The document discusses regional infrastructure and socio-spatial cohesion in China. It notes that industry decentralization and the government's regional vision have led to job-living separation and uneven infrastructure distribution locally. Specifically, the focus on high-income demands and centralized planning has increased commuting costs and caused social segregation for low-income workers in Tianjin's Binhai district. The research aims to propose an integrated strategy to improve accessibility and cohesion through reviewing theory, planning proposals, and evaluating government plans.

1. Achieving a P2/27-01-2012/ TUDelft/ Complex City
Hong Yang/ nr. 4121139/ H.Yang-3@student.tudelft.nl
First mentor: Dr. Diego Sepulveda Carmona
Second mentor: Prof. Henco Bekkering
balanced network
An integrated strategy for a new regional infrastructure,
improving the job accessiblility and the socio-spatial cohesion

2. contents
Introduction
-general trend
-contexts in China
Problem field
-research location
-problem description
-problem statement
Defining research
-aim
-research question
Research action
-theory review
-an integrated plan proposal
-evaluating of the governmental plan
Structure
-methodology
-time schedule
Future Products
-plan level
-design level

3. introduction -- general trend
The widespread regionalization approach as “the
networked Mega-City-Region ” (Scott, 2001) has
changed local space dramatically: Urban functions became
increasingly separated in space and time; People commute
over longer distances (Priemus and Hall, 2005). This spatial
fragmentation leads to a series of social segregation in local
scale (Kain, 1969; Price and Mills, 1985; Ellwood, 1986).

4. introduction -- contexts in China
Chinese regionalization
92% of Chinese G.D.P.
The networked city region has been
recognized in the Pearl River Delta and
Yangtze Delta Regions of China (Hall,
1999; Hall and Pfeiffer, 2000).
Other Chinese regions are also in their
formation process.
fig01. Chinese urban cluster
Sources: (McKinsey Company, 2011)

5. introduction -- contexts in China
Chinese regionalization
The contradiction between fast regional development and slow local
changes has emerged in China. In this research, a special concern
will be given on how the industry decentralization process
and the arising commuting problem can potentiate if both are
considered integrated into the development process.

6. introduction -- contexts in China
fig02. Relationship between dynamics
Sources: (Asbeek Brusse et al., 2002:, p.142.)

7. introduction -- contexts in China
The current development is mainly based on labour-
intensive manufacture and processing industry.
G.D.P.
Manufacture
Workers 34,900,000 people
fig03. Rate of manufactory in Chinese G.D.P. and numbers of workers in
Chinese manufacture sector
Sources: (Chinese regional economic year book, 2010; by the author, 2012)

8. introduction -- contexts in China
The current development is mainly based on labour-
intensive manufacture and processing industry.
fig04. Shenzhen economic special zone
Sources: (http://www.xinhuanet.com/english/, 2011)
1. Establishing special
economic zone (since 1980)
fig05. Fall housing
Sources: (http://www.xinhuanet.com/english/, 2011)
2. Reforming the housing
allocation system (since 1988)
GOVERNMENT
BY LAW
National Spatial
Focus
Regional Spatial
Strategy
Mega scale
Master plan
City scale
Master plan
70%
GOVERNMENT
3. A centralized planning 30%
GOVERNMENT Urban design for
BY MARKET
spatial intervention
system DEVELOPER
LOCAL
ACIVEMENT
LOCAL INHABITANT
0%
fig06. Chinese planning system
Sources: (Sun, 2010)

9. introduction -- contexts in China
Achieving the transformation to talent-
intensive service economy
The current development is mainly based on labour-
intensive manufacture and processing industry.
1. Establishing special economic
zone (since 1980)
2. Reforming the housing fig07. smiling curve
allocation system (since 1988) Sources: (wikipedia, 2010)
3. A centralized planning system

10. introduction -- contexts in China
Achieving the transformation to talent-intensive
service economy
The current development is mainly based on labour-
intensive manufacture and processing industry.
1. Establishing special economic
zone (since 1980)
2. Reforming the housing fig07. smiling curve
allocation system (since 1988) Sources: (wikipedia, 2010)
3. A centralized planning system
Focusing on the long-term
development and demands from
the high-income group;
ignoring the current
demands from low-income
workers and other local inhabitants

