RAILROAD STATION COGNITION
EAST LANSING TRAIN STATION
By
Wan-Chu Lin

A THESIS
Submitted to
Michigan State University
in partial fulfillment of the requirements
for the degree of
Environmental Design--Master of Arts
2013

ABSTRACT
RAILROAD STATION COGNITION
EAST LANSING TRAIN STATION
By
Wan-Chu Lin
Planners and designers are interested in understanding place cognition, meaning how
does one know where they are in the environment? For example this occurs upon arrival at a
train station, where the visitor has never been to that specific train stop before. In this study, the
recognition of place is studied for a train station in East Lansing, Michigan.
In this investigation, five design treatments (k=5) for the East the Lansing Train Station
are explored. Twelve pictures for each treatment (b=12) were developed from the windows of
the train looking into the train station. Forty five respondents separated the pictures into groups
associated with the cognition of the place. Through Friedman’s Two-Way Analysis of Variance,
the results indicated that at least one treatment was different than another treatment (p≤0.005).
The Friedman’s Multiple Comparison test revealed that all of the treatments were significantly
difference from each other (p<0.05). Treatments with strong symbolism associated with place
were more readily identified with a specific setting, the East Lansing Train Station.
Key words: landscape architecture, environmental psychology, environmental design,
urban design, transportation planning

DEDICATION

This	
  thesis	
  is	
  dedicated	
  to	
  Li Yueh Chu and Chien Ming Lin

	
  
	
  
	
  
	
  
	
  
	
  
	
  

	
  

iii	
  

ACKNOWLEDGMENTS

First and foremost, I would like to thank my advising professor Dr. Jon B. Burley. His
professional assistance guided me to learn more about environment and design, and also improve
my mode of thinking. I learned how to create a design project more comprehensively, something
that will be useful for my whole life. I would like to thank Paul Nieratko who gave me
knowledge concerning design and design details which designers often ignore. He was always
patient in teaching me new information and discussing my design projects that improved my
design ability. I would like to thank Dr. Patricia Machemer, she inspired me to generate different
ideas concerning the design of public transportation stations and I utilized her class to ask her
students to brainstorm and they gave me more ideas. I would like to thank Warren Ruahe for his
patient and serious assistance to guide me to complete my initial design project with better
quality and on schedule. I would like to thank all of the professors I met in Michigan State
University and Chung Yuan Christian University (Taiwan). Their influences helped me to
mature and become more seasoned as a designer. I would like to thank Mr. Tony Chao, who is
the Managing Director at Jones Lang LaSalle, who gave me the opportunity to work with his
team and join the Taiwan High Speed Rail project that made me interested in public
transportation station design.
I would like to thank my parents, Li Yueh Chu and Chien Ming Lin, they gave me life
and always supported my decisions. I would like to thank my siblings, Yi Hsuan Lin and Shih
Chieh Lin, they are the best siblings ever. I would like to thank my lovely dog, Bank Lin, he
always kept company with me, laughed with me, and cried with me.

	
  

iv	
  

I would like to thank my friends, Bob Yang. Bob Yang gave me some advice concerning
public transportation stations, as he is widely traveled.
I would like to thank all of the people who I met and helped me in my life. I apologize
that I cannot mention all of your names in my thesis; however, each of you are important to me.
Thank you!

	
  

	
  

v	
  

TABLE OF CONTENTS
LIST OF TABLES….…………………………………………………………………………viii	
  
LIST OF FIGURES………………………………..…………………………………………...ix	
  
CHAPTER 1
1.1 Introduction…………………………………………………………………….....1
1.2 Case Study…………………………………………………………………………2
1.2a King’s Cross Station, London, UK…………………………………………..3
1.2b Tokyo Station, Tokyo, Japan………………………………………………...4
1.2c Longshan Temple MRT Station, Taipei, Taiwan, R.O.C……………………5
1.2d Washington DC. Union Station, USA…………………………………….....7
1.2e Gare de Paris-Nord, Paris, France……………………………………………7
1.2f Oriente Station, Lisbon, Portugal………………………………………….....8
1.2g Shanghai South Railway Station, Shanghai, China……………………….....9
1.3 Literature Review………………………………………………………………10
1.3a Identity……………………………………………………………………...11
1.3b Environmental Cognition…………………………………………………...13
1.3c Way-finding………………………………………………………………...15
1.3d Transit Oriented Development……………………………………………...18
1.4 Intent of Study…………………………………………………………………..19

CHAPTER 2
2.1 Methodology……………………………………………………………………..21
2.2 Study Area………………………………………………………………………..21
2.2a The Past and Future of East Lansing………………………………………..23
2.2b Image of current East Lansing Train Station……………………………….23
2.2c The features of East Lansing………………………………………………..25
2.3 Design Treatment……………………………………………………………….26
2.3a Alternative 1………………………………………………………………...26
2.3b Alternative 2………………………………………………………………...28
2.3c Alternative 3………………………………………………………………...30
2.3d Alternative 4………………………………………………………………...32
2.3e Alternative 5………………………………………………………………...34
2.4 Survey……………………………………………………………………………...36
2.4a Survey Picture………………………………………………………………36
2.4b Survey Method……………………………………………………………...36
2.4c Survey Analysis…………………………………………………………….38

	
  

vi	
  

CHAPTER 3
3.1 Result………………………………………………………………………………42
3.1a Alternative 1 Results………………………………………………………..42
3.1b Alternative 2 Results………………………………………………………..48
3.1c Alternative 3 Results………………………………………………………..54
3.1d Alternative 4 Results………………………………………………………..60
3.1e Alternative 5 Results………………………………………………………..66
3.2 Friedman’s Test Result………………………………………………………..73

CHAPTER 4
4.1 Discussion………………………………………………………………………...76
4.2 Conclusion………………………………………………………………………..83
BIBLIOGRAPHY………………………………………………………………...................85

	
  

vii	
  

LIST OF TABLES

Table 3.1 The statistic of the survey result -1……………………………………………………73
Table 3.2 The statistic of the survey result -2……………………………………………………74
Table 3.3 The statistic of the Friedman’s Test…………………………………………………...75

	
  

viii	
  

LIST OF FIGURES

Figure 1.1 Taiwan High Speed Railroad Hsinchu Station
(Copyright © 2012 Pei-Wen Chen, all rights reserved, used by
permission)…………………….…………………………………….........................01
Figure 1.2 Taiwan High Speed Railroad Taichung Station
(Copyright © 2012 Yen-Ching Tseng, all rights reserved, used by
permission)…………………………………...……………………………………...01
Figure 1.3 Taiwan High Speed Railroad Tainan Station
(Copyright © 2012 Yen-Ching Tseng, all rights reserved, used by
permission)…………………………………………………………………………...01
Figure 1.4 King’s Cross Station, London, UK
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)…………………………………………………………………………...03
Figure 1.5 Tokyo Train Station, Tokyo, Japan
(Copyright © 2012 Tian-Wei Feng, all rights reserved, used by
permission)……………………………………………………………….…………..04
Figure 1.6 Longshan Temple, Taipei, Taiwan
(Copyright © 2013 Li-Yueh Chu, all rights reserved, used by
permission)……………………………………………...............................................05
Figure 1.7 Washington DC Train Station, USA
(Copyright © 2008 Wan-Chu Lin, all rights reserved, used by
permission)…………………………………………………………...……………....07
Figure 1.8 Oriente Station, Lisbon, Portugal
(Copyright © 2010 Jon B. Burley, all rights reserved, used by
permission)……………………………………………………………………..…….09
Figure 1.9 Shanghai South Railway Station, Shanghai, China
(Copyright © 2013 Zheng Chen, all rights reserved, used by
permission)…………………………………………………………………………...10

	
  

ix	
  

Figure 2.1 The red triangle is the exist location of East Lansing Train Station:
1240 South Harrison Road, East Lansing, MI 48823, US.
(Imagery Copyright © 2013 Cnes/Spot Image, DigitalGlobe,
Landsat, U.S. Geological Survey, USDA Farm Service Agency,
TerraMetrics, all rights reserved, used by permission,
Copyright © 2013 Google, all rights reserved, used by
permission).…………………………………………………………………..………21
Figure 2.2 Aerial of the existing East Lansing Train Station
(Imagery Copyright © 2013 Cnes/Spot Image, DigitalGlobe,
Landsat, U.S. Geological Survey, USDA Farm Service Agency,
TerraMetrics, all rights reserved, used by permission,
Copyright © 2013 Google, all rights reserved, used by
permission)……………………………………………………………………..........22
.
Figure 2.3 The connection between East Lansing Train Station and other destinations
(Imagery Copyright © 2013 Cnes/Spot Image,
DigitalGlobe, Landsat, U.S. Geological Survey,
USDA Farm Service Agency, TerraMetrics, all rights reserved,
used by permission, Copyright © 2013 Google, all rights reserved,
used by permission).………………………………………………………………....22
Figure 2.4 Outside of the current East Lansing Train Station
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)…………………………………………………………………………..24
Figure 2.5 Inside of the current East Lansing Train Station
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)…………………………………………………………………………..24
Figure 2.6 The site plan of the treatment one
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)……………………………………………………………………..……27
Figure 2.7 The image of the treatment one
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)…………………………………………………………………………..27
Figure 2.8 The site plan of the treatment two
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)……………………………………………………………..……………28
Figure 2.9 The image of the treatment two
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission) ……………………………………………………………………..…...29

	
  

x	
  

Figure 2.10 The site plan of the treatment three
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)…………………………………………………………………………..30
Figure 2.11 The image of the treatment three
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)…………………………………………………………………….……31
Figure 2.12 The site plan of the treatment four
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)…………………………………………………………………….…....32
Figure 2.13 The image of the treatment four
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)…………………………………………………………………………..33
Figure 2.14 The site plan of the treatment five
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)…………………………………………………………………………..34
Figure 2.15 The image of the treatment five
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)…………………………………………………………………………..35
Figure 2.16 Treatment one survey picture
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)………………………………………………………………………….37
Figure 2.17 Treatment two survey picture
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)………………………………………………………………………….37
Figure 2.18 Treatment three survey picture
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)……………………………………………………………………….....37
Figure 2.19 Treatment four survey picture
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)………………………………………………………………….………37
Figure 2.20 Treatment five survey picture
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)………………………………………………………………………….37

	
  

xi	
  

Figure 3.1 Picture 1-01
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)…………………………………………………………………………..42
Figure 3.2 Picture 1-02
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)…………………………………………………………………………..43
Figure 3.3 Picture 1-03
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)…………………………………………………………………………..43
Figure 3.4 Picture 1-04
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)…………………………………………………………………………..44
Figure 3.5 Picture 1-05
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)…………………………………………………………………………..44
Figure 3.6 Picture 1-06
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)…………………………………………………………………………..45
Figure 3.7 Picture 1-07
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)…………………………………………………………………………..45
Figure 3.8 Picture 1-08
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)…………………………………………………………………………..46
Figure 3.9 Picture 1-09
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)…………………………………………………………………………...46
Figure 3.10 Picture 1-10
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)………………………………………………………………………….47
Figure 3.11 Picture 1-11
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)………………………………………………………………………….47

	
  

xii	
  

Figure 3.12 Picture 1-12
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)………………………………………………………………………….48
Figure 3.13 Picture 2-01
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)………………………………………………………………………….48
Figure 3.14 Picture 2-02
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)………………………………………………………………………….49
Figure 3.15 Picture 2-03
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)………………………………………………………………………….49
Figure 3.16 Picture 2-04
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)…………………………………………………………………………50
Figure 3.17 Picture 2-05
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)…………………………………………………………………………50
Figure 3.18 Picture 2-06
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)…………………………………………………………………………51
Figure 3.19 Picture 2-07
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)…………………………………………………………………………51
Figure 3.20 Picture 2-08
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)…………………………………………………………………………52
Figure 3.21 Picture 2-09
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)…………………………………………………………………………52
Figure 3.22 Picture 2-10
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)…………………………………………………………………………53

