Archive for the Europe category
July 13th, 2015
Bologna has extraordinary light. This is thanks not only to buildings painted in rich hues of red and orange, but to the city’s 45 kilometres of sidewalk arcades, which filter the sun into geometric shadows and turn sidewalks into softly glowing chambers. These arcades are not simply beautiful: they are a profoundly democratic innovation that enshrine the notion that streets should be comfortable, accessible gathering places.
Sidewalk arcades are better known in Bologna as porticoes. They first emerged more than 1,000 years ago, but their construction was made mandatory in 1288, when civic leaders recognized their usefulness to the public. Bologna is hardly unique in this regard, as sidewalk arcades became common, either by law or by habit, in cities around the world. In prewar Hong Kong, virtually every sidewalk was sheltered by porticoes — as was the case in Guangzhou, Taipei, Singapore and every other hot, rainy southeast Asian city.
What is curious is why they disappeared so quickly in the 20th century. Even in Bologna, they grow thin on the outskirts of the city – a building here or there, but nothing on the scale of the historic centre. At least they’ve been well preserved in the core.
August 30th, 2014
It was a hot afternoon as a crowd gathered in the courtyard of Hong Kong’s pavilion at the 14th Venice Biennale of Architecture, the world’s largest and arguably most important architectural event. They were there to discuss Asia’s role in the exhibition – and it didn’t take long for someone to say what was on everyone’s mind. “I counted the number of countries from Asia participating in the biennale, and there are six countries out of sixty-five,” said Dongwoo Yim, one of the contributors to Korea’s pavilion. “It’s not a lot.”
Of course, the picture is more complicated than that. Asia might be underrepresented in some ways, but it has certainly not been ignored. Korea, under the curatorship of Minsuk Cho, won the Golden Lion for best national exhibition, with a thoughtful examination of modernism on both sides of the 38th parallel – and how North and South resemble each other more than one might think. That followed Japan’s award for best pavilion in the 2012 biennale, for an exhibition curated by Toyo Ito that documented reconstruction efforts after the Tohoku earthquake and tsunami in 2011.
Still, it is hard to deny that Asia’s presence at the biennale is felt much less strongly than its demographic and economic weight would suggest. “The pendulum has swung from West to East,” says architect Ivan Fu, who curated the Hong Kong exhibition along with Alvin Yip and Doreen Liu. “Asia is emerging. It’s the way forward. But the Asian participation [in the biennale] is quite scattered.”
This latest edition of the biennale, which opened in early July and runs until November 22, is the most anticipated in years. Iconoclastic architect Rem Koolhaas agreed to curate the show on the condition that he be given two years to prepare, instead of the usual six months, and he vowed to shift the focus away from individual “starchitects” to the fundamentals of architecture. 65 countries are participating and there are dozens of satellite exhibitions and other events, including film screenings and dance performances.
August 12th, 2014
Soaring above the city on a bike: you can’t deny it would be a cool way to get around. One of the greatest pleasures of urban transport is being the passenger in a car travelling along an elevated highway — being immersed in the city yet removed from it, revealing a perspective inaccessible to you as a pedestrian. Why should drivers get all the fun, especially when their cars are so destructive to the environmental and social fabric of the city?
That’s apparently a question Norman Foster has been asking himself. Late last year, the British architect proposed a network of elevated bicycle highways that would run above London’s railroad tracks, giving cyclists the kind of speedy right-of-way that motorists have enjoyed for so long. 220 kilometres of elevated bike routes would thread through the city, accessible from 200 locations. Like expressways, these would facilitate long-distance rather than local travel; the idea is to make cycling to work a quick and comfortable alternative to cars and trains.
Though it is not the first time an architect has proposed a network of elevated bike paths, the idea has proven controversial. It’s not only because of SkyCycle’s expense — a 6.5-kilometre trial section would cost £220 million — but because of its ideological implications. There is something decidedly old-fashioned about grade-separated solutions to transport problems. Footbridges, pedestrian tunnels, elevated highways: these are the future of the past. We live in an era when highways are being dismantled and replaced by urban boulevards; “complete streets” is the rallying call of today’s progressive planners.
Many urbanists did not take kindly to SkyCycle. Mikael Colville-Andersen, who runs the urban mobility consulting firm Copenhagendize, called the scheme a “city-killing, Blade Runner fantasy.” He writes: “Removing great numbers of citizens who could be cycling down city streets past shops and cafés on their way to work or school and placing them on a shelf, far away from everything else.”
June 19th, 2014
Halfway through director Heiward Mak’s new short film, SAR², Eric Tsang takes a tumble in front of a propaganda sign in Shenzhen’s Qianhai new development zone. “Supported by Hong Kong, Serving the Mainland, Facing the World,” reads the billboard, reflecting the area’s goal of attracting 100,000 Hong Kong permanent residents to live and work there.
