URBAN MORPHOLOGICAL ด้วยกนั ในเวลำต่อมำ ชุมชนดังกล่ำวได้เจริญขึ้น TRANSFORMATION OF เป็น “ชุมชนเมือง” งำนวิจัยนี้จึงมีวัตถุประสงค์เพื่อ RIVERFRONT ศึกษำและวิเครำะห์พัฒนำกำรเชิงสัณฐำนของชุมชน COMMUNITIES IN THE เมืองริมน ำในพืนที่เกษตรกรรมแห่งนี ด้วย NAKHON CHAISRI BASIN, ้ ้ ้ THAILAND1 แบบจำลองเชิงสัณฐำน ตำมแนวคิดสัณฐำนวิทยำ เมือง ซึ่งจ ำลองรูปแบบโครงข่ำยกำรสัญจร และ Pornchai Jittiwasurat 2 พื้นที่วำง่ จำกแผนที่ทำงภูมิศำสตร์ ประกอบกบกำรั 3 Tapanee Rattanathavorn ส ำรวจพื้นที่ กำรสัมภำษณ์ และเอกสำรส ำคัญที่ เกี่ยวข้อง แล้วเปรียบเทียบควำมเปลี่ยนแปลงจำก
บทคัดย่อ อดีตถึงปัจจุบัน ผลกำรศึกษำพบว่ำ พื้นที่มี
พัฒนำกำรสำคัญ 3 ช่วงเวลำ คือ 1) ยุคไร่-นำ-สวน บริเวณลุ่มน้ำนครชัยศรี จังหวัดนครปฐม ประเทศ โอบล้อมชุมชนริมน้ ำ (พ.ศ. 2401-2500) 2) ยุค ไทย เป็ นช่วงที่แม่น้ ำท่ำจีนไหลผ่ำนจังหวัด ชุมชนเมืองขยำยตัวรุกล้ำไร ่-นำ-สวน (พ.ศ. 2501- นครปฐมใน 3 อ ำเภอ ได้แก่ บำงเลน นครชัยศรี 2535) 3) ยุคชุมชนเมืองกระจัดกระจำยไร้ทิศทำง และสำมพรำน เป็นบริเวณที่มีควำมอุดมสมบูรณ์ (พ.ศ. 2536-ปัจจุบัน) ปัจจัยส ำคัญที่ทำให้เก ิดกำร เหมำะแก่กำรตั้งถิ่นฐำนและกำรเพำะปลูก รวมทั้งมี เปลี่ยนแปลงของระบบนิเวศและสัณฐำนเชิงพื้นที่ ควำมสะดวกในกำรคมนำคมทำงน้ำ จึงเกิด “ตลำด คือ กำรตัดถนนและกำรเพิ่มขึ้นของสิ่งก่อสร้ำง ชุมชนริมน้ ำ” ขึ้น ซึ่งเป็นศูนย์กลำงของชุมชน มี และยังพบว่ำ บริเวณตลำดชุมชนริมน้ำที ่เจริญขึ้น ลักษณะเด่นของ “สังคมลุ่มแม่น้ ำ” ที่มีทั้งชำวนำ เป็นชุมชนเมือง มี 3 พื้นที่ ได้แก่ บริเวณตลำดบำง ชำวสวน ชำวบ้ำน และชำวตลำดพึ่งพำอำศัยอยู่ เลน อยูในอ่ ำเภอบำงเลน บริเวณตลำดท่ำนำ อยูใน่ อำเ ภอนครชัยศรี และบริเวณตลำดสำมพรำน อยูใน่ 1 พัฒนาการเชิงสัณฐานของชุมชนเมืองริมน ้า บริเวณล่มนุ ้า นครชัยศรี ประเทศไทย อำเภอสำมพรำน ทั้งนี้ บริเวณตลำดท่ำนำได้เกิด กระบวนกำรกลำยเป็นเมือง (urbanization) มำก 2 (พรชัย จิตติวสุรัตน์) Lecturer, Faculty of Architecture and Design, Rajamangala ที่สุด เนื่องจำกมีศักยภำพกำรเข้ำถึงสูงด้วยโครงขำย่ University of Technology Rattanakosin กำรสัญจรทำงบก รองลงมำ คือ ตลำดสำมพรำน (RMUTR), Nakhon Pathom, Thailand และตลำดบำงเลน ตำมลำดับ จึงมีข้อเสนอแนะใน 3 (ฐปณี รัตนถาวร) Lecturer, Faculty of กำรวำงแผนเชิงพื้นที่ โดยให้มีกำรควบคุมกำร Architecture and Design, Rajamangala University of Technology Rattanakosin เปลี่ยนแปลงรูปแบบกำรใช้ประโยชน์ที่ดินอย่ำง (RMUTR), Nakhon Pathom, Thailand
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เหมำะสม เพื่อคงไว้ซึ่งพื้นที่เกษตรกรรมที่มี Introduction
ควำมสำคัญของประเทศ The early settlements in the Central Plains of Thailand were located along the river Abstract since settlers needed water for their daily lives and agricultural practices. Although The main objectives of this study were to some lived further inland on high ground, analyze the urban morphological they drew water from the river through the transformation of riverfront communities system of canals. Serving as a major in agricultural areas in the Nakhon means of transportation, the river was a Chaisri river basin based on a spatial venue for exchanging produce and other configuration model following the Theory goods (Valipodom 2011). Between 1855 of Urban Morphology and to compare and 1910, many canals were dug to their transformations from the past to facilitate the expanded agricultural areas present. The theory of urban morphology and the transportation of produce, was used to create a pattern of especially rice and sugar cane for export. transportation networks and open spaces Many natural rivers and canals were on geographical maps; moreover, a field crisscrossed by these dug canals (Bunnag survey, interviews and a review of related et al. 1982), resulting in many nodes along literature were included. According to the the main rivers, canals and trails. Later, analysis, the basin has undergone three communities were formed along these noticeable phases of development as nodes and became resting areas for boats follows: 1) plantation-rice field-orchard and goods before there were further areas encompassing the riverfront developed into markets or small trading communities (1858–1957), 2) urban points for goods from boats and land communities taking over plantation-rice vehicles. Then the markets were relocated field-orchard areas (1958–1992) and 3) on land and named waterfront community urban sprawl (1993–present). markets (Figure 1). These markets Construction of roads