NUS LANDSCAPE: EVERY CYCLING IN SINGAPORE 02

EVERYDAY CYCLING IN SINGAPORE 02 PROTOTYPING A CYCLING NETWORK FOR ONE-NORTH DISTRICT

NUS School of Design and Environment | Department of Architecture NUS MLA DESIGN STUDIO LA 4701 12 AUG - 22 NOV 2018 | Fan Lei Helen | Gao Chen Chen | Kong Lingchang | Kuan Wai Tuck Victor | Lam Si Yun Swan Liu Xiaolei | Wang Hanfeng | Wang Zhe | Xu Linxin | Xu Yuexin Yao Haomu | Yong Keng-Whye, Raymond Tutor: Hwang Yun Hye

EVERYDAY CYCLING IN SINGAPORE 02 PROTOTYPING A CYCLING NETWORK FOR ONE-NORTH DISTRICT

Published by Department of Architecture School of Design and Environment National University of Singapore 4 Architecture Drive Singapore 117566 Tel: +65 65163452 Fax: +65 67793078 Copyright @ 2019 Hwang Yun Hye (ed.)

ISBN: 978-981-14-0187-9

FOREWORD Dr Limin Hee Director, Centre for Liveable Cities (CLC)

There is an urgent need to reduce Singapore’s reliance on private cars by encouraging walking as well as cycling. In order to convince people of the mindset that cycling can also be an efficient mode of commuting, one of the key strategies would be to focus on creating better cycling infrastructure. The site of one-north was selected as an ideal site for the focus of the Masters students’ research and project ideas. one-north is a 200-hectare development in the southwest of Singapore conceived to host a cluster of world-class research facilities and business-park space to support the growth of Biomedical Sciences, Infocomm Technology (ICT), Media, Physical Sciences and Engineering. The district is located in a strategic area, close to larger green networks like the Rail Corridor, the Round Island Route for cycling and the Southern Ridges that can be integrated with one-north’s green spine. However, being surrounded by a high density of uses does not guarantee an equally high frequency of usage. As an innovation hub immersed in greenery, one-north can make for an excellent cycling environment, but the challenge for cyclists in the area is to navigate the undulating terrain as well as the large roads surrounding the district.

The students of the everyday cycling 2 studio used both quantitative and qualitative methods to analyse one-north and its surroundings. Backed by scientific measurements as well as intuitive design methods, the students’ mandate was to deliver a comprehensive proposal at transforming one-north into a cyclable district. I am happy to have been able to contribute as a guest critic for the studio, and found this compendium a useful repository of insightful research findings, unrestrained and imaginative design solutions, which offer a glimpse of what everyday cycling can be re-imagined in one-north.

THE SECOND SERIES ON EVERYDAY CYCLING IN SINGAPORE

Hwang Yun Hye

Cycling as a form of urban transport is gaining attention in countries throughout the world. Singapore is no exception; it aims to become a cycling-friendly nation. As part of an active mobility initiative to meet that aim, 12 students in the Landscape Architecture (MLA) program, part of the Architecture Department in the National University of Singapore, participated in a studio to develop a cycling landscape infrastructure for a site in the One-North District over a 14-week period (August – November 2016).

Work included preliminary research to understand the site context, in-depth field trips to identify problems and challenges within the assigned community, and design activities producing relevant solutions and techniques. Many local collaborators, notably Limin Hee and Luther Seet (CLC), Zhang Qian and Jin Hao (JTC), Cheah Kok Ming and Terrence Tan (NUS), Michael van Eggermond (FCL), and Chen Munn Tham (PTV Asia), provided practical perspectives that raised students’ awareness of the architectural, political, and technical aspects of cyclability and walkability. Their efforts contributed to the diversification of perceptions, the raising/ highlighting of problems, the development of practical designs, and the creation of a vision for a prototype cycling network in One-North District.

This book is a compilation of work from the studio. The first half of the book documents the sequential studio process. The studio began with site analysis as group work to explain the context and motivate subsequent design topics; it went on to include field trips and ended with design suggestions. Three distinct design outcomes appear in the second half of the book: 1) Mobility Hub: Reshaping major destinations to promote everyday cycling; 2) Everyday Cycling: Short-distance commuters cycling everywhere; 3) New Urban Vision: Cycling networks as integral transportation systems and part of city revival. The book concludes with a studio chronology and reflections on what we came away with.

We hope the book will launch new discussions of an alternative mobility network that planners and designers can use to create a healthier compact city.

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STUDIO INTRODUCTION

P12 - P15

CHRONOLOGY P16 - P29

PRELIMINARY RESEARCH P30 - P93

PROPOSALS

Group 1: Commuters to major destinations

P94 - P157

Group 2: Commuters within the district

P158 - P219

Group 3: Long-distance commuters

P220 - P275

REFLECTIONS

P276 - P281

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EVERYDAY CYCLING IN SINGAPORE 2 Hwang Yun Hye, Assistant Professor, Department of Architecture, School of Design and Environment, National University of Singapore

PREAMBLE/ ISSUE Beyond the notion of a city in a garden, the nation’s green policy focuses on liveability, sustainability and resilience, achieved, for example, by strengthening the green infrastructure, increasing ecological and green regimes, and creating more pedestrianized streets. A green transport policy might serve as a framework for sustainable land use and transportation plans over the next 30 years. Many alternatives, including walking, cycling, transit-oriented development, stop-lights etc., could be considered as part of such a policy. Among these alternatives, the creation of a cycling friendly landscape infrastructure is a good starting point. Despite Singapore’s attempts to create bicycle routes and infrastructures, there are still many challenges for ordinary, everyday cyclists. The majority of the extensive cycling routes cater to leisure and recreation cycling; major shopping districts prohibit cycling; the PCN does not function as an optimal cycling route, as it is often bisected by physical barriers, such as highways, canals, bridges, and steps; obstacles to cycling include unlinked roadways, high speed vehicles, heavy traffic, uneven surface, a lack of safe intersection crossings, narrow passages, conflicts with pedestrians, and unshaded paths. Only 0.9% of the resident working population over the age of 15 uses bicycles to commute. This figure illustrates how undesirable everyday cycling is in Singapore.

SITE Located in the southwester part of Singapore, One-North district is designed as a technological and innovation hub hosting a cluster of research facilities and a business park space with over 400 companies and about 46,000 workers. Around 1.7milion square metres of office space are devoted to biomedical sciences, information and communications technology (ICT), media, physical sciences, and engineering. The park spans Biopolis and Fusionopolis, and connects Ayer Rajah Crescent and Rochester Park with Holland Village and Queens Town. Its combination of educational institutions, residences and communal amenities creates a work-live-play-learn environment. Efforts have been made to improve connectivity by providing shuttle buses, flyovers connecting some destinations, the test-bedding of autonomous vehicles, and a long-term master plan for the next 40 years. However, traffic woes persist - traffic congestion is an issue for the business park as is the continuing development and construction. The improvement of mobility is a priority. One-North district is selected as the ‘landing’ site of this module and serves as a point of reference for all design activities. Sites selected by students should be based on users’ demands in the district and its surrounding context. Students should work as a group based on problem statements and topics arising during the research period, aided by the various design exercises and input sessions.

PROJECT How do we undertake these types of challenges in the field of landscape architecture? How do we mediate between car-oriented traffic policies and an ecological vision of genuine sustainability?

How do we curate the cycling routes at different scales? Ultimately, how do we enable more people get on their bicycles every day? This studio aims to address design and planning practices of cycling routes towards the establishment of a liveable city and propose ways to integrate them into our urban environments. We will capitalize on the academic nature of the studio to develop ideas and schemes free of restrictions commonly faced in practice, and beyond any constraints of political correctness. Multiple issues, such as environmental sustainability, walkability, human health, identity, multi functionality, and liveability, will be examined.

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Students are expected to develop their ability to read existing landscapes, to assess the environmental impact of design and planning decisions, and to convert their vision into a feasible landscape architectural form.

LEARNING OBJECTIVES AND APPROACHES The studio has three objectives: (1) To understand how landscape architecture drives mobility issues in a high-dense tropical context.

(2) To acquire basic knowledge related to the studio topic, for example, heat mitigation and stormwater management strategies, landscape as infrastructure, and promoting health through design.

(3) To synthesize research outcomes and site analysis into consolidated design forms through logical thinking processes.

To facilitate the studio objectives, five basic studio approaches will be emphasized throughout the semester. A high degree of invention, pragmatism, and practicality is expected in the planning and design proposals.

(1) Research centred design: there will be an emphasis on exploring the relationship between documentation and analytical research using diverse conceptual frameworks.

(2) Site specificity: designs will be based on a strong awareness of the geographical characteristics of the surveyed sites, locality, and reality.

(3)Wide ranging spectrum: the spectrum of research will range from a district-scale plan to a landscape detail profile, including a tree along a street.

(4) Mobility: mapping exercises will provide an understanding of the traffic systems and human flows; a review of design guidelines will inform design decisions.

(5) Multi-functionality: as cyclable landscapes can potentially encompass various functional layers, students will be encouraged to produce solutions that address multiple concerns simultaneously.

ACTIVITIES OVERVIEW This is the third studio in Master Programme of Landscape Architecture, with participants from NUS architecture and graduates from other universities with a Bachelor of Landscape Architecture or a degree in an associated field. The 14-week period includes three weeks of preliminary research to understand site context, with in-depth input sessions from professionals and field trips to identify problems and challenges. The next three weeks will be devoted to applied research activities (including site observation & measurements, surveys and detailed mappings) to acquire knowledge relevant to creating design strategies. The last eight weeks will focus on design application, culminating in a convincing design solution for the issues identified as a team member on each of the three subgroups. A group of experts, including transportation consultants, urban planners from CLC, and researchers in thermal comfort and walkability measurement will help students avoid the pitfalls of shallow and superficial interventions in this academic exercise. They will offer immediate and accurate perspectives on the challenges of and the opportunities inherent in increasing mobility in high dense cities, propose scientific methods to measure cyclablity, and explain how collected data can be applied to address these issues. Students will be tasked to work in subgroups according to the requirements of each stage of the studio. They may end up with one group project after discussing it with tutors.

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REFERENCES 1. Policies and plans - URA master plan 2014 https://www.ura.gov.sg/uol/master-plan.aspx - Ministry of Transport Singapore https://www.mot.gov.sg/about-mot/land-transport/cycling - Walk Cycle Ride SG by LTA https://www.lta.gov.sg/content/ltaweb/en/walk-cycle-ride.html - Creating Healthy Places through Active Mobility (CLC) https://www.clc.gov.sg/researchpublications/publications/urban-systemsstudies/view/creating-healthy-places-through-activemobility Creating Liveable Cities Through Car-Lite Urban Mobility (CLC) https:// www.clc.gov.sg/research-publications/publications/urban-systemsstudies/view/creating-liveable-cities-through-car-lite-urbanmobility - One north development by JTC https://www.jtc.gov.sg/industrial-land-and-space/Pages/onenorth.aspx - Pulse @ one-north Newsletter https://www.jtc.gov.sg/news-andpublications/publications/Pulse/2018_06/files/assets/common/ downloads/publication.pdf - Maps - Shuttle Bus Service, - one-north Estate Map - One North Masterplan - Masterplans - Zaha Hadid Architects www.zahahadid.com/masterplans/one-north-masterplan/ - One-north district sees healthy growth but traffic woes persist, Channel news Asia, 28 Dec 2016, Patrick John Lim https://www. channelnewsasia.com/news/singapore/one-north-districtsees-healthy-growth-but-traffic-woes-persist-7657396 2. Case studies and guidelines - Best cycling cities https://www.wired.com/story/world-best-cycling-cities-copenhagenize/ - Copenhagen cycling design strategies http://www.eltis.org/sites/default/files/casestudies/documents/copenhagens_cycling_ strategy.pdf - Active Design Guidelines - Center for Active Design _ promoting health through design https://centerforactivedesign.org/dl/ guidelines.pdf https://centerforactivedesign.org/ - Tan, P. Y., Liao K. H, Hwang, Y. H., & Vincent Chua, 2018, Nature, place, and people: forging connections through neighbourhood landscape design, World Scientific, Singapore, Chapter 5: Designing Neighbourhood Landscapes with Landscape Services https:// www.worldscientific.com/doi/pdf/10.1142/9789813236035_0005 - Hwang, Yun Hye, Qin Jie Geraldine Lum, and Yeow Kwang Derek Chan. "Micro-scale thermal performance of tropical urban parks in Singapore." Building and Environment 94 (2015): 467-476. - Cooler Calmer Singapore http://www.fcl.ethz.ch/research/ responsive-cities/cooler-calmersingapore.html 3. Measurement methods and tools - Urban Network Analysis Toolbox for ArcGIS - http://cityform.mit.edu/projects/urban-networkanalysis.html - PTV Vissim - Multimodal capacity study Heidelberg https://www.youtube.com/watch?v=18q4is-xyI8 - Mobile MULTI – survey sensor https://www.eco-compteur.com/en/products/multirange/mobile-multi - Kallus, Rachel. "From abstract to concrete: Subjective reading of urban space." Journal of Urban Design 6.2 (2001): 129-150. https://www-tandfonlinecom.libproxy1.nus.edu.sg/doi/pdf/10.1080/13574800120057818?needAccess=true - Honjo, Tsuyoshi, et al. "Thermal comfort along the marathon course of the 2020 Tokyo Olympics." International journal of biometeorology (2018): 1-13 https://link-springercom.libproxy1.nus.edu.sg/article/10.1007%2Fs00484-018-1539-x - Forsyth, Ann. "What is a walkable place? The walkability debate in urban design." Urban design international 20.4 (2015): 274-292. 13.http://bb2sz3ek3z.search.serialssolutions.com/?sid=google&auinit=A&aulast=Forsyth&atitl e=What+is+a+walkable+place%3F+The+walkability+debate+in+urban+design&id=doi:10.105 7/ udi.2015.22&title=Urban+design+international+(London,+England)&volume=20&issue=4&d ate=2015&spage=274&issn=1357-5317 - Ewing, Reid, and Susan Handy. "Measuring the unmeasurable: Urban design qualities related to walkability."

Journal of Urban design 14.1 (2009): 65-84. https://www-tandfonlinecom.libproxy1.nus.edu.sg/doi/ pdf/10.1080/13574800802451155?needAccess=true 4. Ect. - Engaging Mobility (publications, big data, bike to the future, past projects) http://www.fcl.ethz.ch/research/ responsive-cities/engaging-mobility.html - More materials on IVLE > Source https://ivle.nus.edu.sg/v1/File/Student/Default. aspx?CourseID=3ad521de-7b7a-4831-9ba080bcbd1c819e

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CHRONOLOGY

13 August - 22 November 2018

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The studio started off with an introduction to the project given by the studio tutor, Hwang Yun Hye. The students split themselves into 3 teams to collect related reading materials and resources including policies & plans, case studies & guidelines, and measurement methods & tools.

To prepare for the first group field trip, the students planned a cycling route that explores different segments of One-North from the old residential Ghim Moh district to the newly developed business area around Buona Vista using the existing cycling route.

13 Aug | Studio Orientation

17 Aug | Field Trip Management and Cycling Route Selection

13 Aug | Three Seminars about Cycling in Singapore After the project introduction, the studio attended 3 seminars on topics related to the project.

The first seminar that the studio has taken is transport history of Singapore given by Chen Munn THAM, Director, PTV Asia, followed by the second seminar presented by Luther Seet, Senior Assistant Director, Centre for Liveable Cities (CLC) regarding the research on walkability and cyclability of Singapore and One-North district. The day was concluded with the last seminars on thermal comfort and landscape design optimisation guided by Dr. Terrence Chun Liang TAN, Research fellow, NUS Building Science.

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17 Aug | Group Discussion and Tool Management According to individual initial knowledge and interest of the site, 12 students were divided into three groups to do site investigation and with three different design approaches. The groups are: commuters within the district; long-distance commuters; and commuters to major destinations.

Meanwhile, everyone is actively preparing for the thermal comfort tool installation for fied trip.

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Prof Hwang Yun Hye and 12 students gathered for the first site visit at Holland Drove starting from 8am and cycled for more than 10km till noon to witness different types of commuters and their experiences in and around One-North region. Cycling routes includes Ulu pandan Park Connector, Commonwealth Ave, Queensway, One-North Ave, Dover Rd, Clementi Rd and AYE.

Tutors from PTV Asia gave us a traffic simulation workshop using Vissim/Viswalk software that allow us to simulate existing and proposed traffic condition. The students have a more indepth of the traffic simulation technology through the tutors’ detailed explanation and demonstration.

20 Aug | Group Site Visit

23 Aug | Traffic Simulation Workshop

20 Aug | Walkability Measurement through GIS Analysis

25-27 Aug | Site Survey

After the site visit, Michael van Eggermond, Senior Researcher from ETH Centre gave us an eye-opening lecture about walkability measurement with the use of GIS programming. This lecture also prepared us to anticipate what are the different approaches each team can make to analyse mobility issues.

During 25th-27th August, three groups of four sudents survyed two targeted groups - cyclists and non-cyclists- about their opinions on cycling in Singapore and particularly in their neighbourhood.

We got 283 valid questionnaires and recorded the travel routes of every commuters and their evaluation on connectivity, comfortability and safety of their commuting routes.

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This is the first time for us analyse the collected survey data and site measurements. Analysis includes classification of roads, land use, land ownerships, public open spaces, terrain, thermal comfort, health, walkability and cycablity, etc. Accoding to this discussion, the three desginated groups clarify the data needed in the next step according to their design approaches.

Every group went through and discussed the site issues with Prof Hwang and determined the group’s target site. Each group marked their target site on the map and discussed their design concept with other groups.

30 Aug | Subgroup Pin-ups & Discussion

17 Sep | Synthesis & Site Selection

6 Sep Site Analysis & Subgroup Presentation

8 Oct | Mid Review

A group studio preliminary analysis review was held so that each group could conduct sharing of gathered data while checking on individuals’ progression to learn from each other. Everyone had the opportunity to comment and give suggestions on others’ analysis, helping each teams’ work to improve and move ahead.

We are very honored to have invited 8 tutors from CLC, PTV Asia and other professors who listened critically to our mid-review presentation and suggested an array of useful methods and strategies to counter our respective site issues. After the review, the tutors were very satisfied with our mid-term results and made some general advice for the next step development.

Reviewers： Limin Hee, Director, Centre for Liveable Cities (CLC) Luther Seet, Senior Assistant Director, Centre for Liveable Cities (CLC) Jin Hao, Assistant Manager, New Estates Division 2, JTC Terrence Chun Liang TAN, Research fellow, NUS Building Science Cheah Kok Ming, Associate Professor, National University of Singapore Yumi Lee, Visiting Professor, Seoul National University Chen Munn THAM, Director, PTV Asia 22

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Prof Hwang and three subgroups met at site. For the major destination group, Prof Hwang emphasized the importance of human flow in MRT junction area, Timber+ commercial area and factory area. For the long distance group, Prof Hwang suggest to pay more attention on neighbourhood community.

After more than three months of hard work, we finally reached to our final review. We invited mostly tutors and professionals who attended in our mid-term review to follow up on our completed projects. The students reported their research results and designs in a professional manner.

22 Oct | Subgroup site visit with the tutor

22 Nov | Final Review

1 Nov Design Development Presentation

22 Nov | Final Review

Each student has generated detailed design on their target area according to their respective own design strategy. Some students have done physical models to better illustrate their own designs. Prof Hwang patiently answered all kinds of design questions for us and proposed some alternative suggestions.

After finishing each group presentation, the critics comment on the group work and each student's work. All the tutors affirmed our design achievements and expressed their own vision of cycling in Singapore. We concluded with a light discussion on the possible future cycling planning in one north region and the rest of singapore.

Reviewers： Limin Hee, Director, Centre for Liveable Cities (CLC) Luther Seet, Senior Assistant Director, Centre for Liveable Cities (CLC) Zhang Qian, Manager, JTC Jin Hao, Assistant Manager, New Estates Division 2, JTC Terrence Chun Liang TAN, Research fellow, NUS Building Science Michael van Eggermond, Senior Researcher, FCL, ETH Centre Cheah Kok Ming, Associate Professor, National University of Singapore Yumi Lee, Visiting Professor, Seoul National University Rudi Maria Frans Anne Stouffs, Associate Professor, National University of Singapore 24

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PRELIMINARY RESEARCH SINGAPORE REGION

European Cycling cities Asian Cycling Cities Cycling Policies Walkability & Cyclability Consideration Design Guidelines for Cycling in Relation to Health Thermal Comfort Measurement History of the Site Physical Condition & Site Analysis Survey Method & Survey Result

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Mode of Commuting

EUROPEAN CYCLING CITIES

MODE OF TRANSPORT

Statistics and Trends Mode of Commuting COPENHAGEN 29 %

COPENHAGEN INDEX

SINGAPORE Mode of Commuting

Mode of Commuting GRONINGEN

35 %

36 %

International Cycling-Friendly Standards THE 14 PARAMETERS

61 %

1. Advocacy How is the city’s advocacy NGOs regarded and what level of influence does it have?

<1 %

<2 %

31 %

2. Bicycle Culture Has the bicycle re-established itself as transport among regular citizens or only sub-cultures?

3. Bicycle Facilities Are there readily accessible bike racks, ramps on stairs, space allocated on trains and buses and well-designed way finding, etc?

