Poroscity : A Vision for Resilient Bangkok

POROSCITY SMALL AC TIONS, BIG IMPAC T

ABOUT DRIA COMPETITION The annual DRIA international design competition encourages foresighted urban and architectural design proposals, as well as promotes innovation in building technologies to insure a specific community’s resiliency particularly prior to and during a disastrous event.

A different community in Asia is picked every year as the competition’s test site through careful joint research efforts of the School of Design and Environment, National University of Singapore and its network partners.

The 2018 DRIA Design Competition aims to address the serious threats of flooding and subsidence resulting from global climate change that are affecting Central Bangkok and the Chao Phraya riverfront. The general objective of the competition is to re-envision the Chao Phraya riverfront, from a holistic perspective, to adapt to and prevent from the effects of climate developing a comprehensive model and plan for the river waterfront connecting it with the urban context and the existing historic sites. The specific objective of the competition is to propose concrete actions at different scales (from architecture to urban), dealing with typologies, prototypes, systems, urban and public spaces, infrastructure, communities, services, etc.

AWARD RECEIVED HONORABLE MENTION

Masters of Urban Design 2

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TEAM

FACULTY COORDINATORS OSCAR CARRACEDO TAN SHEE TIONG JASON ANG



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Contents ABSTRACT • 6 BANGKOK : A BRIEF HISTORY • 9 POROSCITY : UNDERSTANDING THE VISION FOR BANGKOK • 13 URBAN DESIGN : STRATEGIES & GUIDELINES • 20 URBAN FORM & ARCHITECTURAL TYPOLOGIES • 39 PROTOTYPE APPLICATION & TRANSPORT SYSTEMS • 52 SMALL ACTIONS, BIG IMPACT • 69 REFERENCES • 74 AWARD RECEIVED • 76



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ABSTRACT A

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S H O R T

S U M M A R Y

POROSCITY - 2070 Bangkok is one of the most visited city in Asia. With a growing population of over 10m, further urbanization is inevitable. Climate change & urbanization have brought in increasing variations and unpleasant interruptions to Bangkok’s growth. Flash Floods remain to be at forefront of its catastrophic after effects. With over 9m vehicles on its streets, Bangkok also suffers from one of the world’s worst traffic conditions. With losses of over $US 1.2B worth of fuel & 21 million tonnes of Carbon emissions annually - urban growth contrasts a decline in quality of people’s life.

Bangkok’s history reminds us of its vibrant, dense and efficient network of canals & alleys which was the bedrock of a thriving life. This can be seen as an excellent opportunity to promote urban revitalization – which focuses on a micro to macro scale, on a phase wise, co-operative approach to see the big change.

‘Poroscity’ adheres to this very concept – which seamlessly meshes people, their activities & their natural environment. This proposal discusses ideas and concepts which involve soft, step by step measures to mitigate the effects of flood at a community level, thereby elevating people’s quality of life. A range of urban design guidelines will transform the ‘sois’ (alleys) into pedestrian friendly thoroughfares fostering public interactions & economic activities. Likewise, Green ‘Khlong’ (Canal) edges can passively help reduce the impacts of floods.

‘Poroscity’ envisions a Bangkok with equal opportunities of development rooted in the spirit of its culture. It aims to bring together all stakeholders of the city to make it a resounding success.

The actions seen as a part of this proposal are first steps, which look at a city wide application to create the big impact. It doesn’t involve battling adverse circumstances, but enables and empowers citizens to live with it.

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BANGKOK A

B R I E F

B ang k o k

B A C K G R O U N D

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Introduction

History has seen a new paradigm when the number of people living in cities has risen in comparison to those living in the rural areas. Since past, cities have been living laboratories for major political, social, economic, scientific and technological transformation, which have given rise to opportunities for progress in several fields.

People have flocked to cities, for centuries have been attracted by the promise of new vistas and in search for a better quality of life.

Bangkok is no less an exception. Bangkok has been playing a pivotal role for Thailand for the past several decades.

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With its size at almost 40 times larger than the next largest city in the country, Bangkok is on the rise. Bangkok is home to the largest and the highest number of Industrial Hubs for the past three decades.

With rapid advances in Industrialization and technology, the city is growing at an unprecedented speed. Bangkok’s urbanization has brought, and continues to bring, its residents and the country many opportunities Given the role Bangkok continues to play in Thailand’s life today, it is imperative that Bangkok continues to gallop on a sustainable path of progress. With a projected population of 15 million residents the importance of sustainable development has only increased manifold.