	
  

xiii	
  

Figure 3.23 Picture 2-11
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)…………………………………………………………………………53
Figure 3.24 Picture 2-12
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)…………………………………………………………………………54
Figure 3.25 Picture 3-01
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)……………………………………………………………………….…54
Figure 3.26 Picture 3-02
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)………………………………………………………………………….55
Figure 3.27 Picture 3-03
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)……………………………………………………………………….…55
Figure 3.28 Picture 3-04
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)………………………………………………………………………….56
Figure 3.29 Picture 3-05
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)………………………………………………………………………….56
Figure 3.30 Picture 3-06
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)………………………………………………………………………….57
Figure 3.31 Picture 3-07
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)……………………………………………………………………….…57
Figure 3.32 Picture 3-08
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)…………………………………………………………………….……58
Figure 3.33 Picture 3-09
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)……………………………………………………………………….…58

	
  

xiv	
  

Figure 3.34 Picture 3-10
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)……………………………………………………………………….…59
Figure 3.35 Picture 3-11
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)…………………………………………………………………….……59
Figure 3.36 Picture 3-12
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)…………………………………………………………………….……60
Figure 3.37 Picture 4-01
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)………………………………………………………………………….60
Figure 3.38 Picture 4-02
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)……………………………………………………………………….…61
Figure 3.39 Picture 4-03
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)…………………………………………………………………….……61
Figure 3.40 Picture 4-04
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)…………………………………………………………………….……62
Figure 3.41 Picture 4-05
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)…………………………………………………………………….……62
Figure 3.42 Picture 4-06
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)………………………………………………………………….………63
Figure 3.43 Picture 4-07
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)…………………………………………………………………….……63
Figure 3.44 Picture 4-08
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)……………………………………………………………………….…64

	
  

xv	
  

Figure 3.45 Picture 4-09
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)……………………………………………………………………….…64
Figure 3.46 Picture 4-10
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)……………………………………………………………….…………65
Figure 3.47 Picture 4-11
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)……………………………………………………………………….…65
Figure 3.48 Picture 4-12
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)…………………………………………………………………….……66
Figure 3.49 Picture 5-01
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)……………………………………………………………….…………66
Figure 3.50 Picture 5-02
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)……………………………………………………………………….…67
Figure 3.51 Picture 5-03
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)……………………………………………………………………….…67
Figure 3.52 Picture 5-04
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)……………………………………………………………………….…68
.
Figure 3.53 Picture 5-05
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)……………………………………………………………………….…68
Figure 3.54 Picture 5-06
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)…………………………………………………………………….……69
Figure 3.55 Picture 5-07
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)……………………………………………………………………….…69

	
  

xvi	
  

Figure 3.56 Picture 5-08
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)…………………………………………………………………………70
Figure 3.57 Picture 5-09
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)…………………………………………………………………………70
Figure 3.58 Picture 5-10
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)………………………………………………………………………….71
Figure 3.59 Picture 5-11
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)…………………………………………………………………….……71
Figure 3.60 Picture 5-12
(Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)……………………………………………………………………….…72

	
  

xvii	
  

CHAPTER 1

1.1 Introduction
I am interested in this study because I worked for Jones Lang LaSalle in Taiwan about
two years after I had received my bachelor in landscape architecture. I worked upon the Taiwan
High Speed Railroad stations and surrounding areas development, planning, and design project.
This was one of the largest public projects in Taiwan.

Figure 1.1 Taiwan High Speed Railroad Hsinchu Station. For interpretation of the references
to color in this and all other figures, the reader is referred to the electronic version of this
thesis. (Copyright © 2012 Pei-Wen Chen, all rights reserved, used by permission)

Figure 1.3 Taiwan High Speed Railroad
Tainan Station (Copyright © 2012 YenChing Tseng, all rights reserved, used by
permission)

Figure 1.2 Taiwan High Speed Railroad
Taichung Station (Copyright © 2012 YenChing Tseng, all rights reserved, used by
permission)
	
  

1	
  

At that time, there were many passengers who complained that they disembarked the
trains at the wrong stations that made them anxiety and wasted their treasure time. I noticed that
the Taiwan High Speed Railroad stations were designed in similar styles confusing passengers.
In figures 1.1, 1.2, and 1.3, illustrate problems at the Taiwan High Speed Railroad, but the arrival
cognition of them are similar (meaning they look the same).
When people examine topics in public transportation, place cognition is seldom
investigated. Often the emphasis is upon alignment, cost, speed, and efficiency. Governments
are concerned about the routes and the stations’ locations, providing efficient service. In
environmental psychology and the planning/design sciences, environmental cognition is one of
the principle issues. Environmental cognition influences people’s impressions, memories of a
place, and affects wayfinding. For example, in railway stations, first time visitors can disembark
at the wrong station or be lost. Providing identity to places may alleviate these issues.

1.2 Case Study
I decided to study some existing train stations from around the world and visit some of
them first for my investigation, because they can teach me something firsthand about train
station design and then make me consider a more comprehensive approach when I am going to
create the new designs for the East Lansing Train Station. I will follow the advantages of these
existing stations and avoid the disadvantages of them. I will study three stations in the Europe,
three stations in the Asia, and one station in the United States. Each station has its own features
because each country has different characteristics, cultures, etc.

	
  

2	
  

1.2a King’s Cross Station, London, UK
On March nineteenth, 2012, a remodeled London King’s Cross Station opened. Network
Rail prepared a £500 million restoration plan, and then Camden London Borough Council
approved this plan in 2007. Restoration and deglazing the arched roof were included into this
plan. An air-open plaza replaced the cramped and congested 1972 extension at this station. The
concourse was separated into departure and arrival. Departure passengers were directed to the
new concourse, and arrival passengers were directed to the old concourse. This facilitated
passenger flow and service. In figure 1.4, people can experience the new arched roof which is the
longest single-span station structure in the Europe (Long, 2012; Network Rail, 2011).

Figure 1.4 King’s Cross Station, London, UK (Copyright © 2013 Wan-Chu Lin, all rights
reserved, used by permission)

	
  

3	
  

There are four companies that provide service for the main line and 17 bus lines pass this
station. The transportation system is very convenient at King’s Cross Station (Network Rail,
2011).
1.2b Tokyo Station, Tokyo, Japan
Tokyo station is a railway station in the Marunouchi business district of Chiyoda, Tokyo,
Japan near the Imperial Palace grounds and the Ginza commercial district. In figure 1.5, the
image illustrates the Tokyo station which is composed of two buildings. One of them is a threefloor building, the other one is a twelve-floor building. They were built in different times. The
three-story building opened in 1914 which applied Renaissance style, red brick, and an
octagonal-shaped roof.

Figure 1.5 Tokyo Train Station, Tokyo, Japan (Copyright © 2012 Tian-Wei Feng, all rights
reserved, used by permission)

	
  

4	
  

The central portion of the building features a triangular trapezoidal roof which is three
stories high. The rest of the building is two floors high. Tokyo is a highly developed city
(Fujimori, 1997; Hiroko, 2012). Tourists view Tokyo as a fashionable and highly modernistic
city. However, this station does not present any modern element. This station plays an important
role in the transportation system in Tokyo, providing services with 17 lines (JR, 2013).
1.2c Longshan Temple MRT Station, Taipei, Taiwan, R.O.C.

Figure 1.6 Longshan Temple, Taipei, Taiwan (Copyright © 2013 Li-Yueh Chu, all rights
reserved, used by permission)
Longshan Temple was built in 1738. It was severely damaged by an earthquake during
the Chin Dynasty- Cha Chin, and was subsequently repaired. It was damaged again by typhoon
in 1867, and then was rebuilt after the typhoon. The style of Longshan Temple was similar to

	
  

5	
  

another temple in Taichung. In Taiwan under Japanese rule, it was a school and military camp.
In 1919, people saw that the temple was derelict, and then they rebuilt it, which shaped today’s
Longshan Temple. It was totally destroyed by World War II in 1945. After World War II,
Taiwanese government rebuilt the temple. The Ministry of the Interior arranged Longshan
Temple as the Second National Monument. Longshan Temple plays an important role in old
Taipei City (Yu, 2008; Wang & Li, 2002). Therefore, Taipei City Government planned to build a
Mass Rapid Transit (MRT) station near Longshan Temple Station to resolve local traffic
problems and service many more passengers. Longshan Temple attracts lots of tourism,
especially Japanese tourism. The station was opened in 1999 (Cheng, 2010). Architects and
landscape architects applied the temple’s features when they designed the station. Architectural
elements and arrangement of buildings as well as a garden have features reminiscent of
Longshan temple, which was constructed using a traditional Chinese building style. They also
presented the history of Longshan Temple on the ground to inform people about the history of
Longshan Temple. Many elements throughout the station and its grounds make an effort to
connect the Longshan Temple to the station. Longshan Temple Station is one of the largest MRT
station in Taipei (Department of Information Technology, 2009; Taipei Longshang Temple,
2013).
The Longshan Temple MRT station is also connected to the Wanhua Train Station
through a five-minute walk. This connection allows Taipei riders serviced by the Longshan
Temple MRT with the region, Wanhua Train Station that services all of Taiwan. There are a
considerable number of bus lines connected to other districts in Taipei City and New Taipei City.
The public transportation connection of this station is convenient and user friendly (Metro
Taipei, 2013).

	
  

6	
  

1.2d Washington DC. Union Station, USA
Washington DC. Union Station opened in 1908 and was designed by Daniel H. Burnham
in the monumental Beaux-Arts style which is showed in figure 1.7. This style is related to other
monumental buildings and museum in Washington DC. Union Station’s arches symbolize its
primary function as a gateway. Today, this station not only provides transportation, but also
restaurants, shops and exhibits. The grandeur of the station represented in the station reflects the
image of the nation’s capitol (Amtrak, 2008; Union Station Washington D.C., 2013). In the next
fifteen to twenty years, Union Station will be redesigned and reconstructed to service more
passengers with better quality (Caro, 2012).

Figure 1.7 Washington DC Train Station, USA (Copyright © 2008 Wan-Chu Lin, all rights
reserved, used by permission)
1.2e Gare de Paris-Nord, Paris, France
Gare du Nord located at Northern Paris, is one of the seven original stations of French
National Railway. It contains many different kinds of public transportation. There are more than

	
  

7	
  

1.8 billion passengers who travel by this station per year. This makes Gare du Nord is the busiest
station in the Europe and the third busy station in the world (Rocketnews24, 2013).
Gare du Nord opened in 1854. There were only two rail road platforms when it was first
established. Within the progress of the times and the passenger numbers increasing, French
National Railways built more railroad lines to continually to satisfied passengers’ needs. There
are more than thirty railroads platforms, making Gare du Nord the largest station in the Europe
(Ka Liye & Briere).
In architecture, the designer Jacques Hittorf modified the initial sketch. He created the
building design in a neo-classical style and made the station building in a “U” shape. In design, it
was majestic; however, it limited the possibility of expansion that may have influenced the future
development of the station (Collectif, 2013).
1.2f Oriente Station, Lisbon, Portugal
Oriente Station was design by Santiago Calatrava and completed in 1998 (Abache, 2001).
Serving travelers for the World Expo in 1998 was the first goal by the city of Lisbon. The city of
Lisbon also planned the future for Oriente Station to serve more passengers. It made this station
as the main station of the whole city. The connection between this Oriente Station and other
transportation is really convenient. There are metropolitan, long- and medium-haul regional and
international trains travel passenger to their destinations. People can also transfer to other places
by buses and taxis. There are three levels to the Oriente Station. The upper level services the
national train network, the middle level is arranged as Expo entrance and bus terminal, and the
underground is a subway. In figure 1.8, shows the roof of the platform, a twenty-five meters high
structure that makes a deep impression upon passengers. The problem of the design of this

	
  

8	
  

station is the ticketing locations which were arranged all over the station rather then a central
office. This is the cultural difference between architects and society (Abache, 2001).

Figure 1.8 Oriente Station, Lisbon, Portugal (Copyright © 2010 Jon B. Burley, all rights
reserved, used by permission)
1.2g Shanghai South Railway Station, Shanghai, China
In 1908, Shanghai South Railway Station was established originally which was the
terminus of the Shanghai-Hangzhou railway line. In 2006, AREP, ECADI, and MaP3 cooperated
to redesign and reconstruct Shanghai South Railway Station. This station is the first circular train
station in the world (Brooks, 2011). Although, this design was creative, amazing and unique, it
ignored passengers’ orientation. Therefore, it employed much more workers to direct passengers.

