Content
1
Introduction
Case Studies and Literature
Preliminary Analysis
5 6 7 11
2 3 4
Physical Activity for Health – Opportunities along the Rail Corridor The Natural Heritage of the Rail Corridor Public Bicycle Sharing Schemes - A look at YouBike Taipei
Distribution of Employment and Residential area Overall composition of landuse around the rail corridor Travel time required along the MRT network and the rail corridor by cycling or running
8 9 10
Comparison between hypothetical journeys using only the MRT network and hybrid journeys involving the rail corridor Estimated cycling time at key segments along the rail corridor Area of reach within the MRT network given a fixed travel time after cycling along the rail corridor
Conclusion of Preliminary Analysis , Final Design Intent and Specific Design Considerations
References
1ntroduction Commuting and exercising along the rail corridor
in some cities around the world, most notably seen in the city of Amsterdam. In a country like Singapore where every bit of land is contested and given the precedence we have around the world, it is perhaps inevitable that we ask whether we can cycle along the rail corridor to commute to work.
An incentive that can come with cycling is that it is viable exercise option.
Caught between busy work schedules and for many office workers a sedentary working life, there is little time for physical activity. A publication from the World Health Organisation (WHO, 2010) recommends 150 mins of moderate aerobic activity for adults to maintain physical health. Cycling or active commuting itself is also actively promoted by the organisation. The rail corridor presents itself as a relatively straightforward option to implement and test out the implication of facilitating an active lifestyle that centred on exercising and commuting with
The rail corridor is the remnant of a 24th railway line that
stretches from the northern end of Woodlands Checkpoint to the southern end at Tanjong Pagar Railway Terminal. One of the legacy of the railway line is that it left behind a corridor which extends unobstructed into vastly diverse neighbourhood across the island. The plot cuts across the industrial parks along Kranji, residential areas such as Bukit Panjang and Bukit Timah, the research hub of one-North and terminates near the commercial hub of the Central Business District.
The rail corridor is entirely uninterrupted by any vehicular traffic, and
serves as a bridge between large areas of residential and employment areas. This unique characteristic of the rail corridor allows us to explore an alternative to our existing commuting options of cars, buses and the Mass Rapid Transit (MRT). While uncommon in Singapore, cycling as a form of commute is an established practice
bicycles.
The Urban Redevelopment Authority (URA) has already acknowledged
the potential of rail corridor for cyclists by incorporating it into the National Cycling Masterplan. The winning schemes for the rail corridor masterplans by MKPL and Nikken Sekkei has too incorporated cycling as an element of their masterplan. There is already a level of general consensus among the authorities and the public that the rail corridor should facilitate cycling. Hence, the dialogue should lean towards discussing how we can we shape the rail corridor an attractive cycling option, and perhaps take it one step further to make it attractive option for exercise and commute.
Singapore does not have a “bicycle culture�, where we see the same levels
of bicycle ownership per capital in cities like Amsterdam or Copenhagen. To
allow encourage people to cycle when they do not own bicycles, we need to
Economy (Collaborative Lab, 2013). This phenomenon can be broadly described
look elsewhere. The bike sharing schemes employed by some cities around
as how technology has enabled any individuals with an internet connection to
the world offers many case studies and potential solutions to low bicycle
consume, produce and share over massive network of users or participants. This
ownership. Specifically, this report will be examining Taipei’s YouBike project
empowers individual users by giving them the unprecedented ability to reach out
for key insights on bicycle to parking lots ratio and distribution of stations
to massive, like-minded collaborators and communities, subverting the power of
around the city. YouBike also provides us with a preliminary benchmark of
traditional centralised institutions. The financial prudence that comes after 2008
usage statistic that would allow us to evaluate the effectiveness of new bicycle
and enabling technologies led to the rise of collaborative consumption (Botsman
sharing schemes.
& Rogers, 2010), with services built around facilitating access to assets rather
than owning the assets. Notable examples includes Airbnb and Uber where
While we explore the potentials of the rail corridor for commute,
massive numbers of residences and cars are shared and matched to specific users.
we must not neglect the natural heritage of the rail corridor and be actively
Generally, the collaborative economy is a model of managing under-utilized or
sensitive to its dual identity of a ‘green corridor’. Controversies on the rail
contested assets, by using information technology to deliver customized services
corridor typically hovers around the need to preserve the existing flora and
at a massive scale. The rail corridor itself is a large contested asset, specifically
fauna. There has been many voices that rallies against any major development
over the right to its use. By analysing the collaborative economy, we are given an
along corridor, fearful that such developments, including proposals to intensify
approach that could potentially resolve the seemingly paradoxical objective of
use, will destroy the few remaining natural habitat in Singapore . This concern ,
development and preservation of the rail corridor.