1%

3%

28 %

66 %

7% Bicycle

Walk

Public Transport

Car

Bicycle

Bicycle

Walk

Walk

Public Transport

Car

Public Transport

Bicycle

Car

Walk

Public Transport

Car

4. Bicycle Infrastructure How does the city’s bicycle infrastructure rate? R 5. Bike Share Programme Does the city have a comprehensive and well-used bike-sharing programme?

6. Gender Split What percentage of the city’s cyclists are male and female?

PROJECTED CYCLING PERCENTAGE

DENSITY

7. Modal Share For Bicycles: What percentage of modal share is made up by cyclists?

8. Model Share Increase Since 2006 What has the increase in modal share been since 2006 - the year that urban cycling started to kick off?

Population: 200.336 Area: 83.75 km² Density: 2392 ppl/ km²

Population: 583,525 Area: 88.25 km² Density: 6612 ppl/ km² Commute with Bicycle x 0.3 36%

50%

Population Growth 583,525

x 2.84

Commute with Bicycle x?

61%

Population: 5,607,000 Area: 719 km² Density: 7796 ppl/ km²

200,336

600,100

Total Bicycle Path/Lane Length 416km

Mixture of Bicycle Lane, Path and Green Network

x 12.3

?%

4.5%

225,000

Population Growth x 0.11 5,607,000

6,231,082

Total Bicycle Path/Lane Length

Total Bicycle Path/Lane Length

? km

230km

Cyclist are able to access to public roads

x 2.04

700km

Transportation Fee During Peak Hours

Transportation Fee During Off Peak Hours

COPENHAGEN VS SINGAPORE

13. Traffic Calming What efforts have been made to lower speed limits - for example 30 km/h zones - and generally calm traffic in order to provide greater safety to pedestrians and cyclists?

14. Cargo Bikes and Logistics Is the city embracing the potential of cargo bikes - both for private citizens and businesses?

5 - 15mins

5 - 15mins

Short Distance Commuting

Short Distance Commuting

Towards Major Transport Destination

Towards Final Destination

Within 15mins Short Distance Commuting Within Neighborhood

Transportation Fee During Peak Hours In GRQ SGD One-way Ticket (Local Transport) 4.62 Monthly Pass (Regular Price) 127.37 Taxi Start (Normal Tariff) 6.37 Taxi 1km (Normal Tariff) 3.45 Taxi 1hr Waiting (Normal Tariff) 49.75 Gasoline (1 Liter) 2.50

Public Transport Satisfactory Level, 2017

In SG SGD 1.70

% Diff - 63.18%

100

- 21.49%

3.50

- 45.04%

0.55

- 84.08%

17.50

- 64.83%

2.26

-9.53%

SINGAPORE

GRONINGEN VS SINGAPORE

12. Urban Planning How much emphasis do the city’s planners place on bicycle infrastructure - and are they well-informed about international best practice?

4 CYCLING SCENARIO WITHIN 30 MINS

Practicality of Public Transport

Bus MRT

96.7% 91.8%

Source : Public Transport Council. Comparison of Rail Fares Between Singapore and 35 Major Cities Around The World. https://www.ptc.gov.sg/docs/defaultsource/publications-and-papers/180305-2-ptc-cities-comparison-report-2016.pdf Cost of Living Comparison Between Netherlands and Singapore. https://www.numbeo.com/cost-of-living/compare_countries_result. jsp?country1=Netherlands&country2=Singapore Public Transport Utilisation - Average Daily Public Transport Ridership. Data.gov.sg. https://data.gov.sg/dataset/public-transport-utilisation-averagepublic-transport-ridership 32

10. Politics What is the political climate regarding urban cycling?

11. Social Acceptance How do drivers and the community at large regard urban cyclists?

Commute with Bicycle x3 1.5%

Population Growth

9. Perception of Safety Is the perception of safety of the cyclists in the city, reflected in helmet-wearing rates, positive or are cyclists riding scared due to helmet promotion and scare campaigns?

Within 15 - 30mins

Transitional Commuting

Between Major Transport Destinations

Within 15 - 30mins

Short Distance Commuting Towards Final Destination

Possible Cycling Route Source : Copenhagen Index, Copenhagenize Design Company, 2017. http://copenhagenizeindex.eu/criteria.html

Public Transport 33

CYCLING INFRASTRUCTURE COMPARISON

EUROPEAN CYCLING CITIES

Does current parking areas enough for cargo bike parking?

Is cargo bike available for sale?

2 PLUSnet

Communication while Cycling

Does Singapore pedestrian path and vehicular lane has enough space for more than 1 bike lane/path per direction?

1 Good Cycling Tracks

How much rights can we give to cyclist without disrupting current road condition?

5 Viable Transport Option For a knowledge-intensive economy

Can our CBD integrate cycling possibility? How can we integrate optimal pedestrian and public transport facilities with cycling? How to balance the ratio of ridership of different transport nodes?

3 Constant Momentum

Building of Bike Underpass to Overcome Obstacles

Will these facilities and infrastructure serve as assests or liabilities for cyclist?

2 Smooth Bike Path / Lane High Maintenance

Is our current vehicular pedestrian infrastructure feasible for riding?

Are our pedestrian accessibility aiding infrastructure a hindrance for cyclist/neglecting cycling uses?

4 Sustainable Strategies Smart technology, Low cost

Is there smart tech but low cost innovations to mitigate climatic conditions in Singapore?

Designated cycling lane highlighted in red to alert drivers and pedestrian, maintain cyclists’ connectivity for cyclist and upkeeping their momentum

Designated cycling paths clearly separates pedestrians from cyclist, however street layout has been may isolate interaction between cyclist and pedestrian

Designated cycling paths is not as bluntly in separating pedestrians from cyclist, this allow a more harmonious street dynamic

Similar to Groningen, Copenhagen designated cycling paths allow a more interaction between pedestrian and cyclist, giving a more recreational approach towards commuting

Cyclist are given the advantage to do cross directional crossing which boost their convenience and accessibility to designated areas which are adjacent from their initial location, however this system creates conflicts amongst drivers, increasing risk of road accident and lowers driving experience

Junction Crossing for cyclist is isolated from pedestrian designated path to minimise cogging of traffic islands or waiting points.

Small junctions, easier to manage & control flow of pedestrians / cyclist with effective traffic control elements (additional traffic crossing timing can be given to senior citizens, sensory path to allow more access time and frequency to cross)

Pedestrian crossing is not as clearly demarcated as compared to Copenhagen and road infrastructure contributes for better cycling experience has affected pedestrian flow

Though pedestrian crossing does not have bold demarcation with only dotted white lines, due to the ratio of pedestrians compared to cyclist on the street, crossing has stayed to be pedestrian centric

Dotted white lines at the border to indicated shared pedestrian & cyclist crossing. Weak control of flow

7 Facilitating Cycling

Additional Bicycle Facilities and Infastructure

Are our focus concentrating too much on intra-town development and neglecting generic enforcement of inter-residential town?

Retrofitting old residential towns?

Designated cycling lane with bicycle icon or highlighted in red to alert drivers and pedestrian. Furthermore, street elements such as curbs and bollards are placed to serve as physical barrier, increasing cyclist safety

No proper cycling lane, however, there’s a system where cyclist share lane with public buses, this highlights the multifunctional and adaptability of roads during different situations

Very distinct and clear separation of cycling paths demarcated with vibrant red paving material. Speed regulating strips help to reduce the cyclist’s speed This also gives opportunity for cyclist to interact with pedestrian

5 Cyclist Adaptability of Using Bike Lane or Path

Is the transition of Cycling town to typical town smooth?

6 Willingness to Share

Cyclist and Vehicles generally head towards the same direction, a systematic approach which enhance one directional momentum however, it also restricts cross directional movement.

Openness to share footpath

With the increase of cyclist on road, will the willingness of sharing be affected thus affecting current riders-pedestrian relationship?

Source : The City of Copenhagen’s Bicycle Strategy, 2011-2015. http://www.eltis.org/sites/default/files/case-studies/documents/copenhagens_ cycling_strategy.pdf Groningen, Cycling City, Cycling Strategy, 2015 - 2025. https://groningenfietsstad.nl/friksbeheer/wp-content/uploads/2016/05/ Groningen_CycleCity_Strategy_2015-2025.pdf Land Transport Master Plan, 2013, Singapore. https://www.lta.gov.sg/content/dam/ltaweb/corp/PublicationsResearch/files/ReportNewsletter/ LTMP2013Report.pdf 34

Designated cycling lane highlighted in blue to alert drivers and pedestrian, maintain cyclists’ connectivity for cyclist and upkeeping their momentum

PEDESTRIANS CROSSING

Will cycling be an important transport node to be used in unfavorable condition?

Critical Understanding of Cycling Infrastructure Case Studies SINGAPORE GRONINGEN BARCELONA

Barrier Free MRT, Pedestrian Overhead Bridges with Ramp

JUNCTIONS

All Year Round

Against liability in traffic accidents

COPENHAGEN

CYCLING LANES

Additional Carriage and Parking

SINGAPORE 6 Greater Accessibility

CYCLING PATHS

Critical Understanding of Cycling Strategies COPENHAGEN GRONINGEN 1 Cargo Bike 4 Law Protection

Clear demarcation of pedestrian crossing with cyclist crossing at the sides to facilitate better perpendicular movement

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CYCLING INFRASTRUCTURE COMPARISON

TYPES OF PATH

On top of bike lanes being generally gentle, some bike lanes installed rubber poles with reflective surface are beside vehicular road to provide better demarcation and road awareness both day and night

A) Segregated Pedestrian and Cycling path by overhead Signages & different use of material

B) Segregated Vehicles and duel directional Cycling path by Concrete Buffer (strip)

C) Cycling lane with only blue demarcation 36

Bike lanes are generally gentle which makes it easily for cyclist of all age and health condition to ride

Bicycle parking are mainly in outdoors and not always in good condition

Bike lanes with the opposite direction are placed together to allow adaption of lanes during different periods in the day

Bicycle parking can be found both in sheltered and open-air outdoors and can be parked both personal and shared bike

COPENHAGEN STREET ELEMENTS

Indoor bicycle park areas on top of outdoor parking are often available to meet the demands for the huge pool of cyclist in Groningen. However, there are too many bicycles which results parking area to be overly packed

SINGAPORE

Bike lanes are mostly unavailable which makes it difficult for cyclist to cycle on road as safely as other countries. However, this also reduce the need of designated space for a new lane in the already confined road space in Singapore

A) Path designated for only cycling with integration with pedestrian pat

A) Wide shared pathway A) Segregated Pedestrian segregated with Green Buffer and Cycling path with (strip) of separation speed regulating strips a simple white strip

B) Cyling lane with only red demarcation

B) Segregated Vehicles and duel directional Cycling path by Street Barrier Elements with clear demarcation of the direction of flow. Street Barrier Elements are also coated with white strips to create more awareness especially amongst drivers

B) Segregated Pedestrian and Cycling path by Green Buffer (strip)

GRONINGEN

BARCELONA

SINGAPORE

A) On-road markings “LOOK” alerting pedestrians & cyclist when crossing

A) Absence of Kerb Physical barriers such as curb that also served as disturbance to cyclist and pedestrian is hardly present on street that drastically improve walking and cycling flow.

A) Adequate amount of road lamps that retain safety for bike riding at night

A) Utilising street trees to caste shading on street increasing riding and walking comfort while increase street attractiveness

B) Lack of elevation difference on streets may result to flooding prone scenarios that eliminates cycling or walking as a choice to commute

B) Insufficient road signage to address informal crossing of cyclist that possibly affect traffic condition. Cyclist law enforcement may be overly protective towards cyclist

B) Road buffer is well integrated with landscape elements to soften streetscape

B) Road marking at informal crossings, to alert drivers / cyclist / pedestrians

Shared bike cycling areas is demarcated by white stripes, this method is easily applicable and adjustable on roads dependent on the changing frequency of parking

Shared bike cycling areas is designated according to the specific bike brands to allow better way finding, maintenance and outlook.

However, this also restricts door to door transportation and parking may be inaccessible to certain users

Shared bike cycling areas is demarcated by yellow stripes, this method is easily applicable and adjustable on roads dependent on the changing frequency of parking

C) Streets do not have car parking on mid-big roads that allows room for cycling lane,small streets do not have cycling demarcation thus allowing street parking which ease congestion around the major roads while utilising the mobility of cycling which can easily manoeuvre in small streets.

BICYCLE PARKING

Indoor bicycle park areas on top of outdoor parking are often available to meet the demands for the huge pool of cyclist in Copenhagen. However, unlike Groningen, the amount of bicycle is lesser which result to better looking parking condition

BICYCLE FACILITIES AND INFRASTRUCTURE

BICYCLE PARKING

Critical Understanding of Cycling Infrastructure Case Studies COPENHAGEN GRONINGEN BARCELONA

Shared bike cycling areas is demarcated by white stripes, this method is easily applicable and adjustable on roads dependent on the changing frequency of parking

C) Shared pathway with distinctive red paving for demarcate 37

CYCLING LOOP SYSTEM

ASIAN CYCLING CITIES

Critical Understanding of Cycling Strategies JAPAN

Inconvenient & Expensive Parking spaces can cost more per month than a small apartment in the suburbs

Critical Understanding of Cycling Strategies JAPAN

Short Trips around Neighbourhood Cycle to the station where they park & take a train to their final destination

Singapore Longer Journeys Road Conditions Heading into the city for shopping, commuting to work, Hostile / narrow crowded sidewalk shared with are almost exclusively taken by train pedestrians, a stressful experience

Minor Destinations Residents have to cycle no more than 5 to 10 mins to reach supermarkets, kindergartens, schools, doctors, dentists, in fact most necessities for everyday living are just a short ride away

38

39

ASIAN CYCLING CITIES

Critical Understanding of Cycling Strategies JAPAN Streets | Weak & No Distinctive Cycling Path Junctions | Bold & Distinctive Cycling Lanes

Cycling Lanes in Japan & Singapore Japan

Japan

Japan & Singapore

Japan & Singapore

FIGURE 5. Two types of intersecctions: left, pedestrian crossing only; right, with bicycle crossing strip.

Streets | Bold & Distinctive Cycling Path Junctions | Weak & No Distinct Cycling Lanes / Markings / Logos / Strips

Bicycle road

Bicycle lane

Bicycle tack within sidewalk visually segrated from pedestrians by road marking

Sidewalk shared by cyclists and pedestrians

Cross - Reference

Tokyo

40

Singapore

Population

9.24 million

5.6 million

Bicycle

14%: 1.3million

2%: 112,000

Private (Cars & Motorbikes)

12%

32%

Public Transport

51%

66%

Cycling paths

126 km 1km = 10.2600 cyclist 1m = 10.26 cyclist

230 km 1km = 487 cyclist 1m = 0.5 cyclist

Vision

2020 -120km

2030 - 700km

41

SINGAPORE CYCLING PLANNING STRATEGIES

Critical Understanding of Cycling Infrastructure CROSS JUNCTION INTEGRATION MAJOR JUNCTION

CROSS JUNCTION INTEGRATION MAJOR AND MINOR JUNCTION

3

1 2

1 2 4 Transitional Zone within 1 - Cyling Path and Cycling Lane 2 - Lateral and Longitudinal Flow 3 - Cycling Path and Pedestrian Path 4 - Pedestrian Traffic Crossing and Cycling Traffic Crossing

CROSS JUNCTION INTEGRATION MINOR JUNCTION 5

6

3 5 4

Transitional Zone within 1 - Cycling Direction 2 - Cycling Priority Area 3 - Conflict Zone 4 - Cycling Lane Position 5 - Intersection Zone Dual Zone within 5 6

- Cycling Path and Pedestrian Path - Cycling Lane and Vehicular Lane

Source : Chapter 21, Cycling Path. https://www.lta.gov.sg/content/dam/ltaweb/corp/Industry/files/SDRE(2014)/SDRE17-21%20CYC%201-10-1DEC17.pdf 42

43

CYCLING CITIES JAPAN & SINGAPORE

Critical Understanding of Cycling Strategies JAPAN Compare & Contrast JAPAN

HONG KONG

TAIWAN

SINGAPORE

Cycling Lanes (Road)

SINGAPORE

JAPAN Street Elements

Designated cycling lane highlighted in blue to alert drivers & demarcate it just for cyclists (only in specific areas)

No cycling lanes, cyclist cycle on bus lane and along road with no proper infrastructure

Designated cycling lane highlighted in blue to alert drivers & demarcate it just for cyclists (only in specific areas)

No proper cycling lane, however, there’s a system cyclist share lane with public buses

A) Row of Plastic Poles Physical element to indicate separation, very distinct

C) Barricade along cycling lane 500m in height

B) Elevated small kerb to separate vehicles & cyclist

D) Metal Railings along cycling lane, separating vehicles & cyclist 1000mm in height

A) Segregated Pedestrian and Cycling path by overhead Signages & a simple white strip

C) Dual way cycling path, pathway for mothers with pram, pedestrians

A) On-road markings “LOOK” alerting pedestrians & cyclist when crossing

Cycling Paths

Designated cycling paths where it is separated from pedestrians to ensure safety.

Placement of overhead & on-road sign ages & markings.

Hong Kong needs an upgrade for their cycling paths in their downtown city, much focus is on recreational cycling along countryside with scenic views

Taiwan is developing their cycling path, however there’s still lots to catch up. Cycling paths are separated with green buffer from pedestrian paths.

Very distinct and clear separation of cycling paths demarcated with vibrant red paving material.

Speed regulating strips help to reduce the cyclist’s speed

B) Road marking at informal crossings, to alert drivers / cyclist / pedestrians

Types of Paths

Junction

Huge size of junctions where cyclist could feel unsafe & out of scale.

Diagonal crossings which could create very high conflict areas

Small junctions, easier to manage & control flow of pedestrians / cyclist

B) Segregated Pedestrian and Cycling path by Green Buffer (strip)

Pedestrian Crossing

Distinct white strips to inform people, this crossing is specifically for pedestrians + cyclist. Very wide but not every crossing has a clear demarcation of where pedestrian & cyclist are separated to cross

44

A) Segregated Pedestrian and Cycling path with speed regulating strips a simple white strip

C) Wide shared pathway with distinctive red paving material to demarcate cyclist & pedestrians

Distinct yellow strips to inform people, this crossing is specifically for pedestrians + cyclist. Very wide but not every crossing has a clear demarcation of where pedestrian & cyclist are separated to cross

D) Wide shared pathway without any indications of separation

D) Wide shared pathway with logo markings & speed regulating strips help to reduce the cyclist’s speed B) Segregated Pedestrian and Cycling path by Green Buffer (strip)

Dotted white lines at the border to indicated shared pedestrian & cyclist crossing. Weak control of flow

45

LTA POLICIES

Principles of Cycling Planning in Singapore WALK, CYCLE, RIDE

OVERALL ROAD CONNECTIVITY MAP

Building a cycling network across the island and redesigning streets so pedestrians, cyclists, buses and cars can co-exist. make walking and cycling real alternatives as first and last mile solutions so we can travel “car-lite”.

Every HDB town will have its own cycling network by 2030. These cycling paths will connect commuters from their homes to MRT stations and bus interchanges, and nearby key amenities such as shopping malls and schools.

INTRA-TOWN NETWORK Every HDB town will have its own cycling network by 2030. These cycling paths will connect commuters from their homes to MRT stations and bus interchanges, and nearby key amenities such as shopping malls and schools.

We’re installing more direct cycling links to connect 12 MRT stations to park connectors nearby so cyclists can make easier and safer first-and-last-mile commutes. See locations of these cycling links.

And to keep our streets safe for all users, always give way to pedestrians, and slow down at high-pedestrian areas such as bus stops. We encourage everyone to follow these rules and code of conduct.