In the film, Tsang plays Lee To, a Hong Kong man who has retired to Qianhai, where he falls in love with Lady Cheung, played by Taiwanese actress Kelly Tien, a native Shenzhener whose oyster farming village was cleared for land reclamation. In one intimate scene, Cheung asks Lee if he misses living in Hong Kong. “I can’t really say,” he replies. “Hong Kong is not my home anymore.”
SAR² is a story of alienation and ambiguity: Lee and Cheung live in spacious, comfortable apartments, but they are surrounded by vast construction sites and cut off from their families. Their romance seems to be as much a salve for loneliness as it is based on any kind of mutual attraction. “They’re wondering, ‘What am I looking for?’” says Mak.
It’s a natural project for Mak, whose acclaimed 2008 debut, High Noon, dealt with a similar kind of rootlessness. And while her notoriety has so far been limited to Hong Kong, SAR² made its debut far from these shores, in Italy, where Hong Kong is participating in the 14th Venice Biennale of Architecture, the world’s largest and most venerable showcase of the built form. 65 countries have mounted exhibitions in the biennale, which runs from June 7 to November 22, along with hundreds of other shows and events taking place throughout the island city.
February 27th, 2013
Not too long ago, on a particularly glorious Sunday afternoon — the kind of sunny but cool day that happens all too rarely in Hong Kong — I took the MTR out to Po Lam station in Tseung Kwan O. Leaving the station, I walked along a linear park built atop the MTR tracks, which led me to another path that meandered under a series of elevated highways and then down to the waterfront near Tseung Kwan O station, a couple of stops away from Po Lam.
Lots of people were out enjoying the afternoon. I passed by plenty of cyclists — kids with training wheels, lycra types on road bikes, middle-aged women on rusty beaters with groceries in the front basket. There were skateboarders, teenagers playing guitars, an old man playing the erhu, joggers, people pushing strollers, an old woman selling potato chips and Yakult on the side of the path. There was even a makeshift mosque set up beneath a highway flyover where Indonesian maids sat listening to a sermon broadcast over a crackly radio. It was the kind of diverse urban activity you find on a truly dynamic street.
But none of this was taking place on a street, or even in a real park. The paths where all this activity took place are entirely removed from the surrounding commercial and residential areas. Most of them are lined by rows of trees and shrubs, beyond which are fences, walls or embankments. The paths are not unpleasant, thanks to the greenery, but the heavy pedestrian traffic on that Sunday afternoon existed in a kind of void: a lot of people passing through nowhere to go nowhere in particular.
December 27th, 2012
On the morning of my single day in Palermo — a city that left a real impression on me, despite the short amount of time I spent there — I came across a vacant lot near the harbour that was overgrown with vegetation. The funny thing is, I didn’t realize it was a vacant lot at first, because it didn’t look particularly weedy or ratty. Under the bright May sun, grass gone to seed, flowers blooming, it looked a lot like the fields I had encountered the day before on the south coast of Sicily. An unintentional incursion of the countryside into the city, I guess.
December 12th, 2012
Despite the fact that I’ve never owned a car, and I drive only a couple of times a year, I’ve always had a fascination with car design. When I was a kid, I knew all the marques. I would sit in the back seat of my parents’ van, naming the cars that went by, a copy of the Consumer Reports car guide on my lap. Even today, when I’m stuck on traffic on the bus here in Hong Kong, I’ll gaze out and catalogue my fellow travellers: the bulbous Nissan Marchs, hulking Toyota Alphards, the endless varieties of 3-Series BMWs and C-Class Mercedes that are so common in Hong Kong.
Of course, my interest isn’t limited to private automobiles. When I visited other North American cities with my family, I noted with interest how New Flyer buses were common in the west, Novabuses in the east. I learned to appreciate the classic New Look buses that served as workhorses on so many Calgary Transit routes, retro-stylish even as they struggled up the long hill to my house, ancient engines moaning in protest.
I bring this up because of Thomas Heatherwick, who delivered a very animated and entertaining talk last weekend at the Business of Design Week forum in Hong Kong. Heatherwick is a British designer whose London-based studio has produced, among other things, the “Seed Cathedral” at the 2010 Shanghai Expo and the spectacular cauldron of the 2012 Olympic Games. Heatherwick is also the designer of the New Bus for London, which he highlighted in his talk at BODW.