while not unfounded, is not necessarily the future of what development would mean to the rail corridor. Development and the preservation of the natural
This thesis seeks to propose another way of looking at the rail corridor, by
habitat along a site as big and as diverse as the rail corridor are simply not
exploring its potential as a commute option for bicycles, and in turn catalyst the
mutually exclusive. Given the land constraints that Singapore faces as an island
formations of new communities built around an active lifestyle of exercising and
state, this is again an inevitable challenge that we will have to address. Recent
commuting. This thesis aims to demonstrate that the new development of the rail
developments in the technologies that enabled the rise of the collaborative
corridor and the need to preserve the natural heritage of the rail corridor is not
economy can potentially offer the solution to the seemingly paradoxical notion
mutually exclusive. Lastly, this thesis will explore how the new technology that
of development and preservation.
enables the Collaborative Economy can be utilised in conjunction with careful design to create a vision of the rail corridor for all.
In the years following the financial crisis of 2008, there has been a
rise of what Racheal Botsman and her team describes as the Collaborative
Ong Guo Xiang
2
Physical Activity for Health – Opportunities along the Rail Corridor
Adults 18 to 64
Minimum
150 min / Week Moderate intensity aerobic activity
or
(22 min/Day)
75 min / Week
Vigorous intensity aerobic activity and should be performed at bouts of at least
(11 min/Day)
or an equivilant mix of the 2
10min / Duration
Photo by Philip Au
Source: https://www.myactivesg.com/ news/2016/4/goodbye-green-corridor
Physical Inactivity is identified by the World Health Organisation
as the fourth leading risk factor for global mortality (World Health Organisation, 2010).
Rising levels of physical inactivity are determined to have a strong correlation to the prevalence of non-communicable disease (NCDs). This thesis seeks to explore how we can exercise while commuting. Hence, we would need a set of metrics to determine the type of exercise and the appropriate amount of time required for workings adults that commute regularly. The WHO published a report (World Health Organisation, 2010) that provides recommendations for physical activities for specific age groups. This section will focus on adults aged 18-64, as this is the population group that is most likely to commute to work.
The numbers shown on the left are the basic level of exercise recommended. For
added benefits, the WHO recommends doubling the time spent on the basic level. In addition, muscle strengthening activities should be performed involving major muscle groups on 2 or more days within a week. Cycling can fall under either Moderate-Intensity MET is the ratio of a person’s working metabolic rate relative to their resting metabolic rate.
or Vigorous-Intensity Physical Activity depending on how fast someone cycles.
One MET is defined as the energy cost of sitting quietly and is equivalent to a caloric consumption of 1kcal/kg/ hour.
Source: WHO
rail corridor.
The recommended levels of physical activity and the corresponding time spent
will be factored into planning of the distribution of pit stops, entrances and exits along the
`
3
The Natural Heritage of the Rail Corridor
(bottom) Small Vegetable Garden at Teben Gardens (2011) Photo by Steel Wool/Flickr (above) River at Sungei Mandai Photo by Nature Society Singapore
Green Areas along the rail corridor. (Nature Society Singapore, 2010)
Malayan Eggfly found along the rail corridor (2014) Photo by Michael MK Khor/Flickr
One of the most prominent feature of the rail corridor is that
it is a continuous stretch of tropical landscape, made up of a patchwork of “overgrown orchards, makeshift vegetable patches, pockets of rare ferns and orchids, forest, marshland and open grassland with their representative bird Dense Tropical Foilage along the rail corridor (2016) Photo by Thomas Timlen/Flickr
life� (Nature Society Singapore, 2010). What is perhaps more remarkable is that the lush tropical landscape lies in close proximity alongside dense urban settings, offering city dwellers a quick and immersive escape into nature.
A linear tropical forest that cuts straight across urban settings (2013) Photo by Thomas Timlen/Flickr
This unique asset had generated great interest among Singaporeans,
with many campaigning to preserve the rail corridor as a single continuous stretch and the vibrant natural landscape. Any proposed intervention along the rail corridor would have be sensitive to the natural environment in order to preserve this valuable heritage.
