Placemaking through translation of Transit-Oriented Development (TOD) Principles in Architecture

秋傑 秋傑 chow kit Placemaking Through Translation of Transit-Oriented Development (TOD) Principles in Architecture

PLACEMAKING THROUGH TRANSLATION OF TRANSIT-ORIENTED DEVELOPMENT (TOD) PRINCIPLES IN ARCHITECTURE Wan Izz Naufal bin Wan Ismail Dr Wan Mohd Zakri Wan Abdullah Prof Dr Syed Ahmad Iskandar Syed Ariffin

Universiti Teknologi Malaysia

wanizznaufalwanismail mbe181020

Placemaking Through Translation of Transit-Oriented Development (TOD) Principles in Architecture

This dissertation is dedicated to my mother for her continuous support in my passion for architecture.

wanizznaufalwanismail mbe181020

Placemaking Through Translation of Transit-Oriented Development (TOD) Principles in Architecture

Published in Malaysia in 2020 by Universiti Teknologi Malaysia, 81310 Johor Bahru, Johor, Malaysia. https://www.utm.my/ This book has been submitted to the Center of Studies for Architecture, Faculty of Built Environment, Universiti Teknologi Malaysia, to fulfil the requirements of MBES2176 Design Thesis Dissertation.

All Rights Reserved. Apart from any fair dealing for the purpose of private study, research, criticism, or review as permitted under the copyright act, no part of this book may be used or reproduced in any manner whatsoever without written permission of the publisher and writer, except in the case of brief quotations embodied in critical articles or reviews.

This book is a work of non-fiction. Names, characters, businesses, organizations, places, events, and incidents either are the product of the author’s imagination or may be used fictitiously, but any resemblance to actual persons, living or dead, events or locales are intentional.

For information, please contact: Wan Izz Naufal bin Wan Ismail wanizznaufal@gmail.com Book format template designed by Wan Izz Naufal bin Wan Ismail Book cover design by Wan Izz Naufal bin Wan Ismail wanizznaufalwanismail mbe181020

Placemaking Through Translation of Transit-Oriented Development (TOD) Principles in Architecture

V VI VII VIII

引言

Ch1 | Introduction 12 14 15 16

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Ch2 | Literature Review 19 23 26 28 34

方法

Ch3 | Methodology Introduction Research Procedure Data Collection Method Method of Analysis Data Interpretation Method Summary

36 38

50 53

Introduction Case Study 1 : Centraal Beheer Apeldoorn Case Study 3 : Kampung Admiralty Conclusion

55 57 61 64

Introduction 67 Translating the TOD Standard into Placemaking In Architecture Conclusion 72

Ch7 | Conclusion 结束

Perception of A City and Urban Space Placemaking in Urban Space Streets as Public Space Transit Oriented Development (TOD) Movement Gap in the Literature Summary

40

Ch6 | Place and Space in Urban Architecture 空间 意义

17

Introduction Field of Observational Study Data Tabulation Placemaking & The TOD Standard Summary

Ch5 | Case Studies 案例 分析

Background Study Problem Statement Research Aim Research Objectives and Research Questions Significance of Study Research Framework Scope of Study Research Methodology Dissertation Structure Summary

Ch4 | Findings and Analysis 结果 与分析

Declaration Acknowledgment Abstract List of Figures & Tables

Introduction Research Synthesis Contribution to Design Thesis Limitation(s) Conclusion

75 77

Reference Appendix wanizznaufalwanismail mbe181020

Placemaking Through Translation of Transit-Oriented Development (TOD) Principles in Architecture

Declaration I declare that this thesis entitled “Placemaking through Translation of Transit-Oriented Development (TOD) Principles in Architecture� is the result of my own research except as cited in the references. The thesis has not been accepted for any degree and is not concurrently submitted in candidature of any other degree.

Signature Name Date

:X : Wan Izz Naufal bin Wan Ismail :X

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Placemaking Through Translation of Transit-Oriented Development (TOD) Principles in Architecture

Acknowledgment In preparing this thesis, I was in contact with many people, researchers, academicians, practitioners, and peers. They have contributed towards my understanding and thoughts. In particular, I wish to express my sincere appreciation to my main thesis supervisor, Dr. Wan Mohd Zakri bin Wan Abdullah for his encouragement, guidance, critics, friendship, and understanding. I am also thankful to my co-supervisors Prof. Dr. Syed Ahmad Iskandar bin Syed Ariffin and Pn Jamilia Marsin for their guidance, advices, and motivation. Without their continued support, assertiveness, and interest, this thesis would have been different from what has been presented here.

My fellow peers in the postgraduate program should also be recognized for their efforts, support and input, especially those in the Urban Renaissance and New Spirit 2019/2020-1 architectural studios. My sincere appreciation also extends to Universiti Teknologi Malaysia (UTM) for allowing me to contribute to the collection of knowledge, and moreover provided assistance at various occasions. Unfortunately, many deserves to be acknowledged for their support and contribution, though it is not possible for there is limited space. Finally, I am eternally grateful for having a supportive family.

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Placemaking Through Translation of Transit-Oriented Development (TOD) Principles in Architecture

Abstract

Abstrak

The purpose of this study is the identification and development of strategies of place and space making in architecture through translating principles of Transit-Oriented Development (TOD). A set of data collection was made in Chow Kit, Kuala Lumpur to study the characteristics of human behavior and its physical environment within a radius of a transit station. The results shows that the physical environment in Chow Kit, although abundant in commercial uses, are still bustling with wholesale and commercial activities, while many other urban spaces lack population and activity. Literature and case study analysis identifies the architectural spatial strategies relating to structuralism and spaces among transit-oriented developments. The literature review consists of analyzing attributes of placemaking and comparing them with the principles of transit-oriented development. The similarities and differences is then highlighted to give a clearer picture on design urban spaces through merging these two movements. The case studies provide the insight to architectural spatial design relating to transit-oriented developments, which highly defines public space as a intercessor for activity and social interaction. Finally, a set of considerations are mapped in order to fulfil the void of architectural design cues in urban environments, especially those relating to transit-oriented developments. It is found that three elements are prevalent among the studies, which are sustainability (typology), uses and activities (space), and access and permeability. These are the elements that impact the success of transit-oriented developments in particular, and in general, urban architecture.

Tujuan kajian ini adalah untuk mengenal pasti dan mengembangkan strategi placemaking dan reka bentuk ruang dalam seni bina melalui penterjamahan prinsip-prinsip Pembangunan Berorientasikan Transit (TOD). Satu set pengumpulan data telah dibuat di Chow Kit, Kuala Lumpur untuk mengkaji ciri-ciri tingkah laku manusia dan persekitaran fizikalnya dalam radius stesen transit. Hasil kajian menunjukkan bahawa persekitaran fizikal di Chow Kit, walaupun banyak digunakan secara komersial, masih padat dengan aktiviti borong dan komersial, sementara ruang bandar lain didapati kekurangan penduduk dan aktiviti. Analisis sastera dan kajian kes terdahulu mengenal pasti strategi reka bentuk ruang seni bina yang berkaitan dengan structuralism dan ruang di antara pembangunan-pembangunan berorientasikan transit. Analisis sastera terdiri daripada menganalisis atribut placemaking dan membandingkannya dengan prinsip-prinsip pembangunan berorientasikan transit. Persamaan dan perbezaan kemudiannya diketengahkan untuk merikan gambaran yang lebih jelas tentang reka bentuk ruang bandar dengan gabungan kedua-dua prinsip tersebut. Kajian kes terdauluh memberikan gambaran mengenai reka bentuk ruang seni bina yang berkaitan dengan pembangunan berorientasikan transit, yang amat menentukan ruang awam sebagai perantara untuk aktiviti dan interaksi sosial. Akhirnya, satu set peta pertimbangan dibentangkan untuk memenuhi kekosongan pada pentunjuk reka bentuk seni bina di persekitaran bandar, terutamanya yang berkaitan dengan pembangunan berorientasikan transit. Terdapat tiga element yang lazim antara kajian-kajian yang dilakukan, yaitu keberlanjutan (tipologi), penggunaan dan kegiatan (ruang), dan akses dan kebolehtelapan. Berikut adalah elemen yang mempengaruhi kejayaan pembangunan berorienteasikan transirt seacara khususnya, dan seni bina bandar secara am.

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Placemaking Through Translation of Transit-Oriented Development (TOD) Principles in Architecture

List of Figures & Tables Figure 1.1 Figure 1.2 Figure 1.3 Figure 2.1 Figure 2.2 Figure 2.3 Figure 2.4 Figure 2.5 Figure 2.6 Figure 2.7 Figure 2.8 Figure 2.9 Figure 2.10 Figure 2.11 Figure 2.12 Figure 3.1 Figure 4.1 Figure 4.2 Figure 4.3 Figure 4.4 Figure 4.5 Figure 4.6 Figure 4.7 Figure 4.8 Figure 4.9 Figure 4.10 Figure 4.11 Figure 4.12

: Apeldoorn, Netherlands. : Extent of urban study under Urban Renaissance 2019/2020-1 in Chow Kit, Kuala Lumpur. : Research Framework. : The five elements perceiving the image of a city. : Example on perception of an image of a city in Chow Kit. : Centraal Beheer Apeldoorn, an example for robust, personalized spatial design revolving its users. : What makes a successful place? : A sketch of a typical structure of Southeast Asian streets, normally with markets. : Solid and void analysis of Chow Kit. : A sketch of Distance to Height ratio. : Combination of D/H ratios and scale. : Plaza Mayor, Spain. : The Lofts at Mockingbird Station, Dallas, Texas is an example of a transit-oriented development : Urban design scheme through Transit-Oriented Development. : The eight TOD Standard Principles. : The extent of mapping through observations. : The zones for tabulation and mapping in Chow Kit (Not to Scale). : Tabulation of pedestrians observed during field study period. : An example of activities and types of people observed during the field study. : Existing map showing land use of Chow Kit in 2019. : Land use statistics according to field study zones in 2019. : Pedestrian Activity Mapping : The observed activity within the field study zones, people gather to play chess under makeshift coffee shops in dense streets. : Existing conditions of Jalan Haji Taib in 2019. NSTP/Aswadi Alias. : Existing conditions on Jalan Medan Tuanku. : The Row on Jalan Doraisamy. : Placemaking and the TOD Standard. : Medan Tuanku Monorail Station.

VIII

10 13 15 19 20 22 25 26 27 27 28 28 29 30 31 37 40 41 42 43 43 44 45 47 48 49 50 51

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Placemaking Through Translation of Transit-Oriented Development (TOD) Principles in Architecture

Figure 5.1 Figure 5.2 Figure 5.3 Figure 5.4 Figure 5.5 Figure 5.6 Figure 5.7 Figure 5.8 Figure 5.9 Figure 5.10 Figure 6.1 Figure 6.2 Figure 6.3 Figure 6.4 Figure 6.5 Figure 6.6

: Centraal Beheer Office, Apeldoorn, Netherlands. : Observing activities from above. : The vertical relationship of space in Centraal Beheer Office. : Diverse arrangement of furniture and use. : Community Plaza, Kampung Admiralty, Singapore : Community living and activity on the ground level. : Aerial view of Kampung Admiralty next to the train station. : The urban connection between Kampung Admiralty and its adjacent station. : An alternate angle to the community plaza. : Henning Larsen’s mixed-use urban district proposal. : Spatial design considerations in relation to placemaking and the principles of transit-orient development. : Mixed-use and compact layout surrounding transit points. : An example for a permeable and multifunctional space. : A mixed-use proposal that incorporates commercial and residential with unique architectural features. : The three key components for placemaking in architecture, through the translation of transit-oriented development principles. : An example of a transit-oriented development.

IX

56 57 58 59 60 61 62 63 64 65 68 69 70 71 72 73

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Placemaking Through Translation of Transit-Oriented Development (TOD) Principles in Architecture

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Figure 1.1: Apeldoorn, Netherlands.

(Retrieved from Google Earth, 2020)

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Placemaking Through Translation of Transit-Oriented Development (TOD) Principles in Architecture

埕言 Placemaking Through Translation of Transit-Oriented Development (TOD) Principles in Architecture Background Study Problem Statement Research Aim Research Objectives and Research Questions Significance of Study Research Framework Scope of Study Research Methodology Dissertation Structure Summary

12 14 15 16 17

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引言

metaphoric and discursive, as well as physically located. Embodied space incorporates metaphors, ideology and language, as well as behavior, habits, skills and spatial orientations derived from a universal debate and international places. Low (2009) takes into consideration the works of Michel Foucault in his approach in the exercise of power in built environment and spatial practices. The use of architecture, according to Rabinow (1982) is to create a docile body, a mass through the surveillance, enclosure and organization of space.

Ch1|Introduction 1. Background Study It has been one hundred years since the invention of personal transportation vehicles, spearheaded by the innovation of the assembly line

by Henry Ford in 1913 that enables the mass production of personal vehicles. American cities within the 100 years catered for said vehicle transportation through building highways and large avenues across cities.

This created major problems as the built environment segregated communities, increase traffic volume and indirectly contribute to environmental decay. Public transportation systems were introduced as early as the 1900s, although convenience and ease of movement is preferable with private transportation such as private automobiles. In the early 2000s, the built environment community in America started the Transit Oriented Development (TOD) that aims to take advantage of the areas surrounding a transit station, such as a monorail station, train station or tram station, in designing a sustainable built environment for community building. The Institute for Transportation and Development Policy defines TOD as a means for an integrated approach for urban places to be designed for people, bringing activities, buildings and public space together.

The thesis explores placemaking through analyzing local streets and urban spaces. The notion of cities within a building was brought by Herman Hertzberger, an architect from Netherlands, where by a series of pocket interlocking spaces reveals the integration and interactions similar to urban environments. Aldo van Eyck explored similar notion of ‘spaces in between’ where a set of spaces requires a common ground for socializing and interactions. Analysis of local streets and urban spaces is focused in Chow Kit, considered to be one of the earliest central business districts (CBD) in Kuala Lumpur. The research consists of data gathering through observation of local communities and analysis of its urban physical environment to find out any correlation between the two elements.

