NUS LANDSCAPE : Everyday Cycling

EVERYDAY CYCLING IN SINGAPORE

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

Fax: +65 67793078

Copyright @ 2019 Hwang Yun Hye (ed.)

ISBN: 978-981-14-0187-9

EVERYDAY CYCLING IN SINGAPORE 02

PROTOTYPING A CYCLING NETWORK FOR ONE-NORTH DISTRICT

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:

2) Everyday Cycling: Short-distance commuters cycling everywhere;

1) Mobility Hub: Reshaping major destinations to promote everyday cycling;

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.

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.

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.

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

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.

13 Aug | Studio Orientation

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.

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.

17 Aug | Field Trip Management and Cycling Route Selection

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.

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.

20 Aug | Group Site Visit

20

Aug |

Walkability Measurement through GIS Analysis

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.

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.

23 Aug | Traffic Simulation Workshop

25-27 Aug | Site Survey

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.

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.

30 Aug | Subgroup Pin-ups & Discussion

6 Sep Site Analysis &

Subgroup Presentation

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.

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.

17 Sep | Synthesis &

Site Selection

8 Oct | Mid Review

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

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.

22 Oct | Subgroup site visit with the tutor

1

Nov

Design Development Presentation

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 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 Nov | Final Review

22 Nov | Final Review

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

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

EUROPEAN CYCLING CITIES

Practicality

COPENHAGEN INDEX

International Cycling-Friendly Standards

THE 14 PARAMETERS

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

1. Advocacy

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

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?

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?

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?

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?

10. Politics

What is the political climate regarding urban cycling?

11. Social Acceptance

How do drivers and the community at large regard urban cyclists?

12. Urban Planning

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

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?

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

EUROPEAN CYCLING CITIES

Critical Understanding of Cycling Strategies

SINGAPORE GRONINGEN COPENHAGEN

Cargo Bike

Additional Carriage and Parking

Does current parking areas enough for cargo bike parking?

Is cargo bike available for sale?

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 All Year Round

Law Protection

Against liability in traffic accidents

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

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

Greater Accessibility

Barrier Free MRT, Pedestrian Overhead Bridges with Ramp

CYCLING INFRASTRUCTURE COMPARISON

Critical Understanding of Cycling Infrastructure Case Studies SINGAPORE GRONINGEN COPENHAGEN BARCELONA

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

Facilitating Cycling

Additional Bicycle Facilities and Infastructure

CYCLING LANES

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

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

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

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

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

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

5 Cyclist Adaptability of Using Bike Lane or Path

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

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

Is the transition of Cycling town to typical town smooth?

2 4 6 Smooth Bike Path / Lane High Maintenance Sustainable Strategies Smart technology, Low cost Willingness to Share Openness to share footpath

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

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)

Is our current vehicular pedestrian infrastructure feasible for riding?

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

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

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

CYCLING INFRASTRUCTURE COMPARISON

Critical Understanding of Cycling Infrastructure Case Studies

SINGAPORE GRONINGEN COPENHAGEN BARCELONA

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

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

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

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

GRONINGEN

SINGAPORE

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

COPENHAGEN BARCELONA STREET ELEMENTS

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

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

B)

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

Bike lanes are generally gentle which makes it easily for cyclist of all age and

condition to ride

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

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 TYPES

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

blue demarcation

B) Cyling lane with only red demarcation 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

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.

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 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

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

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

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

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

C) Shared pathway with distinctive red paving for demarcate

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

health

BICYCLE PARKING

ASIAN CYCLING CITIES

Critical Understanding of Cycling Strategies

CYCLING LOOP SYSTEM

Critical Understanding of Cycling Strategies

Singapore

Longer Journeys

Heading into the city for shopping, commuting to work, are almost exclusively taken by train

Road Conditions

Hostile / narrow crowded sidewalk shared with 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

Inconvenient & Expensive

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

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

ASIAN CYCLING CITIES

Critical Understanding of Cycling Strategies

JAPAN

Streets | Weak & No Distinctive Cycling Path

Junctions | Bold & Distinctive Cycling Lanes

Streets | Bold & Distinctive Cycling Path

Junctions | Weak & No Distinct Cycling Lanes / Markings / Logos / Strips

Cycling Lanes in Japan & Singapore

Japan Japan Japan & Singapore Japan & Singapore

Bicycle tack within sidewalk visually segrated from pedestrians by road marking

Cross - Reference

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

Bicycle road

Bicycle lane

Sidewalk shared by cyclists and pedestrians

SINGAPORE CYCLING PLANNING STRATEGIES

Critical Understanding of Cycling Infrastructure

CROSS JUNCTION INTEGRATION

MAJOR JUNCTION

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

MAJOR AND MINOR JUNCTION

Dual Zone within

- 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

Transitional Zone within

1 - Cycling Direction

2

- Cycling Priority Area

3 - Conflict Zone

4

- Cycling Lane Position

5 - Intersection Zone

CYCLING CITIES JAPAN & SINGAPORE

Critical Understanding of Cycling Strategies JAPAN

Compare & Contrast

JAPAN

Cycling Lanes (Road)

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)

Street Elements

Cycling Paths

Junction

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.