Number of rentals per month
(August 2012 to January 2017)
Number of rentals
4
Public Bicycle Sharing Schemes - A look at YouBike Taipei
(top) YouBike rental bike and dock (2013). Photo by Antonio Tajuelo/Flickr
04/01/2015
Month
(YouBike, 2017)
Distribution of Rental Stations and MRT stations (Wanhua, Zhongzheng District) YouBike Station at Taipei City Hall with 180 parking lots Photo from Google Street View
1km
YouBike Station at Huashan 1914 Creative park with 50 parking lots Photo from Google Street View
MRT Station YouBike Station
Key (as Statistics of January 2017 unless otherwise stated) 300 stations in the city of Taipei Serving 2.705 million residents
20-80 lots/station *except Taipei Ciy Hall Station which has 180 lots
Youbike Station at Yuanlin, with an automated rental kiosk (2014). Photo by Alexander Synaptic/ Flickr
*number is an estimate derived from live data sampled from http://data.taipei/youbike * the estimate does not account for bicycles in transit * the estimate does not account for stations or bicycles that are not in service
14 stations within a 1km radius In 2014, 12 trucks working 3 shifts to distribute 5350 bicycles around 165 stations (EcoBusiness, 2014)
YouBike is a government led bicycle sharing
in the city of Taipei peaking at 2,270,149 in December 2014.
program in 6 cities (as of this writing) within Taiwan, and is
This was later revised in January of 2015 with the introduction
widely regarded as a successful public bicycles sharing scheme
a NTD 5 (SGD 0.23) fee for the first 30min. While usage rates
in the world. Hence, it is worthwhile to investigate what makes
did fall subsequently, the rental volume has stayed above 1
YouBike successful and to gain an insight to the general principles
million uses per month, with the numbers hovering above 1.5
behind the system. Subsequently, these lessons would form the
million uses for most of 2015 and 2016.
basic guidelines to a proposed implementation of a bike share
system along the rail corridor.
With around 14 stations around a 1km radius, and
typically a rental station not more than 200m from an MRT
The program was first tested in Taipei. From its humble
station, the bike share network is ideal for last mile transit or
beginnings in 2009 with 11 stations and 500 bicycles (Star2.
short distance commute. To rent any of the bicycles, one simply
com, 2016), it has since grown to 300 stations in 2017 and boasts
need an EasyCard (transit pass) and register a local mobile
millions of rentals per month within the city of Taipei (YouBike,
phone number. User can then collect and deposit bicycles at
2017). As of this writing, the company has reported a tally of
any of the fully automated stations. The availability of bicycles
1,626,040 rentals for the month of January 2017 within the city
are constantly monitored over a network, with ground crews
of Taipei alone.
working in shifts to redistribute the bicycles around the stations.
The service was first introduced with no charge for the first
Singapore has a similar public transport system and
30 mins of use. This provided a strong incentive for commuters
station density. Hence, it is likely that we can apply many of the
making short commutes between the rental stops. We see usage
implementations within Singapore.
5
Distribution of Employment and Residential area
This study looks at the distribution of
work places and residences along the rail corridor, as well as their relation to the existing MRT network. The objective is to identify major population clusters that can utilize the rail corridor for commute. MRT stations and interchanges in the vicinity are also analysed to gain a preliminary understanding of pedestrian accessibility within these areas. This is done with the intention to investigate how public transport can be used in conjunction with the rail corridor for commute. Large areas that slated for new developments are also identified within the map in order to account for changes that affect how the rail corridor is used.
In generating the map, URA’s Masterplan
(Urban Redevelopment Authority, 2016) and the business listings on Google Maps were used to determine the general composition of an area and its respective boundaries. For the initial analysis, the area
Land Use Area of Work
N
Area of Residence
chose is arbitrarily defined by its proximity to the rail corridor and its proximity to the MRT network. Areas that are labelled as “parks” and “open spaces” within the masterplan are left out of the analysis as they are not
Vegetation Pocket
typically part of the daily commute.
Rail Corridor
Of the areas that will be undergoing new
developments, Tengah is currently slated for residential development. Pasir Panjang Port and Keppel Port will be moved to Tuas when the lease expires in 2027 and incorporated into the development of the Greater Southern Waterfront (Urban Redevelopment Authority, 2013). Current plans under discussion includes the expansion of the existing CBD into the area and integrated commercial and housing developments.
6
Overall composition of landuse around the rail corridor
Preliminary Remarks
At this level, the rail corridor’s
offers a direct route to commute between Buona Vista MRT and Beauty World MRT.
relation to the distribution of residence and
This linkage could possibly developed to
places of work can be generally understood in 3
serve as a viable alternative to the using
segments with distinct communities around it.
the MRT, public buses or cars to travel
The North Segment bounded by Bukit Panjang
between the two locations.
MRT and Woodlands Checkpoint, the Mid
Segment bounded by Bukit Panjang MRT and
Buona Vista MRT, the South Segment that is
very diverse stretch of work and residential
bounded by Buona Vista MRT and Tanjong
areas. It terminates at Tanjong Pagar
Pagar Railway Station.
