Isaan Dead Space Society by Rapit Suvanajata

ISAAN DEAD SPACE SOCIETY: Khaisri Paksukcharern, Apiradee Kasemsook, Rapit Suvanajata

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ISAAN DEAD SPACE SOCIETY: The Spatial and Empirical Analysis of Tung Srimuang Udonthani Khaisri Paksukcharern*, Apiradee Kasemsook**, Rapit Suvanajata***

* Chulalongkorn University, ** Silpakorn University, ***King Mongkuts Institue of Technology Email address: mee2mee@hotmail.com, apikasem@su.ac.th, ksrapit@kmutl.ac.th

Keywords: Urban area redevelopment, Space Syntax, pedestrian and vehicular pattern, cognitive map.

ABSTRACT Tung Srimuang (TSM) is a public open space located at the junction of governmental, residential and commercial zones of the City District, Udonthani province. The space has served as the location for various important events and accommodated the revered City Pillar Shrine, the Royal Pavilion and the Ancestor Shrine. TSM represents the city and its people’s cultural, recreational and religious identity. Despite its location and importance, TSM has been underused and neglected; it has gradually become a deserted ‘island’. The regeneration of TSM is to revive the ‘urbanity’ of TSM by reorganising the space with an aim to promote sustainable pedestrian environment in and around the area. Along with a series of empirical study, ‘Space Syntax’ is an interactive computer modelling used as a main tool to predict patterns of pedestrian and vehicular movement in the city. This paper presents a summary of the study starting with the most important findings and action points. It further describes the details of the research methodologies used in the study before proceeding to the information obtained from the on-site observations and the computer analysis. The analysis section concludes an interpretation of all the information. 1. Objectives and Tasks of the Study This study is undertaken with the aims of: assessing the potential of TSM and its immediate surroundings, especially a large water park called Nong Prajak (NPJ); developing a network of well-used pedestrian routes and public spaces; describing pedestrian activity, cognitive routes and preferences of the local people about the area; and proposing alternative spatial layouts for TSM.

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The tasks undertaken in this study have been to analyse patterns of pedestrian movement at different times of the day during a weekday and weekend (Saturday) and the dispersal patterns of pedestrians from TSM and its surrounding areas, analyse patterns of stationary pedestrian activity. Space Syntax computer models of the city district of Udonthani will also be constructed in order to undertake the embedding analysis of TSM. Cognitive routes and preferences of local people in the city in relation to TSM and other important civic locations using the city map and questionnaire will also be established. This is to assess the degree to which changes in spatial lay-out can be implicated in changes to the patterns of pedestrian movement and people activities and establish alternative spatial structures using the findings from the above techniques in order to serve as guidelines for the regeneration and design of TSM. a.

2. Historical Review Tung Srimuang means ‘Space of Pride and Prosperity of a city’. There are other ‘Tung Srimuang’ in big cities in other provinces in the north-eastern region of Thailand. This space functions similarly in all cities representing the cultural identity of the cities and their inhabitants. The original purpose of the space often related to royal affairs and politics therefore, the space was often located in the centre of the ‘old’ city and inherited a formal and sacred air. In the heart of the City District of Udonthani (Figure 1a), TSM (Figure 1b) has previously accommodated important functions of the city such as the zoo, the park and the city sport stadium. At present, the space hosts three of the most sacred ‘places’ of the city: the City Pillar Shrine, the Royal Pavilion and the Ancestor Shrine (Figure 1c). Due to its good location, the space has been used for flea markets, live-concert events and sports events which are held there a few times a year. With all the sacred buildings at one end, these new events are usually organised at the other end of the space. It hosts the year end celebration when people from the province around Udonthani visit the city. TSM can be extremely busy during these special events; roads have to be closed to facilitate the pedestrian circulation. TSM can be reached from the CBD. However, much of the time TSM is deserted and costly to maintain. There are also traffic and parking space problems in and around TSM especially around the south-western end. On

c. Figure 1: a. Aerial map of Tung Srimuang; b. Aerial view of Tung Srimuang; c. Aerial view of the City Pillar Shrine

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the other hand, Mukamontri road on the north-western side is underused compared to other roads around TSM. This reflects people’s concerns about crime and drug problems along this side of TSM. The imbalance between road use of the two sides of TSM emphasises the problematic ‘island’ situation of TSM. Next to TSM towards the north-western direction is the popular Nong Prajak park (NPJ), named after the first governor. The park is located just one block away from TSM and is in constant use even though the space is not directly connected to the business high street, Phosri road, that runs pass TSM. Proceeding from the old city centre, TSM is much more accessible than NPJ; in fact, TSM is in the centre of pedestrian flow path towards NPJ. However, in daily activities, people avoid going to and through TSM instead of using a bypass, such as Watana road, to get to the popular NPJ.