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

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

Very distinct and clear separation of cycling paths demarcated with vibrant red paving material. Speed regulating strips help to reduce the cyclist’s speed

Types of Paths

B) Elevated small kerb to separate vehicles & cyclist

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

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

Pedestrian Crossing

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

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) 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 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

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

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

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

D) Wide shared pathway without any indications of separation

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

D) Wide shared pathway with logo markings & speed regulating strips help to reduce the cyclist’s speed

HONG KONG TAIWAN SINGAPORE SINGAPORE

LTA POLICIES

Principles of Cycling Planning in Singapore

WALK, CYCLE, RIDE

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.

OVERALL ROAD CONNECTIVITY MAP

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

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

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

Variables Rationale

A- Obstructions (For walking & Cycling) (Cyclability Walkability)

Vote-11

B-Intersections (Cyclability Walkability)

Vote-2

Permanent path obstructions / Obstacles -for walking -for cycling

Suggested Measurement method Reference

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

-Connectivity to destinations The greater the number of assessed destinations, the more connected the town

D-Cycling routes proportion (Cyclability)

Vote-9

E-Vertical transport (Walkability)

Vote-0

-Shares of cycling routes relative to total urban network

Provides an understanding of the planned connectivity in the urban area

Count of number of intersections 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. 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.

(Terri Pikora et al.,2000)

(FCL,2015)

ASpeed limitation (Cyclability Walkability)

Vote-9

Variables Rationale Suggested Measurement method Reference

-Lower speed limits for vehicles

-Traffic calming facilities

-Traffic volumes

A component of safety Reduce the speed of vehicles

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

Count the number of Traffic calming measures.

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

(Thijssen et al.,2000)

(Forsyth Ann et al., 2015)

BStreet parameters (Cyclability Walkability)

Vote-5

Count of number of destinations

Scored from 1-5

(Winters et al.,2013)

(P.P.Koh & Wong,2013)

CLighting condition (Cyclability Walkability)

Vote-3

DSight lines (Cyclability Walkability)

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

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

May out the Separation typeshorizontal/ vertical Estimate the distance between the path and the edge of the road.

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

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

-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)

A calculation: Total length of cycling routes (km)/total length of urban road network Scored from 1-5

(Winters et al.,2013)

(Council,2000)

(Harbutt & Richardson,2000)

Vote-0

-Good sight lines for users

-Sight lines from others(Street surveillance)

-Proportion windows at street level

Good sight lines increase sense of safety

Windows on the road create surveillance

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

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)

-Vertical transport A component of connectivity Map out the vertical transport, account the number and scored from 1-5

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.

(FCL,2015)

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

-Perceived and actual crime figures

A component of sense of safety

Research online (Forsyth Ann et al., 2015)

(Lu yu etal,2018)

WALKABILITY & CYCLABILITY CONSIDERATIONS

5.Health Engagement

Variables Rationale Suggested Measurement method Reference

Health engagement (Cyclability Walkability)

Vote-1

Greenery scenarios (Cyclability Walkability)

Vote-4

Noise level (Walkability Cyclability)

Vote-1

Air pollution (Walkability Cyclability)

Vote-0

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

Greenery scenarios on the both side

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

6.Attractiveness

Proportion active uses (Cyclability Walkability)

Vote-0

Variables Rationale Suggested Measurement method Reference

-Presence of outdoor dining

-Cultural activities, Recreational walk

-Number of people

Engagement(Related to Transparency)

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

Record the number of tables you count.

(Ewing Reid et al,2009)

Noise level A component of comfortability

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

& Wong,2013)

Air pollution Air pollution can be related with respiratory conditions and cancers

Measure in noise tester/ 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 of traffic volume scores; factory number; burning activities

Environment color (Cyclability Walkability)

Vote-2

Environmental friendly design (Cyclability Walkability)

Vote-2

Social interaction (Cyclability)

Vote-0

Population increase of this block (Walkability)

Vote-11

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

Engagement(Related to Complexity)

-Design working with natural systems Integrate nature into our transportation networks, reaping the benefits of ecosystem services while minimizing conflict between humans and wildlife.

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.

-Social interaction Engage riding Measure the width of cycle paths, is it wide enough to accommodate 2 cyclists

-Population increase of this block

6.Attractiveness

Scenery features (Cyclability Walkability)

Vote-9

Variables Rationale Suggested Measurement method Reference

-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 )

Based on mapping and site visiting

Score from 1-5 for the amount of variables 1-6, divide 5 at last

(P.P.Koh & Wong,2013) (Ewing Reid et al,2009)

Reference:

Engagement- an indicator of better urban areas that attract redevelopment

(Ewing Reid et al,2009)

(ASLA,2018)

(Paige Willis et al.,2013)

Research online (Forsyth Ann et al., 2015)

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

DESIGN GUIDELINES FOR CYCLING IN RELATION TO HEALTH

Physical Heath Aspect

Traffic safety

Goal - Safe network for commuters

Space away from traffic

Element Rationale Assessment Criteria Reference

Pollution Source

Goal - reduce negative influences affecting health

Element Rationale Assessment Criteria Reference

Width between cycling routes & pathways i

To reduce the likelihood of collisions with turning around vehicles

Cycle lanes and tracks at least 2.1m wide, away from traffic, make cycling convenient and sociable.

