DEGREE PROJECT IN THE BUILT ENVIRONMENT,

SECOND CYCLE, 15 CREDITS

STOCKHOLM, SWEDEN 2018

Urban movers – elevated

railway structures and urban
life
HANS VILJOEN

TRITA TRITA-ABE-MBT-18414

KTH ROYAL INSTITUTE OF TECHNOLOGY

SCHOOL OF ARCHITECTURE AND THE BUILT ENVIRONMENT www.kth.se
 urban movERS
ELEVATED RAILWAY STRUCTURES
AND URBAN LIFE
Hans Viljoen
2 3
 abstract index

Elevated railway structures (ERS) urban type, an infrastructural type 1. BACKGROUND

has for more than a century been
evolving as an urban archetype. Pre-
sent in various forms in cities across
the globe, to transport the increasing
URBAN MOVERS number of citizens, ERS are urban in-
ELEVATED RAILWAY frastructures that perform a vital role
STRUCTURES AND in curbing congestion and pollution
URBAN LIFE that plague cities so often. In spite of
their sustainable transport benefits,
First published in 2018. ERS are often viewed negatively as
written by Hans Viljoen. noisy, ugly and severing urban form,
amongst other problems which will
contact: hnsvljn@gmail.com be elaborated on - problematising
ERS. A theorisation of these prob-
Final presentation: 07.06.2018
lems follows, looking at ERS as an
Examiner: Tigran Haas
Supervisor: Ryan Locke
and other typologies. 39 types of
ERS interventions are described as 2. PROBLEMATISING ERS
the result of a global literary and ex-
periential search of various instances 3. THEORISING ERS
of ERS and projects that seek their
urban integration. It is a search for 4. POTENTIALISING ERS
the potentials of ERS to contribute
to urban life and urban form, beyond 5. CONCLUSION
their main transport function - po-
tentializing ERS. 6. REFERENCES
#elevated railway structures, 7. PICTURE CREDITS
#elevated transit structures, #urban
typologies, #urban infrastructures,
#transport, #railways

AG218X Degree Project in Urban Studies,

Second Cycle 15.0 credits
Master’s Programme in Urbanism Studies, 60.0 credits
School of Architecture and the Built Environment
KTH Royal Institute of Technology
Stockholm, Sweden
Telephone: +46 8 790 60 00

Cover image. ‘Drone views of Long

Bien Bridge’, (Phillipe Lé, 2014)

