Research Paper on Urban Voids| Shivangi Kaushik by Shivangi Kaushik

URBAN VOIDS HOW CAN THE LEFTOVER SPACE UNDER METRO AND FLYOVERS UTILISED?

RESEARCH PAPER, 2020-2021

SHIVANGI KAUSHIK 35759301617 Fourth Year, 2020-2021

MBS School of Planning and Architecture

Guru Gobind Singh Indraprastha University Dwarka, New Delhi

MBS SCHOOL OF PLANNING AND ARCHITECTURE DWARKA, NEW DELHI

CANDIDATE’S DECLARATION I, Shivangi Kaushik, hereby certify that the work which is being presented in the research paper entitled “URBAN VOIDS” as a prerequisite for the award of the degree of Bachelor of Architecture and submitted in the MBS School of Planning and Architecture, affiliated to GGSIP University, is an authentic record of my own work carried out during a period of August 2020 to December 2020. The matter presented in this research paper has not been submitted by me for the award of any other degree of this or any other Institute.

(Shivangi Kaushik)

This is to certify that the above statement made by the candidate is correct to the best of my knowledge.

Date: (AR. Ankita Mishra) Supervisor

The Dissertation Viva-Voce Examination of Shivangi Kaushik, has been held on………………….

Research Coordinator

External Examiner I

ACKNOWLEDGEMENT I wish to express my sincere gratitude to, Ar. ANKITA MISHRA, for her valuable guidance, constant support and encouragement to work forward on my dissertation. I would also like to thank Ar. PRIYAJIT PANDIT for the guidance and help in development of the thought process along with my guide. Without their guidance and persistent help in this dissertation would not have been possible. I am obliged to faculty members of MBS School of Planning and Architecture for their kind assistance and co-operation during the development of the project. Last but not the least, I would like to thank my parents and friends for suggestions and cooperation throughout the work period. Thank You, Shivangi Kaushik

ABSTRACT Development of infrastructure can be seen throughout the city, but it camouflages the inhabited underneath. We can see the growing number of vehicles on the flyover but we often overlook the diverse activities happening underneath. Elevated structures are important as infrastructure but spaces underneath them impact the urban environment, it creates a poor space with low light and air, undefined, fuzzy spaces which are often misused. To utilize urban voids as a strategic place, we first need to understand the problems and the potential of the void. Void could be area of intervention, as it has good opportunity for regeneration and restructuring of an area or place. Such spaces can be reclaimed for the public realm. Area that acts as a barrier can be converted to bridge of connectiveness for a community. Existence of public spaces in cities are essential for social interaction, sustainable, safe cities, although public spaces have certain activities devised for it but some unplanned spaces like area below elevated structures lack such activities but offer abundance of opportunities. This paper aims to answer questions like why are voids formed, impact on the environment and produce solutions to develop the neglected places under flyovers and metro lines into a potential urban spot. These spaces become negative, undesirable, and unwanted by communities. This paper, therefore, aims to produce solutions to develop the neglected places under bridges by turning them into potential urban spots.

III

TABLE OF CONTENT List of figures ..................................................................................................................................... vi-xii CHAPTER 1: INTRODUCTION ........................................................................................................ 1-3 1.1 Introduction to voids ...................................................................................................................... 1 1.2. Need of study................................................................................................................................. 1 1.3. Aim ............................................................................................................................................. 1 1.4. Objectives .................................................................................................................................... 2 1.5. Scope and Limitations ................................................................................................................... 2 1.6. Methodology.................................................................................................................................. 3 CHAPTER 2: VOIDS......................................................................................................................... 4-10 2.1. What is an urban void? .................................................................................................................. 4 2.2. Causes for formation of urban voids ........................................................................................... 4-5 2.2.1. Planning void ....................................................................................................................... 5 2.2.2. Functional void..................................................................................................................... 6 2.2.3. Geographical void ................................................................................................................ 6 2.2.4. Change of land use ............................................................................................................... 7 2.3. Types of voids ............................................................................................................................... 8 2.3.1. Infrastructure void................................................................................................................ 8 2.3.2. Edge spaces .......................................................................................................................... 8 2.3.3. Large scale plots ................................................................................................................... 8 2.2. Problems faced due to voids .......................................................................................................... 9 2.4.1. Illegal activities and unsafe area .......................................................................................... 9 2.4.2. Squatter settlement ............................................................................................................. 9 2.4.3. Unhygienic and unaesthetic area ....................................................................................... 10 CHAPTER 3: FLYOVERS AND METRO LINES ......................................................................... 11-15 3.1. Characteristics of flyover and metro line ...................................................................................... 11 3.2. Current situation in Delhi ....................................................................................................... 11-12 3.3. Why do squatters’ shelter under flyover? ................................................................................ 12-13 3.4. Land use near flyover and metro line ...................................................................................... 13-14 3.5. Activities taking place and why? .................................................................................................. 14 3.6. Potential of leftover area ......................................................................................................... 14-15 CHAPTER 4: HOW DO THESE VOIDS AFFECT THE SURROUNDING? ............................... 16-17 4.1. Identifying the stake holders ........................................................................................................ 16 4.2. Impact on traffic and pedestrian movement .................................................................................. 16 4.3. Impact on residential places ......................................................................................................... 17 4.4. Impact on squatters...................................................................................................................... 17 4.5. Social Impact .............................................................................................................................. 17

CHAPTER 5: BEST PRACTICES (APPROACH TO IMPROVE LEFTOVER SPACE)............. 18-21 5.1. Mc cormick Tribune Campus Tribune Centre, Chicago ................................................................ 18 5.2. The A14 highway control centre, France ...................................................................................... 18 5.3. Fuerzas Armadas Avenue, Venezuela ......................................................................................... 19 5.4. Yanshan Squera.China ............................................................................................................... 19 5.5. Placemaking .......................................................................................................................... 20-21 CHAPTER 6: CASE STUDIES........................................................................................................ 22-44 6.1. Parameters .................................................................................................................................. 22 6.2. Dwarka sec-11 metro station................................................................................................... 25-27 6.3. Tilak Nagar flyover and metro station .................................................................................... 28-33 6.4. Janakpuri west metro station .................................................................................................. 34-37 6.5. Flyover of mrr2, Jalan kanan, kualalumpur ............................................................................ 38-39 6.6. I.I.M. flyover, Ahmedabad ................................................................................................... 39-40 6.7. Matunga flyover, Mumbai ..................................................................................................... 40-41 6.8. Sealdah flyover, Kolkata ............................................................................................................ 42 6.9. Peera garhi flyover ...................................................................................................................... 43 6.10. secondary case study inferences ................................................................................................. 44

CHAPTER 7: ANALYSIS AND INFERENCES ............................................................................ 45-49 7.1. Comparison Table ................................................................................................................. 45-46 7.2. Survey .................................................................................................................................. 47-49 CHAPTER 8: CONCLUSION AND RECOMMENDATIONS ..................................................... 50-53 8.1. Conclusion ................................................................................................................................. 50 8.2. Recommendations ................................................................................................................. 51-53 Bibliography .................................................................................................................................... 54-55 Annexure ......................................................................................................................................... 56-61

