NEIGHBORHOOD WALKABILITY ZHONGGUANCUN AREA INGMAR HOEN DANA SOVA IRINA TIUGAN
ABSTRACT The aim of this study is to provide the reader with insights from Zhongguancun’s walkability issues as well as to develop implementable solutions and recommendations for future development strategies. Following the historical development of the built environment as well as the technological innovation process started more than two decades ago, the following statement can be made: China’s ‘Silicon Valley’, Zhongguancun, can be described as a motorized-traffic oriented area where the role of the pedestrian or the cyclist in shaping the space is almost zero. Furthermore, the lack of outdoor activities has a negative influence of the public space and can in time have more undesired consequences. The structure of the paper follows the adopted research method, going through the theoretical part, the empirical analysis and concluding with the solutions. The use of the key-term walkability in this paper is designed to contribute to a better understanding of the stated problems and developed solutions.
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PREFACE This research is developed on a voluntary basis, as a part of a joint program established between Rijksuniversiteit Groningen and Peking University. The collaboration between the Faculty of Spatial Sciences from Groningen and the College of Urban and Environmental Sciences from Peking has been strengthened each year through such partnerships. This paper is to be read taking into account the following aspects: the main chapters are highlighted with red while each sub-chapter is highlighted with the color black. Furthermore, the key-concepts used in this study are easily recognized, being formated with bold throughout all the paper. The study has five main chapters to which the abstract of the paper, the list of figures and list of tables as well as a list of references and annexes are added. We would like to be grateful for the support we received from the Department of Planning of the Faculty of Spatial Sciences, Groningen and especially to the College of Urban and Environmental Sciences from Peking University for helping us gather the needed data for our research and always looking after us while being in Beijing.
Groningen, July 2013
Ingmar Hoen Dana Č˜ova Irina Tiugan
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TABLE OF CONTENTS I. Abstract II. Preface III. Table of Contents IV. List of Figures V. List of Tables 1. Introduction.................................................................................................................................1 • Motive an Relevance of Study................................................................................................2 • Research Question.................................................................................................................3 • Methodology..........................................................................................................................3 2. Theoretical Analysis....................................................................................................................6 • Introduction............................................................................................................................6 • Walkability..............................................................................................................................6 • Public Space............................................................................................................................8 • Shared Space..........................................................................................................................9 • Summary of Theoretical Aspects..........................................................................................11 3. Empirical Analysis.....................................................................................................................12 • Introduction..........................................................................................................................12 • Beijing City...........................................................................................................................13 • Zhongguancun Area............................................................................................................14 • Observations and Surveys...................................................................................................17 • Summary of Empirical Aspects............................................................................................24 4. Possible Solutions and Recommendations...............................................................................25 • Introduction.........................................................................................................................25 • Space Syntax - Depthmap method.......................................................................................25 • Implementation of Shared Space.........................................................................................27 • Other Solutions....................................................................................................................29 • Conclusions..........................................................................................................................33 5. General Conclusions..................................................................................................................34 6. References.................................................................................................................................36 7. Annexes......................................................................................................................................38
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LIST OF FIGURES ◦◦ Fig. 1: Beijing, China...................................................................................................................13 ◦◦ Fig. 2: Beijing Population Growth 1953 until 2010....................................................................13 ◦◦ Fig. 3: Zhongguancun location in Beijing....................................................................................14 ◦◦ Fig. 4: Main transportation system in Zhongguancun and main access points in the area.......14 ◦◦ Fig. 5: Growth of Zhongguancun Science Park (1988-2004)......................................................16 ◦◦ Fig. 6: Haidian South Road.........................................................................................................19 ◦◦ Fig. 7: Zhongguancun Street......................................................................................................19 ◦◦ Fig. 8: Zhongguancun Street......................................................................................................19 ◦◦ Fig. 9: Zhongguancun Metro Station..........................................................................................19 ◦◦ Fig. 10: Haidian East 1st Street...................................................................................................19 ◦◦ Fig. 11: Zhongguancun Plaza Square&Park................................................................................19 ◦◦ Fig. 12: Haidian Street................................................................................................................19 ◦◦ Fig. 13: Zhongguancun Street....................................................................................................19 ◦◦ Fig. 14: Zhongguancun Plaza Square and Park..........................................................................21 ◦◦ Fig. 15: Zhongguancun Street - Pedestrian Bridge.....................................................................21 ◦◦ Fig. 16: Age of interviewed people............................................................................................23 ◦◦ Fig. 17: Main activities in the area.............................................................................................23 ◦◦ Fig. 18: Degree of accessibility using motorized transport........................................................23 ◦◦ Fig. 19: Main transportation methods.......................................................................................23 ◦◦ Fig. 20: Useful fences or not? (separating bike lanes from car lanes)........................................23 ◦◦ Fig. 21: Percentage of people who actually stop in the Zhongguancun Plaza Square&Park.....23 ◦◦ Fig. 22: Current situation: intersection Haidian Street with Haidian Middle Street..................27 ◦◦ Fig. 23: Existing situation: 1 pedestrian bridge & 3 zebra crossings..........................................29 ◦◦ Fig. 24: Proposed situation: 2 pedestrian bridges & 2 zebra crossings......................................29 ◦◦ Fig. 25: Existing Situation - Lighting System not completely functional.....................................31 ◦◦ Fig. 26: Proposed Situation - Lighting System completely functional........................................31
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INTRODUCTION Besides being the world’s 19th Metropolitan Area, Beijing has experienced one of the most rapid growth process from the last decades. In this process, the role of transportation and communication, both physical and virtual, play an important role in development. When analyzing the people’s mobility, one can discover that it is the main trigger for the continuous development process, currently experienced in all China. In the past, Beijing has focused more on developing the automobile infrastructure, ignoring the other means of transport. But is such a big city, with people of different social status, mobility cannot only be focus on the car transportation but also on the walkability and bikeability. The purpose of this paper is based on this rapid development process and focuses on the mobility aspect, from the point of view of the pedestrian. The issue of walkability is a very discussed aspect nowadays in the Asian planning world, therefore several researches related to this topic have been successfully completed in the past years. This paper comes in aid of those previous studies by highlighting the importance of the human-scale in a rapid development context and coming up with recommendations and concepts to be taken into account when planning the expansion of Beijing city. In order to provide a clear background and to limit the area of influence, this research is focusing on a specific area from Beijing: Zhongguancun technology hub, located in the Haidian District. Zhongguancun is also known as the ‘Silicon Valley’ of China and the fact that this is still developing, having areas that are now under construction, makes it a perfect study case. The research will not only present the existing situation but also give some recommendations based on all the data that was collected. These recommendations can be used in the future developments, not just for the Zhongguancun area but also for other office/commercial districts that are being constructed in Beijing. The main structure of the paper is divided into several parts from which the first is the present one. The general introduction for this research as well as the motive and relevance of this study are discussed here. In addition, a detailed presentation the research questions elaborated as an asset to this study and the methodology of data collection are also included in this first chapter. To continue, an overview of the theoretical aspects, relevant literature as well as other theoretical data are included in the next chapter. A set of key-concepts is defined and explained with the help of literature review in order to set the basic structure for the theoretical analysis. The empirical analysis chapter focuses on the actual description and discussion of the main positive and negative features that can be identified in the Zhongguancun area, with a strong emphasis on the walkability and accessibility issues. To conclude, a recommendations chapter is presented, in which a framework for future strategies is developed and in which possible solutions for the improvement of the current situation are described. The general conclusions part together with a list of references and annexes are added in the end of the paper.
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STUDY CASE Based on the informations available as well as on the worldwide increasing importance of the walkability and accessibility issues, this study is emphasizing on the current issues of planning for rapid development as well as trying to come up with realistic solutions in order to improve existing situation but also to adapt to future changes. Taking into account the highly dynamic and rapid development process that Bejing has experienced in the past years, the issue of mobility has become a major aspect, being able to influence positively as well as negatively this whole development process. The changes taking places recently include an obvious shift from a centrally planned economy to a more free-market oriented development. Furthermore, these changes can be summed up as including “a regime of flexible production, intense interfirm networks, great labor mobility, protection of intellectual property rights, and incentive structures for knowledge sharing and risk taking.” (Zhou, 2005). This free-market approach served as a catalyst for spatial development and combined with the increasing number of population, led to the construction of enormous amount of business and technological parks. Zhongguancun is the most emblematic example of such park, making it the perfect study case for this research. Being known as the ‘Silicon Valley’ of China, Zhongguancun is a dynamic area, continuously developing and bound to extent and attract even more people than until now. In the “Outline of the Development Plan for Zhongguancun Science Park (2011-2020) Selected Edition II“ the managers of the Science Park state their future goals by enhancing the importance of the continuously development of the area and the strengthening of the linkages between the companies and the universities:“By 2020, the Zhongguancun Science Park will improve its innovation environment and strengthen its innovation vitality and efficiency. The park plans to realize a total revenue of 10 trillion yuan ($1.58 trillion) and to incubate a group of world-renowned transnational enterprises with strong international competitiveness in the software and information service, biomedicine and new energy industries. The park also plans to establish several worldclass universities and research institutes, and to cultivate more innovation elites to become an international S&T innovation center and high-tech industry base.” The geographical position of Zhongguancun in the city of Beijing - Haidian district is one of the most accessible parts of Beijing - makes this area more attractive as a study case for the transport issues. Being situated exactly in between two of the most important and big universities of Beijing: Peking University and Renmnin University, this area has all the chances to meet the manager’s future expectation for 2020. The main questions that arise here are how do people adapt to such an idealistic environment? How does an individual really manage to move in such a place? Is it really necessary to have a car or is the public transportation system working well enough to support all the people that want to use it? And how about the walkability and bikeability? This research tries to provide more than simple answers to all the possible questions. Its main purpose is to point current problematic areas, to develop further frameworks and to set guidelines for future policymakers, planners and constructors who gain interest in Zhongguancun area. 2
RESEARCH QUESTION The main research question: • To what extent can the idea of improving and increasing the walkability can contribute to a more balanced future development of the transportation system in Zhongguancun area? The sub-questions: • • • •
How can the concept of walkability be defined? What are the main means of improving and increasing the walkability? What are the current problems, issues and general characteristics of the Zhongguancun area? What are the main characteristics of a balanced future development of the transportation system?