4 5
 background
FIELD SKETCH - ARRIVING IN
ASIA (BANGKOK & HANOI)
Having set foot in Asia for the
first time, my first experience outside
one of the Bangkok airports, (after
a quick encounter with the tropical,
humid heat outside one of the exits)
is the BTS skytrain ride into the city.
At first perplexed by the queue that
formed at the station, I would later
come to understand that the density
of people in this city requires such
choreography. The air-conditioned
train is a relief against the heat and
I am surprised that despite this heat,
there is no smell of sweat. The name
Ratchapraprop sounds familiar and
I head there, later doubting my
memory, I got off at a station, I bat-
tle myself and my luggage through
the densely peopled train. Again the
heat and a crowd of people at each
point along the platform where the
train doors will open. I am anxious
about the entry squeeze and real-
ize that I might have to wait for the
second train to come. The view from
the elevated station allows one to
see across this part of the city with
plenty trees and tall buildings. After
a ramped exchange from one station
to another, I get down to the street
New elevated railway in Hao Nam, Hanoi, Vietnam. Author 2018.
6 7
where I am immersed in the reality of
Bangkok traffic beneath the railway -
a fast flow of motorbikes, cars, buses,
trucks and pedestrians confined to
narrow sidewalks shared with ven-
dors and parked bikes. The pres-
ence of the concrete elevated railway
structures are overhead are an inte-
gral part of the image of Bangkok’s
urbanity and experience.
HANOI METRO
It was in Hao Nam (a wide double
street in Dong Da, Hanoi), amidst many
music instrument shops, the Vietnam
National Academy of Music and the Vi-
etnam National Institute of Culture and
Art Studies, that I first encountered the
elevated structure of the Hanoi Metro
(Line 2A, near La Thanh station). Large
concrete columns rise from rubbled traf-
fic islands to carry the heavy concrete
beams, tracks and eventually trains with
commuters above. These traffic islands
- post-construction sites - will likely be
filled with plants. However, especially
within this arts and cultural context,
could the Hanoi Metro structures not
become something more? Could the
context around the metro lines not in-
fluence and differentiate the relentless
sameness of these metro structures?
The Hanoi Metro is currently
under construction. Eight routes
are planned, of which the first line
is scheduled to open in November
2018. (Hanoimetro n.d.) Construc-
tion on a second line is well un-
derway and this line is scheduled
to open in 2021. The system is an
elevated rail system. Most people in
Hanoi currently get around using
motorcycles. There are around five
million motorcycles on the roads of
Hanoi, causing heavy traffic conges-
tion and pollution at times. The de-
partment of transport wants to ban
motorcycles and scooters by 2030. It
aims to do so with the introduction
of a BRT system and the new Hanoi
Metro (Hodal 2017).
Although the metro system should
free-up schedules, provide safe, quiet
and cool transport to those who can af-
ford to use the metro, this system also
in a sense restricts movement along
the lines it operates. Together with the
proposed ban on motorcycles, it will
also impose on Hanoians’ freedom of
movement. When considering urban
development, land and housing costs,
etc. the metro is also likely to inflate
the cost of owning and renting space
around its stations, as it happened in
other cities like Bangkok.
URBAN INFRASTRUCTURES
With the urbanization and den-
sification of people, comes the infra-
structures necessary to service them.
These infrastructures are often large-
scale centralized, engineered projects
that feed cities with water, power,
transport, treat their waste, etc. Infra-
structures are often inaccessible and
hidden from view from citizens. Infra-
structures are seldomly ‘made architec-
tural’, like other city-building projects
are. Transport infrastructures permit
a slightly closer interaction with citi-
zens, since they move along them, on
foot and in private and public vehicles.
Streets have been studied extensively in
the urbanism and planning discourse.
Elevated railway systems (ERS) have
recently become focus features of ur-
ban, architectural and landscape pro-
jects, notably the Highline project in
New York and similar. However, these
projects happened at abandoned sites,
while the discussion is moving towards
functional ERS and how these could
become ‘architectural’ and ‘urban’.
problematising
elevated railway structures
Within existing research, ERS are
problematized in various modes: land-
scapes with a negative effect on the
image of the city (Hormigo & Mori-
to 2004), residual or left-over spaces
(Qamaruz-Zaman, et al 2013; Shi
2016), mono-functionality (Gabrielle
et al 2016), urban segregation (Jensen
2007; Karis 2017)
problem 1 - Un-architectural infra-
structure
Infrastructures are often engi-
neered and planned with a purely
functional purpose. This limits the po-
tential of urban structures to contrib-
ute to the positive image of the city and
to support several forms of urban life.
Elevated railway structures are usually
very visible structures but very seldom-
ly designed architecturally - to produce
aesthetic effects. There are exceptions,
like the ERS in Vienna and Berlin that
were in a sense designed like linear
buildings.
Temtem’s article (Temtem 2017)
aims to decipher the urban design
strategies that were used in the de-
sign of the Berlin Stadbahn railway
viaduct in Berlin. He sets out to find
the value that architecture adds to this
‘building-viaduct’, where the role of ar-
chitects in infrastructural projects are
usually obscure.
8 9
problem 2 - Neglected / residual /
left-over spaces
Elevated railway structures by be-
ing separated from the ground, allow
for a free-flow of trains without in-
terruption by traffic on the ground.
They also span across bounda-
ries like rivers and valleys or existing
roads, rails and highways. The spaces
beneath these elevated structures are
however often neglected, left-over and
residual that could be utilized by citi-
zens. A study of left-over space beneath
two flyovers in Kuala Lumpur was
conducted in 2013 (Qamaruz-Zaman,
et al). The researchers found various
activities occurring here, at different
times of day. They observe informal
activities such as food stalls, cafes,
sports and recreational activities (in-
cluding chess playing, carom and ping
pong), businesses and services (eg. toys
and clothes stalls, as well as movers, a
car wash and workshop services), a bi-
weekly evening market with fresh food.
Cultural activities included traditional
performances with traditional musical
instruments. (Qamaruz-Zaman, et al
2013:96-101)
Hormigo and Morita did a study of
left-over spaces in Tokyo. They invent-
ed a term for such spaces. Gapspaces
are defined as spaces that emerged from
density-increasing processes in urban
areas were space is limited. For growth
to take place in the same geographic
area, activities need to happen at dif-
ferent heights or at different times. The
infrastructures that perform this dis-
tinction cause functional separations
and spatial interruptions in their sur-
roundings. Gapspaces interrupt con-
tinuity, either spatially, temporally or
functionally. Gapscapes, in turn, are
the landscapes consisting of gapspac-
es. (Hormigo & Morita 2004:182).
The authors construed a typology of
16 types along the JR Yamanote line
in Tokyo. These types considered per-
meability and interactivity between
gapscapes and the city (Hormigo &
Morita 2004:185-187). A detailed re-
view of these typologies will follow in
the following section.
problem 3 - Mono-functionality
Elevated railway structures are
most often designed for a single pur-
pose only - for transport. If other ac-
tivities occur around these structures,
these are usually unplanned for, and
emergent.
A paper delivered at the World
Congress on Railway Research, held
Milan in 2016 (Gabrielle et al 2016)
investigates how functional diversity
could be incorporated into the design
of elevated transit structures by de-
signing viaducts simultaneously with
the spaces beneath them. The authors
analyse theoretical urban planning
approaches; they apply the concept of
mixed-use development to elevated
transport infrastructures by defining
criteria for functional diversity and
apply these criteria to three projects.
(Gabrielle et al 2016:2). The criteria: 1)
combining at least two functions at the
same place; 2) physical integration, 3)
functional integration, 4) construction
according to a coherent masterplan
(Gabrielle et all 2016:4-5). They apply
these criteria in a comparative analysis
of three ERS renovation projects in
Europe (Issy-les-Moulineaux, Zurich
and Dramen). They conclude that the
integration of transport infrastructure
with other urban functions could bring
economic returns, be of social benefit
and improved urban quality. The spac-
es beneath ERS should be designed
simultaneously with infrastructures in
order to accommodate diverse func-
tions. With functional diversity, howev-
er, interested stakeholders multiply and
collaboration is required for successful
projects (Gabrielle et all 2016:6-7).
problem 4 - Dividing / segregating
Transport systems that use elevated
railways are sometimes criticised for
segregating and gentrifying communi-
ties and neighbourhoods. The process
of their construction often require ac-