In order to succeed, Bangkok and its residents must

be

prepared

to

face the many shocks and stresses that will continue to challenge and impact their daily lives. Rapid and widespread growth will only

By virtue of its location in central Thailand, on the lower

see the citizens of Bangkok

reaches of Chao Phraya River, flooding has been a common event

grappling with increasing

in Bangkok. With climate change, population growth and increasing

urbanization.

Facilitating

population density, the city which once had learned to live with water,

better mobility for all its

has now seemingly turned its back to the same water. The effects

residents in this sprawling

of floods have caused damages closed to a few hundred million

city and catering to its

dollars annually severely impacting lives of residents of Bangkok.

social and economic needs, and health and wellbeing of its diverse

While this holds good, Bangkok has to tackle to one of the worst

population, will only complete the picture for all. To achieve this

effects of urbanization. With the ever increasing population and the

end, it will be necessary to consider resilient strategies, which helps

massive urban sprawl, the city has grown manifold, but in a seemingly

and empowers the residents of Bangkok to absorb, live and thrive in

unorganized manner. This has resulted in an uneven distribution of

spite of these shocks and stresses. This will include benefiting the last

opportunities of work and living. For a resident population of close

member of the society including the poor and vulnerable.

to 10 million, Bangkok has a vehicular population of around 8 million including cars, buses and scooters. This has led to massive traffic jams and snarls. On an average, Bangkok wastes an estimated 1.2 Billion US Dollars annually on fuel losses. On any given day, an average Bangkokian spends more than an hour stuck in traffic which severely impacts the human productivity index. An amalgamated effect of this is seen directly on a lowering quality of life. A low quality of life, which is neither modern nor is it resilient unlike a few generations later.

Adopting an approach, which focusses and enabling creation of an efficient mobility infrastructure will help solve some of Bangkok’s biggest problems. This approach will look at floods as an annual event, than a catastrophic event. The new paradigm set as a result will ensure learning to live with water in new and different ways, as an effect of better mobility and urban space planning of Bangkok and its resources.

B ang k o k

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C H A P T E R

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POROSCITY U N D E R S T A N D I N G T H E V I S I O N F O R B A N G K O K

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1.1 - Poroscity: Vision for Bangkok 2070 ‘Poroscity’ is a place where people, their activities, and their natural environment are meshed seamlessly to the urban fabric of the city.

This is our vision for Bangkok amidst its urban development.

Presently Bangkok remains to be in the forefront of Thailand to bring the country to the next level of financial and economic leadership in Asia and rest of the world. However, its relentless effort to achieve its goal is faced with a lot of difficulties and environmental issues.

Ongrowing Population With its population hitting the 10M mark, people in Bangkok are expected to increase at an even rapid pace. Insufficient public transport system, and increased dependency on cars will only create bigger challenges in moving towards a sustainable city.

Insufficient mobility infrastructure is a city-wide problem and the people suffer from its ordeals every day. In 2017, Bangkok ranked first with having the worst rush hours’ traffic in the world; with drivers wasting an average time of 64hrs every month, stuck in traffic burning $US1.2B worth of fuel wasted per year. With around 9M vehicles on the street, they remain to be the main contributors of carbon emissions & greenhouse gas (GHG) consuming millions of gallons of fossil fuel every year. Seasonal flooding, subsidence, and rising sea level is further aggravating the situation.

Lack of compactness is also another issue that needs to be addressed

together

with

many

inactivated spaces. Concrete covered streets and buildings contribute to its rising micro climate causing low water retention and soil permeability. Low walkability and connectivity are miserably apparent.

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For centuries, Bangkok has been centered around the mighty

and where life thrived.

Chao Phraya River, which has been the principal artery of its

Revitalizing and strengthening this very interconnected network

existence. A wide and vast network of irrigation canals, which later

of canals will be is one of the most urgent tasks, while conserving

came to be used as a transportation network ensured an efficient and

the natural environment on which all life in our city depends.Today

convenient movement of goods and people around and out of the

this very network of sois and khlong is seen neglected, because of

city. These canals, or khlongs as they were referred to were webbed

rapidly evolving urban life, with everyone moving towards vehicles

into an interconnected network of sois or alleys which connected

as primary means of transportation. This has left the sois and khlong

different neighborhoods of the city. This is where activities happened

under-utilized if not entirely neglected.

