The City Of Encounters by Bertrand

Our masterplan design aims to emphasise more on pedestrian networks and reduce road spaces to move towards a human-centric city. By focusing on walkability and reevaluating traditional urban planning methods, the interactions between humans, nature and the urbanscape are enhanced resulting in a vibrant city brimming with activity - the City of Encounters. It aims to connect separated areas by diverting and submerging existing roads, with underground roads used for servicing and carparking. Equality for all people is achieved by increasing the amount of public housing and through the sharing of facilities and reduction of plot sizes to benefit the smaller startups. The main pedestrian boulevard connects the area around Jurong East MRT, to HSR-station, and residential districts in the south. Green belts running from east to west connect both sides of the city, with linear parks and a recreational island increasing human-nature interactions. The City of Encounters, as peoplesâ&#x20AC;&#x2122; first encounter with Singapore, combines existing heritage and monuments, green and public space, with a high density but ever-vibrant city, and nothing is farther than a short walk away.

â&#x20AC;&#x153;In great cities, spaces as well as places are designed and built: walking, witnessing, being in public, are as much part of the design and purpose as is being inside to eat, sleep, make shoes or love or music. The word citizen has to do with cities, and the ideal city is organized around citizenship -- around participation in public life.â&#x20AC;?

Rebecca Solnit, Wanderlust: A History of Walking

CONCERN

CHARACTERISTICS

MASTERPLAN

APPENDIX

In the advent of technology and mass production, cars have become perceived as an essential tool for mobility and transport. With cars as a necessity for convenience and quality of living, cities are increasingly being designed around road networks as a base. There is a growing need to move away from the conventional mode of urban planning whereby cars are prioritized, resulting in the encapsulation of the human domain. The proposed masterplan will relook at and reevaluate existing efforts of resolution and strive to bring an emphasis back to the most important entities in making a city - the individuals and the social life that encompasses them.

01 CONCERN

OLD CITY PEDESTRIAN - CENTRIC

1800

TRANPORT EVOLUTION

S HORSE CARRIAGE

1900

S GASOLINE ENGINE

MODERN CITY DILEMMA

CITY PLANNING EVOLUTION

MODERN CITY DILEMMA MODERN CITY AUTOMOBILE - CENTRIC

CHINA

SINGAPORE

EARLY 21

ST C MODERNIZED AUTOMOBILE

MODERN-CITY DILEMMA

People are increasingly being encapsulated within cars, reducing interaction and losing intimacy with the external urbanscape via rapid speeds. The increased number of cars due to rising demand and supply also lead to much higher traffic on the roads, creating situations where jams are frequent and long-lasting. This is in stark contrast with the pedestrian streets of the traditional cities, where both vehicles and people mingle on the streets freely, instead of dividing the functions into vehicle-exclusive and human-exclusive.

Over the years, with technology progressing by leaps and bounds and industrialisation occurring at breakneck speeds, the means of transport has similarly developed and evolved to adapt to the needs of an increasingly fast-paced society. With the evolution of humble horse carriages used in the 1800s to the modernised cars seen all over the world as of today, personal transport vehicles and their complementary roads occupy much of a cityâ&#x20AC;&#x2122;s space.

06 HUMAN-CENTRIC CITY

CASE STUDIES 1971 AUTOMOBILE - CENTRIC

TRACES OF RELIEF TODAY PEDESTRIAN - CENTRIC

TRACES OF RELIEF

Following the footsteps of cities like Amsterdam which incorporated changes to city design to return back to the more car-light and pedestrianfriendly environment, the new proposed Central Business District aims to achieve a pedestrian-focused city and greater intimacy with both buildings and other people by following a human-centric model of design.

At the same time, the current methods of addressing this issue are relooked at. Currently efforts to achieve a car-light environment incorporates the reduction of lanes, and the implementation of more connective pedestrian streets. However, our group feels that rather than relying on a preemptive solution to the problem, the original conventional mindset of designing cities revolving around roads have to be re-evaluated.

