Underground Station as Urban Connector

Initial Mind Map

Architectural Thesis Book by Chu Man Ho

2013-2014, Advised by Roger Wu
School of Architecture, The Chinese University of Hong Kong

Abstract
MTR is the most popular transportation mode in Hong Kong. It contributes up to 45% of the public transportation journeys in Hong Kong. MTR
journey a significant part of the urban living experience. My thesis tries to
rethink the typical MTR station. The station is not only a space for transit, but also a place for encounters. Transportation space, where nearly
all the people pass by every day, is an important public gatherings and
interaction space.
Through the testing design in Prince Edward Station, a new prototype
of MTR station is proposed to provide choices for enjoyable journeys
without scarifying the efficiency. MTR stations should be the connector,
transportation node, meeting place, and urban centre at the same time.
The thesis started from the analysis of the journey of mass transit railway. Through journey records I discovered that spaces in the MTR system are segregated, repetitive. The station composes a major part of the
spatial experience of the MTR journey. Through changing the space in
station, mass transit journey can be enriched.
MTR stations can be urban connectors. They are located at centre of
cities. By reconnecting the segregated station to the city, city and the station merges. Underground spaces are relinked to city and programmed
for urban dwellers daily use. Vibrancy of the city is brought down to underground level. The enclosed station is opened up, allowing visual connections between the travellers and the city, the dwellers and the railway.
Through changing the structural system, the spatial quality of the station
can be manipulated, stations are no longer homogeneous and repetitive,
but more consistent with the urban fabric above ground.

Definition

Interchange Interchange is a mutual interaction.

Interchange of MTR lines, people loaded and unloaded
Interchange of mode of transport, change of speed
Interchange of activities: switching from one to another, continuous experience
Journey Journey is the process from one place to the other. The journey consist of
stages: Entering, Way-finding, Boarding, Travelling, Exiting.
To achieve high efficiency, the MTR strike for non-stop journeys without
chaos. The spaces for each stage are arranged rationally and orderly. The
continuous experience was dissected in the research. Existing MTR is an
introvert system. This make the journey detached from the city.
Speed Speed is the variable in movement which changes the way people conceive the city. The spectator under different speed conceives differently
from the streetscape and cityscape. Scale and distance are essential to
the moving spectators. Visual and physical connections are established
for interchange.
Choices Choices of routes provide opportunities to have distinct journey. Direct
route is the shortest path for time-efficient journey. Different detours with
various programme, view and speed contribute to distinct journeys.
Platform Platform is a section of pathway where passengers may broad or alight
from the trains. It is a non-place where just transient stays take place. The
fluid flow of large crowd of people is crucial on the platform.
The platform is visually expanded. It is no longer physically confined
within the waiting area, but visually connected to the activities beyond the
station. Commercials and signage interchange between station and city.
Concourse The concourse is where circulations meet. The concourse, as an interface between the platform and city, adapt the fluctuation of the tidal flow
of arrival passengers to the city. Thus, it is spatially and functionally expanded.
Non-place Non-place is the ambivalent space that has none of the familiar attributes of place. It always lacks of history and identity. Existing MTR concourse is one of the examples. High efficiency washes away the history
of the space. Activities other than walking are not encouraged. History
and identity was not developed. MTR station as the urban centre should
be able to promote the cohesion of the MTR and city. The diversities of
activities in the city are injected to the MTR station.

INTRODUCTION

Rethink MTR Journey

Background
Efficiency has long been the most precious value of MTR transportation.
The concerns of cost and travel time result in a Manifesto:
rigid station machine
Efficiency has long been the most precious value of MTR transportation.
which mass producing journeys. Travelling in a of costis atravel time resultflucThe concerns city and journey of in
a rigid station
tuations. Various end users, different Travelling machine is aand ever-changing
time to a city which mass of fluctuations.
travel journey producing journeys.
in
urban cityscapes, all can lead to a unique travel experience. The expeVarious end users, different time to travel
and ever-changing urban cityscapes,
rience of transportation should not be standardizedunique travel experience.
all can lead to a and wiped out from
The experience of transportation should not be standardized and wiped out from the citizens daily life.
the citizens daily life.
A new prototype of MTR station is proposed to
provide alternatives for enjoyable journey without scarifying the efficiency.

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INTRODUCTION

Mass Transit Railway (MTR)

MTR is the most popular transportation mode in Hong Kong. Due to its
high efficiency and reliable service, MTR contributed up to 45% of the
public transportation journeys in Hong Kong. It reach an average number
of 4,300,000 trips per day. It makes the MTR journey a significant part of
the urban living experience.
The built environment of transportation is not only a space for transit, but
also a place for encounters. Urban development facilitates diverse people
interactions without increasing the need for long haul travel. People can
gather at the place in manageable distance. Transportation space, where
nearly all the people pass by every day, is an important public gatherings
and interaction space.
Living in an urban city is comprised of point-to-point journeys. The journey not only connects between points of activities in various locations,
it also links citizen to the city. Public transportation is the most extensive
way allowing citizen to observe and explore the cityscape broadly. The
people and buildings behind the wind shield of a moving vehicle are the
images of the city. The passengers and transportation space that we interact with are the content of the city. Citizen experience the city in the
fast-moving vehicles. The fluctuations of the crowd and speed become
the pulse of the city which reminds us of the vitality in the whole fastpaced society.

