t h e
r u r a l
n e x u s
s u r a t c i t y. i n d i a Xiao Gong | Zhiyun He
| design tutors Eva Castro Eduardo Rico Alfredo Ramirez Clara Oloriz
| technical tutors Ignacio L贸pez Bus贸n Vicenzo Reale Giancarlo Torpiano
t h e
r u r a l
n e x u s
m a s t e r p r o p o s a l f o r s u r a t c i t y. i n d i a Xiao Gong | Zhiyun He
| history and theory tutor Douglas Spencer
| machinic lanscape tutor Tom Smith
Architectural Assoication School of Architecture MA Landscape Urbanism 2012-2013
[ Table of Contents ]
006
034 040
Introduction to Surat City, India
Project Proposal
Sub Titles | Design Strategy 37
Sub Titles | General Context of Surat City 7 City Growth 9 Government Outer Ring Road Proposal 20 Existing Industrial and Agricultural Structure 25
074 086 Building Typology
Planning the General Highway Structure Sub Titles | Exisiting Settlement Movment Analysis 43 Propose Network Cluster 46 Propose City Scale Masterplan 49
052
028
Case Studies of Ring Road Cities
Sub Titles | Beijing 29 Mexico 30 Cairo 31 Surat Ring Road Cost Analysis 32
Road Hierarchy for Polycentric Model Sub Titles | Cluster Structure 55 Road Fabric Catalogue 57
Design Realization
Sub Titles | Junction Configuration 87 Master Plan 101
062 Strategies Towards Master Plan Sub Titles | Mesh Geometric Construction 66 Road Capacity Case Study 67
104 Technical Report Sub Titles | Proposal Comparison 105 Summary Data Report 109
Abstract Located on the proposed Delhi-Mumbai industrial corridor, the city of Surat plays an important role in the production and exportation of textile and diamond in the world market. It is known as the diamond capital of India, and one of the fastest growing metropolis in the world.
t h e
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n e x u s
The rapid development of industries led to an explosive population growth of 2 million people in the past 10 years.The high demand for accommodation and further industrial development has put huge pressure to the city, causing congestion in the centre, spreading into the urban periphery, and fragmenting the rural agricultural landscape.
surat. india
Therefore, the design looks at creating an integrated urban network at the periphery of Surat to facilitate the projected urban growth of 1 million habitants. We explored how the forty-four existing villages and settlements can be utilised, and reorganised to form a series of inter-dependent community clusters, which together caters the multiplicity of urban growth such as migrant population, cultural diversity, meaning of transportation, and job demand.
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i n t r o d u c t i o n
o f
S u r a t
general context
5
6
To Del elhi lhi hi
Surat
D DMIC
DMIC “Delhi-Mumbai Industrial Corridor is a mega infra-structure project of USD 90 billion with the financial & technical aids from Japan, covering an overall length of 1483 kms between the political capital and the business capital of India, i.e. Delhi and Mumbai.� (DMIC, 2013)
Located near the western coast of India, Surat is the second largest metropolis in the state of Gujarat. In the past ten years, Surat has grown to become the 8th largest city in India, it is also one of the fastest growing cities in the world.
Naati tion o al Hig on ighw ghw way 6
To Eas To aste tern te rn
[Introduction to the Surat City, India - General Context of Surat]
Being located on the proposed Delhi-Mumbai industrial corridor, Surat is very well connected with the rest of India through two national highways. The national highway no.8 connects Surat with New Delhi to the north, and Mumbai to the South; while the national highway no.6 (also known as the golden quadrilateral) connects Surat all the way to eastern India.
T Mum To mba b i
The construction of the two sea ports, as well as the Surat airport provided another level of transportation, and together with the highways, they made Surat a competitive location for industrial developments.
Sura Su r t Se Seap apor ortts Su ura ratt Airp rpor ortt Above: DMIC routes, location of Surat Right: transportation context
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A worker in textile factory
Since India started its economic reform in 1991, privatised small scale manufacturing industries were encouraged all over the country. With the advantage of transport connection through national highways and sea ports, the city of Surat replaced Mumbai to become the largest production base for textile and diamond industries in India.
[Introduction to the Surat City, India - Industrial Growth and the Impact p ]
During the past two decade, 40,000 small industries were opened. in the city. Surat is now known as the Textile and Diamond capital of India. It produces 50% of man-made textile in India and polishes 90% of diamonds in the world.
Industrial Growth
Textile industry - No. of looms 1950
Although the process of industrialisation has boosted the economic growth, it has also put the traditional agricultural production pattern under threat. As a city that is surrounded by rich and fertiled soil, agriculture has been the dominant industry in Surat, and it has supported hundreds of local villages throughout the history.
2282
2000
4,500,00
Diamond industry - No. of diamond polishing units 1950
100
2000
Employment distribution 54% Manufacturing
2,200,0
Trade and commerce 24%
11% Service
Construction 7% 4% Transportation
Industrial Impact
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workers
Empowering Industries Monotony of local production
farmers
Decline of agricultural industry
migrants
Demand of accommodation and amenities
However, due to the rising demand of industrial workers, a large percentage of farmers have given up their agricultural job, and transferred into industrial workers for better and more stable income. While industries are craving for skilled workers, agricultural industry is losing the labour force and starting to decline. The rapid growth of industry has not only attracted local farmers, but also external migrants from nearby cities. This has led to an explosive population boost in Surat, which at the same time, dramaticly increased the demand for accommodation and amenities.
10
Below: congestion in Surat city centre Right: crowded residential area in city centre
[Introduction to the Surat City, India - Population p Growth and Cityy Congestion g ]
In the past decade, the city of Surat experienced a rapid rise in the population growth rate. According to the authorities at Surat Municipal corporation (SMC), it was recorded that the population in whole Surat region grew by 2 million people from the year 2001 to 2011. While the growth rate is as high as 60 percent as recorded, the projection for the next decade are also high. It is predicted that the city will have at least 1 million new inhabitants in the next 10 years, that will make Surat all set to become the most populous city in the state of Gujarat (Mehtay,Y, 2013) Such rapid population growth has put tremendous pressure on the city, causeing serious congestion in the city centre. As an old city with thousands years of history, the original layout of the old city centre is no longer capable of providing both the required amount of accommodation, and traffic networks. Therefore, although millions of workers are willingful to migrate to Surat every year in search for employment opportunities and better quality of life, the general living condition for most migrants are very low. In many situations, even basic infrastructures like water, and electricity are still not provided, especially in the rural areas. Surat: population growth rate
60% growth rate
10.00 9.00
High Growth
8.00 7.00 6.00 5.00
Stabilisation
4.00 3.00 2.00 1.00 0.00 million
Reduced Migration
1911 1921 1931 1941 1951 1961 1971 1981 1991 2001 2011 2021 2031
Population Growth 2001
4,275,540
2011
6,079,231 1,000,000
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2,000,000
3,000,000
4,000,000
5,000,000
6,000,000
7,000,000
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Multi-layered flyover as infrastructure node
What has come with the population boost, is the increasing usage of private cars, and other vehicles like richshaws and motorbikes. It is said that the growth rate of vehicles has been over 6% per annum in Surat (JHA, A, 2013). In order to cope with the rapid urbanization and to ease the traffic pressure, a mechanism for smooth flow of traffic need to be evoloved. Therefore, urban highways and flyovers have been continuously planned and constructed during the past seven years. Today, Surat is known as the city of ‘flyovers’ by having the highest number of flyovers in India.