LIST OF FIGURES Figure 1: Planning Void (Delhi) Figure 2: Planning Void (Kualalumpur) Figure 3: Unused area under flyover, Shanghai Figure 4: Settlement under Flyover, Philippines Figure 5: Geographical Void, Nallah Figure 6: Barapullah Nallah, Delhi Figure 7: Abandoned site Figure 8: Abandoned Yard Figure 9: Void formed under flyover Figure 10: Space between buildings and edges Figure 11: Abandoned land Figure 12: Dark, low lit area, New Delhi Figure 13: Low light area under flyover, Mumbai Figure 14: Squatter settlement under metro line, Delhi Figure 15: Squatter Settlement under flyover, Delhi Figure 16: Garbage Dumped in left over space, Pune Figure 17: Stray cattle feeding on the garbage dumped Figure 18: Change in height of flyover Figure 19: Constant height under metro line Figure 20: Informal car parking under metro, Delhi Figure 21: Parking under flyover, Delhi Figure 22: Sculpture Installation, Lajpat Flyover, Delhi Figure 23: Waiting area proposal under flyover Figure 24: Squatter under Moolchand flyover, Delhi Figure 25: Nizamuddin Flyover, Delhi Figure 26: Parking under Flyover (land use: residential) Figure 27: Vendors under Flyover (land use: commercial) Figure 28: Vendors, parking under Flyover Figure 29: Free school under metro, Yamuna bank

Figure 30: Neighbourhood Cultural centre, Raja Garden Figure 31: Pedestrian and vehicular movement (conflict) Figure 32: Residents of nearby society using the landscaped area Figure 33.a, 33.b: Campus below metro line, Chicago Figure 34.a, 34.b: Highway control center, Paris Figure 35.a,35. b: Book stalls, Board games under flyover, Cairo Figure 36.a, 36.b: Yanshan Square, China Figure 37: What makes a successful placemaking Figure 38.a, 38.b: Before and after place making, Koog an de zaan, Amsterdam Figure 39: Sector 11 metro Station Figure 40: View from abutting road Figure 41: Length to be studied:481m Figure 42: Land Use map Figure 43: Activities taking place under the void Figure 44: Vacant land (A point on key plan) Figure 45: Weeds grown (K point on key plan) Figure 46: Unauthorized Parking (B point on key plan) Figure 47: Public toilet (C point on key plan) Figure 48.a, 48.b: Authorized parking (D point on key plan) Figure 49: Key plan Figure 50: Metro & parking (E point on key plan) Figure 51: Drool Banquet (F point on key plan) Figure 52: Squatter settlement at 8 am (G on key plan) Figure 53: Squatter settlement at 8 pm (G on key plan) Figure 54: Key plan Figure 55: Vendors on left side of metro station (H on Key plan) Figure 56: Vendors on right side of metro station (I on Key plan) Figure 57: Dumping zone (K point on key plan) Figure 58: Garbage dump land (A point on key plan) Figure 59a,59. b: Low light area (G point on key plan)

VII

Figure 60: Key plan Figure 61: Vehicular movement at 8 am (J point on key plan) Figure 62: Vehicular movement at 8 pm (J point on key plan) Figure 63: Tilak Nagar Flyover and metro Figure 64: View of flyover and metro line Figure 65: Length to be studied:673m Figure 66: Land use map Figure 67: Activities taking place under the void Figure 68: View of commercial surrounding Figure 69: View of tilak nagar market Figure 70.a, 70.b: Landscape area (A point on key plan) Figure 71.a, 71.b: Unmaintained area (A point on key plan) Figure 72: Public Toilet (B point on key plan) Figure 73: Mandir (C point on key plan) Figure 74: Bus stop under metro (D point on key plan) Figure 75: Halting of bus and vehicle (D point on key plan) Figure 76: Flyover and metro (E & F point on key plan) Figure 77: Metro Station (F point on key plan) Figure 78: Key plan Figure 79: Hawkers under metro (G point on key plan) Figure 80: Hawkers under metro (H point on key plan) Figure 81: Parking under metro (H point on key plan) Figure 82: Hawkers under metro (I point on key plan) Figure 83: Traffic movement under metro line Figure 84: Benches occupied by homeless, and cycle parking Figure 85: Key plan Figure 86: Public toilet under flyover (J point on key plan) Figure 87: Vacant land (K point on key plan) Figure 88.a, 88.b: Garbage Dump yard under flyover (L point on key plan) Figure 89: Hawkers Infront of landscaped area

VIII

Figure 90: Footpath adjacent to flyover Figure 91: Key plan Figure 92: Janakpuri west metro station Figure 93: Janakpuri west metro station Figure 94: Length to be studied Figure 95: Land Use Figure 96: Activities taking place under the void Figure 97: People living in rain basera doing chores (A point on key plan) Figure 98 Rain basera under metro line (A point on key plan) Figure 99: Homeless using space for shelter (B point on key plan) Figure 100: Beggars taking shelter under metro pillars (B point on key plan) Figure 101: Sitting space under metro line (C point on key plan) Figure 102: Landscaped area (C point on key plan) Figure 103: Food kiosk (D point on key plan) Figure 104: Sitting space, plants installed on columns (E point on key plan) Figure 105: Dhauli paio bus stop (F point on key plan) Figure 106: Vendors (G point on key plan) Figure 107: Key plan Figure 108: Hawkers in service lane (H point on key plan) Figure 109: Movement in service lane (H point on key plan) Figure 110.a; 110.b: Vendors under metro (I point on key plan) Figure 111: Key plan Figure 112: MMR2 location Figure 113: Activities under MMR2 Figure 114: Cultural activities Figure 115: Exhibition area Figure 116.a; 116.b: Food joints Figure 117: Existing Condition Figure 118: Proposal of flyover Figure 119.a; 119.b: Proposal of IIM flyover

Figure 120: Proposed plan Figure 121: Plans of Matunga Flyover Figure 122: Sitting spaces with flower garden Figure 123: Walking tracks Figure 124: Well-lit area under flyover Figure 125: Skating area Figure 126: Location of sealdah flyover Figure 127: Activities under flyover Figure 128: Eatery under the flyover Figure 129: Business/ services Figure 130: Vegetable Market Figure 131: Retail shops Figure 132: Peera garhi flyover Figure 133: Peera garhi flyover plan Figure 134.a; 134.b: Peera garhi flyover landscaping Figure 136: Respondents age group Figure 137: Respondents gender Figure 138: Activities observed under elevated structures Figure 139: Activities preferred under flyover Figure 140: Problems experienced during day and night Figure 141: Frequent purchasing from vendors under flyover Figure 142: Movement in elevated areas Figure 143: Feeling when passing through voids Figure 144: Utilizing the space Figure 145 Kid’s play area Figure 146: jogging area Figure 147: Pop-up shops Figure 148: sitting area Figure 149: Recommendation Figure 150: Before and after vendors underneath flyover

Figure 151: Before and after introduction of play area Figure 152: Before and after, jogging area

LIST OF TABLES Table1: Comparative analysis

XII

CHAPTER 1 | INTRODUCTION 'URBAN VOIDS' can be defined as, "unutilized, under-utilized or abandoned land or areas, which exist in urban areas due to outdated or defunct usages” (Perera, 1994) Rapid urbanization often results in development of different arts of a city. The diverse mechanisms responsible for development and delivery that are operational in a city generate a differential growth in different area. This often results in ‘pockets’ of areas which are left undeveloped or underdeveloped. These marginal spaces are susceptible to misuse or sub optimal usage. The united nations have estimated that by 2050 around 50% of the Indian population will stay in urban areas. India’s fastest-growing economy has led to an influx of migrants from rural parts of India to the city, much faster then projected resulting into alarming transformational impacts on urban land management, economic structure, socio-cultural life. 1.1.

