1
3
TABLE OF CONTENTS
CHAPTER 1
1-4
1 INTRODUCTION 1.1 Project Justification and Introduction to the topic 1.2Aim 1.3 Objectives 1.4 Methadology 1.5 Scope 1.6 Limitations 1.7 Building Program
CHAPTER 2
5 - 11
2 LITERATURE REVIEW 2.1 Urban Transport 2.2 Modal Split in Indian Cities 2.3 Synergy between Tansportation and Land use 2.4 Principles of Transit Oriented Development 2.5 TOD Influence Zone 2.6 Demarcation of TOD Zones in Delhi Master Plan 2021
CHAPTER 3 3.1 PRIMARY CASE STUDY 3.1.1 Seawoods Grand Central, Navi Mumbai - TOD Project 3.1.2 Mantri mall, Mantri Centrium, Bangalore - TOD Project 3.1.3 Baiyappanahalli Metro Station, Bangalore - Multi Modal Interchange 3.1.4 Mandi House Mtero Station, Delhi- Multi Modal Interchange 3.2 SECONDARY CASE STUDY 3.2.1 Marine Gateway, Vancouver - TOD Project 3.2.2 Rotterdam Centraal Station - Multi Modal Interchange
12 - 66
3.3 SPECIAL STUDIES 3.3.1 3.3.2 3.3.3 3.3.4
Dwarka Cycle Share Project, Delhi - Cycle lanes and Traffic Calming Melbourne Laneways - Pedestrian lanes Chruch Street, Bangalore - Streetscape Kadkadooma Transit Oriented Development Proposal, Delhi
CHAPTER 4
67 - 73
4 STUDY AREA 4.1 4.2 4.3 4.4
Criteria for TOD site selection Why Delhi? Profile of Delhi Delhi ‘Zone F’
CHAPTER 5
74 - 90
5 SITE ANALYSIS 5.1 Location 5.2 Site Characteristics 5.3 3km radius Site Study 5.4 History and Development 5.5 Building use map 5.6 Transport connectivity 5.7 Parking Study 5.8 Climate analysis 5.9 Context analysis and Mapping 5.10 Activity analysis 5.11 SWOT Analysis CHAPTER 6
91 - 93
TOD Rules and Regulations CHAPTER 7
94 - 103
Recommendations and Proposal CHAPTER 8
105-109
Design CHAPTER 9 Bibliography
110-111
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1.1
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1.2 AIM To design a transit supportive framework between two existing metro stations by integrating high density mixed land use and modal interchange within walking/cycling distance of each other and of metro stations.
1.3 OBJECTIVES • To understand multi-modal transit interchange to minimize modal transfer and ensure last mile connectivity • To integrate compact, high raised mixed land use development and multi- modal interchange with metro stations and each other • To propose a connection between the existing metro stations with the proposed project through skywalks • To provide a grid of safe pedestrian and bicycle travel within the station area
1.4 METHODOLOGY 1. To understand multi-modal transit interchange to minimize modal transfer and ensure last mile connectivity : • By studying and analyzing examples of multi-modal interchange at national and international level • By collecting information about metro station, feeder modes of transport, their frequency, availabilty from the concerned authorities and by persoanl observation • By making drawings of the station area and mapping various layers 2. To integrate compact, high raised mixed land use development and multi modal interchange with metro stations and each other • By studying and analyzing examples of integrated mixed landuse development at national and international level • By collecting architectural drawings of the development and the surrounding areas from the concerned authorities • Analyzing the users and activities by personal observation and interviews 3. To propose a connection between the existing metro stations with the proposed project through skywalks • By studying and analyzing examples of connections between transit station and development at national and international level • Clicking photographs and making drawings
2
4. To provide a grid of safe pedestrian and bicycle travel within the station area • By studying and analyzing examples of pedestrian connections at national and international level • Collecting standards from books
1.5
SCOPE The vacant land in the Nehru place district centre has potential of developing as a TOD project due to its closeness to the existing metro stations. The District Centre experiences a footfall of over one lakh in a day, the proposed TOD development will offer various commercial uses that the area lack because of single commercial activity in Nehru Place market. The activities will benefit the existing users of the District centre along with the users and residents of the proposed Development. The interventions include: • Improvement in last mile connectivity by introducing intermodal connections with feeder buses, rickshaws, cabs and cycles integrated into the development and outside the metro station. • Direct pedestrian axis from and to the metro station at ground level and first-floor level through skywalks • The pedestrian and skywalk from/to the metro stations will also benefit the users of the Nehru place district centre. • The project also focuses on improving the road condition outside the metro station. • The proposed round the clock activities will make the area safe at night.
1.6
LIMITATIONS • Planning at a regional level, focussing on the area around the metro station • The existing metro station will not be redeveloped • The Bus terminal, Multi-Modal Interchange at Kalkaji Mandir Metro station, hotel, offices and Recreational areas for future development will be shown at the master plan level • The surrounding buildings in the District Centre will not be redeveloped • In the site with interventions, Residential blocks (LIG, MIG, HIG housing) will be shown as single line plans • Multi- Level car parking at Nehru Place metro station is shown at the master level plan
3
1.7 PROGRAM REQUIREMENTS • Retail and Multi modal interchange outside Nehru Place metro station • Shopping Centre - Shops, Food court, Bank, Gym, Day-care, Exhibition area, Public Amenities, Library • Offices • Recreational, Informal Shopping streets • Multifunctional Public plaza • Parking Infrastructure • Residential Apartments - LIG, HIG, MIG housing (at Master Plan Level)
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2.