11. introduction -- contexts in China
Achieving the transformation to talent-intensive
service economy
The current development is mainly based on labour-
intensive manufacture and processing industry.
1. Establishing special economic
zone (since 1980)
2. Reforming the housing
allocation system (since 1988)
3. A centralized planning system
Focusing on the long-term
development and demands from
the high-income group;
ignoring the current demands
from low-income workers and
other local inhabitants
Spatial Consequence of Political Dynamic
spatial
1. Job-living
separation
2. uneven distribution
of infrastructures and facilities

12. introduction -- contexts in China
Household consumption expenditure distribution
Achieving the transformation to talent-intensive
service economy
The current development is mainly based on labour- Education
intensive manufacture and processing industry.
Transportation
fig07. Household consumption expenditure distribution
Sources: (Chinese regional economic year book, 2010)
1. Pressure from increasing1. Establishing special economic
zone (since 1980)
commuting cost for 2 . R e f o r m i n g t h e h o u s i n g
allocation system (since 1988)
low-income workers 3. A centralized planning system
Focusing on the long-term
both on money and time development and demands from
2. Social the high-income group;
ignoring the current demands
segregation from low-income workers and
other local inhabitants
Spatial Consequence of Political Dynamic
1. job-living spatial separation
2. uneven distribution of
infrastructures and facilities
, 2009

13. introduction -- contexts in China
Achieving the transformation to talent-intensive
service economy
The current development is mainly based on labour-
intensive manufacture and processing industry.
1. Pressure from increasing 1. Establishing special economic
commuting cost for low-income zone (since 1980)
workers both on money and time 2. Reforming the housing
2. Social segregation allocation system (since 1988)
3. A centralized planning system
Focusing on the long-term
development and demands from
the high-income group;
ignoring the current demands
from low-income workers and
other local inhabitants
Spatial Consequence of Sociocultural Spatial Consequence of Political Dynamic
Dynamic 1. job-living spatial separation
Both the cheap labour 2. uneven distribution of
infrastructures and facilities
and industries move
out

14. introduction -- contexts in China
Achieving the transformation to talent-
intensive service economy
Developing mainly based on labour-intensive
manufacture and processing industry
1. Pressure from increasing 1. Establishing special economic
commuting cost for low-income zone (since 1980)
workers both on money and time 2. Reforming the housing
2. Social segregation allocation system (since 1988)
3. A centralized planning system
Focusing on the long-term
development and demands from
the high-income group;
ignoring the current demands
from low-incomeW workers and
other local inhabitants
Spatial Consequence of Sociocultural Spatial Consequence of Political Dynamic
Dynamic 1. job-living spatial separation
Both the cheap labour and 2. uneven distribution of
industries move out infrastructures and facilities

15. problem field -- research location
Beijing-Tianjin-Hebei Region
Area:
183,700 km2
Population:
China Yangtze River Delta
76,000,000
Pearl River Delta
Tianjin
Area:
11,920 km2 (Beijing: 16,800 km2)
Beijing
Population:
Heibei 12,900,000 (Beijing: 19,600,000)
0 100 200 300km
Binhai New District
Area:
2,270 km2 (19% of Tianjin)
Population:
2,300,000 (17.8% of Tianjin)
G.D.P.:
371billion yuan (51% of Tianjin)
Employment:
0 20 40 60km 368,500 (18% of Tianjin)
fig09. Location in national, regional and city scale
Sources: ( Google map & the author, 2011)

16. problem field -- research location
Compare with the Netherlands
Beijing and Tianjin The Netherlands
Population: Population:
42,500,000 16,850,000
130 km 130 km
fig10. Beijing municipality and Tianjin municipality fig11. The Nethelands
Sources: ( Sun, 2010) Sources: ( Sun, 2010)
The core of Tianjin Randstad South
30 km 30 km and Binhai Wing
Population: Population:
5,115,000 3,500,000
fig12. The core of Tianjin and Binhai fig13. Randstad South Wing
Sources: ( Sun, 2010) Sources: ( Sun, 2010)