Chartered Institute of Logistics and Transportation, 2010

Sunlight Overheat Locate seatings & overhead protection in areas of maximum sunlight to maximise comfort level

Creating sun traps - areas surrounded by walls with an orientation toward the south (walls should not block plaza/street visibility).

OECD, 2013

Not mixed with pedestrians Clarity on road usage between pedestrian & riders

Layout of carparking Parking bays : between the cycle track & the traffic lanes

Minimize road width Shorter crossing distance

Distinction between footpath & cycle track

Overlapping with pedestrians

Score - 1

Clear distinction between 2 commuters

- Score - 2

Location of car parking & pathway to avoid possibility of traffic

injury

Minimize road width to reduce traffic speeds & pedestrian crossing to encourage continuous commuting

Width of 2.5m avoids the problem of ‘dooring cyclists by parking cars’.

Narrower width

50cm buffer zone

Minimum road width : up to 2.9m

Score - 1

Below 2.9m

Score - 2

Chartered Institute of Logistics and Transportation, 2010

Chartered Institute of Logistics and Transportation, 2010

Land Transport Authority, SG

Wind Comfort Downdrafts from surrounding high-rise buildings can cause user discomfort and should be prevented or reduced through specific design measures

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

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

Avoid large, open, unprotected areas

Score

Avoid wind funnels: narrow openings between buildings with easterly or northwest alignment

Utilize planting, low walls and canopies for wind deflection.

Undisturbed by drastic weather changes(Score - 4)

Relatively cooling zone(Score 3)

Heat-prone area(Score 2)

Rain-prone area(Score - 1)

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

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.

OECD, 2013

Continuity around bus stops

Provision of spaces for pedestrian waiting & exiting bus

Layer separation Hierarchy of footpath & cycling tracks

Avoid sudden halt to disconnect cycling flow

Place continuous cycle track away from the waiting area. The layout called ‘floating bus stop’.

Robin Heydon & Martin LucasSmith, 2014

Noise Hearing Reduce negative consequences of noise pollution. Improve conduciveness of outdoor spaces for recreation / community use

Area with natural vegetation as buffer 15m wide, (Score 3)

WHO, 2011

Robin Heydon & Martin LucasSmith, 2014

Speed limit up to 30mph

Avoid stop start

manoeuvre

Relation to metabolic rate while cycling

Clearly define cycle tracks for smoother journey

Cycle tracks higher than road surface but lower than footway

Chartered Institute of Logistics and Transportation, 2010

Health benefits gained from physical activity. 15km/hr for traditional bicycles, 22+km/ hr for pedelecs. Metabolic output similar.

Cycle infrastructure Avoid ‘stop-dismountpush’ interruption to maintain momentum

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

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.

Lenten & Stockmann, 2010

Robin Heydon & Martin LucasSmith, 2014

Day Medical Services /Health

Promotion Services

Holistic healthcare

Health education hubs, Active SG sports complex, Health information centre, Neighbourhood clinics

Encourage widespread usage of public health services

Healthcare institutions at neighbourhood

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

Ministry of Health, 2018

Neighbourhood

THERMAL COMFORT MEASUREMENT THERMAL COMFORT MEASUREMENT

Understanding Thermal Comfort Measurement Methodology COMPARISON

THERMAL COMFORT MEASUREMENT Variables Direct MeasurementIndirect Measurement

UTCI PMV STEVE(NH WONG) TSV(Terrace TAN) TSV(WEI Yang)

Reference:

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

1) YANG WEI (2013- 22). Outdoor Thermal Comfort in Urban Spaces in Singapore. ScholarBank@NUSRepository

1) YANG WEI (2013-03 22). Outdoor Thermal Comfort in Urban Spaces in Singapore. ScholarBank@NUSRepository

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

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

3) Wong, NH. and Jusuf, SK. (2013). Urban Heat Island Mitigation Strategies at City and Building Level. In: Kolokotsa , M. and Akbari, H. (Eds.) Advances in the Development of Cool Materials for the Built Environment, page 3 32. Bentham Science Publisher.

3) Wong, NH. and Jusuf, SK. (2013). Urban Heat Island Mitigation Strategies at City and Building Level. In: Kolokotsa , 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

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

HEAT MITIGATION STRATEGIES

Design Measures to Mitigate Heat

SOFT-SCAPE TACTICS | CREATE WIND CORRIDOR

Fully utilize the terrain in existing landscapes to create wind corridor

Guide the wind

SOFT-SCAPE TACTICS | CREATE CONTINUOUS SHADE

Create green street with trees that can provide enough canopies

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

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

SOFT-SCAPE TACTICS | CREATE GREEN SURFACES

Fully utilize the building coverage to create more green surfaces to optimize microclimate

HARD-SCAPE TACTICS | CREATE CONTINUOUS SHADE

Fully utilize the building overhead and flyover to provide continuous shading

HARD-SCAPE TACTICS | CREATE CONTINUOUS SHADE

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

Understanding Current Land Zoning in One-North LANDUSE MAP

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

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.

