IJRAR Research Journalijrar.org/papers/IJRAR_223061.docx · Web viewCities around the world have been trying to mitigate the negative image of urban environment, in the sense re-imaging

© 2018 IJRAR July 2018, Volume 5, Issue 3 www.ijrar.org (E-ISSN 2348-1269, P- ISSN 2349-5138)

Re-Imaging transport interchange precinct through convivial public realm: A case of

Secunderabad 1Nagabhoina Tejendra

1Assistant Professor1Faculty of Architecture and Design, DIT University

1School of Planning and Architecture Bhopal & DIT University Dehradun________________________________________________________________________________________________________

Abstract : Urban transport interchanges have long been recognized as solely transport facilitating nodes and not as public places. There is recently much emphasis on the redevelopment of railway stations to create a better passenger experience but ignoring the quality of the surrounding urban area around the railway stations. The urban image of the public realm around the transport interchanges plays an important role in the overall sustainability of both the interchange and its surrounding urban area. Successfully attributing a positive urban image is an essential part of urban transformation to make transport nodes and interchanges as convivial public places. Hence, this study focuses on understanding the relationship between the urban image of the transport interchange and conviviality of its public ream and finds the aspects that help in achieving conviviality in the public realm. Through literature reviews and empirical surveys, the study discusses the role of urban morphology, activities, and image in the formation of the public realm and analyses how these aspects help in achieving conviviality. The study finds that morphological interventions and spatial reconfigurations can be effective in creating a positive urban Image in the transport interchanges, alongside the placemaking and node-urban area integration strategies.

IndexTerms - Urban Image, Transport Interchanges, Conviviality, Public realm, urban morphology, Activity patterns ________________________________________________________________________________________________________

I. INTRODUCTION

The main interest of this study is to find out how the image of transport interchange precincts can be changed into a convivial public spaces. Many railway systems across the world have or are trying to redevelop and transform railway stations. In addition to enhancing passenger experience redeveloped stations also contributes to the revenue (Ashish garg, 2017). In the recent times, the railway stations in Indian cities are through a major transformation in terms of being equipped with better facilities for passengers, redevelopment of station buildings to improve overall appearance and upgrading of station services to ensure smooth functioning of stations (Ashish garg, 2017), (Haidar, 2019). Amidst this whole agenda of revamping stations, the urban environment around the station is still has not been given much attention and as a result of this isolated and station centric development strategy that ignored the importance of surrounding environment, the railway stations as transport nodes still carries an urban image as being unsafe, unpleasant and unattractive. The image of an urban environment is directly related to its overall sustainability. There is a common misconception that the role of transport nodes is just facilitating movement and anything beyond this is purely incidental (Verster,2005). Transport nodes are certainly more than places where trains arrive and depart (Bertolini, 2007) their potential of connectivity, accessibility makes them important public places in cities. The image of an urban area refers to the identity and activity for which the area is been remembered (Lynch, 1960). Visual, perceptual and experiential quality of station surroundings forms a mental image which subsequently helps in formulating an impression about the positivity or negativity of an urban environment. The positive image helps in bringing more economic and social development. Aspects like legibility, accessibility, architectural character, public spaces etc. are all factors that helps formulating positive urban image. Cities around the world have been trying to mitigate the negative image of urban environment, in the sense re-imaging or re-branding to bring a positive change in built environment (Hocking, 2015). Public realm in transport interchanges is one of the key tool that has a vital role, as it is the platform for many activities that generate meaning (Montgomery, 2007). Good public realm supports the transport system, builds the identity of a place, enhances the station as a community asset and supports growth in the local economy (team, 2015). Thus this study focuses on the design of public ream as a tool to bring conviviality to the station surrounding area. The study area is referred to as precinct that has been circumscribed after inculcating all related activities of transport node. The study formulates the hypothesis that by designing convivial public realm, transport interchange hubs can be reimaged as enjoyable and attractive public spaces that foster social and economic sustainability.

Although there are studies that explored the importance of conviviality for the success of public places, they were generic studies which do not explain the typological differences when dealing with public spaces like transport nodes. Reason being that the transport nodes like railway stations exhibits a different nature than public spaces like parks, markets, squares etc. they are highly dominated by the dynamics of commuters and their activities. So the conviviality as a transformational strategy for public space needs to be understood from a different perspective in transport nodes and interchanges hubs.