quisition of land and the landowners
are not necessarily fairly compensated.
The cost of using the rail system also
excludes people without the means to
pay regularly for tickets. The Bang-
kok Skyrail is one such example that
was investigated by Jensen (2007) as
much more than just an infrastructure
project to overcome traffic congestion
and pollution. The skyrail participates
in urban segregation, by dividing citi-
zens along lines of economic ability.
Tourists and the elite tend to use this
system, while poor and immigrant
workers are left behind in the dark and
polluted ‘tunnels’ beneath the skyrails
(Jensen 2007). The way that elevated
rail systems segregate is through hav-
ing expensive fares only payable by
some people, by increasing property
values around its stations and through
connections to spaces of consumption.
Research Question
The four-pronged problema-
tization of elevated railway struc-
tures could show the way to better
urban integration of these struc-
tures. The question becomes - in
what ways can elevated railway
structures become better inte-
grated within urban contexts and
become productive to urban life?
What kind of interventions can
remedy the problems of mono-
disciplinary design, residual spac-
es, mono-functionality and segre-
gation in both existing ERS and
the design of new ERS.
Method
1. search for a variety and multi-
plicity of ways ERS can integrate
with urban environments.
2. illustrate with images, descrip-
tions, case studies, personal ex-
periences.
3. from these strategies/concepts
emerge of how to improve existing
ERS and how to better design fu-
ture ones.
 theorising
elevated railway structures
‘Evolution of the city gate’
(West8 et al 2013:34-35)
10
ARCHITECTURAL /
URBAN TYPOLOGIES
Elevated transit structures are an
urban type, similarly to how streets,
plazas, parks, etc. are urban types.
More specifically they are an infra-
structural type, that sometimes per-
form like other urban typologies - the
viaduct, the bridge, the city wall, the
portal, the collonade, etc.
West8’s proposal for the redevelop-
ment of the Gardiner Expressway and ur-
ban surrounds, declares that with building
the railway and highway infrastructures,
an ‘infrastructural wall’ was built. “Seem-
ingly without notice, the city accumulated
a thick band of infrastructures that have
cumulatively created a ‘wall’ seperating
city and lakefront.” (West8 et al 2013:31)
They trace the historical evolution of the
city wall. With the urbanization of the
city wall, it has served different purposes
(symbolic, ceremonial, defense) and be-
came hybrid structures.
The building-viaduct.
Temtem’s article aims to decipher
the urban design strategies that were
used in the design of the Berlin Stad-
bahn railway viaduct in Berlin. He sets
out to find the value that architecture
adds to this ‘building-viaduct’, where
the role of architects in infrastruc-
tural projects are usually obscure.
The ‘building-viaduct’ of the Berlin
Stadbahn is morphologically linear.
Designed by architect August Orth
and civil engineer, Ernst Dirksen and
built between 1875 and 1882. An el-
evated structure was selected to avoid
conflict with existing buildings, while
the sandy soil and high water table of
Berlin made a subway system prob-
lematic. Apart from linking peripheral
areas with the centre, the project was
also the urban addition of an ‘inhabit-
ed arcade’. The scenic effects of a ‘well-
ordered facade’ would give a new face
to the public spaces of Berlin. The pro-
ject was conceived to urban theories of
the time that were concerned with the
urban physiognomy. In contrast, the
Chicago elevated railway, with ‘plan-
ning limited by an engineering vision,
conceiving it as a structural bridge
with nothing below, leaving an unde-
termined space that became residual
and useless’ (Temtem 2017:5).
What the linear building-viaduct
with its well-ordered facade then
achieves within its urban setting are
unique streets bordered on the one side
with older and more contemporary
5-6 floors Berlin buildings, and on the
other with the linear archway facade of
the railway. The result is a ‘kind of hy-
brid conduit flanked by chains of built
elements with highly uneven edges…”
On the side you have the infrastructur-
al model and on the other side the con-
tinuity of urban blocks, formed with
building facades. (Temtem 2017:10)
Le Corbusier’s first point of
architecture - freeing the ground,
for what?
In a conference paper, entitled ‘The
Typological Burden’, Tarsha Finney
cites Kenneth Frampton’s critique of a
New York housing project built on pi-
lotis. The ‘city on piles’ brought about
a ‘typological burden’ - what would
the inhabitants have done with all the
space beneath the floating ‘building on
piles’. Elevated Railway Structures suf-
fer from a similar ‘typological burden’.
By virtue of being elevated, they allow
the continuity of pedestrian and vehic-
ular flows beneath. However their ‘ty-
pological burden’ lies in the question
of what these freed-up spaces could
become - how they are used, and how
they form urban space. (Finney 2014)
URBAN (LANDSCAPE) INFRA-
STRUCTURE
Flowscapes - spaces of flows and
spaces of places
Nijhuis and Jauslin (2015) puts for-
ward ‘urban landscape infrastructure’
as a design concept. As a critique of
engineered infrastructures that are of-
ten designed for a single purpose, ‘ur-
ban landscape infrastructures’ have the
potential to additionally shape urban
landscapes for social and ecological
benefit.
They propose four approaches to
the design of landscape infrastruc-
tures: spatial approach - as architectur-
al spatio-visual experiences; ecological
approach - green infrastructures that
sustain natural resources; technical
approach - civil and agricultural tech-
niques and social approach - participa-
tory and human-centered design (Ni-
jhuis and Jauslin 2015:19-20). A theory
11
 of ‘Flowscapes’ was developed with
TU Delft. In addition to the ‘spaces
of places’, urban landscapes consist of
‘spaces of flows’. Urban landscapes are
complex and dynamic systems with
various elements and processes in in-
teraction. ‘Flowscapes’ are “the formal
expression of structures for the (1) pro-
vision of food, energy, and fresh water;
(2) support for transportation, produc-
tion, nutrient recycling; (3) social ser-
vices such as recreation, health, arts;
and (4) regulation of climate, floods
and waste water.” Spaces of flows are
emerging as a new field and design dis-
cipline. (Nijhuis and Jauslin 2015:24)
Nijhuis and Jauslin considers three
potential fields where urban landscape
infrastructure could operate: 1) trans-
port landscape infrastructures, 2) green
landscape infrastructures and 3) water
landscape infrastructures (Nijhuis and
Jauslin 2015:26-30). Relevant to the
present paper, the field of transport
landscape infrastructure design in-
cludes various modes of transportation,
energy, waste and information systems.
When these functional infrastructures
are viewed as ‘urban landscape infra-
structures’ they have the potential to
integrate technical, aesthetic and social
values into multi-use designs that cre-
‘Gapscape typologies’ ate new forms of public space. (Nijhuis
(Horomingo & Morito and Jauslin 2015:26).
2004:187)
12
Gapspaces and gapscapes
Hormigo & Morito (2004), in
analyzing Tokyo’s JR Yamanote line,
discovered 16 types of spaces beneath
the elevated railway line. They ana-
lyzed spaces beneath according to per-
meability, accessibility and interactions
and occupations. Broadly four catego-
ries of spaces were identified: spaces
with restricted physical access, single-
unit permeable or occupied spaces,
wider permeable and interactive spaces
and complex plaza-like spaces.
A1 - embankment
A2-B3 - occupation single units
A2- one-sided access
A3- double-sided access
B1-B3 - fencing. visual permeability,
restricted access
C1-E3 - wider gapspaces. double or
multi-functional occupation. arcade-like
thoroughfares. allow for interaction.
D1-E3 - passages
D1 - tunnel
D2-D3 - shops, functional anchor
D4 - narrow alley between shops
D3-D5 -small plazas or crossings beneath.
E1-E3 - complex combinations of voids
and occupied spaces beneath ERS.
blend with surrounds, urban continuity.
ELEVATED RAILWAY STATION
TYPOLOGIES
A study by Loukaitou-Sideris et al.
(2013:331), looked at a number of dif-
ferent station typologies. Elevated rail-
way stations are difficult to physically
integrate with their surrounding urban
contexts. The study was conducted
along the Green and Gold elevated rail-
way lines in Los Angeles, USA. They
looked at the 14 elevated railway sta-
tions and came up with challenges and
remedies for better urban integration of
these stations.
The extant literature on urban in-
tegration of transit stations are mainly
about street-level stations. This paper
however focused on elevated stations.
Most of strategies that emerged from
this study are relevant to not only el-
evated stations, but the rest of the el-
evated railway lines too. From assess-
ing the accessibility of elevated stations
around the world, the researchers have
recognised four types of interventions:
1) architectural interventions, 2) land-
scape interventions, 3) mobile urban-
isms and 4) perceptual links. Within
each of these four types of interven-
tions, specific strategies to integrate sta-
tions with their urban fabric emerged.
The diagram is a summary of these in-
terventions.
13
 Table 2. Summary of urban design interventions
Advantages Disadvantages Costs Land Required Density

