{"id":1940,"date":"2016-11-07T23:17:18","date_gmt":"2016-11-07T15:17:18","guid":{"rendered":"http:\/\/thesis.arch.hku.hk\/2016\/?p=1940"},"modified":"2016-11-16T12:56:32","modified_gmt":"2016-11-16T04:56:32","slug":"zip-2","status":"publish","type":"post","link":"http:\/\/thesis.arch.hku.hk\/2016\/zip-2\/","title":{"rendered":"ZIP"},"content":{"rendered":"

[STATEMENT]<\/strong><\/p>\n

Automobiles and roads are zipper if cities is a piece of fabric.<\/del>
\n Today it has been unzipped, the objective of this thesis is to study\u00a0how to zip and what will happen after zipping.<\/del><\/p>\n

This thesis examines\u00a0the possibilities of removing automobiles and roads in a city (district).<\/p>\n

\"prethesis_hurakan\"<\/a>\u2014 An\u00a0imagination of unzipped city
\nSource: Hurakan Yeung<\/h6>\n

[WHAT]<\/strong><\/p>\n

Street existed in the pre-Greco-Roman era.<\/p>\n

\u201cStreets of all types, in cities new and old, are the most immediate and\u00a0ubiquitous public spaces that support myriad cultural, economic, political and social activities.\u201d
\n<\/em>\u2014 Vikas Mehta<\/em><\/p>\n

\"A<\/a>\u2014 A souk in Middle East – shops anchored to the colonnade spill over to create a street bazaar
\nSource: Souk el-Arwam, Damascus (Esh-Sham). G. Eric and Edith Matson Photograph Collection, <\/em>Courtesy of the Library of Congress<\/h6>\n

Streets allow us to experience the places we pass through in the present.
\nStreets also provide opportunities for cultural, economic, political and social behaviors or activities.<\/p>\n

From the very beginning to contemporary society, human is still pursuing of higher speed and more convenience. They were pursuing the speed from countries to countries , cities to cities, buildings to buildings, even units to units. If looking into the city scale\u2013 buildings, streets and roads, the high dense cities, for example Hong Kong, the first consideration was planned for transportation,and then how to maximize building area and minimize street space.<\/p>\n

While a\u00a0transportation system increases its speed, it requires more lands.
\nNot only the road lands increases, the lands for parking also increases.
\nThis is one of the reasons to\u00a0minimize street space. And the\u00a0fact is\u00a0it has been compressed to almost\u00a0disappear in Hong Kong.<\/p>\n

\"pic1\"<\/a>\u2014 As traffic increases its speed it requires greater buffer zone front, back and side which requires greater space to move the same number of cars
\nSource:\u00a0Towards an Eco-city : calming the traffic<\/em> (Sydney, NSW: Envirobook, 1992), P.44<\/h6>\n
\"pic2\" <\/a>\u2014 The spreading zone-of-influence. As volume and speed of traffic increase, home territory is progressively eroded
\nSource:\u00a0Towards an Eco-city : calming the traffic<\/em> (Sydney, NSW: Envirobook, 1992), P.52-53<\/h6>\n

Today’s Hong Kong, if we want to go to space B\u00a0from space A,\u00a0the\u00a0transportation always exists in-between two spaces. We will experience both\u00a0space A\u00a0and B but not the space\u00a0in-between them. Roads and automobiles disconnect us to the opportunities of experience. We lost the chances of walking in the streets because the they were replaced by roads.<\/p>\n

\"pic9\"<\/a>\u2014\u00a0Pedestrians are walking on the sky; Automobiles\u00a0and roads are taking most space of the ground
\nSource: Hong Kong Thru My Eyes<\/em>, http:\/\/hongkongthrumyeyes.com\/<\/h6>\n

\u201c<\/em>Air pollution levels in Central and Causeway Bay violated global health and safety standards for almost 280 days in the past year, with Des Voeux Road and Hennessy Road experiencing the worst levels of fine particulate matter on Hong Kong Island, a new study has found. …<\/p>\n