Railway station, which will be a major
node that can serve the existing CBD area
The South Segment runs across a
The North Segment runs along Sungei
as well as the proposed Greater Southern
Kadut Industrial area and seems to only provide
Waterfront area. The segment could also
a direct connection to Bukit Panjang MRT.
serve as an important bridge that links the
The viability of the North Segment to provide
major working clusters of Buona Vista and
an alternative commute option is somewhat
the CBD.
inconclusive at this scale and needs to be further investigated at a finer scale.
The Mid Segment is bounded mainly by
large residential clusters on both sides. A part of the segment south of Bukit Panjang MRT runs parallel at close proximity with the MRT line before diverging at Beauty World MRT. Intervention along this segment could focus on enhancing the connectivity between the corridor and the MRT line. The corridor also
7
Travel time required along the MRT network and the rail corridor by cycling or running
This sectioninvestigates
and compares travel time incurred when
using the rail corridor as part of the Pi o Bo nee La on r L Chkes ay i i Ju ne de Cl ron se G em g a E Bu en astrden on ti s aV ist a Ou Ta tram nj P on a g rk Pa ga r
commute with a corresponding journey
2 2 3 2 2
Admiralty Woodlands Marsling Kranji Yew Tee Chua Chu Kang Bukit Gombak Bukit Batok Jurong East
4
10
11.5
18
2
Kranji
2
9.5
3 2 3 2
Yew Tee
11.5
4
5
Botanic Gardens
3 2 2
Hill View
14
Bukit Timah Railway Station
22
Little India
12.5 Land Use
Outram Park
Alexandra Area of Work
2 2 3
3
10 km/h
Rail Corridor
15.5 km/h
Nodes are chosen for their proximity to MRT stations and point of interests
Figure 7 provides an overview of
between them. The coloured bars with its corresponding numbers and lengths the either on the MRT network or along networks is derived from Google Maps. The travel time for cycling is based on
17
26.5
Vegetation Pocket
Ho Buo lla na nd V Bo Fa Vil ista ta rre lag ni r e c G Ro ar ad de ns Ha rb o Ou ur F tra ron m t Pa rk
N
Area of Residence
the rail corridor. The travel time on MRT
19
8
the difference in travel time and the time
represent the time spent travelling on Buona Vista
Little India
for commuters when deciding between
key nodes and the time required to travel
23
7
for exercise are important decision factors
Bukit Panjang
14.5
6
time difference, along with opportunities
that can be spent on physical exercise.
18
2 3
that involves only the MRT network. The
travel options. This section will focus on
14.5
8
Bukit Panjang Cashew Hill View King Albert Park
Woodlands Checkpoint Terminal
Tanjong Pagar Terminal
an average cycling speed of 15.5km/h. The travel time for running is based on an average speed of 10km/h. Figure 8 first provides a broad comparison of hypothetical journeys using only the MRT network and hybrid journeys involving the rail corridor. Figure 9 then narrows the focus to examine the cycling time at key segments along the rail corridor. This is to enable an better understanding of the time spent commuting between the
8
Comparison between hypothetical journeys using only the MRT network and hybrid journeys involving the rail corridor
key transport nodes of Tanjong Pagar Terminal, Buona Vista MRT, Bukit Panjang MRT and Kranji MRT. Running time is excluded from the analysis at this stage by working on an assumption that most people who needs to commute would prefer a shorter travelling time and to reduce the complexity of subsequent analysis. Running time can be reintroduced at a later stage for a more comprehensive review.
For consistency and limiting the
variables involved, all journeys will begin and end at an MRT station. The white bar is an estimate of the transit time between different MRT lines. The yellow bars represent the time needed to transit between the rail corridor and an MRT station. What we can observe is that time difference between the hypothetical MRT journeys and hybrid journeys can generally be kept within 1h. This is within a realistic estimate
9
Estimated cycling time at key segments along the rail corridor
of the amount of time that someone would spend at a gym. Given the scenario of someone who goes to the gym after work and subsequently commutes along the MRT network, the total amount of time that he or she would have spent by exercising along the rail corridor will be very similar. The time spent on aerobic exercise is well within the recommendations (22mins of moderate-intensity workout per day or 11mins per day of vigorous-intensity workout) provided by the WHO.
10
Area of reach within the MRT network given a fixed travel time after cycling along the rail corridor Scenario
Journey
A.
From Kranji to Bukit Panjang
B.
C.
D.