	
  

9	
  

It will cost a lot in the long term (China Daily, 2011). After the Shanghai South Railway Station
renewal project was completed, Shanghai West Railway Station in Putuo District and Meilong
Station near Jinjiang Park were closed. The new design of Shanghai South Railway Station can
service up to 40% more passengers (Brooks, 2011).

I

Figure 1.9 Shanghai South Railway Station, Shanghai, China (Copyright © 2013 Zheng Chen,
all rights reserved, used by permission)
1.3 Literature Review
After I studied these existing train stations around the world, I also examined the current
literature. In my opinion, academic articles can also teach me much which relates to train station
design that will help me to create designs for East Lansing Train Station with reliable and
reasonable ideas. First of all, I will focus on identity and environmental cognition, because the
principal purpose of my study is making stations with clear identity can make passengers

	
  

10	
  

understand where they are. Second, I will focus on wayfinding systems. Last but not least, I will
address Transit-Oriented Development (TOD). This is an approach to study the surrounding
areas of the train station with more benefits. This research is not related to station cognition
directly; however, it can still instruct me concerning the surrounding environment of the train
station. The Lansing government also applied Transit-Oriented Development approaches towards
develop in Lansing (Capital Area Transportation Authority, 2011).
1.3a Identity
“Identity” is the condition or character of a person or a thing. Identity is related to
culture, which can make one understand ourselves. Language, traditions, beliefs, morals, laws,
social behavior and the art of a community are some of the components of culture. It is
imperative in preventing an identity cultural crisis and rootlessness. Understanding culture is a
prerequisite for effectively creating identities and communications (Peters, 2005).
In many cases, top companies spend large portions of their budgets creating their own
identities, because they understand that identity brings many benefits (Peters, 2005). Professional
designers create specific identities for these companies, thus helping companies realize the
benefits associated with establishing an identity. These companies also create their own
enterprise culture, which is related to identity, to enrich properties and serve society (Peters,
2005).
When people discuss identity, they often focus on people or companies. However, the
environment can be created or designed with identities. When people create a new landscape for
a place, they can apply the history and use a tradition/ culture, applied to the landscape design
creating identity. History is an important role of creating identity. It is easy to create a particular
landscape form by applying historic elements; however, planners or designers should also

	
  

11	
  

consider the connection between history elements and current people’s needs. Keeping balance
between historical elements and contemporary needs creates a design that links the landscape to
culture in which it serves (Hauser, 2005; Raagmaa, 2002). Sometimes a place has obvious
cultural characteristics. Preserving heritages does not only tell new generations about the past but
also creates a place with specific identity (Menenti, 2011).
Symbolic elements within the landscape can evoke memories and relate people values to
the landscape to create a sense of place. This sense of place connects people to the place,
making an intimate, personalized experience (Hull IV, Lamb, & Vigo. 1993).
Ujang (2009) argues that the identity of a place is formed through positive perceptions of
satisfaction, enjoyment, and security. This positive perception produces an emotional response
that strengthens the connection to and continuity of the place’s identity. Conversely, this
emotional attachment can be hindered by unpleasant interactions with a place. Such interactions
should be avoided by appropriately designing spaces to suit the physical and cultural needs of a
site. Physical elements as well as intensity of activity can effect users’ attachments to a site as
they generate emotional responses. It is therefore important to create continuity within the site’s
physical, social and psychological dimensions to create a true sense of place. Nogue &Vicente
(2004), Carmona (2003), Young & Light (2001), and Lynch (1998) are also interested in
environment/ landscape/ place identity.
In station identity, station plaza is seen as a leftover place often; however it is one of the
most important parts of station which can define the character of the station. Creating station
plaza with its own identity and making it as an accessible place which provides different
activities that can promote the station more valuable (PB’s PlaceMakign Group, 2011).

	
  

12	
  

1.3b Environmental Cognition
People are always experiencing the environment by watching, hearing or smelling;
however, they often ignore that they are also experiencing it emotionally (Bell et al., 2001).
People obtain the facts and ideas from the world around them, they remember their emotional
responses to the environment from experience. People can make plans and understand the
environment by this experience. For investigators, this is environmental cognition (Bell et al.,
2001).
In environmental cognition, the experience of getting lost is one of the most important
research topics. People often rely on others or technologies when they are looking for their
destinations. Visitors feel nervous and stressed when they are truly lost, because the architecture
and natural environment may be disorienting (e.g., Cohen et al., 1996: Hunt, 1984). For some
people, this kind of negative experience might affect their whole life (Heth & Cornell, 1998;
Hunt, 1984).
There is a large percentage of people who share the same experience of getting lost (Bell
et al., 2001). When people visit some areas with unsafe condition, being lost might be dangerous.
For lost people it is easier for people to find their way back through landmarks and unique
buildings. “Simply being more comprehensible may make environments more aesthetically
pleasing” (Bell et al., 2001).
Although, maps and charts are useful tools for telling people directional information,
people typically travel through a familiar environment without these aids. Cognition maps are the
kind of maps are created by people who experience their familiar environment; therefore, these
maps are individual. People usually use cognition maps instead of a physical map when they are
traveling familiar places that is supported by psychologists (Bell et al., 2001; Lynch, 1960).

	
  

13	
  

In describing and analyzing cognition maps, paths, edges, districts, nodes, and landmarks
are the five majority elements which were established by Lynch (1960). Paths such as streets,
walkways, or riverways are travel corridors. Edges such as, walls or seashores which defines the
ranges, is the second element. Districts such as a Chinatown are defined areas. Nodes are created
at the intersections of paths. Moreover, the path’s terminus or paths are broken to create nodes,
such as a downtown square or traffic circle for example. Last but not least, landmarks are
significant features. They always are created large so that people can see them from some
distance, such as towers or tall buildings in cities (Lynch, 1960).
Davies & Uttal (2007), Foo et al. (2005), and Golledge & Go¨ rling (2004) are also
interested in cognitive maps. The knowledge of the relationship between people’s behavior and
cognition maps helps planners and designers to create a more livable environment.
There are some differences between physical maps and cognitive maps; however, the
principle target of them is to facilitate wayfinding. People know how to get to the destinations
they want efficiently, such as schools, offices, restaurants, stations, etc. by successful wayfinding
system (Evans, 1980; Downs & Stea, 1977). Environments with particular characteristics such
as, special architecture, towers, or landmarks, influences the efficiency of people finding their
way. Efficient wayfinding can not only save time but also make people feel more pleasant
(Garling & Evans, 1991).
There are other researchers who have investigated environmental cognition, such as
Henry & Dietz (2012). Their studies give assistant for planners and designers when they are
conducting their projects.

	
  

14	
  

1.3c Wayfinding
Wayfinding	
  is	
  one	
  of	
  the	
  most	
  studied	
  issues	
  in	
  environmental	
  cognition.	
  There	
  are	
  
some	
  research	
  investigators	
  who	
  study	
  in	
  the	
  relationship	
  between	
  environmental	
  
information	
  and	
  wayfinding.	
  There	
  are	
  many	
  different	
  tools	
  which	
  can	
  be	
  assessed	
  to	
  
support	
  wayfinding	
  systems	
  such	
  as	
  signs,	
  maps,	
  words,	
  buildings,	
  and	
  landmarks.	
  The	
  
environmental	
  evaluations	
  are	
  always	
  impacted	
  by	
  the	
  physical	
  features	
  of	
  settings	
  
(Passini,	
  1992).	
  	
  
In people’s daily life, wayfinding plays an important role. One can see wayfinding
systems everywhere, such as in the airports, train stations, shopping malls, campuses, etc. Ideal
wayfinding systems provide information utility to people concerning direction; however,
unsuccessful wayfinding systems confuse people. The aim of wayfinding is assisting people to
spend less time and less effort to arrive at their destinations (Brunye ́, Mahoney, Gardony, &
Taylor, 2010; Fewings, 2001).
Signage	
  is	
  always	
  correlated	
  to	
  wayfinding.	
  For	
  instance,	
  signs	
  are	
  always	
  one	
  of	
  the	
  
important	
  elements	
  of	
  wayfinding.	
  People	
  understand	
  signs	
  which	
  tell	
  them	
  what	
  is	
  where,	
  
when	
  is	
  the	
  event,	
  etc.	
  In	
  wayfinding,	
  signs	
  tell	
  people	
  the	
  direction	
  that	
  leads	
  people	
  to	
  
their	
  destinations	
  (Passini,	
  1992).	
  There	
  is	
  less	
  ambiguity	
  from	
  signs	
  offering	
  the	
  services	
  
of	
  communicating	
  direction	
  and	
  providing	
  environmental	
  information.	
  Directional,	
  
identification,	
  and	
  reassurance	
  are	
  the	
  three	
  basic	
  forms	
  of	
  signs	
  that	
  direct,	
  inform,	
  control	
  
and	
  identify	
  (Apelt,	
  2008;	
  Fewings,	
  2001).	
  Currently,	
  people	
  who	
  live	
  in	
  a	
  busy	
  life	
  style,	
  
are	
  often	
  in	
  hurry,	
  especially	
  when	
  traveling.	
  Therefore,	
  wayfinding	
  is	
  really	
  important	
  in	
  
transportation	
  stations.	
  People	
  spend	
  less	
  time	
  as	
  possible	
  of	
  reading	
  sings,	
  sometimes	
  
they	
  just	
  give	
  a	
  glimpse.	
  Signs	
  should	
  be	
  created	
  and	
  designed	
  in	
  simple	
  and	
  easily	
  

	
  

15	
  

understandable	
  manner	
  that	
  makes	
  people	
  know	
  where	
  to	
  visit	
  and	
  how	
  to	
  get	
  there	
  in	
  the	
  
shortest	
  time.	
  Abundant	
  and	
  complex	
  information	
  has	
  been	
  shown	
  to	
  make	
  people	
  become	
  
confused	
  (Passini,	
  1992).	
  More	
  over,	
  wayfinding	
  systems	
  should	
  be	
  designed	
  and	
  created	
  
as	
  a	
  comprehensive	
  family.	
  For	
  instance,	
  it	
  not	
  only	
  provides	
  the	
  primary	
  information,	
  but	
  
also	
  secondary	
  information	
  that	
  guides	
  people	
  where	
  they	
  can	
  visit	
  and	
  how	
  to	
  get	
  there	
  
easily	
  (The	
  Wayfinding	
  Handbook,	
  2009).	
  	
  
Numerous	
  people	
  have	
  the	
  experience	
  of	
  getting	
  lost	
  after	
  they	
  read	
  the	
  sign.	
  People	
  
are	
  educated	
  to	
  trust	
  or	
  distrust	
  the	
  signs	
  by	
  their	
  experience	
  of	
  interacting	
  with	
  signs	
  to	
  
provide	
  correct	
  or	
  incorrect	
  information.	
  Therefore,	
  designers	
  should	
  make	
  signs	
  that	
  are	
  
reliable	
  and	
  with	
  the	
  quality	
  that	
  is	
  necessary	
  so	
  that	
  people	
  will	
  trust	
  the	
  wayfinding	
  
system	
  (Passini,	
  1992).	
  	
  
Calori	
  (2007),	
  Smitshuijzen	
  (2007),	
  and	
  Arthur	
  &	
  Passini	
  (1992)	
  are	
  also	
  interested	
  
in	
  and	
  investigated	
  wayfinding	
  and	
  signage.	
  They	
  understand	
  that	
  successful	
  wayfinding	
  
system	
  especially	
  in	
  signage	
  help	
  people	
  to	
  find	
  directions.	
  	
  
After	
  reading	
  maps,	
  many	
  people	
  have	
  experienced	
  confusion	
  concerning	
  where	
  
they	
  are	
  located.	
  This	
  is	
  a	
  common	
  situation,	
  because	
  it	
  is	
  difficult	
  for	
  people	
  to	
  transfer	
  the	
  
map’s	
  information	
  to	
  real	
  space	
  (Butler,	
  Acquino,	
  Hissong,	
  &Scott,	
  1993;	
  Levine,	
  1982;	
  
Thorndyke	
  &	
  Hayes-­‐Roth,	
  1982).	
  This	
  has	
  led	
  to	
  the	
  “You-­‐Are-­‐Here	
  Maps”	
  to	
  help	
  orient	
  
people	
  (Levine,	
  1982;	
  Levine,	
  Marchon,	
  &	
  Hanley,	
  1984).	
  	