NEED OF THE STUDY

Overtime these ‘leftover spaces are appropriated, overtly or covertly, for different activities and an invisible fence is put up, which becomes a disjoint in the urban fabric, creating patches, areas scattered with dead or negative holes.The leftover space is not a proper noun of architecture, there is no strict definition. These spaces are neither been fully utilized nor have a clear definition of function. The leftover space is the so-called space the city could not fully utilize. These spaces are often not as good as the city square space, street space which are easily noticeable, but are in a corner or unformed. Slums, squatter settlements, dump yards, overgrown with weeds, playing areas for the marginalised, hubs of illegal activities- are some of the ‘unplanned’ uses. 1.2.

AIM

How these Urban Voids can be taken into consideration and transformed into positive urban spaces, value the importance of urban voids within our cities, taking them back from the oblivion and enabling the reflection by society of possible interventions.

1.3.

OBJECTIVE

•

To Define urban voids

•

Identifying the problems in these voids

•

How do voids affect the surroundings.

•

Development of strategies for using them in a new way and integrating them into the urban structure

• 1.4. •

Identifying smaller functionless areas and development of strategies for the same. SCOPE AND LIMITATIONS Research is going to be limited to one type of void i.e. infrastructure void and possible solutions will be devised for the same.

•

Solutions can possibly not be replicated as it is in other voids and the study will be limited to Delhi only and conditions may vary.

1.5.

METHODOLOGY AIM How can the leftover space under metro and flyovers utilised?

INTRODUCTION • • • •

Need of study Aim Objective Scope & limitations

LITERATURE STUDY • • • • •

What is a void? Types of void Causes of voids Problems faced Current situation

CASE STUDIES • • • • •

Dwarka sec-11 metro station Tilak Nagar flyover Janakpuri west metro station Sealdah flyover, Kolkata mrr2 flyover, kualalumpur

ANALYSIS & RECOMMENDATION Comparative analysis on different parameters and giving recommendations for one flyover. Parameters and recommendations

giving

CHAPTER 2 | VOIDS 2.1. WHAT IS AN URBAN VOID? “They are ill-defined, without measurable boundaries and fail to connect elements in a coherent way" (Trancik, (1986)) Urban voids are areas that split a city's urban fabric. These are places that are often overlooked in people's eyes or ignored. They are the result of isolated treatment of planning sites regardless of the urban fabric and poor design. “Urban voids are undesirable urban areas that are in the need of redesigning, making no positive contribution to the surroundings. Voids in a city cause a disrupt in urban tissue and use if such spaces are yet to be figured out/unknown. Sometimes called urban ruins, they are at the limit between private and public space. Urban voids are left over areas, the consequences of natural boundaries (for example rivers, marshes, mountains, woods, etc..) and also; artificial boundaries such us infrastructures (bridges, motorways, malls, industrial areas). Leftover spaces could occur next to a planned development or along and under highways, often stumbled upon but unnoticed, publicly owned or no man’s land, land set aside for greenery but not developed, abandoned old building yards, lanes. Cities are composed of many types of space, including that which exists between the built environment, wedges of spaces defined by the infrastructure of transportation, communication, industry and development. 2.2. CAUSES FOR FORMATION OF URBAN VOIDS As we are moving forward a lot of changes are taking place in economic, industrial and employment pattern, causing the city to grow/expand, leading us to attend new demands which in turn require new space. While planning, buildings are treated as an isolated object and not considered as a part of larger fabric of streets, squares etc. Growth pattern is based on two-dimensional planning and three-dimensional aspect is not taken into consideration. Opinions of end users and stake holders should be kept in mind and given importance in order to make the place interactive, useful, lively. Unplanned growth of cities results in haphazard development, leading to certain pockets of urban space being misused, left-out or neglected.

Waste spaces are described as neglected, unused, dead spaces. These spaces are created because of fixed functions spaces which leftover spaces usually are located next to the spaces with fixed function such as (highway, railway, under bridges…etc) (lynch, 1960) Factors contributing to formation of a void: (Trancik, (1986)) Five types of urban voids (with different degrees of openness and enclosure) play a part in the exterior city. •

Increased dependency in automobile

•

Attitude of architects of the modern movement

•

Urban renewal and zoning policies

•

Privatization of public spaces

•

Changing the land use

2.2.1. PLANNING VOIDS Such type of voids is created due to improper and insufficient planning processes. Planning is done without keeping in mind the city fabric. These can be large scale plots such as backyards, dump yards, unallocated land parcel, left over spaces between built masses which often end up being used as garbage disposal area.

Figure1: Planning Void (Delhi) Source: nippo. WordPress

Figure2: Planning Void (Kualalumpur) Source: Pinterest

2.2.2. FUNCTIONAL VOIDS These voids are created due to left over space or a built mass that has become defunct. These spaces either get created due to introduction of a new built form or infrastructure to support the development of the city. Functional zoning creates marginal vacant lots. The mandatory setbacks and buffers adjacent to heavy transport infrastructure also a cause of vacant land, such as areas near flyovers, highways, arterial roads, metro corridors, etc.

Figure 3: Unused area under flyover, Shanghai Source: Jie shi, leftover space in shanghai

Figure 4: Settlement under Flyover, Philippines Source: Jodesz Gavilan

2.2.3. GEOGRAPHICAL VOIDS These are created due to existence of a geographical features such as: rivers, nallah, wet lands etc. Many areas are intentionally left vacant to act as buffers according to City Master Plans which are manmade such as: the industrial zones, railway tracks etc. Some of these spaces are left by the planners for buffers but they do not fulfil the desired aim and transforms into an unsuitable land for development. Upon not looking after such spaces, squatter settlements start to acquire the area, some turn into garbage dump yards, and sometimes a hub for antisocial activities.

Figure 5: Geographical Void, Nallah Source: Indian Express,2015

Figure 6: Barapullah Nallah, Delhi Source: nizamuddinrenewal

2.2.4. CHANGE OF LAND USE When a space is not used for the function it was designed or allocated for it turns into a vacant space, these can be due to change in function, building being abandoned, natural calamity cause shift of population leaving the land vacant, legal dispute etc. for example commercial areas, vacant parking lots, the health issues caused due to industries, factories, power plants etc. urged the relocation of these buildings to the outskirts of the city. However, there was no action taken to activate and assign these building for some other activities.

Figure 7: Abandoned site Source: Dreams time

Figure 8: Abandoned Yard Source: Shutterstock

2.3. TYPES OF VOIDS Urban voids can be categorized as three categories: infrastructure, edge space, large scale plots based on their formation. Plot is a basic and this unit can be dealt with help of landowner to develop or modify. Block is lager unit than plots, and is important in the future to prevent from making urban voids again. community is a largest unit, it can be, block, street and spaces between apartment complexes and low-rise housing at edge. 2.3.1. Infrastructure void These spaces are commonly found in heavy transport infrastructure like flyovers, highways, arterial roads, metro corridors, etc. often require setbacks and buffers, thus creating large tracts of vacant land,

Figure 9: Void formed under flyover Source: SlideShare

causing safety issues, dingy spaces. 2.3.2. Edge space These spaces are generally formed in set backs, marginal spaces.These are created due by action. The major issue faced is leftover spaces creating

dead

edges,sidewalks,unsafe area.