Monthly Traffic and Transport Digest (June 2013)

by Transport Department

4,300,000
45%
No. of Passenger Journeys per day

of Total no. of Passenger Journeys

INTRODUCTION

MTR Stations
There are 35 MTR stations, in which 46% of them are underground. The
design of underground stations significantly affects the experience of the
MTR journey.

Elevated

27 /85

On Ground

19 /85

Underground

39 /85

INTRODUCTION

Leave
9:27 University Station

Time Spent on
Daily Transport

1970

Average Time Spent

on a single Journey

9:25

47mins 37mins

245

1975
MTRC was established

9:20
232

1979 1979
Modified Initial System KowloonCanton
(Kwun Tong Line) opened Railway was resumed

University Station

Get off at
9:25 University Station

214

1980

385

345

9:15

Get on
9:13 East Rail Line Train
to University Station

79mins 50mins
1982 1982
Tsuen Wan Line opened KCRC was established

1984
Electrification was completed

307
1985
Island Line opened

9:10

1988
Light Rail was opened
126

1990

9:05

78mins 42mins

242

Slowness - Beyond Fastness

9:00

240

314
In average, passengers in Hong Kong spend about 80 minutes in public
transport journey every weekday. It is not a short period of time in this
fast-paced city where people merely have 2 hours personal time to relieve
200
every weekday.

The travelling time is considered as non-productive because it is neither

314
here nor there. Advanced technology created high speed transportation
system to accelerate our transport 200
journey. It aims to minimize the time
314
spent and maximize the efficiency. Fastness is dominated while slowness
is discriminated in transportation.

Kowloon Tong Station

9:08

8:55
Prince Edward Station

Interchange at
Kowloon Tong Station

1998
Airport Express and
Tung Chung Line opened

Get on
9:03 Kwun Tong Line Train
toward Tiu Keng Leng

2000

Interchange at
9:02 Prince Edward Station

78mins 43mins
8:47 Get on
Tsuen Wan Line Train
toward Central

325

2003
KCR West Rail opened

However, the time spent on transportation was not shortened. No matter

how the speed increases, a significant portion of the urban life is spent
on the transportation journey. The 314
fastness in transportation facilitated
the development of the rural areas. Citizens thus travel to the farther destinations spending similar period of time. On the way pursuing absolute
fastness in transportation, it is the time to pause and think about a ques297
tion Is fastness enough? Is efficiency everything?

2007 2007
MTRCL KCRC was
took over KCRC taken over by MTRCL

Sun Light
Artificial Light
Tai Wo Hau Station

1:350 Continuous Plan

Enter
8:43 Tai Wo Hau Station

135km/hr

8:45

2010
Max. speed
of MTR Train

Max. speed
of KCR Train

160km/hr

Slowness is another choice to fastness. Slowness allows events and

encounters to happen. Fast and slow elements can create diversitiesF&B
in
230
a journey. They should be coexisting in the transportation journey, Bank
the
Retails
Transport
passengers not only deserve a fast journey, but also a more enjoyable
Average
Key of Activities
journey composed of different speed. LUX Level

8:50

RESEARCH

Record of a Journey Introduction

The research study started from record of my school day journey. The
route of that particular day was traced on the map. Further analysis on
the MTR journey from Tai Wo Hau (Home) to University Station (School)
was recorded in various method in the followings pages.
Record of a Journey Detour
The direct measurement from Home to School is 10km while the travel
distance along the MTR is 22km. This indirectness is a kind of detour.
Detour commonly occurs in transportation due to efficiency of infrastructure cost. Movements in the city or between cities are centralized in highway or railway which is built under social and economic considerations.
Fastness is not an absolute and static notion. Detour give birth to relative
and dynamic dimension in transportation.

RESEARCH

Underground Station as
urban connector
between MTR and the City
My thesis is aimed to review the relationship between MTR and the City. The travel journey in the
MTR is a indispensable Existing MTR is an enclosed and detached system from the city. Interchange between MTR and the city is anticipated.

Sound Density
public space

85-90 dB

social sapce

3.6m
1.2m

: 4 times as loud as 70 dB. Likely damage 8 hr exp

Sound of automatic fare collection machine
Arrival and departure of train
Broadcasting of the station

7.6m

personal space

: 2 times as loud as 70 dB. Possible damage in 8 hr exposure.

Operation of the train
Operation of escalator
Busy enclosed circulation tunnel

intimate space

75-80 dB

The subway establishes centers of activity. By

only allowing people to enter and exit the
transit network at a limited number of places,
it creates concentrations of people. Concentrating people is beneficial for businesses by
creating
social
centrality.
However,
over-crowding will eliminate social interactions and create negative feeling, such as
depressed and suffocated.

Sequence of Space

Time
Spatial
Sequence Sequence

- 0.45m

80-85 dB

Edward T. Hall's personal reaction bubbles

: Upper 70s are annoyingly loud to some people.

Larger circulation space
Less busy circulation tunnel
Quiet platform

40

50

60

70

80

90 dB

Density of Passenger

Space

Record of Journey

Noise level influences the human activity. The background noises throughout the journey are quite high due
to the operation of the train and other machines. The repeated broadcastings of the station also contribute
to the unpleasant acoustic environment. Some parts of the journey are barely allowing loud conservations.
Thus, activities require quiet condition (<65dB) are not encouraged unless an acoustically isolated space
is created. Listening music and playing smart phone are symbols of sense of alienation in the environment.