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THEORETICAL ANALYSIS INTRODUCTION This chapter has as a main focus the explanation of the main theoretical concepts used for defining and analyzing the issues presented in this research. The main key-concepts are presented with quotes from relevant literature and afterwards, explained in relation to their implications in this particular research. In addition, in order to support the idea of improving the walkability conditions, the concept of ‘shared space’ is being presented in detail, with relevant examples from already implemented projects in key-locations all around the world. The main aim of this chapter is to provide the reader with a detailed and understandable explanation of the theoretical framework used as well as to provide a clear literature review in order to obtain the most relevant opinions from other scholars that have previously analyzed such phenomenons.
WALKABILITY The rapid growth that Beijing faced in the 1980s, which transformed it in a mega-city with more than 16 million on people, also brought a great impact on the built environment. The spatial structure of the city changed from the traditional compact form, the Hutong Alleys, to a more fragmented environment, residential areas equipped with the necessary facilities like schools, playgrounds and local shops, residential area that are not in walkable distance from the working districts. This led to one of the main problems that cities face today: the dependence on automobiles. “The main mode of transportation even in the neighborhood area is the private cars because it is the norm of urbanites to use the motorized vehicles rather than to walk. This also leads to the sprawling development and unsustainable lifestyle which disconnect pedestrians to the neighborhood cores by creating housing that sprawled outside of the residence walking zone” (Azmi and Karim, 2012). Also, an important factor in the walking patters is the land-uses of the area. In general, in neighborhoods, the walking facilities are more developed and the percentage of people walking is higher than in an exclusive working area. The same can be said about the center of the city, where usually the touristic attractions, shops and leisure activities are concentrated and where the walkability is higher than in a neighborhood or a working area. But how can the concept of walkability be defined? A very complex concept, walkability has been studied by many researches, this leading to the many definitions found today, either related to humans and their behavior in an area, the built environment or to the facilities found in the city that serve and encourage walking for destinations. Franks (2006) refers to walkability as being dependent on human behavior of the residents in the neighborhood area. From this perspective we can say that it is more plausible for residence to be 4
interested in groceries and supermarkets than in local bookstores or restaurants. In the same time the destinations can vary across socio-demographic groups: restaurants and cafes raise interest to younger people, hardware to male residents and schools and playground to parents with young children. But walkability is not important just in residential areas; it is a very important transportation mode at the level of the entire city. “‘Walkability’ is a term used to describe and measure the connectivity and quality of walkways, footpaths, or sidewalks in cities. It can be measured through a comprehensive assessment of available infrastructure for pedestrians and studies linking demand and supply. Some cities have undertaken comprehensive studies and city plans to improve” (Leather et al., 2011) As Macmillan Dictionary describes it, walkability is “a measure of how easy it is to walk around in an area easily and safely. Walking and walkability provide a variety of benefits, including basic mobility, consumer cost savings, efficient land use, etc.”. This relates to Abley (2005) definition of walkability as “the extent to which the built environment is friendly to the presence of people living, shopping, visiting, enjoying or spending time in an area”. The attributes of ‘safe’, ‘easy’ and ‘friendly’ are the key-concepts here; they are the most common terms used by person asked to describe what is for him/her the perfect and most attractive walking environment. Also, the role of activities taking place in points where people can use their basic sense (hearing, smelling, seeing) is stressed out here. The public space is shaped according to people’s actions and their actions are influenced by what they can hear/smell/see. Another way of identifying the characteristics of the walkability is looking at the main components of the build environment.“The built environment encompasses three main dimensions: land use patterns, urban design and the transportation system” (Handy et al., 2002). Land use patters refer to the actual use of an area, so residential areas, commercial, working or mix areas, public spaces and so on. The part of the city that includes the arrangements and all the work done to the built environments to make it human friendly is categorized under urban design. And last, there is the transportation system. Car lanes, bike paths and pedestrian paths that link the different areas from the city are part of the transportation system. Also the public transport and all the facilities created for a good function of it are also categorized under the transportation system. “All three dimensions of the built environment have been found to be related to physical activity. For example, land-use mix and residential density were consistently positively associated with walking for transportation (Saelens and Handy, 2008). Presence of parks and environmental aesthetics were predictive of higher levels of leisure-time physical activity (Humpel et al., 2002). Street connectivity (Saelens and Handy, 2008) and well-maintained foot paths (Pikora et al., 2006) were associated with higher levels of walking.” (Cerin et al., 2011). All these aspects are to be considered when analyzing a space from the pedestrian’s point of view. In any urban community the walkability factor is also analyzed in the public spaces. Although a greater percentage of usage is taken by the transportation system, the public spaces represent an area where people interact, giving them a more important role in the social context of the city. 5
PUBLIC SPACE Urban public space means streets, squares, parks, playgrounds, horizontal and vertical surfaces, enclosures or abandoned buildings, and it is defined on the basis of activities related to urban life, urban culture. Public space is used; it is a space for interaction, a space dominated by activities and not by ownership, a space to “which normally people have unrestricted access and right of way” (Fyfe and Bannister, 1996). Also, based on the activities that people carry out, public spaces can be categorized and designed properly to ensure the needs of those who find themselves in that space. But when talking about the activities of people, three major categories can be seen: necessary activities, optional activities and social activities. The necessary activities are the ones that are closely related to walking. Everyday tasks, going to school or to work, shopping, waiting for a bus and so on, tasks that require just a good transportation system and that are not influenced by the urban design. “These activities will take place throughout the year, under nearly all conditions, and are more or less independent of the exterior environment” (Gehl, 2011). In Beijing, the culture of street vendors can easily be observed in public spaces, and for these people, this can be categorized as a necessary activity. For them, the important part of the public spaces is the transportation system, especially because they are moving from one street to the other, based on the time of day and the amount of people that frequent an area. “Public spaces are used by people – to linger, to observe, to move around. Movement, including motorized and non-motorized traffic, is essential to move from one place to another. In most cases, traffic is a means to reach a destination and not an aim in itself” (de Haan, 2005). Optional activities can also be described as leisure activities and are usually related with the exterior conditions: when the weather is favorable, when the quality of the public space invites people to stay and relax. The design of the public spaces is extremely important since that is the first thing that triggers the attention of a person, but that is not the only thing. Interest can also be raised through the activities that are carried out in the specific area. The appearance of the built and natural environment, the condition of an architectural object, the quality of the urban furniture, the infrastructure, the events that occurred, the events that will take place and the associate space is what defines the public space. “For example, a city square may serve as a place for lunching office workers while providing a place for skateboarders or potential muggers as the day progresses” (Atkinson, 2003). Social activities can be described as necessary or optional activities with an interaction between the people present in an area. “These activities can also be termed ‘resultant’ activities, because in nearly all instances they evolve from activities linked to the other two activity categories. They develop in connection with the other activities because people are in the same space, meet, pass by one another, or are merely within view”(Gehl, 2011). To conclude, the public space is a place to go to, to meet people, to stay and relax, to shop and look 6
around. It is the ‘living room’ for public life, owned by the people and their activities. A piece of history or a gate to the future by changing each day with the people and their actions, the public space is a live place, a place with character. Starting from this, the idea of creating a space not only for the pedestrians but also the people driving a car or riding a bike was developed. The Shared Space concept “helps to generate public spaces where traffic, social and all other spatial functions can be in harmony” (de Haan, 2005)
SHARED SPACE The Shared Space concept was firstly developed by Hans Monderman, while having the function of Head of Road Safety for the Friesland region, Netherlands in 1978. This idea appeared after the growing national concern about the rising child pedestrian casualties in car accidents. In this context, the village of Oudehaske was the first experiment with “making a village more like a village” (Engwicht, 2006) and the main outcomes of this pilot-project were decreases of 40% in traffic speed (10% obtained usually through conventional means of traffic speed reduction) as well as a huge reduction in car accidents. “In 1992 the village of Makkinga became the fi rst small town to remove every standard road sign, signal and road marking. In their place, the new street designs paid close attention to the particular landmarks and preferred pedestrian routes (‘desire lines’4) of the community, emphasizing links between school, shop, church and village green, and even reflecting the canopy of a well-loved ancient copper beech tree.” (Hamilton-Baillie, 2008). This success determined Monderman to research more and develop more the idea of a space without roadsigns and markings, signals and barriers as necessary elements for the public safety. The first critiques received were related to the fact that most specialists assumed that this concept would bring positive results only in small villages, with streets with a very low traffic activity, or that the success of this concept is related exclusive to the Frisian culture and that for foreigners this would not apply. (Hamilton-Baillie, 2008) One of the last projects by Monderman was applying Shared Space in the city of Drachten, located south of Leeuwarden in Friesland, Netherlands. Here, an extremely busy intersection in the city center - close to the regional bus station and the local theatre - “was configured as a standard traffic-signal controlled intersection, with formal pedestrian crossings, separate left-turning, bus and bicycle lanes and the usual assortment of signs and road markings.” (Hamilton-Baillie, 2008). Known as the Laweiplein, this space was completely not pedestrian-friendly and was most of the time used just as a transit area. After the re-design of this intersection in 2002, several positive outcomes have been identified by the Smallingerland Municipality Monitoring Institution. These outcomes included improvement in “capacity of the busy junction, the reductions in delays and in serious accidents, and the remarkable changes in the interaction between all road users” (Hamilton-Baillie, 2008). Furthermore, the main positive change was the fact that this area with a volume of traffic of around 22,000 vehicles/day has become a lively active space, where people feel safe and where car-drivers don not consider speed as a priority. (Hamilton-Baillie, 2008) 7