Figure 10: Space between buildings and edges Source: SlideShare

.3.3. Large scale plots Parking plots,unused, abondened lands come under the category of such types of voids. These are created due to operation and implementation of the project. Figure 11: Abandoned land Source: SlideShare

2.4. PROBLEMS FACED DUE TO VOIDS Increase in urban population, haphazard and unplanned growth of the area, high dependency on automobile cause requirement of infrastructure that can cater the needs. Area beneath elevated structures act as a void which creates a dark unsafe, unhygienic area around them, sometimes occupied by people for parking, street vendors, beggars and homeless people, and this leaves a negative impact on the surroundings 2.4.1 Illegal activities and unsafe area Leftover space underneath the elevated structure become devoid of activities at certain times of day and night. Such areas are not often well lit, and turns into a shady, unsafe area especially at night time. This creates an easy location for criminals/ anti-social elements to operate and travel from such location without coming into notice. Such spaces are cut-off with the surroundings creating an unsafe environment.

Figure 12: Dark, low lit area, New Delhi Source: Author

Figure 13: Low light area under flyover, Mumbai Source: HT City

2.4.2. Squatter Settlement Delhi is the capital and it attracts a lot of migrants from other states. Migrants come here in the hunt of a better lifestyle, job opportunities and other facilities. There is not enough infrastructure to cater such a huge number of migrants, some are not able to afford such living standards etc, as a result end up taking shelter under flyovers, metro lines.

Figure 14: Squatter settlement under metro line, Delhi Source: Author

Figure 15: Squatter Settlement under flyover, Delhi Source: HT City,2017

2.4.3. Unhygienic and Unaesthetic Conditions Since left-over spaces are often over looked and not paid much attention to, as a result temporary collection of garbage under the flyovers starts which over a period of time gets converted into permanent dumping zone. Such areas invite stray cattle in search of food and cause a hinderance to traffic flow on the road and Commuters have to face foul smell coming from the accumulated garbage, stagnant water and creates a breeding ground for many mosquitoes and diseases. This whole scenario makes the area look unaesthtic and unhygienic.

Figure 16: Garbage Dumped in left over space, Pune Source: Hindustan Times,2017

Figure 17: Stray cattle feeding on the garbage dumped Source: Hindustan Times,2017

CHAPTER 3 | FLYOVERS AND METRO LINES

“Elevated freeways have done even worse damage to the areas through which they pass. They have blocked out light and air; they have brought blight into the city through their great shadows on the ground and through the noise of their traffic. Worse still, the surfaces under them have been devoted to parking lots, automobile junkyards, cyclone fences, and rubbish. These elements more surely than the freeway itself have gone far to uglify the cities through which it passes.” (Halprin, 1966)

3.1. CHARACTERISTICS OF FLYOVER AND METRO LINE Flyovers have an overhead shelter with a generous space underneath, volume of the space varies according to the distance from the ground. Use of the flyover, rather character of the flyover as the height is attained. We can observe quite different activities happening under the same stretch of flyover. In metro lines mostly we do not see a height difference, rather it has a uniform height throughout the stretch and is easy to tackle and make use of the space.

Figure 18: Change in height of flyover Source: Gujrat headline

Figure 19: Constant height under metro line Source: Hindustan Times

3.2. CURRENT SITUATION IN DELHI Currently in Delhi, quite a lot of flyovers and metro lines which are not maintained and problem of garbage dumping and squatters, hawkers, car parking

zone is witnessed.

unplanned

activities

affect

Such the

surroundings. Government has taken initiative to improve the situation Figure 20: Informal car parking under metro, Delhi Source: Author

underneath some flyovers: Lajpat Nagar Flyover, Nehru Place Flyover, Africa Avenue Flyover, Raja Garden Flyover by installing theme-based sculptures and development of vertical gardens on the pillars to make the place aesthetically appealing and prevent misuse of the space. But unfortunately, some of the flyovers have not fulfilled the purpose, as some proposals

Figure 21: Parking under flyover, Delhi Source: Author

are still on paper, some are not maintained and the purpose is defeated. squatter settlement and unhygienic conditions can still be seen some flyovers. Space reclaimed from the squatters is eventually going back to the earlier conditions as these do not have anywhere to take shelter. Proposals by Government

Figure 22: Sculpture Installation, Lajpat Flyover, Delhi Source: Hindustan Time,2017

Figure 23: Waiting area proposal under flyover Source: Times of India,2019

3.3. WHY DO SQUATTERS’ SHELTER UNDER FLYOVER? Between the pillars that carry Delhi’s traffic, is the space they call home. For many people, the flyover is just for commuting from one place to another. For them, it is their lifeline, home, office, everything. People living under the flyover have not willingly choosen such a place to take shelter under.

Figure 24: Squatter under moolchand flyover, Delhi Source: Author

There are various reasons such as poverty, no proper and adequate infrastructure. Flyovers provide: •

a roof over their head,

•

protect from the harsh weather conditions

•

they do not have to pay rent or money to anyone to live there

•

As compared to other places where these people build their

Figure 25: Nizamuddin Flyover, Delhi Source: Times of India,2018

jugghi-jhopris under the flyover there is less restrictions and area underneath is considered to be no man’s land. •

The Fencing around the periphery of flyovers gives them a sense of safety and closed environment.

•

Majority of the squatting activities are noticed under flyovers running along busy and heavy traffic roads as these people sell food items, toys, clothes, flowers etc on the red lights and earn a living out of it and at the night time use it for sleeping.

3.4. LAND USE NEARBY FLYOVER AND METRO LINE Land use nearby flyovers and metro lines plays an important role in determining what are the activities taking place under neath the flyover or metro. If the land use nearby flyover is: •

more of residents then the majority of activities observed

will

garbage

dumping,

hawkers, parking. •

commercial land use nearby: informal sector, vendors

and

parking

Figure 26: Parking under Flyover (land use: residential) Source: Scroll.in

underneath. •

If the surrounding is of a busy road then more of squatters can be observed as they can earn a livelihood by selling items on the red light.

Land use also helps identify activities which can be provided under neath flyover and metro line so that they end users can take maximum advantage of the activities proposed for upliftment of the area. If the space is treated properly in a systematic manner, this space can be an important Figure 27: Vendors under Flyover (land use: commercial) Source: Scroll.in

source of connection between surrounding elements and the user.