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II. LITERATURE REVIEW

2.1 Image and Public realmSuccessful urban places must combine the quality in three essential elements: the physical space, sensory experience and

activity (Canter, 1977). Canter refers to the sensory experiences as conceptions. In a similar way, Lynch gives a framework of three components called identity, structure, and meaning (Lynch, 1960) . Physical characteristics of places (form), activities taking place there (activity) and the meanings inherent in them (meaning) as the three basic elements of the identity of place (Relph, 1976). All these elements put together forms a comprehensive frameworks which puts the place as a result of three border elements 1. Activity (diversity, vitality, street life, attractions, opening hours, local traditions events fine grain, economy) 2. Form (this is the physical setting or structure of place reflected in scale, intensity, permeability, landmarks, grain, public realm) and 3. Image (meanings, conceptions, symbolism, memory sensory experiences, associations, receptivity, psychological access, cosmopolitan/sophistication, fear) (Montgomery, 2007). “Image” initially was referred to as the ease with which we mentally organise the environment into a coherent pattern or image relates to our ability to navigate through it (Lynch, 1960). Lynch gives a three attributes for workable environment, the identity (an object’s distinction from other things), Structure (the object’s spatial relation to observer and other objects), and meaning (the object’s meaning (practical or emotional) for others (Sowers, 2008). Nature and meaning of place plays an important role in the lives of human beings. Whether a space is comfortable and presents itself well - has a good image - is key to its success (Spaces, 2019). Images are the result of process through which personal experiences and values filter the barrage of environmental stimuli (Matthew carmona, 2003).although these studies presents a logical discussion about formation of image, it is also true that the image of public space is more perceptual than visual. So the aspect of conviviality is recently gaining more reliability as a comprehensive tool for designing successful public spaces as it focuses more on human centric experiential and perceptual quality of public realm. There is less research on what common citizens’ wants from public places and what they perceived as good places to be in (shaftoe, 2008). The word convivial typically indicates festive, sociable, jovial nature of people and events and they are the essence of urbanity.

2.2 Transport interchanges and public realmAn interchange is often a gateway to public transport network, in that it represents the interface between public transport

network and surrounding area. At the core of an interchange, the public space is dominated by connections between public transport and feeder modes (TFL, 2009). Transport nodes are also highly pedestrian environments with constant movement of users of various types. Public transport users, tourists, local residents and city dwellers etc. can be seen as main users of transport nodes. The public realm in transport interchanges is a platform on which various activities of users can conveniently take place. Making the public realm convivial means to facilitate these activities and flows of users in an efficient way.

III. METHODOLOGY

As the study started with the research question of finding how transport interchanges can be re-imaged through the convivial public realm, understand the aspects that affect the public realm and finding the factors that help in bringing conviviality in the public realm becomes the main focus. To understand this the study has been divided into two sections. The primary study involves the selection of a study area for practical surveys and data collection. And the secondary studies by reviewing best practices to understand the design aspects that have led to achieving conviviality

For the primary study, an urban area is selected and it has been studied and analyzed based on the literature derivatives. From the literature studies, it is understood that the Image is a result of meanings derived out of physical setting and activities that the physical setting (can broadly call as morphology or spatial configuration). When it comes to transport nodes, the spatial configuration is the primary factor that ensures proper integration of the transport node and the surrounding urban area. So this study investigates the role of spatial configuration in terms of urban morphology and form in the primary study area.

The first element of the study is urban morphology. The urban morphological study is conducted through visual and observational surveys that involved surveying building uses, heights, street widths, old and new buildings, ownerships, etc. the analysis of these layers gives a result of development patterns, the permeability of street system, human scale and its effect on walkability, the vitality of street as a result of building uses, street activeness can be analyzed concerning the urban grain sizes. The second element of the study is the activity patterns around the transport interchange. The activity patterns are studied through the manual observational survey that includes mapping various activities of diverse user groups like travelers, tourists, students, local customers, residents, etc. the survey is also conducted by interviewing people, interviewing local business holders, and informal vendors. The activity mapping gives a list of diverse activities like waiting for buses, shopping, eating and drinking, movement and circulation for interchanging modes of transport, visiting cultural and historic places, etc. The analysis of the activity mapping is done by understanding the spatiality of activity and the extent of the public realm used by various users. This analysis gives a deeper understanding of the relation between spatial configuration and activity generation. The third element of the study is the Image of the transport interchange precinct. The urban image can be understood through visual and perceptual surveys. The visual survey includes a qualitative observation of appearance, legibility, and imageability of the area. The perceptual survey includes interviewing and surveying people about their experiences and memories with the place. This survey helps in the understanding opinion of people about their overall qualitative experience of place. The analysis would include the aspects of perceived safety, attractiveness, sense of place, visual pollution, human scale, and legibility of the area.