Buona Vista
Buona Vista
Tanjong Pagar
Tanjong Pagar
From Tanjong Pagar to Buona Vista
From Buona Vista to Bukit Panjang
Travel duration given
60 min
60 min
60 min
70 min
Cycling Time
21 min
29.5 min
29 min
29 min
Time spent on MRT network
39 min
31 min
41 min
9%
40%
Percentage of analysis area covered
32%
30.5 min
12%
Between the scenarios that are given 60 min of travel duration,
scenario A covers the greatest percentage of the analysis area. The majority of the area covered are also residential areas. This suggests that people who works near Kranji but lives in the residential areas further to the South could commute by cycling from Kranji to Bukit Panjang and subsequently use the MRT network to complete thier journey home. The extent of the analysis area which features the rail corridor, MRT network, areas of work and areas of residence.
Scenario B and C accounts for much less percenage of coverage
in part due to the greater length of the rail corridor segments (which translates to less time available to spend on the MRT network) and
Walking distance and the corresponding walking time
the transit time between the different MRT lines within the network.
4.8 km/h
Scenario D attempts to compensate for the transit time in the
MRT network for scenario C (which is typically reduced during rush hour) by setting the total travel time to 70 min, instead of 60 min. What is then apparent in scenario D is that the percentage of coverage dramatically increased from 9% to 40%. This is in part due to a denser network of MRT stations to the south. Scenario D also indicates
It is useful to investigates the area of reach one can
have along the MRT network, when given a fixed duration, after
cycling on a specific segment of the rail corridor. This would provide a rough understanding on how many people can realistically use the rail corridor as a mode of commute due to the corridor’s proximity to workplaces and residences.
Figure 10 sets out 4 scenarios, A to D. The 3 segments
investigated are bounded and defined by the 4 transport nodes of Kranji MRT, Bukit Panjang MRT, Buona Vista MRT and Tanjong Pagar Terminal.
Scenario A, B and C are given a fixed duration of 60 min
while scenario D is given a duration of 70 min. Scenario C and D occur along the same segment but both are allocated different travel duration.
coverage areas as far west to Pioneer MRT station. This suggests that people who lives in residential areas to the west and works in the CBD area around Tanjong Pagar Terminal, could cycle from Tanjong Pagar Terminal to Buona Vista MRT and subsequently use the MRT network to finish their commute.
The preliminary investigations in Figure 10 suggests that
the rail corridor has the potential to serve a sizeable popuplation of residents who lives and work in the Western and Central parts of Singapore. At the moment, the rail corridor offers an opportunity for cycling and exercising. However, with adequate interventions along the rail corridor, it is possibile to incetivise people to adopt a lifestyle option that is centered around the rail corridor.
11
Conclusion of Preliminary Analysis , Final Design Intent and Specific Design Considerations
Conclusion of Preliminary Analysis
Existing public bicycle sharing models that has proven to be
successful. The integrated use of the rail corridor and MRT network offers a viable option for commute using bicycle. The major transport nodes along the rail corridor are at adequate intervals to provide a workout that is within the duration and frequency recommended by WHO. Hence, this report concludes that it is feasible to exercise and commute along the rail corridor using bicycles.
Specific Design Considerations - Facilities should be provided to enable a level of
- The physical and digital infrastructure of YouBike
convienience to acccess, travel and exercise along
can be adopted with design modifications to
the rail corridor.
accomodate the new context.
- A modular design approach could be employed
- The distribution and capacity of the YouBike
to address the large variety of site conditions along
stations must be considered when designing the
the rail corridor catering for different building
masterplan.
scales and programatic requirements. - The design must also allow for vehicular access - A consistent graphic and formal design
to redistribute the bicycle fleet across the stations.
language will be necessary to integrate the various interventions and serves as wayfinding provisions
along the rail corridor.
Final Design Intent To create a coherent series of spaces, buildings and landscapes along the rail corridor that: - facilitates an active lifestyle of exercising while commuting, - facilitates the implementation of a bike share program, - facilitates the shared utilization of the facilities and public spaces along the rail corridor, - creates a vibrant and iconic identity for the rail corridor while ensuring that: - the natural heritage of the rail corridor is not erroded, - there are provisions and considerations for future growth and adaptations.