When the bus was unveiled last year, there was some sense that it was at best a vanity project, at worst an attempt to indulge nostalgia, since the new bus was meant as a revival of the iconic Routemaster bus, which was produced until 1968, retired from regular service in 2005 and known for its hop-on, hop-off open back end. The typically rancorous peanut gallery at Dezeen blasted Heatherwick’s design as “steampunky art nouveau” and a “glorified student project” that put “fashion over function.” One cranky commenter insisted that “the bus should be practical above all else,” as if Heatherwick had produced a three-wheeled jitney that ran on the distilled essence of gold.
November 20th, 2012
The Venice Biennale of Architecture closes this week, which has given me opportunity to think back to its opening days in late August. I was there to cover the Hong Kong exhibition, but I had a bit of time to soak up the rest of the show. It was big, unruly and dramatically uneven, but it was clear enough that this year’s curator, British architect David Chipperfield, was eager to capture the zeitgeist of grassroots urbanism and do-it-yourself architecture. The theme, “Common Ground,” was meant to reflect the importance of everyday urban environments, which are “created in collaboration with every citizen,” according to Chipperfield.
But Venice is not a city that embraces change, and neither does its biennale. Big names and established players still dominated the event. This year’s show “mostly just glides over issues like public housing and health, the environment, informal settlements, economic decline and protest,” wrote New York Times critic Michael Kimmelman. “It suggests above all an uncertainty about how to unpack, evaluate, present and tame the messy, multilayered social, political, economic and architectural processes that go into making good buildings and places today.”
Austrian architect Wolf Prix went even further than Kimmelman and savaged this year’s biennale for promoting “compromise” with authorities instead of outright resistance to the status quo. “It is no longer about lively discussion and criticism of topics in contemporary architecture, but rather about empty, conservative and perhaps populist shells that are charged with feigned meaning,” he wrote.
October 26th, 2012
Piazza San Domenico Maggiore, au coeur du dédale du vieux coeur greco-romain napoliain.
Assis à la terrasse du Gran Caffè Napolis, un mouvement soudain de vie me surprend par son intensité. C’est vrai que les cloches sonnent l’arrivée de la longue pause de la mi-journée.
De nombreux ménestrels nouveau genre envahissent un bon cinquième de la place et chantent une sorte de trame sonore vaguement inspirée par les différentes cultures qui ont tour à tour choisies de faire de Napoli leur capitale. Et ils sont nombreux à avoir rêver de posséder la baie légendaire, des grecs aux bourdons d’Espagne, en passant par les romains et les normands. Même Napoléon a savourer les lumières de Campanie. De toutes ces cultures, je crois que la cité est demeurer la Neapolis héllénistique de ses origines.
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October 26th, 2012
Il est très tôt encore, le matin du septième jour, alors que j’écris à la hâte ces quelques lignes trop diffuses sur cette cité si complexe. Pourtant, j’en suis à mon cinquième séjour en autant d’années.
Napoli, le nom évoque la mer, le volcan, les mioches qui trainent la rue dans Montecalvario. Une cité qu’on apprend, au fur que les jours passent et que les découvertes s’accumulent, à désirer. Et puis, alors que l’on quitte une des nombreuses ruines de la baie, au détour d’une falaise qui projette le regard loin dans cette mer turquoise, l’on se prend de nostalgie pour ces visiteurs des siècles derniers. Le concept même du voyage n’est-il pas ce qui à survécu du Grand tour que ces nobles anglais et allemands accomplissaient afin de parfaire leur éducation intellectuelle et sexuelle ?
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October 20th, 2012
For a few days, I walked all around Turin, talking to locals, enjoying the unique light you find there.
Most people asked me why I came to Turin. I couldn’t say. I told them I came without purpose, except perhaps to spend some time doing nothing else than having a caffè, eating well and observing people so that I could write about how they live in this northern Italian metropolis.
Turin strikes you less for its individual monuments than with the overall impression it gives you. There’s nothing special to say about its architecture, other than realizing how perfectly built the streets and public spaces were back in the old days.
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October 19th, 2012
Marchant dans les pas de Mark Twain, Nietzsche et bien d’autres, je parcours Turin, longeant d’un rythme paresseux ces rues longues et rectilignes, encadrées d’arcades si émouvantes de par leur charme démodés et franchement surannées.
Je trouve quelques chemises, dans une de ces nouvelles boutiques qui pullulent de plus en plus, jouxtant de vieilles échoppes aux façades noircies.
J’entends les pas qui résonnent, amplifiés mille fois par ces voutes qui me surplombent : l’Italie est une patrie où l’élégance est digne d’une dramaturgie grecque.
La perspective bute soudainement sur une vaste place qui forme une sorte de demi-lune étirée sur la longueur. Puis je devine le serpent d’eau que forme la Po, écrasée sous la masse informe des collines alpines. Un pont et une église ronde un peu pompeuse.