and more buildings consisted of wooden row houses or is the main reason for a change in the indigenous shophouses used for ecology and the spatial configuration of commercial and residential purposes this area. Furthermore, three riverfront (Figure 2) (Panin and Jiratatsanakul 2001). community markets – Bang Len in Bang Boats of various sizes travelling along the Len District, Tha Na in Nakhon Chaisri rivers were a common scene and traders District and Sam Phran market in Sam from many areas would bring their own Phran District – have been transformed goods to be sold on the rivers; eventually into urban communities. Tha Na market is floating markets emerged. As markets the most urbanized due to its easy access expanded, more houses were built to the land transportation network, generating a village and later a sub- followed by Sam Pran market and Bang district, a district and an urban community. Len market, respectively. Such an urban community differs from other urban communities in that it is a
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Figure 1 Riverfront Communities in the Central Plains of Thailand (by the author 2014)
Figure 2 Atmosphere of a Waterfront Community Market (by the author, 2014)
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The Nakhon Chaisri river basin, a fertile and topography. In Sam Pran district, fruit area of the lower Central Plains, is located trees are most common, while in Bang Len between the Chao Phraya River and the Mae district, paddy fields are prevalent. In Klong River and is a tributary of the Tha Nakhon Chaisri district, the ratio of paddy Chin River, which flows through three fields to orchards is about the same districts of Nakhon Pathom Province – Bang (Pornsiripongse et al. 2008). (Figure 4) Len, Nakhon Chaisri and Sam Pran – before Agriculturalists have to learn how to draw emptying into the Gulf of Thailand in Samut and store water for their own use. (Figure 5) Sakhon Province. This 97-kilometer-long This is another characteristic of a riverine Nakhon Chaisri River covers an area of society. The community center or market is 1,122 square kilometers (Figure 3), most of surrounded by the agricultural area which is a flood plain. More than 200 (Valipodom 2012). Agricultural products natural and dug canals are found here; and handicrafts from nearby areas are sold in consequently, this area is ideal for the market and middlemen come to buy agricultural purposes since there is enough these products to sell them in Bangkok water to satisfy needs. However, the kinds (Pornsiripongse et al. 2008). of plants grown vary according to ecology
Figure 3 The Nakhon Chaisri Basin in the Central Plains of Thailand (Google map devised by the author 2014)
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Figure 4 Agricultural Areas in The Nakhon Chaisri Basin (by the author 2014)
Many waterfront community markets sprang 1994). In Nakhon Pathom Province, there up during the reigns of Kings Rama V, IV were seven waterfront community markets and VII (1868–1934). According to an in Bang Len District, the most of all three investigation of historical documents and old districts, followed by three markets in maps from 1913, there were many Nakhon Chaisri District and two markets in waterfront community markets along the Sam Pran District (Survey 2014) as shown Nakhon Chaisri River (Source: The Royal in Figure 5. The number varied because of Thai Survey Department). Most of the the topography, the density of canals, the markets still exist today, and while some did distance from each canal to each land route not appear on those maps, there is evidence and the fertility of the land. (Figure 6) Bang of their existence. It can be assumed that Len District is not far from the Gulf of these markets appeared after the maps had Thailand, facilitating the transportation of been completed. During that time, people and goods to major rivers; as a result, transportation was chiefly by water, and in there was greater circulation of people and 1942, when the Supan Transportation Co. goods in this area, resulting in the Ltd. began its boat services from waterfront emergence of more waterfront community community markets in Supan Buri Province markets that have gone on to be transformed to Ngio Rai pier in Nakhon Chaisri district, into urban communities, while the other two where Ngio Rai Train Station was situated, districts are flood plains with more winding water transportation became even more rivers (Pornsiripongse et al. 2008). This has important. People would take a train to discouraged the establishment of waterfront Bangkok from that station and get off at community markets. Bangkok Noi Train Station (Thon Buri), which became a market (Chompunich
