hong yang p1 presentation

Achieving a balanced network

0 100 200 300km

Tianjin

BinhaiBaoding

Shijiazhuang

Handan

Xingtai

Hengshui

Cangzhou

Langfang

Beijing

Tangshan

Qinhuangdao

ChengdeZhangjiakou

Ecological belt

Coastal economic belt

Traditional industry belt

Beijing-Tianjin Corridor

Governmental Plan

0 2 4 10 20km0 2 4 10 20km

A new developing strategy for a High-speed Train Station,emphasizing the Social-Spatial Integration

in Beijing-Tianjin-Hebei mega region corridor, the northeast of China.

P1/01-11-2011/ TUDelft/ Name: Hong Yang/ Student nr. 4121139/ e-mail: [email protected]/ graduation studio: Complex City

0 100 200 300km

Tianjin

BinhaiBaoding

Shijiazhuang

Handan

Xingtai

Hengshui

Cangzhou

Langfang

Beijing

Tangshan

Qinhuangdao

ChengdeZhangjiakou

Ecological belt




MotivationContradiction 1:

A new high-speed train station will be located in Binhai New District - an strategic new city in Beijing-Tianjin-Hebei mega region. From the two newest versions of governmental plan, its potential impact on the local development is far from fully exploration.

0 4 8 20 40km0 4 8 20 40km0 4 8 20 40km0 4 8 20 40km

??

??

fig02. HST station area in 2005 Tianjin Master Plan for 2020Sources: (Tianjin Master Plan, 2005)

fig03. HST station area in 2006 Binhai Master Plan for 2020Sources: (Binhai Master Plan, 2006)

fig01. Second stage of Beijing-Tianjin-Heibei Regional Strategy PlanSources: (by Wu. The second report of research on rural & urban development planning for Beijing-Tianjin-Hebei, 2006)

Contradiction 2:

The current development in the mode of setting large monofunctional industry parks in Binhai New District, has raised a series of urban issues: functional segregation, high energy cost, low living quality. In the newest version of governmental plan, the problems have not been addressed to solve or lease.

fig04. Image of working and living separatelySources: (by the author, 2011)

Motivation

Tianjin

In-between

Binhai

Based on the above two contradictions, the motivation of the graduation project is to use the HST station as an opportunity to find a proper development mode for Binhai New District.

The methodology could also be applied to the other areas/cities in a rapid developing region.

Motivation

Location and ContentBeijing-Tianjin-Hebei Region is located in the northeast of China. It is the third biggest coastal city region following Yangtze River Delta and Pearl River Delta. It is the most dynamic node in Bohai Sea Rim, also play a key role in Northeast Asia.

Beijing and Tianjin are two main cities in this region and they are surrounded by eleven small cities in Hebei province. The distance between the two cities is only 120 km.

Binhai New District is a vice-province district in Tianjin. It is located in the east coastal area of Tianjin. It was set up as a national economic development district. The GDP of it in 2010 has been the half of Tianjin, beyond Pudong New District in Shanghai.

0 20 40 60km

0 100 200 300km

Beijing-Tianjin-Hebei Region

Tianjin

Binhai New District

Area: 2,270 km2 (19% of Tianjin)

Population:2,300,000 (17.8% of Tianjin)

GDP:371billion yuan (51% of Tianjin)

Employment:368,500 (18% of Tianjin)

Distance from city centre:40km

Area: 11,920 km2 (Beijing: 16,800 km2)

Population:12,900,000 (Beijing: 19,600,000)

Distance from Beijing:120km

Area: 183,700 km2

Population:76,000,000China

Beijing

Heibei

Yangtze River Delta

Pearl River Delta

fig05. Location in national, regional and city scaleSources: ( Google map & the author, 2011)

BackgroundBeijing-Tianjin-Hebei Mega Region

The region: -A polycentric metropolitan region-The hinterland of Beijing linking resource, market and space.Tianjin:-The Second city, a traditional industry city.Binhai New District-The most important port in the region (the third in China), which is Beijing lack of.