PROPOSED PCN PRIMARY ROUTE SECONDARY ROUTE RECOMMENDATION

GREEN SPACE DEVELOPED PARKS UNDEVELOP PARKS WATER CANAL MRT STATIONS ROAD SYSTEM

PRIVATE LOBBY F&B COMMERCIAL EDUCATION VACANT

GREEN SPACE DEVELOPED PARKS UNDEVELOP PARKS WATER CANAL MRT STATIONS ROAD SYSTEM

LINKING THE KEY NODES OF ONE-NORTH MAKING THE GREEN SPINE A CONNECTOR

Potential link into and within one-north

Connecting the potential link

Source: https://www.lta.gov.sg/content/ltaweb/en.html Land Transport Master Plan, 2013, Singapore. https://www.lta.gov.sg/content/dam/ltaweb/corp/PublicationsResearch/files/ ReportNewsletter/LTMP2013Report.pdf 46

47

WALKABILITY & CYCLABILITY CONSIDERATIONS All the considerations are summarized from literature review. Whole studio voted for top 10 from a professional perspective.

1.Continuity And connectivity A- Obstructions (For walking & Cycling) (Cyclability Walkability) Vote-11 B-Intersections (Cyclability Walkability) Vote-2

Variables

Rationale

Suggested Measurement method Reference

Permanent path obstructions / Obstacles -for walking -for cycling

The component of connectivity

Map out the obstructions: Poles; Signs; Driveway crossover…

-Intersections -Distance walked

Intersection density increase the odds of cycling due to increased connections Proper walking distance encourages walking trips from the property to other destinations Intersection density increase the odds of cycling due to increased connections Proper walking distance encourages walking trips from the property to other destinations

C-Destinations (Cyclability) Vote-6

48

-Connectivity to destinations

The greater the number of assessed destinations, the more connected the town

(Terri Pikora et al.,2000) (FCL,2015)

Count of number of intersections (Thijssen et in 400m grid, scored from 1-5, al.,2000) from 0 to >60 intersections (Forsyth Ann et al., 2015) Scored from 1-5, from small block size to big scale block size. intersection in 400m grid, scored from 1-5, from 0 to >60 intersections Scored from 1-5, from small block size to big scale block size.

Count of number of destinations Scored from 1-5

(Winters et al.,2013) (P.P.Koh & Wong,2013)

D-Cycling routes proportion (Cyclability) Vote-9

-Shares of cycling routes relative to total urban network

Provides an understanding A calculation: Total length of the planned connectivity of cycling routes (km)/total in the urban area length of urban road network Scored from 1-5

(Winters et al.,2013) (Council,2000) (Harbutt & Richardson,2000)

E-Vertical transport (Walkability) Vote-0

-Vertical transport

A component of connectivity

Map out the vertical transport, account the number and scored from 1-5

(FCL,2015)

F-Continuous Greenery

-Connected greenery in cyclists’ view

A component of connectivity

Continuous canopy, and more continues shrub and groundcover greenery continuing in 8-10s.

(Lu yu etal,2018)

Variables

Rationale

Suggested Measurement method Reference

ASpeed limitation (Cyclability Walkability) Vote-9

-Lower speed limits for vehicles -Traffic calming facilities -Traffic volumes

A component of safety

Score of 1-5, from 80km/h;60km/h;60km/h;40km/ h30km/h

BStreet parameters (Cyclability Walkability) Vote-5 CLighting condition (Cyclability Walkability) Vote-3 DSight lines (Cyclability Walkability) Vote-0

-Separation

Path location (how close is the path to the edge of the street/road?)

May out the Separation types- (Terri Pikora et horizontal/ vertical al.,2000) Estimate the distance between (FCL,2015) the path and the edge of the road.

Score of 1-5, from Next to More than 3m from kerb

-Lighting cover the path area

A component of sense of safety, also could be a consideration of the safety of riding at night

Does the lights positioned to shine over the path area?

Yes-5 No-1

(Terri Pikora et al.,2000)

-Good sight lines for users -Sight lines from others(Street surveillance) -Proportion windows at street level

Good sight lines increase sense of safety

Score of 1-5, from good sight lines to bad sight lines

Windows on the road create surveillance

Note the proportion of streetlevel façade on your side that is covered by windows of any size.

(Ewing Reid et al,2009) (Forsyth Ann et al., 2015)

EPerceived and actual crime figures (Cyclability Walkability) Vote-0

-Perceived and actual A component of sense of crime figures safety

Reduce the speed of vehicles

((Active Living Research,2013) (FCL,2015)

Count the number of Traffic calming measures.

Record traffic volume on site Score of 1-5 from Little volume to High volume

Research online

(Forsyth Ann et al., 2015)

49

WALKABILITY & CYCLABILITY CONSIDERATIONS 4.Comfortability

3.Convenience Variables

Rationale

Suggested Measurement method

Path used condition (Cyclability Walkability) Vote-3 Bike sharing program (Cyclability) Vote-0

-Frequently used paths

Estimate bicycle traffic at specific locales to gain an understanding of frequently travelled routes

Count of number of cyclists at (Ryan&Lindsey,2013) specifically chosen locations.

-Share bikes

Share bikes can be found almost anytime anywhere

Count the number of share bike parking lots and share bike numbers based on Ofo, Mobike App Score of 1-5

(Active Living Research,2013)

Bike infrastructure (Cyclability) Vote-6

-Bike parking facilities

A component of convenience

Count the number of parking lots Score of 1-5

(Terri Pikora et al.,2000)

Neighbourhood legibility (Cyclability Walkability) Vote-1

-Neighbourhood legibility

Related to how east to find way ; How easy was it to figure out where you were at any given moment or to find your way back to any given point?

Score of 1-5 ((Terri Pikora et Very easy – there were no al.,2000) problems with getting around the neighbourhood.

Fairly easy – there were times when you were somewhat confused but this was for less than half the time.

Not easy at all –There were many confusing aspects in the neighbourhood

4.Comfortability Street parameters (Cyclability Walkability) Vote-9

50

Variables

Rationale

-Street size 1.Number of pedestrians 2.Walkway/ Street width

More pedestrian can help release pedestrian congestion Bigger width can help release pedestrian congestion

-Pavement Condition 1.Coherence of pavement 2.Path material

A component of comfort that demands additional effort of the cyclist, for the perception of “continuity” Related to the difficulty of cycling

Reference

Suggested Measurement Reference method Count all the pedestrians (FCL,2015) Measure the width Score from 1-5, from smallest size(1.5) to bigger width(>=10m) Count of the number of changes in the paving of bicycle path per km.

(Thijssen et al.,2000) (FCL,2015)

Topography (Cyclability) Vote-10

Variables

Rationale

Suggested Measurement method

Reference

-Topography & Slop gradient

Hilliness is associated with the ease and comfort of cycling

More detail slope gradient required for each subgroupMeasurement of gradient using a Hand-held laser distance measurer, measured at a regular intervals ever 50m

(Winters et al.,2013) (Sandberg,2015) (Terri Pikora et al.,2000)

Providing parameters: Score of 1-5, from grade of 0 to >20% Site survey for air temperature (Cherlyn and air ventilation.

Lim.,21016) Thermal Sensation Vote: TSV = 0.315Ta - 0.078V - 8.825

Thermal comfort map (Cyclability) Vote-7

-Shade analysis -Air ventilation analys -Air temperature analysis

A component of comfortability

Street greening (Cyclability Walkability) Vote-2

1.

Average height of the trees 2.

Number of small planters (your side, within study area)

The trees are between head Score of 1-5 and ceiling height influence From ceiling height/higher/lower the comfortability( too low canopy will block cyclist) Count any potted arrangement of trees, shrubs, or flowers that are Small plants can increase smaller than10 ft. 2 at their base. the sense of Human scale

(Terri Pikora et al.,2000) (FCL,2015) (Ewing Reid et al,2009)

Building and Sky (Walkability) Vote-0

1.

Building height 2.

Proportion sky (ahead/across, beyond study area)

(FCL,2015) & (Ewing Reid et al,2009)

Street wall (Walkability) Vote-0

1.

Proportion street wall

Related to Human Score from 1-5, from small Scale, Sense of place; building to skyscraper Comfortability and Enclosure Observe, Look directly ahead.

Without moving your head, assess the percentage of sky visible in your frame of vision.

Record the estimated proportion (use decimal increments of .05).

Do the same, this time looking across the street, directly to your left.

Comfortability (Related to Research online Enclosure ) Observe Score from 1-5, from low wall to tall wall

Maintenance (Cyclability Walkability) Vote-3 Noise level (Walkability) Vote-1

1.

Maintenance

1. level

Noise

(Ewing Reid et al,2009)

A component of comfortability

Score of 1-5 (Terri Pikora et From large amount rubbish on the al.,2000) road to little rubbish on the road/ the plants condition

A component of comfortability

Measure in noise tester Score 1-5

(FCL,2015)

Record the materials of pedestrian and bike lanesContinuous concrete; Concrete slabs; Paving bricks; Gravel; Bitumen Grass or sand; Path is under repair

51

WALKABILITY & CYCLABILITY CONSIDERATIONS 6.Attractiveness

5.Health Engagement Variables

Suggested Measurement method

Health engagement (Cyclability Walkability) Vote-1 Greenery scenarios (Cyclability Walkability) Vote-4

Number of cycling Transit-oriented health facilities communities increased physical fitness and mental health.

Count the number of cycling health engagement facilities, score from 1-5

Greenery scenarios on the both side

Providing parameters: Scored by: reservoir, park, playground, lake -7 points, tree alongside- 5 pints,nil-0 points

Noise level (Walkability Cyclability) Vote-1

Noise level

Air pollution (Walkability Cyclability) Vote-0

Air pollution

6.Attractiveness Scenery features (Cyclability Walkability) Vote-9

52

Rationale

A component of comfortability

Air pollution can be related with respiratory conditions and cancers

Variables

Rationale

-Number of courtyards, plazas, and parks -Proportion historic building frontage -Number of buildings with identifiers -Number of major landscape features -Number of pieces of public art

Good scenery as a pull factor that attracts people to cycle Engagement(Related to imageability; Human Scale; Complexity )

Variables

Rationale

Proportion active uses (Cyclability Walkability) Vote-0

-Presence of outdoor dining -Cultural activities, Recreational walk -Number of people

Engagement(Related to Transparency)

Environment color (Cyclability Walkability) Vote-2

-Number of basic building colors (both sides, beyond study area)

Engagement(Related to Complexity)

Environmental friendly design (Cyclability Walkability) Vote-2

-Design working with natural systems

Integrate nature into our transportation networks, reaping the benefits of ecosystem services while minimizing conflict between humans and wildlife.

Social interaction (Cyclability) Vote-0 Population increase of this block (Walkability) Vote-11

-Social interaction

Engage riding

Reference (ASLA,2018)

(FCL,2015) (P.P.Koh & Wong,2013)

Measure in noise tester/ (FCL,2015) Walk down the block at a reasonable pace.

Evaluate the level of noise (1=very quiet, 2=quiet, 3=normal, 4=loud, 5=very loud).

Record your noise level rating.

Score 1-5 Evaluate base on the number (ALSA,2018) of traffic volume scores; factory number; burning activities

Suggested Measurement Reference method Based on mapping and site (P.P.Koh & Wong,2013) visiting (Ewing Reid et al,2009) Score from 1-5 for the amount of variables 1-6, divide 5 at last

-Population increase Engagement- an indicator of this block of better urban areas that attract redevelopment

Suggested Measurement method Count the number of outdoor tables for dining on your side and within the study area.

Record the number of tables you count.

Note the amount of active-use buildings that are on your side within the study area. If a building is active, assume all sides are active (even blank walls).

Count the number of basic building/structure/surface colors on both sides of the street within the study areas.

Do not distinguish between different shades of the same color.

Record number of distinct building colors.

Count the number of environmental-friendly designcapture and filter storm water, reduce flooding, support pollinator species, strengthen biodiversity, and protect wildlife populations.

Measure the width of cycle paths, is it wide enough to accommodate 2 cyclists

Research online

Reference (Ewing Reid et al,2009)

(Ewing Reid et al,2009)

(ASLA,2018)

(Paige Willis et al.,2013)

(Forsyth Ann et al., 2015)

Reference: 1.

(FCL,2015)Modelling for Walkability Understanding pedestrians’ preferences in Singapore, FCL 2.

(Ewing Reid et al,2009)Ewing, Reid, and Susan Handy. “Measuring the Unmeasurable: Urban Design Qualities Related to Walkability.” Journal of Urban Design, vol. 14, no. 1, 2009, pp. 65-84.

3.

(Forsyth Ann et al., 2015)Forsyth, Ann. “What is a Walkable Place? The Walkability Debate in Urban Design.”

URBAN DESIGN International, vol. 20, no. 4, 2015, pp. 274-292.

4.

Cherlyn Lim Li Xuan (MLA class 2016) , Assessing connectivity for a seamless cycling experience in the Tampines intra-town cycling network, 2015–2016 (Accepted for presenting GASS conference 2016) 5.

(Active Living Research,2013)Active Living Research-How to Increase Bicycling for Daily Travel 6.

(Terri Pikora et al.,2000)SURVEY OF THE PHYSICAL ENVIRONMENT IN LOCAL NEIGHBOURHOODS SPACES INSTRUMENT: OBSERVERS MANUAL 7.

(Paige Willis et al.,2013)Paige Willis, Devon, Kevin Manaugh, and Ahmed El-Geneidy. “Uniquely Satisfied: Exploring Cyclist Satisfaction.” Transportation Research Part F: Psychology and Behaviour, vol. 18, 2013, pp. 136-147.

8.

ALSA https://www.asla.org/land/LandArticle.aspx?id=54024

53

DESIGN GUIDELINES FOR CYCLING IN RELATION TO HEALTH

Physical Heath Aspect Traffic safety

Element

Rationale

Assessment Criteria

Reference

Goal - Safe network for commuters Space away

from Width between

traffic

To reduce the

Cycle lanes and tracks at least 2.1m

Chartered

cycling routes &

likelihood of collisions

wide, away from traffic, make cycling

Institute of

pathways i

with turning around

convenient and sociable.

Logistics and

vehicles Not

mixed

with Clarity on road

pedestrians

usage between

Transportation,

Distinction between

Overlapping with pedestrians

2010 Chartered

footpath & cycle track

Score - 1

Institute of

pedestrian &

hood

Clear distinction between 2 commuters

Parking bays

2010 Chartered

: between the

& pathway to avoid

Institute of

‘dooring cyclists by parking cars’.

cycle track & the possibility of traffic

Minimize road width

Transportation,

- Score - 2 Location of car parking Width of 2.5m avoids the problem of

traffic lanes

injury

Shorter crossing

Minimize road width

distance

to reduce traffic

Logistics and Narrower width :

Transportation,

50cm buffer zone Minimum road width : up to 2.9m Score - 1

2010 Land Transport

Rationale

Experiential

Promote usage of connecting places through cycling by providing shelters in case of weather changes.

Undisturbed by drastic weather changes(Score - 4) Relatively cooling zone(Score 3) Heat-prone area(Score 2) Rain-prone area(Score - 1)

WHO, 2011

Noise

Hearing

Avoid ‘stop-dismount-push’ interruption to maintain momentum

Install signs and calories notice board along the cycling path to motivate continuous cycling.

Robin Heydon & Martin LucasSmith, 2014

Cycle tracks along a road must not give way at every side road or driveway.

Crossings should detect the presence of cyclists, like most traffic lights.

continuous commuting Avoid sudden halt to

stops

disconnect cycling flow from the waiting area. The layout called & Martin Lucas-

Layer separation

& exiting bus Hierarchy of

Clearly define cycle

footpath & cycling tracks for smoother tracks

Robin Heydon

Hearing

Reduce negative consequences

Area with natural vegetation as buffer

Tan P.Y.,

of noise pollution. Improve

15m wide,

Liao K.H.,

conduciveness of outdoor spaces (Score 3)

Hwang

for recreation / community use

Y.H.,

Smith, 2014

Cycle tracks higher than road surface

Chartered

but lower than footway

Institute of

Day Medical

Logistics and

Services /Health

Transportation,

Promotion Services Health education hubs, Active SG sports complex, services

2010 Lenten &

Speed limit up to

Relation to

Health benefits gained 15km/hr for traditional bicycles, 22+km/

30mph

metabolic rate

from physical activity.

hr for pedelecs. Metabolic output similar. Stockmann, 2010

Avoid stop start

while cycling Cycle

Avoid ‘stop-dismount-

manoeuvre

infrastructure

push’ interruption to

Install signs and calories notice board Robin Heydon along the cycling path to motivate & Martin Lucascontinuous cycling.

Cycle tracks along a road must not give Smith, 2014 way at every side road or driveway.

maintain momentum

Noise

‘floating bus stop’.

journey

OECD, 2013

Weather

Authority, SG

Continuity around bus Provision of

pedestrian waiting

OECD, 2013

Comfort

Below 2.9m crossing to encourage Score - 2

spaces for

Reference

Creating sun traps - areas surrounded Locate seatings & overhead by walls with an orientation toward the protection in areas of maximum sunlight to maximise comfort level south (walls should not block plaza/street visibility).

Avoid large, open, unprotected areas Downdrafts from surrounding Score high-rise buildings can cause Avoid wind funnels: narrow openings user discomfort and should be between buildings with easterly or northprevented or reduced through west alignment specific design measures Utilize planting, low walls and canopies for wind deflection.

speeds & pedestrian

Place continuous cycle track away

Assessment Criteria

Wind

Logistics and

riders Layout of carparking

Element Pollution Source Goal - reduce negative influences affecting health Sunlight Overheat

Vincent C (2018) Holistic healthcare

Encourage widespread Healthcare

Ministry

usage of public health

institutions at

of Health,

neighbourhood

2018

Health information centre, Neighbourhood clinics

Crossings should detect the presence of cyclists, like most traffic lights.

54

55

DESIGN GUIDELINES FOR CYCLING IN RELATION TO HEALTH

Mental Heath Aspect

Mental Wellness Goal - to reduce emotional stress Lawn

Open Plaza with vegetation

Community Garden

Nature

Community Garden

Nature

Civic Plaza

Minimize road width

56

Element

Rationale

Short, mown grass

Lawn provides a platform for a big group of people to interact

Assessment Criteria

Area able to contain a community (Score - 4) Area able to contain groups of people (Score - 3) Area able to accommodate a big family (above 10 ppl) (Score - 2) Area able to accommodate a smaller family (up to 10 ppl) (Score - 1) An area of few trees in Serve as green Existence of trees an open space pockets within a (Score - 3) space.

Existence of lawn, grasses, Welcome interactive (Score -2) activity.

Existence with garden plots, (Score - 1) Parking bays : Location of car parking Width of 2.5m avoids the between the cycle & pathway to avoid problem of ‘dooring cyclists by track & the traffic lanes possibility of traffic parking cars’. injury Narrower width : 50cm buffer zone Shorter crossing Minimize road width Minimum road width : distance to reduce traffic up to 2.9m speeds & pedestrian Score - 1 crossing to encourage continuous commuting Below 2.9m Score - 2

Man made plantation tailored to specific theme i

Allow activity that requires a more private environment

Reference URA

Mental Wellness Goal - to reduce emotional stress Civic (picnic, gather spaces)

Element

Rationale

Assessment Criteria

Community space

A social gathering place where residents could organize & participate activities here. Little to no vegetation dominates the place Closest to nature setting without much interruption from man made creation

With lightings at night / overhead Active Design shelter Guidelines

Tan P.Y., Liao K.H., Hwang Y.H., Vincent C (2018

Singapore Botanic Garden 2018

Chartered Institute of Logistics and Transportation, 2010

Land Transport Authority, SG

With empty area for seating

Group of trees

Open space

Multi-purpose usage

Detours

Change of Less challenges of spatial quality, roads encourage interchangeable routes higher usage of road.

Creating less sudden detour

Speed-inhibiting structures

Permanent posts in cycling path

Discontinuity and short Location of posts away from Worcester Polytechnic length of cycle tracks residential zone, (Score - 3) Institute. Brandon C. Location of posts at residential et. al., 2017 zone (Score 2) Location of posts at recreational / social zone (Score - 1)

Social Well-being Services

Social interactionCommunity Centres, Youth centres, Group exercise corner

Promote social interaction as a form of support group for the public, patients, caregivers

Self Development Services

Nurturing interestPromote interest Reading corner, & initiation in self Music corner, Workout development recreational space Build friendships in activities

Open space for interaction

Chartered Institute of Logistics and Transportation, 2010

Low / No fences, Wide walkway accommodate two people sideby-side (Score - 4) Low / No fences, walkway accommodate one person walking (Score - 3) Fences, narrow walkway barely accommodate one person (Score - 2) Fenced garden open upon activities or requests Score - 1 Vegetation without Interaction with the Nature within neighbourhood human interruption nature and a platform (Score - 3) for group activities.