Light Sound Density Flow

View

Space

MTR runs mostly underground

to preserve the development
above the built up urban area.
This makes the MTR station a
multi- level building complex.
Due to uninterrupted operation
of the trains, the concourse
and platform distributed in
split levels. While the function
is separated in split discrete
levels, the interrelationship of
programme and the whole
process of MTR are not apparent. The split in level needs to
be connected not only for
passenger circulation, but
also for programme interactions.
There are six levels connecting with 5 vertical circulation
throughout the journey. The
vertical circulations take the
form of staircases, escalator
or lift.

MTR Exit
Circulation Tunnel
Staircase
Platform
Train Compartment
Platform
Escalator
Circulation Tunnel
Concourse
Escalator
Platform
Train Compartment
Platform
Train Compartment
Platform
Staircase
Concourse
Staircase
MTR Entrance

Vertical Circulation

Down

6.0m

Up

5.3m

Up

4.3m

Down

4.8m

Down

7.2m

Speed
Leave
9:27 University Station

533
245

500
232

9:25

9:20

Get off at
9:25 University Station

775
385

Get on
9:13 East Rail Line Train
to University Station

9:15

Rethink MTR Journey

University Station

526
345

Manifesto:
Efficiency has long been the most precious value of MTR transportation.
The concerns of cost and travel time result in
a rigid station machine which mass producing journeys.
Travelling in a city is a journey of fluctuations.
Various end users, different time to travel
and ever-changing urban cityscapes,
all can lead to a unique travel experience.
The experience of transportation should not be standardized and wiped out from the citizens daily life.
A new prototype of MTR station is proposed to
provide alternatives for enjoyable journey without scarifying the efficiency.

9:10

493
307

Rethink MTR Journey

Manifesto:
Efficiency has long been the most precious value of MTR transportation.
The concerns of cost and travel time result in
a rigid station machine which mass producing journeys.
Travelling in a city is a journey of fluctuations.
Various end users, different time to travel
and ever-changing urban cityscapes,
all can lead to a unique travel experience.
The experience of transportation should not be standardized and wiped out from the citizens daily life.
A new prototype of MTR station is proposed to
provide alternatives for enjoyable journey without scarifying the efficiency.

649
126

9:05

493
272

9:00

477
333

484
209

9:08

Interchange at
Kowloon Tong Station

Kowloon Tong Station

450
200

Get on
9:03 Kwun Tong Line Train
toward Tiu Keng Leng

8:55
484
206

Interchange at
9:02 Prince Edward Station

650
256

8:47 Get on
Tsuen Wan Line Train
toward Central

543
321

Prince Edward Station

8:50

663
345

46%

of Total MTR Stations are

Underground
Elevated

27 /85

Record of a Journey qualities

Architectural experience is an accumulation of sensations brought
about through movement within a built space
(August Schmarsow, 1905)
Instead of the stationary perception of architectural form, the movement
through space consist the majority of architectural experience. The fluctuations along the journey bring influences to our sensations which construct the continuous space and experience.

On Ground

19 /85

Underground

39 /85

500
314

Max.
Avg.

8:45

LUX Level

dB Level

Density of Passenger

No. of Passenger Journeys per day

of Total no. of Passenger Journeys

800

600

400

200

LUX

According to Richard Kelly, lighting design is consist three elements: focal glow, ambient luminescence,
play of brilliants. Interplay of light and shadow has power to lure and attract. Various atmosphere and
intended program can be perceived under different lighting environment.

General artificial lighting

Visual perception is not passive

activity of receiving impressions of
light on the retina. Vision is associated with nerve and muscle movements and the aesthetics with
mental sensation caused by those
movements. How we see is inseparable from what we see. For example, we will try to follow the moving
objects or scene in our visual field.
Visual simulation becomes more
important than the other bodily
simulation in relatively passive
type of locomotion, such as waiting
at platform or travelling in the train.

5km/h
80km/h
Surrounding movement

Day light and Moving shadow

Self-movement involves the motion we generated by ourselves, excluding the acceleration facili-

Light

Artificial Light
Tai Wo Hau Station
Headroom

MTR Exit

involves the motion of any object, such as passengers, train and

other cityscape. It is dominated by the rhythm of train drop-off. The surrounding movement sometimes
contrasts with self-movement to create a sense of detachment of the space of existence.

ties such as trains and escalator. It is autonomous so that we are supposed to control on our own. However,
the single transportation function and uni-direction circulation take over the autonomy. This makes the
space throughout the journey not favorable to other public use.

