| Summary: | 碩士 === 淡江大學 === 建築學系 === 92 === Freeway is said to be the product of the cities in modernism, which shows that automobiles win an overwhelming victory in history of transportation. The freeway is designed for a high speed, which can shorten the spatial distance. But some of limitations on space and time result in the following environmental problems: first, the mobility inside the space of the freeway sparks a de-localization phenomenon. Second, although the freeway can stimulate the rise of economy and regional development, the incompatibility between the location of the freeway and the freeway hardware supposedly leads to an anti-society, anti-nature phenomenon. This is because Taiwan used to follow the footsteps of American city planning and design, ignoring it’s own shortcomings─narrow space and enormous population, which also hinder the development of European cities. Thus, we can learn from the European cities with regard to the research perspectives of the freeway and the utilization of land space.
Three methodologies applied to this paper are stated as follows: 1. The perspective of type analysis. I made use of the viewpoint of diverse construction types to sieve and select cases. Based on the case studies, the space models of various stages are presented to gradually forge the statement background. 2. The use of diagram. By means of advanced Lynch, I used diagrams to reconstruct the actual space of the freeway. Distinguished from the current road map of the freeway, the methods are employed to analyze the linear, directing, dividing, and closing natures of the field. So after analyzing the current situation, I can gain an understanding of the environmental problems with the freeway and then illustrate the next step for operation. 3. Design operation. Instead of showing a comprehensive design, I use certain general concepts and the quality sense of the design in real life to confirm the feasibility of the aforesaid suggestions.
This study offered some suggestions on the interchange of the freeway in terms of improving environments. Besides, despite the value judgment along with its consequential designs imposed by road engineering and social economics, I seek the so-called third perspective, which emphasizes the human-oriented use of the freeway, the social culture in the location of the freeway, and natural ecology. Indeed, the third perspective points out that the periphery of the freeway has been increasingly improved. These improvements, however, have less influence than the quality transformation of the freeway’s space itself. For example, the supposedly irreversible space rules and road rights standards are to be changed in response to the outside structure. Currently, different from the interchange, a “gap” is a feasible way, for a series of design operation is aimed at the development of an opening, which consists of different spatial significances.
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