Moreover, the applicability of Shared Space has not only been limited to the Netherlands. All over Europe, situations of successful implementation of this concept have been recorded in locations such as: Germany, France, Belgium, Denmark, Sweden, United Kingdom, Slovenia and Romania. In order to better understand the importance and applicability of this concept, two of these locations will be presented in a more detailed way in the next paragraphs. Firstly, the student town of Norrköping located south-west of Stockholm, Sweden applied the concept of Shared Space in Skvallertorget (Gossip Square), a former traffic controlled space, full of traffic signs, traffic lights and people that used the area exclusively for transit. The main purpose of the remodeling of this area was “to help reconnect the space with the city center and to cope with the increasing volume of student cyclists and pedestrians” (Hamilton-Baillie, 2008). This remodeling process included a transformation of this space, applying on the ground surface the same material - cubic stone, without any differentiation between pedestrian areas, cycling area and car areas. In addition, a clear boundary was set between this area and the rest of the space, in order to offer a clear delimitation of the newly transformed location. The Swedish engineering company Tyrens was in charge of the monitoring process in the first three years after the implementation (Jaredson, 2002) and the result obtained by them can be defined as positive. Daily, around 13,000 vehicle pas the area and the number of pedestrians has greatly increase, without any reported accidents. Also, it was noted that most of the pedestrians cross directly the street, diagonally, without any detour or any expressed fear towards the incoming vehicles. Moreover, surveys addressed to cyclist and pedestrians have proven the qualities of this space and have shown a general satisfaction towards the new Skvallertorget. The second chosen example is from the United Kingdom, on a much more busier street of London: the Kensington High Street. Being the support of over 40,000 vehicles daily, Kensington High Street was another example of traffic dominated street, where pedestrians and cyclists were neglected and where the overall image was the one of an uninviting space. The main success obtained by this area after the remodeling was “creating a dynamic link between all the multitudinous users and activities of the street” (Hamilton-Baillie, 2008). This, combined with the simplicity of removing all traffic signs created “a coherent piece of public space that appears to promote informal interaction and mutual consideration amongst all the players in this busy section of London streetscape” (Hamilton-Baillie, 2008). The same principle was later applied to Exhibition Road London, where the floor was again treated with the same materials (granite), creating a cross pattern which is following the what would have been the usual pedestrian movements in the area (if there were no boundaries on the street). After the official opening in December 2010, the new Exhibition Road, the average vehicle flow per one hour decreased by 20% and the pedestrian traffic increased for 50% (Dong, 2012). Therefore, these two cases can also be considered as positive examples of implementing the Shared Space concept, and, moreover, in much more crowded locations than the first cases of re-designing area according to this principle. 8
After analyzing other locations of Shared Space, there are two quotes that best define this concept: “Shared Space helps to make public spaces more complete, more accessible and more vital at the local and at the regional level” (de Haan, 2005). “Shared Space is a way of thinking and a way of working, which helps improving the quality of public spaces. It includes a philosophy and a set of principles for the design, management and maintenance of public spaces, based on the integration of various forms of human activity” (de Haan, 2012). These quotes best explain the idea of no traffic rules and no boundaries in the public space from the point of view of the current promoter of this concept: prof. Pieter de Haan. Shared Space is considered an important asset to improving the quality of public space, with a strong emphasis on the pedestrian and cyclist’s point of view over the existing issues. By using methods such as removing all traffic signs and lights, applying the same material on the floor, giving up on a clear delimitation between different means of transportation and allowing the people to use the space the way they consider to.
SUMMARY OF THEORETICAL ASPECTS The main issues addressed in this chapter are related to defining and explaining the key-concepts used during this research: walkability, public space and shared space. Being a complex concept, walkability is dependent on aspects such as: good connectivity and quality of foot paths, walking easy and safely as well as friendly build environment (land-use patterns, urban design and transportation system). The public space is defined through three types of activities: necessary, optional and social. The necessary activities include every-day tasks, the optional activities related to leisure activities, while the social activities are created through a combination between the previous two, together with the presence and interaction of the people. The Shared Space is a relatively newly developed concept that has proven its successful applicability in several locations around the world. It can be described as the action of removing all traffic signs and lights, changing the floor surface into a single material, offering the people the possibility to use the space the way they think its appropriate.
CONCEPTUAL MODEL The common characteristic of the used concepts is the fact that all of them emphasize the role of the people, especially the pedestrians and the cyclists, in the outdoor space. Furthermore, the concept of walkability is stressing out that cars, as dominant elements, are a bad influence on the public space and it is trying to find ways to create a peaceful connection between cars and people, while sharing the same space. To conclude, the main link that can be created between all these concepts can be expressed as it follows: Public space + Shared Space = Walkability. This link will be considered the basis for the further development of this research. 9
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METHODOLOGY In order to provide valuable solutions, the methodological framework is crucial for this research. It serves as the link between our research questions and theoretical framework and ultimately, the validity of our results and recommendations for walkability in the area. Also, a well thought through methodology will help identifying weaknesses and limitations to this particular research and to avoid mistakes. The methods used in this research are both of qualitative and of quantitative nature. Where interviews for instance are typical qualitative measures, the surveys in our research are more of a quantitative kind. What is essential with both measures, is that they take the ever-presence of subjectivity and differing perspectives into account. This is especially important because we are dealing with an area that is not just a space, it is also a place which is used by people with differing attitudes, experiencing reality in differing ways. Hence we take a humanist approach to research, arguing that there is no one objective truth and appreciating power relations that are always in play, perhaps especially in China. The below described methods can help us with exposing the different opinions and creating recommendations that as much as possible appreciates the common perspective. In doing so multiple are used, known as the technique triangulation (Flowerdew and Martin, 2005). These methods are supposed to complement and reinforce each other, maximizing the quality of our results. The different techniques will result in primary and secondary data, and include both deductive and inductive reasoning. The way in which they reinforce and complement each other, and lastly the possible downsides to these techniques are described below. While conducting the interviews and surveys we have acknowledged the idea that the place where an interview is held can make a difference (Denzin, 1970; in Flowerdew and Martin, 2005). Talking to our respondents, we made sure that the conversations were done in their own territory, leading to an optimal atmosphere.
Desk Research First of all a literature study for analytic and deductive purposes is done through the source of Internet and scientific journals that provides a vast amount of literature on walkability as well as on the city of Beijing and its urban development. Gathering and selecting of the for us relevant material, gave us the opportunity to enrich our view in this field and validate valuable contribution this dissertation can offer to the academic world. Notwithstanding, the big amount of academic secondary material available can also be a pitfall. The more material available from different sources, the more interpretation and attitudes of different people and organizations come to the surface. This means that, even with contemporary data, its interpretation may require careful handling and some understanding of the mindset and administrative concerns of the department collecting the data (Flowerdew and Martin, 2005).
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Interviews A major part of the research methodology of this paper contains the practice of interviews. For this we were thus dependent on the interviewees that could share their relevant information with us. For us it was very beneficial to reach the ‘right’ people through the gatekeeper of the Department of Urban and Regional Planning at Peking University, namely professor Lu. Gatekeepers are “those individuals in an organization that have the power to grant or withhold access to people or situations for the purposes of research” (Burgess, 1984; in Flowerdew and Martin, 2005). Professor Lu helped us reaching the students we interviewed, that were all very knowledgeable on our subject. The other interview conducted, with P. de Haan, was arranged through the use of e-mail communication. The interviews conducted are all of semi-structured nature, which both enabled us to discuss all the proposed themes as well as offered us the flexibility to depart from the protocol. It is especially important for this research because it can give us a deeper picture of the social context the area of Zhongguancun is embedded in. Furthermore, because we don’t know the area by heart, the locals can learn us the most essential things to know. As Flowerdew and Martin (2005) argue, the advantage of this approach is that it is sensitive and people-oriented, allowing interviewees to construct their own accounts of their experiences by describing and explaining their lives in their own words. Since walkability concerns the way in which people individually experience and appreciate the quality of the way in which they can get around as pedestrians, it is crucial to understand the arguments behind their opinions. In order to do so we are bound to appreciate the existing language barrier within our research environment. Taking this into account, the optimal interviewees for our research were the master and PHD students of the Peking University at the Department of Urban and Regional Planning at Peking University that were all able to speak English and were so kind to help us out, providing us with very essential information. Moreover, as Flowerdew and Martin advocate, (2005) beneficial of choosing students with the same interests, background is that the interview can become a rich, detailed conversation based on mutual understanding, empathy, but also a fruitful discussion. Lastly, in order to strengthen our illustrative understanding about the theoretical part and propose adequate solutions to un-walkable situations from an external perspective, an in-depth interview is done with shared-space expert and Coordinator Researcher and Consultant at Knowledge Centre Shared Space (NHL Hoge School), P. de Haan. De Haan explains us how shared-space is applied throughout the world and discusses with us the possibilities of improving walkability in the Chinese context through the implications of shared-space.
Surveys For this inquiry, surveys have been conducted within the research-area of Zhongguancun. We have developed a short question list, that contains questions such as (for more details, see Annexe): How often do you visit the area? Do you find the area accessible? Do you feel safe walking around there? Do you use the pedestrian bridges to cross the streets? Deliberately, we made both the length of the list as the length of the questions short. This would 12
benefit our goal to reach a hundred respondents that are currently present in the are and to make our results representative. Combining their answers would allow us to make generalizations on the subject of walkability within the minds of the users of the district. Within our aim to reach the locals for our research, we have put extra attention to the matter of positionality. It is important to over-think the dangers of appropriating the voices of ‘others’ and representing yourself as an expert in their lives (England, 1994; in Flowerdew and Martin, 2005:114). In other words, being reflexive means that we had to make our possible respondents trust us. For this reason we are very pleased that one of the PHD students of Peking University was able to assist us conducting the surveys. She served as the bridge for the existing language and culture barrier and this, together with the PKU logo on the question list, made people trust us and our intentions. Nonetheless, knowing that the average age in the area is 30 and the most of the population are business and university (Peking University, Tsinghua University, Beihang University, Renmin University of China) we were confident of retrieving valuable results.