Staircase
Platform
Train Compartment
Platform
Escalator
Circulation Tunnel
Concourse
Escalator
Train Compartment
Platform
Train Compartment
Platform
Staircase
Concourse
Staircase

Flow

1:400 Continuous Plan

Sequence of Space
MTR Exit
Circulation Tunnel
Staircase
Platform
Train Compartment
Platform
Escalator
Circulation Tunnel
Concourse
Escalator
Platform
Train Compartment
Platform
Train Compartment
Platform
Staircase
Concourse
Staircase
MTR Entrance

Circulation Tunnel

Platform

eradicating shadows (500 LUX, normal office)

Over half of the time of the journey is undergone without exposure to outside. Thus, it heavily depends on
the artificial lighting fittings. Rolls of fluorescent light tube and LED lights are allocated all along the journey
which produce boring lighting effects. Circulation spaces flanked by retails are brighter than standards.
connection to the exterior
The exposure to day light allows the fluctuating exterior conditions to be reflected to the interior, i.e. mostly
platform and train compartment. Together with the movement of train compartment, the day light create
moving shadow as a lighting effect.

Enter
8:43 Tai Wo Hau Station

Movement

Monthly Traffic and Transport Digest (June 2013)

by Transport Department

4,300,000
45%

Sun Light

Surrounding
Self-movement

313
230

we are 1.8m tall

headroom ranged from 2.1m to 6m

View

Walk distance
5m
60m
18m
13m
5m
28m
18m
80m
12m
13m
10m
21m
13m
4m
7m
12m
44m
17m
2m
Total walk distance:
382m
Total travel distance: 22,000m

Space

RESEARCH

Leave
9:27 University Station

Time Spent on
Daily Transport

1970

Average Time Spent

on a single Journey

9:25

47mins 37mins

245

1975
MTRC was established

9:20
232

1979 1979
Modified Initial System KowloonCanton
(Kwun Tong Line) opened Railway was resumed

University Station

Get off at
9:25 University Station

214

1980

385

345

9:15

Get on
9:13 East Rail Line Train
to University Station

79mins 50mins
1982 1982
Tsuen Wan Line opened KCRC was established

1984
Electrification was completed

307
1985
Island Line opened

9:10

1988
Light Rail was opened
126

1990

9:05

78mins 42mins

242

9:00

240

Record of a Journey time and space

Six qualities which contributed to our sensations are recorded along the
journey. Some feelings created sense of alienation in MTR to be avoided
while some moments should be celebrated. The qualities on the left side
are record from time-based sequence (44-minute travel journey). That
on the right side is record from physical dimension sequence (394m
walking journey).

Record of Journey

314

Kowloon Tong Station

9:08

Interchange at
Kowloon Tong Station

1998
Airport Express and
Tung Chung Line opened

200

8:55
314

Prince Edward Station

Get on
9:03 Kwun Tong Line Train
toward Tiu Keng Leng

2000

Interchange at
9:02 Prince Edward Station

78mins 43mins

200

Time
Spatial
Sequence Sequence

8:47 Get on
Tsuen Wan Line Train
toward Central

314

325

2003
KCR West Rail opened

8:50
314

297

View

Space

8:45
230

Key of Activities

Sun Light
Artificial Light
Tai Wo Hau Station

1:350 Continuous Plan

Enter
8:43 Tai Wo Hau Station

2010
Max. speed
of MTR Train

Max. speed
of KCR Train

160km/hr

Average LUX Level

F&B
Bank
Retails
Transport

135km/hr

Light Sound Density Flow

2007 2007
MTRCL KCRC was
took over KCRC taken over by MTRCL

RESEARCH

Density of Passenger

Speed

533
245

500
232

Record of a Journey Light

493
According to Richard Kelly, lighting design is consist three elements:
272
focal glow, ambient luminescence, play of brilliants. Interplay of light and
shadow has power to lure and attract. Various atmosphere and intended
program can be perceived under different lighting environment.
General artificial lighting eradicating shadows (500 LUX, normal office)
477
Over half of the time of the journey is undergone without exposure to
333
outside. Thus, it heavily depends on the artificial lighting fittings. Rolls of
fluorescent light tube and LED lights are allocated all along the journey
which produce boring lighting effects. Circulation spaces flanked by retails are brighter than standards. 484

775
385

209

Day light and Moving shadow connection to the exterior

The exposure to day light allows the fluctuating exterior conditions to
be reflected to the interior, i.e. mostly platform and train compartment.
450
Together with the movement of train compartment, the day light create
200
moving shadow as a lighting effect.

526
345

Introduction of natural light in the station can be the subtle reminder for
arrival and departure for the passenger on the train. Therefore, passengers are no longer fully relying on the mechanical broadcasting system
484
and LED displays for notification. 206

493
307

649
126

650
256

543
321

493
272

663
345

477
333

484
209

450
200

484
206

500
314

650
256

543
321

Max.
Avg.

Surrounding
Self-movement

313
230

LUX Level

dB Level

Density of Passenger

663
345

Movement

Monthly Traffic and Transport Digest (June 2013)

by Transport Department

500
314

Max.
Avg.

800

600

400

200

LUX

LUX Level

313
230

Surrounding
Self-movement
dB Level

Density of Passenger

Movement

RESEARCH

Density of Passenger

Sound

Speed

533
245

500
232

Noise level influences the human activity. The background noises throughout the journey are quite high due
to the operation of the train and other machines. The repeated broadcastings of the station also contribute
to the unpleasant acoustic environment. Some parts of the journey are barely allowing loud conservations.
Thus, activities require quiet condition (<65dB) are not encouraged unless an acoustically isolated space
is created. Listening music and playing smart phone are symbols of sense of alienation in the environment.

