NEXUS OF INDETERMINACY
By Cecilia Siwai Ho
MASSACHUSETTS INS
OF TECHNOLOOy
JUN 27 2013
Bachelor of Arts in Architecture
University of California, Berkeley, 2004
LIBRARIES
Submitted to the Department of Architecture, in partial fulfillment of the requirements for the degree of Master of Architecture at the Massachusetts Institute of
Technology, June 2013.
© Copyright 2013 Cecilia Siwai Ho. All rights reserved.
The author hereby grants to MIT permission to reproduce and to distribute publicly
paper and electronic copies of this document in whole or in part in any medium
now known or hereafter created.
Signature of Author
Certified By
J
1
J~epartment
Cecilia Siwai Ho
of Architecture
May 23rd, 20 t3
Alexander D'Hooghe
Associate Professor. Department of Archifecture And Urbanism
Director. MIT Center for Advanced Urbanism
Accepted By
Tclkehiko Nagakura
Associate Professor of Design ond Computation
Chair of the Department Committee in Graduate Studies
COMMITTEE
II/ THESIS ADVISOR 1/1
Alexander O'Hooghe
Associate Professor. Department of Architecture and Urbanism
Director. Mit Center for Advanced Urbanism
III THESIS READERS III
Nader Tehrani
Professor. Department of Architecture
Head. Department of Architecture
Mlho Mazereeuw
Assistant Professor. Department of Architecture
Har Ye Kan
Post Doctoral Researcher. Graduate School of Design. Harvard University
NEXUS OF INDETERMINACY
By Cecilia Siwai Ho
Submitted to the Department of Architecture, May 23rd, 2013
in partial fulfillment of the requirements for the degree of
Master of Architecture at Massachusetts Institute of Technology
III THESIS ADVISOR III
Alexander O'Hooghe
Associafe Pro fessor. Departmenl of Archil ec1ure
Direc1or, MIT Cenl er for Advanced Urbanism
III ABSTRACT III
Every year, China experiences the largest human migration in history during the 40
days of Chinese New Year (Chun Yun). It is a period when migrant workers travel
from coastal industrial cities to inland rural areas for family gatherings. Just in 2012,
over 235 million people migrated across the country during such short extent of
event.
In Guangzhou, an industrial city in China, the main rail station handles passengers
of 900,000 in one week. Due to the large volume of passengers and infrequent train
rides under severe winter condition, these passengers are detained for as long as
a week. Waiting conditions are often harsh. Large scale of human and traffic congestions are resulted and mobility within city is greatly disturbed. An expansion of rail
infrastructure and station is crucial during the high travel season.
At the same time, China is experiencing a transitional economy as it is entering a
post-industrial development. There is a huge need for the country to initiate a new
kind of economy for further growth. Rail stations are often crucial in drawing economical developments to cities.
This thesis investigates the indeterminate nature of rail stations which serves as a double agent: managing the sudden flux of Chun Yun and becoming an economical
development initiator in the post Chun Yun period.
TABLE OF CONTENT
ICHUNYUN
, I THE CHUN YUN PHENOMENON
I
7
I
CHINA THE WORLD FACTORY NO MORE
8
12
IRAIL TYPOLOGIES
17
III RAIL STATION AS STATIC OBJECT III
18
III RAIL STATION FOR SUSTAINABLE FielD III
III RAIL NETWORK IN CHINA 1/,
24
28
IGUANGZHOU CITY
31
/1/ GUANGZHOU CITY AS CASE STUDY 1/1
1/1 NEED IN INCREASING TRACKS 11/
/11 GUANGZHOU CITY AND STATION III
32
34
38
I THE DIVIDED CONTEXT
41
III INFRASTRUCTURAL DIVISION III
III THE SUPERBLOCK STRUCTURE III
42
44
ITHE CONNECTING FIELD
53
III FIELD FRAMEWORK III
I I I FielD CONNECTOR I I I
50
54
ITHE INDETERMINATE FIELD
59
I CIRCULATION CONTROl AND INDETERMINATE PROGRAMS , I
I I INDETERMINATE CIRCULATION I
I RAIL STATION MASTER PLAN I
60
62
64
IFIELD EXTRACTION: THE EXPOSITION FIELD
69
I I I THE EXPOSITION FielD I I
III INDETERMINATE USE OF SPACE/II
70
76
IPROCESS I
83
I I I TRACK STUDIES ,'I
I I I INITIAL MASSING STUDIES I'
'/ FILED EXTRACTION MASSING STUDIES ,
I FILED EXTRACTION BUILDING STUDIES · , .