-Access to surrounding -Cost of building -High -High -High

uses. development over
-Increased density; ‘Elevated railway station inter-
existing infrastructure.
ventions’
Increasing ridership.
Loukaitou-Sideris
-Large amount
land required.
et al.
-Opportunities for
Full Knot 2013:321)
real estate development -Noise

-Access to surrounding -Development offers -High -Medium to High -Medium to High

uses. access only from
-Increased density; one side.
Increasing ridership.
-Opportunities for
Architectural Interventions

real estate development.

Side Access
-Opportunities for -Excessive -Low to Medium -Low -Low to Medium
real estate development. nolse/vibrations from rail
-Access to surrounding Architectural interventions:
-Height limit 3) ‘New Paths’ form new, mostly stimulation of the senses (sound, light, project is embedded in New York, it ramps, abutments, off-ramps, etc.
uses. (one or two levels)
-Variations in scale.
-Low capital needed.
1) Full knot. The station is envel- non-motorized connections between steam) by effects that define and con- will be studied here to get insight into that connect elevated structures with
oped within a building that houses areas that were divided by transport nect spaces. the methodology used; the universal the ground level. Trestle - the overhead
Viaduct Path Above
various functions, while different levels infrastructures. (Loukaitou-Sideris et 6) ‘Perceptual Extension’ - archi- typologies that emerged from inven- structures of the elevated railways. Park
are accesssed
-Use of station air rights. -Can become from within
expensive -Lowthe building.-Low al. 2013:324-326)
to High -Low to Medium tectural view-framing to connect dis- torying elevated transit structures and - where the elevated infrastructure run
-Less land needed. depending on its knitting
-Access to surrounding 2)with Side access. Similar to the Full
surrounding Architectural and landscape inter- connected spaces. the urban strategies of improving el- across publicly accessible or less acces-
uses. infrastructure.
knot, but the building is only on one side ventions require enough land and capi- 7) ‘Inclusive Cover’ - a net of light spaces for public benefit. sible parkland, Highway - that often
Viaduct Path Below of the station, requiring less available land. tal in order to realize, there are more and graphics are used to ‘wrap’ urban Typical el-spaces are under juris- form sheltered, dark and physical and
3) Viaduct (path below). Making modest types of interventions that infrastructure. (Loukaitou-Sideris et diction of a whole number of different visual barriers, Cluster - the many
-Can span greater -Limited to already -Medium to High -Low to Medium -High
distances with less use ofdensethesitespaces
area. beneath elevated rail- could be implemented with less land al. 2013:326-329) actors : departments of planning, trans- transit systems converge, creating large
land for anchoring.
-Access to surrounding
ways for other activities, outside or in and capital available: portation, parks, environment, etc. footprints that divide neighbourhoods;
uses. built structures. UNDER THE ELEVATED - Design Potentials: “ecological and tech- Clover - typical massive highway clo-
Bridge 4) Viaduct (path above). Utilizing Mobile urbanisms: Trust for Public Space. New York, nical infrastructure initiatives, new verleafs that leave difficult to access
-Access to surrounding
uses.
the space above
-Significant elevated
land needed.
-Significant building
stations,
-Medium this
-Medium to High 1) ‘Remote
-Medium urbanism’ fits new USA. 2015 forms of connective public space, stra- landscape patches; Span - bridges
-Span over wider setstrategy
of supportdoesn’t fully enclose the sta- programs or events into railway car-
needed. tegically located recreational areas, and that span across geographic and legal
Infrastructure.
-Connect various land tion, but wraps above and beside the riages - a mobile museum. A collaboration between the New innovative models of public-private boundaries offer opportunities to link.
uses (public space,parks,
amenities)- station, requiring less urban land. 2) ‘Off-site nodes’ connect plat- York City Department of Transporta- land use.” (Bauer et al. 2015:33) (Bauer et al. 2015:40-41)
Landscape Interventions

Layered Ground
5) Bridge. This type of interven- forms in various ways (foot and bicycle tion and the Design Trust for Public El-space assets: space (the vertical In addition to the seven types, the
-Access to surrounding -Noise associated -Low -Low -Low to High
uses. tion spans over transport infrastruc- bridges, moving sidewalks, shuttles,
with rail operations. Space undertook to study the elevat- dimension ranging from human-scaled Design Trust team also put forward an
-Low cost and ture (typically where these are located escalators, etc) to other places. ed highways, elevated railways and to lofty urban), land (physical space and incremental phased approach to trans-
maintanance.
Underspaces
beneath street-level). (Loukaitou-Sid- bridges of New York. The project was ownership), structures (architectural, forming these sites - pop-up > pilot >
eris et al. 2013:320-324) Perceptual links: published as a book, entitled ‘Under sheltered space) and locations (a connect- permanent. Low-cost, small, pop-up
-Access to surrounding -Noise. -Medium -Low
uses. 1) -Low to High
‘Nodal Networks’ use wayfind- the elevated: reclaiming space, con- ed network for alternate travel modes, interventions could initiate discus-
-Low construction costs. Landscape interventions: ing markers that define paths that link necting communities’ (2015). In New linear public space, and environmental sion and workshops and gather infor-
-Versatility in connecting
segregated amenities. 1) ‘Layered ground’ accommo- places within a large urban scale. York alone there is about 700 miles of use). (Bauer et al. 2015:38-39) mation. After which short-term pilot
New Paths dates landscapes on a new plane con- 2) ‘Priviledged Path’ uses recur- elevated transportation infrastructure An inventory of the 700 miles of el- projects could “test significant spatial,
-Flexibility in
development location.
structed over transport infrastructure.
-Stationary wagon could
block main rail line.
-Low -Low
ring markers
-Low to High
to show the route to sta- leaving in its shadow ‘dark, noisy and evated transit structures was mapped. programmatic and operational changes
-Versatility in serving 2) ‘Underspace’ converts spaces be- tions.
-Secondary tracks forbidding’ spaces.(Bauer et al. 2015:6) Typical sections were drawn and seven under elevated infrastructure” before
Urbanism

multiple stations. needed for extended

neathparking
urban infrastructures into land- 3) ‘Urban Narratives’ connect This project explored ways in which distinct formal types emerged from the investments in permanent interven-
Mobile

periods or
-Temporary service significant distances from
possible. scapesstation.
for recreational or other uses. stations to each other and to their sur- the ‘spaces under the elevated’ - or ‘el inventory: landing, trestle, park, high- tions are made. (Bauer et al. 2015:42).
-Low cost for
implementation.
-Maintenance needed.
rounding neighbourhoods, using visu- spaces’ could be developed into multi- way, cluster, clover, span. Case studies ‘Permanent’ improvements could then
al graphics or art that ‘tell stories’. functional public places that enrich the were then selected to to represent each be made with evidence-based designs
-Versatile in coveringExtract from
-Potential ‘Summary
misreading of of urban -Low
-Low
4) -Low to High
‘Graphic connections’ - surrounding neighbourhoods. of the el-space types. that are derived from communities and
Perceptual

complex urban fabrics. markers as a cohcrent

design entity.interventions’ in Loukaitou- 5) ‘Perceptual Stimuli’ or the Although the ‘Under the Elevated’ Landing - The barriers formed by their contexts.
Links

-Low cost for

implementation. Sideris et capacity
-Limited al. 2013) to
promote development.