[Introduction to the Surat City, India - Increase in Traffic and the ‘Flyover’ y Cityy] 1. Growth of vehicles and population in Surat 2. Location of major highway and flyovers in surat 3. Multi-layered flyover at Majura Gate 4. Surat eastern expressway
(in ‘000)
12,000
12,000
10,000
10,000
8,000
8,000
6,000
6,000
4,000
4,000
2,000
2,000
0
0
(in ‘000)
1 3
2 4
It is planned for Surat to have 94 flyovers built by the end of 2015, and 63 of them have been built so far. The flyovers have cut down significantely the travel time for people going into the city and the surrounding diamond and textile districts (WIkI, 2013)
The images to the left show two major examples of flyover in Surat. One runs over the Majura Gate, which is located at the old city centre. It is one of the very few multilayered flyovers in India. The other one is the eastern expressway. It is one of India’s longest flyover under city municipal limits in the four lane category.
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Frangmented landscape in Surat rural area
Left unorganised city growth, urbanisation in rural area Right: general city growth rate of Surat Below: growh of a village in 10 years
[Introduction to the Surat City, India unorganised g urban ggrowth and fragmentation g ]
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The boost off industries ffacilitated the development off a number off industrial units around the city, ranging from large scaled special economic zones (SEZ), to small scaled private entrepreneurs. Due to the continuous high demand for new industrial lands, and the associated accommodation needs, the agricultural area at the periphary of Surat has soon started to be urbanised. By seeing how the economical benefit of industrialization overcame the traditional agricultural industry, more and more land owners in rural area become wilful to sell their agricultural land to real estate developers for quick income, especially in the villages that are located near existing infrastructures.
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The lack of overall control and management such event taken place with a free manner, causing fragmentation and unorganised urban growth.The image to the right shows an example of the growth of a village during the last 10 years.
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[Introduction to the Surat City, India unorganised g urban ggrowth and isolated rural villages g ] village 25 - bhatpore
village 2 - saniya kande
Existing villages at periphary of Surat
While the villages that are located adjacent to existing infrastructure have been engaged in the rapid development, most of the rural villages, which scatters across the agricultural field and being located further away from major roads, remain relatively isolated due to the lack of infrastructure. They are left out of the development process without any benefits.
vi ll age 1 - khar vasa
village 20 - etalw a
serious problem for the development of rural villages in India. In terms of infrastructural coverage, statistic from the India Rural Infrastructure Report (BHASIN, A 2007) shows that, infrastructure distribution in the rural area is significantly lower than the cities in quantity as well as quality.
village 29 - niyol Surat London Lon ndon
village 6 - goja
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village 9 - bonand vi ll age 5 - kh ambhasala
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village 32 - mohni gam village 16 - samrod
village 37 - timbarava
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village 44 -dambha
village 14 - ekler a
vi ll age 11 - vak atana
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85% of rural households do not have private telephone lines. Only half of the households are connected to domestic power supply with frequent power outages. Only 40% of villages are connected to road networks while more than half of the population living away from central villages have no access to paved roads.
2.0
0.0 population
no. of bus no. of bus (% covered) routes
million
Public transportation is also severely insufficient in Surat, which is one of the major contributors to the congestion in city centre. Comparing to London, who has a similar amount of population as Surat, 500 buses are used with 9,500 bus stops to serve 8,174,100 inhabitants, where in Surat, there are only 125 buses running in 44 routes, serving a population of 6,462,002 (ONS,2011).
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O u t e r
R i n g
R o a d
government proposal
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Indicative location of the outer ring road
[Outer Ringg Road - the government proposal in addressing urban growth needs]
the proposed 500m residential zone
existing part of the OTR to be upgraded
existing villages that will be affected by the OTR
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In order to relieve the congestion in city centre, and to provide more accommodation to cope with the population growth, the governenment proposed an 66km long Outer Ring Road (OTR) around the city. It includes the expansion of a 37 km long existing road that currently encircles the city, which will be converted and upgraded, and the construction of a 29km long new road to close the circle. The finished Outer Ring Road will be 90m wide, which is equivalent to 22 traffic lanes. The new part of the Outer Ring Road will be running through the rural area, affecting more than 20 villages, and a large amount of agricultural land. within 500 meters on both sides of the 90-metre wide road, the land will be converted into residential zone through formation of new TP schemes. The proposed residential apartments have a hight limit of 23 stories, meaning that if the scheme is fully developed, it will be able to provide enough accommodation for nearly another 9 million people to live along the Outer Ring Road. That is 10 times more than the projected population growth by 2025 (Times of India, 2013).
the existingg TP (townplanning) ( p g) scheme around OTR
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[Outer Ring Road - two major j deficiencyy of the proposal] Another deficiency is the lack of designated streets for different road users. Cars, buses, bickycles, richshaws, pedestrians, road venders and cows will all be sharing the same road, just as most of the major roads in Indian cities now.This is a major factor that is causing constant crowding and chaos on the city streets. when out ring road proposal comes true, and when the high residential
apartments are fully developed alongside the ring road, thousands of inhabitants will be living closeby to this giant infrastructure. All their needs of streets life, such as the need for smooth transportation to work, the need for safe cycling, the need for pleasant pedestrian walks at so on, will all be relying on one road as there are no other designated networks.
Although the development of the OTR will provide sufficient accommodation and improve the north - south connection at the city periphary, it is not considered to be the best way to deal with the city’s rapid urban growth. First of all, the OTR is a one dimentional approach since the whole traffice load will be concentrated on only one wide road. The picture to the left shows an exapmle of what a 22 lane road would look like. Without the support of secondary road networks, any accidents that take place on the ring road will easily lead to a traffic break down, and create severe congestion in the surround area.
Left: example of a 22 lane road Above: lack of designated road for different users
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Below: current industrial structure of Surat Right: current agricultural structure of Surat
[Outer Ring Road - two unconsidered layers: the current industrial and agricultural g strucutre] Aside fr from the two major j defificiencies,, there are another two layers of transportatio on that have not been considered byy the OTR proposal: thee textile industries and agricultural prod duction, which are the two major econo omic activities on site. This diagram indicates the tw wo main types of industrial system - thhe Special Eco onomic Zone (SEZ), and d industrial paarks rks. Both of the systeems are privately owned, often located d at the peripheery of the city. Currenntly, the requireed raw materials are im mported from outside of the city into the industriall zones indicated belo ow for production. The final comm modities es are shipped to the central mar arke kett once produced. Most of thesee industrial zo ones are previleged withh power source and dedicated transpo ortation routes within their gated communities, agggrevating the extreme contrast with the surrounded villages whhich are often suuffering from poverty annd insufficient public amenities. The governmentt proposed d ring i road d wou uld only l benefit the already previleged d industrial communities, while the surrounding villeeges remain to be poor and neglected.