Observations Through our own observations we will gain useful information, crucial to this report. With multiple visits to the area, and the collection of photographic material, we will analyze the area on the following categories: • Walking surface: number of paths, path condition, path obstruction • Permeability: street connectivity, other points of access • Safety: street lighting, presence of people, signs of crime/disorder, pedestrian safety (bollard), traffic load • Aesthetics: Building attractiveness, litter, graffiti, presence of trees • Destinations: transport-related, public open space, recreational, public facilities, commercial destinations Analyzing these elements of the area, will give us a good overview and understanding of the structure of the area, physical and socially. The program of Autocad will help us to support our creative process based on the input of own observations.
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EMPIRICAL ANALYSIS INTRODUCTION The Zhongguancun area is studied because of its rapid change and development, generating an enormous amount of commuters that make use of the area every day. Unfortunately the Zhongguancun area is known for its problems of unsafe mobility. Hence, there is room for major improvements affecting many people’s lives. Although the main focus of this study is Zhongguancun area but in order to provide the reader with a clear overview of the current situation in China, a general description of Beijing is also included in this chapter. As mentioned by Zhou, Beijing is known for the outside world as the main political center of China, omitting the fact that Beijing is also China’s center of innovative technology, hosting the headquarters of the main ICT firms and research centers. Furthermore, Beijing’s a leader in China in the field of Internet development, hosting 25% of China’s Internet domains in 2004, versus 8.5% in Shanghai and 14% in Guangdong (CNNIC, 2004). As part of one of Beijing’s most busiest working districts, Zhongguancun area is recognized as China’s ‘Silicon Valley’ and ‘world’s newest cultural Mecca’ , as named by Newsweek International (Piore et al, 2002; Francis, 1997). Studies from 2004 show over 12 000 certified new technology enterprises based in Zhongguancun with more than 100 000 employees amongst which, the average age is 28 years (Zhou, 2005). Furthermore, the importance of this area is not limited to economical aspects. Zhongguancun attracts a large amount of people that do not work there each day, especially for shopping activities. Because of the positions of the buildings in the area the opportunities each of them offers, most likely the buyer is traveling by foot from interest point to another. IN this situation, there is an acute need for very good pedestrian infrastructure, with a possibility to be used in a multi-purpose way.
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BEIJING CITY Beijing is located in the North West of the People’s Republic of China (figure 1), surrounded by vast mountains to the west, north, and north east. The city consists of four urban districts, six suburban districts, eight counties, 14 organic towns, and it has been the country’s capital for many centuries. Nowadays it is not only the cultural but also the political, and educational capital of the country (Zhou et al., 2006). With the high centrality of power in the country, Beijing has a major influence in the entire country. After Shanghai, Beijing is the second largest city of China by population. Developed into a megacity, Beijing has had a growing population increase since 1953. The last decade the population grew from 13,6 million people in 2000 to about 17 million in 2011 (Fig.2). In other terms, population growth in Beijing each year since 2005 has been over half a million and urban construction land covered over 3300 km2 in 2008 (De Roo et al., 2012).
Fig. 1: Beijing, China. Source: Google Maps
Fig. 2: Beijing Population Growth 1953 until 2010. Source: News geography, 2011
Beijing is the 12th largest urban area of the world and because it still has a lot of unused land, it can (physically) provide for population growth (Zhao, 2009). Evidently this continuous urban growth has lead to major suburbanization and urban sprawl challenges in the area. Also the growing economic development, leading to the growth of motorization and industrialization in the area has lead to massive air-pollution problems with the hazardous smog in the beginning of 2013 as peak point, forcing people to stay in their homes. The accelerating motorization has exhibited a net growth of about 1900 cars every day over the last 5 years (Beijing Municipal Bureau of Statistics, 2008, 009; in de Roo et al., 2012). Moreover, the rapid economic growth has also lead to other serious urban problems such as a shortage of employment, very high housing prices, serious traffic congestion and environmental degradation. (De Roo et al., 2012). Moreover, the vast population growth of this booming mega-city caused a huge suburbanization and urban sprawl in the area, scattered all over the urban area. This has lead to the construction of the sixth concentric ringroad (and the seventh in discussion), from the old city to the outer suburbs, and a continuous subway-system growth, which is (also) part of the governments prestige project. 15
As de Roo et. Al state (2012: 10), after rapid growth for more than 30 years, many deep structural problems, rather than simple functional problems, have formed in the Chinese socioeconomic system. Since complex problems cannot be solved with simple solutions technocratic planning in which the Chinese government is used to work, the biggest challenge is to deal with the all these problems at the same time, while appreciating their complex nature and interrelations.
ZHONGGUANCUN AREA Popularly known as the Silicon Valley of Beijing, Zhongguancun is located in the north-western part of Beijing in the Haidan district (Fig. 3). The area is home to many of China’s most prestigious universities and research institutes, such as Peking University (The Chinese Harvard), Tsinghua University (The Chinese MIT), Beihang University, Renmin University of China, and The Chinese Academy of Sciences (CAS). Moreover, Zhongguancun Scientific and Technological Garden has more than 8,000 hi-tech enterprises from all over the world. More illustrative, 43 of the world’s 500 most powerful enterprises have established their research, development, and production branches in the garden. Consequently the area produces jobs for several hundreds of thousands employees and the majority of the area’s population is high-skilled, immigrant labor force with an average age of 30 (China Pictorial, 2002). Zhongguancun is now very important for the economic development of Beijing.
Fig. 4: Main transportation system in Zhongguancun and main access points in the area. Source: Authors
Fig. 3: Zhongguancun location in Beijing. Source: Authors, based on: Zhou Yu, 2008 16
Notwithstanding, it has not always been like this. In the 1950s, Peking University moved from downtown Beijing to Zhongguancun, not changing the area’s rural character directly. Until the early, 1980s, most Beijing residents only knew the Zhongguancun as a minor bus stop on the way to the Summer Palace, the splendid Qing imperial garden on the outskirts of Beijing (Zhou, 2008). The core of the nowadays area stems from a place just outside the walls of Peking University, where students were attracted to buy inexpensive products. Around 1988 the area became known as the “Electronic Street, with many companies selling computer products” (Zhou, 2008). This period is seen as the beginning of the area’s growth with these local firms as the pillars and driving forces of the area’s development. However it was not until the late 1990s that the area really became a busting hub of high-tech business, thanks to the growing interest of the government and increasing media attention. Within the implementation period of the reform and opening-up policies from the Chinese government, Zhongguancun was officially designated as special economic zone (Zhongguancun science park) and it has been forecast that the area would become China’s leader of high-tech industry in the 21st century (Zhou, 2008). Moreover, the tenth Five Year Plan called plead for industrialization driven by information technology (China State Economic and Trade Commission, 2001; in Zhou, 2008),resulting in an increase of the area’s importance. Illustrative for the government’s increased interest, was the estimated investment in the area which exceeded the cost of building the Three Gorges Dam (Zhou, 2008). When compared with Silicon Valley in the United States, it can be said that Zhongguancun is also the result of the development of the market economy. Unfortunately, the rapid development of the area also brought some problems leading to an unsustainable situation. First of all, the urban fabric created in the mid-1990s was hastily built leading to an the creation of inadequate office buildings. Moreover, the massive growth of the working force has caused major traffic congestion to occur on Baiyi Boulevard, which had been widened more than once and renamed Zhongguancun Boulevard (Zhou, 2008). Lastly, the sudden attention of the state did not make everyone happy. The government has a lot of power, affecting the way in which the businesses can actually develop. While the local firms have benefited (and still do) from the region’s young, mobile, and technological labor force, the established tradition of enterprise-university collaboration, and strong alumni networks, they also suffer from a lack of trust, weak enforcement of the legal framework, minimal protection of intellectual property rights, and rising real-estate prices due massive infrastructure investments (Zhou, 2008). (Fig. 4) Fact is that Zhongguancun has known a tremendous growth from 1988 onwards. In a period of 20 years the area had been transformed from a suburb designated for scientific research and high education into a busting hub of high-tech business and research (R&D) labs (Francis, 1977; in Zhou, 2008). This impressive growth of the Zhongguancun Science Park can be seen in Fig. 5. Nowadays the area is known for its eight-lane highways, big intersections, malls and offices that dominate the area. Reputable companies from all over the world have now settled here. 17
Fig. 5: Growth of Zhongguancun Science Park (1988-2004). ZGC Administrative Committee, Zhongguancun Science Park Annual Report. Source: Zhou Yu, 2008
These companies have played a leading role in the remarkable institutional makeover of China’s technological sectors and they will continue to do so in the future (Zhou, 2008). Nonetheless, there is a serious need for more attention to the sustainable development, creating a situation in which there is an improved balance of car and non-car users contrasting the present situation which is dominantly focused on the car (Fig. 5). Taking into account the future plans of the Chinese government (China Pictorial, 2002), it will continue to focus merely on the economic development of the area, not paying much attention to the social dimension in which the actual users are addressed. Quoting a part of these plans will exemplify this:
“By 2020, the Zhongguancun Science Park will improve its innovation environment and strengthen its innovation vitality and efficiency. The park plans to realize a total revenue of 10 trillion yuan ($1.58 trillion) and to incubate a group of world-renowned transnational enterprises with strong international competitiveness in the software and information service, biomedicine and new energy industries.” (China Pictorial, 2002) “The park also plans to establish several world-class universities and research institutes, and to cultivate more innovation elites to become an international S&T innovation center and high-tech industry base.” (China Pictorial, 2002) 18