October 8th, 2012
We’re happy to introduce our newest contributor, Yin Khvat. Yin was born in Manchester in the UK and has lived in Australia for the last six years. She is currently on a short stay in Taiwan and has a particular interest in Cambodia.
Photo by Bo Nielsen
A woman is selling green coconuts off the back of her motorbike on the dusty street. With a scythe, she deftly chips the head of the coconut into a point, then guillotines the tip to reveal the sweet juice and tender white flesh inside. Next to her, a barber has set up on the pavement, his shop made up only of bare necessities: a mirror and chair. Young men in makeshift stalls, with car parts hung up on tarpaulin walls, observe you languidly as you watch them, curiosity returned for curiosity. On the corner, policemen in blue on their motorbikes look a little seedy, restricted in their uniforms, smoking cigarettes and surveying the traffic.
This is a typical street scene in Phnom Penh: a living, breathing cross-section of life in the Cambodian capital. Some look at this and see disorder, or a blight on the city’s beauty. Others see freedom, vibrancy, and the right of everyone — including the poor — to make a living. The city council has attempted to “reorganise” these small stalls — sometimes known as “romantic stallss” — believing they are messy or unhygienic. But for the time being, at least, it seems their efforts have not succeeded. Phnom Penh remains a capital city where the poorer sections of society can sell and provide services as the market demands, without the need to lease expensive commercial space.
But the stalls are part of a bigger social fabric, one which appears to define the Cambodian way of life. You see it not only in streets lined with people selling their wares, but also every afternoon and evening along the banks of the Tonle Sap River and Chaktomuk — the “four faces” where the Mekong and Tonle Sap Rivers meet. On Sisowath Quay, especially, people spend their free time sitting, walking and dancing with friends and family. They enjoy each other’s company under their city’s skies. Take one of the popular boat trips down the river and it is another episode of this same documentary, in which the delineation between viewer and object is blurred. You are watching them as they are watching you. The social interaction is thrilling, an essential element in a society where social integration is the outcome, binding people together and folding lives in on each other.
No doubt the warm weather and dense population contribute to this phenomenon, as does the economic devastation wrought by the Khmer Rouge and the civil wars through the 1970s and 1980s, from which Cambodia is only now recovering. But what of the social legacy? When I asked how people here can be so warm after the horrors they have faced, I have been told that many Cambodians “live and let live.” That many adhere to Buddhist teachings that there is good and bad in all of us, and that forgiveness is part of living. Many Cambodians want to put those years behind them.
And so perhaps what we get is something I can’t help feel is unique to Phnom Penh. This is city that is unafraid, welcoming, generous and open-hearted. Tourists don’t need to be invited into the homes of Cambodians to interact with real people, or to get a good taste of life here, of what Cambodians do and how they live their lives. This society has a transparent, wonderful, communal feel — even after what it suffered just a generation ago.
September 19th, 2012
HK Farm. Photo by Glenn Eugen Ellingsen
Sweating in the bright Mediterranean sun, Glenn Eugen Ellingsen surveyed a little bit of Hong Kong in Venice. “It’s meant to be very organic,” he said, pointing to an array of wood planters, metal racks, video screens and exposed electrical wires.
Ellingsen is one of the founders of HK Farm, an urban agriculture project on the roof of a factory building in Kwun Tong, and he had spent the week sourcing herbs and soil in order to recreate his farm in Venice. He turned his gaze over to a half-dozen wood planters brimming with rosemary, basil and sage. “They’re similar to what we have on the roof in Hong Kong, just a bit narrower,” he said.
It was the opening day of the Hong Kong pavilion at the Venice Biennale of Architecture, the world’s most prestigious showcase of architecture and urban design, which runs until Novermber 25. In true Hong Kong style, workers were scrambling to finish the exhibition on time, arranging architectural models and painting display cases green — the same colour as Hong Kong’s street market stalls.
The choice of colour was no accident. This year’s biennale is dedicated to “Common Ground,” a theme meant to shift focus away from big-name architects to more grassroots initiatives. Hong Kong’s exhibition, “Inter Cities/Intra Cities: Ghostwriting the Future,” focuses on the future of Kowloon East, a vast swath of city that is home to 600,000 people, Hong Kong’s last remaining factories, a burgeoning office hub and the city’s biggest creative cluster, with hundreds of musicians, designers and artists.
It also includes the former Kai Tak Airport, which is now being redeveloped with housing, offices and a huge cruise ship terminal and exhibition centre designed by Sir Norman Foster. The airport’s redevelopment will be used as a catalyst to transform Kowloon East into the so-called “CBD2” — a new office district that will provide an alternative to the high-priced business hubs of Hong Kong Island.