2. Problem Statement An urban study was carried out in Chow Kit during the 2019/2020-1 semester under the Urban Renaissance urban work base. The urban study consists of the analysis and synthesis of Chow Kit’s history, built environment, human behavior, streetscape and an analysis through Kevin Lynch’s legibility studies that includes path, node, district, edge and landmark. Through the urban analysis, issues and potentials of the urban site was identified, of which an urban intervention scheme was proposed and presented under the said urban work base as a method to take advantage of the potentials and partly solve the urban issues in Chow Kit. The potential and issues categorized and analyzed are as follows:

TOD provides an alternative approach to creating places in the urban environment.The concepts of place and space are often debated by scholars as there are vague definitions that relate a place to a space, some relating to the theoretical constructs in geography while others through anthropology. Rodman (1992) defined places as social constructions of the people who live in them and know them; which are politicized, culturally relative and historically specific. Low (2009) highlighted the need to acknowledge the embodiment of place and space, where materiality can 12

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Placemaking Through Translation of Transit-Oriented Development (TOD) Principles in Architecture

埕言

Urban Structure: i. Uncontrolled development makes sudden high rise development in a low to medium density area creating a fragmented image of the area; ii. Uneven land use that consists mostly of commercial use creates an imbalance of city structure; iii. Dense commercial development with a lack of usable pocket public leisure space.

Physical Environment: i. Existing trunk roads are vehicle prioritized and sojourn, identified as an edge; ii. Lacking in people oriented development where buildings mostly focused on commercial activities rather than social and leisure space; iii. Disproportionate built environment against human scale where high rise buildings overwhelm human sense of space as an enclosed compressed space.

Social Integration: i. A clear segmentation between privileged and underprivileged communities due to edges in urban environment; ii. Lack of leisure public space for gathering, celebration and events disintegrates social development; iii. Chow Kit as a starting point in historical Kuala Lumpur for physical and social development due to its role in social and economical history.

Figure 1.2: Extent of urban study under Urban Renaissance 2019/2020-1 in Chow Kit, Kuala Lumpur.

The analysis of Chow Kit as a place may identify the image and culture of the people. The daily operation of the people can be traced out systematically through walking, naming, narrating and remembering the city (de Certeau, 1984). A detailed analysis of Chow Kit through inventories may help in identifying the places in the vicinity, through observation and building analysis. Urban Renaissance 2019/2020-1 urban study found that one of the issues relating to the decline of urban and social environment of Chow Kit is its densely populated commercial land use which lacks in common public facilities for local communities. The

The thesis analyzes the built environment through mapping of human behavior in Chow Kit in the search of meaning of place in the Malaysian context. The listed potentials and issues may or may not influence place making in local context.

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Placemaking Through Translation of Transit-Oriented Development (TOD) Principles in Architecture

埕言

urban fabric study shows dense land use with little open space and public amenities for leisure and social activities. Through the categorization of potential and issues of the site, the study identified certain hotspots of human activity within the range of transits between monorail stations, which may or may not be affected by activities, convenience or distance traveled. As Chow Kit consists of great connections to public transportation such as the monorail, bus lines and taxi services, the study analyzes the relationship of Transit Oriented Development (TOD) in regards to local context to find out strategies of architectural spatial design strategies.

iii. What are the characteristics of Chow Kit that makes it a hotspot or a central business district?

5. Significance of Study Urban theoretical studies are generally regarded as strategies and means to design and cater for the town or urban city scale. This is true in the movement of Transit Oriented Development (TOD) studies as the principles they hold are significantly at a larger scale compared to architectural schemes.The studies of place and space making are also typically done to define spaces of significance within the urban realm.

Nonetheless, architects can use the studies for a much broader scheme such as for town planning, landed housing schemes, and landed mixed developments. Therefore, this main idea of this study centers around the translation of urban theoretical studies into architectural schemes. The relationships between users and its built environment is studied in further detail while translating methods, strategies and principles from the urban design society.

3. Research Aim The thesis aims to develop strategies in place and space making in architecture through translating principles of Transit Oriented Development (TOD).

4. Research Objectives & Questions The research objectives of this thesis are as follows: i. To identify the design strategies from successful Transit Oriented Development (TOD) projects; ii. To investigate the factors influencing Chow Kit as a hotspot according to the design strategies of Transit Oriented Development (TOD) ; iii. To explore the characteristics of hotspots in Chow Kit.

This study comprises of the strategies of design places and spaces in an urban environment through the translation of urban theories and principles such as TOD and placemaking. The idea is to create a more integrated design scheme that allows for more user interaction between spatial transitions, such as between public and private spaces, old and new architecture, historical and contemporary architecture. While also defining strategies, this study aims to benefit multiple levels of society such as the government sector, public and private sector as the thesis revolves around design spaces. The results and discussions obtained in the end of this study will explain the significance of designing incorporated architectural schemes with integrated spatial design centered around transition spaces. The defining strategies of spatial design can improve user psychology in terms of spatial relationships between users and their built environment, significantly changing the way they perceive space.

The following research questions aims to find the solution to the objectives listed out above, which are: i. What are the design strategies of successful Transit Oriented Development (TOD) projects? ii. Using design strategies of Transit Oriented Development (TOD), what are the factors influencing Chow Kit as a hotspot?

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埕言

It addresses the mundane nature of current built environments, whether in architectural or urban scale, which therefore provide strategies into creating interactive spaces for users. Finally, it creates an opportunity for the exploration of the idea of implementing Transit Oriented Development design strategies in key hotspots in urban space in Malaysia in towards improving its built environment.

6. Research Framework ISSUE Transit Oriented Development in Malaysia RESEARCH AIM To develop strategies in place and space making in architecture through translating principles of Transit Oriented Development (TOD)

RESEARCH OBJECTIVES

RESEARCH METHODOLOGY

DISCUSSIONS & RECOMMENDATIONS

1. To identify the design strategies from successful Transit Oriented Development (TOD) projects; 2. To investigate the factors influencing Chow Kit as a hotspot according to the design strategies of Transit Oriented Development (TOD); 3. To explore the characteristics of hotspots in Chow Kit.

DATA COLLECTION Literature Review Data Observation

CONCLUSION

DATA ANALYSIS Qualitative Analysis Comparative Analysis / Mapping DATA INTERPRETATION

Figure 1.2: Research Framework.

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Placemaking Through Translation of Transit-Oriented Development (TOD) Principles in Architecture

埕言

8. Scope of Study

10. Dissertation Structure 1) Chapter 1 : Introduction The chapter outlines the introductory side of the research, outlining the background, aim, objectives, and questions that it aims to answer. It visualizes the framework of the research to provide a clearer picture of how the research was done. Finally, it provides the potential contribution and importance to the definition of the characteristics of transit-oriented development in architecture.

The overall scope of study is to identify and debate strategies of architectural spatial design through translation of Transit Oriented Development (TOD) principles in urban design. The thesis reviews several journals and case studies with regards to TOD in local context. In order to identify places in Chow Kit, a series of observations was made at specific time intervals to determine places in the vicinity. This will in turn be analyzed to identify the characteristics of place in local context and identify elements that can be translated into architectural space. The data and information gather will influence the strategies and ideas on designing space while improving user integration and interaction through transition spaces in architecture.

2) Chapter 2 : Literature Review The chapter aims to provide the knowledge base ranging back to the early days of urban design studies. The chapter reviews the perception of cities, urban design and planning, and the movements of urban design in a sustainable ecology. Finally, it reviews literature related to transit-oriented development and its presence in Malaysia.

9. Research Methodology The research is done in a qualitative and quantitative method. In order to find out the issues and potentials related with Chow Kit, a detailed analysis through primary and secondary data analysis. The quantitative method involves a series of data gathering through observation on site, which will then be analyzed and synthesized to form a formal data. The qualitative method involves a multitude of research articles, books, journals, literature review and case studies in order to find relevant information regarding placemaking through translation of Transit Oriented Development (TOD) principles. Finally, all information gathered is laid out for researchers to refer in the initiative to deliver the recommended strategies in architectural spatial design.

3) Chapter 3 : Methodology Methodology outlines the methods used in gathering the data necessary to prove or support the answers the translation of transit-oriented development principles into architecture. A set of data consisting of human behaviour, done through observation on site is done at different intervals over a course of a few days.

The chapter also outlines other methods of gathering data and analysis of such data from case studies and the collected data.

4) Chapter 4 : Findings & Analysis The analysis of the data collected through observation is compiled and tabulated in this chapter. The data is then compared to the site analysis, especially on the physical conditions of the context, to determine any correlation between 16

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Placemaking Through Translation of Transit-Oriented Development (TOD) Principles in Architecture

引言

the physical environment, and the type of activity. The data is then interpreted and categorized based on activities suitable to be allocated into transit-oriented development, and how it should relate to the principles outlined in the literature review chapter.

11. Summary Chapter one outlines the background of the thesis, while highlighting issues and potential regarding the detailed analysis of Chow Kit as a basis for research, and bring forward the potential of translating principles of Transit Oriented Development (TOD) principles into architectural spatial design. Research aim and objectives suggests an extensive literature review and data analysis on place making, especially in the local context.

The next chapter further explains TOD principles and place and space making related to architectural spatial design through literature reviews.

5) Chapter 5 : Case Study The chapter explores the known case studies that explores the architectural design with a notion of ‘a city within a building’.

Such studies is then analyzed based on collected online sources to determine the spatial relationships and urban planning. The data gathered is then tabulated into most desired to least desired characteristics for urban design for transit-oriented developments.

6) Chapter 6 : Discussions After gathering the data necessary for synthesis, this chapter outlines the interpretation of the data in relation to the existing principles of transit-oriented development. The data proposes the typology, spatial configuration and relationships, type of spaces, and more in order to establish a set of guidelines for designing under the transit-oriented development movement.

7) Chapter 7 : Conclusion Building upon the data and discussions, the conclusion leads to the final decisions of the research based on the findings. The data shows the current architectural spatial designs for transit-oriented developments to be diverse, with certain common grounds in designing spaces. The chapter finally provides suggestions to studies that could further contribute to the body of knowledge.

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Placemaking Through Translation of Transit-Oriented Development (TOD) Principles in Architecture

文献评论 Placemaking Through Translation of Transit-Oriented Development (TOD) Principles in Architecture Perception of A City and Urban Space Placemaking in Urban Space Streets as Public Space Transit Oriented Development (TOD) Movement Gap in the Literature Summary

19 23 26 28 34

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studies, famously in The Image of the City (1960) attempted to define characteristics of a city through public perception.

Ch2|Literature Review 1. Introduction Before delving into the topic of Transit Oriented Development (TOD), its content, principles and impacts in local context, an understanding of urban space and place has to be ascertain. Chapter 2 explores the definitions and origins of urban studies and its impact on present urban theoretical research throughout its fifty year history. The literature review covers the early explorations of urban space and place research to the recent movements in urban space, streets and finally the exploration in Transit Oriented Development (TOD). The chapter then identifies the gaps in the literature review and summarizes the topic of urban spaces & architecture.

Figure 2.1: The five elements perceiving the image of a city.

(Lynch, 1960) His studies concluded the public perception of a city can be categorized into five key elements, which are paths, districts, edges, landmarks, and nodes. Paths are the network of roads, railways, highways, transit lines, and even waterways that defines the movements of an observer. Some paths defined by subjects are regular and predictable, as such attributed to the structured and grid-like nature of the city of Los Angeles or New York. Others such that of the Greek work, tend to define a more winding and organic form due to its historical nature. Older cities were typically built and expanded organically without structure and order, in other words through a structure plan. Modern cities however was planned to maximize its potential physical land use, thus allowing a more identifiable route management among its observers. Paths can be identifiable and continuous, while also being directional. However, certain qualities of their physical form allows for a non-confusing pathway, such as distinctiveness and character. Edges as defined by Lynch (1960) are are linear elements not considered as paths, boundaries between different areas. These may often be waterways, walls, or the physical distinction

2. Perception Of A City and Its Urban Spaces Urban space, a collective definition of streets, squares, and the buildings enveloping the spaces create social and interactive public places in physical form. Typically outdoors, an urban space ranges from a variety of public, semi- public, and private spaces, given meaning by its local community that entails to defining them as places, through daily routines and rituals defined toward culture and tradition. These are characteristics of defining a city and its people, a morphological metaphor to defining public spaces in the urban context. However, is there an ultimate definition to urban space? An urban space can indirectly be linked to the imageablity of a city. Carmona et al (2003) in their book Public Space Urban Space compiles the studies and literature of what defines urban spaces, from Kevin Lynch to Francis Tibbalds. These compilation are efforts to define urban spaces through an urban planning perspective, while giving strategies towards designing great urban place. Lynch’s 19

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Placemaking Through Translation of Transit-Oriented Development (TOD) Principles in Architecture

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between two drastically different physically associated urban space. For example, New York’s Central Park defines its edges with the change between natural foliage and tall skyscrapers can be considered an edge.

However, edges defined by Lynch generally breaks continuity, such as highways and train tracks. Districts are the larger city areas that one can mentally picture and have common characteristics. The physical themes and character continuity that consists of endless varieties of elements such as texture, space, form, detail, symbol, building type, use, activities, people, topography and degree of maintenance add up to the familiarity and distinctiveness of a district. Nodes are focal points to which one enters and exits, intersections and changes between points of a city. Lynch highlights the change in senses and attention at such places, where people perceive elements nearby with higher clarity. Subway stations, and bus and taxi stops are examples of node points, focal points for travelers transferring between cities and spaces. Spaces high in activity, decoration, and people movement can also be considered as nodes, thus defined as places of concentration and attraction. Landmarks are a wide variety of scales considered as points of references. A unique and memorable physical structure is typical in standing out from the host of possibilities, such as Nelson’s Column in Trafalgar Square. These landmarks are also wayfinding elements in a city, providing bearing and orientation to observers and visitors. Key landmarks defines ones direction and orientation, from far and near, during the day and night. Local landmarks defined by locals are also considered as familiarity, with sounds and smells sometimes reinforce visual cues. To summarize, an image of a city can be perceived through five interrelated key elements, paths, edges, district, nodes, and landmarks. To put into local perspective, Chow Kit can be considered as a business district specializing in wholesale, whereby paths leading to the district can be taken along Jalan Tuanku Abdul Rahman from the South or Jalan Pahang from the North. The Gombak River to the east can be considered an edge, defining a boundary for Chow Kit. A local landmark generally known especially to local residents is the Chow Kit Market, a confluence for daily necessities. The Chow Kit monorail station

and bus stops along Jalan Tuanku Abdul Rahman can be considered nodes in the view that people mainly enter and exit the district along said nodes.

People tend to disperse or gather, such as towards Chow Kit market itself.

