Mohamed Ikhwan Nasir Bin Mohamed Anuar University Teknologi MARA

raditional urban physical and social fabric. The infrastructure generally author furthermore explained that incorporates transportation these edges and leftover spaces are and communications rarely considered worthy of design Tsystems (SWA, 2011). Following this, attention for they are ugly, ordinary transportation infrastructure is one of and out of the way, they present the major drivers of landscape change difficult existing conditions Utilising The worldwide (Meyer and Turner 1994; and unglamorous realities. Forman et al. 2003; Bürgi et al. 2004). Of the many types of Landscape fragmentation caused left over spaces, Under-Utilised: by transportation infrastructure perhaps most has a number of effects on almost challenging Way Forward for all components of landscapes, as described in including aesthetic, ecological, various literatures ’s historical, and recreational qualities are the linear cuts incised (Canters,1995; National Research through the morphological Infrastructural Council 2002; Forman et al. 2003). continuity of the city by railway As a result form increasingly fast and highway construction. high performance infrastructural Interstitial The byproduct of massive development particularly highways Studies infrastructural development Spaces that dissects though urban spaces, and particularly elevated highways often empty and leftover spaces would research results in residual spaces considered result. The spaces along and under in landscape as mere voids and lost opportunities. elevated highways affect the way we urbanism field have These Interstitial spaces they are experience the city. They disconnect focused on infrastructure often overlooked, and are often neighbourhoods, produce undesirable as the most important relegated as ‘wastelands’, ‘derelict views, and act as physical and generative public landscape. areas’ and ‘urban voids’ as described psychological barriers making the Mossop (2006) describes that these by Doron (2000). They represent pedestrian experience unpleasant omnipresent urban environments socio-economic abandonment and (Trancik, 1986). Furthermore, the have been considered and evaluated dereliction and are excluded from unclear territoriality of these spaces solely on technical criteria and the ideal, as they run contrary to the sometimes leads to land misuses somehow exempted from having dominant desired image of the city. such as dumping debris, abandoning to function socially, aesthetically, Interstitial, dilapidated, dis-used of cars, or illegal activities. The or ecologically. In a study by SWA and marginal sites punctuate the inappropriate use of the vacant Group (2011) it was highlighted that often highlighted and controlled spaces under elevated highways infrastructure as we know it, no formal public spaces, parks and can lead to social and economic longer belongs in the exclusive realm the everyday spaces of the modern problems in addition to being of engineers and transportation city. They are referred to in various unsightly and lowering the value of planners. It was also highlighted that literatures and discussions from the adjacent properties (Halprin, 1966). in the context of our rapidly changing realms of architecture, planning, Elevated highways are described urban environment, infrastructure is design and urban theory as ‘lost as pieces of infrastructure which experiencing a paradigm shift where space’ (Trancik, 1966) ‘terrain seldom attract people’s affection multiple-use programming and the vagues’ (Sola -Morales, 1995), and poses a constant provocation, integration of latent ecologies is a ‘dead zones’ (Doron, 2000), ‘the although practical and financial primary consideration. Redefining shadow’ (Malterrre-Barthes, 2011) reasons suggest to simply accept modern infrastructure requires a . These terms refers to the same or their presence. (Harnack and Cohler, multi-disciplinary team of landscape similar urban spaces as described 2011). Adding to this, Crisman (2012) architects, designers, engineers, by Shaw (2009) and that they are stated that the resulting interstice, architects and planners to fully realise seen as vacant and meaningless as a “a space that intervenes between one the benefits to our cultural, social and result of their ‘temporary absence of thing and another,” often generates natural systems. Such a reexamination attributed function’. seemingly uninhabitable zones and of infrastructural space problematic discontinuities in the