3.5. ACTIVITIES TAKING PLACE AND WHY? Different types of activities can be seen under elevated structures such as: •

Parking zone

•

squatter settlement

•

Offices

•

hawker and street vendors

•

Garbage dumping area

•

public gyms

•

community gathering spaces

•

banquets

•

cafes

•

landscaped area for sitting and aesthetical purpose

Figure 28: Vendors, parking under Flyover Source: Telegraph India

These activities take place because of the surroundings of the elevated structure, and the gradient of the structure which determines the activities especially under flyovers, as the height changes, change in activities take place. 3.6. POTENTIAL OF THE LEFTOVER AREA Under the flyover is a space that might differ from the rush of above, it is an open space with uncertainties and endless possibilities. Spaces underneath can be considered as an opportunity for converting neglected/ unused spaces into active social spaces, it has the potential to improve the quality of life. It can act as a breathing space, by turning them into green cover and ecological resources to create a good ecosystem. Greenery and vegetation 14

help improve the air quality which helps improve public health. Area underneath flyover have social benefits and values to the community in the city, these voids are believed to compensate for the lack of open spaces in cities with high population density. Spaces act as a place to provide a platform for multifarious community and cultural events like street play, community gatherings, folk performance, festival celebrations, they can serve as public open spaces, pocket garden, public plaza to increase social interactions and sense of place. Some other possibilities are entertainment activities, urban farming, cafeterias, education centre, farmer market, shelters for homeless to make they place lit and engaging. This provides opportunity for locals to earn income through small- projects like kiosk, market etc. One example of education centre is a free school Under the Yamuna bank metro bridge between Pillar No. 5 and 6 in east Delhi’s Shakarpur area, and for community gathering Raja garden flyover has landscaped the area to cater such gatherings. All these activities help increase the market value of the place and surrounding, there is a positive impact on aesthetic of the place and area appears to be more inviting and user friendly.

Figure 29: Free school under metro, Yamuna bank Source: Hindustan Times, 2015

Figure 30: Neighbourhood Cultural centre, Raja Garden Source: Creators architect

CHAPTER 4 | HOW DOES VOID AFFECT THE SURROUNDINGS? Existence of a void creates a rupture or a gap in the urban fabric. They act as a physical barrier making it difficult for pedestrian to move around, and creates an undesirable view. The linkage between the spaces is broken. Its existence has left a positive thing that easy commutation from one place to another in less time, but on the other hand it leaves a negative impact on the surroundings if not treated well or used to its full potential. There are social problems: criminal or illegal activities, drugs, space for squatters; economic problems: decline in property value; environmental problems: increase in health risk, pollution, garbage dumping faced due to creation of unmaintained leftover spaces. 4.1. IDENTIFYING THE STAKE HOLDER A stakeholder is an individual, group or an organization that is impacted by any project. They can either have a positive or a negative impact. They play an important role as they are; they will be the end users and they will have to deal with the final outcome and adapt accordingly. Involvement of public is the key to success of a project and this would develop the sense of attachment. Stake holders of such interventions are state and development agencies that built the infrastructure, community based organisation and non- governmental organisations that act as the voice of the citizens, if nearby residential area then the owners of the houses, if commercial spaces then shop owners, hawkers, traffic authorities will be the stake holders of such place as these are the ones that will have to deal with the space and issues related to its maximum number of times and will the end users. 4.2. IMPACT ON TRAFFIC AND PEDESTRIAN MOVEMENT Intervention in the voids might cause a disturbance in the traffic flow and pedestrian movement, this depends upon the type of intervention, if a commercial area is made then there will be more of traffic flow on the road, which might increase the load on the infrastructure, and need of more parking spaces would be required so that traffic flow is not hindered. Installation of lights or

Figure 31: Pedestrian and vehicular movement (conflict) Source: Creators architect

electric bollards will be required as the pedestrians would also access the space and the 16

crossings should be safe for the pedestrians. This would lead to developments of the nearby surroundings and roads and would be safe and user friendly. It will improve the overall image of the city or neighbourhood. 4.3. IMPACT ON RESIDENTIAL PLACES Residential places surrounding the leftover space will be the most benefitted one, as it would turn the dead space into active one. The space they tend to avoid passing by or felt unsafe due to dark, dingy area, illegal activities,

health

issues

due

garbage dumping happening would no longer be a problem and the area would

become

well

lit,

easily

Figure 32: Residents of nearby society using the landscaped area) Source: Pinterest

accessible, green and safe, this would also increase the property value of the neighbourhood. 4.4. Impact on squatters These are the ones who migrated to the city for better opportunities. Due to lack of infrastructure and their economic conditions so they end up using the dead space. They would lose a roof over their head, livelihood due to intervention in the leftover spaces causing them to shift to another place. While intervening we can look for possible ways to not completely force them to shift instead create an organised shelter for them to live in.

4.5. Social Impact It would uplift the area and the problems of illegal actvities, crime, drugs would be eradicated. Air quality and the aestheics of the place would be improved. Social interactions would be encouraged and a sense of safety and security will be their for the users and neighbourhood.

CHAPTER 5 | BEST PRACTICES (APPROACH TO IMPROVE THE LEFTOVER) 5.1.MC CORMICK TRIBUNE CAMPUS TRIBUNE CENTRE, CHICAGO It is a building on the main campus of the Illinois Institute of Technology, Bronzeville. It was inaugurated in September 2003. A single storey building of 1,10,000 sq. ft. Previously, area under green line was used by students as a parking lot. Koolhaas tracked the movements of the students, which led to a diagonal passage way as the centre’s interior thoroughfares. Noise and vibrations of the metro was tackled by enclosing a 530 ft. section of the tracks in a stainless-steel tube passing over the building. Campus has a sloping roof of concrete which provides protection against the noise of the L while encompassing the progrmmes below.

Figure 33.a

Figure 33.b Campus below metro line, Chicago Source: Panellite.us

5.2. THE A14 HIGHWAY CONTROL CENTRE, FRANCE Highway control centre is located in Nanterre, France. Builders put the highway control and elevated bridge as an entirety to consider “architectural style expression” The original plan was to reflect a transition concept on highway to city of Paris, transition from dark to light, ethereal to heavy. Cross section of the bridge is in streamline form.

Figure 34.a

Figure 34.b Highway control center, Paris Source: Academia.edu

5.3. FUERZAS ARMADAS AVENUE, VENEZUELA In Cairo city, there are a lot of dead spaces which were dark and dingy. There was a lack of public interaction space and the left-over space under elevated structure is considered to be precious so it was turned into creative venues for various community facilities and outdoor activities such as libraries, markets, public spaces, playgrounds, galleries. These projects worked as a place for interaction amongst people and a place for leisure as well.

Figure 35.b

Figure 35.a

Book stalls, Board games under flyover, Cairo Source: Caracas Shot

5.4. YANSHAN SQUERA, CHINA Yanshan overpass project had the aim to connect ten transport hubs, it covers 20 ha. The area underneath was utilized by creating a plaza, Yanshan fitness square in a people oriented, return to nature design. According to the change in the height of the bridge zones are divided, when height is 1100 m there are green shrubs provided, then they built fitness trails when the height was 2800m and in the middle is built a center with shopping, parking, toilet facilities.

Figure 36.a

Figure 36.b Yanshan Square, China Source: Sinolandscape.cn

5.PLACEMAKING There are many spaces around us which are abandoned or devoid of their uses. Placemaking helps converting a dead space into a space, an active space. Placemaking acts as a tool to enhance a place and attract more people towards it. Placemaking inspires people to collectively reimagine a public space and strengthen the connection between people and places they share. There are various types of place making: •

Standard placemaking: is an incremental way to improve the quality of a space with multiple activities such as events in public spaces like sidewalks, parks, waterfronts.

•

Creative placemaking: is giving life to a space with help of arts, culture and creative thinking to all aspects of built environment, activities such as sculpture in a park, public art contests, plays in parks.

•

Tactical placemaking: is creating quality places using a planned approach to change through short- term, low-cost projects that target public spaces, activities such as historic walks, pop up cafes, gardening.

•

Strategical placemaking: is targeting a particular goal in addition to creation of quality spaces.