A Comparative Study on the Urban Systems in Asian Countries: Systems of Cities in Japan, Korea and Malaysia; Asian-Pacific Center, 2-3-26 Momochihama, Sawara-ku, Fukuoka, 814-0001 Japan, 1998 1

The situation of TSM is a perfect example of the struggle and the emergence of a new ‘people’ city which has been suppressed under the old structure of the past ‘symbolic’ city. The phenomena of a ‘primate-city urban system’1 , transforming itself into a multipolarised one is developing in this city. According to its history and cultural significance, it is clear that TSM is the civic centre of the city but it is also clear that the people’s space needs to be regenerated and eventually designed in order to integrate it into daily activities. As the result of returning TSM to people civic life, the city as a whole will be more liveable, sustainable and complete. 3. Space Syntax Analysis Space Syntax, a main analytical tool in this research, is a computer modelling which predicts patterns of pedestrian movement in towns and cities. Its underlying concept is that ‘space’ and ‘movement’ are the fundamental building blocks of the urban landscape. Movement patterns can be understood by examining public space networks in a systematic way by taking the urban layout, analysing routes which are available to people, and calculating which routes are better ‘integrated’ within the network than others. The most ‘integrated’ streets are automatically coloured red by the space syntax analysis, then orange, yellow and green, through to the most ‘segregated’ streets which are coloured blue. Despite the mathematical process, space syntax also gives a highly graphic representation of the city which – even at first sight – makes sense not only in terms of movement, but also in terms of land use, density and land value.

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The model is not only the axial representation of the urban form but also the measurement of the system of space. The local state measure is simple ‘connectivity’: how many other lines are only one step away from each line (i.e. immediately connected to it). The global state measure is ‘integration’: essentially, how many other lines are up to n steps away from each line. While ‘integration-n’ represents the ‘global integration’ measuring how each line is integrated to all other lines in the whole system, ‘integration-3’ or the ‘local integration’, to all other lines within two steps away. The globally integrated routes can be read as the important routes which people popularly use to go about their city in a global scale while the locally integrated routes are where people use locally. The statistical correlation between ‘connectivity’ and ‘integration’ values, is called ‘intelligibility’, as it indexes the degree to which the number of immediate connections a line has – which can therefore be seen from that line. If locally well-connected lines are also integrating lines, then the correlation will be strong and the system will have ‘intelligibility’. It means that the whole can be read from the parts. The correlation between global and local integration values is called ‘synergy’. It indexes the degree to which any part of the city are integrated both locally and globally. If the synergy value is high, ranged between 0-1, it means that the area is well embedded within the city as it provides the routes where people opt to use both globally and locally. A space syntax computer model has been constructed of the large scale urban context of TSM, Udonthani. This model is approximately 47.62 square kilometers in size and is defined by the city’s Ring Roads. This model has been computer-processed, validated through regression analysis with the actual observed levels of pedestrian and vehicular movement in the area, and analysed in three ways. Firstly, it is to understand the current spatial pattern of routes in the area; secondly, to investigate the short and longterm potentials in and around TSM for enhancing pedestrian movement levels; and thirdly, to simulate and review the current masterplan proposals for the site. The aim of spatial analysis is to use Space Syntax computer programme to study the spatial configuration network of the city of Udonthani to try to understand the way in which TSM and NPJ are embedded within their larger urban context and the extent to which the larger context may influence the

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use of TSM and NPJ. To do so, the catchment area of the Udon Thani city, the city area bounded by the rail track to the east and the airport to the south, was chosen as a context. Then, the spatial network was analysed from both the line pattern of the roads themselves and the pattern of spatial integration (Figure 2).