14 15

ramps, abutments, off-ramps, etc. that
connect elevated structures with the
ground level. Trestle - the overhead
structures of the elevated railways. Park
- where the elevated infrastructure run
across publicly accessible or less acces-
sible parkland, Highway - that often
form sheltered, dark and physical and
visual barriers, Cluster - the many
transit systems converge, creating large
footprints that divide neighbourhoods;
Clover - typical massive highway clo-
verleafs that leave difficult to access
landscape patches; Span - bridges
that span across geographic and legal
boundaries offer opportunities to link.
(Bauer et al. 2015:40-41)
In addition to the seven types, the
Design Trust team also put forward an
incremental phased approach to trans-
forming these sites - pop-up > pilot >
permanent. Low-cost, small, pop-up
interventions could initiate discus-
sion and workshops and gather infor-
mation. After which short-term pilot
projects could “test significant spatial,
programmatic and operational changes
under elevated infrastructure” before
investments in permanent interven-
tions are made. (Bauer et al. 2015:42).
‘Permanent’ improvements could then
be made with evidence-based designs
that are derived from communities and
their contexts.
16
‘Greening the elevated’ - (Green
Stormwater Infrastructure GSI)
The elevated transit structures of
Philadelphia was studied PennDesign
City and Regional Planning Studio of
Fall 2016 (PennDesign 2016:22-31).
The typology was arranged according
to three categories - above, below and
beside. “Above refers to the function
of the structure, its width, frequency
of use, condition, and other character-
istics of the activity occurring on the
structure. Below includes aspects re-
lating to the environment underneath
the structure, including light levels
and passage through. Beside includes
the environment immediately adjacent
to the structure, including the land use
and density of structures.” (PennDe-
sign 2016:25) The study then did an
analysis of elevated transit structures
based on adjacent land-use, average
adjacent parcel size and elevated struc-
ture type. Three sites - one at a high-
way, one at a freight railway and one at
a passenger railway line - were selected
in areas of high environmental, eco-
nomic and socio-economic vulnerabil-
ity (PennDesign 2016:28-37). These
three elevated transit sites then served
as case studies for proposals to imple-
ment green stormwater infrastructure,
while also addressing neighbourhood
concerns. The strategies that were sug-
gested for these sites included: 1) estab-
lishing green corridors by linking new
stormwater infrastructure adjacent to
the elevated structure to a network of
rain gardens, street trees and parks; 2)
targeting large landowners and private
land-owners to invest in stormwater
retention schemes; 3) educating the
public about GSI at transit stations
through public art installations.
SUMMARY OF THEORIES
Within this section - theorising ERS
- elevated railway structures was elabo-
rated on as an urban type. These struc-
tures are infrastructures that take part
in urban form, sometimes behaving like
viaducts, city walls or portals. West8
et al have shown the typological evolu-
tion of the city wall from ancient for-
tification to contemporary hybrid types
and how elevated transit structures in
Toronto embody the city-wall-type.
Temtem viewed ERS in Berlin as build-
ing-viaducts. These hybrid structures
were integrated with the urban form
through facades, while accommodating
additional uses in ‘inhabited arcades’.
Finney exposed the ‘typological burden’
that structures on pilotis cause - what
to do with the undetermined spaces
between the columns. Nijhuis & Jaus-
potentialising
elevated railway structures
lin critiqued engineered infrastructures 39 types of elevated railway
and suggested that thinking in terms of structure interventions are de-
‘urban landscape infrastructures’ would scribed in this section, in the form of
include ecological and social uses too. ‘things to do about ERS’. The result
of a global literary search of various
They introduce ‘flowscapes’, or spaces-
instances of ERS and projects that
of-flows, as a new design discipline, in seek their urban integration, it is a
addition to spaces-of-places. Transport search for the potentials of ERS to
landscape infrastructures are one type contribute to urban life and urban
of flowscapes that could integrate dif- form, beyond their main transport
ferent functions and produce new kinds function - potentializing ERS.
of public spaces. Hormigo & Morito’s
gapscapes considered access, permeabil-
ity and interaction beneath ERS. They
derived a typology of gapspaces in To-
kyo. In Los Angeles, Loukaitou-Sideris
et al construed a typology of ways to
integrate elevated railway stations to
their contexts that are equally useful in
thinking about the urban integration of
elevated railway structures. The ‘Under
the elevated’ study derived seven for-
mal types of elevated transit structures
form New York. Through an incremen-
tal approach they initiated a series of
projects at sites that represent each of
these types. The ‘Greening the elevated’
study also devised a typology of ERS,
but combined this with a mapping of
areas of high environmental, economic
and socio-economic vulnerability in the
selection of project sites in Philadelphia.
The strategies they suggested were spe-
cifically focused on Green stormwater
infrastructure.
17
1 2
Paint it Green it
The structures of elevated railways In an effort to put the ‘jungle’
are great canvases for both organised and backinto the ‘concrete jungle’, there
unorganised graffiti-type art. Paint pro- are projects that cover up the concrete
jects could re-animate neglected spaces structures of elevated transit structures
and when designed in unison, they could with plants.
form graphic connections or tell urban A project like Via Verde in Mexico
narratives (see numbers 5 and 7). City creates an image of ‘greenness’
The Underground at Ink Block or an ecological imperative by adding
project in Boston invited 12 prominent planting around the existing concrete
artists to do murals and inaugurate a piers of elevated transit structures..
Mural Project in 2017. The murals cov- However, at what cost? With the cost
ered around 14 000 m2 of surface on of one of these green columns, 300
nine walls beneath a highway (Under- trees could have be planted elsewhere.
groundinkblock 2018). (Archdaily 2016). These ‘greening’
projects are perhaps more about the
image of elevated structures in the city,
and less about ecological benefit.
18
3 4
Mirror it
Reflective surfaces reflect their
surroundings and as such they could
have the effect of disappearance. Sean
Hogan suggested such a reflective sur-
face to cover the ERS in Melbourne.
(Masanauskas & Carmona 2017).
Early renderings of the the Davenport
Grade Separation in Ontario, Canada
showed reflective surfaces applied to
the sides of noise barriers of new el-
evated railways to reflect the surround-
ing context. (Metrolinx 2016).
Light it up
There is no lack of projects that
sought to liven up the spaces beneath
elevated transit structures with the use
of lighting. (Bill Fitz Gibbons in Bir-
mingham, Alabama; Herman Kuijers
did two permanent light installation for
two underpases - Marstunnel and Kost-
verloren - in the Dutch town, Zutpen.
The lights change colour, creating visual
movement through the tunnels, while
pedestrians, cyclists and motorists ‘ex-
perience the relationship between time
and space’. (Azzarello 2015)
Ballroom Luminoso in San Anto-
nia, Texas. A public art piece, entitled
‘Ballroom Luminoso’ was installed be-
neath an elevated highway in San Anto-
nia, Texas. Designed by Joe O’Connell
and Blessing Hancock, the art work is
‘meant to thrive in the unpredictable
elements of the public rather than in-
side a sterile gallery”. Chandeliers were
made of junk metals and bike parts
and each were fitted with a bright LED
light source to throw projections on
the structure of the highway. The lights
are switched on two hours before sun-
set and a gradual change of light from
natural to artificial happens during
this time. The project is a result of a
wider public art initiative to mark des-
tinations of neighbourhood or cultur-
al-historical importance. (Moret 2013)
5
Create urban
narratives around it
The old railway with arches at Gam
Cao, Long Bien Bridge, Hanoi. Re-
cently a project was launched where
Vietnamese and Korean artists painted
frescoes in seventeen of these arch-
ways with scenes depicting Hanoi’s
1000 years’ history. The artworks were
opened in February 2018 as part of the
Lunar New Year celebrations. The pro-
ject was a collaboration between the
People’s Committee of Hoan Kiem,
the United Nations Human Settle-
ments Program (UN-Habitat) and the
Korea Foundation (Hanoitimes 2018).
19
7 8 9 10 11 12
Make graphic Use wayfinding Make routes Deliver services Have events beneath it Inflate a bubble
connections around it beneath it beneath it