The regional cooperation is still in starting stage.-Core cities have not bring more opportunities to the hinterland.-regional resource has not given sufficient support to core cities.


In the second phase of regional plan for Beijing-Tianjin-Hebei. A new pattern as “One axis, three belts” was mentioned to improve the regional development balance.

The expansion of “Beijing-Tianjin Corridor” meets “Coastal economical belt” at Binhai New District, which highlights the role of Binhai New District in the regional level.

0 100 200 300km

Tianjin

BinhaiBaoding

Shijiazhuang

Handan

Xingtai

Hengshui

Cangzhou

Langfang

Beijing

Tangshan

Qinhuangdao

ChengdeZhangjiakou

Ecological belt




Beijing

TianjinBaoding

Shijiazhuang

Handan

Xingtai

Hengshui

Cangzhou

LangfangTangshan

Qinhuangdao

ChengdeZhangjiakou

0 100 200 300km

0.002000.004000.006000.008000.00

10000.0012000.0014000.00

Uni

t: 10

0,00

0,00

0 yu

an

Gross Regional Product, 2009

fig07. Second stage of Beijing-Tianjin-Heibei Regional Strategy PlanSources: (by Wu. The second report of research on rural & urban development planning for Beijing-Tianjin-Hebei, 2006)

fig06. Gross regional productSources: ( Chinese regional economic year book, 2010, by the author, 2011)

Regional Infrastructure

The new high-speed train system in the region pushes forward the formation of network in hard infrastructure, as the backbone of regional cooperation network. The resource sharing and industry chain reconstruction gradually starts.

Two important high-speed railways, Beijing-Tianjin intercity railway and Tianjin-Qinhuangdao railway meet at Binhai New District. The existing Tianjin-Binhai metro line also has improved the mobility along Beijing-Tianjin corridor.

Besides, a plan for a Beijing Second Airport is still under-discussion to lease the stress of Beijing Airport. To use the existing Tianjin Airport (between Tianjin and Binhai) effectively is also another proposed option.

High-speed railway

Metro

High-speed railwayunder construction

to Yangtze River Delta

South

Liaon

ing Reg

ion

Bohai Sea

Shijiaz

huan

g

Baod

ing

Tian

jinSh

angh

ai

Beijing

Binh

ai

Tang

shan

0.5h 0.5h

0.25h 0.5h 0.5h

0.5h

6h

Qinh

uang

dao

0 4 8 20 40km0 40 100 200km

fig08. High-speed train system in Beijing-Tianjin-HebeiSources: ( by the author, 2011)

Background

Regional mode

The mobility is reforming the mode of the region.Binhai New District is becoming an essential node both on hard network and flow of resource and market.

Formal region mode New region mode

Ecology belt


Ecologic belt


Ecology belt


Ecologic belt


Beijing Tianjin Binhai

Traditional role Core in all Industry city

Sub-coreRole in network Service core Manufactory core

Port

IndustryR

estructuring

? ??

fig09. Abstraction of regional modeSources: (by the author, 2011)

fig10. Doubting of role in networkSources: (by the author, 2011)

Background

Beijing

TianjinBaoding

Shijiazhuang

Handan

Xingtai

Hengshui

Cangzhou

LangfangTangshan

Qinhuangdao

ChengdeZhangjiakou

0 100 200 300km

0.002000.004000.006000.008000.00

10000.0012000.0014000.00

Uni

t: 10

0,00

0,00

0 yu

an

Gross Regional Product, 2009

Industry Restructuring

Since Beijing turned to focus on developing the tertiary industry, it has launched a massive industry relocation. During last 20 years, Beijing has move most its formal large factories in secondary industry to its surrounding areas in Beijing-Tianjin-Heibei Region.