Composing 35% of the road network, this can be seen as a great opportunity to improve the mobility of the city and eventually their quality of life. The sois and khlongs when fully realized and integrated to its current transport system will significantly improve mobility, connectivity and accessibility along the activated streets. This small intervention can have a big impact when exponentially implemented all throughout the city.

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Micro urban intervention strategies, which look at usage

The guidelines also provide a clear limitation in shaping and

of water absorbing ground cover will be implemented at the soi

maintaining the street character. Enhanced and pedestrianized

level. This will help improve the permeability and porosity of in

streets shall be provided with street scape design and green

city through the Design Guideline which mitigates its seasonal

interventions to make it more walkable and permeable, thus

problems of flooding.

returning the Thai way of life back to its glory.

The Detailed Design Guideline ensures a step by step

Predominantly commercial mixed-used activities will be

process in developing the streets and converting them into

allocated on the ground floor to stimulate economic and social

people-centered activity areas with mixed-use facilities.

encounters. Streets shall be dedicated to pedestrians and will

Porosity, Permeability, Livability and Interaction are the

be transformed into green semi-permeable pedestrian lanes.

main principles behind this guideline. It provides criteria for

Bios-wales and botanical cells will be installed to help mitigate

identifying the streets, selecting plots and choosing buildings

some of its environmental problems. Similarly, buildings will also

that may qualify for redevelopment. Adjoining plots shall be

be guided with green roofs and rain water harvesting guidelines

consolidated into combined development to increase density

with corresponding incentives to encourage efficient reuse of

and to optimize utilization. The mass and volume of the buildings

water.

are also defined by urban design guidelines explained in further chapters.

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1.2 - Prototypes Three prototypes are formulated to represent possible interventions in the city.

It aims to provide seamless connection between several transport modes. Interventions such as the River-Soi Interface, River-Khlong Interface, and Khlong-Soi Interface, which connects water transport to the road transport system through walkable streets.

Predominantly commercial mixed-used activities will be allocated on the ground floor to stimulate economic and social encounters.

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City scale mobility systems such as BTS, MRT, BRT, BUS & Water routes will be integrated and enhanced with additional system of Bus Rapid Transit and intensified Water Transport Loop System. This will connect to farther areas and equally distribute transport node and stops for wider coverage.

Multi-modal transport terminal

development can also be combined with mixed-commercial or residential development.

This will create further economic opportunities as well as encourage alternative mode of mobility. This will help support the urban densification as well as pedestrianization for the streets.

Densification should be able to accommodate the increase in population by having more compact mixed-use development. Promoting walkability and reducing dependency on private vehicles will lower carbon emissions by 15% and save approximately $US 500M of fuel wasted. An optimized public transport system with seamless connectivity can enhance productivity and efficiency of people. With green interventions in place, it can lower the micro climate by 2o and increase permeability by 50%. Altogether, this will provide a healthy and safe environment for pedestrians, an active area for economic growth, and a mitigating measure to improve its build environment.

These strategies are employed and designed to improve its Social, Economic and Ecological aspects of the city and make Bangkok a Truly Resilient and Sustainable Urbanized City for everyone.

EXISTING TRANSPORT MAP

PROPOSED TRANSPORT MAP

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C H A P T E R T W O

URBAN DESIGN S T R A T E G I E S

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2.1 – THREE PRINCIPLES OF URBAN DESIGN

CONNECT

INTENSIFY

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ACTIVATE

2.2 – SOI IDENTIFICATION CONNECT The prototype first and foremost aims to strengthen or create a connection between land and water thransport nodes along the river or canal.

CONDITIONS FOR APPLICATION OF PROPOSED PROTOTYPE 1. Potential for connection between mobility nodes 2. Length of thoroughfare <600m 3. Absolute compactness within 50m buffer of proposed development <2.5

Potential for connection to public transport network

< 600m

50m

Absolute compactness < 2

Perimeters for the assessment of a soi for the application of proposed prototype

SELECTION CRITERIA OF BUILDINGS TO BE CONSERVED IN PROPOSED DEVELOPMENT

SELECTION CRITERIA OF BUILDINGS TO BE REDEVELOPED

1. Institutional buildings 2. Religious buildings 3. Cultural landmarks ( which includes significant architecture or structure derived from a community

1. Buildings with Plot Ratio < 3 2. Dilapidated Buildings 3. Under-utilized buildings with low occupancy 4. Low density infill residential clusters

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TRANSPORT NODES AND LINEAR PDEVELOPMENTS o r o S cit y

Low density developments fronting soi of interest with Plot ratio < 3

Underultilized Buildings Infill residential clusters

Institutional Buildings

Significant cultural landmarks

Dilapidated Buildings

Religious Buildings

Buildings to be retained and developed in a hypothetical generic prototype.