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Bang Len
Nakhon Chaisri
Sam Phran
Figure 5 The Waterfront Community Markets along the Nakhon Chaisri River (Survey 2014)
Figure 6 Urban Morphological Characteristics of three districts (Google map 2014)
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Water management for agriculture, daily Nakhon Chaisri river basin is considered activities and transportation of goods extreme, especially after the introduction of through the river network has played a major the first National Economic and Social role in the settlement of the river basin, Development Plan (1961–1966). Under this shaping a distinctive spatial configuration plan, Nakhon Pathom Province came under that carves the shape and form of each the jurisdiction of the Bangkok Metropolis, community and city. These shapes and leading to further road construction. Major forms can be compared based on the urban roadways are Petchakasem Road connecting morphology through public space networks Bangkok with other provinces in the South or transportation networks; in other words, of Thailand and Borommaratchachonnani the relationship between the public space Road connecting Bangkok with the Nakhon network and the land or water transportation Chaisri river basin. In the past, people networks depends on the frequent use of commuted by boat or train but after the such networks (Paksukcharern 2005). If the completion of the road network network is very well connected, more (Chompunich 1994) the spotlight moved activities are carried out there than in less away from some waterfront community well connected networks; this mean that, the markets; however, some have developed density of passageways generates a lot of into urban communities, and surrounding activities, most of which are commercial. agricultural areas have been used for other On the other hand, a less well connected purposes – residential areas, factory sites, network generates fewer activities. A lower roads or locations of offices. The density of passageways is usual in an area importance of rivers and canals has lessened that requires tranquility or some activities as some of them have been filled as and that do not depend on a large amount of others have never been dredged so they are mobility (Hillier 2000). The public space difficult to travel along. Dikes are seen in reflects people’s ways of life there (Jones some parts of the canals, posing another and Larkham 1991). This is in line with the problem for those commuting along them. concept “Social Logics of Space and Spatial This affects the way of life that residents are Logics of Society”, describing a society as used to (Pornsiripongse et al. 2008). Under being able to influence the spatial order and these conditions, the urban morphological spatial management, and this makes that transformation of these waterfront society unique (Hillier and Hanson, 1984). community markets varies significantly. In addition, The road network is a key guide in urban development (Kasemsook et al. This research, therefore, aims to analyze the 2007). Changes in the land and water urban morphological transformation of transportation and space are crucial to the riverfront communities in the agricultural shapes, forms and directions of expansion as areas of the Nakhon Chaisri Basin from the well as the spatial change of an urban past to the present in order to gain an insight community. into its future prospects and to provide suggestions on the spatial planning of these The transformation of an urban community communities to preserve their valuable from a waterfront community market in the identities.