85-90 dB

: 4 times as loud as 70 dB. Likely damage 8 hr exp

Sound of automatic fare collection machine
Arrival and departure of train
Broadcasting of the station

80-85 dB

: 2 times as loud as 70 dB. Possible damage in 8 hr exposure.

Operation of the train
Operation of escalator
Busy enclosed circulation tunnel

75-80 dB

: Upper 70s are annoyingly loud to some people.

Larger circulation space
Less busy circulation tunnel
Quiet platform

40

50

60

70

775
385

80

90 dB

Density of Passenger

526
345

Speed

533
245

493
307

500
232
649
126

493
272

477
333

484
209

450
200

484
206

Record of a Journey Sound

Noise level influences the human activity. The background noises
throughout the journey are quite high. Some parts of the journey are
775
barely allowing loud conservations. Thus, activities require quiet condi385
tion (<65dB) are not encouraged unless an acoustically isolated space is
created. Listening music and playing smart phone are symbols of sense
of alienation in the environment.
However, the relationship between sound and journey is not confined
in the loudness. The operation of the train and other machine, together
with the repeated broadcastings of the station, contribute to the unpleasant acoustic environment along the journey. This environment contrasts
with the sound of gathering and social activities, which representing the
vitality of the city. Thus, noise barrier to block the mechanical noise of
railways and roads are crucial526creating environment for social activities
in
345
and gatherings in the urban environment.

650
256

543
321
663
345

500
314

Max.
Avg.
LUX Level

313
230

Surrounding
Self-movement
dB Level

Density of Passenger

Movement

RESEARCH

Density of Passenger

Speed

533
245

500
232

Density
public space

7.6m

social sapce

3.6m

personal space

1.2m

intimate space

- 0.45m

775
385

Edward T. Hall's personal reaction bubbles

The subway establishes centers of activity. By
only allowing people to enter and exit the transit network at a limited number of places, it
creates concentrations of people. Concentrating people is beneficial for businesses by
creating
social
centrality.
However,
over-crowding will eliminate social interactions and create negative feeling, such as
depressed and suffocated.

Density of Passenger

526
345

Speed
493
307

649
126

493
272

477
333

484
209

450
200

484
206

650
256

543
321
663
345

Record of a Journey Density

Density of passenger fluctuates along the journey. It reached the maximum in between the interchange stations of Prince Edward and Kowloon
Tong. The subway establishes centres of activity. By only allowing people
to enter and exit the transit network at a limited number of places, it
creates concentrations of people, personal space being invaded, create
sense of alienation. over-crowding will eliminate social interactions and
create negative feeling, such as depressed and suffocated. Concentrating
people is beneficial for businesses by creating social centrality.

500
314

Max.
Avg.
LUX Level

313
230

Surrounding
Self-movement
dB Level

Density of Passenger

Movement

RESEARCH

Density of Passenger

Speed

533
245

500
232

Record of a Journey Flow

Fluctuation of Flow provides ever changing movements in the space. The
fluctuations of passenger flow are always augmented in mass transport.
Due to cost effectiveness, sufficient passengers are accumulated in a
waiting zone for a single ride. This create fluctuations of passenger flow
while arrivals and departures. The gathering and scattering of passenger
occurs from time to time.
Surrounding movement involves the motion of any object, such as
passengers, train and other cityscape. It is dominated by the rhythm
of train drop-off. The surrounding movement sometimes contrasts with
self-movement to create a sense of detachment of the space of existence.

775
385

Self-movement involves the motion we generated by ourselves, excluding the acceleration facilities such as trains and escalator. It is autonomous so that we are supposed to control on our own. However, the
single transportation function and uni-direction circulation take over the
autonomy. This makes the space throughout the journey not favourable
to other public use.

526
345

493
307

649
126

493
272

477
333

484
209

450
200

484
206

650
256

Surrounding
Self-movement
Density of Passenger

543
321

Movement

663
345

500
314

5km/h
Max.
Avg.

80km/h

LUX Level

313
230

Surrounding
Self-movement
dB Level

Density of Passenger

Movement

RESEARCH

MTR Exit
Circulation Tunnel
Staircase
Platform
Train Compartment
Platform
Escalator
Circulation Tunnel
Concourse
Escalator
Platform
Train Compartment
Platform
Train Compartment
Platform
Staircase
Concourse
Staircase

View

Record of a Journey View

Visual perception is not passive activity of receiving impressions of light
on the retina. Vision is associated with nerve and muscle movements
and the aesthetics with mental sensation caused by those movements.
How we see is inseparable from what we see. For example, we will try to
follow the moving objects or scene in our visual field. Visual simulation
becomes more important than the other bodily simulation in relatively
passive type of locomotion, such as waiting at platform or travelling in the
train. View is related to orientation of the passenger. There are 19 turnings
throughout the journey which makes detached from the city. Way finding
in MTR heavily dependent on signage.