Tianjin, as the second biggest economic sector in the region, became the main receiving zone.

2002

2002

2009

2009

>70%50% - 70%40% - 50%30% - 40%20% - 30%

>60%50% - 60%30% - 50%20% - 30%0 - 20%

fig12. Rate of the tertiary industry in GDP, in Beijing-Tianjin-Hebei regionSources: (Chinese regional economic year book, 2003&2010, by the author, 2011)

fig13. Rate of the secondary industry in GDP, in Beijing-Tianjin-Hebei regionSources: (Chinese regional economic year book, 2003&2010, by the author, 2011)

fig11. Gross regional product of Beijing-Tianjin-Hebei Sources: ( Chinese regional economic year book, 2010, by the author, 2011)

Background

0 20 40 60km

Innercity

Counties

Binhai New District

Counties

Suburban

0

500

1000

1500

2000

2500

3000

Innercity Suburban Coun es Binhai NewDistrict

Uni

t: 10

0,00

0,00

0 yu

an

Gross Domes c Product of Tianjin, 2009

Primary Industry

Secondary Industry

Ter ary Industry

0100200300400500

Innercity Suburban Coun es Binhai NewDistrictU

nit:

100,

000,

000

yuan

Gross Domes c Product of Tianjin, 1993

Primary Industry

Secondary Industry

Ter ary Industry


The similar process also happened inside Tianjin itself: the inner city depends on the well linkage with Beijing, also get more opportunity to take part in tertiary industry and strives to consolidate its role as service and culture centre of Tianjin. Therefore, it also needs to move the secondary industry out for more available land.

To achieve this, Binhai New District was established in 1994 by Tianjin municipality. The formal rural salt lick has been the most important sector in Tianjin's economy, mainly on the secondary industry.

1993

1993

2009

2009

>70%50% - 70%40% - 50%30% - 40%20% - 30%

>60%50% - 60%30% - 50%20% - 30%0 - 20%

fig15. Rate of the tertiary industry in GDP, in TianjinSources: (Tianjin economic year book, 1994&2010, by the author, 2011)

fig16. Rate of the secondary industry in GDP, in TianjinSources: (Tianjin economic year book, 1994&2010, by the author, 2011)

fig14. GDP of Tianjin, 2008Sources: ( Tianjin economic year book, 2008, by the author, 2011)

Background

Dagang

TangguTPFTZ

TEDA

Binhai Hi-tech

Hangu

0.00

200.00

400.00

600.00

800.00

1000.00

1200.00

Tanggu Han'gu Dagang TEDA TPFTZ Binhai Hi-tech

Uni

t: 10

0,00

0,00

0 yu

an

Gross Domestic Product of Binhai New District, 2009

Primary Industry

Secondary Industry

Tertiary Industry

0 10 20 30km


The restructuring of industry is not only in the single direction. This relocation in Binhai was started with setting several industry parks.

With the new industry gathering, more business service related to these industries appeared around the industry parks. The opportunity for new business centre comes in following.

2002

2002

2009

2009

>70%50% - 70%40% - 50%30% - 40%20% - 30%

>60%50% - 60%30% - 50%20% - 30%0 - 20%

fig18. Rate of the tertiary industry in GDP, in BinhaiSources: (Binhai economic year book, 1994&2010, by the author, 2011)

fig19. Rate of the secondary industry in GDP, in BinhaiSources: (Binhai economic year book, 1994&2010, by the author, 2011)

fig17. GDP of Binhai, 2008Sources: ( Binhai economic year book, 2008, by the author, 2011)

Background


I describe the process by using the Dupuy's definition of place in network and Sassen' view in global city:

- Absolute high level and low level has disappeared in the network. Service and industry did not separate simply in space (Dupuy, 2008).

- They distribute in network in a kind of interactive balance (Dupuy, 2008).

- Dynamic high-tech development department also includes low-income position. Backward sectors, such as the degraded manufacture or low-paid service, are maybe the most important sectors in rapid development (Sassen, 1991).