LITERATURE OVERVIEW Imagine a city that is more vibrant and livable, with higher-quality neighborhoods, and lower CO2 emissions per unit of activity. This city has lower combined transportation and housing costs. Its residents and users can access most jobs and services easily through a combination of low-cost public transport, walking, and cycling. It is able to finance improvements to public space, connectivity, and social housing by capturing value created through integrated land use and transport planning. Such a vision has never been more suitable for rapidly growing cities than it is today. Transit-oriented development (TOD) can play a major role in achieving such a vision. It embraces the idea that locating amenities, employment, shops, and housing around transit hubs promotes the use of public transit and nonmotorized travel. Well-planned TOD at the city level is inclusive, because it focuses on ensuring access to jobs for all social groups through public transit.
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2.1
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2.2
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2.3
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2.4
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2.5
(Source - UTTIPEC,DDA)
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2.6
(Source - UTTIPEC,DDA)
(Source - UTTIPEC,DDA)
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3.1 PRIMARY CASE STUDY 3.1.1 SEAWOODS GRAND CENTRAL - NAVI MUMBAI Transit Oriented Development
Location- Navi Mumbai Architects- Hok USA, F+AArchitects USA Total project area- 40 acres Mall- 4 floors - Area- 0.092 million sqm Parking- 3 level basement parking Offices- tower 1 tower 2 - 11 floors Area- 0.14 million sqm (Source - L&T Reality - Seawoods Grand Central report)
(Source - L&T Reality - Seawoods Grand Central report)
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INTRODUCTION Seawoods–Darave is a newly developed railway station on the Harbour line of the Mumbai Suburban Railway in the Nerul node. It’s being developed as Seawoods Grand Central by Larsen & Toubro Ltd. The Seawoods Grand Central complex has large office spaces, malls and an entertainment area which is likely to transform the image of the city. The entry/exit subway of the west side of the station is directly connected to Seawoods Grand Central.
(Source - L&T Reality - Seawoods Grand Central report)
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(Source - L&T Reality - Seawoods Grand Central report)
(Source - L&T Reality - Seawoods Grand Central report)
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15
Lower Ground floor plan
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Upper Ground floor plan
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18
Ground+2 floor plan
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Tower 1 Floor Plan
(Source - L&T Reality - Seawoods Grand Central report)
Tower 2 Floor Plan
(Source - L&T Reality - Seawoods Grand Central report)
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Longitudinal Section
(Source - L&T Reality - Seawoods Grand Central report)
Perspective Sections (Source - L&T Reality - Seawoods Grand Central report)
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3.1 PRIMARY CASE STUDY
3.1.2 MANTI SQUARE MALL AND MANTRI CENTRIUM,BANGALORE Transit Oriented Development Location- Malleshwaram, Bangalore Architects- MA Architects Client - Mantri Developers, BMRCL Station Area- 1,77,885.10 sqm Mall - 0.11 million sqm The residential and commercial towers will be 112.9 metres and 100.85 metres tall The project is a joint venture of the BMRCL and Mantri Infrastructure Private Limited. (source - Mantri developers report, MA Architects)
(source - Mantri developers report)
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INTRODUCTION Sampige road metro station has been constructed by Mantri Developers with the joint agreement of land. Mantri mall, Mantri centrium consisting of two towers - rsidential and commercial complex on either sides of the station. Sampige Road, officially named Mantri Square Sampige Road, is a metro station on the Green Line of the Namma Metro serving the Malleswaram area of Bangalore. (source - Mantri developers report)
SITE PLAN (source - Mantri developers report)
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MEASURE OF TODINESS The residences and commercial space is built right next to the metro station with the idea that the building users will also depend on the metro as their primary mode of commute making it a Transit Oriented development project. ENTRY/EXIT Entry/Exit mall from the metro station (source - Author)
Exit/Exit from the mall
• The Sampiage Square Road metro station has two entry/exit. • The main entrance is at the ground level which is connected to the main road. • The second entrance is from Mantri mall. There is a ticket counter at the bridge which connects the metro station to the Mall. Maximum Mall users use the metro as their primary mode of transport to access the shopping center and the nearby areas.