From these three elements of study, the factors which are contributing to the negative visual image are identified and further, these factors are comprehensively analyzed to understand, by adding or improving on which factors would contribute to the conviviality of the place and thereby creates a positive urban image for the interchange area.



IV. RESULTS

The primary study is conducted in the Secunderabad area in Hyderabad city. Secunderabad railway station is an important transport interchange hub in the city with the railway station being the headquarters of south-central railways of India, two overhead metro rail stations of different lines within in a distance of 500 meters from the railway station, 5 bus terminals serving various routes within the city and private transport modes as connection and feeders to the main public transport. The study areas are primarily delineated based on the walkability and peg-shed analysis that is 500 meters and 800 meters distances from the railway station.

Image 1: from top left, 1. Survey of transforming buildings in the area, 2. Land use and ownership patterns, 3. Building heights map, 4. Building uses map, 5. Figure ground analysis

The urban morphological studies (spatial configuration/physical setting) reveals that the area has a dominant residential and commercial building use. There is a change in uses from residential to commercial building uses. The building heights are considerably increasing as there is about 15% transformation of an old residential building of one floor to four-storied structures. There is an increased lack of interface between buildings and street due to larger footprints of buildings with compound walls that is affecting the publicness of the streets.

The layer of street patterns indicates that except main roads the internal roads are narrow because of compact settlement patterns. The study shows that the street pattern is permeable but there is no vehicular accessibility in many internal lanes. Hence the urban morphology or spatial configuration of the area concerning the location of the transport facilities indicates that there is no proper integration of transport facilities at the spatial level and it resulted in a lack of activeness in the internal streets. With the lack of vehicular and pedestrian access in many internal lanes, pedestrians prefer the main station road over internal roads. This condition increased vehicular and pedestrian concentration on main roads and also the commercial activities are confined to the main roads leading to the railway station and slowly there is no activity in the internal roads.

The second element of the study is activity patterns. The activity patterns are observed for various types of users concerning time, location, and types of usage. The dominant activity in the area is commuters walking to interchange modes of transport. There are mostly people waiting for buses, metro rails, autos are mapped in the area. There are a variety of restaurants serving various food items but there is no sufficient place for people to sit and as a result, they mostly end up eating on streets in dust and pollution. There are no sidewalks for people to stand and even the edges of roads are occupied by informal vendors so it forces pedestrians to walk on steers along with vehicular traffic. The study area has a dominant religious and cultural association that reflects in activities of temples and station front.

The third element of the study is the image, the visual and perceptual image of the public realm in this area is a negative response from many interviews on the site. Though there are good imageability elements in terms of building, nodes, and paths, there is no legibility because of visual pollution and visual obstructions. People do not feel safe because of pedestrian and vehicular conflicts, narrow and dark internal lanes, crowded streets resulting in pickpocketing and thefts. Women feel more unsafe because of male-dominant streets and activities. There is no equity in spatial opportunity for informal vendors and the place offers no place to sit and socialize. The concentration of activities on the main station road forces people to use the station road and as a result of all these factors the quality of the urban environment has degraded and it has led to an urban image as unattractive, polluted, unsafe, and inequitable.



Image-2: Mapping of circulation patterns of various users, circulation routes of buses from different terminal stations, pedestrian and vehicular count of the area.



Image-3: Activity mapping of the dominant public realm by various users

Image-4: Public realm and distribution of activities with respect to time, red colour indicating the highest activity, yellow showing areas with moderate activity and green colour indicating the lowest activity. Thea areas that are not marked are inactive or no

activity is observed.

Image-5: mind mapping and survey result of elements/buildings that generate a perceived image of the place



Image-6: The condition of urban environment that imparted negative urban image, darker inner lanes and lack of human scale lead to feeling of unsafe and unpleasant urban environment.

Some best practices are also referred to understand how various cities are working on improving the condition of transport nodes to bring a positive image. Tokyo station redevelopment is described as one of the impactful development strategies that are based on placemaking and public realm enhancement along with commercial development and improving the network of streets. The historic station building and frontage is developed as a public place re-creating the historic identity.

Warwick junction in South Africa is the best practice from the inclusivity and equity point of view for the public realm. Informal vending activities have been given equal opportunity to continue livelihoods by creating spaces along the pedestrian movement paths. It improved the interaction of transit users and local vendors and helped in achieving an urban image that is equitable and much more accessible for all.

Philadelphia station front has been transformed from a parking space into an enjoyable public plaza. This created a new place identity and also created opportunities to sit, wait, and involve in informal shopping activities.