RESEARCH

Leave
9:27 University Station

9:25

245

Space
Record of a Journey Space
MTR runs mostly underground to
MTR runs mostly underground
preserve the development above
to built up urban area. This
the preserve the development
above the built up urban area.
makes the MTR station a multiThis makes the MTR station a
level building complex. Due to unmulti- level building complex.
interrupted operation of the trains,
Due to uninterrupted operation
the the trains, the concourse
of concourse and platform
distributed in split levels. While
and platform distributed in
the function While the function
split levels. is separated in split
discrete levels,inthe interrelationis separated
split discrete
ship of programme and the whole
levels, the interrelationship of
process of MTR are the apparent.
programme and not whole
The split in level needs toapparprocess of MTR are not be conent. The split for passenger cirnected not onlyin level needs to
be connected for only for
culation, but alsonot programme
passenger
interactions. circulation, but
also are six levels interacThere for programme connecting
tions.
with 5 vertical circulation throughout the journey. The vertical circuThere are the form connectlations take six levels of staircasing with 5 or lift.
es, escalatorvertical circulation
throughout the journey. The
vertical circulations take the
form of staircases, escalator
or lift.

Sequence of Space
MTR Exit
Circulation Tunnel
Staircase
Platform
Train Compartment
Platform
Escalator
Circulation Tunnel
Concourse
Escalator
Platform
Train Compartment
Platform
Train Compartment
Platform
Staircase
Concourse
Staircase
MTR Entrance

9:20
232

Vertical Circulation
University Station

Get off at
9:25 University Station

214
385

Down

6.0m

345

Up

5.3m

307

Up

Get on
9:13 East Rail Line Train
to University Station

4.3m

9:15

9:10

126

9:05

Down

4.8m

Down

7.2m
242

Headroom

Sequence of Space
MTR Exit
Circulation Tunnel
Staircase
Platform
Train Compartment
Platform
Escalator
Circulation Tunnel
Concourse
Escalator
Platform
Train Compartment
Platform
Train Compartment
Platform
Staircase
Concourse
Staircase
MTR Entrance

we are 1.8m tall

headroom ranged from 2.1m to 6m

Walk distance
5m
60m
18m
13m
5m
28m
18m
80m
12m
13m
10m
21m
13m
4m
7m
12m
44m
17m
2m
Total walk distance:
382m
Total travel distance: 22,000m

9:00

240

314

Kowloon Tong Station

9:08

Interchange at
Kowloon Tong Station

200

8:55
314

Prince Edward Station

Get on
9:03 Kwun Tong Line Train
toward Tiu Keng Len

Interchange at
9:02 Prince Edward Statio

200

8:47 Get on
Tsuen Wan Line Train
toward Central

314

325

8:50
314

297

8:45
230

Average LUX Level

F&B
Bank
Retails
Transport
Key of Activities

Sun Light
Artificial Light
Tai Wo Hau Station

1:350 Continuous Plan

Enter
8:43 Tai Wo Hau Station

RESEARCH

Record of a Journey Unfolded model

The model shows the various spaces and spatial sequence along the
journey. However, we only feel the typical and monotonous station in
daily travel. Changes and fluctuations along the journey are hidden by the
repetitive stations.

RESEARCH
Diagrams of MTR Station Design
MTR station not only accommodates the function of entering, waiting and
continuing in the MTR journey. It can also actively interact with the vibrant
urban environment so that contribute to the citizens understanding of
MTR.
According to the record of six qualities, feelings of particular moments
are addressed. These moments are inspirations to the station design.
Suggestions of the station design are stated in the diagrams.

Lost
?
?

Lack of visual reference in the station leads to loss of orientation in the

MTR journey. Instead of relying on signage, having visual corridor and
open design of the station can help the way finding of passengers.

Dull

Restricted

Most of the station area are indoor, especially the underground stations.
Creating light well can reduce monotonous artificial lighting and bring
vitality to the station.

Narrow space of the tunnel restricted passengers mentally and physically. Pockets space is added along the narrow tunnel to promote activities
and gathering instead of solely movements. Consecutive spaces can also
be linked up to allow both movements and gatherings.

RESEARCH
Noisy

Chaotic
?

The station accommodates tremendous passengers flow. Bi-directional

flow crossed may create unpleasant and congested situation. Circulations in different directions are reorganized by separation or overlapping
to reduce the chaotic situation.

Crowding

The concentration of the passenger can considered as commercial benefits instead of bottleneck. Shops are introduced as a buffer zone in managing the tidal flow of passengers.

The operation of the train may create unpleasant noise to the surroundings. The platform can be altered to reduce the noise level.

Disjunct
Noisy

There are 5 levels changes throughout my MTR journey to School. Vertical circulation becomes important to connect the activities between levels. The above provides two options to doing so.

CONTEXT

Prince Edward
The test site located at the interchange station between Tsuen Wan line
and Kwun Tong line Prince Edward Station.
Prince Edward is an old mixed use district in Kowloon. There are old
tenement building and new residential towers. Commercial building and
shopping malls are mostly located on both sides of Nathan Road. The
street activities are hustle and bustle in this district. There are numbers of
cross border bus stations in the area which attract tourist and passengers
from the mainland.

Satellite map

Land use

scale 1:1000

Open space

Commercial

GIC

Residential

CONTEXT

245

232

214
385

345

307

126

242

240

314

200

Street Activities
Street activities are highly related to the street frontage. The programme
of the street frontage is mapped on the right. The police station fenced
the whole land lot and therefore reduced the street activities along the
fenced wall. The other part of the mapping shows rich activities on the
street. Some streets are concentrated with restaurant while some are
shopping street.
The MTR entrances (dark blue dots) are mostly located at the corner of
building blocks which bring convenience to the users. When compared
the activities mapping of MTR journey with that of Prince Edward, the organized shops in MTR concourse are controlled with less varieties. This
leads to the segregation between ground level and underground levels in
activities.