- The place in the low-level economic activity sometimes is another kind of highly specialized centre (Sassen, 1991).

Background

Regional Problem

-No concrete relationship between regional plan and local governmental master plan.-HST station has not been considered as an opportunity to restructure the surrounding urban area, even less in social-spatial integrated potentiality.

Problem field

0 4 8 20 40km0 4 8 20 40km0 4 8 20 40km0 4 8 20 40km

??

??

fig20. HST station area in Tianjin Master Plan for 2020Sources: (Tianjin Master Plan, 2005)

fig21. HST station area in Binhai Master Plan for 2020Sources: (Tianjin Master Plan, 2006)

Governmental Plan

0 2 4 10 20km0 2 4 10 20km

0 100 200 300km

Tianjin

BinhaiBaoding

Shijiazhuang

Handan

Xingtai

Hengshui

Cangzhou

Langfang

Beijing

Tangshan

Qinhuangdao

ChengdeZhangjiakou

Ecological belt



Beijing-Tianjin CorridorCity master plan

Existing urban structure: Duo-centre mode with several fragments in in-between area, in these fragments, segregations existed in all aspects - spatial, economy, social, environment.

Governmental proposal and tools-To full fill the corridor by simply enlarging pieces of fragments to clusters, but keep the monofunctional mode without expressing as a linking structure.-To control the developments, to leave the possibility for the future development and the access to regional landscape, by setting green belt between monofunctional industry clusters.

fig22. Existing spatial structure of TianjinSources: (Tianjin Master Plan, 2005, by the author, 2011)

fig23. Planned spatial structure of Tianjin for 2020Sources: (Tianjin Master Plan, 2005, by the author, 2011)

Problem field

350,000

45,50031,500

273,000

Workers in Binhai New District, 2009

live in Binhai

travel by metro

travel by bus

travel by shuttle or car

2. Separation between living and working-traffic congestion-high energy cost-high time cost, low quality of life for commuting groups

Urban reality1. Monofunctional industry fragments:Workers cannot use the area. Rural inhabitants cannot get benefits from the factory.

fig24. Industry typology in the in-between corridorSources: (Google map, 2011)

fig25. Factory in the in-between corridorSources: (Google map, 2011)

fig26. The rate of traffic mode of workers in BinhaiSources: (Population plan of Binhai, 2009, Binhai economic year book, 2010, by the author, 2011 )

fig27. Traffic congestion between Tianjin and BinhaiSources: (http://tianjinwe.com, 2011)

Problem field

fig28. Image of working and living separatelySources: (by the author, 2011)

Tianjin

In-between

Binhai

Problem field

Policy feature of fast-developing economic development zone

-Less policy restrict-Less application period-Local municipality has high autonomy rights

Land-use feature of economic development zone

-High uncertainty-Loose land-use, reserved land for future development-Market-oriented, most function is only for industry. Service offering is less.

Plan feature of economic development zone

-Offer mass of available lands, no hierarchy.-Similar function planned in different projects.-Quickly made to attract investment-Service facilities are planned but delay to implement due to market-oriented content.

Problem field

The governmental local plan

0 4 8 20 40km0 8 16 40 80km0 4 8 20 40km0 8 16 40 80km

0 100 200 300km

Tianjin

BinhaiBaoding

Shijiazhuang

Handan

Xingtai

Hengshui

Cangzhou

Langfang

Beijing

Tangshan

Qinhuangdao

ChengdeZhangjiakou

Ecological belt




fig29. Existing situation of the corridor and centre of BinhaiSources: (Tianjin Master Plan, 2005)

fig30. Planned the corridor and centre of Binhai for 2020Sources: (Tianjin Master Plan, 2005)

Problem field

Governmental Plan

0 2 4 10 20km0 2 4 10 20km

Evaluate the governmental plan

Land-use: Just start to solve the problem in existing industry park by adding housing around it, but to continue the monofunctional structure in new industrial development, leaving more problem for future.