Figure 2.2: An example on perception of an image of a city in Chow Kit. The perception of a city however is of a larger scaled viewpoint, where it highlights the key elements and characteristics of a city through the perception of its users in a broader perspective. Defining urban space and its maintenance has been argued and discussed for years, with scholars 20

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Placemaking Through Translation of Transit-Oriented Development (TOD) Principles in Architecture

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such as Kevin Lynch and Jane Jacobs spearheading research on what makes urban spaces, places. Lynch (1981) outlines the following elements vital in maintaining and creating attractive public places in urban space, which are vitality, sense, fit, and access and control. Vitality is further explained in three key aspects; sustenance, safety, and consonance - each playing key roles in maintaining a good and well-functioning habitat. Sustenance includes the adequate supply of food, water, energy, and air, and also the disposal of wastes such as sewage and trash. Key systems of supply and disposal relative to the residential density of settlements, and buildings and landscape effects on air, movement, space, soil and vegetation are considered. A good settlement protects against hazards, where safety plays a key role in the harmony and unity of an urban space. It is important to maintain the sustenance aspect through imposing safety that involves possible water and air pollution, the suppression of diseases, defense against possible attacks. Consonance is defined as the compatibility of the built environment with the biological nature of human lives. Examples are the maintenance of indoor temperatures, which supports sleeping and waking, attentiveness and inattention. It should not overburden the senses nor should it be too light to the point of deprivation. Elements in the built environment such as height, space, size, and power as basis of ergonomics on spatial relationships with the human body. Comfort, he iterated, does not necessarily be the issue, health and function are. One can be comfortable in a space, on a soft chair, an equitable climate, and a pleasant dinner. Health, although difficult to be ascertain to, are influenced by effective environmental rules, such as avoidance or safety against a certain threat or illness, even more difficult to measure and define.

general urban design vocabulary leading to the “sense of place”. The recollection of a place being distinct, special, recognizable, particular, and having unique character are qualities defining sense of place. A sense that belongs to a particular nature, a movement, a group of people, and many more can be attributed to identity, thus be used as a recollection of memories and experiences related to space and time. Structure, an element of sense that in the smaller scale, indicates how parts fit together, while in the larger scale, the sense of orientation. Orientation ensures the ease of navigation and wayfinding through the environment, ease of walking through paths and going to one’s desired destination with ease.

Poor orientation means waste of time and effort. Therefore structure ensures security and pleasure in the connection between the people and its environment, in identifying spaces of significance by piecing together parts that fit. Mental mapping and sketching may assist in identifying structure, similarly in the perception of a city, tests for structure through said methods allows for identifications of places along a path, route description, estimates, distance, and significance. It helps in creating a mental image, a kind of perceived reality from the observer’s point of view, although personal, between the relations between the physical forms and identity.

Fit as the word describes, refers to the relationship between space and time with the culture of its inhabitants. It generally tends to refer to human characteristics, however, it closely relies on culture, of expectations, norms, and custom. Places can be built or modified to fit the social and behavioral norms, and custom can be modifies to fit a place. A series of constant adaptation to context, place, culture, and behavior can be observed. Fit can be related to comfort, satisfaction, and efficiency.

Many times, misfit of space use can be observed more clearly, as places that work well stands out less. Observing things that fit can be done through two methods, mainly observing human behavior in a place, and to interact and ask the users on the sense of purpose a place is. Access refers to the measurement of mobility, ingress, egress, and movement of users.

Access often refers to the feature to which it is given, and to whom it is

Sense, in other words clarity of the perceived and the identifiable, are elements linked to events and places in the mental image of time and space that relates to certain non-spatial ideas and principles. Sense ties deeply into the personal feelings of cities, the interactive nature between people and place, and perception. “a creative act, not a passive reception” (Lynch, 1981). Identity is the simplest form of sense, a notion well-versed in 21

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Placemaking Through Translation of Transit-Oriented Development (TOD) Principles in Architecture

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provided for, which the most basic are close family members, friends, potential partners, and acquaintances. Contact and socialization, especially between members of a primary social group, is fundamental to the well-being of humans. It relates to the yearning and basic needs of the person, journeying from one point to another. Access to activities is also an important need. Key proceedings, especially among adults, such as work, live, and important services such as financial, medical, recreational, educational, and religious activities are important. They constitute to the opportunities for people to be involved in activities of their choice. Access to basic needs and resources such as water, energy, food and various goods in luxury is also required. Finally, access to information is an important necessity. The access to updated and accurate news, activities, and social interaction is key in social groups. It influences how people perceive activities, thus relating it to space and time, creation of symbolic and experiences directly linked to said activities thus in the long term a possibility of a custom or culture may coincide with space. Control, in space and behavioral relationships must be regulated, as it is known human beings tend to be territorial in nature. Control over space may incite psychological stresses, feelings of anxiety, satisfaction, pride, or submission. In summary, good settlements albeit great cities are places that insist on control, places that are certain, responsible, and congruent to both its users and structure of the problems of a place. Control in its best state expresses in vague, general terms, one that is responsible, capable, and with certain control. They are open to the opportunities of future generations, while also being conservative, tolerant to diversity and deviance. Control, where initially tamed for the status of kings and state, can be repurposed for an open and equal principles and qualities.

visual appropriateness, richness, and personalization. Weaving through the environment relates to permeability and accessibility, therefore essential in creating responsive places. The implications of permeability on layout design is fundamental, as achieving it requires the attention early on in design. The number of routes leading to a space and the experience weaving through them, how and where one should go establish boundaries in environment, ultimately forces decisions to be made by the user.

However, by its own it has of little use, being permeable without offering experiences. A variety of uses needs to be maximized where different levels of demands and types of uses, especially mix of uses need to be established, to be desirable and developed further. Legibility, the means to be readable, clear, distinct, or comprehensible is considered the third stage of design. How easily users can understand the layout, the network of links and uses in a three-dimensional form. The variety of choice may be influenced by the differentiation between routes in design elements of spatial enclosures.

Figure 2.3: Centraal Beheer Apeldoorn, an example for robust, personalized spatial design revolving its users.

(Retrieved from https://www.ahh.nl /index.php/en/proj ects2/12-utiliteitsbo uw/85-centraal-behe er-offices-apeldoorn)

Responsible Environments explores guidelines for designers to take into consideration in designing cities and urban space. The idea stems from providing a more democratic, in other words, towards more freedom of choice in enriching opportunities through discussing key issues in urban design, which are permeability, variety, legibility, robustness, 22

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Placemaking Through Translation of Transit-Oriented Development (TOD) Principles in Architecture

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Environments that offers quality multifunctional spaces that allows for users to have choice is use is called robustness. Robust by definition is the ability to withstand or overcome the adverse conditions or testing towards finding results. In this case, the design strategy revolves on buildings and outdoor space, focusing on the spatial quality to allow for a wide variety of activities and future uses, both in short and long term.

Next is visual appropriateness, the detailed appearance of the scheme. It links to the legibility of a place as it affects the interpretations people put of a particular space. It helps on the awareness of choices offered to users, though the meaning they give towards the visual cues presented. The increase of visual appeal on the place in a more detailed matter is through infusing richness. Richness is attained through selecting proper materials, and through proper construction methods to achieve both visual and non-visual pleasures, in experience and interpretation. Finally, personalization, a play on public participation, the social ownership of space and time, a highly desirable act of the most basic of human nature, territoriality. Not in its negativity, the earlier stages of design add up to the qualities of being responsive in the environment, towards the possibility for users to own a piece of or leave a mark on a place.

3. Placemaking in Urban Spaces By definition, creating place is the physical construction of space and time, and through culture, customs, and daily of its surrounding community, it may or may not be considered as place. However, throughout the years, many have taken the challenge into outlining strategies that may shift towards creating place. One such organization and project is the Project for Public Spaces (PPS), a nonprofit organization that dedicates themselves to helping communities create and sustain public spaces into building strong and sustainable neighborhood. Their approach is through both sides, which is the community and the place. It takes both to create each other. The notion of place, in the first section explores the perception of space and time, ultimately given meaning by its surrounding communities. Placemaking, according to PPS, is a community-based effort at its very core, that capitalizes on assets, inspiration, and potential of local communities, towards the creation of quality spaces that supports and contributes to health, happiness, and overall well-being. PPS offers guidelines, the eleven (11) principles of placemaking to help communities build towards a strong and sustainable neighborhood, which are:

1) The Community is the Expert It is essential to identify expects with talents and assets within the community that could provide historical data and perspectives, valuable insights on the functions of the area, and the collective issues and meaning that people are facing.

Utilizing such information in the beginning of the process helps in creating a sense of ownership within the community.

The perception of a city and its urban spaces ultimately depends on time, space, and experiences gained by the observer, which then be multiplied over a period of time. These experiences related to space and time, whether by locals or tourists, give meaning and attaches a sense of place. A combination of the physical environment and its culture, customs, and identity enforces such places into its identifiable state, allowing more people to appreciate and adore. However, the perception of such spaces allows only at a larger scale. The notion of space and place making in urban spaces are what it is, the spaces in between buildings, the public realm. Like many design decisions, the main sources of inspiration are the surrounding context, history, and culture, towards a legible built environment. It is built to last and in the same time adaptable to constant change in future generations.

2) Create a Place, Not a Design While physical environments are essential in creating space, activities and surrounding retails do introduce a sense of welcoming and comfort for users, such as seating space and landscape, other than managing pedestrian circulation. A strong 23

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Placemaking Through Translation of Transit-Oriented Development (TOD) Principles in Architecture

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7) Triangulate The triangulation of people, in other words, are catalysts that bring people together towards a conversation and interaction.

For example, seating, coffee carts, and a telephone may not seem to attract anyone if placed apart of each other. However, when combined, it may be seen as a catalyst for interaction between strangers.

sense of community and comfort can be achieved through setting, activities, and uses that collectively add to a larger perceived space within time.

3) Look for Partners Local institutions, schools, museums and more can be partners, critical for the success and image of such public space. Partners allows for a broader spectrum of ideas during brainstorming sessions, development of scenarios, and moreover provides support to the project.

8) They Always Say “It Can’t Be Done” Obstacles are inevitable, which does not mean it cannot be done.

Facilitating the creation of places are not an easy task, as it is not a task that was given responsibility to anyone in the community.

Starting small and achieve such success will ultimately bring confidence and a snowball effect to the community, seeking more and more as time goes by.

4) You Can See a Lot Just By Observing Observing people’s way of using, or not using, a public space and finding out their likes and dislikes are also a possible method to ensure the success of a project. It is possible to identify what type of activities are missing, and what may be incorporated.

9) Form Supports Function Inputs from the community, partners, and an understanding of precedent spaces and how they function, through experimentation, and overcoming obstacles, are elements in the conceptualization of place. Experiences and activities may provide the form that it needs to accomplish the vision of the space.

5) Have a Vision Each individual community has to provide a vision, an idea of what types of activities, space, image, and how the place can be important in their community. It should uphold a sense of pride and ownership who live and work in the surrounding areas.

Ultimately, it needs to have goal, to which is ever-moving, and constantly evolving.

10) Money is Not the Issue There are many ways to fund a place creating project. In some cases, the infrastructure works have already been built at its basic form, which therefore the community provides the added value towards the space through the addition of vendors, cafes, floors, seating and more. Other sources such as activities and programs can also reduce cost such as community service. Cost may be important, however it does not have to be the driving

6) Start with the Petunias: Lighter, Quicker, Cheaper As stated in the previous principle, the design and creation of place is complex, and to such cannot be done perfectly right at the beginning. Small, short term improvements can be made and tested, and even refined throughout the years. It is a constant development process that evolves, through adding small changes such as seating, alfresco dining, gardens, and murals.

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Placemaking Through Translation of Transit-Oriented Development (TOD) Principles in Architecture

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force into building the place. In the long run, it is less consequential compared to the benefits.

Building great places can be attributed to four (4) key aspects, which are sociability, uses and activities, access and linkages, and comfort and image. Access and Linkages relates to the connections of a space to its surroundings, which includes physical spatial linkages and visual linkages.

The use of paths and the freedom of choice leading to an urban space play an important role in making it accessible. Accessible space are convenient, walkable and reachable by walking. They are also ideally within the range of public transit. Certainly, access and linkages are linked to traffic data, public transit, pedestrian activity, and parking usage patterns. These contribute to the proximity, connection, walkability, convenience, and accessibility for a user to the urban space. The easier it is to access, the more successful the urban space. However, the intangible may vary from one space to another. A comfortable and inviting space is likely to be successful. A sense of openness and comfort is perceived to be safe and clean, with large seating areas. Comfort and Image plays that role in providing an inviting image to users. The built and natural environment data, crime statistics, building conditions, and sanitation ratings contribute to the perception of safe space. These space, done properly, can be attractive, walkable, and safe when weaving through historic and sittable urban spaces.

11) You are Never Finished As expressed, good public spaces respond to the needs, opinions and the ongoing evolution that the community needs attention to. Maintenance is key, changes are needed, and many others may happen in an urban environment that may or may not be foreseeable. Being open to changes and the flexibility towards enacting it, in other words, adaptability towards the constant changes of needs, space, and time, is what builds a great place.

Fundamentally, Uses and Activities are key in determining and perceiving an urban space. An active space gives a notion of safety and security, thus providing a reason for people to return to a place. Activities gives hints on the local culture, customs, and daily lives of the local neighborhood, as simple as the local playground and basketball court often invites target groups at different times of the day. In an urban space, the daily hustle and bustle of people in between buildings is the attraction.

Local land use, business ownership, property values, and retail sales are some of the measurements of activity. It provides the image and perception of activity, amusement, vitality, speciality, and realism in the urban space. Finally, the attribute most important and difficult is Sociability. When combined, a place may become a hotspot and a

Figure 2.4: What makes a successful place? (Retrieved from pps.org/article/grplacefeat)

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Placemaking Through Translation of Transit-Oriented Development (TOD) Principles in Architecture

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gathering palce for people to enjoy, meet, greet, and feel comfortable interacting with strangers in. It provides a sense of comfort, safety, security, and devoid of any sense of threat. A place of acceptance and openness, one between the users, visitors, and locals alike. Sociability can be connected and measure to the degree of volunteerism within the community, the number of children, women, and elderly strolling around, and its street life and evening uses. These can be perceived and observed, and finally concluded to be so. Communal living involves the sense of diversity in its daily lives, welcoming and being neighborly between each other. Theses are the fundamental attributes to creating great places in the built environment, and ultimately, a strong community creates a sustainable environment.

Figure 2.5: A sketch of a typical structure of Southeast Asian streets, normally with markets.