/ ' f FINALL MASSING MODel l·· .
I I I FINALL BUILDING MODEL '
18/8L1OGRAPHY
84
86
92
94
96
98
104
,
,
",
l'
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CHUN YUN
THE CHUN·YUN PHENOMENON
The Chinese New Year is the time for family gathering in Chinese culture. Most migrant labors travel from coastal cities to inland cities during this period. The high
volume of passengers have challenged rail transportation system. Rail as a means of
travel is still considered the most popular and affordable in China. Approximately
120 million migrant workers found oir travel and highspeed railway too expensive
and bus travel too impractical due to the distance. As a result, trains and train stations are often overcrowded. During the severe winter, trains are often delayed. The
lack of trains have made the experience of traveling home more painful. According
to the documentary. "Last Train Home," it could take one week to get a train ticket,
another week to wait for boarding train and two days in train ride. The journey to
home can take up to two weeksl
The waiting condition at train station is often harsh with no provision of water, food
or a resting spot. The large quantity of queuing outside of train station has caused
frustration and fatiques within crowds. Some passengers also suffered from overcrowding and need medicial attention. Extreme traffic congestions are also caused
as passengers lining up in open area surrounding the train station including streets,
roads, space underneath highways. During the travel peak period, local govern-
III CHUN-YUN MIGRAOON PATTERN III
III NORMAL MIGRAnON PATTERN III
ments struggled to find solutions to manage the sudden flux.
The intemal migration pattem in China usually start from coastal cities to inland areas during the Iraveling seasons. The direction reverses during post Chun Yun period where coastal cities attract the migrant population mainly for business or work
reasons.
A solution is long needed to solve the annual flux and chaos that Chun Yun brings.
In order to accommodate the increased passenger loads. there is a need in expanding the rail station during the critical traveling period during Chinese New Year.
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CHINA 'THE WORLD FACTORY NO MORE'
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China has benefitted tremendously with the population control by separating its
people into rural and urban area. Hukou is a class separation system and was legalized during the establishment of People's Republic of China and by the Communist
Party. It divided the population in half into two categories. the urban and the rural. A
citizen's registration was issued per family. meaning all family memebers
will follow the same household registration record. It was a tool used by the central
govement to control population flow and resource distribution. The policy created
an abundance of labor force in rural area and provided extremely cheap labor for
the industrial development in the urban area especially the coastal cities.
It was also a system worked perfectly with the Arthur Lewis' dual sector model. The
overfiow rural population with limited amount of farmland created an extreme mass
that would migrate to urban settings for jobs. During 70's and SO's. as China was
going through industrial development. these migrant workers served as the cheap
13
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labor and made an extreme low-cost production line for the western investments.
As China took on the role as "The World Factory". government and factory owners
continued benefitting from the system that was supported with an endless supply of
cheap and marginalized migrant workers.
Under Deng XiaoPing's economical reformation in 1988. China was gradually
opening up and more foreign investments were drawn to the country. Enjoying
two decades of lucrative industrial development. China's economic growth started to stagnate and in need of breaking the middle income trap in order to uplift
the economy to the next level. As China's economy became market oriented. its
growth pattern was inevitably simulating the ones of developed countries and need
to face challenge of entering a post-industrial phase. A new approach in economic
development be crucial to sustaining China's growth.
III AlSOWll! MONOC:UUUIIAI.1tAII. STATION/II
III MONOCUUUIAL IAI. STAltON/lI
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As a Nationally owned development. rail stations planning in China since 1950's had
been solely dedicated to the mere function of transportation service. The Beijing
Station. built in 1959, takes up to 250.000 square meters and it is merely serving as a
transportation hub with minimum amount of amenities that support a large amount
of passengers stopping by the station daily.