0 2 4 10 20km

living/serviceindustryport/airport

green beltparkriver/lake

searailway

highwayplanned highway

train station

living/serviceindustryport/airport

green beltparkriver/lake

searailway

highway

train station

0 4 8 20 40km0 8 16 40 80km0 4 8 20 40km0 8 16 40 80km

fig31. Existing situation of the corridor and centre of BinhaiSources: (Tianjin Master Plan, 2005, by the author, 2011)

fig32. Planned the corridor and centre of Binhai for 2020Sources: (Tianjin Master Plan, 2005, by the author, 2011)

Problem field


Land-use in projects:Similar massive projects were set together. There is no strategy hierarchy in plan. The areas in city compete for investment and internal market with each other, without collaboration and correlation.

0 2 4 10 20km

0 4 8 20 40km0 8 16 40 80km

fig33. New projects the corridor and centre of Binhai for 2020Sources: (Tianjin Master Plan, 2005, by the author, 2011)

Airport LogisticIndustry Park

Eco-city

Binhai Station

Yujiabu Station & CBD

Port Industrial Park

Hi-tech Industry Park

Modern Metallurgy Industry Park

University City

Problem field


Infrastructure:Road system-Still mainly focus on goods delivery at regional level.

0 2 4 10 20km

living/serviceindustrypark

green beltriver/lakesea

railwayhighway

main roadmetro line

train stationmetro

planned metro line

planned highway

living/serviceindustrypark

green beltriver/lakesea

railwayhighway

main roadmetro line

train stationmetro

0 4 8 20 40km0 8 16 40 80km0 4 8 20 40km0 8 16 40 80kmfig34. Existing infrastructure of the corridor and centre of BinhaiSources: (Tianjin Master Plan, 2005, by the author, 2011)

fig35. Planned infrastructure of the corridor and centre of Binhai for 2020Sources: (Tianjin Master Plan, 2005, by the author, 2011)

Problem field


Infrastructure:Metro system-Several regional important nodes are overlapped by public transportation.Conclusion:Transportation facilities focus on the accessibility of the regional driving force.

?

0 2 4 10 20km

0 4 8 20 40km0 8 16 40 80km

fig36. Overlap of infrastructure and regional driving forceSources: (Tianjin Master Plan, 2005, by the author, 2011)

Eco-city

Binhai Station

Binhai Centre



Problem field

?

fig37. Planned landscape of the corridor and centre of Binhai for 2020Sources: (Tianjin Master Plan, 2005, by the author, 2011) 0 2 4 10 20km

0 4 8 20 40km0 8 16 40 80km

Eco-city

Binhai Station

Binhai Centre




Landscape:Without considering existing and planned land-use and infrastructure.Be combined with infrastructure, low integration with surrounding area in function, more like boundaries.

?

?

?

0 4 8 20 40km0 8 16 40 80km

Problem field

Problem StatementThere are two main problems on the government plan.

On one hand, the governmental plan does not solve the existing segregation in the in-between corridor. -It only enlarges the monofunctional industry area.-It does not consider the functional and social segregation in the in-between corridor.-It does not consider the hierarchy between projects and areas.

On the other hand, the governmental plan does not recognise the impact and opportunity from the regional high-speed train station.-It could be an opportunity to restructure the in-between corridor and landscape for its strategic location.-It could be an opportunity to give a hierarchy to solve functional and social segregation by its priority as a regional infrastructure.

Beijing Tianjin Binhai

Traditional role Core in all Industry city Port

Role in network Service core Sub-service coreR&D core

Manufactory core

Specific service core

Industry Park

CBD

Port

Role on mobilityCentral node HST StationJoint nodeJoint node

Labour

Main Airport Associated Airport Airport

Housing

Service

IndustryR

estructure

Regional Driving force

Publictransportation

Local ChallengeLocal influence

IntegratedPlan

fig38. Problem frameworkSources: (by the author, 2011)

Problem StatementProblem framework

Research QuestionMain research question:

How to use the regional high-speed train station as a new centrality to improve the spatial and social integration in the surrounding industry area?