  
Although,	
  maps	
  and	
  signs	
  are	
  the	
  principle	
  elements	
  in	
  a	
  wayfinding	
  system,	
  
successful	
  spatial	
  design	
  is	
  important	
  in	
  a	
  successful	
  wayfinding	
  system.	
  This	
  is	
  especially	
  
important	
  for	
  people	
  who	
  are	
  disabled	
  visually	
  or	
  cannot	
  read.	
  When	
  a	
  person	
  is	
  engaged	
  
in	
  finding	
  one’s	
  way,	
  one	
  should	
  rely	
  on	
  some	
  information	
  tools,	
  such	
  as	
  signs	
  and	
  maps,	
  

	
  

16	
  

but	
  also	
  environmental	
  information,	
  such	
  as	
  buildings	
  characteristics	
  and	
  landmarks.	
  
Therefore,	
  environment	
  elements	
  are	
  as	
  important	
  as	
  signs	
  in	
  way-­‐finding	
  system	
  (Passini,	
  
1992).	
  	
  
There	
  are	
  some	
  other	
  professionals	
  who	
  have	
  investigated	
  wayfinding	
  systems.	
  
They	
  discuss	
  wayfinding	
  systems	
  not	
  only	
  in	
  signs	
  but	
  also	
  in	
  spaces	
  (Hidayetoglu,	
  M.,	
  
Yildirim,	
  K.,	
  &	
  Akalin,	
  A.,	
  2012;	
  Hochmair,	
  H.,	
  &	
  Karlsson,	
  V.,	
  2005;	
  Kato,	
  Y.,	
  &	
  Takeuchi,	
  Y.,	
  
2003).	
  
Moreover,	
  there	
  are	
  issues	
  concerning	
  wayfinding	
  at	
  stations.	
  The	
  wayfinding	
  
system	
  at	
  stations	
  aim	
  to	
  make	
  passengers	
  with	
  less	
  stress,	
  promote	
  passengers’	
  
satisfaction,	
  control	
  the	
  passenger	
  flow,	
  lower	
  crowding	
  of	
  station,	
  make	
  passengers	
  get	
  to	
  
the	
  trains	
  on	
  time,	
  and	
  reduce	
  the	
  risk	
  of	
  choosing	
  wrong	
  trains	
  (Rail	
  Safety	
  &	
  Standards	
  
Board,	
  2006).	
  Comprehending	
  the	
  stations	
  users	
  is	
  the	
  first	
  of	
  creating	
  station	
  wayfing	
  
systems,	
  and	
  then	
  makes	
  the	
  wayfinding	
  systems	
  with	
  high	
  quality	
  to	
  satisfy	
  users	
  
requirements.	
  There	
  is	
  static	
  and	
  temporary	
  information	
  that	
  stations	
  should	
  inform	
  
passengers.	
  Statistically,	
  the	
  signage	
  approach	
  is	
  almost	
  always	
  applied.	
  For	
  temporary	
  
information,	
  location	
  is	
  the	
  first	
  issue	
  that	
  should	
  be	
  addressed.	
  The	
  appropriate	
  place	
  to	
  
set	
  the	
  temporary	
  information	
  can	
  inform	
  important	
  information	
  to	
  passengers	
  efficiently	
  
(Rail	
  Safety	
  &	
  Standards	
  Board,	
  2006).	
  Lighting	
  is	
  another	
  principle	
  tool	
  of	
  wayfinding	
  at	
  
stations.	
  There	
  are	
  different	
  standards	
  of	
  lux	
  minimums	
  at	
  the	
  different	
  places	
  at	
  the	
  
stations.	
  For	
  example,	
  the	
  minimum	
  lux	
  is	
  200	
  for	
  directional	
  wayfinding.	
  Otherwise,	
  the	
  
color	
  of	
  the	
  lighting	
  should	
  also	
  be	
  considered	
  either.	
  Yellow	
  artificial	
  light	
  should	
  always	
  
be	
  avoided	
  in	
  wayfinding	
  (Rail	
  Safety	
  &	
  Standards	
  Board,	
  2006).	
  	
  

	
  

17	
  

1.3d Transit Oriented Development
Planning and design professionals consider transit-oriented development (TOD) when
working on project. TOD explores mix-land use, economic promotion, and affordable housing to
satisfies people’s needs and expectations (Dittmar & Ohland, 2003). The differences between
people live in a community with TOD and traditional development are people prefer to walk
instead of driving, the utility of public transportation is promoted, and the number of how many
cars per person owns is reduced (PB’s PlaceMakign Group, 2011). That is why many planners
who apply TOD when they conduct new or renewal projects.
When starting a project, professionals investigate TOD. They focus upon the walking
distance, within a half-mile, between the residential areas and the transportation stations.
Walking distance is a consistent feature investigators study (Center for Transit-Oriented
Development, 2011).
The principle target of transportation is taking people to wherever they want to go.
Transportation offers the physical access to reach goods, services, activities, and destinations
(Litman, 2012). There are five principle goals that planners should refer when exploring transitoriented development: location efficiency, rich mix of choices, value capture, place making, and
resolution of the tension between node and place (Dittmar & Ohland, 2003). Station always plays
the role as a core to a district. A district is planned with multi-zones that makes it more attractive
The surrounding areas of a station should be planned and designed organized that can promote
the value and utility of this station (PB’s PlaceMakign Group, 2011).
Visual pleasing, lively, and walkable communities, multi housing, shopping and
transportation, economic benefits, regional employment, education, government centers,
hospitals, entertainment accessibility are some of the advantages of successful TOD (City and

	
  

18	
  

County of Denver, 2006). Ratner & Goetz (2013), Curtis et al. (2009), Arrington & Cervero
(2008), and Gau & Lin (2006) are also interested in transit-oriented development.

1.4 Intent of Study
At the beginning of my master study, I was interested in the public transportation station
design, because I thought public transportation station is an indispensible facility in people’s
daily life. When people travel long distances, they must have to rely on public transportation,
such as, aircrafts, trains and boats. Passengers departure or arrive at the public transportation
station, the experience is important to people.
After reading articles, journals books, some of them mentioned about the importance of
environmental cognition which concerns the relationship between people’s behavior and
environment. They discuss the environment at a large scale, such as a city or a county setting.
They seldom mention about the environmental at a small scale, such as a station or a single
building.
In transportation station planning and design, people discuss the station’s location and the
functions of a station. In addition, many researchers study wayfinding systems and transit
oriented development. However, they seem to ignore the importance of the station arrival
cognition. Therefore, I wish to explore issue related to the arrival identity of public transportation
station in this thesis.
I wish to explore the level at which passengers at the East Lansing Train Station can
identify where they are through visual cues. My hypothesis is that there is a visual level at which
passengers can recognize where they are upon arrival. I wish to discover which treatment
facilitates arrival cognition. I propose to study various designs for the station from relatively

	
  

19	
  

uninformative treatments to quite blatant design treatments to determine the threshold upon
which passengers have strong arrival cognition.
	
  

	
  

20	
  

	
  
CHAPTER 2

2.1 Methodology
To test the ability of respondents to determine the level of arrival cognition, I designed
five treatments for the East Lansing Train Station. For each treatment, there are twelve window
views that are from inside the train. These views are the first views for passengers when they
arrive.

2.2 Study Area
In figure 2.1, the red triangle area presents the current East Lansing Train Station’s
location. People can also understand the condition of the surrounding areas.

Figure 2.1 The red triangle is the exist location of East Lansing Train Station: 1240 South
Harrison Road, East Lansing, MI 48823, US. (Imagery Copyright © 2013 Cnes/Spot Image,
DigitalGlobe, Landsat, U.S. Geological Survey, USDA Farm Service Agency, TerraMetrics, all
rights reserved, used by permission, Copyright © 2013 Google, all rights reserved, used by
permission)

	
  

21	
  

	
  
Figure 2.2 shows the current condition of the East Lansing Train Station. There is only a
tiny station building and the outside parking lot. There are other buildings which are the storage
of Michigan State University.

Figure 2.2 Aerial of the existing East Lansing Train Station (Imagery Copyright © 2013
Cnes/Spot Image, DigitalGlobe, Landsat, U.S. Geological Survey, USDA Farm Service Agency,
TerraMetrics, all rights reserved, used by permission, Copyright © 2013 Google, all rights
reserved, used by permission)
Lansing Airport
Eastwood Shopping Center
Lake Lansing

Lansing Mall

Lansing Capital
Grand River Avenue
Michigan State University

Meridian Mall

Figure 2.3 The connection between East Lansing Train Station and other destinations (Imagery
Copyright © 2013 Cnes/Spot Image, DigitalGlobe, Landsat, U.S. Geological Survey, USDA
Farm Service Agency, TerraMetrics, all rights reserved, used by permission, Copyright © 2013
Google, all rights reserved, used by permission)

	
  

22	
  

	
  
Figure 2.3 show the relationship between the East Lansing Train Station and the
destinations in East Lansing and Lansing area that can give visitors some idea where they can
visit.
2.2a The Past and Future of East Lansing
When the Chicago-Toronto train, the International, was reinstated, Amtrak needed a
station in Lansing (Winkle, 2003). The old Grand Trunk Station in Lansing was not an option as
it had already been sold and turned into a restaurant. Michigan State University in nearby East
Lansing, allowed Amtrak to establish a station in a university-owned storage building just south
of the former Grand Trunk tracks. East Lansing residents benefited from a station on the west
edge of campus, and Amtrak installed a new station at minimal cost. However, this station lacks
the charm and character of stations from an earlier era, but does provide an indoor waiting room,
bathrooms, and is located in a good spot (Winkle, 2003).
The facilities of the exiting East Lansing Train Station are the ticket office, an enclosed
waiting area, restrooms, a Quik-Trak kiosk, short-term parking (20), and long-term parking
(175). There are dedicated parking, wheelchair lift, wheelchair, waiting room, fountain, and a
platform for accessibility. It also provides baggage assistance for passengers. However, there is
no lounge, pay phone, ATM, elevator, checked baggage service, baggage storage, lockers,
baggage carts, and parking attendant at this station (Amtrak, 2013).
2.2b Image of current East Lansing Train Station
In figure 2.4 and 2.5, these pictures show current condition of East Lansing. The East
Lansing Train Station building looks really simple as a one story building. It used to be an MSU
storage building (Winkle, 2003). Therefore, the image of this station is poor which does not have
any particular characteristics.

	
  

23	
  

	
  

Figure 2.4 Outside of the current East Lansing Train Station (Copyright © 2013 Wan-Chu Lin,
all rights reserved, used by permission)

Figure 2.5 Inside of the current East Lansing Train Station (Copyright © 2013 Wan-Chu Lin, all
rights reserved, used by permission)

	
  

24	
  

	
  
2.2c The features of East Lansing
There are a number of symbols that represent the study area. The City of East Lansing is
represented by a simple sign. Visitors might also understand that trees may play an important
role in East Lansing City, but people in the past have harvested lots of trees in the area.
Therefore, it is not easy for people to know that East Lansing is a tree city without this sign.
The weather in winter at East Lansing is cold. Snow covers the whole city which makes
the city have a northern climate characteristic. Therefore, “white” is another important element
in East Lansing. However, many cities in North America are covered with snow during winters.
East Lansing is Michigan State University’s home, which is an important part of East
Lansing. “Go green, go white” is the slogan of Michigan State University. Green and white not
only present trees and the weather, but also present Michigan State University. There are other
important elements of Michigan State University,” such as the Spartan (Oswald, 2005), football
(Grinczel, 2003), and Eli and Edythe Broad Art Museum (Arch Daily, 2012).
Michigan is a lake state which is surrounded by lakes. These lakes make the state of
Michigan enjoy a mild climate that is different with the other northern states (Michigan in Brief,
2011). There are the Grand River and the Red Cedar River which run through Lansing and East
Lansing area. Grand River is the longest river of the State of Michigan. (National Hydrography
Dataset high-resolution flowline data). Red Cedar River runs through Michigan State University
which is important to students of Michigan State University (MSU Alumin, 2013). Water is a
principle feature of State of Michigan, Lansing, and East Lansing.
Art also plays an important role in Lansing, there is an art festival in May every year. Eli
and Edythe Broad Art Museum is a new modern building opened in 2012 (Arch Daily, 2012). It

	
  

25	
  

	
  
will attract many visitors in the future. The Art festival and Eli and Edythe Broad Art Museum
reflect the positive character of the area.
Oldsmobile cars were founded and produced in Lansing. It was founded in 1897 and
disbanded in 2004. Today GM cars are still built in Lansing (Casteele, 1992; Kimes &
Langworth 1972).
There are many characteristics for East Lansing representing the local features. These
characteristics could be applied in a train station design that may give the station with its own
identity, and facilitate passenger arrival cognition.