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[Taluka] [Industrial Zone]
[APMC] [APMC]
[Industrial Zone]
[SEZ] [SEZ]
[Industrial Zone]
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The other major activity on site is agricultural production. It is also an independent system that runs parallel with the industries. The distinctive co-operative agricultural system though is one that unique to many of the Indian cities. Although farm lands are owned by private individuals, once crops are harvested, the crops are often sent to their designated talukas which manages the rest of the sales and distribution of the product. This systsem allows farmers who own smaller plots still get benefits from selling to the bigger market as crops are sold collectively.
[Taluka]
26
In order to obtain a better understanding of the impact ring road constructions on urban formation, examples of ring road cities of various scales are chosen as case studies to analyse the issues regardding sprawling, urban fragmentation, congestion, arable land consumption, and the cost and effects of this tpe of mega infrastructure. Beijing is used as a precendent to analyse the relationship between ring road and urban sprawl, where infrastructure become increasingly difficult and expensive to build due to sparse and inefficient development. The idea of segragation is also explored. Studies of Mexico and Moscow city focus on congestion issues and the linear approach of ring road infrastructure. Since road roads are built one after another whenever the car population exceeds the capacity of the existing ring, the ring road construction is indefinate because it does not actually solves the reality of the problem. Cairo’s ring road proposal is a fail attempt to preserve arable land. Contrary to the goverment’s intend, after the ring road was built, the aceage of arable land in the city is reduced drastically. Cost of the ring road is also being examined, cause one to reconsider the twisted priority of the government’s proposal for ring road construction, while many urgent issues more closely related to the general public are pending.
c a s e
s t u d y
a n d
a n a l y s i s ring road cities
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[ Case Study | Beijing : Sprawl ]
[ Case Study | Mexico City : Congestion ]
[Segregation]
Induce Traffic Each 1%
increase in landlines, the traffic volume increases 0.9%.
Moscow City Ring No. 1
2020
Ring No. 2
Outer Ring Road
Ring No. 3
High End Privatized Development
Slums
Ring No. 4 Ring No. 5 Ring No. 6
Beijing Ring Road Layout
2040
One of the major problems that a ring road causes in city like Beijing and many other sprawling cities is the increasingly segregated condition between the inner and outer ring area. As the city grows it would innevitablly expand beyond the boarder of the ring, forming informal settlements such a slums or poor communities close to the fringe of the ring, while luxury, privatised gated communities develop far away from the city center and the traffic ring, making construction of infrastructure extremely difficult and expensive
The existing ring roads in Moscow has been constructed in different period of time through the development of the city. Each new ring was proposed to accomodate the exceeding car population in different phase in city growth. Because the ring road never solves the traffic problem in a long term, outer ring roads will only contintue be building outwards in future to accomodate the traffic it also aggrevates.
2060
2086
[Population D Distribution] isstribution] 2080 Urban vs. Suburb Population per KM²
35,574
Beijing Population and Density The 2nd Ring Road circumscribes the city limits of 1949 while Beijing’s urban sprawl is now spilling beyond Ring Road No 6. Obvious urban sprawl on the fringe of Beijing, characterized by low density nand dispersed development in its physical aspect and a low degree of local mixed land use in its functional aspect.
760
Mexico City 1990
New York vs. Beijing Bouroughs Area KM² N.Y
2072 sq mi 116 sq mi
29
Beijing
The five ring roads that surround Beijing now encircle a total area of about 800 square miles, making biking or walking impractical. In comparison to five boroughs of New York City cover just 300 square miles.
2,000
new vehicles are added on the road each day in the city of Beijing, with an existing car population of 4.7 million. The average speeds of cars are slower than most bikers during rush hour.
2000
5.5 million
cars will be on Beijing’s roads by 2015 with an average growing rate of 300,000 cars a year.
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Instead of expanding outward from the center, Mexico City has constructed a second ring road vertically on top of the the first one in 2006 to decongest the exceeding traffic within the city. Moreover, the elevated Anillo Periférico charge for a fee for each car that uses it, which is then almost only cater for not only just people who have cars but one who can afford to pay to use it.
2066
2036
2006
30
“Ring Road had the main purpose of stopping the urbanization of arable lands by creating a barrier around the Greater Cairo region. It was unsuccessful, with the urbanization tripling in amount and the remaining arable land inside the perimeter being to all effects condemned to urbanization. There were also negative effects, like settlements being cut in two parts, with the outer part getting isolated.”
Ring Road River Arable Land Before Ring Road Development Arable Land After Ring Road Development
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LIC TRANSPORTATION B U P
POLLUTION CREEK
PEDESTRIAN STR E AND EETS L C Y BYC OAD NETWOR TING R K S I X E
ARCH AND EDUCATION RESE SOCIAL HOUSING
LEAST URGENT
RING ROA SURAT D
,003,870 0 2 7 £
[ Case Study | Cairo : Arable Land Consumption ]
URGENT
[ Cost of Ring Road ] The proposed ring road project is estimated to cost about 720,003,870 pound for the construction costs. Although the government have provided a draft on how the funds will be gather to realize the project, there are many more immediate issues to be dealt with that are more clirectly impacting the daily lives of people living in Surat. Concerns pay towards public transportation, water and creek contamination is insufficient while large some of money is put in to construct infrastructure that only empowers or facilitates the previlaged group in the city. Hence, resources should be used effectively on issues that are urgent to the general public instead of the powerful and affulent.
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t h e
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p r o p o s a l and design strategies
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Left: location of the proposed outer ring road Right: our proposal of the rural network
[Government Proposal OTR]
[Our Propposal]
For our proposal, by taking an infrastructural design approaach c , we look at how a multil-layered road netw tworrk ca cann be created to reorganise, utilise, and activate the fo orttyy-fo four urr existing villages to form a series of inter-dependent community clusters.
On one hand, the Outer Ring Ro Road ad d proposal has neglected the h im mppac act to its surrounding seettl ttlement n s and agricultural landscaape. It suggests a mere top down rem medial solution for traffic and population on growth.
The proposal will addresss no not on onlly ly the traffic and acco ommmoda d tion demand, but also cater the h multiplicity of urban growth such as migrant population, cultural diverrsi s ty, mean ning of transportation, and job jo ob deemand. Major aims of the propossal a will include:
On the oth t er hand, by conneccting north and d south of the city through one stra raig ai t line, the Outer Ring Roaad in a way is giving red carpet onlyy to thee few inndustrial nodes, and the few th villages ad djacent to it. Most of the rural villages and settlem ments are unben enee efited from m the develop pment. Theref T efor ef o e, the prosoal is a one-dime menme n-sional approach, that will eventuallllllyy si aggravvat ates the degree of segregati tion on between urban and rural relationship, and creates uneven distribution on social and economical resources.