314

200
314

325

314

297

230

Average LUX Level

F&B
Bank
Retails
Transport
Key of Activities

Activities mapping

retail

transport

bank

F&B

public

CONTEXT

MTR Transaction

Station Users
There are numbers of attractors around Prince Edward Station. MTR users connect with these neighboring places in different ways. During site
analysis, the routes of different MTR users are recorded. Five outstanding
activities are highlighted, namely MTR transactions, cross border bus
station, gold fish street, lady market and flower market.
These activities are currently happened solely on street level, except the
MTR transaction. By studying the street spaces in sections, the spatial
qualities will be brings into the concourse level. Therefore, various activities are invited to the underground.

Cross Border
Bus Station

Gold Fish Market

Lady Market

Flower Market

CONTEXT
View 5

View 1-3
Street Activities
Prince Edward station is under the busy Nathan Road and flanked by
the Mongkok Police station. The police station currently occupied the
whole building block (100m x 100m) at the city centre. By reallocating
the police station and two corner buildings on the opposite side of the
road, the connections between MTR station and the ground are changed.
Edges around the police station are relatively passive. The project aims to
activate the inactive edges by connecting underground and ground levels.

View 4

View 1&2

View 3

View 4

View 5
Transport

Communal/ shared

Police Station

Residential

Commercial

CONTEXT

Existing Area Calculation

Over 60% of the land is outdoor parking in the existing police station. Underground parking is proposed to release the ground floor for the public.
The existing old police station building is preserved and engaged to the
new built MTR mall under and above ground. The MTR mall at the urban
centre aims to financially support the revitalization of the MTR station.

STATION ANALYSIS
Spatial Configuration
The station is built under Nathan Road in 1979. Except the lift under
construction, the station is connected to the ground surface entrance
by staircases and tunnels. It is a typical island type MTR station which
railways run on the side of the island platform. Stacking of two layers of
platform plus a concourse level formed the interchange station. While
service area located at both ends of the station, the rest of platform levels
are all paid area. Circulation within the station is confined in the middle
of the station.

an
Wan
uen W
uen
To Ts
To Ts

Te
Teii
u Ma
u Ma
o Ya
To Ya
T

l
n al
enttrra
To Ce
To C

Station zoning

non-paid

paid

service

g
eng
g Len
eng L
u Ken
Tiiu K
To
To T

STATION ANALYSIS

Area

atio
alcul

paid:
non- m
s
3300
17%

paid: m
s
6700
36%

e:
servic m
s
9000
47%

:
shop
m
300s
2%

e:
servic m
s
9000
47%

:
open m
le
000s
vertic tion: 8
la
2%
circu m 4
s
1700
9%

l pat

actua

gram

Dia
lation

Circu

Circulation evaluation - concept diagram

Circulation between the MTR entrance and platform screen door is recorded. The route of actual path and direct measurement is compared in
the concept diagram on the right. There are detour for better control of
the human flow. The actual path is about two times longer than the direct
measurement. Absolute efficiency is not achieved in the station design.
When a lattice is introduced to the MTR station, numerous more direct
routes in brown colour (shorter than the actual path) can be draw along
the lattice. This provides possibilities for passenger to determine their
route in an efficient way. Moreover, flexibility in term of programme of the
station is expected within the lattice.

men

asure

t me
direc

STATION ANALYSIS

Circulation evaluation - section

Section of direct measurement and unfold section along actual path
are compared. There are six turnings along the actual path. Its spatial
sequence started from narrow tunnel, concourse to escalator, then the
platform. The vertical circulations are relatively narrow and monotonous
in term of activities.

concourse level

upper platform

section along direct straight path

lower platform

section along actual path

non-paid area
paid area
service

STATION ANALYSIS

Visitor
approx. period: 7min

Passer-by
approx. period: 2min

Barrier Free
approx. period: 7min

Retail Sales
approx. period: 600min

Frequent Users
approx. period: 3.5min

Staff
approx. period: 540min

Circulation evaluation - layers of route

The transportation is conceived as an overlap of layers of route. Passengers in transportation have different needs. Although they may share
the same destinations, they can have different routes and enjoy different
space and environments.. Mass transit serving the public passengers,
different users perform different pattern of activities and demand a different journey from their perspective. The travel patterns of different users
in the Prince Edward Station are recorded above. The combined layers of
route created the existing station. The needs of different users are to be
evaluate during the design process.

Design Concept

Existing

Cracking

Cracking and Transforming

By Cracking, city and the station merges. Underground spaces are relinked to city and programmed for urban dwellers daily use. Vibrancy
of the city is brought down to underground level. The enclosed station
is opened up, allowing visual connections between the travellers and the
city, the dwellers and the railway.
By transforming the structural system, the spatial quality of the station
can be manipulated, stations are no longer homogeneous and repetitive,
but more consistent with the urban fabric above ground.

Transforming

Design Process

Initial Sketches
Slow element, social interactions, public activities are to be injected to the
station. The MTR station is no longer a solely functional transportation
node. It is envisioned to be a prototype of social centre which become a
network of urban living nodes.