COOPERATIVE REDEVELOPMENT MODEL With the establishment of two public transport nodes as anchors in the linear site of interest, it is only a matter of time before real estate values increases along the soi. Existing land owners can in turn form a cooperative to consolidate loose land parcels to be leased out to developers. New developments will have to conform to guidelines and the approval of the land owners. Local reseidents displaced by new developments will also have sufficient financial resources and leverage to purchase a residential or commercial unit in the same area. This model ensures that the locals benefit from the re-development of the area as well.

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2.3 â&#x20AC;&#x201C; CONSOLIDATION MINIMUM CRITERIA FOR CONSOLIDATION OF PLOT SIZES 1. Length fronting soi < 60m 2. Length fronting soi for anchor developments at nodes < 100m 3. Minimum area of consolidated land: 750sqm

ACCESSIBILITY Pedestrian access not less than every 50m interval ensures a walkable environment and increases the porosity of the soi to the people.

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2.4 â&#x20AC;&#x201C; CIRCULATION

Proposed vehicular access and service lanes Existing vehicular traffic The seperation of vehicular and pedestrian traffic is pararmount in the acheivement of a car lite thoroughfare. The soi will be closed off to through traffic. Hard surfaces on the Soiâ&#x20AC;&#x2122;s periphery will is recommended to be replaced with semi-permeable paving to slow down the speed of vehicular traffic. Service lanes are created to ensure that commercial and everyday activities that requires the use of vehicles will not be affected.

PARKING PROVISION Commercial developments at the nodes will provide car parks for the area. Underground carcaprks are preferred. Carparks should not occupy the ground level of any activated street edge.

Carpark access should be placed at the rear of the buildings along the dedicated vehicular access and service lanes.

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2.5 â&#x20AC;&#x201C; PLOT RATION AND COVERAGE

The highest plot ratio is along the river where new developments will be more accessible to the water transport and ensure a greater commercial success. 60% ground coverage complements the riparian embankments along the river. The 50% of open space will

GREENSCAPE

ON PODIUM AND ROOFTOPS

be dedicated to the function of bio swales and water percolation strategies.

Anchor development along the road has a ground coverage of 70% to compensate the more massive building forms with open space. With the central mass with 80% coverage in the residential will help create an eclectic mix of building forms and allow for a more efficient ultilisation of the plots.

50%

OPEN GROUND FLOOR FOR

BIOSWALES RESERVE

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2.6 â&#x20AC;&#x201C; SETBACKS 3m minimum setback from Soi

6m recommended from existing buildings

20m minimum setback from River

10m minimum setback from Khlong

Visual continuity to the riverfront and vice versa should be uninterupted

Setback of 20m from the river front will allow room for the installation of reparian embankments along the river U r ban d e sign

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2.7 â&#x20AC;&#x201C; WATERFRONT SETBACKS

SITUATION: VEHICULAR ROAD FRONTS CANAL

SITUATION: SOI FRONTS CANAL

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2.8 â&#x20AC;&#x201C; HEIGHT CONTROL

VOLUME CONTROL AND POROSITY GUIDELINES Maximum values for heigh controls are introduced to produce a more varied streetscape while maintaining the human scale of the street. A limit is set on the width of medium rise structures facing the soi in order to improve natural ventilation and avoid a monotonous facade. Additional setbacks ensure that continuous faces will not be more than 24m.

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Spatial pockets

ACTIVITY

6-12m Frontage

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Other than preventing contiuous facades, additional set backs creates spatial pockets along the soi for activities, pocket parks and gathering spaces. Ground floor commercial lots are subdived into 6-12m intervals to enhance diversity and encourage small to medium scale local commercial activities.

12m Height limit

ENVIRONMENT Small setbacks ensure that the built form holds the street edge and frames the street.

It also provides shading in a tropical climate.