OBSERVATIONS AND SURVEYS In order to better understand the area, field observations where conducted in different days of the week at different hours - comparing rush hours and weekend days as well as daily activities and night activities. These observation where documented through photographs, sketches and text analyses. A set of photographs taken in key-points around the area and expressing the main issues regarding the walkability, public space and accessibility are presented here. The first problem identified was related to traffic rules, the way these rules are respected or not. In contrast with the Shared Space concept that states that taking out traffic rules and sign will increase the awareness in traffic and will reduce the number of accidents while increasing the mobility in the area, the situation identified on Zhongguancun’s main street is a clear example of how this concept cannot be applied here. In addition, even with existing traffic rules and traffic wardens, there is a high risk of accidents and the overall situation can be described as chaotic. As showed in Fig 6. and Fig. 7, the traffic signs are completely useless and can cause more confusion. Although persons wearing the sign of ‘traffic warden’ have been identified in the location, their role was related to the car traffic and most of the time they seemed to not get implicated in directing the traffic at all. The second main problem identified is related also to the traffic rules. In several locations, especially on Zhongguancun Street, people were crossing the street on unmarked places, instead on choosing either the zebra crossings available or the pedestrian bridges. The main results were even more chaos in traffic. In all observed cases there were no accidents and all the people seemed to be doing that on regular basis. Furthermore, what seemed to be a very dangerous situation actually proved quite safe, especially because of the reduced speed of the cars - caused by continuous traffic jams. Nevertheless, this is not a favorable situation by no means and measures should definetly be taken. In the current state, the pedestrian bridges were build in order to eliminate any interference with the motorized traffic along the main streets of Zhongguancun and the illegal street crossing combined with a few zebra crossing ‘left’ there (in a very not efficient way) do nothing than compromise the expected flows. The third main identified problem is related to the odd combination of quite a large number of public squares/parks in the area and the fact that those space are completely not used. In Fig. 10 and Fig. 11, two of these public squares are presented. Although an aesthetic design intention is clearly visible, the spaces are rarely used in good weather and almost not used at all in the conditions of bad weather. One of these space - the Zhongguancun Plaza area - covers actually more than 80 000 m2 - area that can be considered lost space, taking into account the fact that no activities actually happen there. Though negative features seem to define these areas, they are an important asset to the public life in Zhongguancun, especially due to the amount of green space they offer in the center of one of the most busiest area from Beijing. These green space have the potential to be more exploited and if taken into account in future development strategies, can 19
bring high benefits. The fourth main issue observed in the area was related to the way traffic flows are ‘organized’ or ‘disorganized’ in the area. Due to the importance and character of Zhongguancun, the main streets in the area are expected to be overcrowded. Also, taking into account the fact that the North-West 4th Ring Road is tangent to the analyzed area, an increased number of motorized vehicles can be easily observed at the junction between that road and Zhongguancun Street. The unique feature of this space is that, although a large number of parking places are available in underground parking lots, an increasing number of cars tend to be parked on the more narrow side streets, complicating the traffic situation. Moreover, fences were installed on almost all the streets, in an attempt to separate all traffic flows but this measure has proven to be not so successful on the side streets. When looking at Zhongguancun Street in a key-point near the Zhongguancun Plaza area, the overall situation can be described as ‘chaotic’ (Fig. 12, Fig. 13). The main actors defining the traffic flows in the area are: a pedestrian bridge, a zebra crossing and the intersection between Haidian East 1st Street and Zhongguancun South Road. So, from a pedestrian-point of view, the safe situation of crossing the street would be either on the zebra crossing, either on the pedestrian bridge. Though, in the identified situation, none of these is actually considered as the most used solution. People are more attracted to the potential speed of crossing the street directly, on unmarked ares, without worrying about the presence of the traffic warden or the large number of cars moving around that intersection. Therefore, the main question that appears here is what can an urban planner do about this situation? Is it an issue of ‘mentality’ or more can be done about it? This research tries to answer these questions and tries to come up with potential solutions for situations like this. Chapter 4 presents a set of measures that are meant to contribute to the improvement of this current situation. To conclude, these four main type of problems identified here are meant to give an overall image of the actual situation in Zhongguancun, but nevertheless, they are targeted towards explaining how well planned structure tend to distort in time, due to various economical, political or social conditions. Although the main negative aspects of the area are highlighted here, it is not to be understood that these are the defining characteristics of the analyzed space. Physically, the majority of the public space is currently taken by cars, but as long as cars keep moving continuously and as less blockages as possible are happening, then the general perception is not of an over-crowded and suffocated space, but of a very dynamic and highly accessible space. This approach can be subjective, but again, this research is focused on the pedestrian-point if view, and the people as being the main actors in the public space. Therefore, subjectivity is needed and people’s perception on space is extremely important in defining our key-issues. The next part deals with another observation technique: sketches aimed at discovering the built environment through pen and paper. 20
Fig. 6: Haidian South Road. Source: authors
Fig. 7: Zhongguancun Street. Source: authors
Fig. 8: Zhongguancun Street. Source: authors
Fig. 9: Zhongguancun Metro Station. Source: authors
Fig. 10: Haidian East 1st Street. Source: authors
Fig. 11: Zhongguancun Plaza Square&Park. Source: authors
Fig. 12: Haidian Street. Source: authors
Fig. 13: Zhongguancun Street. Source: authors
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In this type of observation method several key-points from the pedestrian point of view have been chosen in the area and the result of these sketches is presented in the following part. The main advantage of this type of observation technique is related to our approach to the problem: the walkability. By being able to sketch the main fixed elements in the area: buildings, road infrastructure and so on, an increased importance is given to the space of flows, where things keep their dynamical characteristics. In comparison to the photography method, this approach is more subjective and expresses the space to our perception. In the end, the results of this method will be compared to the result of the other methods applied: photography and surveys. The image presented in Fig. 11 is capturing the essence from the view over the Zhongguancun Plaza Square and Park towards the Caihefang Road. The tall glass-type office buildings of the Tianchang Science Park are the main built background while the green area of the park is clearly visible from the stairs of the Sinosteel Building. Although clearly a designed and planned area, the overall image is the one of a very fragmented space with a mixture between different types of materials (different types of glass, asphalt, different pavements, sand and green space). The main impression is that this fragmented aspect of the area has absolutely no connection to the surrounding environment. But again, neither do each individual parts of the surrounding environment have a connection between each other. Moreover, the general proportions of the space are incompatible with any known reference from the area and give a feeling of a large emptiness. Therefore, the main question is how comfortable is this space when analyzing it from the human scale? Furthermore, is the human scale even applicable in such context? From a theoretical approach, it should be, since the humans and their activities give life and shape public space and one would expect that in such a highly populated city and especially in such a dense area, an important number of people would be visible in the public space and that their actions would have an impact on the built environment. Unfortunately, this is not the case of Zhongguancun. The sketch presented in the second image is focused on one of the pedestrian bridges over the Zhongguancun Street. The general impression is of an rectangular and organized chaos, impression provided by the various metal parts of the bridges, structural or aesthetic, observed with a background composed of one of the many office and shopping for IT products buildings. Although not a glass-facade, this building keeps the functionalist approach on architecture, with rectangular , equal and balanced elements on the facade, creating this way an overall negative situation of aesthetic monotony. In addition, the public space available underneath the bridge is again characterized by large dimensions, emptiness (used only by an newspaper vending point) and inactivity. Furthermore, in the cold season, the shadow provided by the bridge is another negative aspect, making the space transform into a completely dis-considered area for any outdoor activities. In conclusion, from a pedestrian point of view, large size space without any existing potential attractions are considered non-spaces, without value, and unusable for any activities. 22
Fig. 14: Zhongguancun Plaza Square and Park. Source: authors
Fig. 15: Zhongguancun Street - Pedestrian Bridge. Source: authors 23
For a better understanding of the existing situation in the Zhongguancun area, interviews were realized with students from the College of Urban and Environmental Sciences from Peking University and one hundred of street surveys in the studied area. The surveys were realized in five different days, in different places close to the Zhongguancun Street: day 1 - intersection with Haidian Street, day 2 – Zhongguancun Plaza Square and Park, day 3 - Haidian East 1st Street, day 4 – intersection of Zhongguancun Street and Zhichun Road and day 5 – Zhongguancun Plaza Pedestrian Street. As a first observation from the surveys is that the area is frequented by younger people, the predominant age being between 14 and 30 years old, 65%, and 32% of the people between 31 and 65 years (Fig. 16). Most of the people interviewed, 44%, were in the area because of their place of work, while only 26% of them live nearby. Also Zhongguancun is famous for the numerous shops and cinemas, a perfect place for a relaxing afternoon – 17% of the people interviewed were in the area for leisure activities. At the intersection between Zhongguancun Street and Zhichun Road, where there are exits for the metro line and bus stops, there was a high number of students from the Renmin University, but still a low percentage comparing to the rest of the area. (Fig. 17) Although at a first look the area would seen overcrowded by people, bikes and cars and in the evening traffic jams may occur, 67% of the people interviewed said that it is easy to access the area, 32% gave it a medium degree, while just 2% considered it to be hard (Fig. 18). With a high level of accessibility because of the public transport, more than half of the people interviewed come in the area with the metro, 35%, or the bus, 21%. Although the streets are equipped with bike lanes, not to many people use the bike as a transportation method, 8%, the bike lanes being used mostly by couriers. Even if the Zhongguancun area can be easily accessed by pedestrian from outside because of the pedestrian bridges, not the many people find themselves walking here, and those who actually do, 22%, live nearby in the residential neighborhoods or are students from Peking University (Fig. 19). But when they do need to cross the street, 69% of the people said that they use the pedestrian bridges, while just 31% admitted that even if there is no zebra crossing they still don’t use the bridges and cross the street illegally. From a simple observation, a limitation between the car lanes, the bike lanes and the pedestrian paths can be seen. The limitation is done with the help of fences and their purpose is to stop the cars from going onto the bike lanes and the bikes to go onto the pedestrian paths. This gives a feeling of security to the people in the area, 85% of them responding that the fences are helpful (Fig. 20). Also criminal incidents are not a common thing in Zhongguancun, the only actual incidents that people know about are bike theft. As a result, 77% of the people interviewed think is a safe area. As described in the observation, the lighting system may not be very efficient on the back roads, but the Zhongguancun Street has a good illumination system, this also confirmed by the people interviewed. As far as the Zhongguancun Plaza Square and Park is concerned, from the people interviewed, only 41% of them have ever stopped in the park (Fig. 21). 24
Fig. 16: Age of interviewed people. Source: authors
Fig. 17: Main activities in the area. Source: authors
Fig. 18: Degree of accessibility using motorized transport. Source: authors
Fig. 19: Main transportation methods. Source: authors
Fig. 20: Useful fences or not? (separating bike lanes from car lanes). Source: authors
Fig. 21: Percentage of people who actually stop in the Zhongguancun Plaza Square and Park. Source: authors
From the rest, 29% have considered to actually stop there, while 71% have never thought of that. But when asked if they like the entire area on Zhongguancun, 81% said that they like it. Of course improvements can be made and more green spaces and benches are just a couple of ideas. Another suggestion that people had for making the area more attractive for walking is to have shops that are open to the street and street vendors that are not illegal. In the Zhongguancun Plaza Square and Park people will like to see more cultural activities like music concerts/festivals, fairs, markets and so on. Also the park could have shops for food, sweets (ice cream, donuts) so that the people will not have to go inside the Plaza for these. Teenagers and families with kids suggested playgrounds or sport facilities.