The surfaces of elevated railway
structures can become the hosts for
graphic works of art. Continuity can
be created through graphic consisten-
cy, while differences between environ-
ments and neighbourhoods can inform
variation.
The Davenport Grade Separation
project have invited artists to submit
proposals for adorning the elevated
sides. Alex McCleod have won the bid
with his project ‘Secret Park Gate’. A
1.4 km long ‘mural’ - or massive 3D-
rendered image - will depict six scenes
in response to its urban environment
(Hampton 2018).
The wayfinding strategy for the
Underline project in Miami by James
Corner Field Operations (2015), is
closely tied to the branding and identi-
ty of the Underline, forming a continu-
ous graphic identity. Wayfinding are
designed to encourage walking along
the trail; connect to surrounding trails
and neighbourhoods; encourage multi-
modal transport and minimize free-
standing signage. The signage provides
information on ‘Where I am’, ‘Which
direction am I facing’, ‘Where can I go
from here’ and ‘What is around me’,
completed with distances. Additional-
ly, facts and information on specific ar-
eas and artworks by local Miami artists
are included. Signage is mostly applied
directly to ERS (columns and beams)
and to the bicycle and walking paths
directly, minimizing the need for addi-
tional structures. (James Corner Field
Operations 2015:158-213)
Elevated railway structures are by
nature linear and they create routes be-
tween places. The spaces beneath ERS
can follow their route or connect to
other routes that connect green spaces,
for example. These routes are marked
using surface treatments or “recurring
markers within a continuous infra-
structure to establish and highlight a
particular route or path...” (Loukaitou-
Sideris et al 2013:328).
The Atlanta Beltine is an ambitious
project aiming to connect parks, trails,
transit and affordable housing into a
loop through Atlanta, Georgia. The
project originated with Ryan Gravel’s
Master thesis, entitled ‘Beltline - At-
lanta : design of infrastructure as a re-
flection of public policy’ (1999).
A study of left-over space beneath
two flyovers in Kuala Lumpur was
conducted in 2013 (Qamaruz-Zaman,
et al). The researchers found various
activities occurring here, at different
times of day. They observe informal
activities such as food stalls, cafes,
sports and recreational activities (in-
cluding chess playing, carom and ping
pong), businesses and services (eg. toys
and clothes stalls, as well as movers, a
car wash and workshop services), a bi-
weekly evening market with fresh food.
Cultural activities included traditional
performances with traditional musical
instruments. (Qamaruz-Zaman, et al
2013:96-101)
Apart from all the murals done as ‘Das Küchenmonument’ or The
part of the Underground Mural Pro- Kitchen Monument by Raumlabor and
ject, the Underground Inkblock in Plastique Fantastique was a travelling
Boston, MA is a space that have hosted inflatable and inhabitable sculpture
all kind of events. There are regular fit- that were inflated in various locations
ness and yoga classes, dog parades or with various events occuring in it. In
doodling days happening. The Octa- Duisburg it was even inflated beneath
cofest combined beer, tacos and music a flyover, hosting a public cooking and
into a festival beneath the overhead dining hall. (Raumlaborberlin 2016)
structure. (Underground at Inkblock
2018). After the success of this event,
a seasonal beer garden was opened by
a local brewery. Long tables, weather-
resistant lounge furniture and lawn
games can accommodate around 400
people. Food trucks and ‘pop-up shops’
will also be invited, providing an infor-
mal trading platform. (Cain 2018). The
park and event space was a combined
effort between MassDOT (Massachu-
setts Department of Transport) and a
development company, National De-
velopment.