(source - Author)
METRO STATION PLAN AND FIRST FLOOR PLAN OF MANTRI MALL (source - Mantri developers report)
24
Mantri Square Mall Total Site Area - 6.12 acres Total retail floor area- 85,800 m2 No. of floors- 5 Parking 1800 car parks 550 two wheelers (source - Mantri developers )
(source - Mantri developers )
(source - Mantri developers )
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(source - Mantri developers )
(source - Mantri developers )
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Mantri Centrium - Residential Apartments SITE - 1.16 acres. This project has 3 and 4 BHK type of residences with Penthouse. 3100 sq ft to 4490 sq ft. It has 4 level car parking with 34 floors in each apartment within 2 wings. These apartments are nestled in total 180 units. (source - Mantri developers )
(source - Mantri developers )
(source - Mantri developers )
(source - Mantri developers )
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(source - Master Plan delhi 2021)
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3.1 PRIMARY CASE STUDY
3.1.3 BAIYAPPANAHALLI METRO STATION, BANGALORE Multi- Modal Interchange
INTRODUCTION Baiyappanahalli metro station is the eastern terminal point on the east-west corridor of the Namma Metro in Bangalore. The metro station is connected with Baiyappanahalli railway station of Indian Railways network.Outside the main Entrance exit of the station, there are dedicated spaces for Cycle stand, Auto stand, Bus stand, 2 wheeler rental and Metro parking. All the modes of transport are used around the clock to their full potential making it a successful multi modal Interchange. (source - Author)
Baiyyapanahali Metro Station
(source - Google maps)
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MODAL INTERCHANGE POINTS OUTSIDE THE METRO STATION
(source - Author)
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ANALYSIS OF VARIOUS MODES OF TRANSPORT Bus stops Volvo buses Bus bay - 4.2x14m Occupancy- 2 buses Frequency- 1/5 minutes Availability- 6am-12pm covers radius of 10-12km Distance from station exit- 24m (half minute walk) BMTC buses Bus stop - 2m x 5m Occupancy - 1 bus Frequency - 1/1-2 minutes Availability- 24x7 covers radius of 10-12km Distance from station exit- 45m (1 minute walk) * buses stop on the road also wherever the passenger stands in the absence of bus stops Auto stand Parking- 45sqm Occupancy- 9 autos Frequency- 3/1 minute Availability- 6am-2am covers radius of 4-5km Distance from station exit- 34m (one minute walk) Cycle stand Parking- 15sqm Occupancy- 30 cycles Availability- 24x7 covers radius of 5-6km Distance from station exit- 30m (1 minute walk) Scooty rentals Parking- 6mx6m Occupancy- 30 scooties Availability- 24x7 covers radius of 7-8km Distance from station exit- 12m (half minute walk) STRENGTHS AND WEAKNESSES STRENGTHS • Variety in terms of mode of transport • Sufficient Metro parking • Closeness of entry/exit of metro station to the interchange area • Availabiltity of all means of transport 24x7
WEAKNESSES • Absence of waiting areas • Absence of shaded spaces for stands • Chaotic Road condition • Absence of Retail and Leisure activities (source - Author)
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3.1 PRIMARY CASE STUDY
3.1.4 MANDI HOUSE METRO STATION, DELHI Multi Modal Interchange
INTRODUCTION The Mandi House Metro Station is located on the Blueand Violet Lines of the Delhi Metro. As part of Phase III of the extension of Delhi Metro, Mandi House has been expanded into an interchange station in order to reduce pressure on Rajiv Chowk station. The new line has integrated with the Badarpur corridor(source - DMRC). The station has an interchange stand outside the metro station which consists of Bus bay, Auto stand and Public amenities. The station also has a recreationl area outside the entry/exit gate of the station which consitis of landscaping and seating areas. (source - Author)
(source - Google maps)
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(source - Delhi Urban Art commission)
(source - Delhi Urban Art commission)
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SITE PLAN OF MANDII HOUSE METRO STATION (source - Delhi Urban Art commission)
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METRO STATION PLAN
(source - Delhi Urban Art commission)
(source - Delhi Urban Art commission)
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MULTI MODAL INTEGRATION Bus stops Bus bay - 32mx7m Occupancy- 2 buses Frequency- 1/5 minutes Availability- 24x7 covers radius of 15-20km Distance from station exit- 5-10m Auto stand Parking- 45sqm Occupancy- 9 autos Frequency- 3/1 minute Availability- 24x7 covers radius of 6-8km Distance from station exit- 5-10m (half minute walk) Halt and Go sufficient space for 2-3 cabs to stand along the bus bay
STRENGTHS Sufficient space for buses and autos to stand at the station exit Space for 2-3 cabs to stand next to the bus bay Connected pedestrian pathway Presence of public toilets and seating spaces Interchange points are close to the station exit No traffic congestion at interchange points. (source - Author)
WEAKNESSES Absence of shade for waiting areas Absence of cycle and two-wheeler rentals Absence of metro parking facility Absence of Retail activity outside the stationww
(source - Author)
(source - Author)
Bus Bay
(source - Author)
Auto stand
Recreational space
(source - Author)
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(source - Author)
3.2 SECONDARY CASE STUDY
3.2.1 MARINE GATEWAY, VANCOUVER Transit Oriented Development
Architects - Perkins+Will Location - Vancouver, BC, Canada Architect in Charge - Ryan Brag Project Type - Transit Oriented Development Building uses- Retail, Office, Residential, Metro station (source- Archdaily)
INTRODUCTION Vancouver that has reinvented the concept of transit-oriented development (TOD) to one that is transit-integrated. Unlike typical TODs that are designed around or near a central Trasit hub, Marine Gateway seamlessly integrates a transit hub into the design of the community itself, creating convenient access. (source- Archdaily)
(source- Archdaily)