References
Botsman, R. & Rogers, R., 2010. What's mine is yours: The rise of collaborative consumption. New York: HarperCollins Publishers. Collaborative Lab, 2013. The shared Economy lacks a Shared Definition: Giving meanings to the terms. [Online] Available at: http://www.slideshare.net/CollabLab/shareddef-pptf [Accessed 27 November 2016]. EcoBusiness, 2014. YouBike boasts world’s No 1 usage rate. [Online] Available at: http://www.eco-business.com/news/youbikeboasts-worlds-no-1-usage-rate/ [Accessed 12 02 2017]. Ostrom, E., 1990. Governing the Commons: The Evolution of Institutions for Collective Action. Cambridge: Cambridge University Press. Star2.com, 2016. Taipei is shaping a cycle-friendly city. [Online] Available at: http://www.star2.com/living/2016/02/23/taipeishaping-a-cycle-friendly-city/ [Accessed 12 02 2017].
Urban Redevelopment Authority, 2013. Greater Southern Waterfront. [Online] Available at: https://www.ura.gov.sg/uol/master-plan/ View-Master-Plan/master-plan-2014/master-plan/Regionalhighlights/central-area/central-area/Greater-southernwaterfront.aspx [Accessed 21 12 2016]. Urban Redevelopment Authority, 2016. Masterplans. [Online] Available at: https://www.ura.gov.sg/maps/# [Accessed 19 12 2016]. World Health Organisation, 2010. Global Recomendation on Physical Activity for Health. [Online] Available at: http://www.who.int/dietphysicalactivity/ factsheet_recommendations/en/ [Accessed 14 12 2016]. YouBike, 2017. 2017/1 臺北地區租賃次. [Online] Available at: http://taipei.youbike.com.tw/cht/f212.php?nid=56 b6059610d8e21f2c5b664670d95d60&rows=20&page=1 [Accessed 12 02 2017]. YouBike, 2017. Station Map. [Online] Available at: http://taipei.youbike.com.tw/en/f12.php [Accessed 12 02 2017].
Final Design Within this thesis there are some key questions that I seek to answer.
a. Can the rail corridor be a viable route for commute?
b. Can cycling along the rail corridor provide adequate exercise?
c. Can the rail corridor provide an attractive alternative to current forms of public commute?
d. Can the same technology that enabled the Collaborative Economy, coupled with carefull design, balance development and the preservation of heritage and nature?
e. What other lifestyle oppotunities can arise from the connectivity brought about by the rail corridor?
The following pages are the final designs for this short project. They will feature refinements on what has been presented in the earlier portion of this report as well as my attempt at a series of design solutions to answer the questions above.
along The Railway Corridor
15.5 km/h
Pi o Bo nee La on r L Chkes ay i Ju ine de Cl ron se G em g a E Bu en astrden t on i s aV ist a Ou Ta tram nj P on a g rk Pa ga r
1
Distribution of Work and Residential areas
2 2 3 2 2
Commuting &Exercising: Facilitating an active lifestyle along
The Railway Corridor
Admiralty Woodlands Marsling Kranji Yew Tee Chua Chu Kang Bukit Gombak Bukit Batok Jurong East
4
10 km/h
Preliminary nodes are chosen for their proximity to MRT stations and point of interests 11.5 18
2
10
Woodlands Checkpoint Terminal Kranji
2
9.5
3 2 3 2
14.5
Yew Tee
11.5
4
18
2 3
Bukit Panjang
5 8
Bukit Panjang Cashew Hill View King Albert Park Botanic Gardens
3 2 2
Hill View
14.5 23
Bukit Timah Railway Station
6
14
7
22
Little India
Buona Vista
12.5
Little India
19
8
Land Use
Outram Park
By Ong Guo Xiang A0096520H
N
2
Travel Time Analysis
The use of “ travel time bars�. Maps out relative time and transit nodes
2 2 3
26.5
3
Tanjong Pagar Terminal
Vegetation Pocket
Bukit Panjang
5
Hillview Bukit Timah RS
10
5
7 2
8
Tanjong Pagar
Buona Vista
Botanic Gardens 13
Cashew
Rail Corridor
4
15
29
27
Holland Village
29
20
Farrer Road
6
Transit Time
Spatial Modules (Parts)
17
Area of Residence
Ho Buo lla na nd V Bo Fa Vil ista ta rre lag ni r e c G Ro ar ad de ns Ha rb o Ou ur F tra ron m t Pa rk
Supervisor : Zhang Ye
Alexandra Area of Work
Cycling Time
Walking Time
Core Module Configurations (Starter Kit of Parts)
76
ty nt
3
Time difference
in hypothetical journeys, between hybrid trips involving the rail corridor and trips that are made solely on the MRT network
Admiralty
5
5
61.5
5
29.5
5
Admiralty
Buona Vista
Bukit Panjang
Chua Chu Kang 12
LRT
22
29.5
Woodlands
10
5
20.5 21
5
11
Time Difference
44
5
21
Bukit Panjang
Chua Chu Kang 13
5
5
5
21
Cashew
10
Hillview
Kranji 5
33
5
13
11
Bukit Timah RS
10
5
7 2
8
4
27
Holland Village
29
20
13
Pioneer
Chinese Gardens
31
Lakeside Boon Lay
15
17 5
Bukit Panjang
29
22
5
8
5
37
Tanjong Pagar
Jurong East 5
21
34
Tanjong Pagar
20
29
Admiralty
6
29
66
Tanjong Pagar
76
Farrer Road
20
Clementi
Pioneer
15
29
29
Jurong East
Tanjong Pagar
Buona Vista
Botanic Gardens
32
29
13
Botanic Gardens
Bukit Panjang
Kranji
5
6
3
Bukit Batok
8
Time Difference Bukit Panjang
4
5
Bukit Gombak
41
15
15
29
9
Chua Chu Kang
41
Botanic Gardens
5 16
Buona Vista
Jurong East
Admiralty
81
6
5
19
Marsling
Marsling
Tanjong Pagar
Buona Vista
Jurong East 21
Woodlands
8
13
11 min - 37 mins
Time Difference
Time Difference
50
24
50
42
2
42
4
Area accessible
a.