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- Provid de multi-dimensional road d net etworkk to ac a commodate the traf a fic dem nd ma n (2,104 0 ,407 cars by 2025) - Promotte public transportation an nd cycling. - Prov ovid ov ide ac id a commodation and so ociial a faci fa c lities for o 1million people
Surat Airport Sea Ports 0
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- Providee opportunities for inter- dependent relationship between agriculture and industries.
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Surat Airport Sea Ports 0
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DESIGN STRATEGY
For infrastructure, instead of providing only one highway for all modes of transporation like the ring road model, a network which caters to different modes of transportation is introduced. The core strategy of the design is a polycentric model, which is shaped by the loop system of food supply and employment within each cluster to accomplish self-sustaining model within each cluster. The two major componments of a cluster, the core and the village, perform a different role in the two types of clusters - industrial and agricultral,. For the core, for both type of the cluster, provides primary urban amenities for its villages, Specific to the industrial cluster, the core also perform as textile trading and techonology hub. And in turn, the villages, as primary agricultral production, provides raw material and labor for the industries.
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vs
B
A
One Dimensional
Infrastructure Pedestrian Routes
Public Transportation Social / Religious Area
Public Facility
Research Centre Open Space
Agriculture Preservation
Raw Material
Industry
Employment
Food Supply
Textile Techno. Hub
Polycentric Cluster
Core
Villages
Urban Amenities Resource Collection Resource Distribution
Employment
Employment
Agriculture
3
Mix-Use
A
2
Building Typology
1
Building Typology
Food Supply
Break-up
Courtyard
1. From linear connection to multi-dimensional connection 2. Diffuse structure to polycentric model 3. Industrial domainant to agro - industry interdependence
Bicycle Paths
Textile Trading Hub
As in agricultral or community type clusters, the core act as a resource collection and distribution hub like the Talukas, and in turn the villages provide food supply and employment to the community.
[ Key Principles ]
Bus Routes
Heavy Trasnsportation
Polycentric Proposal
For our proposal, the aim is to not merely paying attention to solve traffic issues, but approcah the project in terms of social, economical, political as well as environmetal aspects. Suggesting a multi-dimensional solution to the urbanization of the periphery of Surat city. This proposal aim to tackle four major issues of the site which includes infrastructure and public amenity development, as well as food and employment supply of the individual communities.
Ring Road Accomodation
Multi - Dimensional
The condensed diagram explains our design strategies compare to the one proposed by the government. The one dimensional solution to decongest the city is to put in a 90 meter wide ring road, connecting point A to B where the current SEZ hubs are, empowering the already much privileged industry. By simply widening 500 meter on each side of the ring road for 23 stories high residential development, ignoring the affect to the surrounding villages and its existing fabric, as a solution to accomodate the expected population growth.
Outer Ring Road Proposal
[ Design Strategy ]
B 38
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s t r u c t u r e design development 1
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Below x 4: Different settlement patterns
[Design development stage 1 - proposing the overall highway g y structure at city scale]
Industrial Centres Central Markets Existing Villages Community Cores
existing villages and settlements
industrial special economic zones
talukas (rural town centre)
central textile / agricultural market
In order to give a structural organisation to all the scattered villages and settlements, we first studied the existing settlement pattern at the periphary of Surat, and their relationship to the essential service points. Based on the study, all existing settlements are catagorised into 4 different hierarchies: 1. The central textile and agricultural market is the largest unit. as it works as a central point for textile and agricultural goods exchange. 2. Talukas, are smaller town centres that provides social facilities to their nearby villages. 3. SEZs, a special economic zone that facilities hundrds of industrial companies. 4. Finally, all the existing villages and informal settlements are identified.
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Above: identified location of the 4 catagories
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[Design development stage 1 - analysing the distribution of worker’s movement]
identified, we indexed the movement of workers travelling from home to each destination point, including the central textile and agricultural market (image to the left), the talukas and industrial SEZs (middle 5 images). There are two base information used in this analysis: 1, the major existing roads that have paved surface, and 2, where existing roads are insufficient, we designed the shortest route to go through the nearest village. All the individual indexes are then put together into one combined analysis drawing (image tothe right).
Left: distribution of movement from villages to the central market Middle x 5: distributions of movement from villages to other destinations Right: the combined movement distribution
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Left: proposed village cores Right: proposed agricultural and industrial village clusters
before
[Design development stage 1 - reorganising g g the hierarchyy of existing villages] after The proposed village cores will be working as talukas (hubs), that provides urban facilities to their nearby villages. According to the location, villages cores are classfied as either agricultural cores, or industrial cores.
Industrial Centres Central Markets Existing Villages Community Cores
From the combined indexing drawing, we first analysed how many times each existing village is passed by travellers, i.e. the frequency of being used as a transitional point for the most effecient journey.These few villages become the potential community cores.
As the green cores are located in the agricultural area, they will provide agricultural research facilities to support the development of agriculture, and work as talukas to server goods distribution and exchange for local farmers. The increased number of talukas will enhance the existing agricultural communication, encourages the diversity of agricultural planting, and thus bring balance back to the market.
Then we either kept, or adjusted, those cores to the best location according to existing site situatikon, such as the scale of the village, and the amount of exsiting facilities they have. Image to the left shows the proposed final location for village cores. After village cores are located, a number of village cluster are then formed by addressing the rest of the villages to their closest, or most reachable cores, as shown in the image to the right.
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The orange cores that are closer to SEZs, will be designated to provide industrial facilities such as technical reserch centres, IT hubs, resource collection and exchange centres to support the industrial development.
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The proposed major highway structure
[Design development stage 1 - the pproposed p highway g y network] Industrial Centres Central Markets Existing Villages Community Cores
Upon on the finalisation of village clusters, the first two hierarchies of the overall transport structure are created at the city scale.
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0
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2
national highways
primary roads
The most prior road hierarchy is the national highways. They are the primary network for crop transportation, so they are specifically designed for heavy vehicles. They are well connected with the existing highway system to enable the shortest time for raw materials to be transfered amoung farmers, industries, ports and other cities.
The second road hierarchy at this scale is the primary road system. They provide a straightforward network through all village cores, while trying to avoid other secondary villages. The aim is to provide the most effecient connection between each village cluster and the highway system.