Simon Ng warned that hundreds of thousands of people were being exposed to roadside pollution every day, citing a recent University of Hong Kong study that confirmed PM2.5 led to a higher death rate among elderly people by increasing their risk of developing cardiovascular problems.\u201d<\/em><\/p><\/blockquote>\n

\u2014 Source: Air pollution in Central and Causeway Bay exceeds WHO levels 280 days in a year, SCMP, 30 April, 2015<\/em><\/h6>\n

Furthermore, automobiles and roads relevance to\u00a0human health and the environment in two ways, pollution and lack of exercises. While Hong Kong people is talking about\u00a0lack of time to do exercises cause a lot of health issues. But most of them are using 15 to 60 for their\u00a0commute to work and there is a double time for around-trip everyday.
\nBesides, according to the survey by transport department, most districts in Hong Kong are less than 50% “self-containment”. That means most residents are not working in their walkable distance.<\/p>\n

<\/a><\/p>\n

\u2014 <\/em>Distribution of Journey Time\u00a0
\nSource: Travel Characteristics Survey 2011 Final Report<\/em>, Hong Kong Transport Department,\u00a02014<\/em><\/h6>\n

\"self-con\"<\/a><\/p>\n

\u2014 Comparison of Self-Containment by Area in 2002 and 2011 <\/em>\u00a0
\nSource: Travel Characteristics Survey 2011 Final Report<\/em>, Hong Kong Transport Department,\u00a02014<\/em><\/h6>\n

 <\/p>\n

[WHY]<\/strong><\/p>\n

\u201cThere is no magic in simply removing cars from downtown, and certainly none in stressing peace, quiet, and dead space. The removal of the cars is important only because of the great opportunities it opens to make the streets work harder and to keep downtown (read: urban) activities compact and concentrated. \u2026\u2026. The whole point is to make the streets more surprising, more compact, more variegated, and busier than before-not less so.\u201d
\n<\/em>\u2014 Jane Jacobs<\/em><\/p>\n

According to the Hong Kong Government\u00a0Policy Address 2015 and 2016, they are seeking more usable lands or other solutions for future development, included residential and commercial uses.
\nThe below diagram is showing a possibility of usable land\u2014 roads.
\nUsing Mongkok as an example, the walking time from north to south is 21 minutes. It is an acceptable walking distance. By simple calculation and ignore the car parks in this district, there is over 50% of land is road.
\n\"Layout1\"<\/a><\/p>\n

\u2014\u00a0Mongkok as a walkable district and 50% road
\nSource: Hurakan Yeung<\/h6>\n

By returning roads to be streets, we can immediately solve the serious problem of lands lacking. And it is not only turning back to be the old picture of streets. It will be a new form of streets\u00a0which is a\u00a0combination\u00a0of\u00a0residential, commercial, cultural, political and social spaces.
\nAnd also helping to\u00a0solve the\u00a0health and pollution problems.<\/p>\n

\u201cThe street . . . the only valid field of experience.\u201d
\n<\/em>\u2014 Andr\u00e9 Breton<\/em><\/p>\n

\u201cThink of a city and what comes to mind? Its streets. If a city’s streets look interesting, the city looks interesting; if they look dull, the city looks dull.\u201d
\n<\/em>\u2014 Jane Jacobs<\/em><\/p>\n

[HOW]<\/strong><\/p>\n

Site:
\nThe site(s) would be in Hong Kong.
\nIt(they) would be any districts are facing pollution, lands lacking, high dense living, long commute, or any undiscovered\u00a0potential issues.<\/p>\n

Analysis:
\n– Layers of automobiles \/ roads \/ transportation systems
\n– Limitation of reamoving all vehicles, eg. emergency cars
\n– Pros and cons of street experience \/ pollution \/ health \/ lands releasing<\/p>\n

Research:
\n– There are more than 200 car-free \/ limited vehicles intrude places in the world. there are more than 2,000,000 popution in total
\n– examples: Superblock in Barcelona, Cheung Chau in Hong Kong, Tripoli in Lebanon, Ouagadougou in Africa, etc
\n– source: https:\/\/en.wikipedia.org\/wiki\/List_of_car-free_places<\/p>\n