when using the MRT network and Railway Corridor to commute
d.
c.
b.
Kranji Bukit Panjang
Bukit Panjang
Buona Vista
Kranji
4.8 km/h
Travel Time Assigned Cycling Time Remaining Time Analysis area accessible(%)
Bukit Panjang
60 min 21 min 39 min
32%
Land use within a 800m walking
60 min 29.5 min 30.5 min
12%
Buona Vista
Buona Vista
Tanjong Pagar
Tanjong Pagar
Tanjong Pagar
Buona Vista
60 min 29 min 31 min
70 min 29 min 41 min
9%
40%
Intervention Locations
Hillview
transit nodes
Bukit Timah RS
8
4
Farrer Road
6
Transit Time
5
Spatial Modules (Parts)
6
Space planning based on Encapsulated Programs & Spaces
Cycling Time
Core Module Configurations (Starter Kit of Parts) Adapting to different scales and levels of activities. Specifies the programs,range of capacity to cater for and the ratio of the provisions to each other
Autonomous Core
Cycling & Exercise Bicycle Park Public parking lots for bicycle that are not part of the fleet of rental bicycles
Studios - Indoor, air-conditioned space (yoga, dance etc)
BMX Facilites - BMX Course - BMX & Skate Park
Courts - Multi-purpose Hall - Street Soccer Court - Basketball Court
- Benches and seats under shelter - Water point
Charging Point
Provides first aid and primary medical care
Showers - Shower rooms - Changing room - Lockers (changing room shower room)
Toilets
Food & Beverages Shops that serves freshly cooked food
Meeting rooms that can be leased out with an hourly charge
Carpark For personal cars and car sharing services
Vending Machines Automated machines that provide food, beverages and other supplies round the clock
20 Male 20 Female
PO Boxes
Shops Shops that supplies daily necessities. Eg. Supermarket
Located near a community hub outside a major transport node ,with limited vehicular access
Co-working Space
>= 20 Parking Lots
>=10 Lots
2 Male 3 Female
>= 1 Public Rest Areas
>= 4 machines
>= 2 Charging points
>= 1 machine
2 Lots *Functions as a return point for bike shares
Hot desking work space that can be leased out on a subscription basis
Loading Bay
>= 2 Loading Bays
>= 3 Public Rest Areas
Outpost
Portal
Vehicular Parking & Loading Bay
>= 3 POP Stations
5 Charging points
Provides round the clock service for deliveries and collection
Co-Working Spaces Meeting Rooms
>= 10 machines
10 Male 10 Female 2 Handicap
Located at major transportation nodes, with vehicular access and ample space for carpark
Manned Core
>=40 Lots
Exercise floor
Provides Emergency Power for smartphones
Medical Care
Hub
Gym
Lifestyle Options & Support Facilities Rest Area
Walking Time
1 Charging point
Located at potential entrance to the green corridor without vehicular access
To facilitate the movemnet of supplies and the redistribution of bicycle
Land use within a 800m walking
Site plannin
ed e
Analysis Analysis area area accessible(%) accessible(%)
12%12%
32%32%
useawithin 800m walking LandLand use within 800m awalking
7 7 Woodlands Woodlands Checkpoint Checkpoint Terminal Terminal
0km0km
8 8
An overview of interventions the key interventions An overview of the key along the 24kmcorridor railway corridor along the 24km railway
N Turf City
Kranji
Kranji
Yew Tee
Yew Tee
Sungei Kadut Sungei Kadut Industrial EstateIndustrial Estate
5km 5km
Turf City
Kranji War Memorial Kranji War Memorial
Train Depot
Train Depot
Pioneer JC Pioneer JC CCK Secondary School CCK Secondary School
Bukit Panjang Bukit Panjang Hill View
Hill View
10km10km
Assumption Assumption Schools Schools
Mindef/Restricted Area Mindef/Restricted Area
Bukit Timah Nature Bukit Timah Nature Reserve Reserve