17. problem field -- problem description
1. Regional development
- Industry decentralization
- the governmental regional vision
- the regional infrastructure
2. Local reality
- land-use
- transportation system
- social cohesion

18. problem field -- problem description
Regional development -- Industry decentralization
Gross Domes c Product ofof secondary
The rate Tianjin, 1993 industry in G.D.P.
500
400
300
200
The Industry
Primary Beijing-Tianjin-Hebei Region Tianjin Binhai
100 in 2000 Secondary Industry
Ter ary Industry
0
Innercity Suburban Coun es Binhai New
District
Hangu
Chengde
Gross Domes c Product of Tianjin,
Zhangjiakou Binhai Hi-tech
Beijing 2009
Gross Domestic Product of Binhai New District, 2009 TEDA
Qinhuangdao 1200.00 Counties TPFTZ
3000
Tangshan Tanggu
Langfang 1000.00
2500
Unit: 100,000,000 yuan
Tianjin
800.00
2000 Baoding
Primary Industry 600.00 Innercity
1500 Cangzhou Binhai New DistrictPrimary Industry
Shijiazhuang Secondary Industry Suburban Secondary Industry
, 1993
1000 Hengshui
Ter ary Industry
400.00
Tertiary Industry Dagang
500 Xingtai
Gross Domes c Product of Tianjin, 1993
200.00
Counties
500 0.00
0
Unit: 100,000,000 yuan
Handan
rimary Industry 400
Innercity Suburban Coun es Binhai New
Tanggu Han'gu Dagang TEDA TPFTZ Binhai Hi-
tech
econdary Industry 300 District Primary Industry 0 20 40 60km 0 10 20 30km
200
er ary Industry Secondary Industry
0 100
100 200 300km
in 2010 Suburban
Ter ary Industry
0
Innercity Coun es Binhai New
ct, 2009 District
Hangu
Chengde Hangu
Zhangjiakou
njin, Binhai Hi-tech
Gross Domes c Product of Tianjin,
Beijing
Gross Domestic Product of Binhai New District, 2009
Qinhuangdao TEDA
Binhai Hi-tech
gdao Counties Gross Domestic ProductTPFTZ
of Binhai New District, 2009
1200.00
2009 Langfang
Tangshan
Counties
Tanggu
TEDA
1000.00 Tianjin
1200.00 TPFTZ
3000 Tanggu
Unit: 100,000,000 yuan
Baoding 1000.00
800.00 2500
Unit: 100,000,000 yuan
Unit: 100,000,000 yuan
Innercity Cangzhou 800.00
600.00
mary Industry 2000 ShijiazhuangBinhai New District Industry
Primary
condary Industry Suburban Hengshui Primary Industry
Secondary Industry 600.00 Innercity
400.00 1500 Binhai New District Primary Industry
r ary Industry Xingtai SecondaryIndustry
Tertiary Industry 400.00 Dagang
Suburban Secondary Industry
>60%
200.00 1000 Counties Ter ary Industry Tertiary Industry Dagang 50% - 60%
200.00 30% - 50%
0.00 500 Handan Counties
Tanggu Han'gu Dagang TEDA TPFTZ Binhai Hi- 20% - 30%
0.00
0 tech 0 - 20%
Innercity Suburban
0
Coun es Binhai New
20 40 60km Tanggu Han'gu 0 10
Dagang 20 30km
TEDA TPFTZ Binhai Hi-
tech
0 100
District 200 300km 0 20 40 60km 0 10 20 30km
fig14. the change of the secondary industry rate in G.D.P,. in Beijing-Tianjin-Hebei region, among region, Tianjin and Binhai, between 2000 and 2010
Sources: (Chinese regional economic year book, 1990-2010, by the author, 2011)