HabitatMagazine2016 Sustainable Cities,Healthy Communities 55 involves the recognition that all types of space are valuable, not just the privileged spaces Case Study: of more traditional parks and squares, and they must therefore Maju be inhabitable in a meaningful way. This requires the rethinking Expressway, of the mono functional realm of infrastructure and its rescue Kuala Lumpur from the argument of urban devastation to recognise its The Maju Expressway (MEX) role as a part of the formal (formerly known as Kuala Lumpur- inhabited city (Mossop, 2006). Expressway (KLPE) and New approaches and more KL-KLIA Dedicated Expressway) sustainable design concepts for is an expressway network in difficult spaces particularly under , . The elevated highways and as well 26 km (16 mi)-long expressway as complex transit interchanges links the Kuala Lumpur City must therefore be explored and Centre with the Kuala Lumpur examined. International Airport (KLIA) in , . The expressway Like most cities in the developing has become a backbone of the world, Kuala Lumpur has grown Multimedia Super Corridor (MSC) DIAGRAM 1: Map of The Maju Expressway at a phenomenal rate driven (Source: http://www.mex.com.my/) area. It was constructed in 2004 primarily by the need to achieve and was completed in 2007. economic wealth. The city has experienced rapid development Parts of the Maju Expressway which has left a city that is, in The (MEX) is elevated, primarily many respects, disjointed and through the 1st and 4th interchange lacking in spatial coherence in Characteristics (refer Fig. 1). These parts of both visual and physical aspect. the expressway cuts through Referring to Wall (2011) several key Described briefly in the Kuala dense urban communities characteristics can be examined in relation Lumpur Structure Plan 2020, and neighbourhoods resulting to the features of interstitial spaces generally major road primarily highways in the presence of multiple located between or under elevated highways: and rail infrastructure has, in intersititial spaces. Diverse in they are small, irregular and enclosed. These many places, effectively divided form, these spaces share the characteristics can be associated with the adjacent spaces and areas or common conditions of enclosure, spaces present under several areas of the MEX neighbourhoods that remain emptiness and abandonment. expressway. In the case of MEX, the notion of physically close but virtually Along the expressway, these Wall’s characteristics were present, the spaces inaccessible to each other. byproducts are enclosed by larged were indeed small, irregular and enclosed. Therefore, in a nutshell the scaled infrastructural forms in development of major roads contrasting scale to the void and rail infrastructures have below. disconnected links between adjacent areas causing lost and abandoned interstitial spaces. The author puts forth the argument in which it is worthwhile to examine the possibilities of utilising these so called lost spaces into an informal as well as formal spaces that could which benefit and serve as an urban reconnector for the adjacent urban communities.

HabitatMagazine2016 56 Sustainable Cities,Healthy Communities ARTICLE Spaces under the MEX showcases the characteristics discussed by Wall (2011)

These spaces are made as small as possible, in Definition of ownership of the order to balance with the need to minimise the vacant space under the MEX area of land for the high capacity infrastructure while maximising the efficiency of the system. Through observation, it is also apparent that the available spaces under the structure are also irregular in form as they are definite to the forms of the above structure. The spaces are also enclosed on at least one side, and in this case it is clearly apparent that the space is dominated on one side by the expressway. The sense of scale between the infrastructural network and the human activity is a contrasting site to view. Human scaled activities Ambiguity present at this site remains insignificant if it was to in terms of specified DIAGRAM 1: Map of The Maju Expressway compare with the function of the massive structure use and function of a vacant space (Source: http://www.mex.com.my/) positioned overhead. The discontinuation between under the MEX the interstitial spaces is furthermore accentuated by the contrast in scale between the structure and use, ownership, management and function. In the case the adjacent neighborhood. Moreover, the massive of MEX, however, the ownership and management of the form and high paced nature of the MEX intensifies leftover spaces are clear as they are signages suggesting the juxtaposition of the ownership and management of the vacant space (fig. 4). But on the other hand, the vacant spaces still suggests scale. In addition to the general characteristics ambiguity in terms of specified use as well as function. of interstitial space as discussed by Wall (2011), These leftover spaces projects a sense of abandonment and the author furthermore highlighted that left over lost opportunities in contrast to the highly managed and spaces also generally appears to be undefined in planned infrastructure above it (fig. 5).

The Issues and Challenges

The characteristics observed from the case of MEX puts forth several key issues and challenges, the fragmentary nature of these lines of infrastructure has sealed off a the urban fabric that has minimal connection to the adjacent spaces. As described by Sola-Morales (1995), these are spaces with unincorporated margins, interior islands void of activity, oversights, these areas are simply un-inhabited, unsafe, un-productive. In a nutshell, they are foreign to the urban system, Wisma mentally exterior in the physical interior of the Indah Apartment city, its negative image, as much a possible HabitatMagazine2016 Sustainable Cities,Healthy Communities 57 alternative. As described in the KL Structure Plan 2020, and visual fragmentation is furthermore intensified infrastructures has caused adjacent spaces and areas with the issue of ownership as well as permissible or neighbourhoods to be divided and that they remain use. Adding to this, spaces under the MEX is primarily physically close but virtually inaccessible to each other. vacant and unused, this could to a certain degree be This key issue is significantly apparent through the associated with potentials of unhealthy and illegal observation of the case study. The lack of continuity social activities Halprin, (1966). Adding to this Branas at the ground level in terms of support activities, et al. (2011) these such spaces to the “incivilities” scale as well as a definitive space function has caused theory, suggests that physical incivilities, such as severe fragmentation of adjacent spaces primarily abandoned vacant lots, promote weak social ties effecting the areas of Wisma Indah Apartment and among nearby residents and encourage crimes, PPR Laksmana, Jalan Peel (Fig. 6 and 7). This physical ranging from harassment to homicide.