LEGEND

Green Patch

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

VEGETATION CONDITION

POPULATION DENSITY

General human density map footprint with population

human density heat map_ morninG CommutinG time

General human density heat map

human density heat map_ niGht CommutinG time

ACCESSIBILITY ANALYSIS

Analysing

mrt-600m reaCh aCCessibility analysis

ACCESSIBILITY ANALYSIS

Analysing Accessibility in One-North

URBAN NETWORK SYSTEM

route seleCtion possibility analysis

mrt entranCe aCCessibility analysis

connection Building

route usaGe analysis - mrt to one north

route usaGe analysis-residential to mrt

THERMAL COMFORT ANALYSIS

Understanding Thermal Comfort in One-North

BUILDING HEIGHT AND TERRAIN

TEMPERATURE - AFTERNOON PERIOD

LEGEND Building height + terrain 0

115 m

Measurement points from GPS track

TEMPERATURE - MORNING PERIOD

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

56 point for wind speed (m/s)

MAX 3.34(WESSEX) MIN 0.25

MEAN 1.01 MEDIAN 1.01

TEMPERATURE - EVENING 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

66 point for wind speed (m/s)

MAX 2.01(QUEENSTOWN) MIN 0.25 MEAN 0.71 MEDIAN 0.5

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 1 0 0.5

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

HYDROLOGICAL FLOW

fence, next building :0.7m

fence, close green patch:0.8m

one north factory area :0.8m

one north factory area:0.8m

E3

C1 in green patch :1.6m

next walkway with fence :1.6m

D13 in express way :0.7m

E1

TRANSPORTATION NETWORK SYSTEM

TYPOLOGIES | ROAD SECTIONS

Understanding Streetscapes of One-North

EXPRESSWAY

REGIONAL MAIN ROAD

LOCAL ADDRESSING ROAD 1

LOCAL ADDRESSING ROAD 2

ENTRANCES & BARRIERS

Handicap

Ramp . Lift ) Pedestrian Bridges . Bus Stops (without cycling lanes) . Kerbs . Staircases ( Low . Med . High )

BARRIER TYPOLOGIES

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

Pedestrian Overhead Bridges

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

Bus Stops

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

14 - 20 steps

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

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 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

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

Pedestrian and Vehicular Traffic comes into contact

SURVEY METHODS

Site Survey Process

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

27 / 8 / 2018, Monday - Ghim Moh, Holland Village, One-North/Bouna Vista, Ayer Ryah and Mount (Morning to Evening)

3 / 9 / 2018, Monday - Dover MRT, Bouna Vista MRT, One-North MRT (Evening)

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

MOBILITY HUB

Reshaping the Major Destination to Promote Everyday Cycling

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.

Kong Lingchang | Wang Hanfeng | Xu Yuexin | Raymond Yong

THE NATION CYCLING PLAN

million population Cyclists Current & Future Scenario

5.6

What is a Destination

?

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

According to 63 surveyees we’ve interviewed in one-north, majority of them highlighted Transport Systems and Workplace such as Offices are their destinations

DESTINATIONS SELECTION

Destinations Selection

What is a Destination?

OUR DEFINITION | DESTINATION

: The places where workers commute to as a part of their daily life route Destinations Selection Result

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

EVALUATION OF ECOLOGICAL ASPECT

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

CONTRIBUTING FACTORS TO CYCLING MOMENTUM

Barriers, Conflict Zones & Land Ownership

ROAD USAGE FREQUENCY

STREETSCAPE PAVING TOPOLOGIES

BIOPOLIS AREA EXISTING

AREA EXISTING

ISSUE1 | INCONVENIENCE MOBILITY

OVERVIEW OF PROJECTS

A:

B:

C:

D:

Project A: Mobility Hub_Buona Vista MRT Junction

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

SITE ANALYSIS

existinG

pedestrain_morninG pedestrain_eveninG CyClist

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.

landsCape performanCe

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.

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

seCtion a-a’

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

Human Flow Simulation

the CyClinG journey from one type of works’ perspeCtive

8:40 Leave home to work.

9:00

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

12:50

Go back to office after lunch.

18:30

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

18:00

12:00

Leave office to have lunch.

Leave office and cycle to do exercise before going home.

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

SOUTHEAST GATEWAY &RAILWAY CORRIDOR

PROJECT B: SIEMENS MEDICAL FACTORY

Transforming building structure and infrastructure as part of the cycling network

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.

CONFLICTS & BARRIES

NO TIME AND PLACE TO EXERCISE

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.

2. One entrance serves huge number of human flow

3. Different kinds of barries

1. Informal pedestrian entrance

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

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.

One entrance before

Junction before Junction after Two entrance after

3. Transform the steps to ramp to create coherent cycling

Go across the site Go into the first floor factory Go into the other floor factory

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

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℃).

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

I. Sofe Surface Drainage Section

Brush layer

Gabion with Brush Layers Log Cribwall

Gravel Bed Substrate

Wood cribwall built from timber logs Cabion Base

2.5 m

Pervious concrete Wood

II. Intensity Planting Green Street III. Shelter

I. Soft Surface Drainage

Shaded Area (1-3 pm)

II. North Part Entrance

III. Shuttle Area

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

TIMETABLE OF EVERYDAY JOURNEY

8:30

8:30

7:00

8:00:

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.