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SUMMARY OF EMPIRICAL ASPECTS When analyzing the data obtained for the present research, several important issues have been discovered. This, together with the general data about Beijing and about Zhongguancun area form the basis for the proposed solutions. Although being the 12th largest urban area and having the main transportation system based on 6 ringroads, Beijing has an enormous amount of unused land. When discussing about the studied area, Zhongguancun is emblematic for the recent rapid development, especially based on the electronics and IT industries. Known as the ‘Electronic Street’ in 1988, Zhongguancun’s urban fabric has evolved from one of the rural parts of Beijing into it’s most recognized technological hub. The negative aspect is that this rapid technological progress started in the 1990s has led to an unsustainable development, configuring the actual space as an area dominated by highways, malls and office buildings. Furthermore, the future plans for this area are also related to an economic approach in the development process. In this context, the main problems identified were the following: not respected traffic signs, illegal street crossings, not used public spaces and disorganized and chaotic traffic situations. In addition to these, problems related to the visual and physical fragmentation of the space were identified. In order to confirm these issues identified through field-observation techniques, a number of surveys and interviews were conducted. The main outcomes of these surveys and interviews showed that the area is used predominantly by young professionals, either working or living there. Also, the area is mainly accessed by public transportation or by walking (in contrast with the large amount of cars identified at the location). Nevertheless, the set of fences used for separating different kinds of traffic (cars from bike lanes) were considered useful. In addition, when discussing about public spaces, more than half of the people who answered the survey and almost all the interviewed persons admitted that they have never stopped in the Zhongguancun Plaza Square and Park area , although all necessary urban furniture is present in the location and in good condition. Based on these identified problems and situations, the next chapter will try to provide a clear set of solutions that can be implemented in the analyzed area, focusing on some characteristic points. The proposed set of solutions will emphasize on the importance of the public space, the way it is used and the activities that can take place, in contrast with the already identified situation of motorized traffic-dominated area where the role of the pedestrian or the cyclist in shaping the space is almost non-existent.
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RECOMMENDATIONS INTRODUCTION In order to create a basis for future development strategies, a set of recommendations and examples of solutions for the identified problems will be presented in the following part. With a strong emphasis on the practical issues and the immediate need for interventions, this chapter tries to come up with realistic and innovative solutions for improving the current situation in Zhongguancun but also to provide a framework for future policies and interventions designed to have an impact on that area. In order to support the proposed ideas, the method of Depthmap will be used to analyze the current situation and based on these results, relevant conclusions will be drawn. Furthermore, the concept of Shared Space is considered to be an important asset to the solutions developed, and therefore will be detailed and a possible way of implementation will be presented.
SPACE SYNTAX - DEPTHMAP METHOD The Depthmap software was developed in order to better analyze the visibility and integration of certain locations from different perspectives (measured in meters). The first idea of Visibility Graph Analysis appeared in the 1980s, when Braaksma and Cook managed to calculate “the co-visibility of various units within an airport layout, and produce an adjacent matrix to represent these relationships, placing a ‘1’ in the matrix where two locations are mutually visible, and a ‘0’ where they are not. From this matrix they propose a metric to compare the number of existing visibility relationships with the number which could possibly exist, in order to quantify how usefully a plan of an airport satisfies a goal of total mutual visibility of locations.” (Turner, 2004). This matrix was converted into a visibility graph of locations, resulting into a map where degree of visual integrity of the space is represented by a gradient of colors. The relevance of the application of this method on the Zhongguancun area is related to the walkability issues discussed in this research. Firstly, two different depthmaps were developed based on the land-plan of the location from two points of view: the human scale: walkable distance and visibility - 1m (Map 1) and from other means of transportation scale: cars, bikes, buses - 7m (Map 2). The graphical result is presented in the Annexes of this paper. Furthermore, the main visual differences between the two maps can be observed through the decrease in number of connections in the Map 2 compared to Map 1. This is caused by the difference in scale of the two maps: 1m visibility and integration compared to 7m visibility and integration. Secondly, several location in the area have resulted as being the most integrated: the Zhongguancun Street, around the metro exists of Haidianhuangzhuang and Zhongguancun Stations as well as in the key-points of the intersection of the main streets crossing the area: Haidian Middle Street with Danling Street, 27
Shanyuan Street, Haidian Street and North-West 4th Ring Road. Also, the intersection between Haidian South Road and Suzhou Street, around the exists at Suzhoujie Metro Station is part of this category of most integrated areas. On the opposite side, the less integrated spaces have been revealed through the analysis in the following locations: center - the area defined by Danling Street, Zhongguancun Street, Haidian Street and Shanyuan Street, south - the area defined by the Danling Street, Zhongguancun Street, Haidian South Road, Haidian Middle Street and north the area defined by the Haidian Street, Zhongguancun Street, North-West 4th Ring Road, Haidian Middle Street. When analyzing the resulted map, one can observed the large amount of streets and connections between important streets. This can be considered an advantage of the area, but the one thing that is not clearly visible here is the fact that 90% of the space dedicated to transportation in the area is exclusively for motorized transport. This has both immediate and long-term extremely negative effects on the people transiting or working in the area and can lead to later environmental impacts as well as health-related issues, due to the pollution problem. This situation is very contrasting to the fact that each day, hundred of thousands of people working there have to walk to the public transport stops in order to continue their journey towards homes or other places. The existing pedestrian infrastructure was clearly not designed for such amount of people and in addition to the lack of practical qualities, this infrastructure lacks aesthetic qualities as well livability. One main issues that can be clearly observed is the fact that on each street from the analyzed area the sidewalks have the same width, regardless of the rank of the street. For example, in most of the areas, the sidewalks on Zhongguancun Street are the same as the sidewalks on Haidian East 1st Street or on Haidian West Street. This shows a clear disadvantage of the Zhongguancun Street since it has the main functions of collecting the pedestrian traffic from the other side streets. Therefore, its capacity needs to be increased. This can be done through removing any physical boundaries such as fences, borders or lines of vegetation between the sidewalk and other tangent public spaces - green space of squares (for example the Zhongguancun Plaza Square and Park). This will create a more pedestrian friendly environment and it will have two main advantages: the space for pedestrian flows will be increased and the attractivity of the public space will be increased by transforming them from a ‘closed’ space into a ‘open’ space. The two developed maps show an abstraction of the existing reality and can be considered a basis for developing solutions for the identified problems. A set of immediate implementable solutions will be presented in the following parts of this research. Moreover, taking into account the this method of analyzing the space and the results it provided for this particular area, the set of recommendations will be developed considering the Zhongguancun Street the main problematic space and the area of the Zhongguancun Plaza Square and Park the secondary problematic area.
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IMPLEMENTATION OF SHARED SPACE The high number of people that find themselves in the area creates the necessity for a good and efficient transportation system. A normal approach for improving the traffic and ensure the pedestrians safety was to institute more rules and regulation, to separate the cars, bikes and pedestrian, add traffic lights, make everything as clear as possible and do not leave any liberty to the people. Although this would seem as a normal approach to deal with all the traffic problems, the concept of Shared Space comes and contradicts all the actions explained above. Shared Space is develop from the idea that “every space in unique and requires a tailor-made layout” (de Haan, 2005). Also, as part of public spaces, the area has to encourage people to interaction, to make them feel they are part of a community. The concept of Shared Space is based on the fact that road users are equal. Cars are not more important than people or bicycles. They all share the same space and giving the people the liberty to communicate and to make eye contact will improve not just the traffic but the feeling of belonging between the citizens, “you encourage social behavior by regulating less with signs and markings and by calling upon the self-regulating ability of people” (de Haan, 2005).