Figure 37: What makes a great place? Source: PPS.org

There are four major qualities to make a placemaking successful; Accessibility, activities, comfort, sociability. A successful place will have an easy access, will be visible from a distance. Comfort of a space is by when adequate sitting is provided. Engaging activities should be organized, such things makes people return to the place.

Figure 38.a

Figure 38.b Before and after place making, Koog an de zaan, Amsterdam Source: Global designing cities

CHAPTER 6 | CASE STUDIES 6.1. PARAMETERS FOR CASE STUDIES: •

Type of void

•

Type of abutting road

•

Flow of traffic during day and night

•

Surroundings

•

Activities taking place underneath

•

Activities in different zones

•

Illumination during day and night

6.2. DWARKA SEC-11 METRO STATION •

Location: Dwarka, sector-11

•

Year of opening: 1 April, 2006

•

Structure type: Elevated, Double track

•

Void: infrastructure void

•

Width of track: 10 m

•

Surroundings: Residential area, Banarsidas chandiwala institute, queen’s valley school and St.

Figure 39: Sector 11 metro Station Source: Google Earth

Gregorios school and commercial shops.

Figure 40: View from abutting road Source: Author

Figure 41: Length to be studied:481m Source: Author

Figure 42: Land Use map Source: Author

Figure 43: Activities taking place under the void Source: Author

Figure 44: Vacant land (A point on key plan) Source: Author

Figure 46: Unauthorized Parking (B point on key plan) Source: Author

Figure 48.a

Figure 45: Weeds grown (K point on key plan) Source: Author

Figure 47 Public toilet (C point on key plan) Source: Author

Figure 458.b Authorized parking (D point on key plan) Source: Author

Growth of unwanted plants can be seen under metro line and quite a lot of part under neath the metro line is left vacant. Unauthorized parking and public toilets are observed under the metro line. Figure 49: Key plan Source: Author

Figure 50: Metro & parking (E point on key plan) Source: Author

Figure 52: Squatter settlement at 8 am (G on key plan) Source :Author

Figure 54: Vendors on right side of metro station (H point on Key plan) Source: Author

Figure 51: Drool Banquet (F point on key plan) Source: Author

Figure 53: Squatter settlement at 8 pm (G on key plan) Source :Author

Figure 55: Vendors on left side of metro station (I point on Key plan) Source: Author

Authorized parking is right adjacent to the metro station, banquet hall is located on one side of the road under metro station and has no formal parking, cars for the same are parked on the road, covering a major part of the road. On both the sides of the station are informal vendors

Figure 56: Key plan Source: Author

Figure 57: Garbage dump land (A point on key plan) Source: Author

Figure 58: Dumping zone (K point on key plan) Source: Author

Figure 59.b

Figure 59.a

Low light area (G point on key plan) Source: Author

On both sides beneath the track land is left vacant, resulting in formation of dump yards, and growth of weeds. This makes the place stinky and inaccessible for any activity and it also acts as a hub for anti-social elements. Right under the station is a squatter settlement, which also makes the area unaesthetic and litter is all over the place. During the morning time the place is accessible and feels less unsafe, movement of vendors and school, college children are present but at night time the pedestrian movement is low and used only by some users to cross the road. At night the traffic movement is high and the area turns into a lowlight area, making it unsafe to pass by.

Figure 60: Key plan Source: Author

Figure 61: Vehicular movement at 8 am (J point on key plan) Source: Author

Figure 62: Vehicular movement at 8 pm (J point on key plan) Source: Author

INFERENCES: 1. Metro station has majorly residential land use nearby which is high rise, high density. 2. Pedestrian pass through the area from 6am to 11am to move to other side of the station or use parks, from 8pm-6am not much movement is noticed. 3. Less traffic flow at day time and heavy traffic flow in the evening. 4. More use of the area during day time by vendors and nearby residents to move to other side, vacant land for dumping garbage, parking. 5. Major activities happening is banquet hall and due to this there is a major congestion during any marriage/function. 6. Most of the land underneath is vacant and there is a maintenance issue from some sides the wall is broken.

6.3. TILAK NAGAR FLYOVER AND METRO STATION • • • • • • • Figure 63: Tilak Nagar flyover and metro Source: Google Earth

Figure 64: View of flyover and metro line Source: Author

Location: Tilak Nagar, Delhi Year of opening: 31 Dec, 2005 Structure type: Elevated, Double track Void: infrastructure void Width of track: 10 m Width of flyover: 20 m Surroundings: Tilak nagar metro station, tilak nagar main market, commercial, institutional and residential areas.

Figure 65: Length to be studied:673m Source: Author

Tilak Nagar flyover is adjacent to Tilak Nagar metro station. The stretch we’ll be studying is 673m.Starting point of the flyover is Tilak Nagar and end point is Najafgarh. Flyover is two lane and length is 140m.

Figure 66: Land Use map Source: Author

Figure 67: Activities taking place under the void Source: Author

Figure 68: View of commercial surrounding Source: Delhi capital.com

Figure 70.a

Figure 69: View of tilak nagar market Source: Delhi capital.com

Figure 70.b Landscape area (A point on key plan) Source: Author

Figure 71.a

Figure 71.b Unmaintained area (A point on key plan) Source: Author

Figure 72: Public Toilet (B point on key plan) Source: Author

Figure 74: Bus stop under metro (D point on key plan) Source: Author

Figure 76: Flyover and metro (E & F point on key plan) Source: Hindustan times

Figure 73: Mandir (C point on key plan) Source: Author

Figure 75: Halting of vehicle (D point on key plan) Source: Author

Figure 77: Metro Station (F point on key plan) Source: Hindustan Times

Under the metro corridor the height is constant and there is not much change in the activities happening underneath. There is a bust top and in some part the space is left vacant and greenery can be seen, it also acts as a parking/halting space for the vehicles. Under this particular path less of

Figure 78: Key plan Source: Author

pedestrians are observed, but the road has heavy moving traffic. 30

Figure 79: Hawkers under metro (G point on key plan) Source: Author

Figure 81: Parking under metro (H point on key plan) Source: Author

Figure 83: Traffic movement under metro line Source: Author

There

are

sitting

spaces

Figure801: Hawkers under metro (H point on key plan) Source: Author

Figure 82: Hawkers under metro (I point on key plan) Source: Author

Figure84: Benches occupied by homeless, and cycle parking Source: Author

provided

underneath the corridor, but it is occupied by vendors or beggars. Major part underneath is covered with food vendors and on some part informal parking is being done road has a heavy traffic flow, making it difficult to move for pedestrians.

Figure 85: Key plan Source: Author

Figure 86: Public toilet under flyover (J point on key plan) Source: Author

Figure 88.a

Figure 87: Vacant Land (K point on key plan) Source: Author

Figure 88.b Source: Author Garbage Dump yard under flyover (L point on key plan) Source: Author

Figure 89: Hawkers Infront of landscaped area Source: Author

Figure 90: Footpath adjacent to flyover Source: Author

When the clear height is not much for the humans to pass by so, formation of dump yard is observed. Then a vacant land parcel is seen, with no prominent boundaries, then a public toilet can be seen, then some of the vendors have taken shelter and set up their shops. Further on we see a landscaped area

Figure 91: Key plan Source: Author

enclosed by fenced boundary and gates, this landscaping was done where there was habitable space and installation of green planters, ornamental elements are installed. 32

Initially this area was used by some people living nearby but now that space is not maintained and is not in function, hawkers have started standing in front of the gates of the landscaped area, and a public toilet and small mandir is also seen in front of the landscaped area.