Nature surrounding neighbourhood (Score - 2) Nature outside neighbourhood (Score - 1) Parking bays : Location of car parking Width of 2.5m avoids the problem between the cycle & pathway to avoid of ‘dooring cyclists by parking track & the traffic lanes possibility of traffic cars’. injury Narrower width : 50cm buffer zone Shorter crossing Minimize road width Minimum road width : distance to reduce traffic up to 2.9m speeds & pedestrian Score - 1 crossing to encourage continuous commuting Below 2.9m Score - 2

With benches

Grove

URA

Land Transport Authority, SG

Reference

Walkable distance to grove (1-2km) (Score - 3) Need buses / MRT to grove (Score - 2) Difficult accessibility due to road blockage/ carrier, (Score 1) Open space garden plots, seating areas (Score - 3) Open space with lawn zones, seating areas (Score - 2) Open space without vegetation but seating area, (Score - 1) Roundabout along the cycling tracks

Singapore Botanic Garden

Brandon C. et. al., 2017

Brandon C. et. al., 2017

Centres at neighbourhood MCYS, 2018 (Score - 3) Centres away from neighbourhood (Score - 2) Centres near commercial area (Score - 1) Activities involved elderly MCYS, 2018 (Score - 3) Activities involved Youth (Score - 2) Activities involved children (Score - 1)

57

THERMAL COMFORT MEASUREMENT THERMAL COMFORT MEASUREMENT Understanding Thermal Comfort Measurement Methodology COMPARISON OF INDEX

Variables

Direct Measurement WBGT WBGT

UTCI UTCI

PMV PMV

Air Temperature Temperature (℃) (℃) Air

√√

√√

√√

Mean Radiant Radiant Temperature Temperature (℃) (℃) Mean

√√

√√

√√

Relative Humidity Humidity (%) (%) Relative

√√

√√

√√

√√

√√

Individual Factor Factor Individual

√√

Wind Speed Speed (m/s) (m/s) Wind Clothing Level Level (m2K/W) (m2K/W) Clothing Metabolic Rate Rate (J/s) (J/s) Metabolic Water Vapor Vapor Pressure Pressure (kPa) (kPa) Water

√√

Built Environment Environment (m) (m) Built

√√

√√

Sky View View Factor Factor (%) (%) Sky

√√

Solar Radiation Radiation (W/m² (W/m² )) Solar

Greenery √√ √√ Greenery

STEVE(NH STEVE(NH WONG) WONG)

TSV(Terrace TSV(Terrace TAN) TAN)

TSV(WEI Yang) Yang) TSV(WEI

√√

√√ √√

Weather Weather Condition Condition

√√ √√

√√

Reference: Reference: 1) YANG YANG WEI WEI (2013-03-22).

(2013-03-22). Outdoor Outdoor Thermal Thermal Comfort Comfort in in Urban Urban Spaces Spaces in in Singapore.

Singapore.

1) ScholarBank@NUS Repository Repository ScholarBank@NUS 2) Honjo, Honjo, Tsuyoshi, Tsuyoshi, et et al. al. "Thermal "Thermal comfort comfort along along the the marathon marathon course course of of the the 2020 2020 Tokyo Tokyo 2) Olympics." International International journal journal of of biometeorology biometeorology (2018): (2018): 1-13 1-13 Olympics."

3) Wong, Wong, NH. NH. and and Jusuf, Jusuf, SK. SK. (2013).

(2013). Urban Urban Heat Heat Island Island Mitigation Mitigation Strategies Strategies at at City City and and 3) Building Level.

Level. In: In: Kolokotsa, Kolokotsa, D., D., Santamouris, Santamouris, M. M. and and Akbari, Akbari, H. H. (Eds.) (Eds.) Advances Advances in in the the Building Development of Cool Materials for the Built Environment, page 3 – 32.

Bentham Science Development of Cool Materials for the Built Environment, page 3 – 32. Bentham Science Publisher.

Publisher.

4) Thermal Thermal Comfort Comfort ++ Landscape Landscape Design Design Optimization Optimization by

by Dr. Dr. Tan Tan Chun Chun Liang Liang 4)

√√

Physical Physical Condition Condition

Greenery Greenery

Green Plot Plot Ratio Ratio (%) (%) Green

Indirect Measurement

√√

√√ √√ √√ √√

Percentage of of Hard Hard Paving Paving (%) (%) Percentage

√√

TEMPERATURE SENSATION VOTE RANGE

TSV range range TSV

Air Temperature Temperature range range (°C) (°C) Air

Thermal Perception Perception (Referenced (Referenced to to Thermal ASHRAE 7-point 7-point scale) scale) ASHRAE

-3 -3

to to

-2 -2

Not applicable applicable Not

Cold to to Cool Cool Cold

-2 -2

to to

-1 -1

22.4 -- 25.4 25.4 22.4

Cool to to Slightly Slightly Cool Cool Cool

-1 -1

to to

00

25.4 -- 28.5 28.5 25.4

Slightly Cool Cool to to Neutral Neutral Slightly

00

to to

11

28.5 -- 31.6 31.6 28.5

Neutral to to Slightly Slightly Warm Warm Neutral

11

to to

22

31.6 -- 34.7 34.7 31.6

Slightly Warm Warm to to Warm Warm Slightly

22

to to

33

34.7 -- 37.7 37.7 34.7

Warm to to Hot Hot Warm

Reference: 1) YANG WEI (2013-03-22). Outdoor Thermal Comfort in Urban Spaces in Singapore. ScholarBank@NUS Repository 2) Honjo, Tsuyoshi, et al. “Thermal comfort along the marathon course of the 2020 Tokyo Olympics.” International journal of biometeorology (2018): 1-13 3) Wong, NH. and Jusuf, SK. (2013). Urban Heat Island Mitigation Strategies at City and Building Level. In: Kolokotsa, D., Santamouris, M. and Akbari, H. (Eds.) Advances in the Development of Cool Materials for the Built Environment, page 3 – 32.

Bentham Science Publisher.

4) Thermal Comfort + Landscape Design Optimization by Dr. Tan Chun Liang 58

59

HEAT MITIGATION STRATEGIES

Design Measures to Mitigate Heat SOFT-SCAPE TACTICS | CREATE WIND CORRIDOR

SOFT-SCAPE TACTICS | CREATE GREEN SURFACES Fully utilize the building coverage to create more green surfaces to optimize microclimate

Fully utilize the terrain in existing landscapes to create wind corridor

Absorb

Guide the wind

Reflection

HARD-SCAPE TACTICS | CREATE CONTINUOUS SHADE

SOFT-SCAPE TACTICS | CREATE CONTINUOUS SHADE

Create green street with trees that can provide enough canopies

Fully utilize the building overhead and flyover to provide continuous shading

Reflect Sunlight

Create more shade

SOFT-SCAPE TACTICS | REDUCE IMPERMEABLE SURFACE & ENCOURAGE MORE EVAPORATION

HARD-SCAPE TACTICS | CREATE CONTINUOUS SHADE

Choose right species and create water feature to increase evaporation & retention of moisture

Evaporation

Evaporation Evaporation

Increase shelter on the road & open spaces to provide enough shading

Evaporation Evaporation

Rainwater retention To keep soil moisture 60

61

HISTORY OFTHE SITE

CHANGES OF ROAD NETWORK 1km High Low Buildings Roads

0

1000m

1914

1945

1966

2018 62

63

LANDUSE MAP

Understanding Current Land Zoning in One-North

LEGEND Residential Area House Cando HDB

Commercial & Business Service Business Service Shopping mall Industry & Factory Market and Food Centre Food Court Hotel Farm & Nursery

Administration & Public Service Ministry Institute Education and Research Civic and Community Centre Health and Medical Care Sports Centre Culture & Arts Place of Worship

Transportation & Public Infrastructure Train Station Utilities Car Park Shulter & Pavillion Road Line HDB with Business HDB with Market and food centre HDB with community centre HDB with Minstry Institute Cando with Minstry Institute Cando with Business Business with Market and food centre Health and Medical Care with food cort

Ministry institute: Administrative office, police station, post office Utilities: Fire station, power station, water station, gas station Culture & Arts: Library, museum, gallery Place of Worship: Mosque, Church, Chinese temple, Hindu temple

500m

64

65

OPEN SPACES

A variety of open spaces have been identified in One North, serving different social function of commuting and gathering, and some parks and green patches also provide environmental functions including microclimate improvement and pollution mitigation. Open spaces are important for cyclability analysis, as they impact the visibility and experience.

Green Patch

LEGEND Green Patch

Turf with vegetation

Park

Streetscape

Roof Garden

Reserved Turf Land

Manicured Landscape

Public Plaza

Outdoor Eastery

Sports Field

Turf with vegetation Park Streetscape Roof Garden Reserved Turf Land Manicured Landscape Public Plaza Inter-Building Space Institutional Landscape Sparse Landscape Outdoor Eastery Sports Field Construction Site Car Park

Inter-building Spaces

500m

66

67

VEGETATION CONDITION

LANDFORM

VEGETATION DENSITY MAP

LEGEND roads railways buildings

Terrian elevation(m) 1 1-5 5-10 10-15 15-20 20-25 25-30 30-35 35-40 40-45 45-50 50-55 55-60 60-65 65-70

SLOPE

0

1.4%

1.4%

3.8%

4.5% 7.3%(CARRIAGE WAY)

500

7.3%

68

3.1%

0.3%

LOW HIGH

3.1%

2.3%

5.6%

4.4%

2.3%

SLOPE(%) 0-5 5-10 10-15 15-20 20-25 25-30 30-35 35-40 40-45

69

POPULATION DENSITY General human density map footprint with population

Human density heat map_ Morning commuting time

High Low Buildings Building Roads

400m

Roads

High

0

Low

1000m

Buildings

General human density heat map

Roads

0

1000m

Human density heat map_ Night commuting time

High High Low Low Buildings Building Roads

400m

Roads

High

70

0

Low Buildings Roads

0

1000m

71 1000m

ACCESSIBILITY ANALYSIS Analysing Accessibility in One-North URBAN NETWORK SYSTEM

MRT-600m building accessibility analysis

MRT-600m reach accessibility analysis

LEGEND Road

Close

Far

20% more Shortest route selection

Shortest route selection

Analysis based on UNA Toolbox for ArcGIS and Rhino 72

LEGEND Road Route

Building Start/End point

LEGEND Road Road within 600m

LEGEND Road Route

Building within 600m Building

Building Start/End point

73

ACCESSIBILITY ANALYSIS Analysing Accessibility in One-North URBAN NETWORK SYSTEM

Route selection possibility analysis

MRT entrance accessibility analysis

LEGEND Road

High Possibility

Route usage analysis - MRT to One north

Route usage analysis-Residential to MRT

LEGEND Circulation

74

LEGEND Road

Low

MRT Station Building

LEGEND Circulation

Accessibility connection Building

MRT Station Building 75

THERMAL COMFORT ANALYSIS Understanding Thermal Comfort in One-North BUILDING HEIGHT AND TERRAIN

TEMPERATURE - AFTERNOON PERIOD

Time Period: 12:00 to 12:30 11/09/2018 Data : 105 point for temperature (°C) MAX 32.44 (HOLLAND VILLAGE) MIN 27.53 (COMMONWEALTH) MEAN 30.07 MEDIAN 30.1

LEGEND Building height + terrain 0

66 point for wind speed (m/s)

115 m Measurement points from GPS track

MAX 2.01(QUEENSTOWN) MIN 0.25 MEAN 0.71 MEDIAN 0.5

TEMPERATURE - MORNING PERIOD TEMPERATURE - EVENING PERIOD Time Period: 18:30 to 19:00 11/09/2018 Data : 103 point for temperature (°C) MAX 30.42 (QUEENSTOWN) MIN 27.14(ONENORTH) MEAN 28.74 MEDIAN 28.57 66 point for wind speed (m/s) MAX 2.52(ONENORTH) MIN 0.25 MEAN 0.60 MEDIAN 0.50 TSV Value

Time Period: 08:30 to 09:00 11/09/2018 Data : 98 point for temperature (°C) MAX 30.97 (DOVER) MIN 26.67(DOVER) MEAN 29.17 MEDIAN 29.07

1 0 0.5

56 point for wind speed (m/s) MAX 3.34(WESSEX) MIN 0.25 MEAN 1.01 MEDIAN 1.01 76

77

GREEN SPACE TYPOLOGY & VEGETATION DENSITY Its relation to health / social facilities Maximising health benefits through greenery

Green Typology & Social function related space Grove, Grassland, Greenway Manicured Landscape, Community Space

Natural Landscape, Park

Lawn, Turf, Sports field

Open Space with less vegetation, Plaza Vegetation Density Very Dense Dense Less Dense Spare

Canopy Location Health Services & Social Services Fitness Healthy Eateries Medical Clinic Pharmacy Resident Committee Community Centre Student Care Centre Family Services

500m 78

79

HYDROLOGICAL FLOW

Water flow and open drainage typology

A: 20m

B1: 3m

B2: 3m

C1 in green patch :1.6m

C2 next walkway with fence :1.6m

D1:0.6m

D2 next walkway :0.6m

D2 next walkway :0.6m

D3:0.7m

D3:0.7m

D4:0.7m

D5 fence, next building :0.7m

D6 fence, close green patch:0.8m

D7 next car lane:0.8m

D8:0.8m

D11 one north factory area :0.8m

D13 in express way :0.7m

D10 next car lane :0.8m

D9 next building:0.8m

D12 one north factory area:0.8m

E1 Holland village residence :0.5m `

LEGEND Water flow 20m

Type A

3m

Type B

1.6m

Type C

0.6-0.8m Type D 0.5m

80

Type E

E2 Holland village residence :0.5m

0m

E3 car lane :0.5m

500m

81

TRANSPORTATION NETWORK SYSTEM

Understanding Accessibility in One-North ROAD NETWORK AND BUS STOP

CROSSING AND CAR PARK

LEGEND

LEGEND

Bus stop

HDB Carpark URA Carpark Crossing

FOOTPATH AND CYCLING PATH

BUS ROUTE

LEGEND Footpath Cycling path

LEGEND Internal Shuttle Bus Route

Public Bus Route

82

83

TYPOLOGIES | ROAD SECTIONS

Understanding Streetscapes of One-North EXPRESSWAY

MAIN DISTRICT ROAD

REGIONAL MAIN ROAD

LOCAL ADDRESSING ROAD 2

LOCAL ADDRESSING ROAD 1

84

85

ENTRANCES & BARRIERS

LEGEND Boundary Entrances

86

Public Pedestrians

Private All (Cyclist, Pedestrians, Cars)

Physical Barriers

1-7 8-14 15-20 Pedestrian Bridges . Bus Stops (without cycling lanes) . Kerbs . Staircases ( Low . Med . High )

Conflict Zones Informal Crossings . Marked Non-Signalised Crossings . Handicap ( Ramp . Lift )

87

BARRIER TYPOLOGIES

Pedestrian Overhead Bridges

without lanes

Barriers where cyclist momentum is affected / disrupted = dismount = loss / decrease of momentum

Certain bus stops has an additional space for cyclist usually located at the back of the bus stop, to provide seamless flow for cyclist to avoid collision with passenger boarding / alighting / waiting for buses

with lanes

Pedestrian Overhead Bridges without wheeling ramps, cyclists have to carry their bicycles up the bridge.

Pushing devices across the overhead bridge

Bus Stops

HIGH

Pedestrian and Vehicular Traffic comes into contact 14 - 20 steps

LOW

MED

Staircases 8 - 13 steps

When a cyclist encounter a staircase, one would have to dismount & carry it down, before cycling again to their destination

1-7 steps

Kerbs This could be a small factor, one could argue that it’s’ easy for cyclist to ride over / up onto a kerb.

But it’s still requires a certain group of cyclist to dismount & overcome the kerb. It’s also a barrier which affects one’s speed when cycling

88

Informal Crossings Found in junctions where a footpath or cycling path intersects with a road. Common types of informal crossings include car park accesses, and minor road junctions within neighbourhoods which do NOT have any indication or marking Cyclists should slow down and keep a look out for the crossing ahead and also look out for approaching vehicles

Marked Non-Signalised Crossing Zebra crossings, are indicated by thick solid white lines on the road Cyclists should stop and look out for approaching traffic before crossing the road at walking speed

89

SURVEY METHODS

Site Survey Process

SURVEY QUESTIONS AND RESULTS 1. Are you a Cyclist?

3. What is the longest time preference to commute through cycling

Site Survey Process

2. Do you own a personal bike or use shared bike?

4. What is the time you usually commute?

5. Rate your commuting experience for the following factors:

No. of Surveyors : 12 No. of Response : 288 Date and place of Survey Conducted : 25 / 8 / 2018, Saturday - Ghim Moh, Holland Village, One-North/Bouna Vista, Ayer Ryah and Mount (Morning to Evening) Sinai 27 / 8 / 2018, Monday - Ghim Moh, Holland Village, One-North/Bouna Vista, Ayer Ryah and Mount (Morning to Evening) Sinai 3 / 9 / 2018, Monday - Dover MRT, Bouna Vista MRT, One-North MRT (Evening) 90

91

SURVEY RESULTS

Cyclist Information

SURVEY LOCATIONS

Location of survey conducted

LOCATION OF SURVEYEES’ DEPARTURE AND ARRIVAL DESTINATIONS NON - CYCLIST INFORMATION

92

93

PROPOSALS

TEAM 1. MAJOR DESTINATIONS A. Buona Vista MRT Junction_Wang Hanfeng B. Siemens Medical Factory_Xu Yuexin C. JTC Launchpad_Yong Keng-Whye, Raymond D. Commonwealth MRT_Kong Lingchang

TEAM 2. COMMUTERS WITHIN THE DISTRICT E. Ghim Moh Cycling Estate_Kuan Wai Tuck Victor F. New Cycling Town in Ghim Moh_Liu Xiaolei G. Freely Cycling Through Indoor and Outdoor_Xu Linxin H. Intra-Connecting Belts_Yao Haomu TEAM3. LONG-DISTANCE COMMUTERS I. Inter-town Spine in Commonwealth Avenue_Wang Zhe J. Cycling in Green along Dover Road_Lam Si Yun Swan K. Cycling Loop in One-North_Gao Chenchen L. Cycling Network for New Development_Fan Lei

94

95

MOBILITY HUB

Reshaping the Major Destination to Promote Everyday Cycling Kong Lingchang | Wang Hanfeng | Xu Yuexin | Raymond Yong A Mobility Hub is a future destination for Everyday Cycling in Singapore. It aims to provide a focal point in the existing mobility network by delivering ease in the fluctuation of transportation systems with densified multifunctions and facilities which will encourage commuters to adopt cycling and cultivating a Cycling Culture. One-North, as a built business hub dominated by 70% of business workers, requires a cycling system or framework that offers more diverse and viable mobility choices to accommodate all commuters.

4 Major Destinations namely - Buona Vista MRT junction, Commonwealth MRT, JTC Launchpad, and Siemens Medical factory were strategically identified as key destinations and selected as design sites based on commuting demand factors regarding the density of workers population, land usage, and public participation results.

Three strategies had been taken to transform these destinations into a successful Mobility Hub. Firstly, improving the cycling mobility and accessibility by proposing alternatives access points to destinations to achieve better perimeter control and strengthen cycling systems. Secondly, considering spatial and functional elements by intensifying potential underutilised spaces, and introduce site-specific related programs for commuters demands. Lastly, advocating cycling culture by increasing outdoor cycling programs and activities.

Here are four types of Mobility Hubs: JTC Launchpad offers a conducive environment and nurturing ecosystem for startups and incubators. The workplace dominated by 2400 workers is continuously innovating, experimenting, and keeping things fun and flexible. By diversifying access points, reducing barriers, expanding common spaces and introducing a ride-thru food court, it aims to strengthen a harmonious system of workers and food places through active mobility, commercial, and recreation.

Buona Vista MRT junction is a complex transportation hub with heavy traffic volume and varied height difference, causing lots of barriers for pedestrians and cyclists. The aim is to make the circulation more efficient and directly by retrofitting and proposing new multi-tiers cycling network system with underutilised and fragmented built structures and semi-open space near the MRT. Siemens is a manufacturing factory which has 7000 blue-collar workers. Currently, the overutilisation of vehicular roads by other mobility groups - pedestrians and cyclists - generate issues that affect the site’s mobility condition. The proposed design aims to transform building and street infrastructures as part of the cycling network. Also, providing standing eating tables, productive fruit trees and in-out exercise track to attract users to commute by bike.

Commonwealth MRT is supposed to the future commuting destination that serves the high commuting demand for commuters from both arriving by train and within the neighbourhood that counters poor existing continuity condition and connects to the surrounding destinations. This project aims to encourage cycling through the transportation destination by retrofitting the existing built infrastructure to be cyclable and intensifying the space to introduce cycling services.

The making of the Mobility Hub is one step towards achieving a cohesive transportation system and allowing people to make choices that are more environmentally sustainable and physically beneficial.

96

97

THE NATION CYCLING PLAN Current & Future

Scenario 2-3mins

10-15mins 2-3mins 7mins

5.6

10-15mins 2-3mins

million population

7mins 15mins 2-3mins 6mins 15mins

6mins

2% 112,000

Existing Infrastructure

Cyclists Home

What is a

Destination?