In Chinese rail station planning. a national guideline was issued and often emphasized on the need of making the train ride experience as efficient as possible. It was
a planning with a rigid mind set where no activities or programs of commercial or
other nature could be implemented into the roil station planning. Rail stations were
often left monumental and demonstrations of the government's political power.
Similar design ideology is applied in stations of other major cities. The stations are
monoculture and have missed the opportunity in infusing a diversed growth in cities.
especially a train station is the main attraction of drawing flows.
III tHE MONOCULTUIAl. ECONOMY JIJ
II/ tAl. STATION AND tHE CUSTOMIUD ECONOMY III
III tHE CUSTOMIUD ECONOMY 11/
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As Jane Jacob has mentioned. a sustainable economic development depends on
diversities. The diversity should happen in scales. types of industries. range of participants and means of communications.
Current station has favored an industrial economy as it is mainly serving as a logistic
device for distribution of resources. The new rail station typology should be imagined
as a catalyst in creating diversities and as a means catered to the city and its participants. The expanded station can be used to nurture businesses from large corporates to smaller entrepreneurs during the post Chun Yun period.
An indeterminate nature will be crucial in China's rail station design as it needs to
accomodate the sudden flux during Chun Yun. Such indeterminacy is also means
to allow flexbility in use of space in order to promote a diversed economic growth.
Housing various scales and types of commercial developments. the station planning
should not be definite or dictated.
r
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RAIL TYPOLOGIES
RAIL STATIONS AS STATIC OBJECTS
III MOSCOWIII
III ST. PETERSBURGIII
/1/ (1WIN) TOWERS OF lABEL 11/
III PENN STATION, PHILADELPHIA III
III LYON-SAINT EXUPERY AIRPORT RAIL STATION III
/1/ CIVIC PROMETHEUS /1/
11/ STRUCTURAL MANIFESTAnON 11/
19
fll GARE DE l ' EST III
11/ DUAL MONUMENTS 11/
Typical rail station design fails at addressing the need in developing a flexible usage
of a station. Throughout history, rail stations had been built as manifestation of politicalor technological advancements, These rail stations carry symbolic meanings and
represent their cities. They stayed as iconic and static objects.
There are obvious cases around the world. The Moskovsky Station in Moscow and
the Leningrad Station in St. Petersburg were built exactly the same from exterior to
interior to literrally link the two cities together. It was planned to give passengers a
literal impression of the strong connection between the cities. The Penn Station in
Philadelphia sits in a area dedicated to government services and the architecture
expresses civic ness. It perfectly occupies a square block without much programs
of public nature planned around it. Lyon-Saint Exupery Airport Rail Station is built
almost as sculpture to show off advancements in technology and structural engineering. Locating in a suburb area, the station's scale is vastly larger than buildings
in the neighborhood. Its appearance creates a big contrast to the city yet not able
to integrate with the city but serving as a outstanding Iandmark.There were a lot of
attention putting into how rail stations are perceived and how passengers will be
using the rail station, In order to plan for a rail station that induces diversity in growth
and flexible use of space, integration into city should be emphasized in rail station
design.
21
Rail station design in China had been more monotonous in addressing
flexilbility in use of space. Chinese rail stations always consist of predetermined
program: a large amount of public open plaza, a non-hybrid rail station and tracks.
Efficiency for users was always the top priority in design.
Recent stations designs were planned with the same methodology since the beginning of the communist party. The unchanged mindset created a worse relationship
between the rail stations and the surrounding context. Given the larger stations
needed, a much larger public space is planned. The large public space can take
up to 4 to 5 super blocks. New stations in both Shanghai and Guangzhou are under
an island effect where the large amount of open space is disconnecting the station
to the city.
Recent designs have not take up the opportunity in promoting a new breed of mixing transportation and economic development.
HYBRID TYPOLOGY
III BERLIN CENTRAL STA TlON III
111 2-WA Y CROSSING III
III BIBLIOTHEQUE FRANCOIS STATION III
III SUSPENDED STA GE III
Contemporary rail stations around the world have long considered the importance
in hybridizing rail stations with other types of public spaces.