19. problem field -- problem description
Regional development -- the governmental regional vision
Ecological belt
Chengde
Gross Regional Product, 2009 Zhangjiakou
Chengde
14000.00 Zhangjiakou
Unit: 100,000,000 yuan
Beijing-Tianjin Corridor
12000.00
10000.00 Binhai Beijing
Qinhuangdao
Tangshan
8000.00 Langfang
6000.00 Tianjin Qinhuangdao
4000.00
Baoding Beijing
Cangzhou
2000.00 Shijiazhuang
0.00 Hengshui Tangshan
Xingtai
Handan Langfang Tianjin
Baoding
0 100 200 300km Binhai Coastal
fig15. Gross regional product of the Beijing-Tianjin-Hebei Region economic belt
Sources: ( Chinese regional economic year book, 2010, by the Cangzhou
author, 2011)
Shijiazhuang
Hengshui
Xingtai
Traditional industry belt
Handan
0 100 200 300km
fig16. Second stage of Beijing-Tianjin-Hebei Regional Strategy Plan
Sources: (by Wu. The second report of research on rural & urban development planning for
Beijing-Tianjin-Hebei, 2006)

20. problem field -- problem description
Regional development -- the regional infrastructure
Ecological belt
Chengde
Zhangjiakou n
gio
Re
Beijing-Tianjin Corridor
g
in
aon
Li
h
ut
g
an
So
Qinhuangdao
hu
Beijing
ng
ng
az
di
iji
i ji
o
ao
Be
Sh
Ba
gd
Tangshan
n
ha
an
ai
in
gs
hu
nh
nj
0.5h 0.5h 0.5 n
in
Bi
a
Ta
h Langfang Tianjin
Q
Ti
0.25h 0.5h 0.5h Baoding
Binhai Coastal
Bohai Sea
ai
6h
gh
economic belt
an
Sh
Cangzhou
Shijiazhuang
Hengshui
Xingtai
to
Ya
High-speed railway
n
Traditional industry belt
gt
High-speed railway
ze
under construction
Ri
ve
r
Metro
De
Handan
l
ta
0 100 200 300km
fig17. High-speed train system in Beijing-Tianjin-Hebei
Sources: ( by the author, 2011)

21. problem field -- problem description
Local reality -- land-use
fragmented and monofunctional
fig19. Industry typology in the in-between corridor
Sources: (Google map, 2011)
0 24 10 20km 0 24 10 20km
fig18. Existing spatial structure of Tianjin
Sources: (Tianjin Master Plan, 2005, by the author, 2011)
fig20. Factory in the in-between corridor
Sources: (Google map, 2011)

22. problem field -- problem description
Local reality -- land-use
function distribution
job living facility
fig21. Job, living and facility distribution
Sources: (Google map, 2011)

23. problem field -- problem description
Local reality -- transportation system Workers in Binhai New District, 2009
metro
273 000 live in Binhai
350,000 travel by metro
travel by bus
travel by shuttle or car
31,500
45,500
fig23. The rate of traffic mode of workers in Binhai
Sources: (Population plan of Binhai, 2009, Binhai economic
year book, 2010, by the author, 2011 )
fig22. Ridership of existing metro between Tianjin and Binhai
Sources: (Sun, 2011)

24. problem field -- problem description
Local reality -- transportation system Workers in Binhai New District, 2009
bus
273 000 live in Binhai
350,000 travel by metro
travel by bus
travel by shuttle or car
31,500
45,500
fig23. The rate of traffic mode of workers in Binhai
Sources: (Population plan of Binhai, 2009, Binhai economic
year book, 2010, by the author, 2011 )
Bus 132
Time table:
06:00 -- 08:00 per half an hour
08:00 -- 11:00 None
11:00 -- 13:00 per hour
13:00 -- 16:00 None
16:00 -- 18:30 per half an hour
fig25. Bus stop
Sources: (http://tianjin.8486.cn, 2011)
fig24. Bus stop
Sources: (Google map, 2011)

25. problem field -- problem description
Local reality -- transportation system Workers in Binhai New District, 2009
shuttle or car
273 000 live in Binhai
350,000 travel by metro
travel by bus
travel by shuttle or car
31,500
45,500
fig23. The rate of traffic mode of workers in Binhai
Sources: (Population plan of Binhai, 2009, Binhai economic
year book, 2010, by the author, 2011 )
fig26. Congestion
Sources: (Sun, 2010)