Sub-research question:

-What are the potential functions in high-speed station node relate to the industry area? -What is the possible mix-functional land use mode in labour intensive industry development area?-What is the potential network for commuters to participate into social activities? -What is the possible strategy to offer the accessible housing to workers near their working place in the market orient-ed content?-What is the potential role for the greenbelt as the linkage of urbanization and the regional park instead of a bound-ary?

Methodology

Polycentric regionLocal development

Station development

Beijin-Tianjin-Hebei mega regionBeijing-Tianjin CorridorRegional Infrastructure

Polycentric development

Governmental regional strategy Governmental local plan

Problem statement

HST station planLand use

InfrastructureLandscape

Existing local problem

New city-RegionRegional developmentGlobalizationPolycentric urban regionSplintering urbanismPlanning into fragmented societyThe Regeneration power of train stationdevelopment

Research question

New Strategy

HST stationSurrounding area

Theory Study

Empirical study

Empirical StudyAmsterdam central stationRotterdam central station

Testing design

Evaluation

Criteria

Gap Gap

Suggestion forimprovementOutput

Data researchPolicy reflection

Mapping

Research tool

Guide principle

Data researchMapping

Research tool

P1 &

P2

P3P4

P5

fig39. Phasing and time-scheduleSources: (by the author, 2011)

Theory related

New city-regionRegional development Globalization

Splintering urbanism The Regeneration power of train station development Polycentric urban region Planning into fragmented society

Graham, S. & Marvin, S.

Bertolini, L.

Zonneveld, W.

Healey, P.

Dupuy, G.Network theory

Theory Author/Expert

Case studyRotterdam Central Station area and Amsterdam Central Station area

The survey will explore:

How do key station projects function to structuring the development of surrounding area?

How do they integrate the regional investment into local interests?

How do they react to the existing and potential social-spatial segregation?

fig40. Rotterdam central station projectSources: (West 8,http://www.west8.nl/projects/rotterdam_centraal_station/, 2011)

fig41. Amsterdam central station projectSources: (Benthem Crouwel, http://www.stationseiland.amsterdam.nl/, 2011)

RelevanceSocial relevance

The paper gives an emphatic attention to a special group during the process of industry restructuring and relocation - commuters. They are the harmed agency in the polycentric developing process. They have to leave their home early and get back late. They are isolated during the daytime in their factory and journey in shuttle bus. This high time cost makes them separated from their society and their family.

Because commuters still have a job and basic housing, they are still less discussed in China. However, the group is extremely huge for the labour – intensive industry developing level of China. High pressure, increasing divorce rate, more and more dink families and increasing Juvenile rate are common among them. They need to be concerned and addressed by planners.

Scientific relevance

There are a certain amount of previous research and practice tried to find a suitable pattern for the suburban sprawl like T.O.D. (Transit Oriented Development). However, most of them have been proved not suitable to Chinese cities for the differences in city size, economic level and decision making system. The supported service, facilities will only ap-pear if there is sufficient market and volumes of demand (Marcuse, 2008), especially under the neo-liberal economic policy system. The similar situation also happened in implementation of social housing policy.

On the other land, the national government own absolute controlling force on large national and regional projects. In-vestments and resource can be mustered in short time. Whether there is a way for planners to integrate some facili-ties offering development with these large projects to achieve more than economic return, will be explore in the pa-per.

The end

Question?

hong yang p1 presentation

Technology

delta beijingtianjin

tianjin distance

tianjin gdp

half of tianjin

tianjin employment

langfang tianjin chengde14000

km2 beijing

beijing population