4. Streets as Public Space

The characteristics of streets in Southeast Asia typically ranges in a mixed use areas that associates with existing open spaces, market, historical quarters, social and cultural nodes. These nodes expand into residential and commercial districts, providing daily needs for local communities. The structure of streets slightly differs from city to city in Southeast Asian countries, however the basic components are the street, sidewalk, covered walkway and the building, which in historical districts comprise of colonial shophouses built by respective colonists. These shophouses are mixed use commercial and residential typology built to suit early settlement living. One the facade of such buildings are a significant component of a colonial building which is its covered walkway, or ‘five foot walkway’ which are necessary to protect pedestrians against bad weather such as rain and thunderstorms. The street and building structure usually forms along a main trunk road such as Jalan Tuanku Abdul Rahman in Chow Kit. Comparing the structure of said streets with the D/H ratio concept, the streets built in the region typically has a 1:1 ratio, creating a more intimate and personal space. Drummond (2000) highlights that people tend to use the streets and sidewalks near their

Asian cities has a slightly different take on the use of urban space compared to their western counterpart mainly because of their historical and cultural preferences. The use of streets as urban public space is more often observed in Southeast Asian countries in general compared to a plaza or square. Southeast Asian streets are described as more robust, providing activities and serve more people for longer periods of time compared to the West (Drummond, 2000). Its disorganized and conflicting nature is part of the charm, and according to Oranratmanee (2012), it ties to the historical cultural functions. It is both a permanent and temporary trading space, a platform for political and religious dialogue, a common place for public discussion and expression, and most commonly a dining table for city folk (Oranratmanee & Sachakul, 2014). The capabilities of streets as a multipurpose space reflects in the Southeast Asian culture of trade and recreation, living and community space.

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Placemaking Through Translation of Transit-Oriented Development (TOD) Principles in Architecture

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houses for daily use, mostly due to high population density and a lack of domestic space as seen in Western context. The appreciation of urban spaces is still lacking in the region where daily life revolves around its streets, capturing and enticing people with goods and services while their move around their daily lives.

An example of an organically expanding city in the region is in Chow Kit in Map 2, a colonial settlement development in the early 1900s, catering for the surrounding communities of traders and miners. It evolved from the main trunk road Jalan Tuanku Abdul Rahman, expanded outward and create one of the earliest CBD in Kuala Lumpur. The urban fabric lacks the Western structure of urban space, however the locals mainly use the streets as an their space.

Figure 2.7: A sketch of Distance to Height ratio.

The western interpretation of a great urban space has always been the plaza or squares, an open space flanked by buildings as boundaries to the open space. Moughtin (1992) describes the square as an outdoor room for diverse social activities. The understanding of squares and plazas in western context can be understood through its physical characteristics, through the Distance to Height ratio (D/H). Different scholars have different opinions on the best ratio for a plaza to be. Alberti et al (1986), Lynch and Hack (1984) suggests the most comfortable ratio for an enclosure and the urban space is 3:1 ratio, while some design guidelines by governments suggests a ratio of 4:1 and 6:1 ratio for an urban square (Haile, 2012). Urban space is western context has a direct link to history and climate, where most great urban spaces such as Trafalgar Square and x are in cold and dry climates allowing communities to utilize the space indefinitely. It creates a meeting point for people and a safe haven against the movement and noise of cities where the enclosure, buildings and foliage, creates a buffer for pedestrian prioritized activities. Scale is an important element in perception of urban space. D/H ratio determines

Figure 2.6: Solid and void analysis of Chow Kit. (Retrieved from Urban Renaissance 2019/2020-1 Urban Study Report) 27

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Placemaking Through Translation of Transit-Oriented Development (TOD) Principles in Architecture

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the proportion of an urban square while the scale determines the sense of enclosure of a space. A combination of D/H ratio and scale is essential to create a balanced urban square where its scale in relation to the pedestrian is key in creating comfortable space for community living. Figure 1 shows the concept of proportion and scale between (a) and (c), and (b) and (d). According to Kim (2017), both sets have the same proportions, where (a) and (c) is 1:1, and (b) and (d) is 2:1. However, the scale relative to the user differs, where in (a), the space may feel larger and more open, while in (c) the space may be more intimate and personal.

Figure 2.9: Plaza Mayor, Spain. (Retrieved from https://www.touropia.com/city-squares-around-the-world/) 5. Transit Oriented Development (TOD) Movement Towards the early 20th century, new urbanism further explored the notion of designing towns and cities, from neo-traditional neighborhoods (NTDs), traditional neighborhood developments (TNDs), pedestrian pockets, and transit-oriented development (TODs), centralized around the idea to design neighborhoods directly related to transport connections and including sufficient density to make public transport viable. The common preferences for such developments are the mixed-use nature of proposals and buildings, environmental and sustainability, and an internally consistent hierarchy of architectural, building, and street types.

Kelbaugh (1997) further explains that recognizable edges, walkability and clearly expressed graphic guidelines area relied upon in connection with traditional zoning codes. In essence, having a diverse neighborhood both in use and population is key in the movement, where a variety of land uses and population creates a sustainable urban environment. The design is more focused on pedestrians and its transit points, then later on towards private vehicles. It is shaped by physically defined and universally

Figure 2.8: Combination of D/H ratios and scale. (Kim, 2017) Therefore, the scale and proportion of a square depends on its intended scale of use, whether the space is used for formal ceremonies and celebrations or neighborhood parks. The size of the square determines user comfort and how people perceive the space. Other elements do effect the perception of space such as facade design of enclosing buildings, location and size of dominating objects and buildings, patterns and materials, landscape and street furniture (Memluk, 2013). However, the basic and key element in designing a comfortable space is through creating a well balanced proportionate urban square.

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Placemaking Through Translation of Transit-Oriented Development (TOD) Principles in Architecture

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Figure 2.10: The Lofts at Mockingbird Station, Dallas, Texas is an example of a transit-oriented development. (Retrieved from https://www.lincolnapts.com/properties/thelofts-at-mockingbird-station-dallas-tx)

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Placemaking Through Translation of Transit-Oriented Development (TOD) Principles in Architecture

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accessible public spaces and community institution, flanked by a variety of daily and residential uses for the benefit of all. These places are framed by architecture and landscape design, climate, ecology and building practice, celebrating local history and suggestive of its local context. Further elaborating from the early sub-chapters on urban design spaces and streets, it takes advantages of positive and negative spaces of the urban environment, providing places for a variety of activities in streets and squares, enveloped by architecture and landscape design that reflects, or abstracts its local context.

transit-oriented developments while serving existing commercial and residential areas. It provides untapped potential and access to redevelop-able and infill sites, which are also potential transit-oriented developments. Calthorpe (1993) iterates that ‘one of the greatest design flaws of station configuration is to surround it with parking and noise bus areas’, therefore blocking and disable the seamless connection between the station and pedestrians.

The general consensus of new urbanism is the creation of place with the participation of communities and local government in ensuring sustainable growth in cities, economically and sociology among others.

Within the subculture of new urbanism is a movement spearheaded by the idea of focusing on developments surrounding transit points in the urban environment, the Transit-Oriented Development (TOD) movement.

Calthorpe (1993) defined transit-oriented development as concentrations of mixed use developments - moderate and high density housing along with complementary public necessities, jobs, retails and services - at strategic points along the regional transit system. He further elaborated that there is a disconnect between land use and transportation planning, whereby an area has to be retrofitted to provide transit-supportable densities, rather than leading service planning through land use patterns.

Undeveloped sites in urbanizing and urbanized areas, and sites with the potential for redevelopment or reuse can be developed into transit-oriented developments, by extension, it can be anywhere in a city, supporting towards new urban growth. The development of new towns are only when there is no room for growth in urban areas in the city.

Regional planning is indeed essential, where it shapes the overall distribution of development, coordinate transit and circulation, balance jobs and housing, pollution control, and the setting of limits to protect public open spaces. Ultimately, transit lines assist in defining density, location, and quality of urban growth through maximizing the number of

Figure 2.11: Urban design scheme through Transit-Oriented.

Development (Calthorpe, 1993).

With the above image, Calthorpe (1993) developed a plan for the urban planning strategy for transit-oriented development within 600 meters of a transit point. It involves a core commercial center, flanked by employment and office institutions providing jobs and services. The residential areas flank a central public open space, as high density development may result in lack of community spaces. The arterial roads does not dissect through the development scheme, reducing disruptions.

However, transit-oriented development does not eliminate vehicles, but it prioritizes the movement of pedestrians. There are many types of transit-oriented developments defined by Calthorpe, defined by their 30

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Placemaking Through Translation of Transit-Oriented Development (TOD) Principles in Architecture

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functions at various scales and conditions. Among them is an urban and neighborhood transit-oriented development, both in varying scales of development components. Walkability is important in the development, allowing for larger employment opportunities and community engagement, such that uses that relies heavily on private transportation such as cars or lorries are not appropriate to be within the transit-oriented development areas, and should be located outside. Variety in all types of development components are also essential in transit-oriented developments, for example high density affordable residential and medium density luxury residential. A mixed of public uses are also important in creating a strong sense of community, public participation, identity, and affability, to some point enhancing the existing local context.

The Institute for Transportation and Development Policy (ITDP) further outlines the standard principles for transit-oriented developments.

The institute believes in the equity of opportunities and resource through efficient and sustainable combination of mobility modes, with low financial and environment cost. Transit-oriented development integrates urban places by bringing the community, buildings, activities, and public spaces together with the ease of walking and cycling to transit services, connecting them to the rest of the city. The transit-oriented development movement serves to counter the problems of urban sprawl, by focusing development within the inner city. The concern of rapid development in the outer city displaces communities, contributes to the increase of global emissions, and locking the urbanizing masses into an unsustainable and inequitable patterns of vehicle dependency and deprivation. The institute acknowledges the challenges of the type of development, due to the nature of existing conditions and land uses. They have outlined the TOD Standard to facilitate the process of urban planning through clear definitions, simple standards, and a rapid assessment tool.

Figure 2.12: The eight Transit-Oriented Development Standard Principles.

(Retrieved from itdp.org/library/standards-and-guides/tod3-0/what-it-tod/).

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The TOD Standard provides a eight (8) principles to adhere in the implementation of transit-oriented development planning, which are Walk, Cycle, Connect, Transit, Mix, Densify, Compact, and Shift. These key principles enables and assist in the clarity of the use of the concept of transit-oriented development in the planning and design stage. Further descriptions are as follows:

2) Cycle Cycling is the prioritization of non-motorized transport networks, providing a network for healthy, affordable and inclusive mode of urban mobility. The implementation of these transport options activate streets and increase ridership catchment area, which also consume little space and resources.

However, cycling are also as vulnerable as walking, exposed to theft and vandalism, thus requiring secure space for parking and storage. Designing safe and complete space for cycling appeals to riders, such as shared road markings and allowing use and sharing with pedestrians on certain streets and plazas. Providing safe and secure parking and storage areas also attract the use of such transport option.

1) Walk The objectives of the Walk principle is to provide a safe realm for pedestrians, accessible to all walks of like. It is the most basic feature of urban walkability, ensuring a complete, continuous, and safe walking network that links the transit points to points of origin or destinations. The network has to be accessible and universal for older people and people with disabilities, and well protected from vehicles. The pedestrian realm also has to be active and vibrant. The realm has to feed activity in order to attract activity, through useful ground level activities and services, such as storefront retail and restaurants. In turn, the increase in foot traffic increases the exposure of local outlets and services, improving the vitality of the local economy. Visual connection between the walkways and the interior space of retail outlets allows for an active public space activation. Other than that, the public pedestrian realm has to be temperate and comfortable, providing shelter and shade from harsh weather conditions. These can be street trees, arcades, and awnings, or by orientation of streets that mitigates the climatic exposure.

Amenities in public plazas and streets adds to the comfort through provision of street benches, public toilets, fountains, wayfinding elements, landscaping, and other street furniture.

These three (3) elements is motivated by making walking accessible and appealing.

3) Connect A dense well-connected and dense network of streets and paths offers multiple routes to many destinations. Frequent intersections and narrower streets also mean slower vehicular speeds, making walking and cycling the more attractive option for transport. This relates to the permeability of the urban fabric.

The routes should provide short, direct, and varied experiences for cyclists and pedestrians, with higher ratios of non-motorized travel path connectivity to vehicle-accessible roadway activity ensures pedestrian and cyclists to be prioritized, an important feature for transit-oriented development planning.

4) Transit For the TOD Standard, the maximum walking distance to the nearest transit station is 1km and 0.5km for frequent local buses that connects within 5km of the transit station. That is about a 50 minute maximum walking time from the transit station. The pedestrian connection and access to a transit system is essential, and a prerequisite to a transit-oriented development scheme.

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5) Mix Mix is planning for mixed uses, income, and demographics, which provides the balance of complementary activities and land uses to a range of resident income levels and demographic attributes. Other than encouraging walking and cycling, it supports an extended time for transit services, fostering vibrant and complete communal environment where there is appeal to live. The mix of different age groups, genders, income levels, and demographic character creates safe environments for interactions in public space. A variety of housing options from higher luxurious housing to low-income affordable housing makes it feasible for many types of residents to stay, especially with lower income residents being pushed out of the city into poorly-serviced outlying areas. Mixing different uses in land, income, and demographics provide opportunities and services that are within a walking distance of where people work, live, and transit, thus extending the use of public space. Diverse demographics and income ranges are considered sustainable in the long term. Social equity in the TOD Standard is not only to the access and availability of uses to the public, but also the inclusion and distribution of housing, such as affordable housing, to different areas of the city.

activity. The matrices include the daily visitors per hectare, and floor to land area ratio.

7) Compact Being compact is being integrated spatially by public transit systems. It requires less time and energy to travel from one activity to another, therefore reducing costly infrastructure and preserve and reducing urban sprawl. The densification of the development directly connected to an existing urban environment is highly supportive, with a variety of transit options serving different needs and activities at different points of time and space. Having short travel times between destinations serves different needs and destinations, while also encouraging people to use transit systems.

8) Shift Shaping a city using the previous seven (7) principles lessen the dependency on private vehicle use, thus reducing the negative impacts of vehicles. Having everything within a walking and cycling distance provides a shift in lifestyles, supported by the variety of intermediary transit modes and hired vehicles such as taxis and buses. The minimization of the space provided for vehicles, such as parking, can reduce the reliance on cars and motorcycles. An option is the densification of parking spaces, building vertically by use of technology rather than occupying vast amounts of land.

6) Densify A dense model of development typically involves a high amount of traffic or population within a calculated area of choice.

Transit-oriented density results in attractive places to live, delivering the customer base and foot traffic that supports local economy and a wide choice of service and amenities. It provides the necessary quality and justification for the development of high density transit infrastructure which in turn, increase both sides of traffic. High density residential and employment supports high quality transit, local service, and local public space

In Malaysia, the most successful large scale urban transit-oriented development is KL Sentral, encompassing 72 acres of being the nations largest transit hub. It consists of a variety of high density developments that consists of residential, office, hotels, shopping centers, international exhibition center and entertainment outlets. The development took about 20 years to fully develop into a high functioning transit-oriented 33

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文献 评论

community. Other efforts from Malaysian researchers is the identification of potential transit-oriented development sites, as found by Arina et al (2019). The research explores a model in the aim of assisting in transit-oriented development and determining the potential areas for such developments through data collection, analyzing the distribution of land, and the Land Use Public Transport Accessibility Index (LUPTAI) techniques. Similar to the TOD Standard, it provides a guide to for potential transit-oriented development in a particular area surrounding a transit station. With the transit system having an extensive upgrade across Kuala Lumpur and Selangor, the need for transit-oriented development implementation has be tremendous.

characteristics of transit-oriented development, as most of the principles and outlines involves the street and plazas level design. The design cues that should be considered in spatial design in buildings in relation to transit-oriented developments as a whole is somewhat lacking.