5km
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[Design development stage 1 - the city scale masterplan]
p o l y c e n t r i c
c l u s t e r s
design development 2
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[Design development stage 2 - the polycentric p y relationshipp within one cluster] The proposed 1 million population will be evenly distributed into each village clusters. For village cores, we aim at developing them up to a radius of 1.5 km, that will accommodate 13,000 inhabitants. While for each village, the development radius will be 0.9km, and accommodate 8,000 inhabitants. Taking this industrial cluster as an example, there are three villages attached to the proposed village core. The core works as the primary urban facility hub, that provides all sorts of required services to its villages, such as resource collection and distribution, goods trading points, technology hubs, etc.Villages on the other hand, accommodate residential communities, provide workers to the core and futher industrial hubs, provide agricultural production to support the demand for textile raw materials, and other food supplys.
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Core Primary Ubran Facility Hub Resource Colletion and Distributioon Centre Textile Trading Point Textile Technology Hub Village Residential Community Primary Agricultural Production Raw Material Supplier Food Crop Supplier
[ Cluster Scale General Road Structure and Hierarchy] After the estimation of future population to be accomodated, the general structure of roads and its capacity are designed according to the different population density distributed between cores and villages. Bundling technique is applied when formulating the hierarchy of the roads. This technique also materializes the constructed geometry, giving weight and spatial quality to the overall fabric structure.
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Hwy Junction Configuration 120°
150°
180°
90°
60°
30°
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Radius Variation
70km/h 160m (r)
60km/h 120m (r)
50km/h 75m (r)
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Junction Circle Configuration
Junction Peeling Adaptation
Hwy Junction Typology basic configuration of highway juncitons
Linear Core Prototype
Courtyard Prototype
150°
120°
90°
Highway Junction
According to the proposed road hierarhcy, the catalogue of road system is developed for the cluster scale. It includes three major catagories. For transportation between villages and cores, highway junctions will be built to enable non-stopping, smooth transportation for the transfer of goods, and buses. As the roads start to peel off from highway junctions, they spreads into the urban area in a lineal form, that enables most direct connections to other areas.
60°
30°
1. A catalogue of basic highway junction was firstly created for both three-way and four-way junctions, with different angles varing from 180 to 30 degree.
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[Design development stage 2 - master catalogue g of the pproposed p road system y ]
70km/h 160m (r)
Peeling / Lineal Typology
radius variation of the junction circles
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Courtyard Typology
junction circle spatial configuration
Finally in the centre of the existing village, where existing village exist, the roads are broken down into finner grains of pedestrian network, generating the courtyard typology.
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180°
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60km/h 120m (r)
50km/h 75m (r)
2. A second catalogue was created to explore how the basic junction typology evolves when the radius change according to different speed requirements. By combining various radius, a terraced spatial configuration was generated.
3. Finally, a catalogue was done to explore how the terraced landscape can be developed further into meaningful spaces, by peeling the road off into adjoining streets, or combining more junction circles.
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The Linear Typology
The Courtyard Typology As the road peels off from the junction, it continues, and branches into the linear typology to enble smooth and direct connection to other parts of the city.
Junction Peeling Adaptation
Three types of branching are designed: 1. a main road as one branch 2. secondary roads branch out from one main road 3. when a secondary branch joins onto two main roads, an pocket spaces is created for activities
Linear Core Prototype
Hierarchy A happens to the main branches. It has designated lanes for different users to enable minimal distruption. When it is required (for junction and peel off), part of the roads will be elevated, creating a space underneath for vendors and pedestrians.
Road Hierarchy A
Road Hierarchy B
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P
Hierarchy B allows cars and richshaws to share the road as the traffic is less busy. Dedicated bus and bike lane will still be provided to encourage the use of public transportation. Whenever necessary, bus and bike lanes can be elevated for smooth travelling.
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Pedestrian and bicycle are the priorty in the courtyard typology. Cars are only allowed in particular roads. Depends on the size of avilable spaces, the fine grain of pedestrian fabrics can be used to create single private courtyard, lineal shared courtyard with alley ways, or large public courtyard shared by communities.
Courtyard Prototype
Road Hierarchy C
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Road Hierarchy D
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Hierarchy C provides only one lane for slow car traffic. Pedestrian are given more space, while cyclers still have their dedicated bike lanes. When necessary, bike lanes can be located away from maian road as a seconary network to enbale smooth travel
This smallest hierarchy are designed only for pedestrians and cyclers. However, enough width are designed for cars to drive through in an urgent situation.
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[ Chosen Plot for Development ] The core of the cluster is taken to demonstrate the strategy for laying out the base geometry for the fabric of each village. The two main objective to the method is: 1. constrain the size of the develop plots, and 2. allow aggregation ability for when new plots are to be developed and joined to the previously developed one. Because most of the villages are now laid out with agriculture plots, the plots are used in this strategy to be regenerated as a new geometry for better adaptation to fabricate city layout. The very first step is to choosing the plots for development according to the population needed to be accomodated.
[ Radius for Development ] In order to constrain the plot sizes, a gradual enlarging radius are inserted. Plots to closer to the center are smaller, which mainly be developed as smaller scale and residential program in order to create the least contradition with the existing village. Plots further from the center would increase in size to house mix - use and other commercial development.
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[ Plot Point Aggregation ]
[ Geometry for Development ]
In order to allow aggregation abilities, corner points within the designated radius range are taken to create the base geomtery of the fabric. So when next plot is bought up to be developed as the community expanse, the fabric could be joint with the old.
Finally the base geometry is created with existing plot points which allow for aggregation abilities and with constrain in size of each plots for the better organization for the layout of roads and program within the city.
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Expressway in Singapore
[ Design Development Stage 3 - Case Study of Singapore g p Road Distribution for Vehicles ]
[Singapor] | Study Area [Singapore]
In order to gain a better knowledge about how many roads need to be introduced to our proposed villages in Surat, we took Singapore and Copenhagen as two example cities to researched into the distribution of vehicle roads and bike lanes.
Area | 2.50 km2 Population | 18287 | Primary Length | General Road Spacing | Lanes |
For each case study, we analyse the population, density, and the general hierachy of a particular type infrastrucutre.Then we make a comparison to find out that, for each type of infrastructure, the average length, spacing, and the no. of road required to serve that particular amound of people. This exceries helped us to gain an insight about the amount of roads we should propose to suit the population density. Singapore is a country small in land but large in population. It was chosen for the study of cars because it shares very similar problems with Surat, such as traffic congestion, narrow roads due to the historical urban planning and the rapid urban growth.
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Study Summary 9 km 756 m 6-8
Secondary Length | 13.30 km General Road Spacing | 362 m Lanes | 4-5 Primary Road Secondary Road Tertiary Road
Secondary Length | 11.80 km General Road Spacing | 81 m Lanes | 1-3
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Bicycle highway in Copenhagen
[Design Development Stage 3 - Case Study of Copenhagen p g Road Distribution for Bicycles y ]
[Copenhagen] | Study Area Area | 3.82 km2 Population | 71891 Density | 18819.63 | No. of Major Road | General Road Spacing | Total Length |
Copenhagen is known as the bike city in the world. Around 52% of all daily trips in Copenhagen are made via bikes, and every day, people travel 660,000 km by metro but 1.2 milllion kilometres by bike, which almost doubled the amount.This means that more than 1/3 of the population in copenhagen commute daily by bike. Copenhagen has more than 390 km of biking lanes and bike traffice lights, these lanes range from the dedicated bicycle highways to small bicycle friend roads.The infrastructure is built on the fact that a bike is not only the cheapest and helthiest way to get around the city, but also a very important factor in reducing carbon emission (VISITCOPENHAGEN, 2013).