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Methodology passageway with a high potential of accessibility traders can take advantage of Theories the trips and this area can attract other trading activities. High natural movement Spatial configuration analysis was used to depends on the potential of the network explain the urban morphological connection and the number of activities that transformation of riverfront communities in attract other activities. Multiplier effects the agricultural areas of the Nakhon Chaisri result from these attractors; therefore, more river basin. The analysis was based on the and more trading activities are seen in this theory of natural movement, the theory of area forming a waterfront market and later movement economy process and the theory becoming a crowded urban community of spatial centrality. According to the along with other nearby areas with fewer analysis, a community and a city, in general, activities. Hillier (2000) considers this comprise two fundamental spatial elements crowded urban community a live center – passageways and public space – that since it has dynamic centrality. This urban facilitate a way of life and activities (Hillier morphology gives rise to a riverfront and Hanson, 1984). Very well connected community, and different morphologies lead passageways help both inhabitants and to different urban morphology visitors with different commuting purposes transformations. to move to and through their destinations more easily. An area that lends itself to a It can be concluded that the urban density of movement and various degrees of morphological transformation of riverfront activity is usually well integrated into the communities in the agricultural areas of the urban network resulting from natural Nakhon Chaisri river basin can be explained movement (Hillier et al. 1993) that allows by utilizing the three theories mentioned commuters to reach their destinations above. Space syntax was used to analyze different degrees of use due to the types of their spatial configurations by creating network connections. Different networks spatial model maps to investigate the lead to different potentials of accessibility relationship between passageway networks and this discrepancy reflects the frequent use and public space and the potential of of that area. As a result, one area is more accessibility to the areas and to study the quiet than another and the density of spatial centrality of urban communities. A passageways influences the number of system to measure the distance of each route activities performed along each passageway. and a system to determine the relationship This is in line with the movement economy between one route and another were set up process (Hillier 1996) in that an activity that to explain how the passage networks affect does not depend on a large number of trips the development of spatial configurations at made by a person, such as living or different times. agriculture, is seen along a passageway with a low potential of accessibility, while for an activity that depends on a large number of trips such as trading clusters along a
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Research methods as shown in red (the most concentrated) to orange, yellow, green and blue (the least The methodology involved a tool used to concentrated). The quantitative statistics for analyze the spatial configurations and each route were also included. An ideal analyses of activities that reflect land use spatial model map of a city should comprise patterns. It can be described in detail as all spectrums of color (red to blue) because follows: it represents multi-layers of the potential for accessibility of the route network in that The analysis of spatial configuration city. The spatial centrality or a riverfront characteristics and spatial centrality community should comprise warm determines the potential of accessibility to spectrums of color, implying a cluster of space and urban routes that facilitates free settlement with a high potential for flow of people. According to urban accessibility and a potential for being a live morphology (Hillier and Hanson 1984), the center (Hillier, 2000). The outer areas connection of passageways is related to the should comprise cold spectrums of color, popularity of a passageway used within the implying a low potential for accessibility or city. People tend to use the most direct and an agricultural area. shortest route; therefore, an axial line is drawn to connect convex spaces that people Then the spatial model map was analyzed in can walk to in a real situation. The axial line conjunction with land use patterns. These is the longest straight line and has the fewest patterns were secondary data taken from number, representing natural movement. All geographical maps, statistical information of the axial lines are linked in a network and related documents as well as field called the axial map or spatial model map of surveys representing land use patterns such an urban community. The data for the spatial as agricultural areas, commercial areas and model were based on the rivers, canals, areas of other activities as well as routes and roads, rails and trails that were in use at public space. In addition, the data included different periods. The sources of information in-depth interviews of key local informants were divided into three: an old map from in the market and agricultural areas. They 1912 to 1917, a geographical map L7018 provided information about land use from 1968 to 1975, and the Royal Thai patterns, area development and changes in Survey Department’s map (1: 50,000) from those areas. Data triangulation (Denzin 1998 to 2001. 1978) was used to validate the data collected from February to July 2014 to obtain Space syntax was used to process the information about the latest changes. information of the spatial model map to prioritize the relationship between space Urban Morphological Transformation accessibility in the entire network (Tuner, of Riverfront Communities 2003). The popularity of accessibility was displayed in a spectrum of color from red to The spatial model map revealed three blue. The highest potential for accessibility districts in Nakhon Pathom Province or integration was found in the urban fabric through which the Nakhon Chaisri River