08 TYPES OF ENCOUNTER

HUMAN & HUMAN Increasing opportunities for and enhancing interactions between people of diverse walks of life and businesses of all sizes

HUMAN & BUILT ENVIRONMENT HUMAN & NATURE

THE CITY OF ENCOUNTERS

Bringing people closer to nature and encouraging recreational activities for an active lifestyle

Impressing the human scale into urban design, increasing imageability of the urbanscape via landmarks and street character

Focus is placed on the three main characteristics that define and create a human-centric city for interaction and social sustainability - estate equity, public places and a car-light environment. In-depth examination of these characteristics will paint a clearer picture on the specifics of existing problems and suggest urban strategies that will be encompassed within the design process of the the masterplan in order to resolve these issues and to further the approach towards a human-focused urban design.

02 CHARACTERISTICS

12 ESTATE EQUITY

ESTATE EQUITY

CHARACTERISTICS

ESTATE EQUITY

PUBLIC PLACES

CAR-LITE

The current situation in the Central Business District reveals an urban design strategy that indirectly favours the large companies due to the provision of large plots of lands normally resulting in large floor plates which are mostly suitable for the bigger companies, shunning the smaller firms and start-up businesses. affordable housing within the CBD that is inclusive and available for people from all walks of life, rejuvenating and revitalizing the city life 24/7.

DAY / NIGHT

LACK OF AFFORDABLE HOUSING

Singapore’s CBD consists mainly of commercial plots such as business corporations and tourist entertainment facilities. The lack of housing within the CBD results in the area becoming a place of buzz by day but a ‘ghost town’ by night. The severely reduces any sense of belonging and community as people leave and most of the facilities and spaces become vacant and unused at night.

The existing Singapore CBD is dominated by commercial and business developments and has minimal residential units. Prime land is mainly allocated to private developers and thus there is no control of property prices. As a result, only a small group of society can afford staying in the area and thus the majority of the workers become commuters as well. Increased public housing is incorporated in the design to provide affordable housings for people of all income groups.

LACK OF COMMUNITY

COMPARISON OF PPH

The lack of bonded communities in the Central Business District is a consequence of the low proportion of housing, especially affordable housing, in combination with the big gap between active day life and the desolate evening/night atmosphere.

The HDB Annual Report 2014/2015 estimates the Persons per Hectare (PPH) of the current residential district to increase from 170 PPH to 500 PPH in 2030. As a challenge and to further the human-centric approach, we decided to raise this value even further - doubling it - to propose to achieve 1000 PPH in our masterplan.

BEDOK

SITE RESPONSE

TOA POYAH

CBD

80 % of housing within proposed CBD to be affordable public housing allowing people to live in the heart of economical and cultural districts. People will spend less time commuting and will form stronger community bonds.

LAND USE ACROSS SINGAPORE

Public & Green spaces encouraging people to interact and be culturally and physically active.

As part of the analysis, 3 major Singapore districts were selected as follows: Bedok, Toa Payoh and accordingly the existing CBD. Bedok was selected as a mature residential district and Toa Payoh as a residential district that was renovated with new improvements. The current Singapore CBD is used as a case study in order to understand how business districts are planned. Through analysis of the proportions of land use per district, the current CBD was seen to have a very low residential land use of only 7%, compared to the other two districts.

Commerical Nature and Civil Private Housing Public Housing

Private housing to be in proximity to HDBs to create a sense of community and safe living environment rather than social class segregation. It accounts for 20% of total housing within proposed masterplan.

Commercial plots to include retail, entertainment, business and R&D. It also considers area for shared facilities in order to maximise use of spaces.

With the existing low proportion of the CBD kept in mind, making such a business hub remain empty after standard working hours, the proposed land use for our masterplan aims to address this issue by raising the percentage of residential land use to 35%, compared to the current CBDâ&#x20AC;&#x2122;s proportion of 7%. With our focus on providing affordable housing for all, 28% is allocated for public residential while 7% is allocated to the private. With an increased proportion of public housing located within the CBD, commuting times can be reduced and community bonds strengthened. Our design concept is also to create mixed-use developments in order to encourage a human-centric, sustainable and economically feasible living environment.