8:00

7:45

14:30

14:30 17:30

17:30

7:30 One-north MRT

7:45 Buy breakfast at timber+

Entrance of eating area with standing table and productive planting

Cycling to different floors working place

Exercise at the outdoor cycling track

Waiting the shuttle bus and doing the exercise

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

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

RIDE - THRU JTC LAUNCHPAD Singapore 1st Ride-Thru Gastropark

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

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

- Ups, Incubators & Accelerators

& aCtivities

RECONFIGURING EXTERNAL & INTERNAL CIRCULATION

Diversifying Entry & Access Points into JTC Launchpad and Office Buildings to improve accessibility and strengthen perimeter control flow map

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

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.

Entry Point in/out of Site: 5

Access Points in/out of Buildings: 39

Average Width: 3M

MAXIMISING OPEN SPACES

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

MULTIFUNCTIONAL SHARED SPACE

Stairscases: 17

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

Carpark: 211 Crowd

Drinking

18

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

RETROFITTING EXISTING INFRASTRUCTURE

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

existinG timbre+ & operation serviCes

stall vendor typoloGy loop system

Existing Operating System

Studying space requirements for vendors (serving & cooking)

Proposed Operating System

Stall Vendors Typology could serve as dualfunction

Introducing cycle thru foodcourt incoporated with technology (Self-Order Kiosk) leGend Cycling Lane Cyclist Flow Pedestrian Flow

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

multifunCtional spaCe ride - thru Gastropark

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

relationship between Gastropark & offiCes

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

PROJECT D: COMMONWEALTH MRT

-A continuous cycling platform for train and neighborhood commuters

AN EXCHANGE STATION FOR WORKING AND LIVING BACKGROUND INFORMATION

To Biopolis Business park To One commonwealth Factory Foodmore food court

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.

Schools (three schools around this district)

Koufu food court (ground floor of multi story car park)

Soccer Field (valuable open space for the neighborhood)

Tanglin Business(future development)

Buona Vista

MRT

Commonwealth Ave

Commercial services

EXISTING BUILT INFRASTRUCTURE

FLOW/BARRIER IDENTIFICATION

STRATEGY1: INCREASE CYCLING ACCESSIBILITY BY RETROFITTING THE EXISTING BUILT INFRASTRUCTURE

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.

Residents Commuting Students Commuting

Cycling Access Toolkits

existing stairs bicycle track

Workers Commuting Workers Commuting

Roof

Level3

Depature floor (9m high)

Level2

Boarding floor (6m high)

Residents 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.

Stairs/ Escalator/Lift (to L2)

Handicap (to Lift)

infrastructure

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

Ground floor (0m)

folded stairs ramp folded ramp light folded ramp curved ramp

elevated lane using exisiting

spiral stairs

STRATEGY2: INTEODUCE THE CYCLING FACILITY BY

STRATEGY3: ENCOURAGE THE CYCLING BY DEVELOPING MULTIFUNCTIONAL CYCLING INFRASTRUCTURE

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

MASTER PLAN

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

Landscape Performance

Light connction with water

Surface runoff reduction

Vegetation material provide thermal comfort

Social resillience

Habitat refugee Tree conservation

Landscape Performance

Flexible surfaces encourage activities

Meandered route to slow down the cyclist

Make hole on the roof to conserve the trees

Perspective B

Perspective C

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.

EVERYDAY CYCLING, EVERYWHERE CYCLABLE

CYCLING AS THE ALTERNATIVE COMPARISON BETWEEN

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

CYCLING PLANNING FOR ONE-NORTH SINGAPORE CYCLING PLAN

CAUSE OF SEGREGATION

CAUSE OF SEGREGATION

MOBILITY FACTORS AND TRANSPORTATION TYPE

MOBILITY BASED ON TRANSPORTATION SHARE PEDESTRIAN NETWORK AND CONNECTIVITY PEDESTRIAN

Pedestrian

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

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

SHELTERED - WALKWAY

IDENTIFYING MOBILITY GAPS

BARRIER MAP

IDENTIFYING MOBILITY GAPS

*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 Low Connectivity High Connectivity

SLOPE MAP

leGend Low Connectivity High Connectivity

Amenities

leGend

Areas with slope over 8%

IDENTIFYING MOBILITY GAPS

leGend

IDENTIFYING THE MOBILITY GAPS

COMBINED

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. Human

SITE SELECTION

IDENTIFYING LAND USE ZONES IN RESPONSE TO IDENTIFIED MOBILITY GAPS

OPEN SPACES AS OPPORTUNITY

CURRENT CYCLING SPACE

Cyclable space

Footpath: 137103m2

Plaza: 684350m2

first floor open space: 20.1%

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

Population: 583525

Area: 88.25 km²

Density: 6612ppl/km²

Ratio of Total Area to Total Cycling

Distance: 1km²= 4.71km

Population of Residents: 137990 approx

Area: 20.43 km²

Density: 6754ppl/km²

Ratio of Total Area to Total Cycling

Distance: 1km²= 1.92km

Commute with Bicycle Commute with Bicycle

36% 50% X 0.3

Population Growth X 2.84

583,828 600,100

Total Bicycle Path/Lane Length

416km 505 cycling per km

Mixture of Bicycle Lane, Path and Green Network

Population Growth

1.5% 4.5% X 0.3 X 0.11

5,607,000 6,231,082

Total Bicycle Path/Lane Length

230km

365 cycling per km

X 3.04 700km

401 cycling per km

Source: datasource reference

OPEN SPACES AS OPPORTUNITY

CYCLABLE OPEN SPACE TYPOLOGY

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.