26. problem field -- problem description
Local reality -- social cohesion
The commuters who spend more than 4 hours per day are
mainly excluded from developing an own social network.
Tianjin Binhai
fig27. Image of working and living separately
Sources: (by the author, 2011)

27. problem field -- problem description
Local reality -- social cohesion
Original farmers lose their
traditional job but get little
benefit from new constructions
and functions.
fig28. New settlement, industry and original farmer house
Sources: (Sun, 2010)

28. problem field -- problem statement
The industry sector suburbanization in the Beijing-
Tianjin-Hebei region has led to an increasing time consuming
commuting problem and a manifest local socio-spatial
segregation, and it is not supportive to the new H.S.T. as a
main mobility spine. It relates to the regional developing perspective
even the national long-term economic development, which has not
been recognized. The importance of the industrial sector workers
and logistics cannot be ignored.
The new H.S.T. station will form new centrality conditions in
the local scale. It can be seen as an opportunity to counteract
the negative effects on the local scale if facilitates different
transport modes, as well if includes the interests of local actors
into the regional development perspectives.

29. Defining research -- aim
To search for possible instruments and planning tools towards:
-- integrating interests of local actors into governmental
high- investment regional infrastructure development projects
(airport, train station and port);
-- developing an urban/regional centrality system with
supporting conditions (like mixed functions and new sub networks)
which also can help to redistribute the urban facilities and
infrastructures at a local scale, towards a better territory
cohesion.

30. Defining research -- research question
Main research question
How to use the H.S.T Station project to re-define a new
centrality condition with services oriented function
meeting old industrial ones, activating various types of existing and
proposed networks, considering the interests of new regional
commuters and the local actors, in order to improve the socio-
spatial cohesion, in a highly fragmented area, in the Beijing-
Tianjin-Hebei Mega-City-Region main corridor?

31. Defining research -- research question
Sub-research questions
1. Which are the roles and potentialities of new regional infrastructure hub projects (airport,
ports and train stations) both in regional and local scale, especially the H.S.T station in
developing suburban areas?
2. Which functions are needed in a H.S.T. station and its surrounding area to support
the regional mobility? In which way can these new functions also integrate the local
demands for centrality conditions?
3. Which transportation links are needed for a H.S.T. station to transfer the regional
flow? How can these links facilitate the existing local transportation ones?
4. Which are the demands of the various local groups -- old and new ones? What
kind of capacities and potentialities of them could link to help each other, and support the
development of H.S.T station and the new centrality surround it?

32. research Action -- theory review
Link to sub-research question 1: CATS Systems Plan -- Land Station Types
A node and place model (Bertolini, Use Program: Station Types
multi-alternative
1996) - a station works both as a node Report (source: Charlotte Transportation transfer facilities
in regional system and a place in local Area Transit System
scale. Charlotte-Mecklenburg
Planning Commission, 2005) a high quality public
Placemaking space to orient the
facilities
a joint development
Land Development
on civic and public
uses
Neighborhood
Regional
Station
Station
STATION TYPES
Multi-modal
Urban Station
Station
fig29. A node and place model (Bertolini,1996)
Community Station
Link to sub-research question 2,3,4:
fig30. Land Use Program: Station Types Report
T.O.D. experience from Asian practice source: (Charlotte Area Transit System, Charlotte-Mecklenburg Planning
Commission, 2005)
Elements of T.O.D. in U.S.A. Asian model of T.O.D. (5D2) Translation into Chinese suburban areas
Mixed Uses Diverse Destinations Mixed uses in multiscale and multigroup support
Integrated plan
proposal
Transit services Distributed Dividends Equal redistribution of infrastructures and facilities to all economic groups
Higher Density Differentiated Density Differentiated distance/density/price (housing) considering
Pedestrian friendly environment Deluxe Design Qualified and active public spaces Highlights in
design
400-800 meters radius Dockized District Possible enlargering radius
fig31. learn from T.O.D. in Asian
source: (by author, 2012; based on the The Asian Model of TOD, Zhang, 2006)