7. Conclusion To conclude, the chapter explores the definition and research that has been done since the beginning of urban design studies, from analyzing western context and definition of cities and the perception of cities, to the characteristics of plazas and streets, while also providing a sort of guideline for placemaking in general. The chapter also highlights the recent trends in transit-focused development, its philosophy, principles, suggestions, and discussion to which the built environment is moving towards. It is found that there is a lack of architectural spatial design characteristics related to transit-oriented development that needs to be addressed, in order to provide a holistic communal experience surrounding transit systems. It seems placemaking in urban spaces and principles of transit-oriented development has some common ground, stemming from similar movements in urban design. Providing a clearer image on where the two overlap, and how the architectural scheme in such developments should be will definitely improve the understanding on design in the ever-growing cityscape.

6. Gap in the Literature From reviewing the available resources from the previous sub-chapters, it is found that the exploration of transit-oriented development is a large scale design and planning program, developed and implemented in a town and regional planning scale. The exploration from the definitions and establishment of urban design research has found a lack in designing qualities in the South East Asian region. Many of the research found revolves around western context and definition of urban space, streets and plazas. Other than that, the defining characteristics of transit-oriented development is also lacking, although its urban planning principles have been outlined with great detail by Calthorpe (1993). The regional and town planning scale, revolving around policies, planning, and land use is very dependent on government implementation, thus the potential of using the principles is only up to the planning level. More over, the characteristics of transit-oriented development in Malaysia is very superficial, with only focusing on individual projects rather than an ecosystem of projects within a radius of a selected transit point. Identified project examples outlined by articles and media forums characterized the transit-oriented development as only providing economic benefits to investors, rather than social. There is also a lack in architectural design 34

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Placemaking Through Translation of Transit-Oriented Development (TOD) Principles in Architecture

ć–šćł• Placemaking Through Translation of Transit-Oriented Development (TOD) Principles in Architecture Introduction Research Procedure Data Collection Method Method of Analysis Data Interpretation Method Summary

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方法

Ch3|Methodology

analyzed, and synthesized to establish design strategies. Both data collected will be further examined in Chapter 4: Findings and Analysis of the study, which is then reflected on the development approach.

1. Introduction

3. Data Collection Methods

This chapter describes the methods used to carry out the research. It outlines a set of structures and process of study that offers the guidance towards how the research is undertaken. It is done through the acquisition of knowledge and towards a development of work schedule for the research done. Therefore, the research revolves around the identification of characteristics of the hotspots in Chow Kit, Kuala Lumpur and relating it with the development through transit-oriented development strategies as a placemaking tool. It includes the analysis of precedent case studies in transit-oriented development as a method of data collection. Collectively, the section reports the data collection, evaluation, and methods of data analysis towards the translation of transit-oriented development principles into architecture.

I)

Field Study The neighborhood of Chow Kit and its context, land use, physical environment, and human behaviors were studied and investigated thoroughly during Semester 2019/2020-1. The data gathered is mapped into different types according to each data set to clearly provide the details related to the study. The research also requires the mapping method reviewed in Chapter 3 on transit-oriented development mapping scenarios, and how it relates to the local context. Finally, a personal experience weaving through the built environment while gathering data is done to better understand the context as an observer.

II) Observation Initial observations within Chow Kit outlines the data needed according to the principles of transit-oriented development in the urban scale. These are Walk, Cycle, Connect, Transit, Mix, Densify, Compact, and Shift. This means the observations highlights the behavior that relates to the principles, and other behavior that may enforce the building of a greater urban space.

This includes Lynch’s principles of perception of a city, and responsive environments. The first set of observations is to determine the behavior and patterns of locals and visitors, and their interactions with their physical environment. The second set of data refers to the quantification of user movement through different gates set within the study area. These gates represent the diversification of movement along a path where users diverge into, and the data represents the choices users make

2. Research Procedure The analysis method is extracted from different phases of the study. A research framework is established that enables and eases the work flow of assessing the appropriate content and measurement to be taken. The research framework consists of the research aim, which are to be executed through the research objectives. Finding the solutions to the objectives are key in achieving the research aim. A theoretical method explores the existing literature available relating to the research, with a possibility in assisting towards the data collection methods. The collection of data in this research involves the observation of the physical space in Chow Kit, and the quantification of activities related to the space. A series of case studies based on ‘successful’ projects are outlined and studied to project further insight on the topic. The data gathered will then be processed, 36

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according to their perceived descriptions. These descriptions are the age groups and perceived occupations. The third set of observational data is to monitor and observe individual building and land use in the particular study area. Initial investigations of the land use is done through thoroughly go through each individual lot’s land use, and further observed on site, regarding its relationship between pedestrians and the said building.

were gathered, compared and analyzed in studying the current strategies, principles, and design attributes available in creating place.

IV) Case Studies This research also attempted to gather and extract information based on existing case studies that involved in the placemaking through using principles of transit-oriented development. The information gathered are collectively categorized into their physical environment, architectural typology, architectural spatial design, socio-economic impact, and analysis of its urban spatial planning. A comparative study is then conducted to further extract the exact strategies in architectural design through the translation of such principles.

Table 3.X: Gate count tabulation form. (shared with New Spirit 2019/2020-1) III) Literature Reviews The study also referred to a set of literature related to transit-oriented development as a form of secondary source, to support the primary source that is through observations. A fundamental understanding on how the movement of transit-oriented development was developed through the study of urban spaces throughout the years. The theories and literature

Figure 3.1: The extent of mapping through observations.

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4. Method of Analysis

6. Summary

Each set of data collected in the study is documented in a form of a soft and hard structure attributes, mainly the identification of characteristics that make areas of study hotspots through statistical analysis.

These statistic tabulations aim to show the number of people, based on observations, and the type of activities that are associated in that particular space. Another set of data outlines the type of development, or land use, the existing conditions is currently built as, and combined, with the observations with the existing physical conditions of the urban fabric, tabulate the into a readable data table. The data is analyzed by grouping them into Gehl’s three (3) types of activities, in order to understand the local behaviour. An effort to analysis and compare between placemaking strategies and transit-oriented development principles is laid down, to better understand the relationship between urban design and its potential use for architectural spatial design.

The methodology chapter outlines the guides towards the organization of the study from data gathering, to the analysis and interpretation of data. The data collected assists in quantifying the contextual issues of transit-oriented developments in relation to activities and built environments through field studies and observations, literature analyses, case study analyses, and interpretation of the information gathered. The information gathered is then further evaluated through generating results that validate the analysis of the research on the principles of transit-oriented developments. The gathered results will then be used to establish and reinforce the current principles of transit-oriented development, and translate them into architectural spatial design strategies.

5. Data Interpretation Method The information and data gathered and tabulated is cross-referenced and compared. While the literature review provides the philosophical approach towards developing transit-oriented projects, the data is interpreted in such that it not only synthesize the compatibility of such sites as potential transit-oriented developments areas, but also identifies the activities and built environment as per outlined in the TOD Standard.

A constant comparative analysis is done between the existing principles of transit-oriented development in the urban planning scale, with the case studies in order to provide some answers to the definition of architectural spatial design in the same context. It is also ensured that the data collected is analyzed and interpreted to be aligned with the objectives of the research.

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结果与分析 Placemaking Through Translation of Transit-Oriented Development (TOD) Principles in Architecture Introduction Field of Observational Study Data Tabulation, Mapping, & Observation Placemaking & The TOD Standard Summary

40 50 53

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结果 与分析

Ch4|Findings+Analysis

3. Data Tabulation, Mapping, & Observation

1. Introduction This chapter address the data collected from primary and secondary sources. Statistics are obtained from the field studies, observation, case studies, and literature review. The field study and observation was done in Chow Kit, Kuala Lumpur, in order to identify two sets of data, which are the existing conditions and land uses, and the human behaviour of the particular space. The data collection is solely obtained through observation, without any interaction with the community. In a way, the information gathered is based on the perception of the author. The primary data is then mapped according to each zone in order to study the correlation between space and human activities. The data is tabulated and analyzed, and a compared to the current standards of transit-oriented developments outline in the TOD Standard. The secondary source of data is carried out by reviewing literature and case studies within the the perimeter of being transit-oriented developments. The data gathered, once analyzed, is synthesized and categorized into ranges of desirable characteristics of transit-oriented developments.

Zone 1

Zone 2

2. Field Study & Observation The existing site was carefully considered and selected in order to align itself with being the potential for transit-oriented development. The sites were within 300m of Chow Kit Monorail Station and Medan Tuanku Monorail Station, which in itself is within the distance of key vehicle transit points such as buses and taxis. The research involved the gathering of human behaviour through observation and collection of land use within the particular site boundaries. Observation is also done by walking through the sites to better understand the current conditions.

Figure 4.1: The zones for tabulation and mapping in Chow Kit. (Not to Scale) (Retrieved from https://iplan.townplan.gov.my/public/geoportal?view=semasa)

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结果 与分析

1) Pedestrian Count The table below shows the number of people and types of people observed during the field study period over the course of the weekday and weekend. The highest observed age group are adults on both days, and while its a balance between white and blue collars on weekdays, weekends are mostly blue collars. The amount of adults and tourists is higher during the weekend, possibly attributed to the activities observed in the area. From the observation data, the number of people during the weekends are more than during the weekday in general, except for the population of white collars. The type of activity observed in the field study is mapped under (3), which allows a clearer picture on the activities of the local community.

Time Of Data Collection

Analyzing the data below, it suggests a higher weekend activity of the local community. It also suggests, through the difference in the number of white collars, that office are mainly closed during the weekends, and the number of businesses of open the weekday is significantly higher. Even with higher numbers of people during the weekends, the observed uniform personnel, which includes safety, security and cleaning officers, are less than the weekends.

Locals Youths (<20)

Adults (20-60)

Elders (>60)

Homeless

Disabled

White Collars

Blue Collars

Uniform

Tourist

Weekday 0800 - 0900

5

310

19

0

0

138

68

3

13

1300 - 1400

38

246

78

0

1

261

112

7

16

1700 - 1800 2000 - 2100

50 29

268 238

57 1

2 3

0 1

230 9

140 16

5 6

15 39

Weekend 0800 - 0900 1300 - 1400

23 116

275 756

9 50

1 1

0 0

0 0

46 39

0 2

39 74

1700 - 1800

88

726

47

3

0

0

80

0

58

2000 - 2100

68

484

40

3

2

0

16

1

52

Figure 4.2: Tabulation of pedestrians observed during field study period. (Retrieved from Urban Renaissance 2019/2020-1 Urban Study Report) 41

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结果 与分析

Image 4.3: An example of activities and types of people observed during the field study.

(Retrieved from Urban Renaissance 2019/2020-1 Urban Study Report)

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结果 与分析

2) Land Use The table below shows the existing land use retrieved from Sistem Maklumat Gunatanah Perancangan Bersepadu. More than 80% of each zone consists of commercial land use, which if considered under the principles of transit-oriented development, the percentage is high. The residential uses within the two zones are very low, with a lack of public open spaces. However, there are some undeveloped land, which has the potential to contribute to the overall sustainability of the area.

Zone 1

Zone 1 Commercial

320

Commercial - Hotel

19

Commercial - Other

8

Residential

347

97.47%

3

3

0.84%

Institution

3

3

0.84%

Undeveloped

3

3

0.84%

356

100.00%

Subtotal

Figure 4.4: Left.

Existing map showing land use of Chow Kit in 2019.

(Retrieved from https://iplan.town plan.gov.my/publi c/geoportal?view= semasa)

Zone 2 Commercial

Zone 2

Commercial - Hotel

6

Commercial - Other

11

Residential

2

2

1.05%

Office

2

2

1.05%

Institution

8

8

Industrial

11

11

Undeveloped

14

14

Subtotal 43

80.63%

137 154

191

Figure 4.5: Land use statistics 5.76% according to field 7.33% study zones in 100.00% 2019.

4.19%

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Placemaking Through Translation of Transit-Oriented Development (TOD) Principles in Architecture

结果 与分析

3) Activity Mapping The activities are mapped according to Gehl’s three (3) types of activities, which are necessary activities, optional activities, and resultant activities. Necessary activities have compulsory and Zone 1 essential needs, such as going to work, school, waiting for the bus, and running errands. Optional activities are activities which are voluntary, participated only with the intent to do so if and when time and place makes it possible. Social activities are resultant of presence of others in the public space, such as children playing, greetings, and conversations. These mapped activities are solely done through observation during the field study. Both zones have significant amounts of necessary and social activities, while having less observed optional activities.

The map shows four (4) hotspots, two (2) in each zone, indicating activities related to different degrees of necessity. In zone one (1), the hotspots for necessary activities centers around Chow Kit Market in the east, while the optional and social activities revolves along Jalan Haji Taib. The differences in activities can be tied to the type of commercial activity in both Zone 2 zones. Chow Kit Market and its surroundings mainly sells necessary daily needs, such as food and raw ingredients, while commerce along Jalan Haji Taib sells optional needs such as wholesale, clothing, and luxury items. Both are necessary commercial activity, however one takes a higher priority in terms of necessity. Zone two (2) activities revolve around the Sego Junction and the DBKL towers on the east. Both have a Necessary Activity balanced ratio of activities, yet only on the boundary of the study Optional Activity area. This is due to the existing undeveloped land in the center Social Activity of zone two (2) which is only used for vehicle parking. The built environment is less dense and compact compared to zone one Figure 4.6: Pedestrian Activity Mapping. (Not to Scale) (Retrieved from (1).

Urban Renaissance 2019/2020-1 Urban Study Report) 44

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结果 与分析

Figure 4.7: The observed activity within the field study zones, people gather to play chess under makeshift coffee shops in dense streets.

(Retrieved from Urban Renaissance 2019/2020-1 Urban Study Report)

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结果 与分析

4) Existing Environment & Activities Street Elements play a key role in the overall experience of an urban environment. Placemaking and the review on western urban plazas and streets found that the experience that a user goes through, affected by both activities and its physical environment, determines the overall picture of such place.

Analyzing the existing conditions in zone 1 along Jalan Haji Taib (next page), we can see the 1970s charm that the space exudes.

The material, architecture, and activities that it offers provides a unique experience for users, transporting them into the heydays of commerce in Chow Kit. The ground is still covered in interlocking paves, worn throughout the years. It designates a change of environment, a shared space between pedestrians and vehicles. During the weekends, it transforms into a street market, focusing towards wholesale, and cheap and affordable goods. The conditions seems to indicate that it had some form of maintenance being done to keep things clean and in order. The ground cover shows demarcations of stall plots for the market.