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flows. The three districts - Bang Len, District. The Chedi Bucha Canal connected Nakhon Chaisri and Sam Pran -cover an area these two places (Pornsiripongse et al., of 1,122 square kilometers. It was found 2008: 113, Jindamaneerojana, 2011: 25). A that the development of the basin could be railroad track (Bangkok Noi (Thonburi) – divided into three major phases: 1) Petchaburi) built in 1903 ran past Nakhon plantation-rice field-orchard areas Chaisri Municipality. encompassing riverfront communities (1858–1957), 2) urban communities taking From 1910 to 1925, Muang Nakhon Chaisri over plantation-rice field-orchard areas was the route that King Rama VI took to go (1958–1992) and 3) urban sprawl (1993– to Muang Nakhon Pathom to perform his present). royal duties; therefore, Muang Nakhon Chaisri and Nakhon Pathom became more Period 1: Plantation-rice field-orchard important. Houses were located along the areas encompassing riverfront Nakhon Chaisri River and areas further communities (1858–1957) inland. In 1933, the wooded areas along the river were transformed into agricultural The characteristics of these riverfront areas that could fetch high prices. In 1942, a communities were more pronounced boat taxi service came into existence and because after 1857, more than 200 canals carried both passengers and goods from were dug to provide water for a wider span Supanburi Province along the Thachin of agricultural areas along the river; River, passing Nakhon Pathom to Samut therefore, those areas encompassed the Sakhon Province. The company was located communities. The canals were used for at Ngio Rai Pier where people would stop to commuting and transporting produce. With take a train (to Bangkok) at Ngio Rai Train the introduction of the canals, more Station (Pornsiripongse et al. 2008). This communities were seen along the river and created a junction where a land route and a the canals. In 1894, during the reign of King water route met and a riverfront market was Rama V, a new municiple, the established. From Supanburi to Nakhon administrative system, was introduced, Pathom, such markets were found at Bang resulting in the integration of Nakhon Luang, Sam Kha, Bang Sai Pa, Khun Pra Chaisri, Supanburi and Samut Sakhon. It Thawee, Bang Len, Bang Phasi, Mai Bang was named Nakhon Chaisri Municipality Pla, Bang Nok Krathung, Lam Praya, Huay and the administrative center was in Nakhon Plu, Tha Na, Rang Krathum, Ngio Rai, Don Chaisri; as a result, this municipality rapidly Wai, and Sam Pran, as shown on the 1913 became an urban community. However, it map (The Royal Thai Survey Department). was located on a narrow strip of land so it These waterfront markets reflected the fact was difficult to expand. King Rama V, that the city originated from a waterfront therefore, had the center relocated to Pra market with railroad tracks, rivers, canals Pathom Chedi Sub-district in 1901. King and wagon trails facilitating the Rama VI had Muang Nakhon Chaisri transportation of people and goods in and renamed Muang Nakhon Pathom, and Pra out of vicinal areas and Bangkok (Figure 7). Pathom Chedi was named Nakhon Chaisri
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Figure 7 The Locations of Waterfront Markets, Crowded Communities and Agricultural Areas in the First Phase
Figure 8 Spatial Configuration during the Period of Plantation-rice field-orchard Areas Encompassing Riverfront Communities (1858 – 1957)
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The spatial configuration of this period they could become crowded markets and (Figure 8) revealed a non-systematic water communities. transport network caused by the meandering Nakhon Chaisri River and canals as well as According to the data, it is clear that the winding wagon trails due to the topography. spatial configuration during the first phase Long straight lines representing dug canals resulted from different geographical and railroad tracks also appeared, and the conditions and ecological systems, leading highest degree of natural movement and that to different types of establishment and types of the potential for accessibility to the spatial of agricultural practices such as growing centrality were found in the center of the rice, fruit trees and other plants. During this river in Nakhon Chaisri District because its phase, the agricultural areas outnumbered grid was almost perpendicular across the the residential and commercial areas so it center and its high integration value was at can be said that plantations, fields and 0.3541. A solid red line was seen over the orchards surrounded the riverfront point where Narapirom Canal and communities, most of which were situated at Thawiwattana Cannal met the Nakhon the mouths of canals and at the points where Chaisri River down to Mahasawat Canal and wagon trails and canals met. The river Chedi Bucha Canal. The waterfront markets mouths and junctions were important factors and crowded communities were clustered on that promoted the growth and the density of the banks of the Nakhon Chaisri River, waterfront markets and communities. The which branched out into three markets higher potential for visibility and (Huay Plu, Tha Na and Ngio Rai). The accessibility, the more advantageous for a canals were related to rice-growing areas place. Take Nakhon Chaisri District as an running from the upper part of the river. example. However, a very well-connected Later there was a mix of paddy fields and route network that is widely used alone can coconut and bamboo trees further down the also create such a market and community, river where farmers drew water for their for example, in Bang Len District and Sam farms. The low degree of natural movement Pran District. and that of the potential for accessibility were found in the lower basin of Sam Pran Period 2: Urban communities taking District. The low integration value was at over plantation-rice field-orchard 0.1169. A light–dark blue line represented a areas (1958 – 1992) wooded area where there was no community or waterfront market. However, the markets In 1957, Thailand entered a period of and communities in this area were located in national development following the areas whose degree of potential for visibility guidelines set by the 1st National Economic and accessibility was average to low. This and Social Development Plan (1961–1966). might be because of the continuation of the The plan focused on the development of water route network and other open areas infrastructure and public utilities, resulting such as branches of canals and wagon trails. in the spatial configuration of the Nakhon However, these markets and communities Chaisri river basin since the construction of were on the route of the boat taxi; as a result, roads and bridges, particularly the