20 PUBLIC PLACES

PUBLIC PLACES

CHARACTERISTICS

ESTATE EQUITY

PUBLIC PLACES

CAR-LITE

Public places are the next characteristic of a human-centric city to be focused on. They are spaces that are authored by the community to cater towards their needs, wants and desires. This entails the return of accessible and intimate public places for the community and shared spaces for the city dwellers to work, live and interact. These shared facilities are also able to be dual-purpose, serving one function in the day and another in the night. Public places will also be places that will be designed for the people, by the people.

22 SITE COVERAGE STRATEGY

EXISTING CBD ISSUE

The current urban planning model of CBD is characterised by large parcel sizes which are primarily afforded by large developers. This results in the marginalisation of smaller developers and the rampant repetition of similar typologies of developments that are favoured by the big players. The CBD becomes homogeneous, repetitive and indistinct, trapped in a vicious cycle of exclusivity where the large companies become more dominant in number compared to the smaller companies and start-ups.

We then re-evaluate the current urban guidelines regarding public housing, in which a 40% site coverage limit is currently imposed, and propose an increment this value up to 80%. By doing so, building heights of the public housing blocks have the potential to be lowered while still maintaining a fixed plot ratio. The increased site coverage also provides more leeway for the development of more varied building height and forms and the provision of more street-level public spaces. As such, the urban texture would be more varied and dynamic.

URBAN STRATEGY

GENERAL OBSERVATION

Responding to the vicious cycle caused by large parcellations in the CBD, the implementation of smaller modular parcel strips can give equal opportunities to both large and small developers in land acquisition. With smaller base parcels, parcels can be grouped to form larger plots, creating flexibility for different-sized firms to utilise.

Shared facilities is a revolutionary idea in Singapore that encourages common facilities to be moved out of the building, making them accessible for all. This not just encourages encounters between users and allows for more economical spaces, it also favours smaller start-ups that cannot afford their own set of facilities in the prime land of the CBD.

GENERAL OBSERVATION

PROPOSED SHARED FACILITIES

The notion of shared facilities can be expressed in the case study of a public school and a community center.

The notion of shared facilities can be expressed in the case study of a public school and a community center. Facilities between these two buildings are largely the same, with the exception of them being utilised at different times of the day. By converting them to shared facilities, a single building can function both as a school in the day and a community center at night, serving a dual purpose and maintaining its usefulness and activity at all times of the day.

SHARED FACILITIES STRATEGY

GROUND-UP APPROACH

The shared facilities are standardized to 12x124m plots that are located within the varying programmatic plots differently. Between commercial plots, the shared facilities are pincered between them to maximise accessibility between the facilities and commercial buildings and allow for the expansion and contraction of the shared facilities. The amount of shared facilities decrease as the amount of commercial developments drop Within mainly residential plots, the shared facilities are arranged in the middle of the plots, being expected to expand and contract less frequently.

Larger-scale public places follow a two-pronged approach. Initially, the public places is based off studies and surveys to unravel what the residents of the area need. With this the public places contribute to place-making by containing the memories related to its creation and by being part of a collective effort. Over time, the public place will morph to suit the changing needs of the residents, more accurately catering to what they require the most. This ground-up approach creates enjoyable public places to be used by most of the residents in the area.

30 CAR-LITE

CAR-LITE

CHARACTERISTICS

ESTATE EQUITY

PUBLIC PLACES

CAR-LITE

The third characteristic of the human-centric city is a car-light environment - the return of pedestrian-centric streets that enlarges the human domain and increases chanced encounters and hence interaction between city dwellers. This is envisaged through the judicious calibration of vehicular access into the city while still providing feasible means of servicing and carparking.

DEINTENSIFY AND RECONNECT

In bid to reconnect these divides, the Jurong Town Hall Road is redirected into Jurong East Street 11, deintensifying it and bridging the gap between the site and the north commercial district. At the same time, the AYE is submerged underground to allow for connection across the north and south parts of the site, allowing for the expansion of the developable area.