Figure 2: Axial analysed map of Tung Srimuang and Nong Prajak; a. gobal integration map; b. local integration map. The more integrated the line is, the darker the line will be.  K. Paksukcharern, A. Kasemsook and R. Suvanajata (2004)

3.1 Udonthani’s Axial Analysis The study of the road pattern (Figure 2) shows that: a. Central area where TSM and NPJ are located are made up of two kinds of orthogonal grid structure. One is an orthogonal supergrid structure, which is composed of a series of main roads orientating in both the north-south and east-west directions and the ring roads. The roads predominantly making up of the orthogonal supergrid structure are: Posri Road, Srisuk Road, Prajak Road, Watana Road, Mon-Tri Road, Pranprao Road, Makkang Road, Naresuan Road and Udondusadee Road. The supergrid structure creates a number of large urban blocks clearly seen in Figure 2. b. The other is an orthogonal grid structure of the local areas, which are located within the blocks created by the supergrid. Blocks made up by these local orthogonal grids are much smaller than blocks made up by the supergrid. Grid of the local areas located in the other parts of the city tends to have a broken grid structure, except grid of those areas located in some part of the

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west and the north, which are the recently developed residential areas. As a result, the integration maps (Figure 2) show that: a. Globally, the roads making up the supergrid are more integrated than the other roads. The seven most integrated roads in descending order are Makkaeng Road, Wattana Road, Posri Road, Srisuk Road, Panprao Road, Tesa Road and Montri Road. b. Locally, the centrally located areas are more integrated than the other areas. As the dominant land use of the centrally located areas is of commercial type and that of the other areas is of residential type, grid characteristics of these areas are similar to those found by Kasemsook (2003) on the study of the grid characteristics of four dominant land-use areas in Bangkok: the commercial grid usually has small block size and orthogonal grid structure and is highly integrated, while the residential grid tend to have large block size and broken grid structure and are segregated. The implication of this is that the centrally located local areas will have higher vehicular and pedestrian traffic volume than the other areas. In relation to TSM and NPJ these findings indicate that: a. TSM and NPJ are located in the best strategic location of the city, where they can be easily reached at both global and local levels; they are surrounded by seven most integrated roads. b. However, both TSM and NPJ do not interweave with the context they embed. TSM has no internal local grid structure, while the internal local grid structure of NPJ is weakly integrated with the city’s structure. Nor do they integrate to each other. They are separated by a series of long large blocks populated by a number of government buildings. These findings indicate that in spite of their strategic location, the lack of the internal local grid structure that could interweave TSM and NPJ within the city fabric make them act like ‘islands’, whereby traffic will pass by instead of going into. In the other words, TSM and NPJ lack an internal spatial structure that can capitalise on movement instigating by both the best location and the surrounding commercial land use. 4. Empirical Analysis The empirical observation is classified into three methods: movement study, study of stationary activity, and tracking exercise.

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4.1 Movement Study: An observation study of current pedestrian and vehicular activity in and around TSM has been carried out over one weekday and one Saturday in September 2003. As one part of this study, 120 ‘gates’ inside and outside TSM were observed over 8 time periods (09.00-10.00, 10.00-11.00, 11.30-12.30, 13.0014.00, 14.00-15.00, 15.30-16.30, 17.00-18.00, 18.00-19.00 hrs). In making these counts, observers locate themselves at each gate and, for 5 minutes, counted the total numbers of people and vehicular flowing pass them in both directions. All movement rates in this study are converted into per hour equivalent figures (Figure 3).

Figure 3: Average movement rates; a. pedestrian movement; b. vehicular movement  K. Paksukcharern, A. Kasemsook and R. Suvanajata (2004)