Bukit TimahBukit Timah Railway Railway Station Station Buona Vista
Tanjong Pagar Terminal
15km15km
ng lanning
a. Community a. Community
Composition Composition
b. Proximity to b. Proximity to
Community Nodes Nodes Community
c. Publicc.Transport Public Transport d. Availability of d. Availability of
vehicularvehicular access access Empty Plot
Buona Vista
oneNorth Temasek Club
Empty Plot Special Ops Command Special Ops Command Queenstown Stadium Queenstown Stadium Empty Plot Empty Plot Alexandra Hospital Alexandra Hospital
oneNorth Temasek Club
Masjid Hang Jebat Masjid Hang Jebat
Alexandra
Tanjong Pagar Terminal
Planning Planning Considerations Considerations
Options (Transport Node) Node) Options (Transport
Ngee Ann Polytechnic Ngee Ann Polytechnic
20km20km Alexandra
40%40%
Intervention Locations Intervention Locations
radiusthe along the corridor railway corridor radius along railway
N
9% 9%
Gilman Barracks Gilman Barracks Souhtern Ridges Souhtern Ridges Keppel Port Keppel Port
24km 24km Community Nodes Area of Work
Empty Plot Singapore Gen- Empty Plot eral Hospital Singapore General Hospital
Community Nodes
Area of Work Residential Highrise Residential Highrise Residential Landed Propterties Residential Landed Others
Propterties
Vegetaion
Others Vegetaion
400m 5min
800m 10min
400m 5min
800m 10min
Envelope & Volume Envelope & Volume
4.8 km/h 4.8 km/h
e. Cycling e. Intervals Cycling Intervals
appropriate for exercise appropriate for exercise
f. Land area available f. Land area available
Meeting rooms that can be leased out with an hourly charge
*Functions as a return point for bike shares
Hot desking work space that can be leased out on a subscription basis
1 Charging point
Located at potential entrance to the green corridor without vehicular access
Vehicular Parking & Loading Bay Carpark For personal cars and car sharing services
9
Pagar Terminal
Loading Bay To facilitate the movemnet of supplies and the redistribution of bicycle
Land use within a 800m walking
10
radius along the railway corridor
Site planning strategies
11
a. Encapsulate programs in spaces of varying sizes Buona Vista
Jalan Bukit Merah
Existing Dirt Path
Pla
Bus 147
Existing Dirt Path Existing Dirt Path
b. Zones
Main Road Access (Queensway) *Underpass + Rail Road Temple
Bus 961
Masjid Hang Jebat
Transition Zone
No Riding Zone
AXH
Alexandra Hospital access + Main Road Access (Alexandra Rd)
c. Clusters
SGH
Bus 196
Bus Stops Highway Main Road
d. Landscape Barrier
Walking Raadius Bus Routes Main Road Access (Alexandra Rd) Road Access (Bukit Merah Lane 3) Road Access (Jln Kilang Barat) + Overhead Bridge
Road Access (Bukit Merah Central) + Overhead Bridge + Bus Interchange Road Access (Henderson Rd) Road Access (Lower Delta Rd) + Overhead Bridge
Road Access (Lower Delta Rd)
Road Access (Raeburn Park) Jln Bukit Merah HDB
Road Access (Kampong Bahru Rd)
Tanjong Pagar Railway Terminal
Ride Through Zone
Sec
Envelope & Volume
11
Separating the weather-proofing and shading function an envelope. The use of a light external skin as a climatic barrier. Internal volumes to be configured indepently of the external skin, to provide shade and enclosure.
of
Plan
3.0 m
4.5 m
4.5 m
3.0 m
3.0 m
Section
3.0 m 4.5 m
3.0 m 3.0 m 3.0 m
Skin
3.0 m 4.5 m
Volume
3.0 m
4.5 m
Buona Vista Hub Aerial View
Buona Vista Hub Level 1 Plan
1:200
Buona Vista Hub Level 2 Plan
1:200
Tanjong Pagar Station Hub Interior View
Tanjong Pagar Station Hub 1:200 Level 1 Plan
Outpost (Generic) Cutaway
Portal (Generic)
Bicycle Kiosk