The Berlin central station contains a basic station for high speed rail and it is tied with
a shopping mall as part of a waiting room. A commercial tower development is
located on top of the station.
23
III GRAND CENTRAL STATION III
III
EAT END III
III PORTA SUSA TGV STATION STATION III
III MULl/LA YERED INFRASTRUCTURE III
The Bibliotheque Francois Station merges with another type of public space, a theatre, and allow panssengers to enjoy cultural activities.
Public spaces are integrated into the station. Passengers are given choices for how
to experience a train ride. A public program can be part of the route when boarding trains.
RAIL STATION AS SUSTAINABLE FIELD
/II PUIUC SPACE CONTIIIIITING SECTOIS 11/
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As a singular object fails in promoting an indeterminate development. Rail station
should be conceived as a space that can be fragmented to serve different fabrics
of city. Fragmentation allows variations in combining units to form distinct entities for
commercial developments.
Pulblic open space at station can be considered as a space shared between rail
25
station and the city that can be used by different neighborhoods differently.
Station should also be thought to draw flows from various neighborhood and using
its status as transportation hub to further strengthen network and connection within
the city. The station itself then being the link to tie the segregated neighborhoods.
IIWIRJ Oi\\DIRJ
DDDDDD_aD DDDDDDDDDD
_aDCla.llsa. aa.a_aa•••
II/ MAIm OIIfNTED
ECONOMY 1/1
11/ INDETEIMINATE ECONOMY 11/
11/ SOCIALIST ECONOMY 11/
llI IAILST"1ION SBVING" DIVIISIII DtYILOPMINT III
11/ STAnON INDUCING LOCAL AUTONOMY 11/
11/ STAnON INTEGltAnNG SECTORS 11/
Challenging the object typology. rail station planning can be treated as a field condition. The Euralille by OMA is an example of using a collection of objects to activate
different parts of city. The Rail corridor redevelopment in Sants is another example
using the station as a park to extend its service to the city with an alternative pro-
11/ EURALILLE 11/
gram of a public park. Both examples share the advantage of being able to extend
the rail station with a public program that can further serve the community. Such
extension happened as a field.
CHINA RAIL NETWORK
/1/ EXPRESS TRAINS /1/
,Ii' I_Cnill'lll:SS JII
1/1 MSTJJIA&II III
1/1 JBIIQWIYJ'RAIVIII
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29
III HIGHSI'EED RAIL III
--""'/11
· '111 .... _ _ 111
Currently in China, there are two main types of rails, the express train and the high
speed rail. The newly developed high speed rail connect the major coastal cities
and the express trains connect to both coastal and inland areas,
The express train remain as a popular choice of population due to its low cost. Big
portion of the migrant workers still prefer riding with the more conventional type of
trains.
,
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GUANGZHOU CITY
,
"
GUANGZHOU CITY THE CASE STUDY
11/ fLOATING VS.
LOCAL POPULATION 11/
11/ GUANGZHOU CITY
INDUSTRIAL ZONE III
Guangzhou city is chosen to be the case study
since it is one of the biggest industrial cities in China. Almost 50% of land use is dedicated to industrial
use and 1/3 of the population is floating population.
It is also a main transit hub connecting rail lines
coming from northern major cities including Beijing.
Shanghai to lines traveling to other southern parts
of China including Shenzhen and Hong Kong. It is
also a major connection point between east and
west parts of China.
Because of its significance in connection. Guangzhou's rail stations face the largest pressure during
Chun Yun and Guangzhou Rail Station needs a
new design to tackle the annual problem of human
congestions.