; the place where someone is going or where something is being sent or taken

98

According to

63

Transit Destination

Destinations

surveyees we’ve interviewed in one-north,

majority of them highlighted Transport Systems and Workplace such as Offices are their destinations 99

DESTINATIONS SELECTION

OUR DEFINITION | DESTINATION

Destinations Selection

What is a Destination? : The places where workers commute to as a part of their daily life route

Legend 1501-5000 865-1500 521-864

Destinations Selection Result

261-520 89-260

Major destination: Metropolis & Fusionopolis, Factory, Holland Village, Ghim Moh Market, Tanglin Market

0-88

Population Density | one north

Population Density | Business

Legend 66638-257698 17066-66637 4204-17065 867-4203 0-866

100

Population Density | Commercial

Legend 27818-107574 7124-27817 1755-7123 362-1754

Population Density | Survey

Legend 28-53 14-28 4-14 1-4

0-361

101

ONE-NORTH AS AN INNOVATIVE BUSINESS HUB

WORKERS TIMETABLE

One-North Context

Everyday work life

Mrt Junction Area (Commonwealth)

Major Destinatiom

Dover Dover

Bu

Holland Village

sin

ess itution

Residential

ONE-NOR TH

Educa tion In st

Bouna Vista

Bouna Vista

Hea

lth in tituti on

Holland Village

Mrt Junction Area ( Buona vista)

71.3% 13.4%

Commonwealth

10.2%

Commercial

3.9%

Commonwealth

One North

Mrt Junction Area

One North

1.3%

Kent Ridge

Queenstown

Commercial Area

Queenstown

Kent Ridge

Factory Area

Legend Mrt Station Commercial Business

Factory

0m

500m TIMELINE

Education Residential and Utility Mrt Route

102

103

EVALUATION OF ECOLOGICAL ASPECT

CONTRIBUTING FACTORS TO CYCLING MOMENTUM

Landscape Cohesion Least Cost Corridors for 10 species and number of destinations served

Barriers, Conflict Zones & Land Ownership

One north area

Total Area of One north: 1165906m² Total Vegetated Area: 404535m2--34.7%

Legend 80 45 0

Thermal Confot & Shaded Areas

0m

500m

Ve g e t a t i o n Density high Non-signal Crossing

low

Informal Crossing

Shadow Range low

Morning

Bus Stop Kerb

Barrier

Starcases

Overhead Bridge Stairs

high Building Hight

Noon

0-5

Ministry of Environment and Water Resources

6-10

JTC Corporation

11-20 21-25

High

Evening 104

Low

Land Ownership

26-40 41-60

Informal Crossing Overhead Bridge & Kerb

Private Housing and Development Board

61-80

Ministry of National Development (Nparks)

81-120

Major Destination

Steep Slope

121-180 181-210

Bus Stop 105

ROAD USAGE FREQUENCY

STREETSCAPE PAVING TOPOLOGIES

Biopolis Area

Legend

Section A

Road Usage High

Low

Population density 0-100 101-300 301-700 701-1500 1501-5458 5459-10630 10631-16900

0m

Section B

500m

Factory Area

Section C

Legend Road Usage High

Section D

Section E

Low

Population density 0-100 101-300 301-700 701-1500 1501-5458 5459-10630 10631-16900

0m

106

500m

107

BIOPOLIS AREA EXISTING CONDITION

BIOPOLIS AREA EXISTING CONDITION

Cycling Inteastructure

Elevation and Slope

Legend

26m

15m 10m

Legend

0-1 1-3

10m 13m

3-5

12m

5-8 8-12

11m

12-15 15-18

23m

19-25

10m 37m

Legend

26-30

13m 0m

250m

Legend Bicycle parking lots Handicap Overpass Shelter

Legend Green Patches Carparts Courtyard Plaza Entrance for Car and Pedestrian Entrance for Pedestrian Pick up Point Canopy 108

Crossing

0m 0m

500m

500m

109

FACTORY AREA EXISTING CONDITION

FACTORY AREA EXISTING CONDITION

Level of Conflict Zones

Typology of Open Spaces

Pedestrian

Shuttle Bus | Route C

Heavy Vehicles

Bus 91 Route Vehicular Movement

High Med Low

Legend

Legend

Private Green Patches Public Green Patches Carparks Courtyard Plaza Boundary Factory | High Volume of Trucks Entrances

110

Bus 91| SBS Transit Shuttle Bus | Route C Heavy Vehicles

Pedestrain Movement Loading & Unloading Bay Bus 91 Bus Stop Shuttle Bus Pick/Drop-up/off point Vehicular Road Factories Internal Roads 111

ISSUE1 | INCONVENIENCE MOBILITY

ISSUE 2 | DISORGANIZED CIRCULATION

Average Distance in Factory Area

Timber+ Human Flow

Population in Factory: 43063 Avg. Distance: 600m Avg. Commuting Time: 12 min

Route 1 Route 2 Route 3

Population Density 0-100 101-300 301-700 701-1500 1501-5458 5459-10630 10631-16900

Degree of Inconvenience Interval of 91 bus: Avg. waiting time: 7-14 min Siemens Medical factory: Most inconvenient working place

Siemens Medical factory

Degree of Inconvenience 0 - 1.6

Recording Time: 1:00-2:00pm 5th Oct. Entrance

1.7 - 4.8 4.9 - 13.9 14.0 - 52.3 52.4 - 117.5

Bus Station 91 Bus Route

112

Toilet Stage Hawker Stall Sitting Area Human Flow

113

ISSUE 3 | WEAK LINKAGES

ISSUE 4 | DISCONTINUITY

Potential Demands

Buona Vista Junction Circulation

History Map

Future Plan Buona Vista Mrt Exit

Metropolis

2000

Drop off zone Bus stop

Greenway

Car Park

2003

Holland Drive Market

2009

History Map

Canal

Car Park

2016

Pedestrian Usage

Distance Comparison

2018

Legend Road Usage High

Legend Selected point Low

Population density

Route 1 Route 2 Route 3

0-100 101-300 301-700 701-1500 1501-5458 5459-10630 10631-16900

0m 114

250m

0m

250m

115

OVERVIEW OF PROJECTS

A:

C:

D:

B:

116

117

Project A: Mobility Hub_Buona Vista MRT Junction

SITE ANALYSIS Existing Human Flow

Revitalize Bouna Vista MRT junction as a gateway to activate public cycling willingness.

Pedestrain_morning

Pedestrain_evening

Cyclist EXISTING CONDITIONS

Potential Flow Main Point

Holland Drive Market

Buona Vista MRT Exist B Exist C

Exist A

Railway Corridor

Exist D

Metropolis Landscape Performance

1. More bicycle facilities are provided: Bicycle Parking lots: 513 Shower room: 22 Water point: 23 Repair point: 17 Washing point: 12 Toilet: 12 2. Created 2700m New Cycling lanes.

3. Provided 72% shaded area for the cycling system.

118

1. Increased rainwater retention volume: 1512.5m3.

2. Transformed 6780m2 area of grassland into woodland.

3. Reduce Peak Runoff: 9.2%.

1. Health & Welling beings.

2. Recreational & Social value.

3. Scenic quality & Views.

4. Landscape Intervention.

5. Increased accessibility for nature.

119

STRATEGY 1: IMPROVING CYCLING MOBILITY AND ACCESSIBILITY BY RETROFITTING AND PROPOSING NEW MULTI-TIERS CYCLING SYSTEM

Aerial View

NEW CYCLING SYSTEM & HUMAN FLOW ANALYSIS

Section A-A’ Southeast Gateway

120

Cycling Mobility Hub

MRT Railway

Rain Garden

Railway Corridor

Plaza

Exhibition Platform

Jogging Track

Multifunctional Open Field

New Cycling System

Overhead Bridge

121

STRATEGY 2: MAXIMIZING THE USE OF SPACE FOR INTEGRATING FUNCTIONS BY REDESIGNING UNDERUTILIZED AND FRAGMENTED BUILT STRUCTURES AND SEMI-OPEN SPACE NEAR THE MRT.

SITE PHOTOS

MASTER PLAN

A

B

Detail Plan

Structure

Detail Plan

FUNCTION

C

SITE B

C B

A

SITE A

Detail Plan

122

SITE C

Structure & System

123

Human Flow Simulation

Morning

The cycling journey from one type of works’ perspective

9:00 Arrive at the company and start a day's work.

Noon

8:40 Leave home to work.

12:50 Go back to office after lunch.

12:00 Leave office to have lunch.

Evening

18:00 Leave office and cycle to do exercise before going home.

18:30 Take a shower and have some snacks after exercising on the way back home.

124

125

AIM: REVITALIZE BOUNA VISTA MRT JUNCTION AS A GATEWAY TO ACTIVATE PUBLIC CYCLING WILLINGNESS. SOUTHEAST GATEWAY &RAILWAY CORRIDOR

GATHERING PLAZA

126

MRT EXIST B & UNDERGROUND PASSING

MULTIFUNCTIONAL OPEN FIELD

127

PROJECT B: SIEMENS MEDICAL FACTORY

CONFLICTS & BARRIES EXISTING HUMAN FLOW

Transforming building structure and infrastructure as part of the cycling network 2

Siemens Medical factory is located in the south part of one-north. There are 7000 workers working in this building which is the most in the factory area. Currently, there are no cycling path around the building. Mixing use of the road such as 91 bus return path, heavy truck, private car and conflicting zone between pedestrian and vehicles will be the periphery issues that affect the cycling.

3

1. Informal pedestrian entrance

1

2. One entrance serves huge number of human flow

3. Different kinds of barries Human Flow Vehicle Flow Cyclist Flow

0m

12m

NO TIME AND PLACE TO EXERCISE Workers Timetable

Drop off Area

Siemens Medical Factory

One-north MRT Bus 91 / Shuttle bus

Timber+

Open Space

7:00 - 8:30 This period is the general start working time and off-duty time. There are three main ways to go to work. One is to take MRT and work to factory, the second is to take the 91 bus, the third is to take Company’s shuttle bus.

A large number of workers will buy breakfast in Timber+ and eat at open space around Siemen factory.

12:00-13:00 In this period of time, workers will come to Timber+ to have lunch and have a rest at outside green space.

17:30-18:00 Most of workers will off duty at 17:30, they will stay at the drop off area (in front of the building) and wait for the shuttle bus. During this time, they will chat, eat and rest at the waiting area. Another group of people will go to the 91 bus stop and MRT station to come home.

22:30 This is the starting time for workers who work at night.

128

129

STRATEGY1: MORPHING THE CYCLING NETWORK TO MEET COMMUTERS’ DEMAND AND REDUCE THE CONFLICTS FOR BETTER FLOW

Go across the site

Human Flow Vehicle Flow Cyclist Flow

Go into the first floor factory

Design Human Flow

Go into the other floor factory

Performance: 1. Three kinds of cycling routes to satisfied commuters’ demands 2. Retrofitting the junction and add one more entrance to reduce the conflicts and serve the large number of flows.

Junction before

Junction after

One entrance before

Two entrance after

3. Transform the steps to ramp to create coherent cycling

130

131

SIEMENS MEDICAL FACTORY MASTER PLAN

Physical Condition Site area: 17265 m² Building area: 5850 m² Shaded area: 5712 m² Facilities Shower room: 24 Toilets: 48 Washing point: 5 Repair Tool kit point: 17 Water Point: 23 Function Green infrastructure Mobile retail 750 m² recreation area Information Health & Well-Being indcator

Legend

Cycling path Pedestrian Vehicle lane Exercise Area Parking lot Shower & Washing room Carica papaya(Papaya tree) Musa acuminate (Banana tree)

Psidium guajava 0m

132

12m

133

STRATEGY2: CREATING ENVIRONMENTAL FRIENDLY CYCLING INFRASTRUCTURE TO PROVIDE COMFORTABLE CYCLING EXPERIENCE

I. Sofe Surface Drainage Section

Performance: 1. Transform hard drainage surface to sofe to create microclimate along the cycling lane 2. 70% paths and open space shaded by vegetation 3. Increase the effective green space from 26.5% to 50% 4. Cycling path temperature reduced by 1.3 degrees (32.9-31.96℃).

Original drainage

Wood

Pervious concrete

Shaded Area (1-3 pm) 2.5 m

Brush layer Gravel

Cabion Base

Wood cribwall built from timber logs

Bed Substrate

Gabion with Brush Layers Planting Area

Cycling Path

3m

1.5 m

II. Intensity Planting Green Street

Log Cribwall Water Way 1m

Soft Slope

3m

2.5 m

Pedestrian 1m

III. Shelter

I. Soft Surface Drainage

II. North Part Entrance

III. Shuttle Area 134

135

STRATEGY3: INTERWEAVING OPEN SPACES AND INDOOR COMMON SPACES TO PROMOTE HEALTH RELATED CYCLING CULTURE

8:30 Cycling to different floors working place 8:30

TIMETABLE OF EVERYDAY JOURNEY

Performance: Help to consume calories Cycling (moderate) 2 min F: 13cal M: 17cal Cycling is not only a commute tool but also a good exercise methods. According to the scientific statistics, it can consume 15 calories for 2 minutes.

Ten floors’ cycling and walking track (15 cal per floor)

8:00

7:30 One-north MRT 7:00 8:00: Entrance of eating area with standing table and productive planting 14:30 Exercise at the outdoor cycling track

7:45 17:30

7:45 Buy breakfast at timber+ 136

14:30

17:30 Waiting the shuttle bus and doing the exercise 137

OPPORTUNITIES FOR REDEVELOPMENT

The major potential areas are highlight based on entry points, with redevelopment it would improve circulation and reduce conflict points.

PROJECT C: JTC LAUNCHPAD A harmonious system of workers and food place environment

138

139

RIDE - THRU JTC LAUNCHPAD

Singapore 1st Ride-Thru Gastropark

RIDE-THRU

MASTERPLAN

The workplace dominated by 2400 workers is constantly innovating, experimenting, and keeping things fun and flexible.

CONCEPT & INTERPRETATION

Start - Ups, Incubators & Accelerators

1 Site 50,000M2 > 150 Companies > 2400 Workers > 1 Gastropark 2200m2

TIME & ACTIVITIES

LEGEND 1. One-north MRT 2. Main Plaza 3. Recreation Space 4. Self-Kiosk Plaza 5. Cyclist Court 6. Ride-Thru Market

140

141

RECONFIGURING EXTERNAL & INTERNAL CIRCULATION Diversifying Entry & Access Points into JTC Launchpad and Office Buildings to improve accessibility and strengthen perimeter control FLOW MAP

AFTER

BEFORE Studying existing access points into building and site & Analysing existing barriers & conflict areas

Entry Point in/out of Site: 2 Access Points in/out of Buildings: 19 Average Width: 2M 142

Barriers & Conflict Areas are being resolve through expanding pathways to 6m and creating direct route from one point to another to ease way-finding & efficency.

LEGEND

LEGEND

Cyclist Pedestrian Vehicles Access Points Opportunities Conflict & Barriers Bus Stops

Cyclist Pedestrian Vehicles Access Points Bus Stops

Entry Point in/out of Site: 5 Access Points in/out of Buildings: 39 Average Width: 3M

143

MAXIMISING OPEN SPACES

Protuding interal & common spaces into external green spaces, creating multifunctional space

Main Plaza

STUDY OF OPEN SPACES IN JTC LAUNCHPAD 2400 Workers Building Infrstructure Lifts: 7 Stairscases: 17 Carpark: 211

Outdoor Collaboration & Refresh Space Cycling Facilities Unisex Shower Rooms: 52 Total Bicycle Parking: 309m2: 464 Bicycles Proposed Bicycle Parking: 257m2 Existing Bicycle Parking: 52m2 Self-Kiosk Machines: 43 Bicycle Fixing Kit: 14 Drinking Water Points: 18

Crowd Density The safety limits for events are typically assessed at 2 pax per square metre

Existing Bicycle Parking Proposed Bicycle Parking Water Points Bicycle Repair Kit Shower Rooms Self-Kiosk Machines Interior Building Space Potential Spaces Common Spaces Lift Core Existing Green Space Altered Green Space 144

MULTIFUNCTIONAL SHARED SPACE

Types of Recreation & Entertainment Potential Programs in relation to specific site spaces

Stage

Badminton

Basketball

Volleyball

0800 - 1000 hrs

Futsal

Sepak Takraw

Programs and activities transcend over different timings 1100 - 1500 hrs

LEGEND

Cyclist Court

Recreation & Refresh Space

1700 - 2000 hrs

LEGEND

Cyclist Pedestrian Vehicles Access Points Opportunities *p = Potential Conflict Spaces & Barriers *1m2 Space = 2pax Bus Stops *1m2 Bicycle Parking = 1.5 Bicycles 145

RETROFITTING EXISTING INFRASTRUCTURE

Creating Ride-Thru system in Timbre+ and improve operations efficiency and efficacy

MULTIFUNCTIONAL SPACE

EXISTING TIMBRE+ & OPERATION SERVICES

Programs and activities transcend over different period of time and days. Spaces are flexible and adaptable

RIDE - THRU GASTROPARK STALL VENDOR TYPOLOGY

LOOP SYSTEM

Existing Operating System Studying space requirements for vendors (serving & cooking)

Introducing cycle thru foodcourt incoporated with technology (Self-Order Kiosk)

Proposed Operating System Stall Vendors Typology could serve as dualfunction

Perimeter control in the internal and external spaces of the Gastropark, to provide better operation systems

RELATIONSHIP BETWEEN GASTROPARK & OFFICES

LEGEND Cycling Lane Cyclist Flow Pedestrian Flow

A sectional study of how workers moves through spaces from their personal desk to have lunch in Timbre+ Gastropark

146

147

PROJECT D: COMMONWEALTH MRT

AN EXCHANGE STATION FOR WORKING AND LIVING BACKGROUND INFORMATION

-A continuous cycling platform for train and neighborhood commuters

To Biopolis Business park

To One commonwealth Factory

Foodmore food court

Tanglin Business(future development)

Buona Vista MRT

M

1K

Commonwealth Ave Commercial services

Schools

Koufu food court

Soccer Field

(three schools around

(ground floor of multi story car park)

(valuable open space for

this district)

the neighborhood)

Commonwealth MRT is a future commuting transportation destination, serving not only as a transportation hub for the train commuters but also serving as the overhead bridge to get across the Ave to provide access to the neighborhood services. These fragmental public services are attracting the commuters around this area including the workers and residents.

148

149

EXISTING BUILT INFRASTRUCTURE

STRATEGY1: INCREASE CYCLING ACCESSIBILITY BY RETROFITTING THE EXISTING BUILT INFRASTRUCTURE

FLOW/BARRIER IDENTIFICATION

MRT STATION STRUCTURE

Residential

5.8M

6M

Multi-story Carpark(private)

6M

5.8M

Second floor 6M

5.8M Second floor

Ground floor commercial shops 6M

5.8M

The space inside and outside mrt is quite compact, while the cycling facilities require certain space. The only solution is to fully utilize the existing ground level which has 6 meter height space and part of the second floor's aisle.

Level3 Depature floor (9m high)

0M 6M

0M 0M

Roof

6M Ground floor

6M

Soccer Field

Level2 Boarding floor (6m high)

Residential 0M

MRT Entrance

Workers Commuting Residents Commuting

Workers Commuting

Residents Commuting Students Commuting

The existing desin of the mrt entrance direction is mismatching with the actual commuting demands and not friendly to the cyclist due to the elevation difference.

6M

6.5M

6.5M

Stairs/ 6.5M Escalator/Lift (to L2)

Cycling Access Toolkits existing stairs

bicycle track

6.5M folded stairs

spiral stairs

Handicap (to Lift) elevated lane

ramp 150

folded ramp

light folded ramp

curved ramp

using exisiting infrastructure

The design of cycling access ramp depends on the commuting directions, available space and function demands.