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Downloaded from Brill.com10/05/2021 11:50:31AM via free access Urban Morphological Transformation of Riverfront Communities in The Nakhon Chaisri Basin, Thailand construction of Petchakasem Road in 1962, Borommaratchachonnani Road. The in the rural areas and agricultural areas of construction of roads and bridges facilitated Nakhon Pathom Province; therefore, a trip land transportation; therefore, more and from Bangkok to this province became more people settled along the roads so they quicker than traveling by train or boat. At were less dependent on rivers and canals for first, however, people still traveled by boat water consumption and transportation. In or train until a bus service was opened and addition, factories were built along the it became more popular. Eventually, the rivers. These factories discharged waste boat taxi was terminated services in 1967. water into the rivers and canals. However, In 1980, more roads were built along the farmers still needed water from the rivers wagon trails and in 1984 Pechakasem Road and canals for their fields, farms and was connected with the 6-lane orchards but their decreased dependence on Borommaratchachonnani Road. This new the rivers and canals had a direct effect on road was connected with Phutthamonthon the existence of waterfront markets and Road 4, 5, 6 and 7. In 1988, a bridge communities because water transportation crossing the Nakhon Chaisri River was built was less popular. Due to this, since 1987, to connect nearby provinces – Supanburi, waterfront have markets lost their Pathum Thani and Nonthaburi – so people importance and been replaced by could travel further and could choose to shophouses built along the roads (Figure 9). travel by boat, train or bus. The spatial configuration at this time (Figure Rice growing was done in most of the areas 10) was shaped by water and land route in Bang Len since it was a large plot of land networks; as a result, it was a combination and was divided into smaller plots by canals of two lines with similar proportions, in that, that paralleled roads. However, the number (1) the natural movement of canals and of these roads was fewer than those in roads followed the topography and (2) the Nakhon Chaisri District and Sam Pran long straight lines of railways, dug canals, District. Rice growing, farming and fruit and newly-constructed roads affected the tree growing were scattered in Nakhon trends of natural movement and potential for Chaisri District with a water network and access to the spatial centrality. The roads running through the fields, farms and concentration of natural movement and orchards. Orchards predominated in Sam potential access to the spatial centrality were Pran District; as a result, the most ditches at the lower part of the basin bordering were found here and roads were more Nakhon Chaisri District and Sam Pran winding than in the other two areas because District since the old water route network of the topography. At that time, the urban co-existed with the new road network more communities in these three districts were not densely than in other areas, especially in the so crowded but Muang Nakhon Pathom areas Petchakasem Road ran through. In bordering Nakhon Chaisri District to the addition, in this area, there were small canals west, Thonburi to the east and Sam Pran and small roads crisscrossing in the orchard District expanded further, especially along areas, resulting in a high integration value at Petchakasem Road and 0.6268. The dug canals included
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Naraphirom Canal, Mahasawad Canal, Yong It is clear that the spatial configuration in Canal and Chedi Bucha Canal. The access this period showed a transition from water potential to the spatial centrality through transport to land transport, leading to a these canals was twice as high as that in the lower degree of natural movement and past while the potential for access to the potential for access to the spatial centrality spatial centrality through main roads was by water and the witnessing of urban about the same at 0.6742. These main roads expansion along the roads. This also included Petchakasem Road, resulted in the decreased popularity of Borommaratchachonnani Road, waterfront markets that were later difficult Phuttamonthon 5 and railroads as shown by to access. However, agricultural areas could the red line. People chose to travel on land be more readily accessed due to new road more than on water and this corresponded to networks. Thus, this period can be referred the crowded communities in Nakhon to as one in which “urban communities took Pathom District, which expanded towards over plantation-rice field-orchard areas.” Nakhon Chaisri District. The lowest degree The old and new networks – both water and of natural movement and potential for access road – increased the general visibility to the spatial centrality was at the upper part potential and the potential for access to the of the basin in Bang Len District, whose spatial centrality of the areas, particularly, integration was as low as 0.1620 at Bang those in Nakhon Chaisri District and Sam Pasi Canal and 0.1954 in dead-end Pran District, leading to further urban community roads as shown by the light blue expansion and more crowded communities and dark blue lines that loosely crisscrossed. than in other areas in Bang Len District An explanation for this is that there was not whose visibility potential and the potential a main road running along these areas and for access to spatial centrality was lower but the spatial configurations of water courses its existing transport networks were still were transformed; as a result, some canals intact and in use so most of these areas were disappeared as they were filled in to make for agriculture. way for roads.
