail facilities (based on user preferences) • Implementation of provided services by existing mega shopping malls • Design tool for an accurate human based design of shopping malls Weaknesses of the research • Analysis made during Christmas time (results may be altered by the season) • Superficial analysis, lack of in-depth analysis of different contexts • Observations made during peak hours • Planning documents not analysed (time) Strengths of the research • Human based analysis • Observation based analysis (not affecting the users routine) • Indoor-outdoor approach, analysis of the space as continuous.

Case of studies can be used for several purposes in the professional practice. Developing theoretical frameworks to be used in different projects (not necessarily architecture) is a different perception for using the analysis tools in order to present contemporary proposals and supporting resilience for the changes to come with the century. The case of study learning process made me confirm the importance of the interaction between different fields of knowledge for shaping better urban dynamics and understanding the contemporary needs of different users

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REFERENCES -A case study on shopping malls attributes for young consumers. Can, G.F., Kurtulmusoglu, F.B. and Atalay, K.D. (2016) -Understanding people’s needs in a commercial public space: About accessibility and lived experience in social settings.

(Conference Paper). Poldma, T.ab , Labbé, D.be, Bertin, S.ab, De Grosbois, È.a, Barile, M.d, Mazurik, K.c, Desjardins, M.c, Herbane, H.a, Artis, G.a -Mutations. Book Chapter, Shopping (Harvard Project on the city). Tae-Wook Cha, Chuihua Judy Chung, Jutiki Gunter, Daniel Herman, Hiromi Hosoya, Sze Tsung Leong, Kiwa Matsushita, John McMorrough, Juan PalopCasado, Markus Schaefer, Tran Vinh, Srjdan Jovanovich Weiss, Louise Wyman.

-Shopping Centre Siting and Modal Choice in Belgium: A Destination-Based Analysis. Ward Ronse, Kobe Boussauw, and Dirk Lauwers. European Planning Studies Vol. 23 , Iss. 11,2015.

- Regional Spatial Structure and Retail Amenities in the Netherlands, Regional Studies, Martijn J. Burger, Evert J. Meijers & Frank G. Van Oort (2014), 48:12, 1972-1992.

IMAGE REFERENCES 1. http://www.coninsaramonh.com/arquitectura/images/comercio/unicentro_bogota/images/2.jpg 2. http://www.stadissa.fi/paikat/696/jumbo-kauppakeskus

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