11/ GUANGZHOU CITY ZONE 11/
33
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/1/ PARIS :: 7880 PPl/TRK /1/
GARE DE LYON
11/ ~ TRACI:S :: '1OM/YR 11/
------------- GARE MONrPARNASSE
GARE D'AUSTERUTZ
11/ '2!HRACI:S :: 3IJMIYR 11/
GARE DE PARIS-&RCY
11/ 10 TRACI:S :: IOM/YR 11/
11/ ~ TRACKS :: SOM/YR III
GARE DE L'EST
11/ 10 TRACI:S :: IOM/YR 11/
GARE SAlNT-!ARlARE
III 56 TRACI:S :: l00M/YR III
GAREDUNORD
11/ 70 TRACI:S III
/1/ BERUN :: 55,000 PPl/TRK /1/
BERUN HAUPTBAHNHOF
11/ 16 TRACI:S :: l'OMlYfl II/
BERUN GESUNDBRUNNEN
1/1 Z2 TRACI:S /II
BERUN SUDKREUI
BERUN OSTBAHNHOF
/II Z2 TRACI:S //I
III MOSCOW:: 105,546 PPL/TRK III
LENINGRADSKIY
11110 TRACI:S /II
11/ 16 TRACI:S II/
K.AZANSKY STATION
/II 171RACI:S /II
11112 TRACI:S III
SA VYOLOVSKY
/If 11 TRACI:S II/
KURSKY
111 17 TRACI:S /If
---- _.---------_ ....----
35
III SHANGHAI:: 479.565 PPL/TRK III
SHANGHAI STATION
III • TOAC~ /II
HONGOJAO STATION
11/ 30 TOAC~ :: 52M/YR /II
SHANGHAI SOUTH STATION
'I! 26 TRAC~ :: 44M/YR 11/
BEIJING NORTH STATION
11/ 22 TOAC~ III
BEIJING STATION
11/ 16 TOAC~ II!
BEIJING WEST STATION
II! 2OTRAC~ :: 25M!YR II/
BEIJING SOUTH STATION
.~ - -.
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11/ 26 TOAC~ :: 44MiYR 11/
BEIJING fAST STATION
III 22TOAC~ /1I
City wide station planning is partly handling the demand of rails. Multiple stations are
located in cities for ease of access and distribution of rail service per direction of rail
lines. Observing number of tracks used to serve population in different cities. China's
demand in rail lines is critically large. In Paris. among the seven stations. each track is
serving 7.880 people. Each Track in Guangzhou. Beijing and Shanghai is serving over
200.000 people in each city. There is a great need in increasing the number tracks in
the current rail station in Guangzhou.
RAIL STATIONS IN GUANGZHOU
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Guangzhou city has five
main rail stations. Each
serves rail lines connecting
to different parts of China.
_._IIUJ£IIRH
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Guangzhou station is the
oldest station in Guangzhou
city and it faces one of the
biggest challenge of Chun
Yun in the Country.
III GUANGZIIOU :: 224.141 PI'\I1IIt III
37
III GUANGZHOU CITY III
39
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III lEGIONS ALONG RAIL WAY III
THE DIVIDED CONTEXT
INFRASTRUCTURAL DIVISION
-
D
Guangzhou city is a segregated or divided context. The area around the station is
not a very pedestrian friendly area. The multiple layers of transportation infrastructure going through the city is blocking the pedestrian flow. Wide lanes roads and
highways often makes crossing difficult.
43
THE SUPER SLOCK STRUCTURE
/1/ CITY PATTERN III
The superblock structure is another factor the city is segregated. Commercial developments inside the superblock is often not coneniently accessible. More private
paths of pedestrian flows are often connected to the inner parts of the super block.
A block often consists of large commercial buildings accompanied with repeated grid patterns from standard public housing. Commercial developments occur
45
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along major axis. However. these axes are often interupted by highways or wide
lanes roads. A continuous commercial development of a street experience is hard
to implement. To the south of station. It is a center of typical commercial development. To the north of station. it is the industrial based commercial development. The
new rail station can be imagined as a means to connect the two major commercial
center together and create one new commercial hub.
11/ AcnvATlON OF FORMAL AND INFORMAL PUBLIC SPACE 11/
The exisiting pedestrian routes within a super block is often connected to either a
formal or informal public space.
47
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III PEDESTRIAN CONNECTION OF CITY 1/1
By extend the pedestrian flows into the rail station, a framework of field connection is
set up. The rail station is no longer acting as the divider between the north and south
but the center of the area.
1I1 0VERCROWDINGIII
The original station is planned to receive passengers and traffic on the same side and one side
only. Access to the station is singular and there is
not enough flexbility to handle the sudden flux of
passengers during Chun Yun.