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According to the data on the average movement rates per hour of vehicular as well as pedestrian uses in and around TSM, the key results are as follows: a. Pattern of movement in Udonthani’s city centre is vehicular oriented in average during both weekday and weekend. Compared between the vehicular and pedestrian gate count maps, people move about the city using several transport modes (private cars, lorries, buses, bicycles, motorcycles and the small motor-driven three wheeled buses called ‘skylab’) rather than walking. Although it reveals that the most heavily traffic areas have no more than 300-500 vehicular numbers per hour (approximately 5-8.3 car per minute), pedestrian movement rates are even lower in such busy areas (only 10-200 per hour or 0.1-3.3 pedestrian per minute). b. The areas to the immediate north and west of TSM and NPJ, mostly residential areas, are relatively quieter, in both vehicular and pedestrian categories, than those to the south and east which locate mixed commercial and residential uses. c. Vehicular traffics focus on Udondusadee Road, the only through road connecting the northern and southern parts of the city’s ring road and running between the two main barriers: the railroads and the airports. d. The areas to the immediate north and west of NPJ have very low pedestrian movement rates (no more than 10 people per hour), the same as the TSM itself. Pedestrians focus on Pon Pisai Road where a street market is located. However, the movement rates are still relatively low of only 50-200 people per hour. 4.2 Study of Stationary Activity: In addition to the movement study, a series of ‘snapshot’ observations of stationary activity in the area (such as sitting, standing, talking, shopping) has been made. This involved an observer walking along a predetermined route which passed through or adjacent to every space in the area. The number, category and location of stationary people observed were recorded, categories of people being: teenagers/students, adults (20-60 yrs old), senior people (60+ yrs old). The observer walked this route once in each time period (0700-0900, 1200-1400 and 1700-1900 hrs). The results of the exercise have allowed us to build a picture of how specific categories of stationary people are clustering in the area, how stationary use changes over time

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and ultimately to what degree the stationary use of space is related to the location of specific land uses and the pattern of urban spaces. The snapshot observation was recorded in one weekday, one Saturday and one special public market day in September 2003. (Figure 4).

Figure 4: Stationary activity  K. Paksukcharern, A. Kasemsook and R. Suvanajata (2004)

The key results are: a. In general, weekend static activities around TSM are relatively much less than those of the weekday. Even during a public market day (Saturday), static activities focus only at the south side of TSM where the market stalls are positioned and dramatically decrease within a few blocks away. It reveals that Udonthani is a weekday city. People generally spend times in the city for business not leisure purposes. b. Teenagers/students and adults generally occupy spaces in different locations. c. TSM and its immediate surroundings are not much used by teenagers / students and senior people. d. Commercial transaction, a key ingredient to lively streets, is mostly bounded to the south side of TSM. However, this activity occurs only during the special market day, not any regular weekday or weekend. There is not very much static activities within the areas to the immediate north and west of TSM whereby government buildings are located. As a consequence, there is no connection of static activities between TSM and NPJ.

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4.3 Tracking Exercise: An exercise in people following was also carried out by observers during one weekday and one Saturday in September 2003. This involved the observers tracking pedestrians from 27 gates around TSM (in equal numbers) and following them until they had reached a destination or until 10 minutes from the starting points. The purpose of this exercise was to determine the proportion of pedestrian movement making its way from TSM. In addition, the results of this study have provided us with valuable information on the key destinations of people making large scale journeys through the area. The key results (Figure 5) are: a. The observation on pedestrian moving pattern around TSM reveals its ‘superblock’ movement characteristic. People mainly move along the major grids, not small or local roads branching off the main routes.

Figure 5: Pedestrian movement traces  K. Paksukcharern, A. Kasemsook and R. Suvanajata (2004)

b. TSM is apparently not a part of pedestrian daily routes. Although there are some internal routes in TSM that can be entered through the designated entrance gates, very few people use them as short-cuts between the TSM’s surrounding urban blocks. c.

Movement around TSM is mainly ‘through without stop’.

Movement entering NPJ, is mainly of teenagers or students.

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5. Local-participation Study 5.1 Cognitive Routes This technique is used to discover the routes which are ‘preferred and recognised’ by local citizens or users of a piece of architecture. This bottomup technique yields pictures of how users understand of the city and the space inside buildings in real time and in comparison to what is physically and spatially available to them in the built environment. In the TSM project, the technique is used to address the specific objective of re-embedding TSM back into the civic network of the city. Therefore, the users are identified in relation to civic spaces and circulation between important public facilities of the city during the observation times. The observations took place at 20 locations within the city district on weekdays.