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ABOUT THE DESIGN The first phase of a larger development, Marine Gateway is comprised of two neighbourhood plazas, 15-storeys of office space, a 3-storey retail podium, an 11-screen cinema, and two resdential towers at 25 and 35-storeys. Integral to the design is the integration of a Rail Rapid Transit station and bus loop exchange that provides convenience of mobility for residents, workers, shoppers, and visitors. (source- Archdaily)
(source- Archdaily)
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LEVEL 2 FLOOR PLAN
LEVEL 3 FLOOR PLAN
(source - Marine Gateway)
(source - Marine Gateway)
TRANSPORT AND CONNECTIVITY Integral to the design is the accommodation of transit-related functions, including an above-grade rapid transit station and bus loop. The plazas and elevated pedestrian high street provide a unique sense of place, concentrating pedestrian activity around retail stores and providing a clear connection to Southwest Marine Drive and the residential neighbourhood to the north. (source - Sustainable Architecture
and Building)
(source- Archdaily)
(source - Marine Gateway)
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HIGH STREET • The project focuses around a pedestrian-dedicated ‘high street’ that offers retail, entertainment, and convenience shopping. • The design of the high street and public plazas were one of the most important aspects to the project’s success by bringing people into the pedestrian environment and into the retail spaces. • It also has green roofs and parks for pedestrians. • By providing a clear connection from transit to the neighbourhood’s major thoroughfare, the high street brings people into the pedestrian environment and into the retail spaces, creating a vibrant community (source - Perkins+Will)
(source- Archdaily)
(source- Archdaily)
CONNECTION WITH THE METRO STATION The connection to the metro station is provided through escalators from the ground level that directly lead to the station. The integrated transit station and bus exchange has experienced an estimated 35 percent growth in average daily activity in a single year. Additionally, the success of Marine Gateway has attracted the continued major development of the area. (source- Archdaily) SUSTAINABLE TRANSPORTATION Besides the extensive public transit options, Marine Gateway also supports other modes of sustainable transportation: Bike Mobility Centre: Operated by the City of Vancouver, this will be a publicly-accessible bike storage facility featuring bike repair services. Electric Vehicles Stations: Several parking stalls with charging stations for electric vehicles. Car Share: 3rd-party car share services will be available. (source- Marine Gateway)
(source- Archdaily)
40
(source- Archdaily)
MATERIALS USED
(source- Archdaily)
• Terra cotta is extensively used on the podium of Marine Gateway to create a consistency in the architectural language on the project. • The strong datum created by the terra cotta signifies a strong distinction between the podium and the office and residential towers. • In the pedestrian realm, varied finishes of terra cotta and baguettes create texture and scale while framing steel apertures that contain a variety of materials and signage associated with the retail uses. (source- Archdaily)
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APARTMENT PLANS
(source - Marine Gateway)
(source - Marine Gateway)
(source - Marine Gateway)
SUSTAINABILTY •Further benefiting the community is the development’s sustainable design strategy, which includes a district energy, geo-exchange heating and cooling system with an ambient heat recovery energy loop, thermal mass, sun shading devices, and green roofs. •It is LEED Canada NC Gold registered. (source- Archdaily)
42
(source - Sustainable Architecture and Building)
(source - Sustainable Architecture and Building)
(source- Archdaily)
(source- Archdaily)
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3.2 SECONDARY CASE STUDY
3.2.2 ROTTERDAM CENTRAAL STATION, NETHERLANDS Multi Modal Interchange
Location - Stationsplein 1, 3013 AJ Rotterdam, The Netherlands Architects - West 8, Benthem Crouwel Architects, MVSA Meyer en van Schooten Architecten Area- 50000.0 sqm Project type - Transportation (source- Archdaily)
INTRODUCTION Rotterdam Centraal Station is one of the most important transport hubs in The Netherlands. With 110,000 passengers a day the public transport terminal has as many travelers as Amsterdam Airport Schiphol. In addition to the European network of the High Speed Train (HST), Rotterdam Centraal is also connected to the light rail system, RandstadRail. With the advent of both the HST and RandstadRail the number of daily travelers at Rotterdam Centraal is expected to increase to approximately 323,000 by 2025. (source- Archdaily)
(source- Archdaily)
44
(sourceArchdaily) (source-Archdaily) (sourceArchdaily)
(source-Archdaily)
45
(source- Archdaily)
(source- Archdaily)
(source- Archdaily)
(source- Archdaily)
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(source- Author)
(source- Archdaily)
(source- Author) (source- Archdaily)
(source- Author)
(source- Archdaily)
(source- Archdaily)
(source- Archdaily)
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(source- Archdaily)
(source- Archdaily)
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3.3 SPECIAL STUDIES
3.3.1 DWARKA CYCLE SHARE PROJECT, DELHI Traffic calming and Cycle lanes
Location - Dwarka, Delhi Planners - UTTIPEC, Delhi Developemnt Authority
(source- UTTIPEC,DDA)
PRINCIPLES OF PLANNING • 300m distance between stations (5min walking distance) • Fully-automatic system with bicycles having GPS and RFID tags for security of bicycles • Operations Control Centre for monitoring • Smart card access for users (source- UTTIPEC,DDA)
(source- UTTIPEC,DDA)
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(source- UTTIPEC,DDA)
(source- UTTIPEC,DDA)
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(source- UTTIPEC,DDA)
51
(source- Ministry of urban Development)
(source- Ministry of urban Development)
(source- Ministry of urban Development)