The while maximum height control imposed on the podium before a 3m setback maintains the human scale for pedestrians on the ground floor.

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ECOLOGY Green roofs for rain harvesting and water retention are incentivised.

Bioswales, botanical cells and semi-porous paving increases rainwater absorption to replenish Bangkok’s acquifier.

Trees planted every 4sqm can decrease summer temperatures by 2 degrees, lower the building’s cooling load and provide shade for ground floor activities.

BIOSWALES

SEMI-PERMEABLE TURF BLOCKS

Placement of bioswale on sois with semi permeable paving. Swales and planters create pockets of spaces for activities to enhance the public realm. Bioswales also hold the potential to clean the building’s grey water before it is released into the city network.

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2.9 â&#x20AC;&#x201C; GREEN DESIGN MEASURES

The provision of semi permeable street surface, enables water percolation by increasing the permeability.

The street facade will retain the diversity of street elevation with form control measures.

The streetscape will be dominated by commercial activities on the ground floor to add value to the real estate as well as attract more people into the sois.

This strategy will be complemented by introduction of activity generating pockets along the sois, where informal businesses can thrive in a coherence with commercial setting.

SCEPTIC TANK

WATER MANAGEMENT WASTE WATER U r ban d e sign

WATER RETENTION

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2.10 â&#x20AC;&#x201C; PROGRESSIVE DEVELOPMENT The urban design strategy considers the existing social-economic conditions of the site and acknowledges that change cannot occur overnight.

Thoroughfares, or Sois, connecting the existing and proposed public transport nodes possess the greatest potential to be redeveloped first. By linking land based and water based public transport via an activated corridor, a by-pass is formed between the underutilized water transport network and the insufficient road infrastructure.

Transport nodes on both ends of the Soi acts as Anchors, which allows the connecting Soi to serve as a framework for the locals to thrive. The constant pedestrian traffic between the nodes will result in increased economic opportunities while the areaâ&#x20AC;&#x2122;s proximity to public transport will indubitable increase its real estate value which will in turn catalyze development.

Incentive driven approaches, such as tax cuts and increased plot ratio will encourage landowners to consolidate individual plots together to upgrade existing low density, high coverage buildings. Existing communities can form cooperatives to lease out consolidated land to developers. The cooperative will decide on significant architecture and landmarks for conservation via public participation processes as well.

New developments will have to comply with the aforementioned urban design guidelines and resilient strategies. Individual developments will provide the area with much needed public space, greenery, soil permeability index and flood resilience. With each new development, the impermeable surfaces of the Sois will be replaced gradually with semi-permeable and pedestrian friendly surfaces.

Not limited to the Sois connecting transport nodes only, the design guidelines can be applied throughout the entire city.

As development is a continuous process. Time will allow the individual actions to proliferate through the city to result in a big impact.

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STAGE 1 Soi after 20% of buildings are redevelopmed.

Estimated timeframe 5-10 years

STAGE 2 Soi after 40% of buildings are redevelopmed.

Estimated timeframe 10-20 years

STAGE 3 Soi after 80% of buildings are redevelopmed.

Estimated timeframe 20-40 years

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C H A P T E R T H R E E

URBAN FORM & ARCHITECTURAL TYPOLOGIES U r ban F O R M & A R C H I T E C T U R A L T Y P O L O G I E S

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3.1 â&#x20AC;&#x201C; URBAN FORM

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3.1.1 â&#x20AC;&#x201C; URBAN FORM - ANCHOR COMMERCIAL UNIT

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3.1.2 â&#x20AC;&#x201C; URBAN FORM - COMMERCIAL UNIT

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3.1.3 â&#x20AC;&#x201C; URBAN FORM - RESIDENTIAL + COMMERCIAL MIXED UNIT

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3.2 â&#x20AC;&#x201C; HARNESSING VERNACULAR STRATEGIES Before the movements to modernise cities, vernacular architecture in Thailand and South East Asia had adapted to the needs of the users and the tropical climate. There are strategies that can be extracted from the traditional architectures and be applied as urabn design guidelines to create a resilient city capable of adapting to the climatic conditions.

BUFFER Other than providing shade, vegetation can act as a buffer to soften the curretns in sudden changes in water levels.

It also acts as bioswales to remove pollution and debris of surface run-off water.