Figure 6: Cognitive map  K. Paksukcharern, A. Kasemsook and R. Suvanajata (2004)

The Cognitive routes technique requires users to answer questions as well as participate in one to one conversations concerning their travel routes. The Questionnaire technique was also used. For the TSM project, three groups of informants were randomly picked from the 20 locations above. They are teenagers, adults (20-60 yrs old) and seniors people (over 60 years old). The questions asked in this research project are: ‘where are you heading to and which routes are you taking to get there?’, ‘if you were to go to Tung Srimuang/ Nong Prajak from here, which routes would you take to get there?’. Each informant’s answer was plotted on a map and then all answers from all

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informants in all locations were plotted together in a map. Observations periods were chosen because they are the times when the majority of local citizens move around the city. These times are 9.00-11.00, 13.00-15.00 and 16.00-18.00 hrs. (Figure 6) All participant types/ All times: Finding 1: Preferences a. The most popular route to TSM: Phosri road b. The most concentrated location of preferred routes: Phosri road between Fountain Circle (F) and Museum (O) c. The busiest spot(s) in the cognitive routes: intersection of Phosri and Mukamontri roads/ Fountain Circle (F)/ Luang Prajak Circle (E) d. The most crowded location (s) on preferred routes around TSM: the corner at Phosri & Mukamontri roads/ the corner at Phosri & Panpraow roads/ the junction at Panpraow & Prajak roads Finding 2: Network From the observations, it can be concluded that TSM is a well recognised part of the city structure because a. All informants knew where TSM was located b. All informants were able to pinpoint the routes leading to TSM Moreover, TSM is surrounded by important public facilities (as marked on the map). It is often the case that these would provide a ‘civic network’ linking and providing easy access to public amenities. However, in Udonthani, these public places are physically and visually segregated from each other. Therefore, the ‘civic network’ is neither formed nor recognised by the public. These civic places are not deeply embedded in the city structure; they are merely ‘strung’ along the structure. The research revealed that users recognise the most efficient, in terms of time and direct access, route to TSM and NPJ. These cognitive routes are closely related to local activities and their final destinations. However, the city structure does not provide alternative routes to TSM and NPJ other than a couple of major routes which are already overcrowded. Finding 3: Obstructions From the observations, the cognitive routes show that a. Movement on Phosri road is abruptly reduced in the TSM area from both directions.

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b. The north and south sides of TSM, especially at the most crowded locations at all corners, are not well connected. c. There are bottlenecks at the south side of TSM leading to school and residential areas. d. One of the biggest blockages of movement into TSM (and thus NPJ) is at the junction of Panproaw and Prajak roads. e. Movement to and from TSM and NPJ is severely blocked by the governmental zone on the east side of TSM. f. Mukamontri road is the only route recognised by the public for going to both TSM and NPJ. g. There is no direct connection from TSM’s busiest area (south-side corners on Phosri road) to NPJ’s busiest area (around the hospital on Supakijanya road). h. There are not enough routes to connect areas beyond the city ring road to the potential ‘civic network’ of the city. i. The best routes from the CBD to TSM and NPJ are overcrowded and therefore, obstruct user movements during the periods when they are most needed. 5.2 Questionnaires Questionnaire technique provides information which may not be revealed by other observation techniques. Qualitative and personal information such as opinions, wishes, purposes etc. of local users can be obtained using the technique. The technique was used simultaneously with the cognitive routes technique, the same participants were used for both techniques. The observation took place during the same time periods (9.00-11.00, 13.00-15.00 and 16.00-18.00 hrs.) and at the same 20 locations as those where the Cognitive routes technique was carried out. The questions asked in this research project are: ‘how many times do you visit Tung Srimuang/ Nong Prajak in a week?’, ‘what kind of place do you want Tung Srimuang to be?’. All participant types/ All times: Finding 1: Frequency Question: ‘How many times do you visit Tung Srimuang/ Nong Prajak in a week?’ Responses: a. The highest number of visit to TSM and NPJ is seven times a week for all age groups. b. TSM and NPJ are mostly visited by the ‘Teenager’ group and least visited by the ‘Senior’ group.