(source- Ministry of urban Development)
(source- Ministry of urban Development)
(source- Ministry of urban Development)
(source- Ministry of urban Development)
(source- Ministry of urban Development)
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(source- Ministry of urban Development)
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3.3 SPECIAL STUDIES
3.3.2 MELBOURNE LANEWAYS Informal Street Activities
INTRODUCTION In an ongoing effort to transform Melbourne into a place of thriving public spaces, the city has gradually revitalized its extensive network of laneways and arcades. This rejuvenation of the city’s laneways has contributed to an increase in comfortable, engaging provisions for pedestrians within the urban core. The newly activated laneways also offer better connections between larger public hubs, and have enhanced the character of the city by serving as lively, dense, and human scale spaces. (source- Melbourne Planning Scheme-CBD Lanes built form review)
(source - Timeout, Photograph-Robert Blackburn)
54
(source- Places for People, Ghel Architects)
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3.3 SPECIAL STUDIES
3.3.3 CHURCH STREET, BANGALORE Streetscape study
INTRODUCTION Church Street, with around 50 eateries and pubs and bars, has been re-laid with wider footpaths and better right of way with related infrastructure over the past year. Church Street is among the busiest streets in Bengaluru. It houses some of the most upscale business and entertainment establishments in the Central Business District (CBD). (source- Times of India)
(source- Author)
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(source- Author)
(source- Author)
(source- Author)
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(source- Author)
(source- Author)
(source- Author)
(source- Author)
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3.3 SPECIAL STUDY
3.3.4 KADKADOOMA TRANSIT ORIENTED DEVELOPMENT PROJECT, DELHI Transit Oriented Development Location: Karkardooma, New Delhi, India Site Area: 74 acres Built up Area: 15 million sq.ft. INTRODUCTION East Delhi Hub was conceptualized to be a new Transit Oriented Development that imbibes the core values of a sustainable “Smart City”. As a pilot project that experiments with the new TOD policy drafted by DDA, our approach was to incorporate an “orga nic density” that introduces extensive vertical mixed-use development to tackle the issue of high density and ensure 24-hour active, safer spaces. This includes commercial, residential, medical and recreational facilities and an iconic 100 storey LEED Platinum rated tower that will be a new landmark in Delhi. (source - UTTIPEC,DDA)
(source - UTTIPEC,DDA)
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(source - UTTIPEC,DDA)
(source - UTTIPEC,DDA)
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(source - UTTIPEC,DDA)
(source - UTTIPEC,DDA)
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EXPLODED BUILDING USE
(source - UTTIPEC,DDA)
(source - UTTIPEC,DDA)
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(source - UTTIPEC,DDA)
(source - UTTIPEC,DDA)
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(source - UTTIPEC,DDA)
(source - UTTIPEC,DDA)
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(source - UTTIPEC,DDA)
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INFERENCE
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4. STUDY AREA
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4.2 WHY DELHI ? Delhi is one of the fastest growing cities in the world, reaching over 18 million this year from just 400,000 in 1901. In 2001 alone, its population increased by 215,000 due to natural growth and 285,000 through migration. By 2020, Delhi is expected to be the third largest conurbation after Tokyo and Mumbai. Delhi struggles with its rapid growth and is facing substantial pressure to improve commercial and residential infrastructure. Over the last 60 years, the urban footprint of Delhi has spread dramatically to almost 1500 sq.km and now extends into a National Capital Region that includes portions of the surrounding states. Much of this growth was accompanied by construction of highways and resulting in an over-dependence on automobiles for commuting. Since the late 1990’s, Delhi has invested heavily in Mass Rapid Transit systems - mainly the Metro Rail and an erstwhile Bus Rapid Transit System (now defunct) to reverse the traffic congestion and worsening air-quality. Post the metro investments, the development pattern in Delhi exemplifies development oriented transit (transit following development in Gurgaon, Noida etc) or transit adjacent development (existing neighbourhoods within the city benefitting from Metro options). Only recently in 2015 has the planning agency (Delhi Development Authority or DDA) made a conscious effort to develop a comprehensive Transit Oriented Development Policy to redevelop station areas and neighbourhoods along the Metro corridors. It is anticipated that the implementation of the TOD Policy guidelines in the pilot areas of the Metro corridor will arrest the highway driven spatial development model, and that areas within the city limits can then be densified. (source - National Institute of Urban Affairs)
(source - India powerpoint map)
(source - National Institute of Urban Affairs)
Urban area of delhi and Surroundings 69
LANDUSE Delhi has experienced some of the quickest and most substantial urban growth in the history of the world. It has added approximately 20 million people over the past 60 years. Urban infrastructure development, including water supply and affordable housing, has not kept pace with urbanization trends, resulting in low service delivery levels and poor urban, public, and environmental health conditions. (source - Statistical Abstract of Delhi, Government of Delhi)
Delhi Master Plan 2021 (source - Delhi Development Authority)