III ARCHIPELAGO EffECT III
Both the rail tracks and the wide lanes disconnect
the station to the immediate neighborhoods. Pedestrians can mainly enter the station from Metro
Station that arrives at the station. This makes access
to station, again, very limited.
III PUBLIC SPACE AS ISOLATOR III
The large depth of the open plaza is further creating disconnection of the roil station to the city, especially the plaza is a vast open space that is not
filled with much modes of activities or attractions,
49
I
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FIELD FRAMEWORK
III PEDESTRIAN PATHS III
In order to ease up pedestrian crossing, the road traffic will be descended to an underground level so that the cross distance is shortened from 16 lane traffic to 4 lane
traffic.
The number of tracks need to expand from four platforms in the original station into
eight platforms. The mere expansions of platforms would result in a extremely uneven distribution of public space, leaving the rail station harder to access.
51
11/ TRAIN STAOON AND NEIGHBORHOOD CONNEClION 11/
The split of tracks reduce the distance of crossing to reach a node of attraction.
Meanwhile, it helps setting up an even distribution of public space from front to
back of station. Therefore, the two sides can serve as entrances. The station is further
fragmented to serve different parts of the surrounding neighborhoods.
*'
THE CONNECTING FIELD
FIELD CONNECTOR
.~
II
Following the pedestrian framework. a field condition is created to serve the different parts of neighborhood with a theme of commercial development. These segments of neighborhoods include garment districts. education. exposition and logistics trades.
55
III GARMENT TRADING III
III EDUCAnON III
III EXHIBmON III
B
III LOGlmCS TRADING III
III EXPOsmON III
III GARMENT TRADING III
Informed by the exisitng massing. a group of privately organized commercial masses
are formed and act as the economic generator of the station and the area. A second layer of public program is created for the open public as the nodes of attraction in the particular segment of neighborhood.
57
III RAIL STATION AXONOMETRIC VIEW III
THE INDETERMINATE FIELD
CIRCULATION CONTROL + INDETERMINATE PROGRAM
III STAnON BASE AREA/II
III STAnON CIRCUlATION STRATEGYIII
61
Waiting space required during Chun Yun will take up open space on ground and an
additional layer above tracks. The proposed field condition introduce strips of indeterminate areas among the main rail station space as an absorption for the extra
passenger loads during Chun Yun.
The indeterminate portion on the ground floor (underneath tracks) mainly consists of
public open space including plazas at both entrance and a green space between
tracks. During the normal time, two corridors provide direct access from south to
north side of station. During the Chun Yun period, these space would be occupied
as space for resting and waiting time that is more than a day.
The indeterminate field above tracks are public programs during the normal days
and additional waiting space during Chun Yun period. Programs range from public
library, convention center, museum and shopping malls.
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STAFF OFFICES I ADMINISTRATION
III YEARLY STATION PROGRAM SCHEDULE III
III POST CHUN YUN CIRCULAnON III
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The field condition during post- Chun Yun period serves a more continuous flow
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becomes more porous,
65
III CHUN YUN CIRCULAnON III
The field condition during Chun Yun convert in the segments of open field that can
house more of a stagnant crowds. Open space are used as open ground for short
accommodations. All lobbies are served as boarding areas. The indeterminate field
above track also is converted into space that hold stagnant crowds.
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FIELD EXTRACTION: THE EXPOSITION FIELD
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III CHUN YUN III
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PROCESS
TRACK STUDIES
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INITIAL MASSING STUDIES
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FIELD EXTRACTION MASSING STUDIES
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FlEW EXTRACTION BUIWING STUDIES
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107
SPECIAL THANKS TO
/I JESSICA lEE III HUANG U I' HUNG TANG FAII II CHRIS MALCOLM II TRAVIS WILLIAMS /1/ BREANNA FAYE 1/1
MATT BUNZA 1/ SHAD LEE
CHRIS MARTIN
ERIOSETO HENDRANATA , RICHARD ONG !
RYAN KURLBAUM I ANA MILJACKI / ROOSHADSHROFF
NEILLEGBAND 'I MY FAMILY I,
KlAN YAM I