20 21
13
Have a campsite
beneath it
The cover that elevated structures
provide makes the spaces beneath ideal
for camping out. During events or fes-
tivals visitors could be accommodated
here. The ‘Urban Campscape’ was such
a campsite during the Dutch Design
Week 2012. The space beneath a flyo-
ver in Eindhoven’s Strijp-S district was
converted into a campsite, providing
accommodation and cultural programs
such as “guerrilla gardening workshops,
an exhibition about the Green Corri-
dor, breakfast with products from the
Philips Fruit Garden, bicycle tours…”
(Knitel 2012)
22
14
‘Mobile urbanisms’
The programming of railway car-
riages for different purposes - eg. a
mobile museum or mobile classrooms
- or establishing connections between
elevated railway structures and other
places via bridges, ramps, escaltors etc.
Loukaitou-Sideris et al (2013:326-329)
call these type of measures ‘Mobile Ur-
banisms’. Pictured above here are the
carriages of the ‘Nomadic Railway City’
by Swedish architects Jagnefalt Milton.
15
Make a public space
beneath it
Spaces beneath elevated railways
are ideally suited for public spaces,
since they are usually closeby railway
stations and the cover overhead shel-
ters against sun and rain or snow. Of
this variety, example projects include
‘Under the viaduct’ by Renzo Piano
and G124 in Rome; A8erna in Zaan-
stad, Netherlands; De Hofbogen in
Rotterdam; the Crossroads Project in
Milwaukee, USA; the Bentway in To-
ronto.
The Minhocão Marquise, a project
by Triptyque Architects in São Paulo,
Brasil. A transformation of 3km of the
Minhocao Viaduct built in the 1970s.
In addition to the plants added and
stormwater retention, the project will
make public space in the 33m in-be-
tween spaces between columns. These
spaces will be filled with four kinds of
programs modules - culture, food, ser-
vices and shops. (Triptyque 2017)
16
Make an ice skate rink
beneath it
Beneath the Bentway in Toronto,
an ice skating route was installed to
mark the space beneath the Gardiner
Expressway as a new urban space and
outdoor art gallery. (Hague, 2018)
17
Make a ‘landskate
park’ beneath it
Skate parks are popular use of space
under elevated structures (Gardens
station, Cape Town, South Africa;
Ralambshovsparken, Stockholm, Swe-
den; Burnside Skate Park, Portland,
Oregon; Northbank, Melbourne, Aus-
tralia; Hanespark, Stade, Germany;
Heidelberger Bridge Park, Berlin, Ger-
many, etc. an extensive collection is
available at www.skateboard.com.au).
Scob Architecture and Landscape
have designed a number of ‘Landskate
parks’ in Barcelona. One of these, Skate
Park Les Corts, is located beneath an
elevated transit structure. The design is
conceived to form a continuity between
the skatepark elements, the vegetation
and public space - rather than bulky,
isolated elements. (Scob 2018)
18
Build ‘social billboards’
at intersections
Kosmos architects, in collaboration
with Ekaterina Zavyalova, transforms
the typology of the billboard with their
Queensway Billboards project. Instead
of advertising products, the billboards
make possible vertical circulation with
stairs, ramps, lifts, slides, etc. and per-
form social functions such as elevated
sports, vertical gardens, art spaces, cin-
ema, etc. In the project, a ‘billboard’
structure is located at each of the inter-
sections of a portion of the abandoned
Queensway railway. (Divisare 2016)
23
19
Make a park on a
disused railway
The High Line project in New York
received a lot of press for converting a
disused railway tracks into an elevated
park. It should be noted that Paris ini-
tiated this type of urban intervention
with the Promenade Plantée, designed
by architect Philippe Matthieu and
landscape architect Jacques Vergely in
1988 after they won the competition
for repurposing an abandoned railway
as a greenway. (Heathcot 2013:285).
After the High Line, a number of similar
projects were launched in the USA and
elsewhere: the 606 (Bloomingdale Trail)
in Chicago, the RailPark (at Reading
Viaduct) in Philadelphia, the St Thomas
Elevated Park in Ontario, Canada, the
Goods Line in Sydney, Australia. Al-
though these are certainly exciting pro-
jects in re-invigorating neighbourhoods
and cities, the question remains - what
to do about elevated railway structures
that are still in use?
24
20
Build a park above it
Barcelona didn’t wait for its rail-
ways to become derelict before they
added an elevated park space. The
Rambla des Sants, designed by Ana
Molino and Sergi Godia, added a sec-
ond deck above a railway line in the
Sants neighbourhood. The project
aimed to ‘heal the wound’ between
neighbourhoods that the railway tracks
severed. The new park deck ranges
from 4-12 m above the adjacent street
levels and is supported on a prefab con-
crete structure that recalls traditional
warren beams associated with railway
structures. (Landezine 2017)
Rambla de Sants, Barcelona, Spain.
2016. Ana Molino Sergi Godia
The Rambla de Sants project healed
a portion of Barcelona that was sev-
ered by train tracks. The existing train
tracks were roofed with a new linear
park, giving panoramic visual access
along two routes - a shaded one and a
sunny one. Between the two paths, an
artificial topography is densely planted
with shrubs and trees. Climbing plants
grow along the pre-cast concrete ‘infra-
structural facades’ with cable systems
to guide them (Landezine 2016)
21
Make a park beneath it
The Underline. Miami, USA. 2015.
James Corner Field Operations.
The Underline Park in Miami is de-
signed around seven ‘character zones’ -
‘active recreation’, ‘green tech’, ‘art &
craft incubator’, and ‘nature & play’.
“The Underline will have character
zones that draw from the surround-
ing neighborhoods and provide a var-
ied experience including a number of
unique programmed spaces along the
way.” (James Corner FIeld operations
2015:103). Within these character
zones there will also be half-mile ‘areas
of intensity’ that become destinations.
These include a play-focused area; an
area of nature-oriented play beyond
traditional playgrounds; an area of
arts and crafts with outdoor galleries
and connections to existing business;
an area for the public to ‘create, dis-
play and teach crafts that enhances the
public realm’; an area that caters for
the student population ‘by creating a
place to hang out, with social seating,
food and drink and fun recreational
activities such as roller skating and
skateboarding’ (JCFO 2015:128); an
area with health and wellbeing themed
gardens such as butterfly habitats, or
healing and aromatic plants; an area
for group and individual fitness - out-
door workouts, soccer, frisbee, running
and racing. (JCFO 2015:110-139)
22
Attach trees to it
By virtue of their height, ERS, cre-
ate the potential for attaching things up
in the air. The festive temporary hang-
ing of flags or lights comes to mind, but
more permanent suspensions are also
possibile. Diller Scofidio + Renfro de-
veloped an interesting way to have trees
attaching to the sides of elevated struc-
tures. The design was proposed as part
of the competition entry for the rede-
velopment of the Gardiner Expressway
in Toronto. ‘Suspended root ball trees’
would be suspended from the concrete
structure, as if lifted together with the
highway. Trees are planted in round
bags that fit in steel ring baskets at-
tached to the concrete structure. Once
the trees outgrow their bags they are
transplanted to streets. (Diller, Scofid-
io + Renfro 2010:8-9).
25
23
Plant trees beneath it
Chieu Lieu trees (Terminalia bel-
lirica) or small-leave Bang (Bucida mo-
lineti) trees are being planted beneath
the Cat Linh - Ha Dong line of the
Hanoi urban railway. These trees are
suitable for planting beneath railways
when they are pruned to grow horizon-
tally, instead of vertically. (Dat 2016)
26
24
Hang a pathway from it
In some instances the height afford-
ed by ERS, allow for structures to be
hung from them. The Marsupial Bridge,
part of the Crossroads project in Mil-
waukee, Wisconson, USA, is one such
example. A bicycle lane and pedestrian
track is suspended from and ‘hosted’
by the steel railway bridge above. The
bridge provides a close-up experience of
both the water and the steel structure
above. It reconnects neighbourhoods
across the river, while also becoming
an attractive visual centre-piece to the
Crossroads project and adding an iconic
urban infrastructure to Milwaukee
(La and Dallman 2009), (King 2010)
(Bruner Foundation 2008)
25
Make a bicycle path
beneath it
Radbahn, Berlin. A non-profit or-
ganization, called Paper Planes, formed
by eight Berliners in 2016. They want
to realize a 9 km cycling track beneath
the elevated structure of the U1 line
in Berlin. Ancillary spaces like green
spaces, recreational spaces and bike
service stations will line the cycle route.
(Finger 2017)
26
Park bicycles beneath it
At the Koiwa station in Tokyo,
bicycle parking for about 1500 bikes
were built beneath the elevated railway
tracks. The facility now serves the train
station, a local shopping centre and the
surrounding neighbourhood. (Ecosta-
tion21 2006)
27
Filter rainwater from it
Stormwater and rainwater (collect,
prevent flooding and filter oil, heavy
metals and gases) eg. Highway Outfall
Landscape Detention HOLD system
in Queens (Bauer et al. 2015:33).
The ‘Greening the elevated’ pro-
ject by the PennDesign studio of 2016
proposed strategies to improve spaces
around elevated transit structures,
mainly through the implementation
of Stormwater Green Infrastructure
(PennDesign 2016).
28
Let animals pass be-
neath it
The SGR (Standard Gauge Rail-
way) is being built through Nairobi
National Park in Kenya. Initially
planned to run through a rhino breed-
ing ground, the railway has been di-
verted over grassland. Although the
railway has been raised above ground
by 7m to 40m to allow animals to
pass, there are still concerns that the
6km railway will affect animal migra-
tion patterns. (Rajab 2018). The Kenya
Railways Company chose this route to
avoid high land compensation costs.
27
29
Build beneath it
Building beneath elevated railway
structures poses limitations, in terms of
dimensions and in terms of ownership,
safety regulations, etc. Despite these
limitations, various uses could be ac-
commodated in interior spaces beneath
elevated railway lines. These functions
are a product of the context. MySpace
Architects in Delhi did a study and
found that 60% of the spaces beneath
the Noida metro line could be devel-
oped into functional spaces (Dovey
2017), that could include: Start-up
and small scale businesses, co-working
spaces, government offices, community
centres and night shelters (Rethinking
the future 2017)
28
30
Build an open air mu-
suem beneath it
CAATstudio made a proposal to
convert the space beneath the Mirdam-
ad bridge into an open-air anthropol-
ogy museum for pedestrians. By cover-
ing columns an acoustic space could
be created. (Santos 2017; CAATstudio
2017)
31
Build modules be-
neath it
The serial spatial bays beneath
ERS as well as the sensitivity of site
- construction would interrupt traf-
fic - makes modular construction
techniques ideal for building interior
spaces beneath ERS. In Tokyo an en-
tire nursery school was built beneath
the JR Chuo Line. The ‘Global Kids
Musashi-gakuen’ school was built to
fit in a space of 90 x 11.5 metres, fit-
ting in-between concrete piers spaced
15m apart. The school looks like a five
car train, with each of the ‘cars’ con-
taining a classroom. To minimize the
on-site construction time, lightweight
steel construction was used that could
be assembled by hand on site. (Ishijima
Architecture 2014)
32
Fill in the viaduct
Interior spaces beneath railway via-
ducts are often created by closing-off
viaduct arches. Where-ever there is a
city with viaducts there are likely parts
of these viaducts that have been con-
verted into shops, restaurants or other
interior spaces. The Promenade Plantee
in Paris, Imviadukt in Zurich, the No-
lle restaurant in Berlin, the McDonalds
in Vienna.
33
Build an events cage
beneath it
The Shimokitazawa Cage in To-
kyo is a 12m x 16m cage built beneath
an ERS. The space in the cage can be
configured to become different kind of
event spaces - theater, movie theatre,
market, round stage, bazaar, ring or
runway. (Keiobridge 2017:18)
34
Build an inhabited
bridge
This urban type is manifested in
the well-known medieval bridge,the
Ponte Vecchio in Florence, Italy. This
type occurs when a bridge, or elevated
structure, includes a building above it.
Steven Holl designed at least two
projects of the ‘inhabited bridge’ type.
He curated the Pamphlet Architecture
#7 issue, which included his project for
a landmark in Melbourne, Australia.
The Melbourne project consisted of
seven inhabited bridges - or ‘urban
arms’ - that extended streets over a
railway and connecting these to a river
- Bridge of Pools and Baths; Cultural
Bridge; Bridge of Piazzas; Bridge of
Ancient/Modern Columns; Bridge of
International Trade; Bridge of Odd
Flowers and the Bridge of Houses. The
seventh bridge, the Bridge of Houses,
was later adapted to a project for the
disused Highline in New York - the
‘Bridge of Houses’, 1981. (Hyde 2008).
29
35
Build a building
around it
The idea of living in a building with
a railway running through it, may not
sound very appealing. This was the real-
ity for residents of the ‘Durchbrochenes
Haus’, in Berlin, until the building
was bombed during WW1. To this
day the U1 line at Dennewitzstraße
runs through an apartment building.
(secretcitytravel 2014) The Chinese
city of Qhongqing built the Libiza sta-
tion on the sixth to eighth floors of an
apartment building. The sound insula-
tion fitted reduces the sound of trains
to about the noise of a washing ma-
chine. This under-exploited typology
could mean continuity of urban form
and facades, despite of railways passing
perpendicularly through them. (Mol-
loy 2017)
The Heron Quays station of the
Docklands Light Railway in Canary
Wharf, London (2012) is another ex-
ample of this type.
30
36
Build a building
beside it
The Siam Paragon shopping mall in
Bangkok is directly link with bridges
and plazas to the Siam Station of the
Bangkok Skytrain. In August 2017
a further skywalk bridge was opened
over the Pathum-Wan intersection.
Case engineers and Urban Architects,
designed a pedestrian link across the
intersection. A plaza-like space, with
colourful green tiles, umbrella-like
structures and comfortable seats, was
created that connects to the four cor-
ner buildings and the Skytrain station.
These buildings that include shopping
malls and an arts center are made into
side-access buildings, connected to the
train station (Case 2017; Loukaitou-
Sideris et al 2013).
37
Build a building
above it
Where there is limited space avail-
able beside elevated structures, a build-
ing could be built on columns or piers
right above the elevated railway line.
The Standard Highline hotel was built
on sculptural piers to hover over the
abandoned railway line and new linear
High Line park. The hotel challenges
traditional notions of privacy and the
transparency of hotel rooms reach from
both inside-out (panoramic views) and
outside in (visual proximity of pedestri-
ans on the high line) (Ennead, 2009).
38
Design the structure
to house other uses
Elevated railway structures are
designed to accommodate other uses
above, beneath or beside them. The
position and spacing of columns have
a definite effect on how the spaces be-
neath can be used. Large concrete piers
in the middle, forces movement around
them, while if they are placed off-centre
or if two smaller piers are used, move-
ment can continue along the centre
line. This aspect is especially important
where there are roads on either side of
the columns. A double or off-centre
column configuration could add a pro-
tective zone for pedestrians, cyclists,
etc. from surrounding vehicular traffic.
The height of horizontal elements de-
termines what the spaces beneath can
be used for - if high enough, two levels
could be added - an open ground plane
with a second enclosed level or double
storey enclosures.
39
Design in Variation
ERS has the potential for a con-
tinuous variation or differentiation
along its different lines and different
stations. This could pick-up on local
contextual differences, while also aid-
ing way-finding and place-attachment.
Why is that the metro structures look
the same everywhere? An economy of
scale, professional laziness, lack of am-
bition? The Metamorphosis paintings
of MC Escher show a gradual evolu-
tion of a form or pattern. What if the
metro lines gradually transform along
its route through different parts of the
city, mimicking the differences of den-
sities and ages in its surroundings.
The typologies (or things to do
with elevated railway structures) de-
fined here are idealised ‘slices’ of
ERS. They exist in series along rail-
way lines and a whole array of these
types could occur along one railway
line. These types are useful in multi-
plying the possible ways that ERS can
aid urban integration. The application
of types in the design of spaces around
ERS are necessarily specific to their
context - it is from here that appropriate
design strategies should stem.
31