DELHI MASTER PLAN 2021 The growth of Delhi has over the years has been on the ring and radial pattern with reliance on road based public transport. The development envisaged by the previous Plans was poly nodal with hierarchy of Commercial Centres located either on ring or radial roads. A major fall-out of this has been distortion between infrastructure, transport and land use. To achieve spatial balance, development should take place according to new corridors of mass movement. This has implications in terms of land use planning along the Mass Rapid Transport / Transit System. The proposed MRTS network will bring sizable urban area within walking distance from the proposed stations. This will have an impact on the existing structure of the city and consequently its development. This would not only help to solve, to some extent, the enormous problems of mass transportation, but would also generate a dynamic potential for growth and employment. This is particularly true for the Metro Rail System. In this context the MRTS corridors upto 500 m depth on either side from centre line of MRTS would require selective re-development and re-densification / intensification of existing land uses based on site conditions. This changed scenario provides opportunities for city restructuring and optimum utilization of the land along the MRTS corridors. In this process, a sizable proportion of the additional population with requisite facilities and employment can be absorbed along these corridors. (source -Delhi Master Plan 2021)
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4.3 PROFILE OF DELHI
General Characteristics Delhi is located in northern India between the latitudes of 28°-24’-17” and 28°-53’-00” North and longitudes of 76°-50’-24” and 77°-20’-37” East. Delhi sharesbordering with the Statesof Uttar Pradeshand Haryana. Delhi has an area of 1,483 sq. kms. Its maximum length is 51.90 kms and greatest widthis 48.48 kms. (source- Profile of Delhi - Delhi state report)
Physical Features Delhi is situated on the right bank of the river Yamuna at the periphery of the Gangetic plains. To the west and south-west is the great Indian Thar desert of Rajasthan state, formerly known as Rajputana and, to the east lies the river Yamuna across which has spread the greater Delhi of today. The ridges of the Aravelli range extend right into Delhi proper, towards the western side of the city, and this has given an undulating character to some parts of Delhi. The main city is situated on the west bank of the river. (source- Profile of Delhi - Delhi state report)
(source- Profile of Delhi - Delhi state report)
Climate
The average annual rainfall in Delhi is 714 mm, three-fourths of which falls in July, August and September. Heavy rainfall in the catchment areas of the Yamuna can result in a dangerous flood situation for the city. During the summer months of April, May and June, temperatures can rise to 40-45 degrees Celsius; winters are typically cold with temperatures during December and January falling to 4 to 5 degree Celsius. February, March, October and November are climatically the best months. (source- Profile of Delhi - Delhi state report)
(source- Profile of Delhi - Delhi state report)
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Population of Delhi After independence Seventh Population Census was undertaken in the entire area of NCT of Delhi between 9th February to 28th February 2011 with a provisional round from 1st to 5th March, 2011. As such, the population of Delhi, as on 1st March, 2011, has been worked out at 16.79 millions as against 13.85 millions as on 1st March, 2001. This reflects decennial growth of 21.2% of population after 2001 census. The corresponding percentage at All-India level has been worked out at 17.7%. The total population of Delhi is 1.39% of the All-India Population. (source - Statistical Abstract of Delhi, Government of Delhi)
AVERAGE ANNUAL EXPONENTIAL GROWTH RATE OF POPULATION IN DELHI The annual average exponential growth rate of population of Delhi was the highest (6.42%) during 1941-1951 due to large scale migration from Pakistan to India after partition in 1947. Since then the annual growth has been recorded 4.22 % during 19511961, 4.25% during 1961-1971, 4.25% during 1971-1981, 4.15% during 1981-1991 and 3.85% during 1991-2001. The annual average exponential growth rate of population of Delhi during 2001-2011 has been recorded as 1.94% . (source - Statistical Abstract of Delhi, Government of Delhi)
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4.4 DELHI ‘ZONE F’ Zone ‘F’ is identifiable with its low density and green character. This zone is mainly comprised of planned, well maintained posh residential localities This zone has some of the most prestigious institutions (like All India Institute of Medical Sciences, Safdarjung Hospital), universities and educational institutes, such as South Campus of Delhi University, Indian Institute of Technology, Jawahar Lal Nehru University, Jamia Milia, etc. Zone ‘F’ covers an area of 11958-Ha. This zone has been developing since pre-independence era through MPD-1962, MPD-2001 and now MPD-2021. As such, the zone has a hetrogenus characters, where theunplanned areas and planned areas developed under the norms of various plans co-exist. (source- Zonal Development Plan, DDA) Population : • Existing population year 2001 17,17,000 • Holding capacity as envisaged in MPD-2021- 19,75,000 • Projected Population Year-202119,75,000 (source- Zonal Development Plan, DDA)
TOD INFLUENCE ZONE PLAN Corridoor - Nehru Place - Badarpur
PROPOSED CORRIDOORS FOR TOD DEVELOPMENT IN DELHI MASTER PLAN
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(source- UTTIPEC, DDA)
5
SITE ANALYSIS
LOCATION - NEHRU PLACE DISTRICT CENTER - ZONE F
(source-Delhi Development Authority)
LANDUSE MAP - NEHRU PLACE
DELHI MASTER PLAN SHOWING ZONE F (source-Delhi Development Authority)
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5.1
(source- google maps)
Phtograph source - Arindam Sarkar (source- Nehru Place Placemaking Project report, UTTIPEC)
(source- Nehru Place Placemaking Project report, UTTIPEC)
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(source- Shakti Sustainable Energy Foundation, Delhi)
5.2
(source- Shakti Sustainable Energy Foundation, Delhi)
(source- google maps)
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5.3