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Study Summary 7 800 11400 m
No. of Bike Lane | 27 General Road Spacing | 300 Total Length | 19000 m No. of Bike Friendly | 100 General Road Spacing | 70 Total Length | 32230 m Major Vehicle Road Bicycle Lanes Provided Bicycle Friendly
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[ Cluster Scale Road Structure Layout]
According to the case studies of Singapore and Copenhagen, as well as the predicted population conditions in the area, the road circuit is laid out with hierarchies which cater to different user group within the cluster.
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Image of a rural village in India
[ Design Development 4 - Study of the Traditional Indian Village Layout ] Talav / Lake
In order to design the building typology for villages, studies were carried first to gain an knowledge about the traditional Indian village layout, building typology, and meaning of public spaces. Traditionally, village means a small settlement of either one big caste group, with a couple of smaller castes, or a number of medium sized caste groups. They are generally small in size, with a population less than 1000. The layout of villages varies in a number of different forms, typical ones include shapeless clusters in a compacted nuclear form, lineal / rectangular form, dispersed form, and form of isolated homesteads (NANDI,S and TYAGI,D,S. 1969) But regardless of the forms, one thing in common is that people, especially migrants, tends to stay within their own caste groups, or the ones that is in the same social class, and share similar religion, language, or culture backgrounds.
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Lineal layout
Village Houses
In lineal layout, all buildings are built along the main street. Directly to the back of the houses one can find kitchen gardens, where villagers grow daily food crops for their own consumption.
Public Amenities / temples Caste / Family groups Village Road
Cluster Layout
There are 3 major caste groups, each has their own cluster and water supply. A number of smaller castes scatter along the village road, which is shared by all villagers. A talav (a lake) is built to store water for agricultural usage, but also provide a public space for casual worship and social gathering.
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[ Analysis of traditional common space in India, where various types of public spaces are transformed into informal gathering areas...]
Inner Courtyard
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Building Frontage
Shared Alleyway
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Village Common Area
Roof Top Space
Street Life
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Lineal Alley
Pedetrian movemet could be shifted to roof top when event or accidents occurs
Building Foot Print Movement Transformation
[ Deformation ]
Single Courtyard
2F
[ Break - Down ]
Linear typology is designed to be programed in larger plots further away from the existing fabric, where most of the mix use and larger complexes will be housed. The series of diagram below shows how generic courtyards could be broken down to transform in to a linear formation for more smooth and directed movment as commercial and car traffic are more frequent in to the larger and outer area of the city.
[ Generic Court Yard ]
Courtyard typology are designed to be programed in mainly village area, and the smaller plots closer to the existing fabric in the core. Courtyard typology is used primarily for residential purposes. Its aggreation abilities are joint with common courtyards as well as roof top spaces in some cases. On the diagram on the right hand side demonstrate that roof top space can be tranformed as an alternative for pedestrian movement when incidents occur on normal street.
[ Court Yard Aggregation ]
[ LinearTypology Foot Print ]
[ Court Yard Aggregation ]
[ Courtyard Typology ]
1F Semi Public Roof Top Garden
GF Common Shared Couryard
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Common Shared Courtyard
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[ Linear Typology Built Form ] The set of diagram below illustrate the possibity of cut and bridge building typology for the linear fabric.
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[ Generic Junction Typology ]
[Solar Typology ]
Bridging Solid
Solar tylogy allow to cool off the building in summer. The tilt of the roof top could also be used to divert rain water into the community for water storage.
Programs Open Public Area
[ Junction Typology ] While areas around the junctions are usually unused for most of the cases, this series of typology explore the possibility to transform a junction into programs that could reduce the waste of land space in the city.
Stacking Typology
Bridging Stacking
Stepping Typology
Bridging Stepping
Movement Integration
Slope Typology
Bridging Slope
Movement Integration
Architecture Associations | Landscape Urbanism | 2012/13
[ Hybrid Typology ]
Hybrid typology is a merge between movement and built form. Traffics could go through buildings, or on the roof of the building. This tyology suggest the idea of dissolving the building landscape with the infrastructural circuit.
[ Public Typology ]
Solar Typology
[ Programed Typology ]
Solid Typology
The “bridge” is the movement connecting between two built forms. This typology create corridor bridging structure, as well created semi enclosed courtyards within building crowd.
[ Hybrid Typology ]
The “cut” is the movement intersecting in between buildings. This typology generates secondary options of roads emerges within in buildings.
[ Bridging Typology ]
[ Cutting Typology ]
Cutting Movement Bridging Movement
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[ Zooming Into the Core Fabric ] After the road structure is laid out, we could then zoom in to the inner scale of the core to explore the detail of each building typology being inserted in place. The boundary between the infrastructure and the building form in here become blured was the traffic circuit and the building typology respond to each other. Dissoloving infrastructure into the fabric creating a tighter bond between the network and the people that its serving
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Right: section of the proposed program Below: the basic vehicle circulation around junction
[ Design Development 5: the Development of Highway g y Junction J Typology yp gy ]
Based on the previously explored catalogue of highway junction design, a initial design of the vehicle cirulation was carried out with a proposed junction at the edge of a village core. As shown to the right, the junction roads are designed to enable multi-directional movement between two main roads. The section above shows how a slower traffic lane (yellow), which requires smaller turning radius, can be added in to create a terraced, and multi-layered junction complex. The section is designed to be halfleveled, providing entrances and opening on both side. This allows to create a car zone on the side of the building, while keeping the other side of the building only for pedestrians.