Ground floor (0m)

151

Perspective C

STRATEGY2: INTEODUCE THE CYCLING FACILITY BY INTENSIFYING THE EXISTING SPACE USAGE

B

Cycling Facilities List MRT Lev1 Toilet: 34 Changing/Shower room: 36 Locker: 200 Gym: 300 m2 Sports Shopping Mall: 800m2 Cycling Club: 640m2 Bicycle Parking: 150+ MRT Lev1.5 Bicycle Parking: 600+ MRT Lev2 Bicycle Parking: 188 Locker: 90 Health Food Court: 885m2

C Connect to the Connect to the Connect to the Connect to the Business Business to the Business Business Connect Business

6M

6M 6M 6M

6M 3M

3M 3M 3M

Connect toConnect the to the Connect to the Connect to the residentialresidential Connect to the residential residential residential 6M 6M 6M 6M 6M

3M

A

A

A-A section

to the Connect toConnect the Connect to the Connect to the Business Business Connect to the Business Business Business

B

B-B section Top-up/ Way Top-up/ Way Way Top-up/ Top-up/Way Way Way Way Way Parking Seating Area Health Shop Food Shop Cycling Ramp Cycling Ramp Bicycle Parking Bicycle Seating AreaFood Coffee Bar ATM ATM Out Out Out Out Seating Area Health Food Shop Cycling Ramp Bicycle Parking Seating Area Health FoodHealth Shop Cycling Ramp Bicycle Parking Coffee Bar Coffee BarCoffee Bar Top-up/ ATM ATM Way Way Out Out Out Out Seating Area Health Food Shop Out ATM Cycling Ramp Bicycle Parking Coffee Bar Out STAFF DOWN ENTRANCE

CLEANER

STAFF DOWN ENTRANCE

CLEANER

LIFT LIFT

ESCALATOR

ESCALATOR LIFT

STAIRS

ESCALATOR

LIFT STAIRS STAIRS

STAIRS STAIRS

ESCALATOR

STAIRS

STATION MASTER OFFICE

LIFT

ESCALATOR

STAIRS

STATION MASTER OFFICE

D.B. ROOM

GENERAL OFFICE

STAIRS

DUCT OFFICE MAINTENANCE

EMERGENCY EXIT

EMERGENCY EXIT

EMERGENCY EXIT

EMERGENCY EXIT

Second Level Plan

STAFF DOWN ENTRANCE

CLEANER

STAFF DOWN EMERGENCY EXIT ENTRANCE

CLEANER

EMERGENCY EXIT

STAIRS

STAIRS

LOCKERS LOCKERS MALE FEMAL

D.B. ROOM

STAFF STATION MASTER ROOM OFFICE

D.B. ROOM

GENERAL OFFICE

DUCT OFFICE MAINTENANCE

FOR MALE GENERAL STAFF OFFICE

LOCKERS D.B. ROOM LOCKERS STATION MASTER MALE FEMAL OFFICE EPL CLEANER

DUCT OFFICE MAINTENANCE

LOCKERS LOCKERS MALE FEMAL

CLEANER

STAFF GENERAL ROOM OFFICE STAFF DOWN ENTRANCE

FOR MALE OFFICE DUCT STAFF MAINTENANCE

STAFF ROOM

CLEANER

STAFF DOWN ENTRANCE

EPL

STAFF ROOM EMERGENCY EXIT EPL CLEANER

LOCKERS LOCKERS MALE FEMAL

EMERGENCY EXIT

EMERGENCY EXIT

STAFF DOWN ENTRANCE

CLEANER

EPL

STAFF DOWN ENTRANCE

FOR MALE STAFF STAFF DOWN ENTRANCE

FOR MALE STAFF

EMERGENCY EXIT

CLEANER STATION MASTER OFFICE

D.B. ROOM

GENERAL OFFICE

DUCT OFFICE MAINTENANCE

LOCKERS LOCKERS MALE FEMAL

STAFF ROOM

EPL

STAFF DOWN ENTRANCE

FOR MALE STAFF

Gym section Rest Rest area areaRest area Gym Rest Rest Area Cycling Club Cycling Club Bay Loading Bay Sports Shopping Sports Shopping Mall Mall BayLoading Bay Loading Shower Bayarea Room Shower Rest Area Rest Cycling Club Loading BayLoading Sports Shopping Mall Shower Room Gym Room Gym RestArea Area Cycling Club Loading Bay Sports Shopping Mall Loading Loading Bay Shower Room Gym Rest area Rest Area Cycling Club Loading Bay Sports Shopping Mall Loading Bay Shower Room Gym

STAFF DOWN ENTRANCE STAFF DOWN ENTRANCE

STAFF DOWN ENTRANCE EMERGENCY EXIT

EMERGENCY EXIT

STAFF DOWN ENTRANCE

STAFF DOWN ENTRANCE

EMERGENCY EXIT

EMERGENCY EXIT

EMERGENCY EXIT EMERGENCY EXIT

STAFF DOWN ENTRANCE

EMERGENCY EXIT

EMERGENCY EXIT

EMERGENCY EXIT

STAFF DOWN ENTRANCE

STAFF DOWN ENTRANCE

STAFF DOWN ENTRANCE

EMERGENCY EXIT

Ground Level Plan 152

STAFF DOWN ENTRANCE

153

STRATEGY3: ENCOURAGE THE CYCLING BY DEVELOPING MULTIFUNCTIONAL CYCLING INFRASTRUCTURE Node A

MASTER PLAN 1.Food stall

Bicycle Parking Ground Floor: 517 Platform: 192 Landscape Performance Elevated infrastructure to minimize surface impact Fully utilize existing infrastructure Trees to provide shade for cyclist and pedestrian Trees provide shade for commercial area Grass planting parking lots to reduce surface runoff

2.Food plaza 1.Food stall

Node C

Water Management Bioswale Area: 1558m2 Retention Volume: 250m3 Peak Runoff: 58% more capacity Economic Rest Seats(commercial): 640 Outdoor Food Stall: 22 Outdoor Commercial Area:849m2 Landscape Performance Light connction with water Vegetation material provide thermal comfort Social resillience Habitat refugee Tree conservation

Vegetation Green Plot Ration: 35%(before)47%(after) Tree Conservation: 95% Heat Mitigation Ground Shaded Path: 75% Elevated Cycling Path: 66% Landscape Performance Flexible surfaces encourage activities Meandered route to slow down the cyclist Make hole on the roof to conserve the tree trunks

4.Grassed bicycle parking

3.Street seats 4.Grassed bicycle parking

1

8

Node B

3.Street seats

2.Food plaza

1

8

12

7

13

7

5

7.Street plaza

7.Street plaza

8.Rain garden

C

10.Coffee bar

13

11.Elevated cycling lane

12.Landing ramp

12.Landing ramp

13.Elevated platform

13.Elevated platform

14.MRT5 station

14.MRT station

11.Elevated cycling lane

12

10

13

5

4

1

9.Bioswale

9.Bioswale

10

13

4

9

9 3

6

3

A

6

8 2

B

6

12

13

5

12

1

6.Bus station

10.Coffee bar

6

13

6.Bus station

13

1113

13

13

12

5.Drop off

8.Rain garden 11

12

5.Drop off

8

13 11

2

13 11

0M

50M 50m

154

0M

50M

155

Perspective A

b a a

c

Landscape Performance Light connction with water Surface runoff reduction Vegetation material provide thermal comfort Social resillience Habitat refugee Tree conservation

Perspective B

Perspective C

Landscape Performance Flexible surfaces encourage activities Meandered route to slow down the cyclist Make hole on the roof to conserve the trees 156

157

EVERYDAY CYCLING, EVERYWHERE CYCLABLE Liu Xiao lei, Victor Kuan, Xu Linxin, Yao Haomu

One-north, the high-dense mixed developmental zone has overlooked cycling network to be integrated as part of the development planning due to the segregation of planning phases, ownership and land zoning, resulting to the over-dependence on vehicular transport. This project aims to reduce mobility gaps raised from spatial segregation by means of improving cyclability.

Through mobility gap analysis, in broader one-north, Ghim Moh and Biopolis districts are critical zones that have the lowest mobility.

The 4 sections within the mobility gaps are selected through their differences in typology and landuse types – Old Residential Neighbourhood, New Residential Neighbourhood, Business District and intra-connecting belts.

Due to the scarcity of land and the complexity of urban fabric, the conventional way of providing dedicated cycling pathways is not applicable to this project. Instead, there is an opportunity in utilising open spaces to diversify cyclable areas that bridge users to their destination involving their daily needs by providing connectivity, continuity, and comfortability.

Three main strategies are adopted to resolve these concerns.

(1) Diversifying network by enhancing existing flow and venturing alternative linkways by introducing cycling oriented intersection design to reduce walking distance and waiting time; exploring multi-tiered network to active unutilized space interior and exterior open spaces, and active mobility elements to overcome mobile and static obstacles with car-lite intervention and various types of cycling lanes.

(2) Retrofitting open spaces into the multifunctional landscape by leveraging landscape components and modifying topography to expand cyclable space and creating shortcuts along drainage and green corridor, and mitigating heat with landscape and evapotranspiration design.

(3) Facilitating an inclusive cycling community by redesigning amenities with daily needs with cycling-friendly functions such as ride-thru amenities and providing more flexible cycling facilities and planning cycling-oriented guidelines for future HDB and business developments.

This project approaches from the landscape perspective, envisions seamless cyclable spaces for both existing and future residential development to tackle mobility issue and ultimately complementing in the progression of a cycle-friendly and smart nation.

158

159

CYCLING PLANNING FOR ONE-NORTH

CYCLING AS THE ALTERNATIVE

COMPARISON BETWEEN MAIN MODE OF TRANSPORT WITH PER TRIP COUNT

Mode of Transport

1.5% 31%

SINGAPORE CYCLING PLAN

17%

1.5% 37%

Main Mode of Transport

Per Trip Count (15.6 mil)

22%

6%

Mode of Commuting

18%

66%

More than 2 hr

Less than 2 hr

Cycle

Walk

Active Mobility

MRT

Less Transport than 1 hr Public

Private Vechicle

Taxi / PHU

Private Vechicle

Bus Site

CYCLING TIME PREFERENCE OF SURVEYEE Less than 45 Mins

Round Island Route

Mode of Commuting

Cycling Route

More than 2 hr

More than 2 hr

Less 2 hr Lessthan than 30 Mins Less than 1 hr Less than 45 mins Less than 15 Mins Less than 30 mins Less than 15 mins

Cycling Route

Less than 2 hr

Intra-town Cycling Network

Less than 1 hr

Less than 45 Mins

Less than 30 Mins

Less than 15 Mins

0

0

5

5

10

15

10

15

Less than 15 Mins

Less than 30 Mins

Less than 45 Mins

Less than 15 Mins

Less than 30 Mins

Less than 45 Mins

20

20

25

25

30

30

69%

35

35

40

40

Less than 1 hr

Less than 2 hr

More than 2 hr

Less than 1 hr

Less than 2 hr

More than 2 hr

URA MASTERPLAN

TYPICAL FIRST AND LAST MILE SCENARIO 29%

Residential (35.1%)

Parks (5.0%)

Education (30.1%)

Reserve (5.0%)

Business Park (10.5%)

White (4.5%)

Healthcare / POW / (5.0%) Civic Centre Business (1.6%) Commercial and (1.3%) Residential

Utility (1.1%) Commercial (0.8%) Sport (0.4%)

Are we able to use cycling as an althernative to convert these traveling scenerio?

160

161

CAUSE OF SEGREGATION

CAUSE OF SEGREGATION

PLANNING PHASES

ROAD NETWORK

GHIM MOH CLEMENTI

HOLLAND

DOVER TANGLIN BUONA VISTA

ONE NORTH

KENT RIDGE

WEST COAST

Planned by 1958

Planned by 2003

Built by 1914

Built by 1966

Loss after 1914

Planned by 1980

Current Plan

Built by 1945

Built after 1966

Loss after 1945

Loss after 1966

LAND OWNERSHIP

OPEN SPACE TYPOLOGY GHIM MOH

GHIM MOH

HOLLAND CLEMENTI

DOVER

CLEMENTI

TANGLIN

TANGLIN

BUONA VISTA

BUONA VISTA

ONE NORTH

ONE NORTH

WEST COAST

162

KENT RIDGE

WEST COAST

KENT RIDGE

Private Development

Jurong Town Corperation

Singapore Land Authority

Land Transport Authority

Ministry of National Park Development, Ministry of Environment and Water Resources

Other Minitries and Authorities

Housing Development Board

HOLLAND

DOVER

Thick Vegetation

Plaza

Inter-Building Space

Reserved Turf

Park

Manicured Landscape

Institutional Spaces

First-Story Open Spaces

Turf with Vegetation

163

MOBILITY BASED ON TRANSPORTATION SHARE

PEDESTRIAN NETWORK AND CONNECTIVITY

MOBILITY FACTORS AND TRANSPORTATION TYPE

PEDESTRIAN CONNECTIVITY MAP

Pedestrian Connectivity Barriers

Amenities Accessibility

Public Transport Accessibility

Traffic Congestion LEGEND Active mobility

MRT

BUS

Taxi / Private Hire Car

Private Vechicles

Source: https://www.straitstimes.com/singapore/transport/more-opting-to-travel-by-public-transport-survey

HUMAN DENSITY MAP Compared with public transport and amenity accessibility map to find out the gap areas

LEGEND Low Connectivity Search Distance - 400m

High Connectivity

SHELTERED - WALKWAY

164

With the inclusion of pathways, sheltered walkways and semi outdoor spaces and corridors,areas that are less connected by pedestrians are institutions with security concerns and private developments with minimal access points

SEMI-OUTDOOR SPACES

165

IDENTIFYING MOBILITY GAPS

IDENTIFYING MOBILITY GAPS

BARRIER MAP

AMENITY ACCESSIBILITY MAP

*Definition of Barrier: Objects that would affect the speed of walking or cycling ·Stairs/Ramp/Obstacle/Kerb ·MRT Exit/Bus Stop/Building entrance ·Informal/non-signal/signal crossing

LEGEND

LEGEND Low Connectivity

Low Connectivity

High Connectivity

SLOPE MAP

High Connectivity

Amenities

Food Court

Community Center

LEGEND Areas with slope over 8% 166

Retailing & Shopping Mall

School & Playground 167

IDENTIFYING MOBILITY GAPS

IDENTIFYING THE MOBILITY GAPS

TRAFFIC CONGESTION MAP

COMBINED MOBILITY GAP MAPPING

Overlapping of these 5 Mobility Gaps in comparison with existing human density reveal Ghim Moh’s and Holland Close’s neighbourhood to be the least mobile sites within the political boundary of One-North District.

LEGEND High Congestion Area

Low Congestion Area

High Congested Road

Low Congested Road

PUBLIC TRANSPORT ACCESSIBILITY MAP

LEGEND 500m

Mobility Gap

Pedestrian Accessibility

Amenity Accessibility

Human Density Map

LEGEND

168

Low Connectivity

High Connectivity

Public Transport Routes

Public Transport Stops

Public Transport Accessibility

Barrier

Traffic Congestion

169

SITE SELECTION

OPEN SPACES AS OPPORTUNITY

IDENTIFYING LAND USE ZONES IN RESPONSE TO IDENTIFIED MOBILITY GAPS

CURRENT CYCLING SPACE Cyclable space Footpath: 137103m2 Plaza: 684350m2 first floor open space: 20.1%

500m

Cyclable open space This industrial area is mainly occupied by shipyards. The percentage of openness is about 80% and the buildings in this area are bigger but more concentrated. So it has a larger and more integrated open space for redeveloping. This industrial area is mainly occupied by shipyards. The percentage of openness is about 80% and the buildings in this area are bigger but more concentrated.

So it has a larger and more integrated open space for redeveloping.

Comparing with Copenhagen

Why did we chose these sites. how can it contribute to singapore planning

Population: 583525 Area: 88.25 km² Density: 6612ppl/km² Ratio of Total Area to Total Cycling Distance: 1km²= 4.71km

Commute with Bicycle

Commute with Bicycle

36% Population Growth

583,828

X 0.3

50%

500m 170

1.5% Population Growth

X 2.84

600,100

Total Bicycle Path/Lane Length

416km

Population of Residents: 137990 approx Area: 20.43 km² Density: 6754ppl/km² Ratio of Total Area to Total Cycling Distance: 1km²= 1.92km

505 cycling per km

Mixture of Bicycle Lane, Path and Green Network

5,607,000

X 0.3 X 0.11

Total Bicycle Path/Lane Length

230km 365 cycling per km

X 3.04

4.5% 6,231,082 700km 401 cycling per km Source: datasource reference 171

OPEN SPACES AS OPPORTUNITY

OPEN SPACES AS OPPORTUNITY

CYCLABLE OPEN SPACE TYPOLOGY

500m

DIVERSIFYING CYCLING SPACES

GHIM MOH

This industrial area is mainly occupied by shipyards. The percentage of openness is about 80% and the buildings in this area are bigger but more concentrated.

So it has a larger and more integrated open space for redeveloping. This industrial area is mainly occupied by shipyards. The percentage of openness is about 80% and the buildings in this area are bigger but more concentrated. So it has a larger and more integrated open space for redeveloping.

Current cyclable space:9.29% Pathway:8.7% Sheltered walkway:0.58% Potential cyclable space:36.49% Lawn:27% Plaza:6.75% First story open space:2% Non-cyclable space:54.22% Dense vegetation:19%

500m

Building and vehicle lanes:35%

500m

ONE-NORTH Current cyclable space:13% Pathway:11% Sheltered walkway:2% Potential cyclable space:40%

Najas Dense vegetation

Lawn

Lawn:31%

Paved without shade

Plaza:9% First story open space:0.2% Non-cyclable space:48%

500m

Dense vegetation:25%

Paved without shade

Sheltered walkway

Building and vehicle lanes:23%

First story open space

500m 172

173

WHAT PREVENT PEOPLE FROM CYCLING SITE SURVEY RESPONSES Experience

SITE ISSUES

Consistency of Momentum

Way-Finding

Residential :old hdb area

Residential :new hdb area

Commercial: one-north

Engagement while Travelling

Connectivity

Connectivity of Route Availability Bicycle Infrastructure

Bicycle Facilities Safety Continuity

Obstacles and Hazards

Bicycle facilities and Infrastructure Conditions

Personal Confidence in Cycling

Comfort

Vehicular Congestion

Pedestrian Congestion Bike path / Lane Dimension

Attractiveness

Comfort Thermal Condition

Overcoming Slopes, barriers

Paving

Wind

Non-Cyclist Pool

Shaded walkway Satisfied Neutral 174

Unsatisfied

Cyclist Pool

175

WHAT PREVENT PEOPLE FROM CYCLING

FLOW MAP (CONNECTIVITY)

BARRIER MAP (CONVENIENCE)

LEGEND Vechicular Flow Pedestrian Flow

LEGEND 500m

Obstacles (Stairs and Columns)

SHADE MAP (COMFORT)

AMENITIES MAP (ATTRACTIVENESS)

LEGEND

LEGEND Shaded Area 176

500m

Mobility Aidding Element (Ramps)

500m

Eateries

Glossaries Store

General Shops

Elderly corner, Elderly care

Child care, Pre-school

500m 177

PROPOSED OVERALL MASTERPLAN TOWARDS A CYCLABLE DISTRICT

1

DIVERSIFYING NETWORK

INCLUSIVE CYCLING COMMUNITY 178

SMART AND CYCLABLE NATION

2

3

RETROFITTING OPEN SPACES INTO MULTIFUNCTIONAL LANDSCAPES 179

EXISTING OPEN SPACE USAGE

Current Site Condition EXISTING FLOW MAP

PROPOSED OPEN SPACE USAGE Proposed Site Condition ENVISIONED FLOW MAP

Ghim Moh Estate, an aging neighbourhood resides with a substantial amount of non-working populations - kids and elderly- that struggle to overcome many existing obstacles such as stairs and kerbs that are made to bridge the elevation differences.

Hence, these factors contribute to the poor mobility of the users, challenging them on a to pursue their daily needs.