Fig. 22: Current situation: intersection Haidian Street with Haidian Middle Street. Source: Soso Maps
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The characteristics of the area and the car, bike and pedestrian patterns of right now suggest that the implementation of Shared Space in certain areas will be a success. After observation and analyses, we consider that the intersection between Haidian Street and Haidian Middle Street already has some features that will help to create a Shared Space and the fact that the streets cut the green area in four parts, creating barriers in the public space, is another reason for trying to implement the concept. Like described in the theoretical analysis, one of the changes done to an the areas was to apply on the ground level the same material, cubic stone or granite, without differentiating the car lanes, bike lanes of pedestrian paths. The area suggested already has cubic stone inside the intersection, so, as a first step, the widening of this area will have to be done and painting it with a different colour to make it more visible. “The selected materials, e.g. the colour and the type of surfacing, may emphasise and enhance the characteristics of the environment. Look for materials that suit the character of the particular context. Furthermore, placement of materials and furniture is equally important” (de Hann, 2005). As explained above, a reason for choosing this particular intersection is the fact that the green area is divided by the road. So, in the development of the Shared Space, a close look will be given to the way the road relates to the green space. Also, with the creation of this area, the fences that separate the directions of the traffic will have to be removed. A second step is to take out the traffic lights and leave just the signs. People will have to pay more attention to the environment and to the other participants in the traffic, raising awareness not just of the drivers, but also of the bikers and pedestrians. A third and final step is when the traffic signs will also be taken out and the intersection will have to function just with the involvement of the people in the traffic. The implementation of the Shared Space concept in Zhongguancun area aims at improving the traffic, creating a coherent public space and developing a sense of community among the people from the area. The idea and the characteristics of this concept can be easily applied at the intersection between Haidian Street and Haidian Middle Street, without any major changes in the appearance of the area, hopefully bringing great results. The four green spaces that are now outlined have a low degree of connectivity, but, once the Shared Space concept will be implemented, an easier access from one part to the other will be possible. This will raise the attractiveness of not just the intersection, but the green areas as well, because people “if given a choice between walking on a deserted or a lively street, most people in most situations will choose the lively street. If the choice is between sitting in a private backyard or in a semiprivate front yard with a view of the street, people will often choose the front of the house where there is more to see” (Gehl, 2011). In conclusion, Shared Space can be defined as a simple concept, easy to be physically realized, that has the main advantage of bringing many benefits to the public space and to the people using it. Furthermore, other actors such as the local authorities will be able to create a positive image around their actions, by offering people a space that can be almost fully organized by themselves, as space where they can feel that they are the main users of it. 30
OTHER SOLUTIONS Based on the observations and the surveys a set of solutions and recommendations was developed. These are aimed at improving the quality of the pubic space as well as increasing the walkability conditions with a focus on the Zhongguancun Street area and the Zhongguancun Plaza Square and Park. Firstly, from the observations, surveys as well as from the Depthmap method, the necessity of improving the walkability conditions on the Zhongguancun Street is visible. The chosen focus point is the most problematic intersection: the one defined by the Zhongguancun Street with the Haidian East 1st Street and Zhongguancun South Road. Here the available pedestrian path consist of a pedestrian bridge and three zebra crossing. This way, the main issue is the fact that the motorized traffic on the Zhongguancun street is heavily interrupted due to that zebra crossing (also taking into account that in the analyzed area, there are no other zebra crossings on the Zhongguancun Street, but just pedestrian bridges). As being a key-location in the area, and taking into account that the Haidian East 1st Street and Zhongguancun South Road are of reduced importance compared to Zhongguancun Street, the proposed solutions includes the transformation of the zebra crossing into a secodn pedestrian bridge over the Zhongguancun Street. This way, in the future situation the motorized traffic will have a continuous flow on the Zhongguancun Street. Although the two remaining zebra crossings (over the Haidian East 1st Street and Zhongguancun South Road) will continue to exist, they are estimated to not cause any problems, taking into account that they function well in the current situation. In order to better explain the solution, two plans of the current and future situation will be included here.
Fig. 23: Existing situation: 1 pedestrian bridge & 3 zebra crossings. Source: authors
Fig. 24: Proposed situation: 2 pedestrian bridges & 2 zebra crossings. Source:authors
31
Secondly, the other important issue defined after the observation process and the surveys is related to the accessibility for disabled people. Although some of the pedestrian bridges have escalators, none of them is equipped with elevators. In addition, the sidewalks have no ramps at the intersections with car-oriented streets. Therefore, the statement that no infrastructure for disabled people exists in the area can be considered correct. This situation need immediate improvement, especially due to the fact that bus and metro system in the area had accessibility features for disabled, so the area is reachable even in such conditions. The problems appear once one is trying to move around Zhongguancun, an already crowded and almost suffocated place in rush hours. This issue also related well with the central theme of this research: the walkability from the pedestrian point of view. In the situation of an inexistent disabled-oriented infrastructure, then automatically the area becomes more restrictive, fact that can contribute to an overall negative image of Zhongguancun. Taking into account that such a negative image is not desirable (not by the managers of the Science Park and not for the people actually using it), our solution includes the equipment of the main pedestrian bridges in the area (Danling Street - Zhongguancun Street, Haidian East 1st Street - Zhongguancun South Road and North-West 4th Ring Road - Zhongguancun Street) with elevators. This will improve not only the accessibility for the disable but also for people carrying heavy luggage (such as computer components bought from the many IT shopping centers in the area). The next identified problems have as a focus point the Zhongguancun Plaza Square and Park area. Therefore, in defining the third main issue the methods of observation and interviews with other urban planning students or specialists from PKU are used. The efficiency of the lighting system was one of the question asked both in the surveys and in the interviews. The received answers were quite contradictory. While 74% of the people who filled in the survey agreed that around the main streets of the area the lighting system works efficiently, all of the interviewed students/specialists agreed that the park area as well as side-streets have no working lighting systems at all. In additions, some of the interviewed persons mentioned that in the summer, in order to prevent the homeless people from settling down in the park, the lighting system works. This is a very problematic and somehow complex situation. The main conclusion that can be drawn is that, except for the summer period (3 months/year) the lighting system is considered useless, and therefore not applied. But this statement is in contrast with what is generally accepted and agreed as the use of night lighting on the streets: reasons of safety, increased visibility and maybe night activities (such as fairs, sows, etc) if the weather allows it. A lighting plan of the current situation will be presented here and then compared to a lighting plan, if all the existing street lamps would actually work. The result will express the increase in visibility and attractiveness of the Zhongguancun Plaza Square and Park, together with the visual explanation of why in the night that place can experience safety problems if the influence of the lighting system is not increased. Also, the plans will help the reader better understand the size of the current ‘black hole’ in comparison with the very well night-lighted surrounding areas. 32
Fig. 25: Existing Situation - Lighting System not completely functional. Source: authors
Fig. 26: Proposed Situation - Lighting System completely functional. Source: authors
The above presented situations highlight the areas where currently at night there is almost no visibility and that could actually become one of the most attractive places in the area. Furthermore, taking into account the fact that the lighting infrastructure is existing, the investment needed to transform this place from a dead and unsafe state into a lively and safe state is not of great proportions. The Fig. 25 shows how, although tangent to a main, lively and well illuminated street - the Zhongguancun Street, the public space of the Zhongguancun Plaza Square and Park is a completely not used area during the night and as the interviews showed, is considered an unsafe and problematic location. In contrast, in the image presented in Fig. 26, the Zhongguancun Plaza Square and Park can now be used as a basis for late evening activities and it is now a safe place with a good lighting and also an inviting place. Moreover, people can now start using the area for transit from the offices to the metro station, even in the conditions of no natural light (as currently, in winter when rush hour equals already night time, nobody feels safe enough to transit that area in order to reach the metro stop more rapid). To conclude, without the necessity of a large investment, the lighting infrastructure can be used at a maximum capacity and can increase the number of positive characteristics of the Zhongguancun area. 33
As previously mentioned, the fourth main issue is also related to the Zhongguancun Plaza Square and Park. The problem discussed here is the one of the fences that separate different traffic flows on the Zhongguancun Street. The role of these fences are to prevent the cars and buses to get interfered with the bicycles and also that the pedestrians are separated from all these means of transportation. After analyzing the surveys, 85% of the people that filled in the questionnaire though that the fences are good and should be kept in their place. Therefore, apparently there is not traffic problem here. Though, as previously explained in the sub-chapter regarding the Depthmap method, the sidewalks have the same width on all streets, regardless of their importance. The sidewalk of the Zhongguancun Street has to suffer more especially in the area tangent with the Zhongguancun Plaza Square and Park. Therefore, by removing the fences in between the square and the sidewalks an ‘open’ space is obtained and both sides can take advantage of people moving freely in that area. Also, the survey showed that 59% of the people who answered the questionnaire never stopped in the Zhongguancun Plaza Square and Park and 42% of these have actually never though of stopping there although trees and benches or other outdoor furnitures are available. An important role in these negative results is played by the fences who, although not very high, still act as a barrier, limiting the square’s space and creating an overall image of ‘closed’ and not accessible space. In addition, the fifth main issue is related to the lack of any activities in the Zhongguancun Plaza Square and Park, providing this area with the main characteristic of emptiness and lifeless space. As defined in the theoretical chapter, public space are shaped by people and their actions. The term of public space is often associated with outdoor activities, recreational activities as well as public events. In the current situation, none of these happen in Zhongguancun Plaza Square and Park. Although the time of the year allocated for the site visit was in the cold season, through the interviews and surveys data was collected that stated that no activities take place there, even in the other seasons. Moreover, the one activity that seemed the most attractive to all the people in the area was the street vending, activity that was officially banned from that space. Whatever the economical or social reasons for this actions, it is to be mentioned that in this situation, the overall inactivity of the space is having negative influences on Zhongguancun’s image. In order to reach a consensus, the proposed solutions aims at attracting street vendors in the area on particular days, so the space can still be kept empty in some days and it also can be used for commercial activities. Moreover, special hours when the street vendors are allowed there can be established. Also, the weekends as well as summer days can be exploited through the transformation of the space into a cultural area, with outdoor workshops (perhaps related to IT or other computer sciences), presentations or even outdoor theaters or musical performances. The final result will bring a new image on the Zhongguancun Plaza Square and Park. This image reveals a new, lively and open place, an area that people actually consider as attractive and where they stop, even if only out of curiosity for the activities or events that take place there. This will create a new local landmark and will contribute as a positive example of public space in a highly dynamic and crowded neighborhood. 34
CONCLUSIONS The set of recommendations on future development strategies in Zhongguancun area was developed based on observations, surveys, interviews and an in-depth analysis of the study area. In order to discover the level o visual integration of the analyzed area, the Depthmap method was used. The outcomes of this method were expressing the fact that the Zhongguancun Street is the most integrated in the area, also the place were the area is most accessed from. Also, the overall transportation system in the area is very clear pointed out through this method, and furthermore, this analysis shows how, apparently, no main issues can be visualized. The important problem here is related to the fact that this method analyzed the road infrastructure, regardless of the transportation mean: motorized or walking/biking. Then, the main outcome of this method of analysis can also be defined in relation to the fact that 90% of the space available for transport is actually designed and used for motorized vehicles. As a first and possible solution developed from this method is the implementation of the Shared Space concept. As previously explained in the theoretical chapter, the Shared Space is not meant to be applied on highway-type road system, therefore the chosen location in Zhongguancun is the intersection between two side streets in the area: Haidian Street and Haidian Middle Street. The main steps that need to be followed in order to implement successfully this concept are the usage of the same material for the floor pavement (already applied), the removal of traffic signs and lights and then the ‘creation’ of the link between people and that place. In the future situation, the traditional intersection will be a free space, where drivers and pedestrians pay more attention to the way the interact with each other in traffic and where people can have the feeling that they own the space and can adjust it to their needs. In addition to this measure, other solutions have been developed. They include the design and construction of a second pedestrian bridge over the Zhongguancun Street, at the intersection with Haidian East 1st Street and Zhongguancun South Road. As in the current situation, the traffic in the area is determined by the existence of a zebra crossing over the Zhongguancun Street, a pedestrian bridge over the same street - in a different location and the two other main streets intersecting in the area, the proposed solution aims at allowing motorized transport to flow continuously on the Zhongguancun Street, by removing the obstacles (zebra crossing) and encouraging people to use the pedestrian bridges instead of crossing illegally. Also, in the present state, the people have this possibility of crossing illegally the street since cars anyway stop for the zebra crossing a few meters away. Once this situation will not be necessary, the people will discover the more safer pedestrian bridges. Furthermore, the pedestrian bridges are proposed to be all equipped with escalators and elevators for disabled people. Other measures for improving the quality of the pedestrian ‘life’ in Zhongguancun include the maximum use of street lighting system (including squares and parks that are completely dark 35
and unsafe during the night) and the organization of outdoor-based activities. Moreover, the Zhongguancun Plaza Square and Park is proposed to merge with the sidewalks from Zhongguancun Street, facilitating this way both sides: easier accessibility to the square and better connections through the square. A set of public events, workshops, presentations, meetings, street vendors and other activities can be easily established using the existing infrastructure of the square as well as the green areas included in it, improving the liveliness of the space.