Originally, the Jurong Town Hall Road consists of 6 lanes which creates a large separation between the areas on both sides of the road and renders crossing difficult, partially isolating the site from its external environment.

With the diversion of Jurong Town Hall Road, the lanes are able to be reduced from 6 lanes to 4 lanes. The additional space created after the narrowing of the road can be converted to pedestrian streets and utilised as public spaces.

The AYE, comprising of 6 lanes, creates a distinct divide between the northern commercial district of the site from the residential areas at the south, essentially splitting the site into two different areas.

By submerging the AYE underground, this divide is removed, allowing for the bridging of the commercial north part of the site to the south and expanding the available developable area for pedestrian streets and green belts.

34 PEDESTRIAN NETWORK

PEDESTRIAN NETWORK

A linear park and recreational island is created on the west to provide a green north-south connection that takes advantage of the water body present.

Pedestrian boulevards run north-south to create connections between the existing commercial hub and the residential cluster of Teban Gardens, reconnecting the north and south.

Green Belts run east-west to connect the linear park running down the west of the site to the existing park connectors along the Pandan River. These green belts also serve to provide a clear connection to the recreational island and between the Science Centre and Jurong Town Hall.

With the network of streets and green belts, the city provides two polarising experiences during the traversing of the city via the fast-paced streets and the slowpaced greenery. The varied texture of networks also allow for increased legibility of the city for pedestrians walking within the city as the green belts generally run east-west and the hardscaped streets run north-south.

36 STREET HIERARCHY

STREET HIERARCHY

The Main Boulevard is envisioned as a fast-paced street bustling with retail activities and people moving from one point to another. Retail activities are encouraged to spill out from the main shop fronts onto the Main Boulevard to provide a sense of intimacy between the pedestrians and the surrounding buildings.

The Main Green Belt is a slow-paced street intended for people to enjoy the lush greenery and interact with nature as they move from one point to another. This is achieved through the use of meandering paths and the lack of straight edges along the entire green belt, creating a sense of organicity.

The Secondary Green Belt seeks to bring nature into the entire masterplan, linking the linear park to the existing park connectors which run along the Pandan River.

The Green Access Street is a hardscape that is an extension of the green belts and provides a seamless transition from the green belts into the inner heart of each parcel.

The Local Access Street is conceived of a more intimate scale and provides access into the inner heart of each parcel.

VEHICULAR NETWORK

TRAM NETWORK

The plots adjacent to the existing roads, generally shared facilities, are serviced via ring roads which are accessible to cars only at specified off peak periods of the day and are converted to pedestrian streets at the other times. At the same time, the area surrounding the main boulevard is serviced by underground roads to reduce vehicular traffic on the surface and advance the intended car-light approach.

40 AERIAL RENDER

CONNECTIONS

Three clear connections run east-west throughout the site - the green belt at the south and providing a connection to the recreational island, the local access street connecting the commercial district to the HSR and the north green belt running from the Jurong Town Hall to the Science Centre.

The masterplan comprises of three main parcels each with their own predominant characteristics. A relationship is first established with the immediate surroundings of the site before these characteristics were determined.

03 MASTERPLAN

44 HSR

HSR-A Residential: 0% Commercial: 50% Green spaces: 50%

PARCEL 1 Residential: 20% Commercial: 35% Green spaces: 30% Commercial Private Housing Public Housing Shared Facilities

HSR

Section A-Aâ&#x20AC;&#x2122;

The HSR & Commercial district is located in the heart of the city, situated between and taking advantage of a major linear park and the main pedestrian boulevard. People arriving in the city would be pleasantly greeted with the dual experience of the city with its mix of fast-paced hardscaped streets and slow-paced green belts.