The Way Forward: Infrastructural Landscape

After careful examination of the case-study presented, PPR it is clear that the spaces under the MEX possess Laksama, Jalan Peel such characteristics as so often described in various literatures pertaining the topic of left over spaces as a result from infrastructural development. The apparent situation calls for a reconsideration of the design discipline and paradigm as mentioned by Rico (2011), where the author argues that these spaces need to be critically assessed in terms of its spatial effects, bio- political production as well as functional performance. Infrastructural landscape has been widely discussed throughout the latter half of the 20th century, with various terms coined to describe the emptiness associated with their low level of accessibility as well as the potentials that they open for designers (Lerup, 2000; Sola-Morales, 1995). Following this, proactive steps should be taken into consideration by landscape Poorly architects, architects, planners and designers alike. illuminated spaces under the The challenges associated with these type of spaces MEX giving off the perception of insecurity should be view upon a different perspective. These spaces should be taken as opportunities to reimagine and reinstate the spaces as a form of urban connector. These interstitial spaces could be transformed into a space that supports human scaled activities as a direct contrast to the vehicular scaled activities right above it. Suggested approach such as designing the space to accommodate planned and unplanned activities could transform this space into a meaningful place with a sense of belonging and attachment.

Undefinitive One such example of creative use of interstitial space space function under the MEX that can be applied as an approach to the spaces under the MEX can be seen in the from of Underpass Park

HabitatMagazine2016 58 Sustainable Cities,Healthy Communities ARTICLE

Conclusion

The process of rapid urbanisation brings along with it challenges; one of the challenges of urbanisation is mitigating the effect of marginalised interspaces and physical separation of spaces as a result from the rapid growth of high performance infrastructures. Trancik (1986) refers to these spaces as Before ―lost spaces,‘ which he defines as under- located in utilised spaces within the downtown area or After Toronto, undesirable areas that could potentially be Canada. redesigned to attract people. Some of these Underpass spaces include: unstructured landscape at Park the base of a high tower, surface parking lots, transformed abandoned waterfronts, as well as spaces derelict and below an expressway. Based on the literature unused space reviewed and comparison between the case beneath a series of study, the derelict spaces under the MEX put overpasses into a forth several key issues and challenges, these unique community challenges should be viewed as opportunities space. It is located to transform these spaces into a form of urban under and around reconnector and can be seen as an opportunity the Eastern Avenue, to overcome the issue highlighted in the KL Richmond and Structure Plan 2020. Adelaide overpasses and is an exceptional Examples and approach from example infrastructural successfully implemented landscape. The space was Before project such as the Underpass constructed in two phases, Park in Toronto can be made the first completed sections After as a benchmark in order to aid of the park are between St. the aspirations of the currently Lawrence Street and Bayview ongoing Greater Kuala Lumpur/ Avenue. The second phase of Klang Valley Masterplan of rapid the park, on the west side of growth in parallel with upgrading St. Lawrence Street, is under the city’s liveability. The issue of construction and expected to disjointed spaces which lacks in open in summer 2014. Designed spatial coherence in both visual and by landscape architects Phillips physical aspect primarily caused Farevaag Smallenberg, Underpass by highways and rail infrastructure Before and after, Underpass Park Project) can be overcome. This conceptual Park is part of an ongoing effort to Transformation of intersititial space into a transform interstitial urban spaces meaningful and socially functional space. paper has shed some light into valued public amenities. The regarding this issue and put forth design takes full advantage of a worthy example of the problem. the concrete beams and columns But perhaps more importantly, of the overpasses to create a the question would be now how unique and inviting community space as well as providing year round would landscape architects, weather protection. This uniquely design space provides adjacent architects, designers and planners communities with a safe and conducive way to connect between the respond to this issue and take into north and south sections of the surrounding neighbourhood. consideration regarding this often neglected piece of urban fabric.

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