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c. Despite its central location, the results show that for all age groups TSM is a rarely visited place. d. The average of twice a week for ‘Teenager’ group, once a week for ‘Adult’ group and once a week for ‘Senior’ group. Finding 2: Preferences Question: ‘What kind of place do you want Tung Srimuang to be?’ Responses: a. The ‘Teenager’ group prefers ‘Multi-function’ place. b. The ‘Adult’ group prefers ‘Recreational and Sport’ place. c. The ‘Senior’ group prefers ‘Recreational and Park’ place. From the conversations had with the participants, it shows that a. TSM is much less popular than NPJ among all age groups. b. TSM area is often merely a ‘by-passed’ route to NPJ. 6. The Analysis 6.1 Regression Analysis Relation between spatial structure and movement rates (pedestrian-PED and vehicular-VEH) is carried out using multivariate analysis. What we attempt to find are: to what extent has the space influenced movement in the city of Udonthani; which ‘type’ of spatial factors most influence movement; are the spatial factors that most influence pedestrian movement different or similar to those influence vehicular movement? It is found that: a. Integration values appear to better relate to the movement rate of each directional sub-area around TSM and NPJ (west, east, north, south, fareast, far-west and far-north) than those of all areas analysed together. In other words, when the movement rate in these sub-areas are analysed separately, the correlation appears to be stronger than the single analysis of all areas. b. Generally, there is a relatively strong relationship between spatial integration and VEH movement rate. Local integration has stronger influence on average VEH movement rates on weekday and average VEH on weekday/ weekend than global integration does. c. Focusing on each sub-area separately, the correlations between spatial variables and VEH movement rates in the south and the west of TSM are

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relatively strong (r^2=0.699, p.0007 / r^2=0.642, p.0053), while those in all the other sub-areas except the far-eastern one are positively significant. In most areas, local integration is the strongest spatial variable influencing VEH movement rate. d. In case of pedestrian movement, the relationship between PED movement rate and spatial integration values are relatively weak. In some subareas, the correlation is negative, for example, the southern sub-area. The strongest correlation of all is the correlation between PED movement rate and global integration of the northern sub-area (r^2=0.391, p.0003). The next questions are: why is there a poor relationship between spatial structure and PED movement rate; why has there no strong relationship between spatial structure and VEH movement in the city in general; does this mean the pattern of movement cannot be explained by spatial morphology? a. To address these questions, we first look back at PED and VEH movement rates and found that the ratio of VEH/PED is 3.33 (the ratio of Bangkok is 1.56; Kasemsook, 2003) which means that people in Udonthani generally move about the city by vehicles instead of walking. This indicates that pedestrian movement is, more or less, evenly distributed throughout the city, and as a result, being less affected by any spatial variables. b. In the case that we do not find a strong relationship between spatial structure and VEH movement rate in some sub-areas, the analysis points out that the correlation is deviated by the ‘multiplier effect’ and the ‘edge effect’. This explains when the regression analysis includes the gates along the integrators whereby retail shops or any other commercial land uses are clustered. These attractors create ‘unnatural’ to-movement in the areas. When these gates are excluded from the simple regression analysis, the correlation becomes much stronger. This is also the same for all the gates located along the edge of the spatial map. c. What this means is that the pattern of vehicular movement in Udonthani is in fact very much influenced by the city’s spatial structure, and that the most influential spatial factor is the local integration. However, what we have now is a situation whereby most of the local trips in Udonthani are made by cars. In other words, people opt to use cars instead of walk even for a short distance travel. The solution appears to be that we need to create a denser

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local spatial grid network with a quality pedestrian environment as a supporting sub-structure within the city. This would create a more integrated and efficient pedestrian network interweaving with the existing road network, providing as an alternative choice of routes to persuade people to walk rather than drive. 6.2 Spatial Structure and Pedestrian Movement Patterns The supergrid structure of Udonthani’s central area, mostly consisted of long and straight lines without well hierarchical supporting local grids, creates large urban blocks whose boundaries are mostly fenced or have limited access. According to the land-use map, these large blocks are not constituted by buildings but mostly vacant grounds. Despite well-designed pedestrian paths (2.50-3.00 m. wide along both sides of most streets with street furniture and grown-up plants), this spatial characteristic creates a network of lifeless streets whereby the street façades are mostly vacant and the streets themselves are underused by pedestrians. Pedestrians have very few choices of route to make their shortcuts between such large blocks. This reflects the dominant vehicular-oriented space use in Udonthani as people opt to use car rather than spending much times to walk round the large urban blocks. Streets including other public spaces, especially TSM itself, are then not very much used by pedestrians as most people move about the city too quick by cars to interact with such public urban spaces. The retail and mixed residential-commercial areas to the south and east of TSM which are constituted by integrated orthogonal spatial grids are better used by both vehicles and pedestrians than those of residential areas to the north and west, characterised as broken and segregated grids. To its immediate north and west, TSM is also blocked by the government land use and NPJ. This indicates that the successful development of TSM as a well-used public space should take into consideration the spatial potential from its south and east integrated grids while the areas to the north and west, especially NPJ and the government urban blocks, have to be altogether spatially rearranged in order to draw integration into those directions through TSM. The ‘disurbanity’ of TSM is spatially related. According to the spatial analysis, although TSM is bounded in all directions by integrators, the space