Design Process
police station
Residential on void

vertical circulation

Retail on spiral around void

car ramp to parking

Vertical circulations are allocated along the voids. This allow visual connection from passenger to MTR train. Thus, the perception to MTR train
starts orientating passengers while entering.
Juxtapositions of programme of different speed allow exchange of fast
and slow activities. Collages below show the initial ideas.

transport movments

Design Process
view 5
C

view 4

1:2000 B1/F plan -5.0

1:00 Section A A

Design Process

1:500 Section B B

1:500 Section C C

Final Design

Ground level
Upper
Concourse Level
Lower
Concourse Level
Platform levels
non-paid area
paid area

Structural frame

User Public

User Traveler

User Shopping

Void (Cracking)

Extension of
Existing grid

Programme
Public space is insufficient in the prince Edward neighborhood. The high
dense urban area reserves land mostly for commercial use. The revitalization of MTR station creates extra space for public programme at the
city centre.
Many cross border bus companies concentrate their stations in Prince
Edward. The current cross border route gather travelers at the ground
levels. The queues on the street and shutter buses often create congestion on ground. The revitalization of MTR incorporates underground cross
border bus stations. The flow of visitors are extended into the new MTR
station
Retails originally located in the concourse level are relocated to the new
MTR mall. This releases space of the lower concourse for public use.
The MTR mall interlocks with the strip void. The retail shops face directly
to the busy MTR traffic. Thus, the commercial value of shops enhanced.

Existing Station

non-paid area
paid area
service

Final Design

1:1000

Final Design

Concourse is extended vertically and horizontally. The upper concourse

acts as the new interface between the underground and above ground.
The travelers from the cross border bus station at the north diffuse into
the concourse smoothly. The daily dwellers move freely in the concourse.
The interface becomes the network containing different users.

1:1000

1:1000

Final Design

Sectional Perspective AA

Final Design

The new MTR station acts as a machine for urban exchange. These are
mutual sharing between levels and between programmes. Public programme of the new station extends outward above ground. The void
space expends inwards to underground.

1:600
Section BB

Final Design

The escalator shaft on the left directly brings the passenger down efficiently. The void on the right is flanked by public programme. These
create different experience, thus different journey to the passengers.

Sectional Perspective CC

Final Design
The journey related to MTR station is changed. The train (destination)
is visible from the ground floor. This helps the clear orientation of the
passenger.

The concourse acts as the continuation of the ground activities. Different

programmes gather here while the transportation facilities are kept. The
efficiency was not affected after revitalization.

The void for vertical circulation connecting platform and concourse are
expanded. This allows more transparency for passengers. The enclosed
feel was replaced by visual contacts.

The commercial billboards are replaced by the new MTR mall across
the railway. Passenger has visual connections to the opposite side while
waiting for trains. Thus, the new MTR mall not only acts as retail stores,
but also becomes advertisement itself.

The underground railway was opened up and revealed to the city. The
underground journeys are no longer segregated from the city. It becomes
mutual influences to both MTR passengers are local dwellers.

Final Model

1:500 Site Model

1:500 Site Model

1:500 Site Model

Final Model

1:150 Sectional Model

Bibliography
List of reference
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the U.S. by St. Martins Press, c1994
-Zai jian huo che tou : huo che zhan zai sheng yu du shi fa zhan / [zuo zhe Tui dong Taiwan huo che zhan bao
cun zai sheng xing dong lian meng]., Taibei shi : Chuang xing chu ban she you xian gong si, 1998.
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Architecture, Chinese University of Hong Kong, 2012.
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tachi / Henryi Puram., Tokyo : a+u Pub., c2003.
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2009.
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translated by Thomas J. Harper and Edward G. Seidensticker., New Haven, Conn. : Leetes Island Books,
c1977.
-Companion to Contemporary Architectural Thought, Farmer, Ben ; Napper, Adrian, Taylor & Francis
-Core Research - Jia Little Exhibition Centre, Text by Lam Lai Shun, http://www.singaporearchitect.sg/magazine/core-research
- New connections : new architecture, new urban environments and the London Jubilee Line extension /
[exhibition curators, Richard MacCormac, Peter Murray, MaryAnne Stevens].
- The Jubilee Line Extension / Kenneth Powell ; foreword by Roland Paoletti.
- Future transport in cities / Brian Richards., London ; New York : Spon Press, 2001.
- Subway style : 100 years of architecture & design in the New York City subway / New York Transit Museum
; introduction by Joseph Giovannini ; original photography by Andrew Garn., New York : Stewart, Tabori, and
Chang, 2004.
- The future of the city : new directions in urban planning / by Peter Wolf., New York : Watson-Guptill Publications, 1974.
- In transit : mobility, city culture and urban development in Rotterdam / editors, Paul Meurs and Marc Verheijen ; with contributions by Luuk Boelens ... [et al.] ; [translation, Andrew May]., Rotterdam : NAi Publishers,
c2003.
- The architecture of happiness / Alain de Botton., New York : Vintage books, 2008.

Credit
Thesis dicsussion (Roger Wu, Julie Poon, Sally Tang, Grace Chan, Vanissa Ou-yang, Dick Wong)
Model-making (Julie Poon, Dannes Kok, Hui Kin Fung, Vivian Au, Safina So)