By applying the section along the highway, retail, commercial, and residential programs are generated along the roads. Carparks are created with entrance only from the same side of the road, while all areas inside the junction circle are to be used only by pedestrians. Two ovals are create in the inner side, which can be used as public open spaces, and a central plaza is created as the two circles touches, to provide pedestrian, as well as bicycle connections through different ramps. Therefore, instead of constructing the conventional type of highway junction, which would eventually take up a large amount of land, this design transforms the wasted junction spaces into a multi functional complex, that provides retail / commercial spaces, residential areas, public open places, and a large central car parks that serves not only the visitors, but its surrounding residents.
proposed vehicle and bicycle circulations
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lifts to upper resid residential floors upper residential floors upper residential floors
mixed retail / ccommercial non-stopping private vehicle an nd bus lane mixed retail / ccommercial mixed retail / commercial pedestrian ramps connecting to neighbouring buildings
axonometric diagram of the junction complex
lifts to ccarpark level upper floors for mixed retail / residential usage
retail shops public o open spaces
pedestrian path in carpark
P
the pedestrian circulation dettail in upper floors
non-stopping traffic that peels into the city
lifts to upper floors slow sl low ttraffic fficc llane ffic lan for or vehicles vehicles goingg to ca carpark
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highway that brings traffic in / around the junction complex
P
highway peeling off into the urban area
the he mid middle ddle pedest pede edes destrian es plaza plaz laza aza zaa that t connects co conn onnects t bboth eendss lower floors for car carp carpark park
open public area that connects to the other end of the complex
pedestrian estr an / car ram ramps amps mps peel into to neig neighbour eigh ighb ghbo our buil bbuildings uild lding dings
traffic f ppeel ffi ffic peels pee s off ff ffrom rom om m th tthe he jjunction he un complext omplext into nto to o ur uurb urban urba rb n are aar area rea ea
P
carpark p levels lifts that bring pedestrian to upper levels
P
vehicle circulation in carpark car ramps that continues into neighbouring buildings
the vehicle and pedestrian circulation in lower floors
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[ the peeling off ] View from lower carparks towards the neighbouring buildings
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[ the Multi - Functional Complex ]
[ Transforming the highway junction into a multi-tasking hybrid mechanism... ]
In many cases of highway junctions, the space required is often large for the sufficient radius to ensure smooth flow without reducing the traveling speed. A distance up to 60 meters of from these junction constructions are usually unusable due to the poor sound mitigation or safety design. When these junctions happen within city areas, it would be a waste of land resource if many of the junction voids are left as non-functional spaces. To better utilize the junction voids in an land thirst city, we proposed a design solution to transform highway junctions into a multitasking system combining with traffic, functional complexes, and public open plazas. Depending on the different junction sizes, various programs could be inserted into the hybrid mechanism where high speed traffic and pedestrian activity co-exisit. If the junction is constructed further away from the city at industrial zones, the prototype of the junction complex could be apply, possibly with a different modulation to cater for goods loading and storage, commercial vehical parking, or any other industrial related facilities. In the case presented here demonstrate an example located in an urban area, with commercial and residental complex facing towards an open public ground on one side; and on the other, connecting with car route as well as pedestrian corridors leading into the city center.
[The Informal Pockets ] In between the busy intersecting network of different movements, with scale large and small, intimate pocket spaces emerge and spotted around the city. Because intricate circuit constrains and divert the movement of car traffic, pedestrian friendly spots like this could be generated more easily. Since social and street life is key to India’s everyday life, the informal social spaces offered people more options to interact within the communities.
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[Design development 5: the ‘shifted’ movement system in the courtyard y typology yp gy]
Courtyard Alley courtyard alleyy
Vehicles vehicles
Shared Common Courtyard shared common courtyard
In the normal day to day situation, the ground level of the courtyards are shared by different road users: a public shared common courtyard is provided for general activities with a road provided for cars; a lineal courtyard alley runs parallel to the main courtyard to provide undisturbed passageway for bicycles while a number of single courtyard are located around the common area.
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Singlecourtyard Courtyard single
‘shifted’ rooftop Shifted Rooftop Pedestrian Walk pedestrian walk
shared common courtyard for and festivals Shared Common Courtyard Formarkets Markets and Festivals
When an event takes place, the ground level of the courtyard typology will be turned into a pedestrian only area by closing up the road for cars, leaving a larger and safer space for markets and festival activities. At the same time, the public roof top garden and bridging buildings will be activated to provide a secondary passageway for uninterrupted move through.
‘shifted’ rooftop Shifted Rooftop Pedestrian Walk pedestrian walk
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‘shifted’ rooftop Shifted Rooftop Pedestrian Walk pedestrian walk
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[Cluster Core Masterplan ] Ultimately, our proposal has created a city with sufficient infrastructure which not only ensures smooth traffic, but also activates and empowers the surrounding villages, which would otherwise be wiped out or neglected by the government’s ring road proposal, by injecting infrastructure that caters to different user groups. Instead of relying entirely on the city central for urban amenities and public infrastructure, communities at the periphery of the city of Surat are powered by cores of each clusters. Hence, traffic going into the city from the periphery would be greatly reduced and the city center would be decongested. The over lapping circuit generated here allow the city of Surat to grow coherently. At the same time, with the layering of programs on top of the intersecting network of different scales, out proposal has allow another social dimension to emerge.
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[ Outer Ring Road Model Circuit ]
[ Polycentric Model Circuit ]
With the Outer Ring Road model as the Surat government proposed, the illustrated circuit of the area revealed the imbalanced activity of the site. The completetion of the ring road (the left half of the ring was part of the existing road network) only enhanced the linear connection between the north and south of the site where the industrial groups were located. Since the surounding villages, especially the ones in between the new ring road and the existing national highway, are so poorly connected, this A to B connection would further previleged the gated industrial communities with almost exclusive tranportation route, leaving the area even more segregated. The segregation aggrevates as the villages or communities located closer to the ring road would developed sooner than those who are further away from the benefits. Some would even be completely wiped out for the construction of the half ring.
One of the distinct contrast between the ring road circuit and the poly-centric circuit is that the latter creates a more evenly distributed fabric. As we have discuss at the beginning of the project that one of the primary issue that slows down India’s development is the lack of infrastructure. Many of villages are connected to formal road networks, and even if so, it is often poorly designed roads that lacks designated purposes catering to different user groups, causing constant chaos on the roads with all kinds of vehicles, pedestrian and animals packed on one signle road. The poly-centric model connect clusters of villages with network of different hierarchy. While assuring the sufficient fast routes for industrial tranportation, smaller scale circuits are interweaved in between to serve pedestrians and cyclists for safer and smooth travels.
As the white circles indicate, the potential interaction point (where majority of the traffic and activities meet) of the site are almost all located on the ring road and the national highway. As all communities immediately adjacent to the ring road need to cross the ring into the city for services, these junctions would become overwhelmed with traffic and eventually break down at points. If one interaction point collapsed, the entire ring is hauled; and since the ring is the only formal road connecting the outter and the inner city, all the adjacent communities outside of the ring road will be seriously affected.
Interaction Point Village and Community
Poly-centric model also meant that the ‘‘center’’ is now dispersed throughout the site in contrast to just one center like the outer ring road model. The center, or core, within each of the clusters act as a provider for infrastructural services, accomodations, public amenties, as well as job opportunities to its adjacent villages. In return, the villages provide people and food crop to the core. Ultimately, the clusters are self-sustained. This change would help ease the congested city center by decentralizing services into a smaller scale in the periphery of the city, while the original center could continue serving the existing communities in the inner city area. The interaction points in the poly-centric model not only are more but also are more well distributed. When one of the points break down, there would be more options for alternative routes, with another service provider in a shorter distance compare to the previous model.