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itself has very limited access through some designated entrance gates. This situation makes TSM act like another large urban block that is also a movement barrier by itself. It can also be seen as a traffic island according to the vehicular-oriented space use in Udonthani. This reflects in the extremely low pedestrian movement rates observed during both weekdays and weekend. Most pedestrians who walk around its boundary including some people who cut across it make no stop-en-route or stop at all for any static activities such as sitting, standing and talking. Not very much commercial transaction is evident around TSM as there has no multiplier effect on commercial land use from to and through movement. TSM itself also seems to deter teenagers/students and senior people who tend to explore a public urban space for leisure purposes than adults. TSM thus does not have a role of a true ‘public space’ in the city center of Udonthani whereby mixed activities and types of people can be found. Besides special market days or any other special event and ceremonial days, TSM which is spatially excluded from its urban spatial network is then left vacant most of the times. People then tend to spend their weekend holidays elsewhere at some natural destinations outside the city. This reflects the characteristic of Udonthani as a weekday city. Besides being limited by government urban blocks, NPJ acts like another spatial barrier to the west of TSM. Although NPJ itself has several internal routes but they are primarily designed as a network of exercising paths (walking and jogging). The routes are long and winding and the NPJ boundary is mostly fenced or defined by water pond. It also has limited access. This reflects how the areas to the north and west of TSM are spatially segregated and has very low movement rates. NPJ has become a secluded place mostly for teenagers/students to hang out. The government urban blocks also disconnect the static activities and movement between TSM and NPJ. The lively second hand merchandise market stall area and the ‘milk-bar’ street located to the east of NPJ along Taesa Road then have no connection with TSM. 6.3 People’s Choices and Urban Network The clearer people’s understanding and recognition of a place, the more likely it is that people will use that place for their activities. At TSM, encouraging people to engage with the space on a daily basis, as part of their everyday life, is the most immediate concern. Space used for socio-cultural activities cannot be considered as an independent unit; instead it is always a

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part (and perhaps, by the same token, a problem) of a network. The problem of TSM is spatial which relates to people’s choice and ‘networking’ issues. These problems are discussed below. a. TSM, as a place, is very well recognised by the people of Udonthani, especially those circulating in the city district. This was proven by the fact that 100% of those questioned were able to locate TSM and specify the best route to get there from their current locations. However, people are unable to associate themselves with spending time there, or undertaking activities there. b. Therefore, the problem is not due to the structure or location of TSM within the urban fabric. The question to ask is then perhaps about associated and common activities available to people using TSM and its catchment area. On-site observations suggested that for the majority of people at major public places, TSM is not their destinations nor is it ‘en route’ to their activities. c. There are limited choices when attempting to relate TSM to other parts of the city in terms of similarity of activities. For this concern, the best part of the city to be related to TSM is NPJ area. This reflects in the observation that people most often relate TSM to NPJ when asked about their activities in the areas. However, the city block contains many semi-public government buildings on Mukamontri road severely hinders the actual relationship between TSM and NPJ (Figure 7).

Figure 6: Cognitive map  K. Paksukcharern, A. Kasemsook and R. Suvanajata (2004)

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d. In order for people to use TSM, it must become part of their lives, which include working, relaxing, exercising and shopping. Religious activities are well established in TSM and currently are the main attractors daily. In fact, TSM is most well known for ceremonial activities it accommodates. The majority of people in the city think that TSM should be a part of, as well as the central venue for, the socio-cultural networks of the city. e. A well-designed network of places and activities within TSM and NPJ areas (and beyond) is needed in order to effectively create a sustainable planning and design scheme. Important civic places (e.g. museum, tourism authority, temples) and other public amenities are currently ‘segregated’ from one another and from TSM. f. The city was originally planned based on ‘one centre design’. TSM was this centre, as the City Pillar is located there. The shift of centre created the present CBD of the city where there are three roundabouts, lined with shops. This area is very popular and well connected to residential and government areas. The observation shows a strong cognitive and spatial link (Phosri road) between TSM and the CBD although they do not share a common network of activities. g. The emerging of service and retail businesses is now having an important impact on the city structure. Whereas the wholesale industries are now moving to the suburban areas, people in the city are experiencing more diverse needs. This is reflected by the popularity of NPJ where people spend a large amount of time, on weekdays as well as at weekends. TSM and NPJ are both in excellent locations to act as the link between other civic places, such as the nearby museum and hospital. Such a network would provide a new centre of activities which people could enjoy. h. TSM has been the location of several significant city events. It therefore, has great potential to be a new centre for the new generations in Udonthani. On-site observations show that TSM is visited more by teenagers than any other age groups. Although TSM is neglected, the space around it attracts many different kinds of people. This is the case whether looked at in terms of actual activities or cognitive movements. This suggests that TSM has both a strategic location as well as having a strong cognitive identity. i. If joined with NPJ, TSM will be able to reinsert itself into the city structure and people’s lives. People who go to TSM often also wish to visit NPJ and