Legend:

Legend:

Cyclable Space

Cyclable Space

Active Mobility Elements

Active Mobility Elements

Obstacles

Obstacles

Cycling Flow

Cycling Flow

Pedestrian Flow

Pedestrian Flow

Vechicular Flow

Vechicular Flow

3 DESIGN INTERVENTIONS

SITE ISSUES CONNECTIVITY

COMFORTABILITY

CONVENIENCE

ATTRACTIVENESS

Transform Infrastructures to Transitional Space

Repurpose Linkways as Alternative Routes

Leverage Topography for Elevation Advantage Stairs (Obstacles) Ramps (AME) Shelter

The designated circulation flow does not complement the existing human flow

180

Ghim Moh Market is often visited during lunch hours especially by workers in OneNorth whom are equipped with umbrella to avoid the harsh sun due to the lack of shade

Many commuters are required to cross a series of obstacles to cross from the different entrance points to the center of the Ghim Moh Neighbourhood

Due to the abundance of mobile and static obstacles and lack of cycling oriented facilities, Ghim Moh Estate is deem to be unattractive to the cycling community

181

STRATEGY 01

Diversifying Network DESIGN TACTICS Identifying Topography and Obstacles

STRATEGY 01

Introducing Cyclable Ramps by Leveraging Existing Topography

Diversifying Network DESIGN TYPOLOGIES Entrance (Major Conflict Point)

Key Map 1

2

Legend:

1/2 HDB Types Ramps

Mobility Aiding Stairs

Major Conflict Point (Vechicle and Pedestrian)

Destination 1

Type 2 - HDB Slab Block

Landscape Performance

Landscape Performance

No. of Main Obstacles: 8 Overall Elevation Difference: 6.9m Average obstacles encountered per trip: 4

No. of Main Ramps on Site: 4 No. of Main Ramps Increased: 6 No. of Main Obstacles Overcame: 6 Cycling Flow

Type 1 - HDB Point Block Bridging Disconnected Sheltered Walkway and Repurposing Existing Infrastructure

Exploring Alternative Cyclable Spaces

Destination 2

Cycling Friendly Ramp

Mobility Aiding Elements

182

Landscape Performance

Landscape Performance

Percentage of Shelter Increased: 30% Percentage of Sheltered Walkway: 33%

Percentage of Cyclable Open Space Increased: 66% Distance of Trip Decreased on Avg: 17%

183

STRATEGY 02

STRATEGY 02

Retrofitting open spaces into the multifunctional landscape CURRENT SHADE AND THERMAL CONDITION

Retrofitting open spaces into the multifunctional landscape PROPOSED HEAT MITIGATION STRATEGIES Legend:

Legend:

Shaded Area Unshaded Area

Shaded Area Initial Unshaded Area

Existing Trees

Existing Trees

Proposed Trees

Proposed Trees Vegetation Water Channel

Vegetation Water Channel

A’ A

Landscape Performance

Landscape Performance

23% Unshaded Open Space Most Heated Zone: Ghim Moh Market

More than 25% of Shade Increased Less than 5% Unshaded Open Space

Cause of Heat Radiation: Insufficient Canopy, Reflective Material, Non-porous surfaces

DRY DETENTION PLAZA (SECTION A-A’)

DESIGN TACTICS:

1 Providing Green Shady Walkway 2 Integrating Cyclable Features on Existing Landscape Infrastructures 3 Designing with Evaportranspiration Process

PLANT PALETTE FOR HEAT MITIGATION:

Native Tree Species with Wide Canopies:

Chrysophyllum Tabebuia rosea cainito L.

Destination 3 184

Syzygium grande

chrysopogon zizanioides

Cymbopogon citratus

Plant Species for Bioswale:

Arundo donax

Hopea odorata

Syzygium pycnanthum

Ipomea pes caprae

Pennisetum alopecuroides

Wedelia trilobata 185

VISION

STRATEGY 03

Facilitating an inclusive cycling community BIKE-TRHU MARKET Destination 4

Ghim Moh Cycling Estate : Cycling without Age PROPOSED MASTER PLAN Legend: 1

Ride-Thru Bus Stop

2

Ghim Moh Ride-Thru Market

3

Eateries / Food Court

4

Grocery Stores

5

Mixed-Use HDB (BLK 21)

6

Senior Resident’s Corner

7

Pre-School

8

Cycling Playspace

9

Playgrounds

10 Fitness Corners 11 Outdoor Carpark 12 Indoor Carpark 13 Bus Terminal

Overall Landscape Performance No. of Main Ramps Increased: 6

GHIM MOH CYCLING MARKET

No. of Main Obstacles Overcame: 6 Percentage of Shelter Increased: 30% Percentage of Sheltered Walkway: 33% Percentage of Cyclable Open Space Increased: 66% Distance of Trip Decreased on Average: 17% Average Obstacle Encountered After Proposal According to Main Flow: 0 More than 25% of Shade Increased Less than 5% Unshaded Open Space No. of Bike-Oriented or Friendly Amenities Increased: 9

Legend: Cycling Lane Shared Path Bike Parking Zone Bike Oriented Shops Car-lite Zones Road Infrastructrue Ramp Cyclist's Flow Pedestrian's Flow Food Drop-off Point Food Ordering Machine

186

187

CYCLING EXPERIENCE

CYCLING EXPERIENCE

Experiential Cycle-thru PAVEMENT PLAN

Experiential Cycle-thru CYCLING JUNCTION

1 Permeable Concrete Paving

1

2 Ground Protection Mesh

4

B’

3

3 Elevated Mesh Flooring

7

5

4 Pervious Concrete Slab

5

2 EPDM Cyclable Zone

Destination 5 B

6 Pervious Cycling Lane

7

Metal Mesh Drain Cover

ROAD TO PATH JUNCTION Destination 6

Destination 7

HDB JUNCTION

6

Main Destination Main Cycling Junction Main Cycling Flow w/ No obstacles

EXPERIENTIAL SECTION B-B’

Car-lite Zone Located at non-traffic heavy roads 188

Cyclable Lawn Grass covered with Ground Protection Mesh

First Floor Open Space From destination to a transitional space

Sheltered Shared Pathway

Elevated Bike-Thru Ramp

Bike-Thru Green Way

4.5 -3.5m provided shared path with utilisation of landscape infrastructure

Bike-Thru Ghim Moh Market

1:15 ratio ramps to facilitate better mobility experience

Clutter free zone to reduce obstruction when travelling

Integrating cyclist as part of pedestrians 189

PROJECT F: NEW AGE CYCLING TOWN IN GHIM MOH

Issue

Site Introduction: New type of HDB with high rise building Next to the park connector .

A bridge connect this area and ghim moh market

Continuity: -Stable obstacle: this site does not have many stairs, the problem is column of shelter, curb of car lane and each residential building -Movable obstacle: cluster of people at bus stop, market, food court -The conflict between cars and pedestrian walking in the first story of multi-layer car park

Comfortability :the residential are quite good .the main road lack of shade.

Continuity: Considerable short-cut in green space.

Attractiveness: Attractive space with low accessibility. High accessible not less attractive

Vehicle flow Human flow

500m

190

191

CYCABLE SPACE: FROM 2% TO 10%

YOUNG COMMUNITY CULTIVATION

Master plan

Before

After

18

17

16

9

15

Cycable space

13

14

2 9

DIVERSIFY THE FLOW

11

10

Before

After

1 6

8

7

12

7

5 4 6

3

2

4 1 8

500m

192

1 cycling playground

7 Car Lite area

13 Fitness playground

2 Fitness corner 3 Outdoor restaurant 4 Foodcourt and shop 5 Grass bricks

8 Rain garden 9 Precinct pavilion 10 Community centre 11 First floor of multi-story car park

14 Community garden 15 Bridge to ghim moh market 16 Platform with facilities 17 Observation point

6 Plaza

12 Non-cycable space at first floor 18Canal (grey colour)

Vehicle flow Cyclist flow Pedestrian flow

193

STRATEGY 1 DIVERSIFYING NETWORK

Introducing cycable space Car-lite area

Retrofitting existing shelter

Before

After

Took out some parking space Reshaping the car flow Cycling friendly signage: zebra crossing,

3.1m

0.6m

colored pavement and signage on the wall

Reshaping the first floor of multi-story car park Before

After

Dedicated cycling route 0.3m 2.5m

Removing existing barriers Cluster of people

Vehicle flow Cyclist and pedestrian flow

Before

1.2m

Vehicle flow Cyclist and pedestrian flow

After

LANDSCAPE PERFORMANCE

The area of increased cycling space: 400% The percentage of fist story of multi-story car park changed to the cycling friendly space: 80% The percentage of carlie area of the whole service road: 54%

HDB building Before

The percentage of the road with cycling friendly shelter: 15%

After

Removed obstacles: 70%

194

Cycling ramp

Cycling ramp

Existing flow

Existing flow

Additional flow

Additional flow

Increased cycling space car-lite area 195

STRATEGY 2 MULTIFUNCTIONAL LANDSCAPE

Modifying topography to increase vertical cycling layers Connect HDB residence to the park connector Connect HDB residence to the opposite area all the way to Ghim Moh market

Section A-A

Creating cycling routes along drainage

Heat mitigation

Bioswale for evaporation:850m2

10m

8m

9m

7m

A

6m

10m

9m

8m

7m

4m 3m 6m 5m

A

LANDSCAPE PERFORMANCE

STRATEGY 3 FACILITATING AN INCLUSIVE CYCLING COMMUNITY Cycling facilities at each building

Cycling through daily amenities

The percentage of sheltered road:72%

Cycling playground

Fitness corner

Precinct pavilion

Community centre

Car park

Cycling facilities

196

Sheltered road

197

CYCLING EXPERIENCE

Attractiveness

1 Naturalized6drainage Community garden 2 Observation point 7 Plaza 3 Secondary 8forest Food court and retail 4 Percent pavilion 9 Community centre 5 Fitness corner

Cycable space Parking and facilities 6

5 4

1

A 2

D

C

B

E

F

3

7

9

8

Key destinations A Along drainage

B Across canal

C Secondary forest

Natural views

Shade

Wind corridor

D First floor of multi story car park

Signage

Observation point

Parking and Repairing space

Zebra crossing

Evaporation` Vertical layers

Painted cycling route

Cooling pavement by painting in light colour

E Car-lite area

Barrier free area Active mobility centric

F HDB estate

Street furniture integrated with bike parking Parking

Continuous pavement

Sheltered walkway

Cycling ramp

Zebra crossing

198

199

PROJECT G - FREELY CYCLING THROUGH INDOOR AND OUTDOOR

200

201

STRATEGY 1 - ACTIVATING THE POTENTIAL SPACES

202

203

STRATEGY 2 & 3 - REDUCING PHYSICAL BARRIERS & INTEGRATING PROGRAMS AND GREENERY IN ACTIVE MOBILITY ELEMENTS INTEGRATING PROGRAMS AND GREENERY IN ACTIVE Get through the buildings by opening the existing MOBILITY ELEMENTS interior corridors to make cylclists utilize the lobby, lifts and other facilities, and can easily go through the building.

Retrofit staircases into cycling-friendly elements.

Get through the buildings by removing some parts of the walls.

KEY MAP

Use vertical cycling-friendly structures to overcome the height difference; and help seperate the flow of cyclists and pedestrians from vehicle flow in conflict areas.

From the shade analysis, areas with less shade are conflict areas, too. Therefore, integrating greenery into the vertical structure for heat mitigation.

204

205

MASTER PLAN

1ST FLOOR MASTER PLAN

2ND FLOOR MASTER PLAN

Legend Cyclable spaces Cycling lanes Sheltered cycling spaces Cycling-friendly verticle structure Greenery

206

207

PERSPECTIVE AND PERFORMANCE

Benefits:

208

209

PROJECT H: CONNECTION WITHIN DISTRICT

210

211

SITE ISSUE & DESIGN CONSIDERATION FUTURE DEVELOPMENT: CYCLING-ORIENTATED URBAN DESIGN

SEGREGATION BY INFRASTRUCTURE AND TOPOGRAPHY Ghim Moh Market

Ghim Moh Link

Residential Plot Ratio: 4.9 Rail C orrido

r

r

Rail C orrido

Eas

Eas

t-W est

t-W est

Lin

e

Bu

Lin

e

Bu

on

on

aV ista

MR

T

aV ista

Park

MR

T

Commercial Metropolis

INSUFFICIENT CONNECTION AND POTENTIAL SHORT-CUT

DESIGN WITH TERRAIN: GREEN AND BLUE NETWORK

Ghim Moh Market

Ghim Moh Link

Residential Plot Ratio: 4.9 Rail C orrido

t-W est

r

Rail C orrido r

Eas

Eas

t-W est

Lin

e

Bu

e

Bu

on

on

aV ista

Lin

MR

T

Park

aV ista

MR

T

Commercial Metropolis 212

213

CYCLING-FRIENDLY INTERSECTION

DESIGN WITH TERRAIN: GREEN AND BLUE NETWORK

ADD NEW CROSSING EVERY 150 METERS REDUCE THE WALKING DISTANCE AT EACH CROSSING DIRECT CROSSING BY PEDESTRIAN SCRAMBLE AND WIDE CROSSING

LEGEND Current Kerb Proposed Kerb Vehicle Pedestrian & cyclists Bus stop 214

Pedestrian crossing

Vertical pathway Current entrance 215

MULTI-LAYERED NETWORK & INCLUSIVE COMMUNITY FOR CYCLING

LEGEND Below Road Level Ground Level Elevated Path Sheltered Path

216

217

VISION

FREELY CYCLING WITH DIVERSIFIED ROUTES BASED ON SMART NATION

218

219

NEW URBAN VEIN

with Cycling Network integral as Transportation System and City Revival Wang Zhe, Sawn Lam, Gao Chenchen, Fan Lei

Although the current car-oriented transportation in Singapore resulted in numerous issues including predominant intersectional congestions, compromised road safety and poor mobility of alternative transportation modes, many Singaporeans still choose to cycle to work, for the benefits in improving health condition and lifestyle; and saving of time and money. Popularising cycling for daily commuting could be more than just an integral part of the Singapore transport system by offering higher contributions in the liveliness of the commuters and city vitality. The objective of the design is to create a network of cycling lanes integrated with the existing road system, streetscape and urban open spaces, for continuous, safe and time-efficient commuting by cycling.

Four key intervention sites are chosen to partake this approach - two on the main roads connected with One North area, one for internal circulations within One North, and the fourth site to pre-conceptualize the integration of cycling network for future developments.

The first strategy is proposed to integrate continuous and safe cycling network by modifying the existing transportation system and road configurations that tackle the challenges of land scarcity.

The continuity of cycling network is further ensured through maintaining consistency of bike lane characters, bypassing or mitigating barriers (congestion, topography, bus stop, car-porches, space constraints), creating seamless road crossings and tackling the conflicts with vehicles and pedestrians.

The second strategy is to further leverage on urban open spaces including cycling lanes and designing new gateways. A variety of urban spatial components including drainage lines, green corridors, roadside void spaces, plazas, school campus and HDB front yards will be utilised and connect with the proposed cycling network to create continuous greenery for better cycling experience and scenery continuity. They would be retrofitted to introduce more social activities and health-related elements such as dense clusters of vegetation, green and blue infrastructures, cyclable campus, urban parks, community gardens and fitness stations.

Therefore, besides the physical integration of cycling network as a new urban vein for transportation, these designs for long distance commuting cyclists is also intended for initiating the transformation of people’s lifestyle and space usage to create new dynamism in One-North districts.

220

221

ISSUE 1: CAR-ORIENTED TRANSPORTATION SYSTEM

TRANSPORTATION SAFETY AND CONGESTION ISSUES

ISSUE 2: THE EXISTING TRANSPORTATION SYSTEM IS NOT CATERING TO THE NEEDS OF LONG DISTANCE CYCLISTS CHARACTERS OF EXISTING LONG DISTANCE CYCLISTS

Rather than Many of them wearing tights like put on helmet recreational for road safety cyclists, they put on comfortable jersy

The carriageway are designed to be wide to enable the cars to move at a fast speed

Source: Straits Times In Singapore, fatalities and injuries for road accidents in 2015 is 10,563

Source: Singapore Police

Pedestrians 1,016 (10%) Cyclists 623 (6%)

Pedestrians 43 (28%)

Motorcyclist and pillion riders 72 (48%) Motorcyclist and pillion riders 5000 (47%)

Current Issue of Communiting

Most of them use personal bike, but shared bikes are also observed for shorter commuting

Bike mounted bag for carrying stuffs

Utilizing roadside double yellow lines for cycling

Based on site survey Majority preferred Medium of cycling distance cycling time of

They usually bring extra set of clothes for cycling

Their Reasons and Demand for Cycling

Cyclists 17 (11%) What the Cyclists say?

Source: (1) The Straits Times, June 2018, (2) Filipino expatriate Norman De Villa, 42

222

Many of them cycle on the road where they could achieve higher speed Carrying bags with office essentials

“Mr Wong got into cycling around 2011 when he noticed he was putting on weight and had developed high blood pressure due to s sedentary lifestyle and work stress.”

“It is money-saving, and the average, and the average speed of public buses in 2012 was 17.8km/h. If you’re fit enough (and you will be), that’s an easy number to beat (his speed is 24.6km/h).”

223

ISSUE 2: THE EXISTING TRANSPORTATION SYSTEM IS NOT CATERING TO THE NEEDS OF LONG DISTANCE CYCLISTS REFLECTION OF POLICY

“The intra-town cycling lanes are mainly developed for residential area“ “Every HDB town will have its own cycling network by 2030. These cycling paths will connect commuters from their homes to MRT stations and bus interchanges, and nearby key amenities, such as shopping malls and schools.“ Reference: LTA Intra-Town Cycling Network

FREQUENTLY USED ROUTES BY EXISTING CYCLISTS

Analysis of the routes frequently taken by existing long distance cyclist coming to One North They are not using most of the intra-town cycling lane developed by LTA and some park connectors

Legend Frequently used cycling routes on main roads Frequently used cycling routes on secondary roads LTA Intra-Town cycling routes Other routes used by cyclists Park Connectors

1km

224

225

ISSUE 3: ACCESSIBILITY BARRIERS OF ONE NORTH

HISTORICAL DEVELOPMENT OF ONE NORTH

Historically, the developments surrounding One North district, land use zoning and road constructions, form boundaries and enclosed condition, compromising its accessibility and interactions with the surroundings.

CURRENT VEHICLE FLOW AND CONGESTION Heavy traffic flow going in and out of One-north at few gateway lead the serious congestion during commuting time.

Only two gateways are identified - one at Bouna Vista MRT Station, one at Dover Road.

Historical Land Use Maps British Colonial time 1819

1950

1942

Singapore independent 1965

1980

1914 road network area LEGEND

World War 2

OPEN SPACE CEMETERIES INDUSTRY DEVELOP AREA

1945 road network area COMMERCIAL RESIDENTIAL GOVERNMENT H.M FORCES LAND

2003

2018

1966 road network area BUSINESS EDUCATION COMMUNITY INSTITUTION PARK

2018 road network area 200m

BOUNDARY RAILWAY MAINROAD SUBROAD CART TRACK ROAD FOOTPATH

Topography One north area characterize an undulating landform area. One north park is a divider rather than a green spine.

Rail corridor which runs through north of Singapore to south(Tanjong pagar) is an opportunity and also a challenge

Accessibility Issue by public transportation The existing bus services mainly access from main roads of the west boundary (North Bouna Vista Road), with limited accessibility of buses to new development areas from south and east borders.

Terrain elevation (m) 1 1-5 5-10 10-15 15-20 20-25 25-30 30-35 35-40 40-45 45-50 50-55 55-60 60-65 65-70 226

227

ISSUE 4: CYCLING BARRIERS

ISSUE 5: UNDER-UTILIZED OPEN SPACES IN ONE NORTH

CYCLING SPEED AND BARRIER ANALYSIS(MAPPING AND TYPOLOGY)

ANALYSIS OF COPENHAGEN NETWORK

Cycling Speed Measured on Dover Road

Barrier Barrier

Maintaining of Speed

Singapore road network

Copenhagen road network LEGEND

Cycling tracks

Vehicle roads

Green cycle tracks

Park connector

Waterbodies and park

Congestion with cars coming in and out of the dropoff and entrances

Waiting at traffic intersection; Congestion with people crossing the road

Waterbodies and park

Pedestrians’ random crossing of the street, particularly outside One North MRT

Open Spaces are currently under used The originally conceied green is not serving people well One North Park - less than 50 visitors hourly measurement

Source: CLC As the eateries are positioned at non-ideal streetsides where people do not use frequent in their daily commute. (CLC)

Biopolis

Madiapolis

Fusionopolis

Abundant common spaces and activities available, but low usage. (CLC)

Compiled road network LEGEND

Cycling tracks in Copenhagen Vehicle roads in Singapore

228

0

5 km

229

SITE SELECTION

FEASIBILITY ON PHYSICAL CONDITION_ INTER-TOWN SPINES Existing Road condition

>3.5m

>3m

>3m

Frequently used cycling routes

Most frequently used route Often used route Park connector

Feasibility mapping

230

200m

>3 m >3 m >3.5m

SITE SELECTION

FEASIBILITY ON PHYSICAL CONDITION_ INTRA-TOWN SPINES

Inside One North area the roads physical conditions and the open spaces associated to the road space allows feasibilities of introducing cycling lanes

In 6-lanes avenues, 3.5 m width is enough for bus lane, 3 m width is enough for common vehicle lane.

Mostly, the lanes are wide enough.