OPEN SPACES AS OPPORTUNITY

DIVERSIFYING CYCLING SPACES

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%

Dense vegetation:19%

Building and vehicle lanes:35%

Current cyclable space:13%

Pathway:11%

Sheltered walkway:2%

Potential cyclable space:40%

Lawn:31%

Plaza:9%

Non-cyclable space:54.22% Non-cyclable space:48%

First story open space:0.2%

Dense vegetation:25%

Building and vehicle lanes:23%

Najas

GHIM MOH

500m

ONE-NORTH

Dense vegetation

Paved without shade

Sheltered walkway

First story open space

Lawn

Paved without shade

WHAT PREVENT PEOPLE FROM CYCLING

SITE SURVEY RESPONSES

Experience

Consistency of Momentum

Way-Finding

Engagement while Travelling

Connectivity of Route

Availability

Bicycle Infrastructure

Bicycle Facilities

Safety

Obstacles and Hazards

Bicycle facilities and Infrastructure Conditions

Personal Confidence in Cycling

Vehicular Congestion

Pedestrian Congestion

Bike path / Lane Dimension

Comfort

Thermal Condition

Overcoming Slopes, barriers

Paving

Wind

Shaded walkway

Satisfied Neutral Unsatisfied

Non-Cyclist Pool

WHAT PREVENT PEOPLE FROM CYCLING FLOW MAP (CONNECTIVITY)

BARRIER MAP (CONVENIENCE)

SHADE MAP (COMFORT)

AMENITIES MAP (ATTRACTIVENESS)

PROPOSED OVERALL MASTERPLAN

DIVERSIFYING NETWORK

SMART AND CYCLABLE NATION

INCLUSIVE CYCLING COMMUNITY

RETROFITTING OPEN SPACES INTO MULTIFUNCTIONAL LANDSCAPES

EXISTING OPEN SPACE USAGE

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.

PROPOSED OPEN SPACE USAGE

Proposed Site Condition

Cyclable Space Active Mobility Elements

3 desiGn interventions transform infrastruCtures to transitional spaCe repurpose linkways as alternative routes leveraGe topoGraphy for elevation advantaGe

Stairs (Obstacles) Ramps (AME) Shelter

STRATEGY 01

Diversifying Network DESIGN TACTICS

Identifying Topography and Obstacles Introducing Cyclable Ramps by Leveraging Existing Topography

Key Map

STRATEGY 01

Diversifying Network DESIGN TYPOLOGIES

Entrance (Major Conflict Point)

Legend:

1/2

HDB Types

Ramps

Mobility Aiding Stairs

Major Conflict Point (Vechicle and Pedestrian)

Type 2 - HDB Slab Block

Destination 1

Landscape Performance

No. of Main Obstacles: 8

Overall Elevation Difference: 6.9m

Average obstacles encountered per trip: 4

Landscape Performance

No. of Main Ramps on Site: 4

No. of Main Ramps Increased: 6

No. of Main Obstacles Overcame: 6

Bridging Disconnected Sheltered Walkway and Repurposing Existing Infrastructure Exploring Alternative Cyclable Spaces

Cycling Flow

Type 1 - HDB Point Block

Cycling Friendly Ramp

Landscape Performance

Percentage of Shelter Increased: 30%

Percentage of Sheltered Walkway: 33%

Landscape Performance

Percentage of Cyclable Open Space Increased: 66%

Distance of Trip Decreased on Avg: 17%

Mobility Aiding Elements

Destination 2

STRATEGY 02

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

STRATEGY 02

Retrofitting open spaces into the multifunctional landscape PROPOSED HEAT MITIGATION STRATEGIES

Landscape Performance

23% Unshaded Open Space

Most Heated Zone: Ghim Moh Market

Cause of Heat Radiation:

Insufficient Canopy, Reflective Material, Non-porous surfaces

DRY DETENTION PLAZA (SECTION A-A’)

Landscape Performance

More than 25% of Shade Increased

Less than 5% Unshaded Open Space

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:

Plant Species for Bioswale:

Chrysophyllum cainito L.

Hopea odorata

Syzygium grande Syzygium pycnanthum Tabebuia rosea

Cymbopogon citratus chrysopogon zizanioides

Arundo donax

Wedelia trilobata Pennisetum alopecuroides Ipomea pes caprae

STRATEGY 03

Facilitating an inclusive cycling community

Ghim Moh Cycling Estate : Cycling without Age PROPOSED MASTER PLAN BIKE-TRHU MARKET

GHIM MOH CYCLING MARKET

CYCLING EXPERIENCE

CYCLING EXPERIENCE

PROJECT F: NEW AGE CYCLING TOWN IN GHIM MOH

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

STRATEGY 1 DIVERSIFYING NETWORK

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

STRATEGY 3 FACILITATING AN INCLUSIVE CYCLING COMMUNITY

Cycling through daily amenities

Cycling facilities at each building

Bioswale for evaporation:850m

LANDSCAPE PERFORMANCE

The percentage of sheltered road:72%

2 Cycling facilities

Sheltered road

CYCLING EXPERIENCE

PROJECT G - FREELY CYCLING THROUGH INDOOR AND OUTDOOR

STRATEGY 1 - ACTIVATING THE POTENTIAL SPACES

STRATEGY 2 & 3 - REDUCING PHYSICAL BARRIERS & INTEGRATING PROGRAMS AND GREENERY IN ACTIVE MOBILITY ELEMENTS

INTEGRATING PROGRAMS AND GREENERY IN ACTIVE MOBILITY ELEMENTS

Get through the buildings by opening the existing interior corridors to make cylclists utilize the lobby, lifts and other facilities, and can easily go through the building.