2.3 Design Treatment
For my research, I developed five different designs on a scale ranging from an ambiguous
identity to a site with strong local identity.
2.3a Alternative 1
The principle concept of this design is “simple.” Simple does not mean an empty design.
The design supplies the common standards for the rail station. There are ticketing areas, an
enclosed waiting area, open air waiting areas, platforms, restrooms in the indoor area, and
parking outside. This is a disabled friendly station providing accessible facilities.
Figure 2.7 shows the architectural design is a three-story building designed in a
traditional redbrick style of the region. The landscape architecture design contains a main plaza
with a parking lot. The parking lot can be a weekend market providing the farmers’ opportunity
to sell their products of. The remaining areas of this site are planted with trees.

	
  

26	
  

	
  

Train Station Building

Parking Lot

Open-Air Waiting Area

Figure 2.6 The site plan of the treatment one. (Copyright © 2013 Wan-Chu Lin, all rights
reserved, used by permission)

Figure 2.7 The image of the treatment one (Copyright © 2013 Wan-Chu Lin, all rights reserved,
used by permission)
	
  

27	
  

	
  
2.3b Alternative 2
The main idea of this design treatment is modern with multi-functions. The facilities and
services supported by this train station are numerous. In the indoor area, there are undergroundparking areas and storage in the basement. Ticketing, enclosed waiting areas, platforms, a café, a
souvenir store, and restrooms are arranged in first floor. On second floor, there are shopping
center, restaurants, Amtrak office, and restrooms. There is a shopping center and luxury hotel
lobby on third floor. The luxury hotel rooms are established at fourth floor to eighth floors. There
is a luxury restaurant on ninth floor. The roof top is designed with a swimming pool and night
club. The outdoor facilities of this station includes are walkway, bikeway, performance stage,
fountains, sculptures, café, way-finding system. This is a disabled friendly station.

Underground Ground
Pedestrian Way

Sunken
Plaza

Train Station Building

Outdoor
Cafe

Main Plaza

Atrium

Figure 2.8 The site plan of the treatment two. (Copyright © 2013 Wan-Chu Lin, all rights
reserved, used by permission)

	
  

28	
  

	
  
There is a nine-story modern architecture building in the design. Its shape reflects the
shape of the site and the railway. This building provides people different services, such as
shopping, eating, and drinking. Each floor in this building is angled providing people the
opportunity to enjoy different views when they are at different spots at the station. People can
enjoy swimming, drinking and dancing at the rooftop which is designed to be a quality night club
and lounge bar in Michigan.

Figure 2.9 The image of the treatment two. (Copyright © 2013 Wan-Chu Lin, all rights
reserved, used by permission)
In figure 2.9, the landscape design, contains some fountains around the whole site
reflecting the feature that Michigan is a lake state. The shape and the pattern of the main plaza
reflect to the shape of the building, the site and the railway. The functions this plaza provides are
varied. People can enjoy a fountain performance during the weekday, and then enjoy the outdoor
performances during the weekend. It also provides spaces for family activities. This is a vehicle
free area that reduces the dangerous and accidents. It is really safe for children to play here. The

	
  

29	
  

	
  
shape of the plaza which is in the middle of the building also reflects the building and the site.
There is an area providing people some information about the Eli and Edythe Broad Art Museum
exhibition. The artwork at this pre-museum can be change following the Eli and Edythe Broad
Art Museum exhibition schedule. People can enjoy the exhibition and the fountain when they are
sitting at the outdoor café is serviced by Biggby which is a local brand of coffee. There is a
underground pedestrian way. People can cross the railway enjoying the water walls at the same
time. This new station design will be able to make East Lansing with a brand new image that
changes people’s thinking about that East Lansing.
2.3c Alternative 3

History Park

Train Station Building

Pre-Museum

Landmark

Shops
Sunken Plaza
Wayfinding

Parking
Lot
	
  
Figure 2.10 The site plan of the treatment three. (Copyright © 2013 Wan-Chu Lin, all rights
reserved, used by permission)
The concept for this design is “Green and White” reflecting the local identity. In the
indoor area, this station provides underground- parking, and storage in the basement. There are

	
  

30	
  

	
  
shopping center, restaurants, an Amtrak office, and restrooms at the second floor. The third floor
is designed for shopping center, and luxury hotel lobby. The luxury hotel rooms are arranged the
fourth floor through the eighth floor. This is a luxury restaurant on the ninth floor. This treatment
is also a disabled friendly station.
In figure 2.11, the architectural design, contains one main building and four secondary
buildings. This design is inspired by the works of Santiago Calatrava. His works always apply
simple color and amazing shape that reflects this design concept “Green and White.” The other
four three-story buildings are designed in traditional style that does not create visual competition
between the main station building and the other buildings.

Figure 2.11 The image of the treatment three. (Copyright © 2013 Wan-Chu Lin, all rights
reserved, used by permission)

	
  

31	
  

	
  
The landscape design, contains the pattern around the site reflecting the main building’s
shape. The main plaza is designed as a physical wayfinding system giving people information
and direction to areas in Lansing and East Lansing.
2.3d Alternative 4
The main concept of this design is “East Lansing & Michigan State University.” In the
basement, there is an underground- plaza, a café, and storage. The first floor is designed for the
public with drop off area, ticketing, enclosed waiting area, platform, souvenir store, and
restrooms. The second floor through the ninth floor are arranged for residential use. There are
walkways, bikeways, a performance stage, fountains, sculptures, a café, and a way-finding
system for the outdoor open spaces. This is a disabled friendly station.

Train Station Building

Outdoor Cafe

Pre-Museum

Fountain

Rooftop Garden

Labyrinth
Parking
Lot

Figure 2.12 The site plan of the treatment four (Copyright © 2013 Wan-Chu Lin, all rights
reserved, used by permission)

	
  

32	
  

	
  
In figure 2.13, the architectural design, contains the shape reflecting to the shape of the
site and the railway. The colors of the building are green and white reflecting to Michigan State
University’s slogan “Go Green, Go White” and the features of East Lansing. There is a rooftop
garden on the second floor which is also designed in green and white. All of the facilities and
furniture of this garden are also designed in green and white. During the winter, this garden can
become totally white, and it has green and white colors in other seasons. Underground and the
first floor are designed for public and other floors are created for residential. The underground
plaza is decorated with Michigan State University features, people can have drinks and enjoy the
performances at this plaza. People can see the whole plaza when they are at the first floor. The
housing type is suitable for singles who want to live with high quality, because there are so many
students and faculties complain about the poor quality of Spartan Village.

Figure 2.13 The image of the treatment four. (Copyright © 2013 Wan-Chu Lin, all rights
reserved, used by permission)

	
  

33	
  

	
  
In figure 2.13, the landscape design, contains a main plaza, separated into four parts with
different functions and characteristics. There is a pre-museum that gives visitors some
information about the exhibition at Eli and Edythe Broad Art Museum. The artworks there can
be changed when the Eli and Edythe Broad Art Museum change its exhibition topics. A small
forest that reflects East Lansing is a tree city is in the design. A labyrinth and a Spartan provides
children a play ground. An outdoor café is serviced by Biggby which is a local coffee brand.
This plaza is a car free plaza that provides people with a safe space. The rest of the site is created
for an Oldsmobile museum, telling people that Lansing was an important car innovator in the car
industry.
2.3e Alternative 5

Pre-Museum

Train Station Building

Landmark

Main Plaza

Stage

Atrium

Parking
Lot

Figure 2.14 The site plan of the treatment five. (Copyright © 2013 Wan-Chu Lin, all rights
reserved, used by permission)

	
  

34	
  

	
  
Figure 2.14 illustrates the primary concept of this design, “Michigan State University.”
The services this station supports are a drop off area, ticketing, enclosed waiting area, platforms,
a café, a souvenir store, and restrooms on the first floor of the building A. The second floor of
the building B is arranged for restaurants, Amtrak office, and restrooms. There is a shopping
center on the third floor to the fifth floor at the building A. The first floor of the building B is
designed an enclosed waiting area, a platform, and restrooms. The luxury hotel rooms are on the
second floor through the seventh floor at the building B. Building B’s eighth floor is designed for
a luxury restaurant. There is swimming pool, lounge bar, and the nightclub at the roof top area of
the building B. This is a disabled friendly station.

Figure 2.15 The image of the treatment five. (Copyright © 2013 Wan-Chu Lin, all rights
reserved, used by permission)
In figure 2.15, the architectural design, contains the shape of a building the featuring the
Michigan State University Spartan helmet. All of the facilities and furniture inside the building

	
  

35	
  

	
  
are designed with Michigan State University Spartan features, and the colors of them are only
green and white reflect to the Michigan State University’s slogan “Go Green, Go White.” This
building provides people such as shopping, eating, and drinking. People can enjoy swimming,
drinking and dancing at the rooftop which is designed as a quality night club and lounge bar in
Michigan.
In figure 2.15, the landscape design, is in the shape of Michigan State University Spartan
features. There are many Spartan sculptures. The main plaza is decorated with Spartan helmet
shape. In fountains and grass provides flexible activity space for performances and a weekend
market. The garden between two buildings also has Michigan State University Spartan features.
There is a large Spartan sculpture. People can enjoy the outdoor café and fountain performance
at this garden.

2.4 Survey
2.4a Survey Picture
AutoCAD 2013 (Autodesk, 2013) was used to prepare site plans for five design
treatments, and Sketch Up Pro 8 (Google, 2011) to make the 3D model for each of them. There
are six views from east to west from the trains on the northern railroad, and another six views
from the southern railroad for each treatment. Finally, Photoshop CS3 (Adobe, 2007) was used
to make these pictures more vivid and beautiful to facilitate respondents to understand them
easily when they are reading these pictures. These five pictures are the examples from the five
design treatments.

	
  

36	
  

	
  

Figure 2.16 Treatment one survey picture
(Copyright © 2013 Wan-Chu Lin, all rights
reserved, used by permission)	
  

Figure 2.17 Treatment two survey picture
(Copyright © 2013 Wan-Chu Lin, all rights
reserved, used by permission)	
  

Figure 2.18 Treatment three survey picture
(Copyright © 2012 Wan-Chu Lin, all rights
reserved, used by permission)	
  

Figure 2.19 Treatment four survey picture
(Copyright © 2013 Wan-Chu Lin, all rights
reserved, used by permission)	
  

Figure 2.20 Treatment five survey picture
(Copyright © 2013 Wan-Chu Lin, all rights
reserved, used by permission)	
  

	
  

37	
  

	
  
2.4b Survey Method
The survey included forty-five respondents to do the survey. Each respondent examined
twelve pictures from each treatment. There are sixty pictures total in this survey. There is only
one question in the survey, “Do you know where you are?” There are four answer for
respondents to choose are: “unclear, Michigan, East Lansing, Michigan State University.” The
respondents were to place the pictures in one of four piles. This survey follows the Institutional
Review Boards (IRBs) requirements.
2.4c Survey Analysis
Friedman’s Test
The Freidman’s test is the method for assessing the design treatments. Friedman’s Test
allows comparisons of more than two treatments or groups, using the ranks. The treatments are
represented by letter “k.” In addition, there are blocks (b) which represent a set of pictures
across the treatments. The results are placed in a table to compare each design treatment. There
are two possible outcomes. Each treatment’s rank is similar with the other treatments, meaning
the result is not significantly different, or each at least one treatment’s rank is different from
other treatments, meaning the result is significantly different (Daniel, 1978).
There are two hypothesis of the Friedman’s Test.
H0: The results of the treatments are all the same.
H1: The results of the treatments are significant different, at least one treatment is
significantly different with another treatment.