The surrounding architectural features styles from the early modern period in Malaysia, which although the area is historically full of colonial shophouses, modern medium rise shoplots rose since its boom in the 1980s. Some of the shops are bland and direct, without any features making them unique to the space or history. Very direct use of facades, square windows at a set distance between them, and bare and striking choices of color creates an eyesore. Some shops on their opposite are low rise buildings, with some indications that the upper levels are used as storage and quarters. Unlike the historical colonial shophouses along Jalan Tunku Abdul Rahman, Jalan Haji Taib seems to give a more modern approach to the street-scape, though the architectural facades do seem lacking. The stalls observed are in poor conditions, as if makeshift. They are placed close together, with limited breathing space for pedestrians and

onlookers. It is possible that because of this, the architectural facades are treated less than desired in terms of choice of architectural style. Pedestrians are limited within a 1.5m walkway flanked by stalls on both sides, weaving through others while also trying to shop. The lack of breathing space for pedestrians are a dilemma. The street shows large amounts of potential for commerce and tourism, as it is situated between two trunk roads and very near the Chow Kit Monorail Station.

The trunk roads also provide the necessary public transportation connection such as bus routes and taxi stands. In relation to transit-oriented development, the spaces ticks some of the principles, mainly, Walk, Connect, Transit, and Compact. The area consists of mainly commercial lots and buildings, which goes away from TOD Standards’ Mix principle. The space doesn’t allow for user retention especially after work hours due to the non-existence of residential lots and buildings within the radius of the station. Other than that, the density of the buildings in the area are still in the low, as some are considered historical shops, especially along Jalan Tunku Abdul Rahman.

Jalan Haji Taib, however, has the potential to densify. Cycle and Shift is seen to be a long term goal after the aforementioned principles are implemented. Jalan Haji Taib has the high potential for greater feats of placemaking due to the connection between the trunk roads. It provides the link for pedestrians to and from Chow Kit station and Chow Kit market. The street space provides the platform to capitalize on pedestrian traffic, which can be translated into architectural space. Certain types of architectural spaces that require attention, which normally is placed in low user traffic can take advantage of this strategy. The change of space, or environment, by changing the materials around the user can also affect their experience. Visual connection between users and the spaces are also key in providing quality spaces.

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结果 与分析

Figure 4.8: Existing conditions of Jalan Haji Taib in 2019. NSTP/Aswadi Alias (Retrieved from https://www.bharian.com.my/hujung-minggu/s antai/2019/08/591409/lorong-haji-taib-kekal-lu buk-rezeki-peniaga-borong)

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结果 与分析

The street elements and conditions in zone 2 differs significantly compared to zone 1. There are two distinct features observed, which is along Jalan Medan Tuanku and Jalan Doraisamy. The amount of lower quality and cheaper hotels situated on low rise shoplots are abundant on Jalan Medan Tuanku, while Jalan Doraisamy is the place for higher quality tourist attracted such as The Row and Sheraton Kuala Lumpur. Both are in contrast in its street elements as well. Jalan Doraisamy (next page) seems to be maintained and renovated to cater to the adjacent higher income tourists. The renovation of the traditional shophouse ‘row’ into a contemporary hang out that consists of various art venues, cafes and restaurants provides the attraction. The ground cover are mainly textured concrete, a basic and economical choice. It blends with the contemporary facades of the renovated shophouses, adding to the charm. The street is also aligned with a row of planter box-cum-bench, providing a barrier or protection for users of the renovated shophouses, while also providing a means for user retention for the streets. The area seems to be developed into a more high class high end development scheme, with expensive high end apartments such as the Anggun Residences and luxury hotels. On the other hand, the buildings on Jalan Medan Tuanku seems to be less well-maintained, with international style architecture adorning the street. It is distinct while also provide the space for pedestrians and vehicles. As shown in Figure 4.9, the street width is larger compared to Jalan Haji Taib. The one way road provides rows of vehicle parking bays, with wide pedestrian walkways on both sides. Similar to zone 1, many of the lots consists of commercial lots, with the addition of undeveloped land made into temporary vehicle parking spots. The road serves as a connection between Medan Tuanku Station and Sogo commercial center. However, the observed number of pedestrians is less than expected.

Figure 4.9: Existing conditions on Jalan Medan Tuanku.

(Extracted from Google Earth, 2019) Unlike Jalan Haji Taib, the street features are not distinctive, with a tar-sealed road, tiled side walks, and commercial storefronts shielded by parking space.The lack of activity on the street is also observed, with many being passerby for the parking areas. Similar to Jalan Haji Taib and its surrounding areas, the residential population is non-existent. In this case, the population mainly revolves around tourists. However, tourists does not provide the sustenance residents provide, where they contribute to the local economy, activity, demand, and culture.

Both zones seem to lack the population needed to sustain itself through the provisions under the TOD Standard. However, it also shows the potential of both zones on developing into transit-oriented zones, revolving around transit points such as Chow Kit station and Medan Tuanku station.

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结果 与分析

Figure 4.10: The Row on Jalan Doraisamy (Retrieved from https://www.lipstiq.com/201 6/02/03/112992/112992/)

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结果 与分析

4. Placemaking & The TOD Standard

approach in the urban scale to designing public spaces. Transit-oriented development principles and standards focuses to the larger scale of the urban environment, firstly analyzing the transit capabilities and its surrounding developments. It then provides the principles for urban and town planning, in terms of street webbing, and land use matters. While both are essential in designing the city, it is observed that some attributes can be shared and even overlap one another.

1) (Access & Linkages) X (Walk, Cycle, & Transit) Great places normally ties itself with accessibility, having the ability to provide many options for access to users, towards a certain goal within the weave of the urban environment, typically a street or plaza. Similarly, the TOD Standard recognizes the ability to access and weave through the environment seamlessly through many modes of transportation, with priority given to pedestrians, cyclists, and their connection the transit stations. User walkability is essential in developing a wholesome spatial experience as it ties to interactions between users, storefronts, and the urban space. Pedestrian spaces often allows for more user retention in the space, rather than just being a passerby. As such comparing to the zone 1 and zone 2 analysis in earlier sub-chapters, we can deduce that Chow Kit, through Chow Kit and Medan Tuanku Monorail Stations, if very accessible to the public, and has the potential to increase the pedestrian count with the right developments. The environment is convenient, readable, and connected to many different streets within the radius of the transit stations, with other transit modes available. Alternative modes of transportation such as public transport and cycling it great ways to make an area accessible.

Cycling provides quick and easy transport, weaving through tight streets and corner, especially within a close proximity between pedestrian nodes and transit points.

Figure 4.11: Placemaking & The TOD Standard.

When comparing the literature between placemaking and transit-oriented development principles, there are some similarities in its urban space design strategies. The question posed is; Where doe these two meet? The differences is to be addressed first. While both strategies of urban design surfaced around similar times, the approach is slightly different. Placemaking revolves around the street and plaza scale of the urban fabric, providing methods on developing the space into place through five main attributes, access and linkages, uses and activities, comfort and image, and sociability. These aim to provide a more micro 50

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结果 与分析

Placemaking strategies, local business ownership, land use patterns, property values, rent levels, and retail sales contribute to the activity and use of the urban space. It shows the sense of sustainability in the affordability of living in the surrounding buildings, thus contributing more to building communities, rather than economic gain. In zone 1, the land uses show that most of it are commercial use, with some pockets for institutions and government use. It may be historical that the Chow Kit has high numbers of commercial land use since it was known as one of the main commercial hubs in Kuala Lumpur.

However, with its current conditions, shifts in those land use patterns has the potential to revive the local community, and in the long term the local economy. Connect ties in with the activities in the way that the urban fabric provides a permeable structure for pedestrians. There are many routes that can lead to the desired local space, and through weaving the streets, the experience of learning, watching, and eventually interacting with other users becomes apparent.

Figure 4.12: Medan Tuanku Monorail Station. (Extracted from https://www.klia2.info/rail/kl-monorail/medan-tuanku/) 2) (Uses & Activities) X (Mix, Density, & Connect) It is vital to note that activities play a great role in the creation of places. It represents the culture of the local residents, bringing life into sometimes dim, dull urban spaces. These activities showcase the real, fun , and active role of the community within its urban environment, tying with the reasons they use the space for. Placemaking ties the uses and activities of the urban space with the land use patterns within the area. It also ties in with the mix and densify principle within the TOD Standard. Mixing the land use provides variety and activity, with the sustainability of the population. These residents play the vital role in representing their culture, and fusing it with the surrounding urban space. Similarly, the mix of commercial, residential, and institutional land uses creates a variety of communities within the set distance of the transit point. According to the

3) (Comfort & Image) X (Compact, Walk, & Shift) Comfort and image generally relates to the crime rate, or things the place is infamous for. Safety is key in providing a comfortable environment for residents and the public. Comfort also relates to the street elements of the urban space. Elements such as seats, ramps, railings, benches, shade from trees or awnings play a part in providing safe and interactive space for users. Image relates more on the identity of the space, such as history and culture. It also relates to user perception on its attractiveness and charm, all leading towards user comfort.

However, the TOD Standard emphasizes mainly on walkability and the shift of mentality. The compactness of the urban fabric does play a role in user comfort, such as the proximity to transit stations. The role of being compact is to reduce the travel time 51

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结果 与分析

between two spaces, typically from the transit point to the desired destination. In the case of Chow Kit, the existing conditions show that the streets in zone 1 exudes the charms of the 80s, during its heyday. The street elements, such as the street furniture and material, and the architectural facades creates and provides the identity for users. However, zone 2 shows the lack of such identity, especially in terms of user interaction with its street elements, due to the lack of user retention activity. The spaces seem to be abandoned, thus may be perceived as less comfortable. The shift in the user mentality, especially from reliance of private vehicles to public transportation is also related to the compactness of the city.

Having connections that are within travel distance, which does not take long transit time, gives users the confidence in changing their ways. Accessible and convenient spaces and land use that serve many degrees of commerce, residential, institutional, and sometimes industrial provide the framework to building communities and places.

justified ratios of commercial, residential, and institutional uses provides the diversity, while also providing long term security and sustainability. As observed in Chow Kit, its sociability status is lacking in both zones, whereby people are seen to be doing necessary activities such as trade and commerce. Although some has been observed to use make-shift restaurants to meet and play games, the existing physical environment seems to be lackluster.

The walkability attribute in zone 1 is better compared to zone 2, where the choices of routes and roads are typically allowed for users to use more freely. Zone 2 sees the roads be used as a direct route to a destination, with very little user retention and interactions. History also ties with the sociability of the space.

Local culture, race, and religion are among those that contributes to the local context, a resultant attribute of sorts from the last three combinations of attributes and principles.

Petaling Street and the Old Market Square in Kuala Lumpur is has the historical value, which however, depending on the time, can be observed to be dull and semi-abandoned, especially after evening rush hours due to the lack of local residents. The space is successful during the day, while at nice it seems desolate.

Transit-oriented development and placemaking both provides the strategies for creating sustainable urban spaces through macro and micro level planning.

4) (Sociability) X (Walk, Densify, & Mix) Building communities within the urban environment is a long endeavor, truly in providing diverse, neighborly environments that the locals are proud of. A friendly neighborhood both contributes local residents and urban space users in general as it provides a sense of safety and solitude within the dense urban environment. A welcoming and friendly neighborhood can be seen through its street life, especially during evenings when people typically rush home. The social entity that needs to be present to create such environments has to be diverse and safe, while also being interactive and welcoming. A mix of land uses provides a multitude of communities within the urban space, from residents, traders, to entertainers, all contributing to creating a lively and attractive urban living space. A balance and 52

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结果 与分析

5. Summary

making streets seem abandoned during low peak hours. The lack of interactive street elements are also observed. Placemaking and the TOD Standard has already set out the strategies to building great urban spaces, both in the urban planning and micro planning level. However, the architectural aspect is only towards the facade treatment and context. The comfort and image of the space, tied to the walkability, compactness, and diversity of uses provides the sustainability required for an urban space to thrive. Therefore, Chow Kit is found to be desirable commerce space due to its connections with transit points and historical significance. The local community was observed to be lacking places to meet and play, using make-shift restaurants and stalls instead. There is plenty of potential for improvements, especially on introducing mixed-use transit-oriented developments as the areas are hotspots and ticks most of the principles set out in the TOD Standard. Further explanations and strategies is collected from case studies, and further developed in Chapter Six.

The data was collected during the field study in Chow Kit, where a set of observational and quantified set of data is tabulated according to age, and perceived jobs in time intervals. During these periods, observations on the behaviors of locals and users are also done, whereby it is mapped under Gehl’s three (3) types of activities; necessary activity, optional activity, and social activity. These activities and quantified number of users serve to identify hotspots within Chow Kit that users may or may not be attracted to, and related to its urban physical environment. The physical environments observed are the urban fabric, street elements, and architectural facade. The existing land use is also mapped and quantified to identify the current land use patterns of Chow Kit. It is found that nearly 90% of the land use and observed building uses in the study areas consists of some form of commercial entity. Zone 1 and Zone 2 shows contrasting results due to the type of people and activities observed. Zone 1 mainly consists of traders and wholesalers aligned on Jalan Haji Taib, and sellers in Chow Kit market. Stalls and shops along Jalan Haji Taib are arranged very tightly, obscuring vision and lacking of pedestrian breathing space.

This may also affect the architectural facade styles, which are observed to be bare, dull, and lackluster, without any indication of culture or identity.

Zone 2 has a mixed of uses however, mainly supports the tourism industry.

The observed lower end and high end hotels are abundant, while only one residential apartment was available, although towards the higher tier. The roads along Jalan Doraisamy was observed to be happening in the evenings, capitalizing on the tourist population in the area. The conditions are much better than that in Zone 1, and some parts of Zone 2. Jalan Medan Tuanku, the area with many affordable hotels, shows a lack of user retention due to the area mainly being vehicle parking areas. A lack of activity and user interaction was also observed. Both these areas serve a specific need on a specific industry. However, comparing to the Placemaking attributes and the TOD Standard, many of the elements that make the urban space lively and sustainable are lacking. The absence of diverse land use is a main issue, 53

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案例分析 Placemaking Through Translation of Transit-Oriented Development (TOD) Principles in Architecture Introduction Case Study 1 : Centraal Beheer Apeldoorn Case Study 2 : Kampung Admiralty Conclusion

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Ch5|Case Study 1. Introduction This chapter aims to study past architectural cases in order to identify successful transit-oriented development design strategies in urban environments. The study comprises of the philosophical ideas behind the design and its built form. The categories of the study are its program, architecture, potential, and issues highlighted through literature reviews.