GENERAL CONCLUSIONS The purpose of this research was to analyze and provide solutions for the walkability issue in Beijing, China, having an emphasis on the Zhongguancun area. In the ‘Introduction’ chapter, the question of how walkability influences the development of the area has been raised. As seen from the description of Zhongguancun, in the beginning, the focus was on car transportation, but the rapid development of this area and the many commercial spaces that could be reached by foot switched the attention to the pedestrians. This led to the creation of a better and safer infrastructure for them and also the development of public spaces. The set of concepts used in this paper was chosen based on the literature review as well as on the authors experience with previous projects or researches dealing with similar issues or situations. The main methods used in approaching this problem are the field observations, surveys, interviews as well as the implementation of the Depthmap method. The main outcomes were afterwards translated into possible applicable recommendations, taking into account the available resources as well as the possible impact of these solutions on the built and social environment. The desired effect of these transformations of the built space was the general improvement on the quality of the pedestrian and cyclist ‘life’ in the area, without dis-considering the importance of the motorized transport in the area (including public transportation, personal cars, logistic trucks and so on). Overall, the aimed effect of this research was to express existing problems but also, by providing solutions for them, to demonstrate that change is possible, that the dynamic of the Chinese innovation and whole society will continue to increase at this situation needs further preparations for an adequate infrastructure, able to support and adapt to all these changes. Public life is an important component of this infrastructure, as well as environmental issues, accessibility by all means and an common implication from all involved actors. By developing a set of possible recommendation to the main identified issues of walkability in the area, this research tries to be a catalyst as well as a possible model and source of data for planners, designer and policy makers interested in addressing transportation issues in Zhongguancun. Based on the initial research question (To what extent can the idea of improving and increasing the walkability can contribute to a more balanced future development of the transportation system in Zhongguancun area?), a methodology was developed for researching these issues. The first steps included a theoretical analysis, guided by the sub-question How can the concept of walkability 36
be defined?. Furthermore, means of improving and increasing the walkability were presented through defining and explaining the concepts of public space and shared space. All the identified theoretical concepts were considered in the context of the study case and their applicability to future strategies involving the development of the Zhongguancun area were presented in. This way, the current problems, issues and general characteristics of the Zhongguancun area combined with the applicability of the public space and shared space concepts helped in shaping recommendations for reaching a balanced future development of the transportation system in Zhongguancun. Therefore, the main research question addressed in the beginning of this paper can be considered as a recommendation towards reflecting upon future evolution of the transportation system in one of Beijing’s most busiest and innovative areas: Zhongguancun. A possible connection between the evolution of the high-tech industry and the evolution of planning and architecture in the area can be observed. As society evolves, its public spaces and the mobility infrastructure is changing. The modern version of ‘gated communities’ is a typology of construction well visible all around Beijing, influencing the evolution of public spaces. Zhongguancun area can be as well regarded through the perspective of this evolution of public space: “congested points are crowd-managed with the insertion of even larger plazas and walkways. Pedestrian traffic and cars alike hurtle through voids and highways” (Architectural Design - New Urban China, 2008). Furthermore, “planning has become the practice of moving people out and voids in” (Architectural Design - New Urban China, 2008) and this type of approach could be questioned in terms of future development. If the public space is designed for the pedestrians, cyclists and any activities related to them (including the main activity - the mobility), then their role in the evolution of the society becomes more important. As in the present situation, the outdoor space of Zhongguancun is designed (or not) as a consequence of this evolution and progress, a new and more innovative perspective can be obtained if the outdoor space is considered the basis of innovation. In this situation, the public space with its issues, such as safety, and attractiveness, can improve and evolve towards a more integrated space, where the motorized transportation and pedestrians and cyclists are able to coexist together without any conflicts (the idea of shared space). Furthermore, the motorized traffic on Zhongguancun Street will continue to be present in the future and its role in the local system cannot be denied. Therefore, the pedestrians interfering with this traffic are a disturbance to the system creating a situation were the main solutions should be based on assuring the safety of traffic (both for the pedestrians and the motorized vehicles). An overpass designed to encourage people to choose that route instead of illegally crossing the street is regarded a possible alternative to the current situation. Also, “the insertion of even larger plazas and walkways” (Architectural Design New Urban China, 2008) such as the Zhongguancun Plaza Square and Park can contribute to the establishment of a balance between pedestrians and motorized traffic when being used. If there are no activities and no infrastructure for organizing such activities, the size of this space is useless for its target users - the pedestrians. Recommendations regarding the possible improvement of this space include the use of a night lighting system as well as the encouragement and support of local activities 37
REFERENCES ◦◦ Abramson, D. B. (2007): The aesthetics of city‐scale preservation policy in Beijing, Planning Perspectives, 22:2, 129-166 ◦◦ Atkinson, R . (2003): ‘Domesticated by Cappuccino or a Revenge on Urban Space? Control and Empowerment in the Management of Public Spaces’ , Urban Studies, 40:9, 1829-1843 ◦◦ Azmi, D. I. and Karim, H. A. (2012): ‘Implications of Walkability towards Promoting Sustainable Urban Neighbourhood’ , Procedia - Social and Behavioral Sciences 50, 204 – 213 ◦◦ Braaksma, J P and Cook, W J, 1980, .Human orientation in transportation terminals. Transportation Engineering Journal 106(TE2) 189-203 ◦◦ Cerin, E. ; Leslieb, E. ; du Toitc, L. ; Owenc, N. ; Frankd, L. D. (2007): ‘Destinations that matter: Associations with walking for transport’ , Health & Place 13- 713–724 ◦◦ Cerin,E. ; Macfarlane, D. J. ; Ko, H-H. ; Chan, K-C. A. (2007): ‘Measuring perceived neighbourhood walkability in Hong Kong’ , Cities, Vol. 24, No. 3, p. 209–217 ◦◦ Cerin,E. ; Macfarlane, D. J. ; Ko, H-H. ; Chan, K-C. A. (2011) : ‘Objective assessment of walking environments in ultra-dense cities: Development and reliability of the Environment in Asia ScanTool Hong Kong version(EAST-HK)’ , Health &Place17- 937–945 ◦◦ China Pictorial, December 12, 2002 ◦◦ de Haan, P. (2005): Shared Space ◦◦ Dong, W. (2012): ‘Traffic Conflict and Shared Space: A Before- and After- Case Study on Exhibition Road, London’ ◦◦ Engwicht, D. (2006): ‘Mental Speed Bumps’ ◦◦ Flowerdew, R & Martin, D (2005): ‘Methods in Human Geography: A guide for students doing a research project ‘, Pearson Education Limited, Edinburgh Gate ◦◦ Fyfe, N. and Bannister, J. (1996): ‘City watching: closed circuit television surveillance in public spaces’, Area, 28, 37-46 ◦◦ Gehl, J. (1987): ‘Life between Buildings’ ◦◦ Gehl, J. (2011): ‘Life Between Buildings: Using Public Space’ ◦◦ Hamilton-Baillie, B. (2008): ‘Shared Space: Reconciling People, Places and Traffic’ ◦◦ Huang, J. (2012): ‘Walkability in Public Spaces: An Alley-Oriented Study Towards Pedestrian Friendly’, Master Thesis, Blekinge Institute of Technology, Urban Design in China and Europe Programme, Supervisor: Thomas Hellquist ◦◦ Jaredson, S. (2002): ‘Evaluation of Skvallertorget in Norrköping’ 38
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http://map.soso.com/ & https://maps.google.nl/
39
ANNEXES • Street Survey 1. How old are you? < 14 years
14 – 30 years
2. Do you live, work or transit this area? Live Work 3. How often do you visit the area? Daily
Transit
>65years
Leisure
Weekly
4. Transportation method: Metro Bus 5. Degree of accessibility: Easy
30 – 65 years
Study
Once in a while
Car
Bike
Medium
Walking
Hard
6. How often do you use the pedestrian bridges or do you prefer to cross the street directly when possible? Every time I use the pedestrian bridges I cross the street directly 7. Do you consider this area to be a safe one? Yes
No
8. Do you think the fences between the cars lane, bikes lanes and pedestrian lanes help in any way? Yes No 9. Have you heard about any criminal incidents in the area? Yes No 10. At night, do you think the lighting system on the side streets, alleys and public squares is sufficient? Yes No 11. Have you ever stopped in the park Zhongguancun Plaza Square and Park while being in the area? Yes No 12. If no, have you ever thought of doing that? (does the park attract you in any way or do you think it can be improved in order to make you go there) Yes No 13. Do you like it? Yes
No
14. Is there something that you would want to see in this area? More green spaces Benches Playgrounds for kids 40
Other: _________
â&#x20AC;˘ Integration Maps
Less integrated
Map 1: walkability scale - 1m
very integrated
Map 2: other transportation scale: 7m 41