	
  

38	
  

	
  
Test Statistic:
For comparing my five design treatments, the first step is calculating the ranks from the
survey result. Before calculating the ranks, the respondents’ answers are transformed into
numerical scores.
Equation 1:
score = X×4 MSU + Y×3 East  Lansing + Z×2 state  of  Michigan +
[W×1 Unclear ]
X, Y, Z, and W are how many respondents’ answered MSU, East Lansing, State of
Michigan or Unclear when they were doing this survey.
The treatment with the higher scores would have a smaller number in the ranking;
conversely, a treatment with lower scores would have a larger ranking. The ranks of each
treatment are independent. If the results are similar the H0 is supported. If the outcomes are
different, at least one treatment is significantly different with another, supporting H1.
The second step is summing the ranks of each treatment to support or reject. When the
numbers in each column are close that means H0 is supported. When the numbers in each
column is different, potentially at least one of them is different from another treatment rejects
H0 .
Equation 2: The Friedman’s two-way analysis of variance by rank formula

12
!
𝑋! =
𝑏𝑘(𝑘 + 1)

!

𝑅!! − 3𝑏(𝑘 + 1)
!!!

k = numbers of the treatments
b = numbers of the blocks
	
  

	
  

39	
  

	
  
Decision rule:
The comparison for

!
𝑋! for significance is calculated by applying the suitable critical

from a table when b and k are small. If the

!
!
𝑋! of computed is equal to or larger than the 𝑋! of

listed for b and k, and ∝= 𝑝, H0 can be rejected at the ∝ level of significance. The comparison
for

!
𝑋! of significance is calculated by applying chi-square when the b and k values are not listed

in the giving table. When the computed

!
!
𝑋! is equal to or larger than 𝑋(!!∝) of the list value

for 𝑘 − 1 freedom degrees, H0 at the ∝ level of significance is rejected.
Ties
Theoretically ties should not happen because the test assumes the ranks are derived from
continuous data.
However, for ties equation 3 calculates the ranks which are adjusted.
Equation 3: Ties formula
!

𝑇! 𝑏𝑘(𝑘 ! − 1)

1−
!!!

Where 𝑇!

=

𝑡!! −

𝑡! and 𝑡! = the number of observations tied for a given rank in the

𝑖th blocks.
Multiple-comparison procedure for use Friedman test:
When the outcomes of the treatments are predicted to be significantly different that
usually means that the researchers want to understand more about the treatments. They desire to
know the differences between each treatment when H0 is rejected. Therefore, one needs to apply
the multiple-comparison (equation 4).
	
  

40	
  

	
  
Equation 4: Multiple-comparison formula

𝑅! − 𝑅! ′ ≥ 𝑧
Where 𝑅! and 𝑅!′ are the 𝑗th and

𝑗′th treatment rank totals, and

table corresponding to ∝/𝑘(𝑘 − 1).

	
  

𝑏𝑘(𝑘 + 1)
6

41	
  

𝑧 is a value from the giving

	
  
CHAPTER 3

3.1 Result
There are twelve pictures each from the five treatments. The table under each picture is
the result of respondents’ answers.
3.1a Alternative 1 Result

Group
Unclear
MI
EL
MSU
Number
34
9
2
0
Figure 3.1 Picture 1-01 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

	
  

42	
  

	
  

Group
Unclear
MI
EL
MSU
Number
37
3
3
2
Figure 3.2 Picture 1-02 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

Group
Unclear
MI
EL
MSU
Number
36
4
3
2
Figure 3.3 Picture 1-03 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission

	
  

43	
  

	
  

Group
Unclear
MI
EL
MSU
Number
30
4
3
8
Figure 3.4 Picture 1-04 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

Group
Unclear
MI
EL
MSU
Number
29
2
4
10
Figure 3.5 Picture 1-05 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

	
  

44	
  

	
  

Group
Unclear
MI
EL
MSU
Number
31
5
7
2
Figure 3.6 Picture 1-06 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

Group
Unclear
MI
EL
MSU
Number
33
11
1
0
Figure 3.7 Picture 1-07 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

	
  

45	
  

	
  

Group
Unclear
MI
EL
MSU
Number
34
5
4
2
Figure 3.8 Picture1-08 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

Group
Unclear
MI
EL
MSU
Number
35
4
4
2
Figure 3.9 Picture1-09 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

	
  

46	
  

	
  

Group
Unclear
MI
EL
MSU
Number
28
1
7
9
Figure 3.10 Picture 1-10 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

Group
Unclear
MI
EL
MSU
Number
35
3
5
2
Figure 3.11 Picture 1-11 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

	
  

47	
  

	
  

Group
Unclear
MI
EL
MSU
Number
29
9
5
2
Figure 3.12 Picture 1-12 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)
3.1b Alternative 2 Result

Group
Unclear
MI
EL
MSU
Number
38
4
1
2
Figure 3.13 Picture 2-01 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)
	
  

48	
  

	
  

Group
Unclear
MI
EL
MSU
Number
34
7
3
1
Figure 3.14 Picture 2-02 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

Group
Unclear
MI
EL
MSU
Number
33
6
5
1
Figure 3.15 Picture 2-03 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

	
  

49	
  

	
  

Group
Unclear
MI
EL
MSU
Number
27
1
10
7
Figure 3.16 Picture 2-04 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

Group
Unclear
MI
EL
MSU
Number
30
3
6
6
Figure 3.17 Picture 2-05 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

	
  

50	
  

	
  

Group
Unclear
MI
EL
MSU
Number
28
1
9
7
Figure 3.18 Picture 2-06 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

Group
Unclear
MI
EL
MSU
Number
34
6
2
3
Figure 3.19 Picture 2-07 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

	
  

51	
  

	
  

Group
Unclear
MI
EL
MSU
Number
35
5
2
3
Figure 3.20 Picture 2-08 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

Group
Unclear
MI
EL
MSU
Number
33
6
2
4
Figure 3.21 Picture 2-09 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

	
  

52	
  

	
  

Group
Unclear
MI
EL
MSU
Number
23
4
7
11
Figure 3.22 Picture 2-10 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

Group
Unclear
MI
EL
MSU
Number
26
3
6
10
Figure 3.23 Picture 2-11 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

	
  

53	
  

	
  

Group
Unclear
MI
EL
MSU
Number
29
6
4
6
Figure 3.24 Picture 2-12 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)
3.1c Alternative 3 Result

Group
Unclear
MI
EL
MSU
Number
23
10
8
4
Figure 3.25 Picture 3-01 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)
	
  

54	
  

	
  

Group
Unclear
MI
EL
MSU
Number
28
10
2
5
Figure 3.26 Picture 3-02 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

Group
Unclear
MI
EL
MSU
Number
30
7
3
5
Figure 3.27 Picture 3-03 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

	
  

55	
  

	
  

Group
Unclear
MI
EL
MSU
Number
30
7
4
4
Figure 3.28 Picture 3-04 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission

Group
Unclear
MI
EL
MSU
Number
32
5
5
3
Figure 3.29 Picture 3-05 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

	
  

56	
  

	
  

Group
Unclear
MI
EL
MSU
Number
27
7
9
2
Figure 3.30 Picture 3-06 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

Group
Unclear
MI
EL
MSU
Number
24
14
4
3
Figure 3.31 Picture 3-07 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

	
  

57	
  

	
  

Group
Unclear
MI
EL
MSU
Number
28
14
2
1
Figure 3.32 Picture 3-08 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

Group
Unclear
MI
EL
MSU
Number
30
11
3
1
Figure 3.33 Picture 3-09 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

	
  

58	
  

	
  

Group
Unclear
MI
EL
MSU
Number
31
8
4
2
Figure 3.34 Picture 3-10 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

Group
Unclear
MI
EL
MSU
Number
36
5
3
1
Figure 3.35 Picture 3-11 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

	
  

59	
  

	
  

Group
Unclear
MI
EL
MSU
Number
34
5
3
3
Figure 3.36 Picture 3-12 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)
3.1d Alternative 4 Result

Group
Unclear
MI
EL
MSU
Number
4
6
10
25
Figure 3.37 Picture 4-01 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)
	
  

60	
  

	
  

Group
Unclear
MI
EL
MSU
Number
6
4
21
14
Figure 3.38 Picture 4-02 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

Group
Unclear
MI
EL
MSU
Number
4
3
8
30
Figure 3.39 Picture 4-03 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

	
  

61	
  

	
  

Group
Unclear
MI
EL
MSU
Number
3
2
32
8
Figure 3.40 Picture 4-04 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

Group
Unclear
MI
EL
MSU
Number
3
3
8
31
Figure 3.41 Picture 4-05 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

	
  

62	
  

	
  

Group
Unclear
MI
EL
MSU
Number
20
8
9
8
Figure 3.42 Picture 4-06 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

Group
Unclear
MI
EL
MSU
Number
5
6
14
20
Figure 3.43 Picture 4-07 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

	
  

63	
  

	
  

Group
Unclear
MI
EL
MSU
Number
5
3
28
9
Figure 3.44 Picture 4-08 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

Group
Unclear
MI
EL
MSU
Number
3
4
9
29
Figure 3.45 Picture 4-09 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

	
  

64	
  

	
  

Group
Unclear
MI
EL
MSU
Number
3
2
3
37
Figure 3.46 Picture 4-10 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

Group
Unclear
MI
EL
MSU
Number
3
1
28
13
Figure 3.47 Picture 4-11 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

	
  

65	
  

	
  

Group
Unclear
MI
EL
MSU
Number
15
3
10
12
Figure 3.48 Picture 4-12 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)
3.1e Alternative 5 Result

Group
Unclear
MI
EL
MSU
Number
9
3
2
31
Figure 3.49 Picture 5-01 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)
	
  

66	
  

	
  

Group
Unclear
MI
EL
MSU
Number
8
3
1
33
Figure 3.50 Picture 5-02 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

Group
Unclear
MI
EL
MSU
Number
8
1
3
33
Figure 3.51 Picture 5-03 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

	
  

67	
  

	
  

Group
Unclear
MI
EL
MSU
Number
4
1
0
40
Figure 3.52 Picture 5-04 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

Group
Unclear
MI
EL
MSU
Number
6
1
0
38
Figure 3.53 Picture 5-05 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

	
  

68	
  

	
  

Group
Unclear
MI
EL
MSU
Number
6
1
4
34
Figure 3.54 Picture 5-06 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

Group
Unclear
MI
EL
MSU
Number
6
1
2
36
Figure 3.55 Picture 5-07 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

	
  

69	
  

	
  

Group
Unclear
MI
EL
MSU
Number
6
2
0
37
Figure 3.56 Picture 5-08 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

Group
Unclear
MI
EL
MSU
Number
6
2
1
36
Figure 3.57 Picture 5-09 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)
	
  

70	
  

	
  

Group
Unclear
MI
EL
MSU
Number
7
1
4
33
Figure 3.58 Picture 5-10 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

Group
Unclear
MI
EL
MSU
Number
4
2
1
38
Figure 3.59 Picture 5-11 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

	
  

71	
  

	
  

Group
Unclear
MI
EL
MSU
Number
7
1
1
36
Figure 3.60 Picture 5-12 (Copyright © 2013 Wan-Chu Lin, all rights reserved, used by
permission)

	
  

72	
  

	
  
3.2 Friedman’s Test Result
Table 3.1 The statistic of the survey result -1.
View
1
2
3
4
5
6
7
8
9
10
11
12
Rank Total
Squares
Sum of squares
k=5
b=12

	
  

Treatment1
Score
58
60
61
79
85
70
58
64
63
87
64
70

Treatment2
Rank
4
5
5
4
3
5
5
4
5
4
4
4

Score
57
61
64
87
78
85
64
63
67
96
90
77

52
2704
7610

Rank
5
4
4
3
4
3
4
5
3
3
3
3
44
1936

73	
  

	
  

Table 3.2 The statistic of the survey result -2.
View
1
2
3
4
5
6
7
8
9
10
11
12
Rank Total
Squares
Sum of squares
k=5
b=12