46 ARTISTIC IMPRESSION

MAIN BOULEVARD

The main pedestrian boulevard runs adjacent to the HSR & Commercial district, greeting visitors arriving into SIngapore with an intense and vibrant urban atmosphere. Tall hotels located at the entrance of the HSR serve as gateway towers and improve the imageability of the city.

Residential: 30% Commercial: 65% Green spaces: 5%

PARCEL 3

JTH AND COMMERICAL MIXED USE

Residential: 30% Commercial: 65% Green spaces: 5%

Commercial Private Housing Public Housing Shared Facilities

Section B-Bâ&#x20AC;&#x2122;

The existing monuments are preserved and connected with a network of green belts and streets. Parcels west of the HSR are predominantly commercial mixed-use where shared facilities are located between two strips of commercial plots. Developments fronting the Jurong Town Hall is kept low with a height limit of 20m, ensuring that the JTH is consistently visible to the pedestrians traversing the green belt.

JTH AND COMMERICAL MIXED USE

PARCEL 2

50 ARTISTIC IMPRESSION

GREEN BELT

The route along the green belt provides a clear view to the Jurong Town Hall in the distance, facilitated by the height limits imposed upon the buildings surrounding the local access street from the green belt. The junctions between the hardscaped streets and green belts serve as prime locations for a vibrant mix of activities to occur.

Residential: 70% Commercial: 20% Green spaces: 10%

PARCEL 5 Residential: 55% Commercial: 30% Green spaces: 15%

PARCEL 6 Residential: 80% Commercial: 10% Green spaces: 10%

RESIDENTIAL

Commercial Private Housing Public Housing Shared Facilities

Section C-Câ&#x20AC;&#x2122;

Section D-Dâ&#x20AC;&#x2122;

The Residential district in the south is designated in response to the existing residential cluster of Teban Garden. Public housing from the south spills over into the Commercial Mixed-Use district, creating a gradual transition from the residential areas to the commercial district. Shared Resources for the residents include school and community centers nestled within the residential blocks for high accessibility and increasing the sense of community. The public housing blocks fronting the Jurong River utilise a cascading terracing form to maximise views towards the waterfront.

RESIDENTIAL

PARCEL 4

54 ARTISTIC IMPRESSION

PUBLIC HOUSING UNITS

The public housing units incorporate a cascading terrace block typology to take full advantage of the linear park and water body adjacent to the district. The large open spaces fronting the residential units serve as public places for recreational activities and interaction between residents.

An aerial shot from the south of the site show the clear connections running through the residential districts, connecting its residents to the main pedestrian boulevard and commercial districts to the north. The green fingers and local access streets running north-south through the Commercial Mixed-Use district provide seamless connections between the district and the Jurong Town Hall, and between green belts.

The overall masterplan aligns itself with the traits that were determined as of Singaporeâ&#x20AC;&#x2122;s second business district. There was a need to cater to the existing demands of the site and an even greater need to ensure that the masterplan would not appear intrusive to the existing community. Instead of designing an infrastructure for cars, we envision an infrastructure for human-life.

04 APPENDIX

DETAILED DESIGN GUIDELINE

68 HSR RESEARCH

Commercial District around Jurong East MRT

Jurong Town Hall and Singapore Science Centre

Public Spaces Around Regional Centre

EXISTING SITE OCNDITION

Jurong East MRT Interchange

Jurong East Bus Interchannge

Jurong Town Hall Road

CASE STUDIES

PPH IN SINGAPORE

MECHANIZED CARPARKING

LOCAL CYCLING NETWORK

ALTERNATIVE TRANSPORT

PERSONAL MOBILITY DEVICE

We would like to thank our studio master, Professor Richard Ho, as well as our guest critics, Associate Professor Bobby Wong, Associate Professor Tan Teck Kiam, Mok Wei Wei and and Tan Szue Hann for their insightful comments and guidance. Back Row: Professor Richard Ho, Chen Chin Liang, Daniel Bremmer, Natalie Hristova, Yee Zhi Yuan Jasper, Bertrand Tan Front Row: Jang Hyeryeong, Ye Luman, Soh Jia Tong, Marshal Yang