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

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.

Retrofit staircases into cycling-friendly elements.

Legend

Cyclable spaces

Cycling lanes

Sheltered cycling spaces

Cycling-friendly verticle structure

Greenery

PERSPECTIVE AND PERFORMANCE

PROJECT H : CONNECTION WITHIN DISTRICT

SITE ISSUE & DESIGN CONSIDERATION

SEGREGATION BY INFRASTRUCTURE AND TOPOGRAPHY

FUTURE DEVELOPMENT: CYCLING-ORIENTATED URBAN DESIGN

INSUFFICIENT CONNECTION AND POTENTIAL SHORT-CUT

DESIGN WITH TERRAIN: GREEN AND BLUE NETWORK

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

MULTI-LAYERED NETWORK & INCLUSIVE COMMUNITY FOR CYCLING

VISION

FREELY CYCLING WITH DIVERSIFIED ROUTES BASED ON SMART NATION

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.

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

many of them put on helmet for road safety

rather than wearinG tiGhts like reCreational CyClists, they put on Comfortable jersy

many of them CyCle on the road where they Could aChieve hiGher speed CarryinG baGs with offiCe essentials

Source: StraitS timeS

in sinGapore, fatalities and injuries for road aCCidents in 2015 is 10,563

Source: Singapore police

the CarriaGeway are desiGned to be wide to enable the Cars to move at a fast speed

pedestrians 1,016 (10%)

CyClists 623 (6%)

motorCyClist and pillion riders 72 (48%)

motorCyClist and pillion riders 5000 (47%)

Current issue of CommunitinG

pedestrians 43 (28%)

most of them use personal bike, but shared bikes are also observed for shorter CommutinG

CyClists 17 (11%)

bike mounted baG for CarryinG stuffs

they usually brinG extra set of Clothes for CyClinG

WHAT THE CyClISTS SAy?

Source: (1) the StraitS timeS, June 2018, (2) filipino expatriate norman de villa, 42

utiliZinG roadside double yellow lines for CyClinG

BASEd ON SITE SuRvEy medium of CyClinG distanCe majority preferred CyClinG time of

CHARACTERS OF EXISTING LONG DISTANCE CYCLISTS their reasons and demand for CyClinG

“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 S 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 S 24.6km/h).”

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 ntra-town CyClinG routes

other routes used by CyClists

park ConneCtors

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.

historiCal land use maps

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.

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.

ConGestion with Cars CominG in and out of the dropoff and entranCes

waitinG at traffiC interseCtion; ConGestion with people CrossinG the road

CyClinG speed measured on dover road

ISSUE 5: UNDER-UTILIZED OPEN SPACES IN ONE NORTH ANALYSIS OF COPENHAGEN NETWORK

pedestrians’ random CrossinG of the street, partiCularly outside one north mrt

the oriGinally ConCeied Green is not servinG people well

one north park - less than 50 visitors hourly measurement

Copenhagen road network

LEGEND

Cycling tracks

Green cycle tracks

Waterbodies and park

Singapore road network

Vehicle roads

Park connector

Waterbodies and park

Source: clc

Compiled road network

LEGEND

Cycling tracks in Copenhagen

Vehicle roads in Singapore

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

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

biopolis madiapolis fusionopolis

SITE SELECTION

FEASIBILITY ON PHYSICAL CONDITION_ INTER-TOWN SPINES

existinG road Condition

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.