AVOIDANCE Instead of a direct approach of barricading against water, the living spaces are kept off the ground via the use of stilts. It keeps the occupants safe and dry during floods and extreme weather conditions. Stilts allow the currents to flow through on the ground level, hence minimising damage to the structure of the dwellings. The space beneath the vernacular houses also doubles up as a multi-purpose space during dry weather and is used for a variety of activities ranging from communal gatherings to storage.

PERMEABILITY Since the houses are lifted off the ground with stilts, there is no need to concrete or water proof the ground levels of the houses. Therefore, most of the floor area underneath and around the building is permeable, allowing excess water to be absorbed by the ground instead of being turned into surface runoff which contributes to floods.

RETENTION Water bodies and containers are used to store rainwater for usage. Rain water can be retained to minimise runoff.

It can also be purified and used by the residents, thus, allowing buildings to be more independent in terms of water consumption.

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A Dialogue Between Man, Nature and Water Other

than

showcasing

traditional Thai home design and decor, Jim Thompson's house displays the vernacular design strategies of Buffer, Avoidance, Permeability and Retention.

The

living

quarters

of

the

houses were elevated by stilts on the 2nd storey. The open ground floor plan allows for various semiprivate activities and allow water to flow through with minimal damage to property in the event of floods.

Lush greenery surrounding the house provides shade, a buffer for sudden rises in water and acts as bioswales to clean surface runoffs.

Rentention pots to collect rainwater from the roofs can be spotted throughout the property, while several ponds aid in the water retention capacities of the area. Almost all of the surfaces not covered by the structure are porous, featuring vegetation or semi-sermeable pathways.

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3.3 â&#x20AC;&#x201C; COMMERCIAL

CONSERVATION

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3.3 â&#x20AC;&#x201C; COMMERCIAL - RESIDENTIAL MIXED USE

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C H A P T E R F O U R

PROTOTYPE APPLICATION & TRANSPORT SYSTEMS

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4.1 â&#x20AC;&#x201C; RIVER SOI INTERFACE

KEY MAP

KEY MAP

GFA (%) DISTRIBUTION

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BEFORE

AFTER

The Soi Rong Khom here terminates at the Yaowarat Road.

compacted Urban Setting, with a vibrant streetscape connecting the

The unique character and high potential of this soi, can be

ferry terminal on the Chao Phraya to the BRT stop on Yaowarat.

exploited to the maximum by applying a stage wise intervention

The renewed soi, which will enhance the walking experience

approach â&#x20AC;&#x201C;resulting in a development of 20%, 40% & 80%

further by providing for a vibrant pedestrian corridor which is created

respectively.

as a result of the commercial shop frontages, a shaded Soi and range

The Urban Design guidelines, will help achieve  a highly

on informal activities lining the street.

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4.2 â&#x20AC;&#x201C; KHLONG SOI INTERFACE

GFA (%) DISTRIBUTION

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BEFORE

AFTER

The interface seen here at the junction of the outer canal and Soi Puchong, in the North-East part of central Bangkok.

The stage wise development approach when applied using

corridor flanked with diverse functions on both sides.

This area is mostly dominated by Residential Land use along with commercial and other institutional uses on the lower floors.

Urban Design Guidelines states that the critical buildings of this area

The canal edge, bounded by the Khrung Kasem Road, will be

shall be conserved, and complementary land use functions and built

treated to make way for a riparian boundary and an activated canal

volumes will be added to make for creation of an intimate public

edge which houses a ferry terminal.

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4.3 â&#x20AC;&#x201C; PROTOTYPE EVALUATION USING 'GIS' AS A TOOL

PROTOTYPE APPLICATION

The two prototypes were tested for real situations in the

This idea involves greatly an approach which focuses on the

parameters such as increase in density of inhabitants, the change in

needs & aspirations of the residents of the sois and helps to buffer

ground coverage, the green space index, soil biotic and permeability

them from the likely predictions of incoming calamities like flood,

index. Likewise parameters which looked at the coverage of the newly

subsidence and water logging.

adopted Transportation system design, parameters as discussed in

participative, co-operative development model will ensure that the

the further pages adhered to the long standing vision of ensuring

demands of most of the residents if not all are met with and will help

better mobility to the residents of Bangkok

the BMA draft a better and efficient action plan for execution on a

The results conformed to the urban design principles of connect,

INCREASE IN BUILT UP AREA

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intensify and activate the linear developments.

Sampanthawong district and were evaluated using GIS software on

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pan city level.