33. research Action -- an integrated plan proposal
role actors functions transportation
“Strong actors” like: -Offices for service, finance, -Medium, short distance journey
Regional level Nodes in network -Service/ financial insurance, high-knowledge -Private cars parking
enterprises and hi-tech, etc. -Taxi parking
-Business men -High end real estates -Pedestrian
-Tourists -Fast/medium public transportation,
-Middle class inhabitants e.g. metro, light rail, tram
purchasing potentialities
supplement and offering
demands and certain
New regional mobility
centrality condition
encourage
targeted groups to
attract and service
groups with huge
support
variable choices
infrastructure nodes
forming the
interchange
interchange
-Long, medium distance journey
“Weak actors” like: -Daily facilities for
Local level Place with links
-Manufacturies supermarkets, restaurants,
-Bike parking
-Pedestrian
-Low-income workers hospitals, schools, post-
-Medium/slow public transportation,
-Original farmers offices, banks, schools
e.g. light rail, tram and bus
-Existing inhabitants (kindergarten), etc.
To service variable groups + Multi-function + Multi-transportation network = An integrated plan proposal
fig32. plan proposal
source: (by author, 2012)

34. research Action -- evaluating the governmental plan
Land-use: only focusing on using the station in the urban edge to lead the future expansion of Binhai core in east side, without
enlarging its role to re-organise the existing monofunctional industrial fragments in wide west area;
concentrated infrastructures block and disconnect to the landscape.
in 2005 Plan for 2020
living/service green belt sea highway living/service green belt sea highway
industry park railway industry park railway planned highway
port/airport river/lake train station port/airport river/lake train station
0 4 16
0 8 8 20
40 40km
80km 0 4 16
0 8 8 20
40 40km
80km
0 24 10 20km
fig32. Existing situation of the corridor and centre of Binhai fig33. Planned the corridor and centre of Binhai for 2020
Sources: (Tianjin Master Plan, 2005, by the author, 2011) Sources: (Tianjin Master Plan, 2005, by the author, 2011)

35. research Action -- evaluating the governmental plan
Infrastructure: The public transportation systems are still self-contained in the Tianjin and Binhai, the effective links between
airport and H.S.T. station was discussed but has not been promoted in recent projects. Obviously, the large commuting demand from
the planned industry area has not been considered as a part of the reason.
in 2005 Plan for 2020
?
?
living/service green belt railway main road train station living/service green belt railway main road train station
industry river/lake highway metro line metro industry river/lake highway metro line metro
park sea park sea planned planned
highway metro line
0 4 16
0 8 8 20
40 40km
80km 0 4 16
0 8 8 20
40 40km
80km
0 24 10 20km
fig34. Existing infrastructure of the corridor and centre of Binhai fig35. Planned infrastructure of the corridor and centre of Binhai for 2020
Sources: (Tianjin Master Plan, 2005, by the author, 2011) Sources: (Tianjin Master Plan, 2005, by the author, 2011)

36. research Action -- evaluating the governmental plan
Actors:
Considering the development only towards high end sectors like financial business and high-tech industry, ignoring the demands and
capacities from old industry sectors and the workers associated to it