V. DISCUSSION

The analysis of the results from the primary surveys and the analysis of best practices reveals that aspects like urban morphology, activities, and image are interrelated and cannot be separated. Each of these is important but cannot be understood as an individual entity.The results for the study from different elements show that urban morphology plays an important role in the generation of public activities. It also shows the lack of spatial integration as the problems of congestions, inactiveness, and lack of development opportunities are arising because of urban morphological patterns around the interchanges. As the theory of natural movement suggests, the movement of people generates liveliness and which creates opportunities for social life in the streets. Making streets more sociable means finding strategies for changes in the spatial configuration that allows movement of people and thereby increasing activities.The public activities and the conviviality are closely related. Although the urban spaces show the presence of activity and appear to be lively and active, the perceived image of these spaces is different. Sometimes the environment forces people to adjust to what is available as they do not have any other option. So it is not just the activity that is important but the quality and location of the activities are important for the public realm. People perceive too much activity as not tolerable and unsafe that contributes to the negative image of the public realm.

VI. CONCLUSION

The study establishes the relationship between the urban image and the conviviality of the public realm. It analyzed the spatial attributes that result in the image of the public realm and also explains their interrelationship. The Conviviality of the public realm



is supposed to be an inherent quality of the public realm and it is seen to be dependent on the physical aspects like urban morphology and spatial configuration that are key for the effectiveness and overall functioning of the public realm. The physical setting primarily helps in the generation of activities and meanings to the public realm. Because of recent morphological changes that reduce publicness and discourage public activities, the public realm is shrinking and confining to only some extent around the transport nodes. This condition has led to concentrated social and economic activities that pressurize the immediate public realm of transit nodes. So the study shows that interventions to morphology to improve publicness and allowing decentralized activities would make the transit node and urban area convivial and sustainable. It also gives the scope of managing problems of vehicular congestion, conflicts, perceived crime, etc. that can ultimately transform the transport nodes into positive urban environments that can foster convivial urban image.

VII. ACKNOWLEDGMENT

This study would not have been possible without the invaluable guidance from Ar. (Prof) Piyush Hajela sir (Associate Professor at School of Planning and Architecture Bhopal). My sincere gratitude to the entire urban design department of SPA Bhopal for valuable inputs in conducting the study. I would like to thank Faculty of Architecture and Design at DIT University for the constant motivation and support in writing this paper.

REFERENCES

[1] Ashish garg, r. c. (2017). Indian railways stations revelopment -transforming railways and creating win-win opportunities. Mumbai: The Boston Consulting Group.,Inc.

[2] Bertolini, L. (2007). Nodes and places: complexities of railway station redevelopment. European Planning Studies, 4(3), 331-345.

[3] Canter, D. V. (1977). the psychology of place. London: The Architectural Press Ltd.[4] Haidar, F. (2019). Indian Railways identifies 12 more stations for redevelopment, ties up with IRCON. Retrieved

December 14, 2019, from https://www.hindustantimes.com/india-news/indian-railways-identifies-12-more-stations-for-redevelopment-ties-up-with-ircon/story-QHsfyJfnsDN9W0YfapOm2O.html

[5] Hocking, B. T. (2015). The Great Reimagining: Public Art, Urban Space, and the Symbolic Landscapes (1 ed.). Berghahn Books.

[6] Lynch, K. (1960). The Image of the city (1st ed.). London: The M.I.T press.[7] Matthew carmona, T. H. (2003). Public places-urban spaces-the dimensions of urban design (1st ed.). Burlington:

Architectural press.[8] Montgomery, J. (2007). Making a city: Urbanity, vitality and urban design. Journal of Urban Design, III(1), 93-116.[9] Relph, E. (1976). Place and placelessness (1st edition ed.). London: Pion.[10] shaftoe, H. (2008). Convivial urban spaces-creating effective public spaces (1st ed.). London: Earthscan.[11] Sowers, D. S. (2008). Place and Placelessness, Edward Relph. Human Geography, 43-51.[12] Spaces, P. f. (2019). www.archdaily.com/914616/what-makes-a-great-public-place. Retrieved Dec 14, 2019, from

https://www.archdaily.com/914616/what-makes-a-great-public-place[13] team, T. U. (2015). Station public realm design guidelines. London: Transport for London (TfL) Urban Design team.[14] TFL. (2009). Interchange Best Practice guidelines 2009. London: Transport for london.[15] Verster, B. (2005). Can public transport interchanges be positive urban environments in the developing world context?

Sustainable Development and Planning, II(2), 941-949.


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IJRAR Research Journalijrar.org/papers/IJRAR_223061.docx · Web viewCities around the world have been trying to mitigate the negative image of urban environment, in the sense re-imaging