INFERENCE 1. Metro station and flyover have majorly commercial land use nearby, low rise high density. 2. Difficulty for pedestrians to cross road at any point of time 3. Heavy traffic flow from 11am-10pm 4. Use of the area by vendors to have lunch, change clothes, rest in the afternoon. 5. Change of activities as the height of flyover changes. 6. Unmaintained landscape area and a lot of vendors underneath the flyover and metro line. 7. Major activities happening are bus stop, public toilet, landscaped area and vendors 8. Landscaped area is not maintained

6.4. JANAKPURI METRO STATION • Location: Tilak Nagar, New

Delhi • Year of opening: 31 December 2005 • Structure type: Elevated, Double track • Void: infrastructure void • Width of track: 10 m Figure 92: Janakpuri west metro station Source: Google Earth

• Surroundings: unity one mall, residential and commercial markets

Figure 93: Arial view of Janakpuri west metro station Source: Wikipedia

Figure 94: Length to be studied:600m Source: Author

Figure 95: Land Use map Source: Author

Figure 96: Activities taking place under the void Source: Author

Figure 97: People living in rain baser doing chores (A point on key plan) Source: Author

Figure 99: Homeless using space for resting (B point on key plan) Source: Author

Figure 98: Rain basera under metro line (A point on key plan) Source: Author

Figure 100: Beggars taking shelter under metro pillars ‘9B point on key plan) Source: Author

There is a rain basera right under the metro line, it lies on the main road, has accommodation for 10-15 people. A dustbin is fixed right outside the shelter but it seems to fail the purpose. The arterial road is dirty and the footpath of the same area is broken. Since there are no proper facilities, people have kept their belongings outside on the footpath and daily household chores are also done on the footpath. This makes the footpath unserviceable to the pedestrians and a breeding ground for diseases. 35

Figure 101: Sitting space (C point on key plan) Source: Author

Figure 102: Landscaped area (C point on key plan) Source: Author

Figure 103: Food kiosk (D point on key plan) Source: Author

Figure 104: Sitting space, plants installed on columns (E point on key plan) Source: Author

Figure 105: Dhauli paio bus stop (F point on key plan) Source: Author

Figure 106: Vendors (G point on key plan) Source: Author

Some part of the metro line is shared with unity one mall and the pillars under the shared premises has landscaped, sitting space, food kiosk and the columns have air purifying plants installed on the same. The shared area is accessible from the service lane to the public.

Figure 107: Key plan Source: Author

Figure 108: Hawkers in service lane (H point on key plan) Source: Author

Figure 110.a

Figure 109: Movement in service lane (H point on key plan) Source: Author

Figure111.b Vendors under metro (I point on key plan) Source: Author

Hawkers have encroached the area under the metro line and the service lane, halting of car, parking of e-rickshaws are taking place throughout the stretch.

INFERENCE

Figure 112: Key plan Source: Author

1. Metro station has majorly commercial land use nearby, low rise high density. 2. Area is used by food vendors, mobile accessories, cobbler 3. Difficulty for pedestrians to cross road at any point of time 4. Heavy traffic flow from 10am to 10pm. 5. Use of area for sleeping and resting by the wanderers 6. Rain basera causing unhygienic situation 7. Area shared by unity one mall is well used as sitting space and is accessible from service lane as well. 8. Major activities happening are bus stop, vendors, bike halting, e-rickshaw parking

6.5. FLYOVER OF MRR2, JALAN KANAN, KUALA LUMPUR

• Kuala Lumpur Middle Ring Road 2 spans 35 km. • Surroundings of Kampung Pandan Luar & Dalam • Facilities and amenities: food court and

eatery,

schools,

institutions,

religious facilities, retail, commercial and offices. Figure 113: MMR2 location Source: AicE-Bs 2012 Cairo

Figure 114: Activities under MMR2 Source: AicE-Bs 2012 Cairo

Figure 115: Cultural activities Source: AicE-Bs 2012 Cairo

Figure 116: Exhibition area Source: AicE-Bs 2012 Cairo

Figure 117.a

Figure 117.b Food joints Source: AicE-Bs 2012 Cairo

MMR2 has activities underneath and is a good use of leftover space. Food stalls around the area are scattered but all remain in direct relationship with moving road. Evening markets happen twice weekly. Space has café, recreational, community space which is working on Fridays only.

6.6. IIM FLYOVER, AHMEDABAD

Figure 118: Existing Condition Source: Desh Gujrat

Figure 120a

Figure 119: Proposal of flyover Source: Desh Gujrat

Figure 120.b

Proposal of IIM flyover Source: Desh Gujrat

Figure 121: Proposed plan Source: Desh Gujrat

The proposed uses under these bridges are context specific and based on the detailed study of the adjacent neighbourhoods. A comprehensive development of 920m length, width of flyover is 13.5m. Flyover spaces includes: Entrance plaza, enclosed space inside the flyover, planters, street development, carriage way. 6.7 MATUNGA FLYOVER, MUMBAI

Figure 122: Plans of Matunga Flyover Source: MIdDay

Matunga flyover is in Mumbai, the surroundings of the flyover is majorly residential. Earlier, stakeholder (residents of nearby housing) was concerned regarding the situation of the flyover. Hawkers, taxis used to be parked under neath, illegal activities were noticed. So, BMC (Bombay municipal co-operation) decided to revamp the area, and the area underneath the flyover was developed and following were the changes: museum displaying old pictures of the city, jogging track, skating ring, basketball half court, siting spaces, amphitheatre, small slower garden. All this uplifted the area and attracted more people.

Figure 123: Sitting spaces with flower garden Source: Times of India

Figure 125: Well-lit area under flyover Source: Times of India

Figure 124: walking tracks Source: Times of India

Figure 126: Skating area Source: Times of India

6.8. SEALDAH FLYOVER, KOLKATA

Figure 127: Location of sealdah flyover Source: Ismail HAQUE

Figure 128: Activities under flyover Source: Ismail HAQUE

Figure 129: Eatery under the flyover Source: Ismail HAQUE

Figure 131: Vegetable Market Source: Ismail HAQUE

Figure 130: Business /Services Source: Ismail HAQUE

Figure 132: Retail shops Source: Ismail HAQUE

Sealdah flyover is in Kolkata and has commercial surroundings. The space below the flyover has small business, retail shops, regular vegetable market, eateries making the place active and safe for the people passing by.

6.9. PEERA GARHI FLYOVER Area: 106782 Sq.ft. | 9924 Sq.m. Delhi Tourism and Transport Development Corporation (DTTDC) has decided convert these places into parks. A jogging track has been built around the park for morning walkers. Two booths to station police and a traffic police personnel have also been set up at the intersection to avoid anti-social activities. Figure 133: Peera garhi flyover Source: Google earth

Figure 134: Peera garhi flyover plan Source: creators architect

Figure 135.a

Figure 135.b Peera garhi flyover landscaping Source: creators architect

SECONDARY CASE STUDY INFERENCES: 1. Area under the flyover is well utilized. 2. Place is not dingy or unsafe, activities are taking place throughout the day 3. Major activities happening are cafe, play area, community gathering place, market. 4. Community gatherings help people connect, cafe and play areas are for the leisure activities and this helps bring all the age groups together. 5. All these activities make the place more attractive

CHAPTER 7 | ANALYSIS AND INFERENCES 7.1. COMPARTIVE ANALYSIS AND INFERENCES

Table1: Comparative analysis Source: Author

•

All the voids are infrastructural voids

•

Abutting roads are arterial in most of the cases

•

Majority of the surroundings are commercial or residential

•

Flyovers with commercial surroundings have a heavy traffic flow at day and night time

•

Illumination at day time is sufficiently lit but lack of light at night time making the space unsafe

•

Prominent activities observed are vendors, transit facility, market and eateries. 45-46

7.2 SURVEY A survey was conducted to know how people perceive space under flyover and how it can be you used according to people. Number of responses recorded: 155 1. Age

2.Gender

Figure 136: Respondents age group

Figure 137: Respondents gender

3.Activities noticed under flyover, metro lines?