Strategy:
\nThrough redesign the planning regulations\/ lease conditions\/ building codes to achieve.<\/p>\n

Design Scale:
\nThe thesis would focus not only\u00a0in the street\/building scale, also focus the district\/city scale to see how the entire system works. Besides, the human\/detail scale would be concerned to see how it reflects the core discourse.<\/p>\n

 <\/p>\n

[BIBLIOGRAPHY]<\/strong><\/p>\n

– Vikas Mehta, The Street : a\u00a0quintessential social public space<\/em> (New York: Routledge, 2013)
\n– David Engwicht, Towards an Eco-city : calming the traffic<\/em> (Sydney, NSW: Envirobook, 1992)
\n– J.H. Crawford; foreword by James Howard Kunstler, Carfree Cities<\/em> (Utrecht: International Books, 2000)
\n– J.H. Crawford; foreword\u00a0by Stavros Dimas, Carfree Design Manual<\/em> (Utrecht: International Books, 2009)
\n– David Sucher, City Comforts : how to build an urban village<\/em> (Seattle: City Comforts, 2003)
\n– Michael Sorkin, Local code : The constitution of a city at 42 degrees North latitude<\/em> (New York: Princeton Architectural Press, 1993)
\n– Imes Chiu, The evolution from horse to automobile : a comparative international study<\/em> (Amherst, N.Y.: Cambria Press, 2008)
\n– Jane Jacobs, The Death and Life of Great American Cities<\/em>\u00a0(New York: Random House, 1961)
\n– Hong Kong Transport Department,\u00a0Travel Characteristics Survey 2011 Final Report\u00a0<\/em>(HK Gov., 2014)
\n– \u201cAir pollution in Central and Causeway Bay exceeds WHO levels 280 days in a year\u201d, last modified 01 May, 2015,\u00a0http:\/\/www.scmp.com\/news\/hong-kong\/health-environment\/article\/1781677\/air-pollution-central-and-causeway-bay-exceeds-who<\/p>\n","protected":false},"excerpt":{"rendered":"

[STATEMENT] Automobiles and roads are zipper if cities is a piece of fabric. Today it has been unzipped, the objective of this thesis is to study\u00a0how to zip and what will happen after zipping. This thesis examines\u00a0the possibilities of removing<\/p>\n","protected":false},"author":92,"featured_media":1941,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":[],"categories":[28],"tags":[474,475,477,476,478],"acf":[],"_links":{"self":[{"href":"http:\/\/thesis.arch.hku.hk\/2016\/wp-json\/wp\/v2\/posts\/1940"}],"collection":[{"href":"http:\/\/thesis.arch.hku.hk\/2016\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"http:\/\/thesis.arch.hku.hk\/2016\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"http:\/\/thesis.arch.hku.hk\/2016\/wp-json\/wp\/v2\/users\/92"}],"replies":[{"embeddable":true,"href":"http:\/\/thesis.arch.hku.hk\/2016\/wp-json\/wp\/v2\/comments?post=1940"}],"version-history":[{"count":45,"href":"http:\/\/thesis.arch.hku.hk\/2016\/wp-json\/wp\/v2\/posts\/1940\/revisions"}],"predecessor-version":[{"id":2412,"href":"http:\/\/thesis.arch.hku.hk\/2016\/wp-json\/wp\/v2\/posts\/1940\/revisions\/2412"}],"wp:featuredmedia":[{"embeddable":true,"href":"http:\/\/thesis.arch.hku.hk\/2016\/wp-json\/wp\/v2\/media\/1941"}],"wp:attachment":[{"href":"http:\/\/thesis.arch.hku.hk\/2016\/wp-json\/wp\/v2\/media?parent=1940"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"http:\/\/thesis.arch.hku.hk\/2016\/wp-json\/wp\/v2\/categories?post=1940"},{"taxonomy":"post_tag","embeddable":true,"href":"http:\/\/thesis.arch.hku.hk\/2016\/wp-json\/wp\/v2\/tags?post=1940"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}