This approach which will be a

INCREASE IN GROUND COVERAGE

ACCESSIBLE GREEN SPACE

DENSITY & COMPACTNESS

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4.4 â&#x20AC;&#x201C; TRANSPORT SYSTEMS This linear development model on a city scale will be seen directly connecting to the important transport nodes of the city.

These will be primarily Water, BRT, MRT and others.

A seamless exchange will be a part of this city level proposal integrating a new water transportation loop on the river & canals with the road and rail transportation. To achieve this, reviving & strengthening the existing canal network to serve all the areas not covered by traditional modes of public transportation will be the most important step.

The water network will be complemented by introduction of a new Bus Rapid Transit or BRT Loop along both sides of the Chao Phraya . When overlayed with the existing & proposed MRT & BTS lines, it will ensure a wider coverage.

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PROPOSED WATER TRANSPORT LOOPS

SEAMLESS MOBILITY SYSTEM P R O T O T Y P E A P P L I C AT I O N & T R A N S P O R T S Y S T E M S

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4.5 â&#x20AC;&#x201C; PROPOSED EXTENSIONS As seen in the map alongside, the city scale mobility systems such as BTS, MRT, BRT, BUS & Water routes will be integrated and enhanced with additional new Bus Rapid Transit and intensified Water Transport Loop System.

This will help connect to farther areas and equally distribute transport node and stops for wider coverage.

Multi-modal transport terminal development can also be combined with mixed-commercial or residential development. As a result, further economic opportunities as well as encouraged alternative mode of mobility can be seen.

The aim of combining different mobility systems is not only to ensure higher rider capacity, but to achieve a reduced dependency on private mobility.

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4.6 â&#x20AC;&#x201C; PROGRESSIVE DEVELOPMENT PROCESS The proposed linear development model aims to form

As time passes, Bangkok will witness the change as a result of

a bypass between the insufficient road infrastructure and the

this progressive development model. The timeline suggested for this

underultilized water network. The connection formed between the

model will vary on a case by case basis. The urban design guidlines

two transport nodes will serve as a framework for redevelopment.

will assist in regulating the deveopment for BMA, to ensure that new deveopments contribute to Bangkok's overall resilient strategy.

A seamless exchange will be a part of this city level proposal integrating a new water transportation loop on the river & canals

The people will be active agents of change through public

with the road and rail transportation. To achieve this, reviving &

participatory programs which facilitates progress which reflect the

strengthening the existing canal network to serve all the areas not

culture of Bangkok's citizens.

covered by traditional modes of public transportation will be the most important step.

The water network will be complemented by introduction of a new Bus Rapid Transit or BRT Loop along both sides of the Chao Phraya . When overlayed with the existing & proposed MRT & BTS lines, it will ensure a wider coverage.

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C H A P T E R F I V E

SMALL ACTIONS, BIG IMPACT C O N C L U S I O N

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5.1 â&#x20AC;&#x201C; IMPACTS

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5.2 – THE CLARION CALL Promoting walkability and reducing dependency on private vehicles will lower carbon emissions by 15% and save approximately $US 500M of fuel wasted. An optimized public transport system with seamless connectivity can enhance productivity and efficiency of people. With green interventions in place, it can lower the micro climate by 2o and increase permeability by 50%. Planning and development of linear parks along the sois will embody the quality of inclusiveness by providing Bangkok residents with an opportunity to share their hopes and expectations for these new public spaces alongside providing an excellent opportunity for economic regeneration. These spaces will also be designed to maximize co-benefits, such as floodwater retention water absorption during extreme rainfall events, and to act as a safe gathering place in case of a major shock such as a seismic disturbance.

The larger aim of this project is to address the issue depreciating quality of life in Bangkok. Bangkok’s biggest challenges today remains to be a city which is clogged. Unclogging its canals, unclogging its roads is of paramount importance in order to facilitate ‘Poroscity’ is a dream rooted in the spirit of Bangkok. It is the

this very aim. Bangkok as a ‘Poroscity will be a model for reduced

beginning of a thought which inherently does not look at water as

dependency on private mobility, thereby safeguarding cleaner air,

a stranger, but goes back in time to deal with its current forces and

better roads, free streets. Increased soil permeability, unclogged

enable co-existence. ‘Poroscity’ hence focuses on the root cause

canals and a strong surface drainage system will help absorb rain

of Bangkok’s problems – a highly car intensive environments. The

water better, thereby reducing the risk of floods. Altogether, this will

Detailed Design Guidelines aim to tackle the problems of traffic

provide a healthy and safe environment for the residents of Bangkok,

and flooding by enabling a step by step process in developing

an active area for economic growth, and will help improve its built

neighborhoods and streets and converting them into people-

environment, thereby elevating its quality of life.

centered activity areas with mixed-use facilities.