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vice versa. Presently, most pedestrians do not circulate around in TSM but tends to group together at corners, especially those corners located close to the CBD. The uneven pedestrian distribution appears problematic in the areas north of TSM and NPJ. This shows that the new planning of a more integrated network needs a micro-scale study of TSM in order to generate more movement in and around the space. j. The question at micro scale then, is how to bring people together from different segregated locations around TSM, NPJ and immediate city blocks. In order to create ‘seamless connectivity’ between TSM and the rest of the city, more than good pedestrian flow is needed. The questionnaires indicate that the people of Udonthani very much welcome any improvement to TSM. Participants indicated that they wish to use TSM for various recreational activities. The regeneration and conceptual planning for TSM must welcome the integration of space inside and outside TSM to form a sustainable network alongside people’s understanding and recognition of the place. k. To seamlessly integrate TSM to NPJ and to the city, three alternatives, which emphasise on solving the ‘island’ efect of TSM, are provided here (Figure 8). The alternatives share two fundamental actions. Firstly, continuations of vehicular pattern such as road extensions into NPJ is needed in order to encourage more movement, especially pedestrian, into TSM and NPJ. Secondly, all local networks within TSM should be pedestrian only. These network should be laid out in order to utilise pedestrian movement on the existing vehicular network around TSM and NPJ. The differences between them are: the spatial layouts; the degrees to which the existing surrounding will be modified; and the degrees to which each of them is embedded within the larger existing surrounding. m. All the recommended alternatives are based on the new global understanding of TSM as the new civic centre of the city. In this respect, TSM is consided with NPJ; together they turn the city of Udonthani into a polymodal city ready for futher growth. The recommendation intends to solve the curent problem of the deserted TSM as well as to provide a long-term solution to the whole urban situstion of the city of Udonthani. In conclusion, the problems at TSM are very much related to those of the city. The study provides necessary information for the detailed design of TSM in relation to its immediate urban environment that is governed by the city structure. Our study of TSM and the city of Udonthani can be extended

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to include other issues such as vehiculaar trafic management and pedestrian flow. Further study on development issues such as land use, infra-structure and mass transportation are recommended for the next phase; these issues can be investigated based on the current study.

b. alternative A mean global integration: 1.0527 mean local integration: 1.8100 mean connectivity: 2.8960 intelligibility: 0.2887 synergy: 0.6257 alternative B mean global integration: 1.0535 mean local integration: 1.8131 mean connectivity: 2.9012 intelligibility: 0.2867 synergy: 0.6401

Figure 8: Three recommended alternatives to seamlessly connect Tung Srimuang to Nong Prajak and to the city of Udonthani  K. Paksukcharern, A. Kasemsook and R. Suvanajata (2004)

alternative C mean global integration: 1.0523 mean local integration: 1.8165 mean connectivity: 2.9191 intelligibility: 0.3217 synergy: 0.6698

Bibliography Asian-Pacific Center (1998) A Comparative Study on the Urban Systems in Asian Countries: Systems of Cities in Japan, Korea and Malaysia, Asian-Pacific Center, 2-3-26 Momochihama, Sawara-ku, Fukuoka, 814-0001 Japan Hillier, B. (1996) Space is the Machine, Cambridge University Press, Cambridge Kasemsook, A. (2003) Spatial Layout and Functional Patterns in Urban Areas: a Case Study of Bangkok, Unpublished PhD Thesis, University College London, London