Treatment3
Score
Rank
83
3
74
3
73
3
72
5
69
5
76
4
76
3
66
3
65
4
67
5
59
5
65
5

Treatment4
Score
Rank
146
1
133
2
154
1
135
2
157
2
95
2
139
2
131
2
154
2
164
1
141
2
99
2

48
2304
7610

Treatment5
Score
Rank
145
2
149
1
151
2
166
1
160
1
156
1
158
1
158
1
157
1
153
2
163
1
156
1

21
441

15
225

In table 3.1 and table 3.2, the original score and the rank of each treatment is presented.
In table 3.3, it shows the test statistic after applying Friedman’s test. The number of this
test statistic is 37.667 which is greater than chi-square 4df, which is 14.86. Since 37.667 is
greater than 14.86 reject the null hypothesis and accept the alternate hypothesis that at least one
treatment is different than the other treatments, p<0.005.
There are no ties in this test statistic. Therefore, the equation of ties is not applied in this
investigation.
In table 3.2, the multiple-comparison procedure revealed 3.448. The absolute value
between the sum of the ranks must be larger than this number in order to be significantly

	
  

74	
  

	
  
different (p<0.05). In this investigation, all of the outcomes are greater than 3.448 including each
treatment is significantly different with other treatments.
Table 3.3 The statistic of the Friedman’s Test.
test statistic first half
test statistic second half
test statistic

253.6666667
216
37.66666667

chi-square 4df

14.86 p=0.005

since 37.667 is greater than 14.86 reject the null hypothesis
accept the alternate hypothesis that at least one treamtent
is different than the other treatements, p<0.005
t1-t2
t1-t3
t1-t4
t1-t5

8
4
31
37

yes
yes
yes
yes

t2-t3
t2-t4
t2-t5

4
23
29

yes
yes
yes

t3-t4
t3-t5

27
33

yes
yes

t4-t5

6

yes

alpha
alpha/k
z
test

	
  

0.05
0.0025
2.81
3.448370193

75	
  

0.4975

	
  
CHAPTER 4

4.1 Discussion
This thesis explores the relationship between arrival cognition at public transportation
stations and design. I visited some train stations before I did this study.
In King’s Cross Station in London, this station combines with historical building and new
modern elements. Designers want to make people to understand that even London is an old city,
but globally recognized for its influence on fashion and modern events happen there everyday.
This station illustrates to people that although London is an old city, it tries to change to fit the
contemporary image of London. However, passengers do not easy to understand the meaning
that planners and designers want to transfer to people, and then they do not know where they are
when they arrive this station. As a result, the England government spent a big amount budget to
promote this station, but the cognition of this station is still unclear.
In Tokyo Station, it does not represent the present Tokyo, because there are no elements
that reflect the contemporary styles of Tokyo modern culture. It also does not represent the
historical Tokyo either, because the style of the building is Renaissance, which is an architectural
movement from western cultures. The relationship between Tokyo Station and the surrounding
high-rise buildings is not harmonious. When people arrive at Tokyo station, they do not easily
notice they have arrived in Tokyo.
In Longshan Temple Station, architects and landscape architects applied the temple’s
features when they designed the station. Architectural elements and arrangement of buildings as
well as a garden have features reminiscent of Longshan temple, which was constructed using a
traditional Chinese building style. They also carved the history of Longshan Temple on the

	
  

76	
  

	
  
ground inform people about the history of Longshan Temple. The interior of this station weas
also designed and decorated with the features of the Longshan temple to announce passenegers
here is Longshan Temple Station. Many elements throughout the station and its grounds make an
effort to connect the Longshan Temple to the station.
In Union Station in Washington D.C., it was designed in monumental style which reflects
the features of other memorial buildings and museums in Washington DC., therefore, it is really
easy to make passengers to understand where they are; however, the identity of the city is not
well represented in the interior of the building. The interior of this building is really dark without
any vitality. It is not the image of a capitol. The arrangement of the interior is not comfortable
which make passengers anxious. The way finding system of this building and the connection
with other transportation of this station are also not friendly. There is a future plan for Union
Station, this new station building is designed in modern style. The features of the new Union
Station is common which can be placed everywhere. When people arrive the new Union Station
they have no idea with where they are.
In Gare du Nord station, the exterior of this station architecture reflects to the history and
features of Paris. When people see the outside of this building, they are easy to understand where
they are. However, the arrival cognition of this station is not clear. When passengers arrive this
station they confuse in where they are.
In Oriente Station, the arrival cognition of this station is obvious. When the trains arrive
at this station passengers can see the twenty-five meters high cover made by glass and metal of
the platform when they stay inside of the tracks. The structure of this station shares some
familiar features of the new Union Station, but the identity of Oriente Station is clear that makes
passengers understand where they are.

	
  

77	
  

	
  
In Shanghai South Station, this was the first circular station building in the world. In
design, this building is fantastic, unique, and majesty. However, passengers always get lost
inside the station building. The passenger oriented was ignored by planners and designers.
All of these stations have advantages and disadvantages which can be the prototype for
the future station design projects. The advantages of these stations should be maintained, and the
disadvantages of them should be prohibited. As the result, the quality of the stations will be
promoted.
The East Lansing Train Station is my study site. For the study, I developed five different
levels of design treatments examined in a respondent survey. The statistical results suggest that
the level of design does make a difference.
For perspective, the survey results suggest that treatment one is at the lowest position
with the poorest cognition score. Treatment two is at the second lowest position with the second
poorest score. Treatment three is at the middle position with the third best score. Treatment four
is at the second best position with the second highest score. Treatment five is at the best position
with the highest cognition score.
The actual results suggest that treatments one, four and five are in the rank positions I
expected. However, treatments two and three exchanged their positions. I will explore the
reasons for the difference in the following paragraphs. Although, the results are different from
my expectations, the study still supports the notion that a station’s image influences passengers’
cognition of place.
In design treatment one, I did not apply any local features when I created this design. It is
a small and simple train station which only provides limited services that satisfies the basic train
station requirements. This kind of train station can be applied everywhere, because it does not

	
  

78	
  

	
  
have any particular character. When respondents observed these pictures most of them could not
associate a place with the design. Their suggestions suggest that this design treatment earned the
lowest scores. The result are consistent with my initial ideas. There were a few respondents who
did choose a place for the treatment. I did not expect them to actually choose a place. The score
for this treatment is 819 which is much higher than my expected score of 540 ((45×1) ×12). In
my opinion, this occurred because I planted lots of trees at some vacant location in this site. The
state of Michigan is not a high developed urban environment still containing many natural
landscapes. East Lansing is a tree city with a seal of a big tree. I believe some respondents had
the knowledge that Michigan and East Lansing have a tree related identity. Some survey
participants respondents educated me to understand that natural resources can be important
characteristics to a place. There are planners and designers who are not be aware of the
importance natural environment characteristics. Unfortunately, I was one of them. Fortunately, I
obtained this knowledge by conducting this study. It is never too late to understand some
knowledge I did not know before. This is a good example. This investigation suggests that
planners and designers should value the natural features when they are doing designs which
apply local characteristics to make places with identity.
In design treatment two, I applied a few local characteristics when I did this design that
made this design treatment different with the design treatment one. The score from he
respondents resulted in a total of 889 which is quite close to my expectations of 900
([(15×1)+(30×2)] ×12). I only added some art features and water elements, which are related to
state of Michigan and East Lansing. There were some respondents who noticed them, even
though these elements were not always presented clearly. I believe that sometimes a modest
effort creates a big difference in the identity of place. This means that a station design adding a

	
  

79	
  

	
  
few local elements can increase the numbers of passengers who know where they. This is a result
that supports my ideas about place cognition.
In design treatment three, the position of the result placed it in a different order than my
expectations. The resulting score was 845 which is much lower than my expectations. I thought
the score would be close to 1260 ([(5 ×1)+(20×2)+(20×3)] ×12). I believe the difference
occurred because I applied several characteristics related to Lansing that apparently were too
subtle. For example, I made all facilities and furniture in white and planted lots of trees to reflect
the Michigan State University’s slogan “go green, go white,” plus East Lansing is a tree city and
covered by snow in winter, and lots of automobile elements to reflect Lansing as a car industry
city. However, these elements were too subtle leading the respondents to not easily understand
the relationship between these characteristics with Michigan State University and East Lansing.
This result suggested to that the rare perception differences between the planners/designers and
citizens. One can observe many high quality works around the world that were created by wellknown professions. But the perceptions between their works and people may be quite different. I
believe this situation occurred because of the design education differences between professionals
and people. Often professionals desire to make their works unique and particular. They may
apply some local characteristics and then use other ways to annotate their design ideas.
Although, their ideas are interesting, people may not easily to perceive and understand some
design features. People may only enjoy some visual aspects of these works, but they do not know
the meanings professionals want to transfer. Moreover, they do not know the relationship
between the works and local area. Planners and designs should consider this problem when they
do their design projects. Design is a part of people’s life, especially which is related to public

	
  

80	
  

	
  
transportation stations. Based upon my examination of treatment three, the characteristics of a
place should be annotated clearly instead of subtly to assist passengers.
In design treatment four, I applied Michigan State University and the City of East
Lansing seals when I created this design. A sign is always the most powerful soundless tool to
tell people where they are. This design treatment earned a score of 1648 which was near my
expectations of 1740 ([(35×3)+(10×4)]×12). This result made this design treatment second of the
five design treatments. I believe the most important reason was that this design treatment earned
a high score, because of signage. There are many different signs as daily life. Sign designers try
to create signs are easily to be understood. The entrance signs of Michigan State University are
simple, and located an entrance to this school, assisting visitors to know they have arrived at
Michigan State University. I applied the Michigan State University and the City of East Lansing
seals on each column at this train station which are visible to passengers in the train. This is an
important issue, because there are lots of train stations only established one big sign in the
middle of the whole platform. Passengers can only see this sign at specific locations. If they are
not at the key location they cannot see this sign, and may not know where they are.
In design treatment five, I applied lots of Michigan State University’s characteristics
when I created this design treatment. These elements made this design treatment obtain the
highest score which is 1872. The score is closed to my expected score which is 1980
([(15×3)+(30×4)]×12) and at the first position in these five design treatments.
Every survey has limitations. This survey is not exempt either. The respondents of this
survey are all Michigan Sate University students, therefore, they are familiar with their school. If
the respondents could include international passengers, out of Michigan State passengers,
Michigan State residents, and the Michigan State University students, the result of this survey

	
  

81	
  

	
  
might be more informative. However, this study does contribute knowledge concerning
transportation place identity.
The survey results shows that the more local characteristics that are applied into a public
transportation station design project, more people know where they are when they arrive.
Identity is an important issue in train stations that make passengers know where they are and to
announce them to disembark the train when they get their destinations. Moreover, passengers can
imagine the features of the cities or counties they may have never been visited before by the
place identity characteristics the train station presents.
This thesis is focused upon train station identity. However, it is the beginning of place
identity. This thesis may help more people to understand the importance of identity in different
categories. The idea can be applied to different public transportation settings, such as airports.
International airports play an important role for a country. Therefore, lots of governments may
budget place identity in their international airports yet. It is nearly impossible for passengers to
depart the aircraft at the wrong airport. Therefore, the features at an airport could give passengers
the best first image and pleasant memorize. Visitors can have a good image of the countries and
want to come back again in the future.
In addition, each place should have its own identity that makes visits memorable. Both
natural beauty and manmade works can make places with specific identity. Some people like to
picnic at the forest to enjoy the natural beauty; others prefer to enjoy some amazing architecture
or art works. They are totally different features to select, but the common point they share is
identity. Identity makes a place with particular characters that attracts more visitors. We can see
some attractive scenery spots around the world. For example, Venice in Italy, which is a water

	
  

82	
  

	
  
city always attracts lots of travelers from different countries, has clear identity. Identity makes a
place special that make people to visit it reasonable.
In environment, station can have identity. People can also have identity; Such as Karl
Lagerfeld, who is the chief design of Chanel, has clear personal characteristic (FashionForum.org, 2013). The well-known architects prefer to dress in black that gives them with
specific identity. Some daily products we use everyday are also created with identity; for
example, phones, shoes, bags, etc.
I mention these issues because they are all related to identity in various professions and
disciplines. Maybe they are not related to landscape architecture directly; however, they are a
part of our daily life. I hope using these simple examples to inform people concerning the value
and importance of place identity. I am professional in landscape architecture. Therefore,
environment is an important subject that I am concerned about. I hope this thesis has contributed
knowledge about being thoughtful concerning environmental identity benefiting our
environment.