The strategies are employed and designed to improve the

‘Porocity’, ‘Permeability’, ‘Livability’ and ‘Interaction’ are

Social, Economic and Ecological aspects of Bangkok and make it a

the main principles behind this proposal. Three prototypes are

Truly Resilient and Sustainable Urban Centre for everyone. Given

formulated to represent possible interventions in the city.

It

the scope and severity of its challenges, urban design solutions for

aims to provide seamless connection between several transport

Bangkok cannot and should not be implemented on their own. To

modes. City scale mobility systems such as BTS, MRT, BRT, BUS &

provide this city and its residents with the opportunities, security

Water routes will be integrated and enhanced with additional

and quality of life they long for and deserve, it will be of prime

system of Bus Rapid Transit and intensified Water Transport Loop

importance that all the city organizations, and residents to work

System. This will help support the urban densification as well as

together towards achieving this larger aim.

pedestrianization for the streets.

Only through united efforts can Bangkok navigate both the

Densification should be able to accommodate the increase

shocks and stresses it currently faces, and those that loom large on

in population by having more compact mixed-use development.

its horizon. These Resilience Strategies outline priorities which are

While doing so a co-operative, participative development model

a collection of small scale responses to create large impact. These

will be enforced which is sensitive to the dreams and aspirations of

actions are a clarion call to the citizens of Bangkok to get involved in

the people while fostering sustainable development.

putting words to action for new resilient Bangkok – ‘Poroscity 2070’

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POROSCITY

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C H A P T E R S I X

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REFERENCES 1.Global Street Design Guide; Global Design Cities, Initiative; NACTO(2016) 2.Oscar Carracedo(2016) Ibid./ in the same place, Nine Lessons and Six Possibilities about On-site Resilient Revitalization Strategies for

Informal Neighborhoods; National University of Singapore ISBN: 978-981-09-9316-0 3.Hong Kong Planning Standards and Guidelines,Chapter11â&#x20AC;&#x201C;UrbanDesignGuideline;(2015Edition),Planning Department The Government of

Hong Kong Special Administrative Region 4.Edmonton Main Street Guideline, Prepared for the City of Edmonton,Stantec Consulting Ltd., 5.Bangkok Resilient Strategy,(2016),100 Resilient City, Rockefeller Foundation 6. R. Choiejitand R. Teungfung(2002). Urban growth and commuting patterns of the poor in Bangkok and commuting patterns of the poor

in Bangkok 7. TOMTOM (2016). TOMTOM Traffic Index. http://www.tomtom.com/en_gb/trafficindex/ (Accessed on 3 December, 2016) 8. Office of Transport and Traffic Policy and Planning, Ministry of Transport (2013). Transport and Traffic Statistics and Information Thailand 9. Pollution Control Department, Ministry of Natural Resources and Environment (2011). Thailand State of Pollution Report 2011 10. Economist Intelligence Unit (2011). Asian Green City Index 11. The Nation (2013). In desperate need of open spaces and Fresh Air. http://www.nationmultimedia.com/opinion/In-desperate-need-of-

open-spaces-and-fresh-air-30200024.html (Accessed on 25 September, 2016 ) 12. P. Sapsuwan(2014). Bangkokâ&#x20AC;&#x2122;s Klong ToeySlum. http://www.borgenmagazine.com/bangkoks-klong-toey-slum/ (Accessed on 25

September, 2016 ).

13.International Organization for Migration (2011). Thailand Migration Report 2011 14.D. Palazzo, F. Steiner (2011). Urban Ecological Design, A Process for Regenerative Places 15.M. Sheppard (2015) Essentials of Urban Design, CSIRO Publishing Locked Bag 10, Clayton South VIC 3169 Australia 16.D. Radovic(2013) Subjectivities in Investigation of the Urban, The Scream, the Shadow

and the Mirror, IKI + flick studio co. ltd

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AWARD RECEIVED 76

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Masters of Urban Design