(source - Author)
(source - Author)
(source - Author)
(source - Author)
(source - Author)
(source- google maps)
(source - Author)
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5.4
(source - Google earth)
(source - Author) (source - Google earth)
(source - Author)
(source - Google earth)
(source - Author)
(source - Google earth)
(source - Author)
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5.5 BUILDING USE MAP OF NEHRU PLACE DISTRICT CENTRE
(source - Author)
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5.6
TRANSPORT CONNECTIVITY
(source - Author)
80
(source - Author)
5.7
(source - Author) (source- Nehru Place Placemaking Project report, UTTIPEC)
(source - Author)
(source- Nehru Place Placemaking Project report, UTTIPEC)
(source- Nehru Place Placemaking Project report, UTTIPEC)
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5.8
(source-Indian Meteorological Department)
(source- metoblue) (source- metoblue)
(source-Indian Meteorological Department) (source- metoblue)
(source- metoblue)
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CLIMATE AND SHADOW ANALYSIS
(source- google maps)
(source-Indian Meteorological Department)
(source - Author)
(source- google maps)
(source - Author)
(source - Author)
(source - Author)
(source - Author)
(source - Author)
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(source-Indian Meteorological Department)
5.9
CONTEXT ANALYSIS
(source - Author)
84
(source - Author)
85
(source - Author)
86
5.10
(source - Author)
87
(source - Author)
88
(source - Author)
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5.11 SWOT ANALYSIS
(source - Author) (source - Author)
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TOD RULES AND REGULATIONS (UTTIPEC, DELHI DEVELOPMENT AUTHORITY) 6
TOD POLICY AND DEVELOPMENT CONTROL NORMS: Each TOD must have the following components: 1. Pedestrian & Cycle/ Cycle-Rickshaw Friendly Environment 2. Connectivity: Create dense networks of streets and paths for all modes. 3. Multi-modal Interchange: Mass transportation modes servicing the area should be well integrated to afford rapid and comfortable modal transfers. 4. Modal Shift Measures: Shift to Sustainable Modes by Using Design, Technology, Road Use Regulation, Mixed-Use, Parking Policy and Fiscal Measures 5. Placemaking and Safety: Urban places should be designed for enjoyment, relaxation and equity. 6. High Density, Mixed-Income Development: Compact Neighbourhoods for Shorter Commutes and Equity for All Sections of Society. 1. Street grid criteria for MT, NMT and pedestrians. 1. The maximum distance between two vehicular streets in a network should be no greater than 250m (C/C) at any point, with additional public access thoroughfares cutting through the block, as required. Therefore any block which is longer than 250m on any side, must provide a public thoroughfare for all modes, with additional public pedestrian thoroughfares, as required. 2. The maximum distance between two pedestrian/ NMT only streets in a network should be no greater than 150m (C/C) at any point. Any block which is longer than 150m on any side therefore, must provide a public thoroughfare for pedestrians. 3. ‘NMT-only’ streets shall be of width 6m or less, enabling only emergency vehicle access. 2. Primary pedestrian entry location of buildings. 1. At least one primary pedestrian entry to each building/complex to be located from the main street. 2. Primary pedestrian access to building or complexes should be located at the shortest possible distance from the nearest Station/ bus stop/ primary road junction. Where such entries are absent, they must be added. 3. Vehicular / service access should preferably be from Secondary Street wherever access to building is possible from multiple streets.
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3. MRTS Multi modal Interchange Checklist
Approximate parking space for each mode of transport
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4. Minimum Mixed-Use Criteria: 1. At least 30% residential and 20% Commercial & Institutional use (min. 5% commercial and min. 5% institutional use) of FAR is mandatory in every new/ redevelopment project within the Influence Zone. 2. New/ Redevelopment projects with more than 1.5 FAR of Commercial use shall be permitted/ located only within the 300 m walking distance from the MRTS station (Intense TOD zone). 3. At least 50% of total street frontage length of any TOD project should have an active frontage, i.e. a mix of at least two types of uses with different peak hours of activity stacked vertically, to provide round the- clock ‘eyes on the street’. 5. Setbacks
6. Minimum Ground Coverage The minimum Ground Coverage requirement for all plots, blocks and projects within TOD influence zones is 50%.
7. FAR For any integrated scheme, a max. FAR of 400 and a maximum density of 2000 persons per hectare (PPH) i.e. approx. 450 du/ha is permissible. The entire amalgamated plot will be considered for calculating the FAR and density. FAR utilization shall not be less than 300. Mandatory EWS FAR of 15% over and above the maximum permissible FAR shall be applicable. 8. Parking Standards In TOD zones, the permissible ECS (Permissible Equivalent Car Spaces) per 100 sqm. of floor area is 1.33.
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7
DESIGN RECOMMENDATIONS AND PROPOSALS
IDEAS AND DEVELOPMENT
Identifying the Metro stations around the site
Linking the proposed development directly to the metro stations
Introducing wwrecreational spaces along the path that links both the metro stations at the ground level and peripheral circulation at the upper level overlooking the open 95
ZONING
PROPOSED ACTIVITIES AND SITE AREA • Retail and Multi modal interchange outside Nehru Place metro station • Shopping Centre - Shops, Food court, Bank, Gym, Day-care, Exhibition area, Public Amenities, Library • Offices • Recreational, Informal Shopping streets • Multifunctional Public plaza • Parking Infrastructure • Residential Apartments - LIG, HIG, MIG housing (at Master Plan Level) Site area- 26 acres 10 acres at Master Plan Level Buildable area: 15 acres- 61231sqm Ground Coverage- 50%- 7.5 acres - 30615 sqm FAR- 3.5 Total Builtup Area -2,14,308.5sqm LanduseCommercial- 30% - 64,292.5 sqm (20% min according to TOD regulations) Rresidential- 30% - 64,292.5 sqm (30% min according to TOD regulations) Office10% - 21430 sqm Recreational- 10% - 21430 sqm (10% min according to TOD regulations) 20% at Master Plan Level