4.2 Conclusion
As I anticipated, the result shows that each design treatment is significantly different
(p<0.005). There are five design treatments with different cognition levels. These five design
treatments range from few locational identity features to quite blatant identity characteristics. A
design treatment gained a higher score respondents knew where they were; conversely, a design
treatment gained a lower score when respondents did not know the location of the survey images.
This result shows that spatial features can influence people’s knowledge of where they are. As a
result, making a train station with a strong character identity can help more passengers to know

	
  

83	
  

	
  
where they are and assist them to their destinations. A train station with particular identity can
reduce the risk of passengers getting off the train at the wrong station and facilitate passengers
positive impression of place.

	
  

84	
  

BIBLIOGRAPHY

	
  

85	
  

BIBLIOGRAPHY

Abache, L. (2001). Oriente Station, Lisbon. In Galinsky. Retrieved 2013
Adobe (2007). Photoshop CS3. San José, CA: Adobe.
Amtrak (2008). FY2008 District of Columbia. Amtrack fact sheet.
Apelt, R. (2008). Wayfinding in the built environment (Tech. Rep.). Public Works Queensland,
Brisbane, QLD, Australia.
Arch Daily (2012). Eli & Edythe Broad Art Museum / Zaha Hadid Architects. In Arch Daily.
Retrieved 2013
Arrington, G. B., & Cervero, R. (2008). Effects of TOD on housing, parking, and travel.
Washington, D.C. : Transportation Research Board.
Arthur, P., & Passini, R. (1992). Wayfinding: People, signs, and architecture. New York:
McGraw-Hill Book Co.
Autodesk (2013). AutoCAD 2013. San Rafael, CA: Autodesk.
Bell, P. A., Greene, T. C., Fisher, J. D., & Baum, A. (2001). Environmental psychology (5th ed.).
Fort Worth: Harcourt College Publishers.
Brooks (2011). Shanghai Railway Station. Retrieved 2013
Brunye ́, T., Mahoney, C., Gardony, A., & Taylor, H. (2010). North is up(hill): Route planning
heuristics in real-world environments. Memory & Cognition, 38(6), 700–712.
Bu Lvnuo, K. Suburban trains. tome II, 108. Retrieved 2013
Butler, D. L., Acquino, A. L., Hissong, A. A., & Scott, P. A. (1993). Wayfinding by newcomers
in a complex building. Human Factors, 35, 159-173.
Calori, C. (2007). Signage and Wayfinding Design. Hoboken, NJ: John Wiley & Sons, Inc.
Carmona, M. (2003). Public spaces – Urban places: The dimensions of urban design. Boston,
MA: Architecture Press.
Caro, M. D. (2012, July 25). UPDATED: Here's What a Revamped D.C. Union Station Would
Look Like. Retrieved 2013
Casteele, D. (1992). The cars of Oldsmobile. Osceola, WI: Motorbooks International.

	
  

86	
  

Center for Transit-Oriented Development (2011). In ctod.org. Retrieved 2013
Cheng, T. (2010). The Effect on Lungshan-Temple Business Area under Opening of MRT
Banqiao- Nangang Line.
China Daily (2006). Circular station is center of attraction. In China Daily. Retrieved 2013
Cohen, D., Nisbett, R. E., Bowdle, B. F., & Schwarz, N. (1996). Insult, aggression, and the
Southern culture of honor: An “experimental ethnography.” Journal of Personality and
Social Psychology, 70, 945-960.
Collectif. SNCF Heritage. tome I, 142. Retrieved 2013
Curtis, C., Renne, J. L., & Bertolini, L. (Eds.). (2009). Transit-oriented development: Making it
happen. Burlington, VT: Ashgate.
Daniel, W. W. (2000). Applied Nonparametric Statistics (2nd ed., pp. 223-231). Boston:
Houghton Mifflin Company.
Davies, C., & Uttal, D. H. (2007). Map use and the development of spatial cognition. In J.
Plumert, & J. Spencer (Eds.), The emerging spatial mind (pp. 219-247). New York:
Oxford University Press.
Denver The Mile Hign City (2006). Transit oriented development strategic plan. Denver:
Author. Retrieved 2013
Designing for Transit-Oriented Development in Greater Lansing (2011, August). In CATA.
Retrieved 2013
Dittmar, H., & Ohland, G. (2003). The New Transit Town: Best Practices In Transit-Oriented
Development. Island Press.
Downs, R. M., & Stea, D. (1977). Maps in minds: Reflections on cognitive mapping. New York:
Harper & Row.
Evans, G. W., & Pezdek, K. (1980). Cognitive mapping: Knowledge of real-world distance and
location. Journal of Experimental Psychology: Human Learning & Memory, 6, 13-24.
Fashion-Forum (2013). Karl Lagerfeld – Biography. In Fashion-Forum.org. Retrieved 2013
Fewings, R. (2001). Wayfinding and airport terminal design. Journal of Navigation, 54(2), 177–
184.

	
  

87	
  

Foo, P., Warren, W. H., Duchon, A., & Tarr, M. J. (2005). Do humans integrate routes into
cognitive maps? Map-versus landmark-based navigation of novel shortcuts. Journal of
Experimental Psychology: Human Perception and Performance, 31, 195-215.
Fujimori, T., & Masuta, A. (1997). Architecture Detective, Rain or Shine. Asahi Library.
Garling, T., & Evans, G. W. (1991) Environment, Cognition, and Action. New York: Oxford
University Press.
Gela, B. French railway new geography. tome II, 25. Retrieved 2013
Golledge, R., & Go¨ rling, T. (2004). Cognitive maps and urban travel. In D. Henscher, K.
Button, K. Haynes, & P. Stopher (Eds.), Handbook of transport geography and spatial
systems, 28, 501– 512. Amsterdam: Elsevier.
Google (2011). Sketch Up Pro 8. Mountain View, CA: Google.
Grinczel, Steve. (2003). They Are Spartans. Charleston, South Carolina: Arcadia Publishing.
p. 9.
Hauser, S. (2005). Kulturlandschaft und Identita ̈ t, in: Bundesministerium fu ̈ r Verkehr, Bauund Wohnungswesen (Eds). Future Landscapes, 26.
Henry A. D., & Dietz T. (2012) Understanding Environmental Cognition. Organization &
Environment, 25, 238-258.
Heth, C. D., & Cornell, E. H. (1998) Characteristics of travel by persons lost in Albertan
wilderness areas. Journal of Environmental Psychology, 17, 199-213.
Hidayetoglu, M., Yildirim, K., & Akalin, A. (2012). The effects of color and light on indoor
wayfinding and the evaluation of the perceived environment. Journal of Environmental
Psychology, 32, 50–58.
Hiroko, N. (2012, December 23). Tokyo Station's Marunouchi side restored to 1914 glory. Japan
Times, 3.
Hochmair, H., & Karlsson, V. (2005). Investigation of preference between the least-angle
strategy and the initial segment strategy for route selection in unknown environments. In
C. Freksa, M. Knauff, B. Krieg-Brckner, B. Nebel, & T. Barkowsky (Eds.), Spatial
cognition IV: Reasoning, action, interaction (Vol. 3343, pp. 79–97). Berlin: Springer.
Hull IV R. B., Lamb M., &Vigob G. (1993). Place identity: symbols of self in the urban fabric.
Landscape and Urban Planning, 28, 109-120.
Hunt, M. E. (1984) Environmental Learning without being there. Environment and Behavior, 16,
307-334.

	
  

88	
  

JR East Japan Railway Company (2013). Tokyo Station. In JR East Japan Railway Company.
Retrieved 2013
Kato, Y., & Takeuchi, Y. (2003). Individual differences in wayfinding strategies. Journal of
Environmental Psychology, 23, 171–188.
Kimes, B. R., & Langworth, R. M. (1972). Oldsmobile; the first seventy five years. New York:
Automobile Quarterly.
Levine, M. (1982) You-are-here maps: Psychological considerations. Environment and
Behavior, 14, 221-237.
Levine, M., Marchon, I., & Hanley, G. (1984). The placement and misplacement of you-are-here
maps. Environment and Behavior, 16, 139-157.
Library of Michigan (2011). Michigan in Brief, Information about the State of Michigan.
Retrieved 2013
Lin, J.J. & Gau, C.C. (2006). A TOD planning model to review the regulation of allowable
development densities around subway stations. Land Use Policy 23, 353–360.
Litman, T. A. (2012). Evaluating Accessibility for Transportation Planning Measuring People’s
Ability To Reach Desired Goods and Activities. N.p.: Victoria Transport Policy Institute.
Retrieved 2013
Long, K. (2012, March 14). All change at King's Cross. London Evening Standard, 34.
Longshan Temple, Baoan Temple, and Xiahai City God Temple: Taipei’s Glorious Heritage-Site
Temples (2009, January 12). Department of Information Technology.
Lynch, K. (1960). The image of the city. Cambridge, MA: M.I.T. Press.
Lynch, K. (1998). Good city form. Cambridge, MA: Mass: MIT Press.
Menenti, C. (2011) Sustainability and place identity. Procedia Engineering 21, 1104-1109.
Metro Taipei (2013). Longshan Temple Station. In Metro Taipei. Retrieved 2013
Michigan State University (2013). The Red Cedar Runs Through Michigan State University. In
MSU ALUMNI. Retrieved 2013
National Hydrography Dataset high-resolution flowline data (2013). The National Map. U.S.
Geological Survey. Retrieved 2013
Network Rail unveils look for King's Cross square (2011, August 10). Rail (Peterborough), 14.

	
  

89	
  

Network Rail (2013). King's Cross Station. In Network Rail. Retrieved 2013
Nogue, J., & Vicente, J. (2004). Landscape and national identity in Catalonia. Political
Geography 23, 113–132.
Oswald, T. (2005, August 26). Sparty' Unveiled. MSU Today.
Passini, R. (1992) Wayfinding in Architecture. New York: Van Nostrand Reinhold.
Peters, R. L. (2005, July). Identity Matters. Communication Arts magazine.
Ratner K. A. & Goetz A. R. (2013). The reshaping of land use and urban form in Denver through
transit-oriented development. Cities 30, 31–46.
Smitshuijzen, E. (2007). Signage Design Manual. Baden, Switzerland: Lars Mu ̈ller Publishing.
SNCF (2013). Gare du Nord. In SNCF. Retrieved 2013
Stedman, C.R. (2003). “Is it really just a social construction? : The contribution of the physical
environment to sense of place”, Society and Natural Resources, 16, 671-685.
Throndyke, P. W., & Hayes-Roth, B. (1982). Differences in spatial knowledge acquire from
maps and navigation. Cognitive psychology, 14, 560-589.
Ujang, N. (2009). Place Attachment and Continuity of Urban Place Identity. Procedia - Social
and Behavioral Sciences 49, 156-167.
Union Station Washington D.C. (2013) Union Station. In Union Station Washington D.C.
Retrieved 2013
Urban Design Guidelines: California High-Speed Train Project (2011, March). In California
High-Speed Rail Authority. Retrieved 2013
Wang, C., & Li, S. (2002, December 1). The Folk Buddhism of Lung Shan Temple in Meng-chia
Taipei: Its Characteristics and Historical Changes. Yuan Kuang Buddhist Journal, N7,
135-152.
Wayfinding at stations: A good practice guide (2006, June). In RSSB. Retrieved 2013Winkle, L.
V. (2003). East Lansing, MI (LNS). Retrieved 2013
Xiong, B. (1996, June 1). Explore the beauty of the temple in Taiwan - Longshan Temple.
Fuxinggang Journal.
Young, C., & Light, D. (2001). Place, national identity and post-socialist transformations: An
introduction. Political Geography, 20(8), 941–955.

	
  

90	
  

Yu, W. (2008, December 1). Religion or Tourism? Study of the Tourism Resources in Lungshan
Temple. Leisure studies, 1.

	
  

91