frequently used CyClinG routes

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

Most frequently used route Often used route Park connector

feasibility mappinG

Feasible space on road

Heavy traffic condition

typoloGies of modifiCation feasibilities

SITE SELECTION

SITE SELECTION

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

Greenery Continuity assessment

PROJECT I - INTERTOWN SPINE IN COMMONWEALTH AVENUE

feasible spaCe on road

200m

Street tree with big canopy

Feasible space on median space

Feasible space on green strip

Feasible space on open space

feasible spaCe of Green strip and open spaCe

STRATEGY 2- LEVERAGE ON URBAN OPEN SPACES

the ConneCtion between CyClinG system and neiGhbourhood

reasonable rest area and landinG area

how CyClinG network work well with blue and Green system

Water system

New gateway Landing area Cycling system Cycling system

rainwater Garden

Cross seCtion

A FAST AND SEAMLESS JOURNEY

the ConneCtion between CyClinG system and neiGhbourhood speed report

Distance:540m Stopping point : 0-1

Distance:580m Stopping point : 1-6

By-pass

BUS STOPS

Departure: Alexandra Queensway PCN

Destination: One-North

CYCLING EXPRESS-WAY

Save time: 1 min

X-crossing

CYCLING TRACK

Greenery assessment :5

CYCLING EXPRESS-WAY

CYCLING LANE

Double yellow line

BUSSINESS

:4

NATURAL PATH

One-north

Gateway

CYCLING PATH

Enlargered street corner + shorter crossing distance

CYCLING LANE

MRT BRIDGE

MRT BRIDGE HDB

Greenery assessment

Greenery assessment :3

Greenery assessment :4

Shade +Shelter

PROJECT J - CYCLING IN GREEN ALONG DOVER ROAD

STRATEGY 1

Harmonious commuting for cyclists, pedestrians, drivers

key spaCe desiGn 1

STRATEGY 3

STRATEGY 2

Protected Intersection for cyclists

key spaCe desiGn 2

SCENIC VIEW ANALYSIS

Experience of cycling in space and greenery

sCeniC view alonG spine b

STREET LEVEL GREENERY AND HEALTH RELATION

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 ( m lee et al., 2012; sallis et al., 2012).

the Greenway

aye (toll road)

sCeniC view analysis

low-level vision Greenery

nature Can provide stress relief, inCrease soCial interaCtion, enCouraGe physiCal exerCise and even help soothe mental illness.

ayer rajah Cresent

very dense dense less dense

seCtion view of Greenery

mid-level vision Greenery

above vision Greenery

sim lim barraCk rise

sparCe

Greenery simulation to bodily funCtion

LANDSCAPE PERFORMANCE

Investigations on spatial qualities

streetsCape of dover road

institutional

nteGratinG available open spaCe for CyClinG routes

approximately 10% open spaCes for CarparkinG able to add in biCyCle infrastruCture to inCrease ConvenienCes and ConsistenCy

publiC health 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.

1 eatery in every 5 bloCks serve up to 10% of the Community of one area

Greenery CommerCial

Green wall oCCupies 10% of spine b alonG dover Cresent.

street Greenery to enhanCes by 30% to promote lonG distanCe CyClinG and sCeniC view experienCe.

additional ChoiCe for private seCtors staffs to adopt healthy livinG by CyClinG in newly desiGned lanes.

nCreased work and health performanCes & overall health by 50% in physiCal build & better mental health well-beinG

PROJECT K - CYCLING LOOP IN ONE NORTH

Vehicle flow

Proposed bicycle flow

People flow

ISSUE STATEMENT AND DESIGN STRATEGY

Nepal Park

One north park

Wessex

One north MRT

ISSUE STATEMENT AND DESIGN STRATEGY

plaza area is not full utilized by people

not full utilized green space in factory area

narrow

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

Existing picture

waiting space for pedestrian zebra line crossing

Detail plan People flow analysis

short cut bicycle track from one north MRT

people crossing the street although there is pedestrian bridge

space along the drainage

Strategy 1

The factory boundary is pushed for bicycle road

Strategy 2

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

LANDSCAPE PERFORMANCE

plaza portsdown road

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

PROJECT L - CYCLING NETWORK FOR NEW DEVELOPMENT

Issues and Characters of Future Development

Issues and Characters of Future Development

Proposed Green Spine

Surface Water flow Future Development Plan

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.

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

Elevation Challenges for Accessibility

Existing Vehicle Flow

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

Accessibility of Bus & Pedeatrian Flow

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

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

Forge

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

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

CYCLING LANE TYPOLOGIES

One-way Cycling Lane along Roads

Elevation Transition

2nd-Level Cycling Track

DETAIL FLOW Location A

DETAIL FLOW Location B

Flyover Tree Corridor

Open Space

Two-way Cycling Tracks integrated with open spaces and footpaths

Programme: 23 - Rain Garden at Gateway from Portsdown Avenue

Programme: 22 - Entrancing Turf at Gateway from AYE

DETAIL FLOW Location C

Two elevations of Cycling Tracks / Lanes

DETAIL FLOW Location E

DETAIL FLOW

CYCLING ROUTES

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)

Pedestrian crossing - 2 - no waiting, may slow down

Car porch - 0 - no slow down

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

- Total time 8.25min

Route | Destination 3 to 4

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

Native Forest Trail 680m2, with dense and continuous canopy

A. Buona Vista MRT Junction_Wang Hanfeng B. Siemens Medical Factory_Xu Yuexin

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

I. Spine in Commonwealth Avenue_Wang Zhe J. Cycling in Dover Road_Lam Si Yun Swan

C. JTC Launchpad_Yong Keng-Whye, Raymond D. Commonwealth MRT_Kong Lingchang

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

K. Cycling Loop_Gao Chenchen L. Cycling Network for New Development_Fan Lei

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

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.

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.

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.

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.

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.

Yao Haomu

Gao Chenchen

Swan Lam

Victor Kuan

Fan Lei Helen

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

Fax: +65 67793078

Copyright @ 2019 Hwang Yun Hye (ed.)

ISBN: 978-981-14-0187-9

Student Editors

Xu Yuexin

Kuan Wai Tuck Victor

Wang Zhe

Kong Lingchang

Yao Haomu

Copyright @ 2019 Hwang Yun Hye (ed.)

ISBN: 9978-981-14-0187-9