200m

Feasible space on road Heavy traffic condition

Typologies of Modification Feasibilities

231

SITE SELECTION

SITE SELECTION

FEASIBILITY ON MODIFICATION CONDITION Typologies of Modification Barriers

Missing links between spines

Shortest routes test for missing links 200m

200m

Use frequency for shortest route 160 times

Summarized Conditions of Roads and Spaces for Modification 0

200m Proposed new gateway Inter-town spine

200m Roads with good feasibility Roads with little feasibility 232

Missing links Intra-town spines

233

MASTERPLAN

200m

KEY MAP I J K

L

234

235

DESIGN STRATEGY 1

CREATE CONTINUOUS AND SAFE CYCLING NETWORK Invention space selection VL- vehicle lane MS- Median space GS- Green strip OS- Open space

Barrier treatment

barrier to conflict Bus stops

Intersections

236

237

DESIGN STRATEGY 2

VISIBILITY ANALYSIS

LEVERAGE URBAN OPEN SPACE

GREENERY CONTINUITY ASSESSMENT

5 4 3 2 1

238

239

PROJECT I - INTERTOWN SPINE IN COMMONWEALTH AVENUE

BACKGROUND Site boundary and surrounding land use

Feasible space on road

200m

200m Feasible space on road Heavy traffic condition

BARRIER ANALYSIS

200m

FEASIBLE SPACE of green strip and open space

SPEED REPORT

200m Street tree with big canopy Feasible space on median space Feasible space on green strip Feasible space on open space

240

241

MASTER PLAN

200m

BEFORE

AFTER

A0@1:3000 A0@1:3000

242

BEFORE

BEFORE

AFTER

AFTER 243

STRATEGY 2- LEVERAGE ON URBAN OPEN SPACES The connection between cycling system and neighbourhood

NEW GATEWAY

SPINE TRANSITION AREA

Reasonable rest area and landing area

200m New gateway Landing area Cycling system

how cycling network work well with blue and green system

Cross section

Rainwater garden

10m

200m Water system Cycling system 244

245

A FAST AND SEAMLESS JOURNEY The connection between cycling system and neighbourhood

SPEED REPORT

Distance:580m Stopping point : 1-6

Distance:540m Stopping point : 0-1

MRT BRIDGE

MRT BRIDGE

HDB

By-pass BUS STOPS

Shade +Shelter Departure: Alexandra Queensway PCN Destination: One-North

Save time: 1 min X-crossing

CYCLING EXPRESS-WAY

CYCLING TRACK

CYCLING Greenery assessment :5

Greenery assessment :4

EXPRESS-WAY

CYCLING LANE

Double yellow line

NATURAL PATH

BUSSINESS One-north

Gateway

CYCLING PATH

N ew re st et

Enlargered street corner + shorter crossing distance

sc e

ap

CYCLING LANE

fin

de ed

Greenery assessment :4 246

Greenery assessment :3 247

PROJECT J - CYCLING IN GREEN ALONG DOVER ROAD One North - Dover Road

Cycling Lane

People Flow

Vehicular Lane

248

249

STRATEGY 3

STRATEGY 1

Harmonious commuting for cyclists, pedestrians, drivers Key Space Design 1

Utilize institutional open areas Extending cycling network by linking functional space

N e w To w n S e c o n d a r y F l o w M a p

External flow

Dover Road

Internal flow Exit flow

n pus To w Cam New ndary o Sec

cer Soc d Fiel 100m

us mp Ca rance t En Existing conditions

Ca

STRATEGY 2

Protected Intersection for cyclists Key Space Design 2

rpa

rk

Detailed Plan

New Town Seconday campus detailed plan

100m

Existing conditions

200m

250

251

SCENIC VIEW ANALYSIS

STREET LEVEL GREENERY AND HEALTH RELATION

Experience of cycling in space and greenery Scenic view along Spine B

Analytical interpretation along all 4 spines Perception of cycling experience via vegetation levelling Urban greenspaces have been determined to provide significant health benefits to residents. Specific insights on how the design of greenspaces, including street-level greenery, may independently influence walking and physical activity patterns may help us gain deeper insight regarding which type of greenery has a health impact, what kinds of physical activity can be promoted, and what kinds of health benefits can be delivered (I. M. Lee et al., 2012; Sallis et al., 2012).

The Greenway

Very Dense

Section view of greenery

Greenery simulation to bodily function AYE (toll road)

Scenic View Analysis Low-level vision greenery

Dense

Nature can provide stress relief, increase social interaction, encourage physical exercise and even help soothe mental illness.

Ayer Rajah Cresent

Less Dense

Mid-level vision greenery

Sim Lim Barrack Rise

Above vision greenery

Sparce

TIME news What greens can do to your mood http://time.com/4881665/green-spaces-nature-happiness/

252

253

LANDSCAPE PERFORMANCE Investigations on spatial qualities Streetscape of Dover Road

Dover Court International School

Institutional Integrating available open space for cycling routes Approximately 10% open spaces for carparking, able to add in bicycle infrastructure to increase conveniences and consistency

254

Dover Neighbourhood

Fairfield Methodist School

Buona Vista Road

Public Health

Greenery

Including health eating habit into long distance cycling routes promote higher usage of commuter and utilize existing eateries to be part of healthy cycling habits.

Green wall occupies 10% of Spine B along Dover Cresent.

Additional choice for private sectors staffs to adopt healthy living by cycling in newly designed lanes.

Street greenery to enhances by 30% to promote long distance cycling and scenic view experience.

Increased work and health performances & overall health by 50% in physical build & better mental health well-being.

1 eatery in every 5 blocks serve up to 10% of the community of one area

Commercial

255

PROJECT K - CYCLING LOOP IN ONE NORTH

ISSUE STATEMENT AND DESIGN STRATEGY

FLOW MAP

Nepal Park

10m

One north park One north MRT

slope area on the side of the street

2.9 1.72.9

6 no extra space on vehicle lane width: 2.9m

big mature trees

Wessex

alternative way soil under pavement LEGEND Vehicle flow Proposed bicycle flow People flow

256

257

ISSUE STATEMENT AND DESIGN STRATEGY

15m plaza area is not full utilized by people

3.3 3.6 3 3.7 2.5 1.5

3.7 7

people crossing the street although there is pedestrian bridge not full utilized green Strategy 1

space in factory area

narrow space along the drainage

The factory boundary is pushed for bicycle road

short cut bicycle track from one north MRT waiting space for pedestrian

1.7m 3m

4.5m

Strategy 2

zebra line crossing

Detail plan

2.4m

People flow analysis The space above the drainage was used for bicycle road, and the surface was used to provide ecology value

Existing picture

4.1m 3m 1.4m 258

1.4m 259

MASTERPLAN

LANDSCAPE PERFORMANCE

Route A to B, from one north MRT to Biopolis Total distance-1.2km Crossing at intersection-1 time , waiting time-1 min Other road crossing-4 times, no waiting time, may slow down Pedestrian crossing-2 times,have alternative by pass bicycle road, no waiting time car porch-1 time, no waiting time, may slow down Travelling time with speed of 20km/h -3.6min Additional time for waiting and slow down -2min Total time 5.6 min

0

plaza

260

30

60

Total lenth of bicycle lane on Portsdown road: 302m shaded area on road: 90%

120 m

portsdown road

261

PROJECT L - CYCLING NETWORK FOR NEW DEVELOPMENT

Issues and Characters of Future Development Surface Water flow

Due to the influence of topography, the surface runoff mainly goes South-wards of the new development, with main open drainage being constructed. Landscape typologies could be leverage on current rainwater flow conditions for the integration of rain gardens.

Issues and Characters of Future Development Proposed Green Spine Future Development Plan

Rail Corridor bound with residential land use

Planned Linear Park

Rail Corridor bound with commercial and business land use

MRT MRT

Rail Corridor bound with residentila land use

Planned Linear Park

Roof Garden

Community Garden

Planned Community Space under Viaduct

500m

500m

The major future development is Commercial (30 hectare, almost 4 times the area of Biopolis), Business (12 hectare) and Residential 4.9 hectare for parkland

One North

Rail Corridor Proposed Development (URA)

Elevation Challenges for Accessibility

500m

A

Existing Vehicle Flow

One-North Avenue is identified to be the key internal spine for vehicle transportation, with the flyover built on Portsdown Ave.

B

Accessibility of Bus & Pedeatrian Flow

Limited accessibility of buses to new development areas, which mainly access from west boundary main roads

Dover Road

One-North Avenue

Portsdown Avenue

Section A - AYE

Section B - Portsdown Avenue

262

500m

500m

263

STRATEGY I: CONTINUITY - Resolve the accessibility barrier caused by topography by forging new connections through different elevations 3 Major Elevation Conditions

Forge Connection between same elevation

STRATEGY III: Strategize Green Spines and Open Spaces for Future Development with integration of Cycling lane and Network Rail Corridor

Public Plaza

Urban Park

Flyover

2nd level Roof Garden 2nd level connection Ground level connection

Elevation transition

Bring down to ground level

Utilizing existing infrastructure to create transition

LANDSCAPE TYPOLOGIES

STRATEGY II: CONTINUITY - Redesign Vechicle and People Flow to Minimize disturbance Improved Vehicle Flow To direct the major flow away from One-North Avenue, and reduce future congestions

Proposed Pedestrian Flow

For enabling the pedestrians to quickly and directly access their destinations in buildings, while minimizing the number of conflicts

One-North Avenue

500m 50m 264

200m 265

MASTER PLAN

DETAIL FLOW Location A

E

C

F Programme:

- Rain Garden Elevation + 23 Landscape + at Gateway from Portsdown Avenue Programme Details 100m

D

Flyover

B

A

DETAIL FLOW Location B

200m

CYCLING LANE TYPOLOGIES

Tree Corridor One-way Cycling Lane along Roads

Two-way Cycling Tracks integrated with open spaces and footpaths

Programme: 22 - Entrancing Turf at Gateway from AYE

Elevation + Landscape + Programme Details

Open Space Elevation Transition 100m

266

2nd-Level Cycling Track

100m

267

DETAIL FLOW Location C

DETAIL FLOW Location E Two elevations of Cycling Tracks / Lanes

2nd Level Connection

Programme: 1 - Roof Garden 2 - Activity Lawn 3 - Cycling and Walking Bridge 4 - Fitness / Cycling Facilities 5 - Native Forest with Rain Garden

Roof Garden

100m Ground Level Connection

Fitness

Cycling and Walking Bridge

Roof Garden

2nd Level Connection

DETAIL FLOW Location F

Programme: 15 - Cycling and Walking Bridge 16 - Roof Garden 17 - Urban Park 18 - Eatery 19 - Fitness and Activity Center

Location of Stop-over and Rain Garden

Ground Level Connection

100m

DETAIL FLOW Location D Cycling track going trhough Activity Lawn & Outdoor Eatery

Perspective showing people coming from left

Programme: 21 - Activity Lawn & Outdoor Eatery

100m 268

Programme: 7 - Native Forest 8 - Community Lawn 9 - Community Garden 10 - Farming 11 - Forest Walk 12 - Eatery 13 - Stop-over Amenities with Rain Garden

100m 269

CYCLING ROUTES

LOCATION E TO DESTINATION 2

FROM DESTINATION 2 LOCATION C

Roof Garden 20,000m2 Native Forest Trail 680m2, with dense and continuous canopy Cycling entrance to One North

Urban Plaza 7,000m2

Elevated cycling track with different level of Corridor view

Route | Destination 1 to 2

from Portsdown Avenue to Rail Corridor - Going through Location A, C, E - Total distance 1.75km Crossing at intersection - 2 times (+2min) Other road crossing - 2 times (not main road, internal circulation) - no waiting, may slow down (+1min)

E

Fitness

Destination 2

Barriers:

Roof Garden

Elevated Cycling and Walking Bridge

Intersection Road Crossing

C

Pedestrian crossing - 2 - no waiting, may slow down Car porch - 0 - no slow down

F LOCATION F TO DESTINATION 3

Travelling time with speed of 20km/h - 5.25min, counting in 3min additional of waiting / slowing down - Total time 8.25min

D

Route | Destination 3 to 4

Destination 3

from Rail Corridor to AYE - Going through Location F, B - Total distance 1.39km Crossing at intersection - 1 time (+1min) Other road crossing - 3 times (+1min) Car porch - 1 - may slow down (+0.5min) Travelling time with speed of 20km/h - 4.14 min, with 2.5min additional - Total time 6.64min

Destination 4

B

A

Destination 1

100m

LOCATION B FROM DESTINATION 4

Rain Garden below the flyover LOCATION A

FROM DESTINATION 1 LOCATION A Bus-stop

Flyover cycling track

Flyover cycling track

Gateway from AYE to One North Bio-swale 270

Cyclist and pedestrians prioritized crossing

Rain Garden 3,000m2

271

A. Buona Vista MRT Junction_Wang Hanfeng

B. Siemens Medical Factory_Xu Yuexin

C. JTC Launchpad_Yong Keng-Whye, Raymond

D. Commonwealth MRT_Kong Lingchang

E. Ghim Moh Cycling Estate_Kuan Wai Tuck Victor F. Cycling Town in Ghim Moh_Liu Xiaolei

G. Cycling Through Indoor and Outdoor_Xu Linxin H. Intra-Connecting Belts_Yao Haomu

I. Spine in Commonwealth Avenue_Wang Zhe

K. Cycling Loop_Gao Chenchen

F

J. Cycling in Dover Road_Lam Si Yun Swan

E

L. Cycling Network for New Development_Fan Lei A

H

G I D

L J

272

K

C

B

273

274

275

REFLECTIONS

276

277

This MLA studio gave me a different experience compared with the previous two studios.

This studio was not only about landscape but also urban design. The design scale was emphasised during the thinking process. When doing the preliminary analysis, we started from large scale to small scale to understand the site context and specific user demands.

By contrast, we did the design started from the point major destination to the network future cycling system. This whole process strengthened the logic of my thinking and helped me find the question with targeted solutions. In addition, I learned how to design with the human flow by simulating the process as the core of this studio was user experience.

Finally, the group work improved my communication and cooperation skills while my presentation skill still needs to be enhanced in the future study.

Wang Hanfeng

I am very honoured to be involved in this MLA studio ‘Cycling in the Singapore’ and this study has given me a lot of gains. First of all, unlike the traditional landscape design studio, this design combines landscape design with cycling to explore the multi-scale and multifunctionality of landscape design. Secondly, developed our ability to learn and analyse independently. To understand the cycling system as much as possible, we read a lot of theory, cases and practice many new analysis tools such as thermal comfort tools, PTV Vissim in the preliminary analysis. The third is the way to think of different scales. Different from the previous large-scale planning, this time I chose a building as my mobility hub and do the intensify landscape planning at the limited factory space. All the experiences have given me a lot of inspiration.

Xu Yuexin

Everyday Cycling in Singapore studio was a challenging one. There were conflicting mobility infrastructures that one should be aware of, not only by cyclists but also pedestrians, motor vehicles and various types of mobility such as skateboards, scooters, PMDs, electric bikes into consideration. The studio allows me to work in a group where we shared constructive feedbacks and ideas. In a team, it requires good team management where every one of us has to be responsible of our tasks and fulfil them with quality in the limited time frameThis apply on how we would work and perform in the landscape architecture industry once we have graduated. It’s a valuable asset and trait which one should adopt and bring it to the landscape industry which is extremely important and beneficial.

Raymond Yong

This studio is my first attempt to engage with urban design with the landscape perspective, the focal point is workers’ daily lives, and design target is to promote cycling as Singapore’s subsidy transportation method. Although there are some limitations due to the lack of design restriction knowledge in complex urban components, this studio is still the best opportunity for students to explore the working scope as a landscape architect and integrated design could be a more creative concept as future design mainstream. Hopefully, there could be more opportunities for students to get in touch with different disciplinaries to have more brilliant ideas.

Kong Lingchang 278

279

This studio allowed us to explore and design the fundamentals of circulation and mobility. Previously, as a Singaporean, we may complain about the inaccessibility of our neighbourhood with a layman’s attitude, however, after this design adventure, I start to realise the difficulties decision-makers faced when attempting to improve the livelihood of the citizens, even with minor amendments. Though it may seem to be an easy topic, with the complexity of existing planning and policy in Singapore, it was a challenge to achieve the studio’s projected aim. As the first group-oriented studio project, this experience allows individuals to venture according to their strengths and lay a platform for a more effective peer-learning. The flexibility in analysing amenities, transport systems and circulation flow grant us the opportunities to use an array of software from ArcGIS to Vissim. Overall, it was an eye-opening journey that, made me see streetscapes, town infrastructures and movement from a different perspective.

In Singapore, landscape architects are always fighting with space and try to make it multi-functional. In this cycling studio, we compete with both space and existing complex infrastructure. This time, my design project aims to insert a continuous cycling system and keep it harmonious with the vehicle-oriented transportation system on a big scale.

It’s not only required to consider designing for one layer but also taking the whole system and multi-layers into account. Especially when designing for urbanised cities, landscape architecture has to work with various systems.

Meanwhile, I realised there is no explicit and exclusive limitation for this profession.

Learning how to cooperate with the other disciplines and employ their knowledge to work for landscape architecture project is helpful for the professional work. At last, thanks for my team members, I’ve gained a lot from the group work. This semester is challenging but meaningful, and I hope I could keep the perseverance but work smarter in the future.

Victor Kuan

Wang Zhe

This studio expands landscape boundary by integrating with architectural and urban planning approach which require us to learn more knowledge beyond landscape and give us a comprehensive understanding of how landscape-centric design can influence the whole urban environment. This experience is also quite challenging for us to explore unfamiliar design approaches. The design topic focuses on current essential issues in Singapore context: cycling is becoming more popular as a healthy and sustainable, but a considerable number of town are not integrated with cycling when planning. Learning to use landscape to promote transport network enrich my knowledge and inspiration. Last, working as a team allow us to help and learn from each other which is critical for our future professional works.

Liu Xiaolei

From this studio, I learned a lot of knowledge about the relationship between people and the built-up environment, mainly in the following aspects: the morphology of the city, human flow, open space utilisation and heat mitigation. Literature review in different aspects of policies, research methods and case studies, teaches me how to quantify and define the core issues according to the analysis from macro scale to micro scale. For example, based on the analysis of human density, traffic congestions, physical barriers, and the accessibility to public transport and amenities, we quantified the so-called mobility gaps and found the areas with the most issues for site selection. In addition, activating and fully utilising the available open spaces (outdoor and indoor) to create a smooth multi-layer flow with integrated heat mitigation strategies is another critical design method that the studio taught me.

Xu Lin Xin

The most important thing I learned from this studio is that being specific and in depth is also essential for a comprehensive solution. As a pre-cyclist for commuting, I have the experience that how would climate, urban planning and social context encourage or discourage people from cycling. Hence, the solution for promoting cycling should be comprehensive, which posed more challenges for this studio since that we need to start from arguing for the necessity of cycling to come up with a detailed operational solution within 12 weeks. Anyway, it’s a tough but good fight.

Yao Haomu 280

This semester’s experience was to me a definite ‘culture shock’. It has broadened my horizon by letting me peek into the world of landscape. It is mind-blowing to me regarding how much intricate details and data go into the whole planning process. Previously I thought that landscape was all about design and that having the artistic sense would be fundamental to its success. Having gone through one semester, however, I realised that the logical and practical aspects of it matter so much more. Its multi-faceted thinking required for thorough planning stretched me beyond what I would have imagined. I have come to appreciate and respect the fact that humans do not lord over nature. Furthermore, the wildlife is very much an essential part of the ecosystem, and hence we should take special care to share the same space in harmony, and this is precisely where landscape design can play such a vital role in finding that delicate balance in dividing the area between wildlife and human.an.

Swan Lam

The studio of this semester focused on everyday cycling in Singapore, and we tried to find out the possibilities of designing bicycle lane in one north area. We started with the field trip in one north, and we rode bikes on the road to feel the real challenge for cyclists today in Singapore. We learned that design is not only from the perspective of designers but also from the users’ need. This studio is divided into three groups which allow us to approach the design from a different perspective and in this process we can learn from each other beyond our views. Hope that one day what we learn from this studio will apply to the real bicycle road construction in Singapore.

Gao Chenchen

This studio drew my attention and interest to this special group of people who cycle to work in Singapore who are the definite minority for the moment. However, understanding the passion and benefits they obtained through commuting by cycling offers important potentials for strategising livability in Singapore’s urbanised environment and transforming lifestyles of its citizens. Designing with the existing transportation system and road infrastructures to integrate cycling lanes requires not only accessibility and continuity, but some of the key learnings also include the effectiveness in utilising the spaces and landscape architecture approaches in elaborating the experience, especially in preconceptualizing green spines for future development. Thanks to all the guidance, supports and helps throughout the semester, and thank my team for their commitments and hard work even during challenging moments. The teamwork indeed helped me improve my capacity to convey ideas and to collaborate in different stages of design.

Fan Lei Helen

281

As a studio product which is not censored.

It may contain mistakes or deficiencies, and proposed ideas may not represent the position of NUS.

Published by Department of Architecture School of Design and Environment National University of Singapore 4 Architecture Drive Singapore 117566 Tel: +65 65163452

Student Editors Xu Yuexin Kuan Wai Tuck Victor Wang Zhe Kong Lingchang Yao Haomu

Fax: +65 67793078

Copyright @ 2019 Hwang Yun Hye (ed.)

ISBN: 978-981-14-0187-9 282

Copyright @ 2019 Hwang Yun Hye (ed.)

ISBN: 9978-981-14-0187-9 283