The program involves the typology and target users of the case study, identifying whether the spatial design suites the typology and users.

Architectural features are the inventory of spaces within the building, analyzing its spatial relationships and overall form, and whether it does provide the necessary connections required to make the space successful.

Potential and issues are highlighted through literature review, while also synthesizing the case study on the author’s own perception and study.

Finally, a comparative analysis between the highlighted potential and issues are compiled in order to provide a clear picture on the strategies for designing urban architecture and development towards transit-focused planning.

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Figure 5.1: Centraal Beheer Office, Apeldoorn, Netherlands. (Retrieved from https://www.ahh.nl/index.php/en/proj ects2/12-utiliteitsbouw/85-centraal-behe er-offices-apeldoorn)

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2. Case Study 1: Centraal Beheer Apeldoorn The office designed by Herman Hertzberger has provided an insight on how urban architecture can be. The building was completed in 1972, built to cater for 1,000 workers in a single, connected space. It is located in Apeldoorn, a population of more than 160,000 residents. The office is located about 500m from Apeldoorn train station, the main intercity transportation system. Within its development, it is studied that the urban planning suits the development and needs in the area, and in line within the TOD Standard. The office can be considered a transit-oriented development as it is already situated within a close proximity of a transit point. Hertzberger’s approach to designing the building revolved on connecting tower-like cubes on each floor, with diverse spatial usage within the cubes. The connections between the cubes allow the internal space to be illuminated naturally, through skylights and glass blocks. The interconnecting spaces, abundant in voids and pockets of spaces within the cubes create vertical and horizontal visual domains, improve user interaction and sociability. It creates a sense of safety and security, as well as comfort in using the space, a sense of trust between users.

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Figure 5.2: Observing activities from above.

(Retrieved from https://www.ahh.nl/inde x.php/en/projects2/12-ut iliteitsbouw/85-centraal-b eheer-offices-apeldoorn)

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Figure 1.1 shows the location of the office in relation to the transit station. The close proximity to the station is considered the highest priority when building transit-oriented developments, as the name suggests. However, the movement was only highlighted during the early 2000s to combat vehicle dependencies and urban sprawl. The case study analysis reveals that the main design objectives during the time is closely related to structuralism, initially developed in linguistics, further transferred into various other fields. Architecture is not exception, with structuralism being described into three aspects (Soderqvist, 2011) which are; 1. The invariant, universal, and collective structure in human thinking; 2. Binary, distinctive pairs; and 3. semiology/semiotics (synonymous) that can be translated roughly as “sign systems”. Studying the space on the left, the visual domain can be roughly translated by being binary, where both vertical and horizontal views intersect and combined to create the space.

Light and dark is also being well informed through the use of skylights between the cubes. A contrast between bare material and self expression of space by users are also considered binary pairs. Hertzberger calls the design, a city within a building, relating back to Aldo Van Eyck’s vision for structuralism. The creation of weaving streets and plazas within the architectural space is expressed both between interior and exterior. The network of connections, streets, and plazas are what constitutes the universal and invariant structure of cities. It is expressed that the office is a part of structuralism with its binary expressions and constructed with weaving streets and plazas inside.

Figure 5.3: The vertical relationship of space in Centraal Beheer Office. (Retrieved from https://www.ahh.nl/index.php/en/projects2/12-u tiliteitsbouw/85-centraal-beheer-offices-apeldoorn) 58

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Centraal Beheer office’s spatial typology and arrangement is straight forward, with the idea of personalization and adaptation to their uses. As illustrated in Figure 5.4, the office space is allowed to be arranged in a variety of ways and configurations, allowing 1, 2, or 3 people in one square space. The space is also considered to be arranged into a more social or anti-social arrangement according to their preferences. However, Hertzberger highlighted that further iterations of the office environment came from the self-personlization of the cube themselves by the users, which to his astonishment, is a result of the bare material selection of its interior architecture. It is not a bad result, as it provides a glimpse into the psychology of the users in similar spatial types and environments.

Ultimately, the spatial use is still constricted within the cubes, with diverse uses vertically. The social and visual interaction between the levels in the T-shaped atria is increased, showcasing life within the building. The building also features access from various corners of the building on its ground level, allowing for free flow of pedestrians through the building.

These lower levels are mainly commercial spaces; restaurants, cafes, and make up rooms for women. These spaces further colorize the bare features of the interior finishes with human activity, where one could observe movement from above, or hear conversations from below. The skylight allows natural light to illuminate these ‘corridors’, providing wayfinding when navigating the internal spaces.

The overall architecture of the Centraal Beheer office is a great example of structuralism, and an fine example of a transit-oriented development. It is situated within the proximity of a transit point, providing ease for walking, cycling, and a connection within its surrounding developments. While the central plaza is already available in front of the station, the building design is accessible and compact, while also providing the necessary ambience of streets and plazas within a building. The urban shift towards the a more sustainable form of transport is also noted with public transportation and the abundance of bicycle parking space. However, as only an office, the mix variable is not fulfilled.

Figure 5.4: Diverse arrangement of furniture and use. (Retrieved from http://architectuul.com/architecture/central-beheer)

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Figure 5.5: Community plaza, Kampung Admiraly, Singapore. (Retrieved from https://www.archdaily.com/904646/ka mpung-admiralty-woha)

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3. Case Study 2: Kampung Admiralty Kampung Admiralty, Singapore is a mixed development scheme catered to the growing elderly population. It is situated adjacent to the Admiralty MRT Station, making it a great example of a transit-oriented development. The lower levels consists of a community plaza and commercial space, while upper levels incorporates medical facilities and housing for the elderly. The aim of the scheme is to provide multifunctional use and space, an integrated complex that maximizes land use with a mix of public facilities and services. As viewed in Figure 5.5, the community plaza on the ground level provides ample space of activities and social interaction. The idea is to provide a space for cross-generational interaction, while maintaining a safe and secure environment for the community. It facilitates communal living environments, through the kampung (village) lifestyle known in the region.

All three stratum are designed as such to improve social lifestyle, improving mental health and encourage physical activities such as aerobic exercise, tai chi, and gardening on the upper levels. As the building is situated directly beside the train station, the amount of pedestrian activity is also high. Therefore providing the plaza provides pedestrians with protection and activity, while also benefiting the building residents. It serves as the integration and interaction point between commuters and its residents, improving social ties. Aligning to the TOD Standard and placemaking strategies as discussed in Chapter 4 sub-chapter 4, uses & activities, and mix, density, and connect are deliberate in the scheme. The ground levels are provided as pedestrian realms, prioritizing the movement, attraction, and retention of pedestrians, rather than being typically used for above ground parking space and bland commercial lots.

The community space provides the necessary retention capabilities such as benches, a change of scenery, protection from the environment, and social activity. The large atrium not only provides protection, but also creates a sense of enclosure and breathing space from the hustle and bustle of the outer boundary.

Figure 5.6: Community living and activity on the ground level. (Retrieved from https://landezine-award.com/kampung-admiralty/) While mentioning about the change in the environment, it relates back to the existing conditions of Chow Kit, especially on Jalan Haji Taib, whereby the ground cover, facade, and activity changed from the main trunk roads of Jalan Tuanku Abdul Rahman and Jalan Raja Laut. The plaza consists of a diagrid multi-color pastel floor pattern that defines the community plaza. The large atrium also provides the sense of welcoming as well as a wayfinding element for users. Flanking the space are commercial lots, while a food centre overlooks the plaza. The capitalization of passersby allows for greater commercial opportunities, which in the long term sustains the scheme in the long term. Following up tier, a community garden with lush greenery is its more private domain, providing personal and communal space within the elderly. These gardens connects visually to the central private atrium overlooking into the levels below.

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Figure 5.7: Aerial view of Kampung Admiralty next to the train station. (Retrieved from https://www.archdaily.com/904646/kampun g-admiralty-woha)

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The mixed-development scheme complements the lack of land, to which the building was designed upwards. The scheme consists of an elderly housing scheme totaling to 104 units in two blocks, while having medical facilities on the middle section of the building. The scheme provides a holistic environment for the target community to live. The medical centre to provide care and health monitoring, while the green space above provides solitude and a sense of togetherness in doing something, which in this case, is gardening. By building vertically and densely, the scheme is able to provide the sustainability of having a community (user), community plaza and commercial space (activity), and medical facilities and gardens (comfort). It ticks most of the placemaking strategies, providing the platform of access and linkage, use and activity, comfort and image, and ultimately building a sociable architectural program that is both sustainable and exciting. When comparing the scheme with the TOD Standards, the most direct compliance are with the transit, walk, connect, and mix. The proximity of the building with the nearby transit station enables the scheme to be considered as a transit-oriented development. The distance is well within the 500m radius, thus ensuring safe and direct walkable connections to the transit point. As explained earlier, the mixed development scheme catering to a particular target group is successful in its spatial and programmatic decisions, as well as allowing the public to full use its public domain. Therefore, it is safe to decide that Kampung Admiralty is considered a successful transit-oriented development, building permeable public space within the architectural program while keeping its original target group grasped and sustained.

The architectural facade reminiscent of the songket patterns, while also a nod to 1980s show house design cues with boxed ledges gives a sense of familiarity and comfort to observers. Although being set in the modern era, the architectural decisions in design, allowing for contextual and cultural familiarity.

Figure 5.8: The urban connection between Kampung Admiralty and its adjacent station. (Retrieved from https://www.archdaily.com/904646/kampung-admiralty-woha) 63

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4. Conclusion

to enjoy the space. The attribute is highlighted in the placemaking strategy whereby the uses and activities of spaces in an urban environment is favourable. Although not seen in Centraal Beheer, Kampung Admiralty expresses the spatial quality for activity and use very clearly, from the public to the private domain. The community plaza, while also a form of pedestrian connection to and from the train station, can be used for a variety of reasons. As captured in Figure 5.6, the space can be used for mass gatherings such as exercising programs, or as capture in Figure 5.5, a hang out spot for passersby, even to the point of flanerie. The space feels safe, protected from nature, and comfortable to be used for any kind of activity. It leads to the resultant of both urban movements, with is sociability.

Both case studies exhibit clear placemaking and transit-oriented development attributes, even more so when compared to the combination of attributes analyzed in Chapter 4 sub-chapter 4. Both urban design movements are related to each other at different urban scales, yet the architectural precedents presented shows that both placemaking and the TOD Standard can be infused within the architectural spatial design and programmatic decisions. To recap, both architectural examples offer permeability and accessibility, activity, and sociability in its spatial design and relationships. Permeability and access refers not only to the option of going in and out of the building at various points, but also its spatial configuration and relationships. The spaces are arranged as such that physical and visual permeability is allowed to a certain extent, especially from the private domain to the public. The public domain is maintained to some restrictions in relation to its private domain, such as sound, smell, and physical height and location within the building. For example, the private spaces in Centraal Beheer, which are the office work space, are placed on a higher tier than the more public areas, while also providing the visual linkage between them, and down to the public space. It enables the users to be able to stay sociable, while maintaining a sense of privacy through the vertical arrangement of spaces. The community space in Kampung Admiralty is a more direct approach, where the first few levels are open and accessible to the public, reflecting it to their space programs.

Spaces such as the community plaza, lobbies, commercial space, stores, and food market allows the public to engage in the space without disturbing its residents above. The higher tier is able to see the public, while also maintain their privacy. Both are also connected closely with a nearby transit station, a vital aspect of transit-oriented development.

Figure 5.9: An alternate angle to the community plaza. (Retrieved from https://www.dezeen.com/2018/12/07/kampung-admiralty-woha-singa pore-world-building-year/)

When cross-referencing placemaking and the TOD Standard, the idea of introducing activities and a variety of uses sustains its community.

Spaces that offer adaptive, open, democratic space allows many in society 64

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Figure 5.10: Henning Larsen’s mixed-use urban district proposal. (Retrieved from https://www.archdaily.com/871963/go thenburg-to-realise-henning-larsens-mixe d-use-urban-district?ad_source=search&a d_medium=search_result_projects)

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空间意义 Placemaking Through Translation of Transit-Oriented Development (TOD) Principles in Architecture Introduction 67 Translating the TOD Standard into Placemaking in Architecture Conclusion 72

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Ch6|Place and Space in Urban Architecture 1. Introduction

2. Translating the TOD Standard into Placemaking in Architecture

The chapter compiles and discusses the analyzed components from the literature, case studies, and data collected to provide a clear picture on the development and design principles through the translation of the TOD Standard into architecture. While placemaking itself is a tool for the urban space, and the TOD Standard provides the principles of selecting and developing the land around the transit station, the architectural aspect, thus the spatial configurations and types that relates to transit-oriented developments. By comparing, analyzing, and formulating the process of designing urban architectural spaces through the translation of Transit-Oriented Development (TOD) Principles, the following issues are highlighted and made tangible, which are:

A chart was drafted in order to illustrate the strategies of spatial configuration and design in urban architecture as shown in Figure 6.1. The TOD Standard shows the principles of a transit-oriented development, while placemaking outlines the attributes that creates and nurtures great urban spaces. The chart aims to provide a clear picture from the literature, case studies, and the study of the contextual urban environment of Chow Kit, in order to outline strategies for designing spaces within transit-oriented developments themselves. The following initiatives outlines the synthesis of the study, which are: 1) Site Identification, Typology, and Development Synergy; 2) Accessibility and Permeability, and Spatial Configurations; and 3) Sustainability and Comfort.

i.

The considerations and processes that has to be made before acknowledging and designing urban architecture; ii. The types of spaces to be considered for a transit-oriented development to be successful; and iii. The user experiences brought forward by the physical environment.

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Is the public space accessible at all times?

Reconsider sites within proximity of transit points (may include urban voids, undeveloped land, or open vehicle parking)

How are the spaces linked together; sight, smell, sound? What type of domain enforces certain barriers? Does it need to be isolated?

No

1. Is the site within 300m from the transit point?

Is there a sufficient mix of population? Is there a central community space? Does it provide ample connection to surroundings?

What is the context?

Yes

Compare proposed use with existing surroundings

Private Space; does it provide spaces to sustain the livelihood of the target community? Public Space; is it multifunctional, sociable, interactive?

Does the physical attributes of the space invoke a sense of safety?

The D/H Ratio?

Human scale and physical distances, relating to the porosity of the facade.

Can the interior be seen?

2.1 Access & Linkage (Walk, Cycle, Transit)

What type of architectural facade treatments are to be considered?

Compliment or contrast?

Can it shift public perception and use of transportation?

2. Placemaking & The TOD Standard

2.3 Comfort & Image (Compact, Walk, Shift)

Is the building permeable or porous? Does it provide a link between two destinations?

2.2 Uses & Activities (Mix, Density, Connect)

3. Sociability (Walk, Densify, Mix)

What type of target users are suitable? Provision of multiple uses of space types & activities?