37. structure -- methodology
Theoretical framework Empirical study Research Method
of Beijin-Tianjin-Hebei Mega-City Region main corrider
Map
-Regionalization Regional development: Local reality:
Observe
(Priemus and Hall, 2004) -Polycentric structure -The spatial separation
Interview
-Polycentric -Super infrastructure, e.g.. -The separated transportation
development (Friedman, H.S.T system
2002; 2005) -High investment -social segregation
-Planning into the
fragmented society Gap
(Healey, 1997)
Problem statement
This is a big mismatch between polycentric regional
development approach and local socio-spatial fragmented
reality.
Aim
Counteract the negative impacts on local scale of regional
developments inside regional projects
Main research question
How to use the H.S.T. Station project to re-define a new
centrality conditions to improve the socio-spatial cohesion,
in a highly fragmented area?
Sub research questions Research Method
The role of station Needed functions Needed links in The demands and Map
in the multi-levels both in multi-levels multi-levels potentialities of all
actors
The local governmental plan Research Method
Chinese context
-Labor-intense economy
+ Transit Oriented
Development
= -Mixedintegrated plan proposal in China
An
land-use
Evaluation through Map
-Immature suburban Transit Joint -Equal transportation system -land-use
housing development Development -Considering the interests of all the actors -transportation
system -landscape
-Centralized Planning Develop-Oriented Transit
system
Asian Model of T.O.D.
Vision for the H.S.T. station and its Research Method
(Zhang, 2006)
surrounding area Map
Reference case: Zuidplaspolder Case study
Recommendation Research by design
Research Method Research Method Modeling
Statistics Literature
Literature Urban Design for crucial place(s)
fig36. Methodology
Reference case: Rotterdam Central
Sources: (by the author, 2011) Station

38. structure -- time schedule
P1 P2 P3 P4 P5
May
Mar
Nov
Dec
Sep
Feb
Apr
Oct
Jun
Jan
Surveying the regional development
A historic overview of industry
decentralization and regionalization
An overview of regional strategy and
regional infrastructure plan
Understanding the regional hierarchy (the
new H.S.T. station in Binhai) and its
potentiality
Surveying the local reality
An overview of the current problem on land-use of Binhai,
understanding its social consequence
An overview of the current problem on transportation of Binhai,
understanding its social consequence
An overview of the current space-related social problem in Binhai,
understanding its harm, exploring the capacities of various social groups
An integrated plan approach for large suburban infrastructure node projects in China
The vision for H.S.T station in Binhai
An evaluation of the
governmental plan
An overview of tools and method from
case study
A vision contained the land-use, the transportation system, actors and
the implement
The test design for the crucial
area(s)
fig37. Time schedule
Sources: (by the author, 2011)

39. future products -- plan level
rvice green belt railway main road train station
river/lake highway metro line metro
sea planned planned
highway metro line
living/service railway
industry highway fig38. Working map-current condition
park mainroad 0 21
4 10
2.5 20km
5 Sources: (by the author, 2011, based on Google Map 2011)
river/lake subroad
railway metro

40. future products -- plan level
+

41. future products -- plan level
hotel
golf
office
factory
school
village garbage station

42. future products -- plan level
highway
bus stop
main road
highway
highway
company shattle
metro station

43. future products -- plan level
case and reference Zuidplaspolder in Randstad South Wing
Zuidplaspolder area is the "gate Interregional Structure (2004-2005)
and front yard" of Randstad South
Wing.
The plan integrated the accessibility Inter-Municipal Structure Plan (early 2006)
improving project (A12), the multi-
functional expansion development
in Randstad South Wing and the Streekplanherziening (2006)
counteracting to the fragmented fig39. Plan for Zuidplaspolder
current land-use into a whole project. Source: (http://www.driehoekrzg.nl/driehoekrzg/pagina.
asp?pagnaam=homepage)
The plan crossed three levels and Current situation Plan for 2030
cleared the demands, roles and
finance of municipalities in different
levels.
What to learn:
How the planning instruments are
spatialized to counteract to the listed
contradictions?
Challenge:
How to evaluate these planning
instruments into the Chinese context
and Beijing-Tianjin-Hebei region?

44. future products -- design level
case and reference
Rotterdam Central Station
-different urban typologies in north and south --
city centre and suburban communities
-using public space to organise variable transit
systems
What to learn:
How to integrate the complexity of the local space to
the design for a H.S.T. station?
fig23. Plan for Rotterdam Center Station
Source: (http://www.maxwan.com/)

45. Thank you! Question?
rvice green belt railway main road train station
river/lake highway metro line metro
sea planned planned
highway metro line
living/service railway
industry highway fig38. Working map-current condition
park mainroad 0 21
4 10
2.5 20km
5 Sources: (by the author, 2011, based on Google Map 2011)
river/lake subroad
railway metro