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Figure 9: Waterfront Community Markets: Crowded Communities and Characteristics of Agricultural Practices of the Second Phase
Figure 10: Spatial Configuration during the Period of Urban Communities Taking Over
Plantation-rice field-orchard Areas (1958 –1992)
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Period 3: Urban sprawl (1993-present) communities and new commercial areas; however, trading is still carried out only These areas underwent subtle changes, but within the waterfront markets. Also, some after 1992 these changes became more of these markets have been transformed into noticeable when the riverfront communities tourist attractions or residences but some were transformed into urban communities have been completely transformed and with the introduction of main and minor nobody can recognize that they were once roads passing the agricultural areas and waterfront markets. The urban communities along the rivers and canals. As a result, land in Nakhon Chaisri river basin originated transport has become more popular so from riverfront communities. According to houses and shops are seen along the roads. the 2000 maps, urban expansion in the Real estate housing projects, commercial Nakhon Chaisri District was influenced by buildings and factories have sprung up. the urban expansion of Nakhon Pathom During the past 20 years (1993–2013), the District but that of Sam Pran was influenced number of structures has increased threefold by the urban expansion of Samut Sakon in these three districts. The highest number Province and Bangkok along Petchakasem was in Sam Pran District, followed by Road and Borommaratchachonnani Road. Nakhon Chaisri District and Bang Len One can take Highway 346 from Bang Len District (Department of Provincial District to Supanburi Province and Pathum Administration 2014). At the same time, the Thani Province. All of these factors resulted agricultural areas have been reduced in these in three markets in three districts – Bang three districts, particularly in Nakhon Len market, Tha Na market (Nakhon Chaisri District and Sam Pran District Chaisri) and Sam Pran market – becoming (National Statistical Office 2014). The more crowded than other areas. This agricultural practices in the three districts explains why Sam Pran market became are different in that in Bang Len District Muang municipality, which is a higher level, almost all of the areas are rice fields. A while Bang Len and Tha Na became large piece of land is dissected by a canal Tambon municipalities. In addition, the network and roads running along the canals. markets at Bang Luang, Rang Kratum, Lam but the road and canal networks are not Paya, Huay Plu and Don Wai became tightly woven. In Nakhon Chaisri District, Tambon municipalities (Department of farmers grow rice, fruit trees, flowers, Provincial Administration 2014) as shown in vegetables and herbs. The canal and road Figure 11. networks are tightly woven while in Sam Pran District, farmers grow mostly fruit trees, flowers and herbs. Farmers still practice ridging; therefore, a large number of Ditches, small canals, and winding roads are found in this district (Nakhonpathom Cultural Office, 2014). The areas around the waterfront markets that can be accessed by road have become crowded urban
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Figure 11: Waterfront Community Markets: Crowded Communities and Characteristics of Agricultural Practices of the Second Phase
Figure 12: Spatial Configuration during the Period of Urban Sprawl (1993–present)
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The spatial configuration during this period It can be concluded that the present spatial (Figure 12) was formed by the land route configuration is completely changed when network comprising two distinct lines, in compared with that in the past due to the that, (1) many of the natural movement lines land transport network that replaced the running towards villages wind along the water transport network. This has led to a areas. These are short lines running closely high degree of natural movement or the to one another throughout the basin potential for access to spatial centrality. especially in the lower part. (2) The rather Currently, the land transport network covers long straight lines showing main roads, the whole river basin including agricultural roads along dug canals and railroads are areas, resulting in greater construction work woven into a perpendicular grid and found and urban expansion and that is why this in the middle and lower part of the basin, period is referred to as “urban sprawl.” The resulting in a high degree of natural high degree of visibility potential and movement and the potential for access to the potential for access is found in crowded spatial centrality in Nakhon Chaisri District urban communities, and there is a high risk and the areas that border Sam Pran District. of losing agricultural areas. Tha Na market A high integration value (0.6485) was on in Nakhon Chaisri District is a classic Petchakasem Road and such main roads as example of this. However, crowded urban Borommaratchachonnani Road, communities can also be found where the Phutthamonthon 5 and railroads shown with visibility potential and potential for access the red lines. This is in line with the are low, such as Sam Pran market in Sam expansion of crowded communities in Tha Pran District where minor roads are Na market in Nakhon Chaisri and in Sam interwoven rather tightly and there is a lot of Pran market. The low degree of natural construction work as well as some main movement and potential for access to spatial roads running past. Similarly, in Bang Len centrality is found on the upper and lower market in Bang Len District, houses and parts of the basin but the lowest degree is shops cluster along the