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VIEWS OF PHYSICAL SITE MODEL
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ZONING OF MULTI MODAL INTERCHANGE STATION
The area around Nehru Place Metro station is being used for surface parking. The Idea is to convert the space into a multi- modal transit station along with retail, public amenities and Multi Level car parking
A skywalk is introduced to link Nehru place and the proposed Tansit Oriented Development directly to the Metro station to segregate the pedestrian movement from the vehicular movement
DEVELOPMENT PROCESS
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MASSING
The shopping center is at the lower levels with residential apartments at the upper level
The apartments are located at the North east side with a direct view of the Lotus temple
Massing diagram showing the builtup witht the skywalks from the metro stations connected to the buildings
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ACTIVITY AND USER ANALYSIS
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DESIGN ENTRANCES
MOVEMENT
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VEGETATAION AND OPEN SPACES
SERVICES
102
View of the main entrance from the shopping center
- A street you go to, not just go through
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8
DESIGN
MASTER PLAN
VIEW FROM THE METRO STATION
105
GROUND FLOOR PLAN
106
FIRST FLOOR PLAN
SECTION A-A’
SECTION B-B’ 107
DETAILS OF SHOP TYPOLOGY
SECTION C-C’
SECTION D-D’ 108
3D RENDERS
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9
BIBLIOGRAPHY
Government Publications Area Planning, Delhi Development Authority (2010), ‘Zonal Development Plan for Zone ‘F’ Delhi Development Authority, (2017), ‘Master Plan Delhi 2021’ Directorate of Economics and Statistics, Government of Delhi, (2016), ‘Statistical Abstract of Delhi’ Institute of Urban Transport (India), (2012), ‘Review of Urban Transport in India’ Ministry of Urban Development (MoUD), Government of India, (2012), ‘National Transport Development Policy Committee (NTPC)’ National Institute of Urban Affairs (NIUA), New Delhi with support of Foreign and Commonwealth Office (FCO), Government of UK, TOD, (2016) ‘TOD for Indian Smart Cities’ Ravi Gadepalli, Shakti Sustainable Energy Foundation, Anusha Vaid, iTransPvt. Ltd. New Delhi, India (2015) ‘Parking Policy as a counter measure to promote public transport, Case Study of Nehru Place, Delhi’ Unified Traffic and Transportation Infrastructure (Planning and Engineering) Centre of the Delhi Development Authority (2014), ‘Transit oriented Development Manual’ Unified Traffic and Transportation Infrastructure (Planning and Engineering) Centre of the Delhi Development Authority (2014),’Dwarka Cycle Share Project’ P.S. Uttarwar, Addl. Commissioner (Retd.)/ Consultant, DDA, Paromita Roy Unified Traffic and Transportation Infrastructure (Planning and Engineering) Centre of the Delhi Development Authority (2014), ‘Transit Oriented Development (TOD) Policy East Delhi Hub - Kadkadooma TOD project’ Unified Traffic and Transportation Infrastructure (Planning and Engineering) Centre of the Delhi Development Authority with support from the Shakti Sustainable Energy Foundation and implemented by ICLEI South Asia, Sandeep Gandhi Architects, Innovative Transport Solutions, Clean Air Asia and O M Logic between (July 2013 - February 2014) ‘Nehru Place Placemaking Project: Strategies to Retrofit a Central Business District’ Unpublished work HOK, USA, F+A Architects, USA , L&T Reality– Systematic Drawings, Seawoods Grand Central, accessed August 7, 2018 Journals City of Melbourne, Gehl Architects. (2004). Melbourne, Australia: City of Melbourne, ‘Places for People: Melbourne 2004’ accessed August 8, 2018 Hansen Partnership Pty Ltd. (2005). Melbourne, Australia: City of Melbourne,‘CBD Lanes Built Form Review’ accessed August 7,2018 110
Mandi House, metro station - Delhi Urban Art commission – ‘Integrating the metro station with the neighborhood mandi House Metro Station’, accessed August 9,2018 Prepared by Sarah Ferreter, Mike Lewis, Mike Pickford, ‘Melbourne’s Revitalized Laneways Melbourne, Australia’, accessed August 7,2018 Internet References Archdaily - https://www.archdaily.com/804628/marine-gateway-perkins-plus-will, accessed August 10,2018 Archdaily - Rotterdam Central Station / Benthem Crouwel Architects + MVSA Architects + West 8 https://www.archdaily.com/588218/rotterdam-central-station-benthem-crouwel-architects-mvsa-meyer-en-van-schooten-architecten-and-west-8 Larsen and Turbo, Seawoods Grand Central, Navi Mumbai - https://www.lntrealty.com/retails/ seawoods-grand-central-navi-mumbai, accessed August 7, 2018 Meteoblue - https://www.meteoblue.com/en/weather/forecast/modelclimate/new-delhi_india_1261481 MA Architects, Seawoods Grand Central, Navi Mumbai - https://www.maarchitects.in/, accessed August 12,2018 Mantri Developers, Mantri Square Mall, Bangalore - http://www.mantrisquare.com/about-us. php,accessed August 10,2018 Mantri Centrium - https://www.mantri.in/centrium/, accessed August 10,2018 Marine Gateway - http://marinegateway.com/, accessed August 10,2018 MWC Consultants Ltd. - file:///C:/Users/Swati/Downloads/Marine-Gateway.pdf, accessed August 10,2018 Perkins+Will - https://perkinswill.com/news/marine-gateway-reinvents-transit-oriented-development, accessed August 10,2018 Sustainable Architecture and Building Magazine- https://sabmagazine.com/2017/06/01/marine-gateway-development-vancouver/, accessed December 10,2018 Times of India (2014), https://timesofindia.indiatimes.com/city/bengaluru/church-street-to-become-pedestrians-paradise/articleshow/63293202.cms,accessed August 12,2018
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