[ Outer Ring Road Model Breakdown Influence ]
Breakdown Point
Influenced Area
These series of diagrams demonstrate the size difference of the affected area when interaction points break downs in both the outer ring road circuit and the polycentric model. For the outer ring road model, three sets of interaction points were chosen for analysis: interaction points on proposed ring road, interaction points on national highway, and smaller junctions within the informal village roads. Less option for roads and public tranportation, when interaction points on ring road and national highway breakdown, large areas are affected. Another cause that aggrevate the impact of the breakdown for the outer ring road model is that the all the main service provider is located at the center of the circuit. So if networks leading to the center is interrupted, all the communities serviced by this network are affected.
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[ Polycentric Model Breakdown Influence ]
On the contrary, polycentric model provide more than one service provider disperse around the site.Therefore, when on cluster is disrupted, its closest cluster center could be the temporary provider for the affected communities. Moreover, since there are more road options for different user group, negative impact reduces to minimum when breakdown occurs.
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kamrej vav kathodara gadhpur gadhpur township khadsad saniya hemad tekra falia saroli devadh gam vedchha sabragam chedcha antroli oviyan ladvi umbhel kadora haripura niyol dakhanvada deladva gam ambika gam millenium park aradhans shri javahar gam saniya kande goja khambhasala bonand vakatana ravla alias vaktana udhana vanz sali darshan bakra mandi mandanvan pramukh lingad bhatia taraj haripura kacholi samrod etalwa gayati navu virdev bhatpore palsana masjide lajpur pardi kande tirupati nagar pali gam kanakpur kansad gam timbarava arthan arthan halpati vas tanti zagada vadadla baleshwar karan popada talodra karada dambha pasodara pasodara vareli
[ Distance From Village to Facility Provider Comparison ] By comparing the distance required to travel for each village to reach urban amenities, the efficiency of the two models, outer ring road and polycentric, could be visualized as the chart on the left. For the outer ring road model, the existing city center is the main provider for urban amenities, public infrastructure, as well as jobs. In order to access these services, communities at the periphery of the city would need to reach the city center by the only route option - the outer ring road. Since most of the villages outside of the ring are not immediately connected to formal roads, the time to travel from village to the ring could be lengthen. Moreover, the outer ring road does not provide different route options to cater different modes of transportation; Therefore, people are foreced to reach the city by car, which would not only lead to induced traffic but also putting the only connection to town at risk of congestion or even breakdown. Hence, the travel distance and time to access the services increase.
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On the other hand, for the polycentic model, each of the village is connected within their designated cluster with a core as service provider from within. Traveling long distance and hours to the center for amenities are no longer necessary in this case. As a result of more refined connections in small scale within each cluster, distance from each village to their service provider, or its core is much smaller. Within the smaller network, route options for other modes of tranportations are abundant. Since the distance are much closer, walking or cycling could be the options for most of the people to reduce car traffic. Distinctively, the polycentric model offer alternatives for communities to access. Because villages are closely knit from within the cluster and well connected in the larger scale, if one of the core breaksdown, people could easily travel to their closest cluster for services.
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Polycentric Model
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Outer Ring Road Model
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Images
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SINGH,S,N. (1991) Indian village social structure in transi on. New Delhi: Commonwealth Publishers. Page 15 LeŌ - NIKHIL (unknown) Mul Layer Flyover Flyover at Majuragate. [Online Image]. Available from: h p://www.weather-forecast.com/loca p // / ons/Surat/ / / p photos/8577 / . [Accessed 11/09/2013] Internet Resource Page 15 Right - 4EVER (2007) Chauta bazar 2. [Online Image]. Available from: h p://pictures.4ever.eu/buildings/bridges/blue-bridge-126010. p //p / g/ g / g [Accessed BhaƩ, H. (2012). Outer Ring Road to ring in growth, more money too. Retrieved from The Times of India: h p://ar cles. mesofindia.india mes.com/2012-1030/surat/34816087_1_civic-bodies-infrastructure-project-sustainable-development
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p p p php?p=93943280. [Accessed 10/05/2013]
JHA, A (2013), Surat fast emerging as city of flyovers [WWW] h p://ar p // cles. mesofindia.india mes.com/2003-12-03/ahmedabad/27194255_1_fl / / / _ _ yovers-trafy fic-snarls-construc on [Accessed 10/09/13].
Page 24 - ARTSNATION (2013) You think *your* commute is bad?. [Online Image]. Available from: h p://www.artsna p // on.com/wp-content/uploads/2013/01/ / p / p / / / imagem1.jpg g jpg . [Accessed 11/09/2013]
MEHTA, Y(2013), Surat to be most populous city in Gujarat by ‘23 [WWW] Available from: h p://ar p // cles. mesofindia.india mes.com/2013-07-10/su/ / rat/40490966_1_surat-municipal-corpora / _ _ p p on-popula p p on-growth-narmad-south-gujarat-university g g j y [Accessed 10/09/13]. ONS (2011), Office for Na onal Sta s cs [WWW] h p://www.ons.gov.uk/ons/index.html [Accessed 10/09/13]. TIMES OF INDIA (2013), Land acquisi on for Outer Ring Road to start soon [WWW] OTR proposal: h p://ar cles. mesofindia.india mes.com/2013-07-22/ surat/40727293_1_outer-ring-road-smc-and-suda-tp [Accessed 10/09/13]. VISITCOPENHAGEN (2013), Bike CItyy [WWW] h p://www.visitcopenhagen.com/copenhagen/bike-city p // p g / p g / y [Accessed 10/09/13]. WIKI (2013), Suratt [WWW] h p://en.wikipedia.org/wiki/Surat#Road p // p g/ / [Accessed 10/09/13].
Page 25 - NEWSINNIGERIA (2013) Lagos ‘deports’ another 46 to Osun. [Online Image]. Available from: h p://www.newsinnigeria.org/wp-content/upp // g g/ p / p loads/2013/08/Lagos-traffi / / / g c-conges g on.jpg. jpg [Accessed 11/09/2013] Page 70 - URBAN GREENERY (2010) Singapore Roads. [Online Image]. Available from: h p://24.media.tumblr.com/tumblr_kpizlcwzEg1qzypppo1_500.jpg p // / _ p g q yppp _ jpg. [Accessed 11/09/2013] Page 74 - FREE AIR PUMP (2013) Could Copenhagen’s Cycling Highways Have A Global Future?? [Online Image]. Available from: h p://www.freeairpump.com/ p // p p / wordpress/wp-content/uploads/2013/02/2013.02.17-1024x681.jpg. p / p / p / / / jpg [Accessed 11/09/2013] Page 82 - XIAO GONG, Photo Taken by Author, (2013). Page 14 - SUTHAR,B (2007) Chauta bazar 2. [Online Image]. Available from: h p://sta p // c.panoramio.com/ p / p photos/large/3567924.jpg. / g / jpg [Accessed 11/09/2013]
* All Satellite images are provided by GOOGLE MAP (2013), [Online Image]. Available from: h p://maps.google.co.uk p // p g g
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