main roads, and the found in the lower part of the basin whose passageways within the communities are integration value is at 0.1685. These areas still in good condition so this can bring are agricultural areas situated across from about crowded urban communities. Don Wai market. Low integration is caused by the fact that most of the roads end at the Conclusions and Recommendations banks of the Nakhon Chaisri River as shown by the light blue and dark blue lines According to the findings, the urban clustering and segregating out from the morphological transformation of riverfront urban areas. In addition, the degree of communities in the agricultural areas of the natural movement and potential for access Nakhon Chaisri River can be divided into are also low in the upper part of the basin as three phases. The first phase (1858–1957) shown by light blue and dark blue lines was one of plantation-rice field-orchard loosely interwoven. areas encompassing riverfront communities. The degree of visibility potential and potential for access to water transport
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Downloaded from Brill.com10/05/2021 11:50:31AM via free access Urban Morphological Transformation of Riverfront Communities in The Nakhon Chaisri Basin, Thailand networks and open space was the highest high degree of accessibility leads to a high corresponding to the settlement clustering degree of natural movement and a cluster of along the rivers or canals more than in other activities, especially trading and settlement; areas, leading to the development of on the other hand, a low degree of waterfront markets. The network was accessibility leads to a low degree of natural connected naturally so changes were slight movement and sluggish activities such as and took more time than during the later agriculture. However, social and cultural phases. During the second phase (1958– aspects also play a role in the choice of 1992), the construction of roads combined traveling. A transport network in that area transport by land and by water and doubled may have low accessibility, but it is the the visibility potential and potential for network that the residents are used to, so this access to water transport networks and open network can be of high circulation in line space. This degree was about the same as with the social logics of space and spatial that of the land transport network, but the logics of society (Hillier and Hanson 1984). water transport potential was still lower in Likewise, some waterfront community line with the fact that land transport was markets are not located in areas with high easier and faster; as a result, more and more accessibility, but their settlement is caused shops and houses were seen along the roads. by social and other factors such as being on Agricultural areas were also more readily the routes of boat services or where goods accessible in contrast to waterfront markets, are loaded and unloaded. Later these transforming the markets into unfrequented waterfront community markets became ones. This phase was one of urban urban communities, some of which communities taking over plantation-rice expanded towards nearby communities. field-orchard areas. Changes continued and after 1992, the basin entered phase 3 (1993– The findings also indicate that a change 2013), when riverfront communities from traveling by boat to that by car in the underwent urbanization because the land Nakhon Chaisri river basin resulted in a transport network completely replaced the higher degree of accessibility; in other water transport network, leading to the words, traveling within the area became highest degree of visibility potential and easier and faster because of the expansion of potential for access to the land transport the land transport network, while, however, network. Houses and shops were packed brought about a reduction in agricultural along the roads and moved towards the areas. In Nakhon Chaisri District and Sam agricultural areas. This phase was one of Pran District, the land route network had the “urban sprawl.” highest degree of accessibility and waterfront community markets were The findings confirm the theory of spatial neglected along the roads. As more people centrality development (Hillier 2000) in that lived along the roads, there were fewer the efficient connection of the passageway people in the markets. Agricultural areas network – either land transport or water have been used for other purposes and some transport – with open space affects the parts of the water transport network have degree of natural movement to an area. A been filled in or become impassable. In
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Bang Len District, agricultural areas are still Bangkok: Chulalongkorn University. (In intact even though the city is expanding Thai) mainly because not many main roads run through this district. It is suggested that the Chompunich, Nukul. 1994. Cultures in ecological system and spatial configuration Nakorn Chaisri River Plain. Arts and should be taken into consideration because Culture School, Nakhon Pathom agricultural areas do not require high Rajabhat University. (In Thai) accessibility; therefore, the construction of main roads is not necessary. The water Denzin, Norman K. 1978, The Research Act: transport network should also be restored A Theoretical Introduction to and reconnected to the land transport Sociological Methods, New York: network to reduce the number of new roads McGraw-Hill. constructed. More road construction means fewer agricultural areas and reconnection Department of Provincial Administration, will lessen the density of land traffic in 2014. Official Statistics Registration waterfront communities and in agricultural Systems. March 1, 2014 areas whose ecological systems are highly
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