ERS ARE TRENDY
The last two decades have seen
many projects arise that sought to
improve residual urban spaces. The
value of urban land has necessitated
the better use of left-over space around
elevated railway structures. Projects
everywhere have come up with various
ways to bring urban life to these resid-
ual spaces. These typologies are mostly
also applicable to other elevated urban
structures, like highway structures.
ERS ARE PART OF THE
URBAN LANDSCAPE
More disciplines (urbanism, ar-
chitecture, landscape, events, parks,
recreation) should be involved with its
design - not the exclusive domain of
transport departments and engineers.
ERS SHOULD BE
MULTI-FUNCTIONAL
Elevated railway structures should
perform more functions than only
transportation. They should also con-
tribute to the city in one or more of
the following ways : hosting public art,
forming public spaces, forming event
spaces, forming landscapes, forming
recreational spaces, become integrated
with building fabric (beneath, beside
or above).
32
ERS SHOULD INTEGRATE
URBAN FABRIC
ERS don’t have to sever the urban fab-
ric. With careful design (and attention to
‘gapscapes’) ERS could be designed to in-
tegrate urban fabric. This could be done
in various ways - graphic and perceptual
links, continuity and programming of
the urban ground; ‘wrapping’ new build-
ings around ERS, accommodating addi-
tional formal and informal uses beneath
the structures, The ways to integrate ERS
present themselves as types.
ERS ARE HYBRID TYPES
Elevated transport infrastructures
are hybrid urban types (sometimes act-
ing as city walls, portals, bridges, etc).
They are also a type of ‘urban land-
scape infrastructure’ that form ‘flows-
capes’, performing architectural, land-
scape, urban and ecological functions
in addition to transportation. By pay-
ing attention to the type of ‘gapspaces’
these elevated structures create, urban
accessibility, permeability and interac-
tion could be ensured. The 39 types of
interventions have multiplied the vari-
ous potential ways that ERS could be-
come integrated with urban life.
conclusion
EARLIER THE BETTER
Although there are numerous strategies
of integrating elevated railway struc-
tures within urban contexts, the physi-
cal limitations of specific instances,
often exclude many of these strategies,
especially once the structures have al-
ready been built. If in the planning and
design of these structures, the prob-
lems of mono-function, residual space
and division are considered earlier,
these structures could be better inte-
grated and allow for more open-ended
uses around them.
ERS IN CONTEXT
The danger of a typological ap-
proach to design is that it becomes a
duplication of static types. The 39
types (or concepts) presented in this
paper were more to open-up the mul-
tiple potentials of ERS to form part of
urban life. For interventions to be ap-
propriate, they necessarily need to be
derived from the context - physical,
social, cultural, historical etc. The con-
text could also become the informant
for context-specific concepts to emerge.
33
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