Are the combination of access, activity, and overall density be able to sustain the community?

Does the space provide protection?

Can it capitalize the movement of pedestrians?

Does the main spaces in the architecture scheme contain many of these attributes?

Figure 6.1: Spatial design considerations in relation to placemaking and the principles of transit-orient development.

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1) Site Identification, Typology, and Development Synergy The suitability of the site is essential in transit-oriented development, as the name suggests. The proximity to a transit station is what identifies the development as, which is within 300 meters from it. The notion is related to pedestrian and cycling accessibility and permeability in the next strategy. The transit point is also considered a node, where main pedestrians embark and disembark to various other transit stations. The transit-oriented development serves to comply and coincide with the convenience of using public transportation, and vice versa. Typology and development synergy is also crucial in the site suitability and feasibility. A suggestion to study the surrounding context, which includes existing land use, and existing building uses, are highly valued, since overlapping typologies can lead to the dilution of its urban environment. The synergy between these developments also has to be considered.

As highlighted in the TOD Standard and placemaking attributes, a diverse community and environment provides for a much for sustainable scheme. In general, developments are catered for one - at most two - target groups, e.g. high income and medium income. Therefore, the role of the first strategy is to identify and synergize between the various types of developments in adjacent lands. A study of the surrounding community can provide an insight on the local supplies and demands. For example, Chow Kit’s zone 1 and zone 2 has an abundance of commercial land use at more than 80%, while its residential presence is very low.

Zone 2 provides housing for higher income groups, while lacking in public spaces and activities. Therefore, new developments may consider filling the void with architecture, such as low income mix-use development schemes, some may include the integration with public and institutional facilities.

Tan (2013) also suggests that the demand for houses located in proximity with transit stations and institutions to be high. The

Figure 6.2: Mixed-use and compact layout surrounding transit points.

(Retrieved from https://www.infrastructureasia.org/Insights/Transit-Oriented-Develop ment) study also provided insight that the demand for housing near commercial centers, such as shopping malls, are less desirable compared to the aforementioned demand. According to the TOD Standard, the use of undeveloped lands reduces the loads for urban sprawl, such as land for vehicle parking. The use of such lands also reduces the need for redevelopment schemes or gentrification, which in some cases disrupts the local community and its place as mentioned

by Citylab (2019) on the traditional coffeehouses in Kuala Lumpur.

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2) Accessibility and Permeability, and Spatial Configurations A healthy person could walk 100 meters within 2 minutes. The accessibility of pedestrians to their desired destinations are always a prioritized attribute in the urban environment. As studied in Chow Kit, public access through various public transportation and roads allows for great connections in and out of the city. The need to be accessible and by extension, permeable has also been a considered strategy in urban architecture. The ability for pedestrians to seamlessly weave through its urban fabric is highly desirable. As exhibited in both case studies, permeability, both of the entrance into the building, and also between the spaces allows for a multitude of intersections of paths, thus increasing the possibility of social interaction. It also leads a variety of spatial configurations and types. Inter-spatial relationships in its philosophical and physical ideas are key in spatial synergies with user movement. The Centraal Beheer office demonstrates the clear relationships between spaces through the use of vertical and horizontal spatial arrangements in an organized manner, using cubes to formalize the structure, while using the T-shaped voids to blur the veil between space uses. As such, verticality also provides a sense of visual permeability. The visual domain between spaces and within the space is essential to create communal space, while also depending on whether they are private or public. Public spaces, typically arranged on lower levels, are provided higher ceiling levels to provide the sense of welcoming and openness into the space, while the more private spaces, while also provided the void, to be intra-related, rather than inter-elated.

Accessible public domain are essential in transit-oriented development, whether they are used formally, or with a multifunctional agenda. Such is presented by Kampung Admiralty’s community plaza, with vast open space for a variety of public participatory activities.

Figure 6.3: An example for a permeable and multifunctional space.

(Retrieved from https://www.winnipegfreepress.com/opinion/analysis/sweeping-new-p laza-designed-to-engage-481890423.html) The illustration above showcases the visual permeability and multi-functionality of the plaza. While the building design is contextual, the plaza serves to not only provide a resting area for pedestrians, but also to provide the visual linkage to and from the interior spaces. If the space were to be fully protected, the relationship between inside and outside, shows the binary functions of structuralism. It presents the space to be attractive, building the narrative that the space is democratic, meaning no one fully owns it.

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economy, social activity, and many more. The development provides the necessary benefits to the community for them to maintain the sense of livelihood. Building communities through sustainability is crucial it provides long term benefits not only to the architectural scheme, but to its immediate surroundings.

The architectural design and features of the scheme also exhibits a representation of the local context. It highlights the many highlights of the local built environment, especially on history and culture. However, the building design can be both complimenting and contrasting, as illustrated in the Centraal Beheer office. Its unconventional stacking of cubes and patterns provide a break in the local context, providing a fresh perspective on local architecture and its potential. As also illustrated in Figure 6.4, the overall scheme showcases a harmony between the mix-use components, tying back to each other with subtle cues such as curves and horizontal lines. While its relationship with an existing transit point is uncertain, the architectural feature definitely provide a calmness and familiarity to the local community.

Figure 6.4: A mixed-use proposal that incorporates commercial and residential with unique architectural features. (Retrieved from https://www.archdaily.com/933513/sculptural-mixed-use-complex-des igned-for-suburban-queensland?ad_source=search&ad_medium=search_r esult_all) 3) Sustainability and Comfort The word sustainability often correspond to the ability for the building to be environmentally friendly. While it is an aspect in the architecture consideration, sustainability is a more broader principle that encompass social, economics, and environmental impacts of built spaces. Transit-oriented developments address the concern for creating sustainable urban environments through the diversification of many elements such as population, 71

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Placemaking in Architecture Sustainability (Typology)

Uses & Activity (Space)

Permeability & Accessibility

Mixed-use, Community, Diverse, Compact, Connected

Multifunctional Public Space, Active & Interactive, Human Scale, Protected, Visible,

Visual & Physical Domain, Porous, Public Realm in architecture

Figure 6.5: The three key components for placemaking in architecture, through the translation of transit-oriented development principles.

3. Conclusion While urban design philosophies are interrelated such as placemaking and the transit-oriented development principles, its translations to the architectural spatial and typological scheme is not directly addressed other than its facade treatment. The chapter provides the direct route to the considerations and design strategies in designing transit-oriented developments in urban environments, through collecting data on human behavior surrounding accessible transit areas, comparing literature, and analyzing case studies. These prove to provide the above strategies, which are:

1) To provide a sustainable architectural scheme through a mixed-use typology that is diverse and synergizes with surrounding developments; 2) To provide the necessary activity in relation to the target user with public and multifunctional spaces; and 3) To allow an accessible and permeable public domain through visual and physical connections between spaces.

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空间 意义

Figure 6.6: An example of a transit-oriented development. (Retrieved from https://www.archdaily.com/804628/mari ne-gateway-perkins-plus-will?ad_source=se arch&ad_medium=search_result_all)

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çť&#x201C;ć?&#x; Placemaking Through Translation of Transit-Oriented Development (TOD) Principles in Architecture Introduction Research Synthesis Contribution to Design Thesis Limitations Conclusion

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结束

Ch7|Conclusion 1. Introduction

1) Research Objective 1: To identify the design strategies from successful Transit-Oriented Development (TOD) projects Successful transit-oriented developments were chosen based on the first principle of the TOD Standard, which is transit.

Without any meaningful transit stations nearby, it would not be called as such. Therefore, among the many case studies, two are highlighted in this thesis and analyzed. These are the Centraal Beheer office (1972) and Kampung Admiralty (2017). Both developments are within proximity of transit stations, exhibits many of the principles of transit-oriented developments. While the TOD Standard and placemaking attributes provide the urban contextual design strategies, the case studies offers the insight into designing the space configurations based on three elements, which are typology, access, and activities. These main elements contribute to the overall sustainability that placemaking and the TOD Standard aims to provide. The typology of buildings in the urban environment should consider its surrounding context. For example in residential considerations, the should opt for more affordable to low income housing schemes where the surrounding provides for high class citizens. This ensures a mix and diverse societal strata. A mixed-use development also is encouraged, with a holistic approach to building communities in relation to housing, activity, and sustenance. Access to the building, especially to public spaces or the ‘public realm’ is highly anticipated. The permeability in both spatial relationships and visual domain provides a lively and interconnected environment. Lastly, activities and uses highlights the multitude of potential use a space can be.

The chapter regathers and relates the findings from the analysis of Chow Kit hotspots and its relations to transit-oriented developments in Chapter 4, and the synthesis gathered from the case studies and literature in Chapters 5 and 6. The research objectives from Chapter 1 is laid out in order to discuss the results based on respective objectives. During the course of the research, there were notable limitations that needs to be highlighted, with suggestions for future research. The contributions to the design thesis is also brought forward on the spatial configuration and design of the proposal.

2. Research Synthesis The aim of the dissertation is to develop strategies in placemaking in architecture through the translation of transit-oriented development (TOD) principles. Below is a recap on the research objectives of the thesis, and further discussions on the evaluation of the research on respective objectives are also put forward.

13. Research Objectives & Questions The research objectives of this thesis are as follows: i. To identify the design strategies from successful Transit Oriented Development (TOD) projects; ii. To investigate the factors influencing Chow Kit as a hotspot according to the design strategies of Transit Oriented Development (TOD) ; iii. To explore the characteristics of hotspots in Chow Kit. 75

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2) Research Objective 2: To investigate the factors influencing Chow Kit as a hotspot according to the design strategies of Transit-Oriented Development During the course of the field study, an set of observational data is collected to provide the human activity mapping and its local context. Within Chow Kit, two zones are demarcated, zone 1 and zone 2, each with diverse sets of observations. Zone 1 consists of wholesale and daily goods commerce, with the local activities revolving around these premises. Zone 2 has differences within its own microcosm, with one side providing to a more high class society while the other a more affordable tourist accommodation. The differences are also observed in its activities, whereby the higher class tourists revolve around rejuvenated streets of Jalan Doraisamy, while the more affordable hotels shows a lack of pedestrian and street activity.

The factors influencing the stark differences in these zones are main its land and building use, and physical environment and conditions. The street elements and architectural facades influence the ambience of the streets in both zones, while the building and land use influences the community in the area.

While both zones show activity during the day, night time shows a lack in them, whereby the decrease in population is one of the main factors. While Chow Kit can be considered a lively hotspot for commercial and wholesale goods, it lacks the foundation to any urban environment, which is population.

elements, which include materiality, architectural facade, and human scale affects the user experience. As illustrated in Figure 2.5 in Chapter 2, streets in the region are typically used for activity. The analysis of the physical environment of both zones found that the demarcation of the urban space provides the change of perception to the new environment. Jalan Haji Taib in zone 1 consists of interlocking paves along with markings on the ground to indicate the stall space. The facades on this street also evoke a strong historical presence, typically from the 80s. The architectural features are nothing unique, of which however, contributes to the image of the space. The D/H Ratio explored in the literature review, which is mainly used for plazas, is applied to understand the attachment of users to the space. The proximity between buildings provide a close and personal visual domain, which contributes to the user experience. Similarly, the environment on Jalan Doraisamy in zone 2 caters to a higher income and class, with the material and street elements to be far more maintained, with more design considerations than the latter. While this is attractive for the tourism industry, it lacks the familiarity and sustainability that is often advocated in urban design. Both zones are within proximity with transit nodes, which includes the monorail stations, and bus routes and stops.

These contribute to the accessibility to the zones and the scale, which relates to the walkability for pedestrians.

3) Research Objective 3: To explore the characteristics of hotspots in Chow Kit Extending to research objective 2, the characteristics of the hotspots are further observed and analyzed. As mentioned, the street elements, and land and building use influences the hotspots. Further investigation through literature review in placemaking and streets as urban spaces reveal that the street 76

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3. Contribution to Design Thesis

activities observed could be less than what was recorded. The data on land and building use was gathered to identify the type of developments that influences the many activities observed. It showed that most of the land is commercial land, while its physical environment is a conundrum. One may interpret the hotspot of Chow Kit as simply as a sentimental entity.

However it may be, the study shows that the human traffic and activity observed is opposite between day and night. This may be due to the lack of residential spaces in the area, thus contributing to the low numbers.

The dissertation is done in order to support the philosophical ideas and provides the theoretical foundation to the design thesis. The aim of the design thesis is to design an artist colony through the translation of transit-oriented development (TOD) principles in urban architecture. The research objectives complements the design objectives, which is to identify the spatial design strategies through the analysis of streets and urban space; and to identify the methods of spatial design through placemaking and translation of the transit-oriented development (TOD) principles. The core ideas of placemaking and the transit-oriented development (TOD) principles contribute to the design of the urban environment surrounding the proposed site, while the research conclusions contributes to the spatial design of the proposal in relation to the local context. The development consists of a mixed-use typology that caters to the lower income community in Chow Kit. The typology that consists of residential, activity, and sustenance are key principles in both placemaking and the TOD Standard. The spatial design of the scheme revolves around visual permeability and as well as, to some degree, accessible on many sides to its public space. It centers around the collection of potential activities through the introduction of many types of community-based sustainable programs. The visual connection between the users inside and outside, while also being able to personalize the spaces into many configurations are also key. Adaptability to changing times is considered in the proposal.

The case studies we selected among many, with specifics on its proximity to the transit station. The Malaysian equivalent shows some potential precedents, such as the development surrounding Kuala Lumpur Sentral Station. However, it is found out that many of the developments in the area lacks the mixed-use criteria. Plenty of the buildings and connections coincide with placemaking attributes and the TOD Standards, however it does not provide a holistic approach to its spatial design as well as the selected ones. More case studies within the local context may be explored, which might yield a diverse strategies and characteristics.

5. Conclusion Ultimately, the dissertation offers the strategies of urban architectural spatial design through the translation of placemaking attributes and the transit-oriented development (TOD) principles through three main elements, which are typology, space, and permeability. It illustrates the many elements present in the urban environment and through studying precedents, able to provide the strategy into building â&#x20AC;&#x153;cities within buildingsâ&#x20AC;?. Even with the highlighted limitations, the dissertation provides the informative and philosophical source of inspiration to the ever-growing urban architecture.

4. Limitation(s) The study is conducted to on the translation of transit-oriented development (TOD) principles into architecture through placemaking.

While the first step is identifying suitable urban space to study with plenty of human activity to observe, the field study is done during when the haze conditions in Kuala Lumpur worsened. Therefore, the number of human 77

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é&#x2122;&#x201E;äťś

Appendix 1. Introduction - to attach design thesis

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Appendix

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This dissertation is dedicated to my mother for her continuous support in my passion for architecture.

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