Figure 138: Activities observed under elevated structures

Majorly activities observed are squatter settlement, hawkers, market, parking, garbage dumping and banquet hall 47

3. Activities prefered to be underneath a flyover

Figure 139: Activities preferred under flyover

Activities preferred by majority are landscape, social activities, parking. 4. Problems experienced while passing through that area

Figure 140: Problems experienced during day and night

Major problem faced during day time is hindrance to flow and unaesthetic area, at night time area turns shady and anti-social elements are a problem. 5. How frequent are you to purchase from vendors beneath flyovers?

69% people never buy from vendors under

Figure 141: Frequent purchasing from vendors under flyover

flyover, 16.1% and 12.9% buy one or more. 48

6.How often people pass/ cross such areas

Figure 142: Movement in elevated areas

43.9% people pass through such spaces occasionally and 45.2% pass ffrequently. 7.Feeling when passing through voids

Figure 143: Feeling when passing through voids

Majority of people feel unsafe when passing through such areas, some feel that space is unhygienic and it is subjective of time the visit. 8.Utilizing the space underneath

Figure 144: Utilizing the space

Majority of people feel landscaped areas, recreational areas and jogging tracks should be built underneath the flyover to utilize the area

CHAPTER 8 | CONLUSION AND RECOMMENDATION 8.1. CONCLUSION Urban voids are considered to be a rupture in the fabric and have a great potential to serve the public realm. Voids are seen leaving a negative impact on the environment, and cause a psychological discomfort to the neighbourhood. These space turn to a liability and is in a need of restoration or upgradation. Currently, voids stand still, in the wait of being utilized to its full potential. These are the flexible spaces in this rigid fabric with a great potential to get converted into a public space. Voids should be identified and worked upon with relating to the context. Involvement of various stake holders can help in uplifting the negative/dead space. Social value of such spaces can be achieved by using it for more social uses like historic walk, public art competition, community gathering. A successful open space should encourage social interaction, it should be user friendly, recreational activities for people, it should give a sense of place, feeling of community and connected to the surroundings, breathable space for environmental and health benefits, it should also encourage multiple sector activities i.e. allow generation of income with recreation which can increase the attraction of people towards that place. It should be easily accessible to all age groups without causing hinderance to the traffic flow. Usually, temporary solution given is green spaces underneath the flyover, instead we should keep in mind the surroundings or the context, the stakeholders need and fulfilling them, this would make the place more relevant to them.

8.2. RECOMMENDATIONS To enhance the area and make it an active space we can do the following: •

Pop up shops

•

market stalls

•

Museums

•

Entertainment activities

•

Sports area

•

Festival celebration space which encourages community gathering

•

Improve the connectivity for the pedestrians, easy access to the voids

According to the survey results we can provide landscaped area, cafes, jogging tracks for people to interact in.

Figure 145: Kid’s play area Source: inhabitat.com

Figure 147: Pop-up shops Source: BBC.com

Figure 146: Jogging area Source: the hindu

Figure 148: sitting area Source: naikpranav.wordpress

Recommendation for Tilak Nagar Flyover: Since we have commercial and residential zones in the surroundings, we can provide jogging track, kids ‘play zone with sitting space and kiosk for the commercial aspect, Green buffers can be provided to segregate the space and electric bollards at the crossing for easy commutation of the pedestrians. Space with low height can be done in soft scape and fenced so that dumping of garbage will not be possible. Approximate areas for the following activities are 858 sqm for jogging area,689 sqm for kiosk and siting spaces, 800 sqm for kiosk on other side and 900 sqm for kids play area with sitting. This would help create a safe, well-lit and interactive area for the users.

Figure 149: Recommendation Source: Author

Figure 150: Before and after vendors underneath flyover Source: Author

Figure 151: Before and after introduction of play area Source: Author

Figure 152: Before and after, jogging area Source: Author

REFRENCES BOOK: 1) Roger Trancik (1986), Finding Lost Spaces; Theories of urban design JOURNAL ARTICLES: 1) Seog Jeong Lee, Soewon Hwang, Dongha Lee, Urban Voids: As a Chance for Sustainable Urban Design; Proceedings of the 8th Conf. Int. Forum Urban., D007, doi:10.3390/ifou-D007. 2)Ms. Rekha Bhaskaran, Urban void- a 'bypassed' urban resource; International Conference on Urban Sustainability: Emerging Trends, Themes, Concepts and Practices 3) Dionne Hoh, Turning Dead Spaces into Dynamic Places for Entrepreneurship: centre for liveable cities

4) Nurulhusna Qamaruz-Zaman*, Zalina Samadi, Nik Farhanah Nik Azhari (2012), Opportunity in Leftover Spaces: Activities under the flyovers of Kuala Lumpur, AicE-Bs 2012 Cairo, ASIA Pacific International Conference on Environment-Behaviour Studies

5) Maged Youssef, Problems of neglected places under bridges: A case study of Yerevan bridge, Beirut, Lebanon, Faculty of Architecture – Design & Built Environment, Beirut Arab University, Lebanon

6) Nermeen Ali Omar, Engy Hassan Saeed (2019) Urban voids as potential Resources for the city development, Architecture engineering department, engineering Faculty, Tanta University

7) Jie Shi (2016) Study of the leftover space in the city based on Reutilization: Take the space under elevated road in Shanghai, Polytechnic university of Catalonia

8) Asif Adnan, (2019) The Plausible Metamorphosis of the Leftover Spaces near Elevated Infrastructures, Hochschule Weihenstephan-Triesdorf (HSWT), Germany

9) Jing Su, Reclaiming Residual Space from Elevated Transport Infrastructure: Time, Space and Activity under the Chicago Brown Line

10) Divya Kasarabada, Urban Leftovers: Identifying and Harnessing their potential for the Agenda 2030 in Malmö

11) Kushwah Neelam, Rathi Keshav, Urban Voids - Reclaiming Urban Space, International Journal of Advance Research, Ideas and Innovations in Technology

12) Calen Hamelin (2016) The Potential of Lost Space: A New Model for Identifying, Classifying and Transforming Urban Void Space, The University of Guelph

13)SWASTI STHAPAK (2018) Place making - an important subset of urban design, Department of Architecture, National Institute of Technology Raipur, Department of Architecture, National Institute of Technology Raipur WWW document: 1) Study and progress of urban voids. Opportunities for new urban design URL: http://oa.upm.es/34885/1/INVE_MEM_2013_187904.pdf 2) Nipesh (2012) Urban voids & shared spaces URL:https://nipppo.wordpress.com/2012/05/07/urban-voids/

ANNEXURE